Manual+Taller+Komatsu 630E

DG675
Shop
Manual
630E
DUMP TRUCK
SERIAL SUFFIX
AFE42-M
and up
AFE46-U

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.
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.
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.
Replacement parts manufactured and supplied by unauthorized sources may not be
designed, manufactured or assembled to Komatsu's design specifications; accord-
ingly, use of such parts may compromise the safe operation of Komatsu products
and place the operator and others in danger should the part fail.
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.
CEHQ000700 - Komatsu America International Company 12/99

EMISSION CONTROL WARRANTY

EMISSION CONTROL WARRANTY STATEMENT (APPLIES TO CANADA ONLY)

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.

KOMATSU IS NOT RESPONSIBLE FOR INCIDENTAL OR CONSEQUENTIAL DAMAGES.

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.

GARANTIE SUR LE CONTRLE DES MISSIONS

NONC DE GARANTIE SUR LE CONTRLE DES MISSIONS (APPLICABLE AU CANADA SEULEMENT):

1. Produits garantis:
Komatsu America International Company, Komatsu Mining Systems Inc. et Komatsu Utility Corporation (collectivement Komatsu) produisent et/ou font la
mise en march de produits portant les noms de marque Komatsu, Dresser, Dressta, Haulpak et Galion. Cette garantie sur les missions sapplique tous les
nouveaux moteurs portant le nom Komatsu, installs dans ces produits et utiliss au Canada dans des machines conues pour utilisation industrielle non-
routire. Cette garantie sapplique seulement sur les moteurs produits partir du 1er Janvier 2000. Cette garantie sera administre par la distribution de
Komatsu au Canada.

2. Couverture:
Komatsu garantit lacheteur ultime et chaque acheteur subsquent que le moteur est conu, construit et quip en toute conformit, au moment de la vente
par Komatsu, avec toutes les Rglementations fdrales amricaines sur les missions applicables au moment de la fabrication et quil est exempt de dfauts
de construction ou de matriaux qui auraient pour effet de contrevenir ces rglementations en dedans de 5 ans ou 3000 heures dopration, mesur partir
de la date de livraison du moteur au client ultime.

3. Limitations:
Les bris, autres que ceux rsultant de dfauts de matriaux ou de construction, ne sont pas couverts par cette Garantie. Komatsu nest pas responsable pour
bris ou dommages rsultant de ce que Komatsu dtermine comme tant de labus ou ngligence, incluant mais ne se limitant pas : lopration sans
lubrifiants ou agent refroidissants adquats; la suralimentation dessence; la survitesse; le manque dentretien des systmes de lubrification, de
refroidissement ou dentre; de pratiques non-propices dentreposage, de mise en marche, de rchauffement, de conditionnement ou darrt; les
modifications non-autorises du moteur. De plus, Komatsu nest pas responsable de bris causs par de lessence inadquate ou de leau, des salets ou autres
contaminants dans lessence. Komatsu nest pas responsable des rparations non-relies au moteur, des dpenses encourues suite aux temps darrts, des
dommages relatifs, amendes, et de tout autre cot daffaires ou autres pertes rsultant dun bris couvert par la garantie.

KOMATSU NEST PAS RESPONSABLE DES INCIDENTS OU DOMMAGES CONSQUENTS.

Cette garantie, ainsi que les garanties expresses commerciales, sont les seules garanties de Komatsu. IL NY A AUCUNE AUTRE
GARANTIE, EXPRESSE OU SOUS-ENTENDUE, MARCHANDABLE OU PROPICE A UNE UTILISATION PARTICULIRE.

INFORMATION IMPORTANTE SUR LE MOTEUR
CE MOTEUR EST CONFORME AUX NORMES AMRICAINES DELEPA (ANNE DU
MODLE) ET DE LA CALIFORNIE POUR LES MOTEURS LARGES NON-ROUTIERS A IGNI-
TION PAR COMPRESSION. CE MOTEUR EST CERTIFI POUR OPERATION ESSENCE
DISEL.
AVERTISSEMENT
DES BLESSURES PEUVENT RSULTER ET LA GARANTIE
SANNULER SI LES RPM DU TAUX DESSENCE OU LALTITUDE
EXCDENT LES VALEURS MAXIMALES PUBLIES POUR CE
MODLE ET SON APPLICATION.
IMPORTANT ENGINE INFORMATION
THIS ENGINE CONFORMS TO YYYY MODEL YEAR U.S. EPA REGULATION AND THE CALIFORNIA
REGULATIONS LARGE NON ROAD COMPRESSION IGNITION ENGINES. THIS ENGINE IS CERTI-
FIED TO OPERATE ON DIESEL FUEL.
MODLE DU MOTEUR
WARNING
INJURY MAY RESULT AND WARRANTY IS VOIDED IF FUEL RATE RPM OR ALTITUDES EXCEED
PUBLISHED MAXIMUM VALUES FOR THIS MODEL AND APPLICATION.
NO. SRIE
FAMILLE DU MOTEUR
ENGINE MODEL SERIAL NO.
DPLACEMENT
SYSTME DE
CONTROLE DES
MISSIONS DCHAPPEMENT
ENGINE FAMILY DISPLACEMENT LITERS
EXHAUST EMISSION
CONTROL SYSTEM
FIRING ORDER 1 - 5 - 3 - 6 - 2 - 4 LITRES
CHARGE DE SORTIE ADV.
ADV. LOAD OUTPUT

Kw ( HP) RPM
SQUENCE DE MISE FEU
PORTE DE VALVE FROID
(mm)
VALVE LASH
COLD (mm)
IN. EX. FUEL RATE
AT ADV.
mm
3
/STROKE
mm
3
/BATTEMENT
TAUX DESSENCE ADV.
VITESSE STATIQUE
IDLE SPEED RPM FAMILY EMISSION LIMIT
INITIAL INJECTION
TIMING
DEG. BTDC DATE OF MANUFACTURE
LIMITE DMISSION DE
LA FAMILLE
RGLAGE DE LALLUMAGE -
INJECTION INITIALE
_____________________________________________ KOMATSU LTD.
MADE IN JAPAN
DATE
DE FABRICATION
DEG. BTDC
KOMATSU LTE
FABRIQU AU JAPON
ENGINE DATAPLATE - ENGLISH / FRENCH
A00004 7/95 Introduction A-1
FOREWORD
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 operators 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 HAULPAKModel 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 HAULPAKTrucks, optional heavy duty components may be required to utilize the630,000 lbs.
(286 020 kg) GVW. Contact factory if clarification is needed.
A-2 Introduction A00004 7/95
CAUTION is used for general reminders of proper
safety practices
OR
to direct the readers attention to avoid unsafe or
improper practices which may result in damage to
the equipment.
WARNING identifies a specific potential hazard
WHICH MAY RESULT in either INJ URY OR DEATH if
proper precautions are not taken.
DANGER identifies a specific potential hazard
WHICH WILL RESULT in either INJ URY OR DEATH if
proper precautions are not taken.
This ALERT symbol is used with the signal words,
CAUTION, DANGER, and WARNING in this
manual to alert the reader to hazards arising from
improper operating and maintenance practices.
A00004 7/95 Introduction A-3
TABLE OF CONTENTS
SUBJ ECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
ELECTRIC PROPULSION AND CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR
II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M
OPERATORS CAB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A-4 Introduction A00004 7/95
KOMATSU 630E HAULPAK TRUCK
A01001 02/94 Index A1-1
SECTION A
GENERAL INFORMATION
INDEX
MAJ OR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
STANDARD TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A1-2 Index 02/94 A01001
NOTES
A2-1 Major Component Description A02028
MAJ OR COMPONENT DESCRIPTION
ENGINE
The 630E HAULPAK
is powered by a Detroit Diesel

16V-149TIB engine rated at 1800 HP (1342 kW) or a
Cummins KTTA 50-C engine rated at 1800HP (1342
kW). Other engines may be specified as optional
equipment.
ALTERNATOR
The diesel engine drives an alternator mounted in-
line with the engine. The alternating current (AC) out-
put of the alternator is rectified to direct current (DC)
and sent to the DC drive wheel motors.
WHEEL MOTORS (GE 776)
The output of the alternator supplies electrical energy
to the two wheel motors attached to the rear axle
housing. The two wheel motors convert electrical
energy back to mechanical energy through built-in
gear trains within the wheel motor assembly. The
direction of the wheel motors is controlled by a for-
ward or reverse hand selector switch located on a
console to the right side of the operator. The GE788
wheel motor may be specified as optional equip-
ment.
BLOWER
The blower supplies cooling air for the alternator, rec-
tifiers, and both wheel motors. The air is then
exhausted to the atmosphere through the wheel
motors.
OPERATOR'S CAB
The HAULPAK
Operator's Cab has been engi-

neered for operator comfort and to allow for efficient
and safe operation of the truck. The cab is rubber
mounted to reduce noise and vibration. It includes a
tinted safety-glass windshield and sliding side win-
dows for excellent visibility, a deluxe interior, controls
mounted within easy reach of the operator, and an
instrument panel which provides the operator with all
instruments and gauges which are necessary to con-
trol and monitor the truck's operating systems.
POWER STEERING
The HAULPAK
truck is equipped with a full time

power steering system which provides positive steer-
ing control with a minimum of effort by the operator.
The system includes nitrogen-charged accumulators
which automatically provide emergency power if the
steering hydraulic pressure is reduced below an
established minimum.
DYNAMIC RETARDING
The dynamic retarding is used to slow the truck dur-
ing normal operation or control speed coming down a
grade. The dynamic retarding ability of the DC elec-
tric system is controlled by the operator through the
activation of the retarder pedal in the operators cab
and by setting the RSC (Retarder Speed Control).
Dynamic Retarding is automatically activated if truck
goes to a preset overspeed setting.
BRAKE SYSTEM
The braking system consists of an all hydraulic actu-
ation system. Depressing the brake pedal actuates
wheel-speed single disc front brakes and armature-
speed dual disc rear brakes. The brakes can also be
activated by operating a switch on the instrument
panel as described later in this manual. The brakes
will be applied automatically if system pressure
decreases below a preset minimum.
SUSPENSION
HYDRAIR
II suspension cylinders located at each

wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading and operation.
SPECIFICATIONS
ENGINES (Standard Options)
Cummins KTTA 50-C
Number of Cylinders . . . . . . . . . . . . . . . . . . 16
Operating Cycle . . . . . . . . . . . . . . . . 4-Stroke
Rated Brake HP 1800 HP (1342 kW) @ 1900
RPM
Flywheel HP 1704 HP (1271 kW) @ 1900 RPM
Weight (Dry) . . . . . . . . . 10,895 lbs. (4942 kg)
Detroit Diesel 16V-149TIB
Number of Cylinders . . . . . . . . . . . . . . . . . . 16
Operating Cycle . . . . . . . . . . . . . . . . 2-Stroke
Rated Brake HP . 1800 HP (1342 kW) @ 1900
RPM
Flywheel HP 1704 HP (1271 kW) @ 1900 RPM
Weight (Dry) . . . . . . . . . 11,210 lbs. (5085 kg)
ELECTRIC DRIVE SYSTEM
STATEX III AC/DC Current
Alternator. . . . . . . . . General Electric GTA - 22
Motorized Wheels . . . . . . . . . General Electric
776 Gear Ratio . . . . . . . . . . . . . . . . . . 28.85:1
Maximum Speed. . . . . 34.0 MPH (54.7 km/h)
788 (Optional) Gear Ratio. . . . . . . . . . 26.14:1
Maximum Speed. . . . . 34.4 MPH (55.4 km/h)
DYNAMIC RETARDING
Electric Dynamic Retarding. . . . . . . . Standard
Maximum Retarding . . . . 2677 HP (1996 kW)
Optional. . . . . . . . . . . . . . . 3700 HP(2759 kW)
With. . . . . . . . Continuous Rated Blown Grids
. . . . . . . . . . . . . . .Extended Range Retarding
. . . . . . . . . . . . . . . . . . . . . Reverse Retarding
BATTERY ELECTRIC SYSTEM
Batteries. . . . . Two 12 Volt Batteries in Series
. . . . . . . . . . . . . . . 140 Ampere-Hour Capacity
With Disconnect Switch
Alternator . . . . . . 24 Volt, 140 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
SERVICE CAPACITIES
U.S. Gallons .Liters
Crankcase (Includes lube oil filters)
Detroit Diesel . . . . . . . . . . 52.5. . . . . . . . . 199
Cummins . . . . . . . . . . . . . 56.6. . . . . . . . . 214
Cooling System . . . . . . . . 83 . . . . . . . . . . 314
Fuel . . . . . . . . . . . . . . . . . 850. . . . . . . . 3217
Hydraulic System. . . . . . . 134. . . . . . . . . 507
Whl. Motor Gear Box. . . . 4.5/Whl.. . . 17/Whl.
AIR SYSTEM
Compressor Bendix-Westinghouse TU-FLO 501
Capacity. . . . . . . . . 12 ft/min. (0.34 m/min.)
Starter with Interlock . . . . . Ingersol Rand 815
. . . . . . . . . . . . . . . . . . . Optional, Electric Start
Air Tank Capacity. . . 15 cubic feet (425 liters)
HYDRAULIC SYSTEM
Pump 145 GPM (549 liters/min.) @ 1900 RPM
Relief Pressure- Hoist . . 2500 psi (17.2 MPa)
Relief Pressure- Steering 3000 psi (20.7 MPa)
Hoist. . . . . . 3-Stage Hydraulic Twin Cylinders
Tank. . . . . . . . . . . . . . . . . . . Non-Pressurized
0Service Capacity . 134 U.S. Gal. (507 Liters)
Filtration. Accessible, Replaceable, Elements
Suction. . . . . . . . Single, Full Flow, 100 Mesh
Return . . . . . . . . . . . . . . . . . . . . . . . . Full Flow
Optional Hoist & Steering High Pressure Filter
. . . . . . . . . . . . . . . . . . . . . Full Flow, 7 Micron
The SPECIFICATIONS listed on these pages cover standard production. When Optional equipment is selected,
some of these specifications and/or capacities may change.
SERVICE BRAKES
Actuation . . . . . . . . . . . . . . . . . . All Hydraulic
. . . . . . . . . . . . . . . . . . . . . . . . . . (Front)(Rear)
Type. . . . . . . . . . . . . . . . Single DiscDual Disc
. . . . . . . . . . . . . Wheel SpeedArmature Speed
STEERING
Turning Circle (SAE) . . . . . . . . .80 ft. (24.4 m)
Emergency Power Steering With Accumulators
DUMP BODY
Capacity:
Struck. . . . . . . . . . . . . . . . . . . . 101 yds77 m
Heaped @ 2:1 (SAE) . . . . . . .135 yds 103 m
Width (Inside). . . . . . . . . . 20 ft. 7 in. (6.27 m)
Depth . . . . . . . . . . . . . . . . . 7 ft. 8 in. (2.35 m)
Loading Height. . . . . . . . . . 18 ft. 9 in. (5.71 m)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . 45
TIRES
Radial Tires (standard) . . . . . . . . . . 36.00 R51
Rock Service, Deep Tread . . . . . . . . Tubeless
Tire Rims. . . . . . . . . . . . . . . . . . . . . Separable
Tires and Rims . . . . . . . . . . . Interchangeable
WEIGHT DISTRIBUTION
EMPTY
. . . . . . . . . . . . . . . . . . . Pounds . .Kilograms
Front Axle . . . . . . . . . . . 117,150 . . . . . 53 138
Rear Axle . . . . . . . . . . . 122,650. . . . . 55 633
Total . . . . . . . . . . . . . . . 239,800. . . . 108 771
LOADED
Front Axle . . . . . . . . . . . 206,600. . . . . 93 712
Rear Axle . . . . . . . . . . . 413,200 . . . . 187 424
Total * . . . . . . . . . . . . . . 619,800 . . . . 281 136
* Not to exceed 630,000 lbs. (285 763 kg) including
options, fuel and payload.
Optional heavy duty components may be required to
utilize this Gross Vehicle Weight limit. Contact Haul-
pak Division if clarification is required.
OVERALL TRUCK DIMENSIONS
All dimensions are with 101/135 cu.yd. (77/103 m
3
body, 36.00 R51 tires, and 776 wheel motors.
A03004 7/95 General Safety & Operation A3-1
GENERAL SAFETY AND OPERATION
Safety records of most organizations will show that
the greatest percentage of accidents are caused by
unsafe acts of persons. The remainder are caused
by unsafe mechanical or physical conditions. Report
all unsafe conditions to the proper authority.
The following safety rules are provided as a guide for
the HAULPAK
operator. However, local conditions

and regulations may add many more to this list.
SAFETY IS THINKING AHEAD
Prevention is the best safety program. Potential
accidents can be prevented by knowing the
employer's safety requirements, all necessary job
site regulations, as well as use and care of the safety
equipment on the HAULPAK
truck. Only qualified

operators or technicians should attempt to operate
the HAULPAK
.
Safe practices start before the operator gets to
the equipment!
1. Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
2. Always use the personal safety equipment pro-
vided for the operator such as hard hat, safety
shoes, safety glasses or goggles. There are
some conditions when protective hearing
devices should also be worn for operator safety.
PREPARING FOR OPERATION
The safest trucks are those which have been prop-
erly prepared for operation. At the beginning of each
shift, a careful check of the truck should be made
before the operator attempts engine start-up.
1. When walking to and from the truck, BE ALERT,
remain a safe distance from all other machines
even if the operator is visible.
2. Check for any oil or coolant leaks. When check-
ing coolant in radiator, use coolant level sight
gauge (if equipped). If necessary to remove
radiator cap, shut down engine, and relieve
coolant pressure SLOWLY before removing
radiator cap.
If engine has been running, allow coolant to cool,
before removing the fill cap or draining radiator.
Serious burns may result if coolant is not allowed
to cool.
Any operating fluid, such as hydraulic oil, or
engine coolant escaping under pressure, can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death, if proper medical treatment by a
physician who is familiar with this type of injury
is not received immediately.
3. Check tires for cuts, damage or "bubbles". Check
tires for proper inflation before beginning shift and
periodically during shift. If tire is warm from opera-
tion, allow tire to cool before adjusting tire
pressure. If inflation is needed, use an air chuck
with extension hose clipped on the tire inflation
valve to allow service from behind the tread of the
tire and away from front of wheel.
Do not stand in front of rim and locking ring
when inflating tire.
4. Visually inspect all headlights, worklights and
taillights and safety equipment for external dam-
age from rocks or misuse. Make sure lenses
are clean.
5. Always use hand rails and ladder when mounting
or dismounting from the truck. Clean your shoes,
ladder, and hand rails of all accumulations, such
as ice, snow, oil, or mud before climbing.
Always mount and dismount the truck facing the
truck. Never attempt to mount or dismount the
truck while it is in motion.
6. Check the deck areas for debris, loose hard-
ware or tools. Become familiar with all protec-
tive equipment devices on the truck and insure
that these items (anti-skid material, grab bars,
seat belts, etc.) are securely in place.
A3-2 General Safety & Operation A03004 7/95
7. Read and understand the contents of the Oper-
ator's Handbook. Give particular attention to
safety material and operating instructions.
Read and understand CAUTION and WARN-
ING decals in the operator's cab.
8. Become thoroughly acquainted with all gauges,
instruments and controls. Be familiar with all
brake and steering system controls and warning
devices, road speeds, and loading capabilities,
before operating the truck.
9. Keep all unauthorized reading material out of
truck cab.
10. Dirt or trash buildup, specifically in the opera-
tor's cab, should be cleared. Do not carry tools
or supplies in cab of truck or on the deck.
11. Insure steering wheel, controls and pedals are
free of any oil, grease or mud.
12. Insure headlights, worklights and taillights are in
proper working order.
13. Insure windshield and all cab windows are clean
and unbroken. Good visibility may prevent an
accident.
14. Check operation of windshield wiper, condition
of wiper blades, and windshield washer reser-
voir for fluid level.
15. Insure adequate ventilation before start-up if the
truck is in an enclosure.
Exhaust fumes are dangerous!
ENGINE START-UP SAFETY PRACTICES
1. Insure all personnel are clear of truck before
starting engine. Always sound the horn as a
warning before actuating any operational con-
trols.
2. Check and insure Selector Switch is in "Neutral"
before starting.
3. If truck is equipped with auxiliary cold weather
heater system(s), do not attempt to start engine
while heaters are in operation.
Damage to coolant heaters will result.
NOTE: If truck is equipped with HMS control system,
refer to Operator Handbook for starting procedures
4. The keyswitch is a three position (Off, Run,
Start) switch. When switch is rotated one posi-
tion clockwise, it is in the "Run" position and all
electrical circuits (except "Start") are activated.
With Selector Switch in "Neutral", rotate key-
switch fully clockwise to "Start" position and
hold this position until engine starts. "Start" posi-
tion is spring loaded to return to "Run" when key
is released.
NOTE: If truck is equipped with the Cummins
Engine Prelube System, a noticeable time delay
will occur (while engine lube oil passages are
being filled) before starter engagement and
engine cranking will begin. The colder the
engine oil temperature, the longer the time
delay will be. In addition, if truck is also
equipped with Engine Starting Aid for cold
weather starting, the Engine Prelube System
should be engaged FIRST for 5-10 seconds, or
until starter is engaged, BEFORE activating the
Engine Starting Aid.
Starting fluid is extremely volatile and flammable!
Use with extreme care.
If truck is equipped with optional Engine Starting Aid
and ambient temperature is below 50F (10C), turn
the keyswitch to the "Start" position, and while crank-
ing engine, move the Engine Starting Aid switch to
the "On" position for three (3) seconds MAXIMUM;
then release Engine Starting Aid. If engine does not
start, wait at least fifteen (15) seconds before repeat-
ing the procedure.
Do not crank an electric starter for more than 30
seconds.
Allow at least two minutes for starter cooling before
attempting to start engine again.
Severe damage to starter motor can result from over-
heating.
AFTER ENGINE HAS STARTED
1. Become thoroughly familiar with steering and
emergency controls. After engine has started
and low pressure and warning systems are nor-
mal, test the truck steering in extreme right and
left directions. If the steering system is not oper-
ating properly, shut engine down immediately.
Determine the steering system problem and
have repairs made before resuming operation.
2. Operate each of the truck's brake circuits at
least twice prior to operating and moving the
truck. These circuits include individual activa-
tion from the operator's cab of the service
brake, parking brake, and brake lock (also
emergency brake, if equipped). With the engine
running and with the hydraulic circuit fully
charged, activate each circuit individually. If any
application or release of any brake circuit
appears sluggish or improper, or if warning
alarms are activated on application or release,
shut the engine down and notify maintenance
personnel. Do not operate truck until brake
circuit in question is fully operational.
3. Check gauges, warning lights and instruments
before moving the truck to insure proper system
operation and proper instrument functioning.
Give special attention to braking and steering
circuit hydraulic warning lights. If warning lights
come on, shut down the engine immediately
and determine the cause.
4. Insure headlights, worklights and taillights are in
proper working order. Good visibility may pre-
vent an accident. Check operation of windshield
wiper.
5. When truck body is in dump position, do not
allow anyone beneath it unless body-up retain-
ing pin or cable is in place.
6. Do not use the fire extinguisher for any purpose
other than putting out a fire! If extinguisher is
discharged, report the occurrence, so the used
unit can be refilled or replaced.
7. Do not leave truck unattended while engine is
running. Shut down engine before getting out of
cab.
SAFETY PRECAUTIONS
DURING TRUCK OPERATION
After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to insure safe machine operation.
If any of the red warning lights come "On" or if
any gauge reads in the red area during truck
operation, a malfunction is indicated. Stop truck
as soon as safety permits, shut down engine if
problem indicates and have problem corrected
before resuming truck operation.
Operating truck with stalled or free spinning
wheel motors may cause serious damage to
wheel motors! If truck does not begin to move
within 10 seconds after depressing throttle pedal
(Selector Switch in a drive position), release
throttle pedal and allow wheels to regain traction
before accelerating engine again.
At the beginning of each shift, check the automatic
emergency steering for proper operation. This can be
accomplished as follows:
With engine running and steering system fully
charged, no red warning lights or buzzer should
be "on" (HMS trucks should have no warnings
displayed.).
Shut down engine and leave keyswitch in "Run"
position (leave HMS "On").
Turn steering wheel one full turn left and right; if
front wheels turn, system is operating properly.
Restart engine.
NOTE: Automatic Emergency Steering ability is lim-
ited by the capacity of the steering accumulators.
This function is intended to allow the operator only
enough time to steer the HAULPAK
to a safe stop
during an emergency situation.
1. WEAR SEAT BELTS AT ALL TIMES! Operate
the truck only while properly seated with seat
belt fastened. Keep hands and feet inside the
cab compartment while truck is in operation.
2. Do not allow unauthorized personnel to ride in
the truck. Only authorized persons are allowed
to ride in truck cab, and they should have seat
belts fastened. Do not allow anyone to get on or
off truck while it is in motion, or to ride on the
deck or the ladder of the truck.
3. Do not move truck into or out of a building with-
out a signal person present. Know and obey the
hand signal communications between operator
and spotter. When other machines and person-
nel are present, the operator should move in
and out of buildings, loading areas and through
traffic, under the direction of a signalman. Cour-
tesy at all times is a safety precaution!
Always look to the rear before backing the
truck. Watch for and obey ground spotter's hand
signals before making any reverse movements.
Sound the warning horn (3 blasts). Spotter
should have a clear view of the total area at the
rear of the truck.
4. Check gauges and instruments frequently dur-
ing operation for proper readings.
5. DO NOT leave truck unattended while engine is
running. Do not allow engine to run at "Idle" for
extended periods of time. When parking, always
apply parking brake, and park a safe distance
from other vehicles, as determined by supervisor.
6. Report immediately to supervisor any condi-
tions on haul road, pit or dump area that may
present an operating hazard.
7. Observe all regulations pertaining to the job
site's traffic pattern. Be alert to any unusual traf-
fic pattern. Obey the spotter's signals.
8. Match the truck speed to haul road conditions
and slow the truck in any congested area. Keep
a firm grip on steering wheel at all times.
9. Check parking brake periodically during shift.
Use parking brake ONLY for parking. Do not
use park brake for loading / dumping.
Do not attempt to apply parking brake while
truck is moving!
Do not use "Brake Lock" or "Emergency Brake"
(if equipped) for parking.
10. Check brake lock performance periodically for
safe loading and dump operation.
11. Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges and the edge of fill area.
12. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
13. Keep serviceable fire fighting equipment at hand.
If extinguisher is discharged, report the occur-
rence, so the used unit can be refilled or replaced.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
at least 8 hours until the tire and wheel are cool.
Tire and rim assembly may explode if subjected
to excessive heat. Personnel should move to a
remote or protected location if sensing exces-
sively hot brakes, smell of burning rubber or evi-
dence of fire near tire and wheel area.
If the truck must be approached, such as to fight
a fire, those personnel should do so only while
facing the tread area of the tire (front or back),
unless protected by use of large heavy equip-
ment as a shield. Stay at least 50 ft. (15 m) from
the tread of the tire.
14. Stay alert at all times! In the event of an emer-
gency, be prepared to react quickly and avoid
accidents. If an emergency arises, know where
to get prompt assistance.
LOADING
1. Pull into the loading area with caution. Remain at
a safe distance while truck ahead is being loaded.
2. Do not drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch out for other vehicles and for personnel
working in the area.
4. When pulling in under a loader or shovel, follow
"Spotter" or "Shovel Operator" signals. The
truck operator may speed up loading operations
by observing the location and loading cycle of
the truck being loaded ahead, then follow a sim-
ilar pattern.
5. When being loaded, operator should stay in
truck cab. Place Selector Switch in "Neutral"
and apply brake lock with engine running.
If operator must leave truck cab during loading,
engine must be shut down and parking brake
applied. DO NOT use brake lock or emergency
brake (if equipped) for parking.
Remain far enough away from truck to avoid
being struck by flying material.
6. When loaded, pull away from shovel as quickly
as possible but with extreme caution.
HAULING
1. Always stay alert! If unfamiliar with the road,
drive with extreme caution.
Cab doors should remain closed at all times if
truck is in motion or unattended.
2. Obey all road signs. Operate truck so it is under
control at all times. Govern truck speed by the
road conditions, weather and visibility. Report
haul road conditions immediately. Muddy or icy
roads, pot holes or other obstructions can
present hazards.
3. When backing the truck, give back-up signal
(three blasts on the horn); when starting for-
ward, two blasts on the horn. Sound these
alarms each time the truck is moved forward or
backward.
4. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
5. Maintain a safe distance when following
another vehicle. Never approach another vehi-
cle from the rear, in the same lane, closer than
50 ft. (15 m). When driving on a down grade,
this distance should not be less than 100 ft.
(30 m).
6. Do not stop or park on a haul road unless
unavoidable. If you must stop, move truck to a
safe place, apply parking brake, block wheels
securely, shut down engine and notify mainte-
nance personnel for assistance.
7. Before starting up or down a grade, maintain a
speed that will insure safe driving and provide
effective retarding under all conditions. Refer to
Grade/Speed decal in operator's cab.
8. When operating truck in darkness, or when visi-
bility is poor, do not move truck unless head-
lights are on. Do not back truck if back-up horn
or lights are inoperative. Always dim headlights
when meeting oncoming vehicles.
9. If the "Emergency Steering" light and/or "Low
Brake Pressure Warning" light (if equipped) illu-
minate during operation, steer the truck imme-
diately to a safe stopping area, away from
other traffic, if possible. Refer to item 6 above.
10. The Statex III w/Fuel Enhancement system
monitors wheel motor, ambient, and static
exciter temperatures. If any one of these values
is outside the limits established, the Statex III
controls will cause the engine to increase to
1650 RPM.
(Normal engine RPM for haul road/retarding
operation is 1250 RPM.)
11. When maximum truck speed is reached, haul
trucks equipped with Statex III w/Fuel Enhance-
ment system will experience a DECREASE in
engine RPM.
NOTE: This is different from trucks equipped
with Statex II or Statex III without Fuel Enhance-
ment, which increase RPM upon reaching
speed limit.
12. Check tires for proper inflation periodically dur-
ing shift. If truck has been run on a "flat", or
under-inflated tire, it must not be parked in a
building until the tire cools.
PASSING
1. Do not pass another truck on a hill or blind
curve!
2. Before passing, make sure the road ahead is
clear. If a disabled truck is blocking your lane,
slow down and pass with extreme caution.
3. Use only the areas designated for passing.
DUMPING
1. Pull into dump area with extreme caution. Make
sure area is clear of persons and obstructions,
including overhead utility lines. Carefully
maneuver truck into dump position. Obey sig-
nals directed by the spotter, if present.
2. Avoid unstable areas. Stay a safe distance from
edge of dump area. Position truck on a solid,
level surface before dumping.
As body raises, the truck Center of Gravity (CG)
will move. Truck must be on level surface to pre-
vent tipping / rolling!
3. When in dump position, apply Brake Lock and
move Selector Switch to the "Neutral" position.
To Raise dump body:
The dumping of very large rocks (10% of payload,
or greater) or sticky material (loads that do not
flow freely from the body) may allow the material
to move too fast and cause the body to move
RAPIDLY and SUDDENLY. This sudden move-
ment may jolt the truck violently and cause pos-
sible injury to the operator, and/or damage to the
hoist cylinders, frame, and/or body hinge pins. If
it is necessary to dump this kind of material, refer
to the CAUTION in the following procedure:
4. Pull the lever to the rear to actuate hoist circuit.
(Releasing the lever anywhere during "hoist up"
will place the body in "hold" at that position.)
5. Raise engine RPM to accelerate hoist speed.
Refer to the CAUTION below.
If dumping very large rocks or sticky material as
described in WARNING above, slowly accelerate
engine RPM to raise body. When the material
starts to move, release hoist lever to "HOLD"
position. If material does not continue moving
and clear body, repeat this procedure until mate-
rial has cleared body.
6. Reduce engine RPM as last stage of hoist cylin-
der begins to extend and let engine go to low
idle as last stage reaches half-extension.
7. Release hoist lever as last stage of hoist cylin-
der reaches full extension.
8. After material being dumped clears body, lower
body to frame.
To Lower Body:
Move hoist lever forward to "down" position and
release. Releasing the lever places hoist control
valve in the "float" position allowing the body to
return to frame.
NOTE: If dumped material builds up at the rear of the
body and the body cannot be lowered, shift Selector
Switch to "Forward", release Brake Lock, depress
Override button and drive forward to clear material.
Stop, shift Selector Switch to "Neutral", apply Brake
Lock and lower body.
The HAULPAK
is not to be moved with the dump

body raised except for emergency moves only.
Failure to lower body before moving truck may
cause damage to hoist cylinders, frame and/or
body hinge pins.

9. With body returned to frame, move Selector
Switch to "Forward", release Brake Lock, and
leave dump area carefully.
TOWING
Prior to towing a truck, many factors must be care-
fully considered. Serious personal injury and/or sig-
nificant property damage may result if important
safety practices, procedures and preparation for
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.
1. Shut down engine.
2. If truck is equipped, install hydraulic connec-
tions for steering and dumping between towing
and towed vehicles. Check towed vehicle for
braking system.
3. Inspect tow bar for adequacy (approximately
1.5 times the gross vehicle weight of truck being
towed).
4. Determine that towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
5. Protect both operators in the event of tow bar
failure.
6. Block disabled truck to prevent movement while
attaching tow bar.
7. Release disabled truck brakes and remove
blocking.
8. Sudden movement may cause tow bar failure.
Smooth and gradual truck movement is pre-
ferred.
9. Minimize tow angle at all times - NEVER
EXCEED 30. The towed truck must be steered
in the direction of the tow bar.
WHEN REPAIRS ARE NECESSARY
1. Only qualified maintenance personnel, who
understand the systems being repaired, should
accomplish repairs.
2. If truck is to be towed for any reason, use a rigid
tow bar. Refer to TOWING procedure.
3. DO NOT WORK under a suspended load. Do
not work under raised body unless body safety
cables, props, or pins are in place to hold the
body.
4. Do not repair or service truck while engine is
running, except when adjustments can only be
made under such conditions. Keep a safe dis-
tance from moving parts.
5. When servicing air conditioning system with
refrigerant (Freon), wear a face shield and cold
resistant gloves for protection against freezing.
6. Follow package directions carefully when using
cleaning solvents.
7. If an auxiliary battery assist is needed, hook up
positive (+) leads of the auxiliary battery cables
to the positive (+) posts of both truck batteries.
Connect the negative (-) lead to the auxiliary bat-
tery and then connect cable to a frame ground
on the disabled truck away from the battery.
8. Disconnect batteries (or battery disconnect
switch, if so equipped), battery charging alter-
nator, and plug-in cards before making welding
repairs. When welding, the ground connections
must be as close as possible to weld area.
Welding current must not pass through any
bearings.
9. Many components on the HAULPAK
are large
and heavy. Insure that lifting equipment (hoists,
slings, chains, lifting eyes) are of adequate
capacity to handle the lift.
10. Relieve pressure in lines or hoses by shutting
engine down, activating the system to relieve
accumulator pressure, and place all system
controls in neutral before making the discon-
nects.
Any operating fluid, such as hydraulic oil, escap-
ing under pressure can have sufficient force to
enter a person's body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.
11. Drain, clean and ventilate fuel tanks and/or
hydraulic tanks before making any welding
repairs on these structures.
12. After adjustments or repairs, replace all shields,
screens and clamps.
13. Tire Care:
Mounting and demounting a multi-piece tire and
rim assembly can be extremely dangerous. An
incorrect assembly can blow apart leading to
extensive property damage, severe injury, or
even death for anyone in its trajectory path.
Before servicing tire and rim assemblies, read
all available publications on proper tire handling
and safety instructions.
Do not stand in front of rim and locking ring
when inflating/deflating tire mounted on vehicle.
Inflate ONLY to tire manufacturer's recommenda-
tion.
Use an air chuck with extension hose clipped on
the tire inflation valve to allow service from
behind the tread of the tire.
DO NOT weld or apply heat on the rim assembly
with the tire mounted on the rim. Resulting gases
inside the tire may ignite, causing explosion of
tire and rim.
When jacking a vehicle, DO NOT rely entirely on
vehicle braking system; use chocks to block the
wheels on opposite side from jack.
DO NOT remove any rim or wheel mounting
hardware, such as nuts or clamps, before
COMPLETELY exhausting all air from the tire, or
both tires on a dual assembly.
DO NOT reuse cracked, damaged, or worn rim
parts. Replace with new parts.
DO NOT mix/assemble rim parts of different
designs. If in doubt of compatibility, consult rim
manufacturer.
DO NOT use a steel hammer to aid assembly.
Use soft mallets only.
14. Only a qualified operator or experienced main-
tenance personnel who are also qualified in
operation should move the truck under its own
power to the repair facility or in road testing
after repairs are complete.
SAFE PARKING PROCEDURES
The operator must continue the use of safety precau-
tions when preparing for parking and engine shut-
down.
In the event that the equipment is being worked in
consecutive shifts, any questionable truck perfor-
mance the operator may have noticed must be
checked by maintenance personnel before the truck
is released to another operator.
1. The truck should be parked on level ground, if
at all possible. If parking must be done on a
grade, the truck should be positioned at right
angles to the grade.
2. The parking brake must be applied and/or
chocks placed fore/aft of wheels so that the
truck cannot roll. Each truck should be parked
at a reasonable distance from another.
3. Haul roads are not safe parking areas. In an
emergency, pick the safest spot most visible to
other machines in the area. If the truck
becomes disabled where traffic is heavy, mark
the truck with warning flags in daylight or flares
at night.
SHUTDOWN PROCEDURE
The following procedure (1. - 4.) should be followed
at each engine shutdown.
1. Stop truck. Reduce engine RPM to low idle.
Place Selector Switch in "Neutral" and apply
parking brake.
2. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes.
NOTE: If truck is equipped with HMS control
system, refer to Operator Handbook for shut-
down procedure.
3. With truck stopped and engine cooled down,
turn keyswitch counterclockwise to "Off" for nor-
mal shutdown of engines equipped with elec-
tronic engine controls (MTU, Detroit Diesel w/
DDEC, or Cummins w/Centry Fuel Control).
If engine does not shutdown with keyswitch,
use engine shutdown switch (*) and hold switch
down until engine stops.
* For 445E - 685E, this is the Engine Shutdown
Switch on center console (see "Operator Con-
trols" in Operator Handbook).
* For 830E, this is the instrument panel Emer-
gency Engine Shutdown switch (see "Instru-
ments and Indicators" in Operator Handbook).
4. With keyswitch "Off", and engine stopped, wait
at least 90 seconds. Insure steering circuit is
completely bled down by turning steering wheel
back and forth several times. No front wheel
movement will occur when hydraulic pressure is
relieved.
NOTE: A switch is located at lower left front of truck
for ground level engine shutdown.
5. Close and lock all windows, remove key from
keyswitch and lock cab to prevent possible
unauthorized truck operation. Dismount truck
properly.
A04015 1/91 Warnings and Cautions A4-1
WARNINGS AND CAUTIONS
A plate is located on the front left corner by the lad-
der. This plate indicates the location of the ground
level engine shutdown switch.
A warning plate is mounted around the key switch on
the instrument panel. The warning stresses the
importance of reading and understanding the opera-
tor's manual before operation.
A warning plate is mounted on top of the instrument
panel above the voltmeter and ammeter.
The voltmeter indicates the condition of the batteries.
Normal indicated voltage at high RPM is 27 to 28
volts with batteries in fully charged condition.
The ammeter indicates the charging or discharging
rate of the batteries.
A warning plate is mounted directly under the red
warning lights in the instrument panel and warns that
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.
A warning plate is mounted on the instrument panel
around the Parking Brake switch and the Wheel
Brake Lock switch.
The Parking Brake switch is for parking only. Truck
must be completely stopped before applying parking
brake or damage may occur to parking brake. Park-
ing brake is not designed to stop a moving truck.
NOTE: Do not use parking brake at shovel or dump.
The Wheel Brake Lock should be used only with
engine running during dumping and loading
operations, or when brake pedal is inoperative.
Wheel Brake Lock must NOT be used for parking
truck with engine shut down. Under these conditions,
pressure will bleed down and wheel brakes will NOT
hold truck.
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.
A4-2 Warnings and Cautions A04015 1/91
A warning plate is mounted on the instrument panel
around the "Dry/Slippery Road" switch on the instru-
ment panel. It warns that the slippery road position
reduces front wheel braking effort while maintaining
full braking of the rear wheels. Reduced braking of
the front wheels assists in steering control on slip-
pery roads but increases stopping distance.
The Dry / Slippery road control switch permits the
operator to select either full braking capability at all
wheels for "dry" road or reduced braking at the front
wheels for "slippery" road.
A warning plate is located inside the operator's cab to
define maximum speed to be used when descending
various grades with a loaded truck. This chart will
vary depending on tire size and wheel motors.
Attached to the exterior of the battery compartment is
a danger plate. This plate stresses the need to keep
from making any sparks near the battery. When
another battery or 24VDC power source is used for
auxiliary power, all switches must be Off prior to mak-
ing any connections. When connecting auxiliary
power cables, positively maintain correct polarity;
connect the positive (+) posts together and then con-
nect the negative (-) lead of the auxiliary power cable
to a good frame ground. Do not connect to the neg-
ative posts of the truck battery or near the battery
box. This hookup completes the circuit but minimizes
danger of sparks near the batteries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries.
A danger plate and a warning plate are attached to
the hydraulic brake accumulators mounted on deck
at rear of cab. The danger plate provides instructions
on how to relieve hydraulic pressure prior to loosen-
ing or disconnecting any hydraulic lines or compo-
nents while accumulators are under pressure. These
plates are also located on the cabinet behind cab.
The warning plate is also located on the inside of the
box cover.
The engine cooling system is controlled by thermo-
stats which keep coolant temperature between 160-
190F (71-89C) during operation. Unless the pres-
sure is first released, removing the radiator cap after
engine has been running for a time will result in the
hot coolant being expelled from the radiator. Serious
scalding and burning can result. The warning plate is
mounted on top of the radiator grille near the radiator
cap.
Warning plates are mounted on the frame just in front
of and to the rear of the front tires. Technicians mak-
ing adjustments while the truck is being steered are
warned the clearances change when the truck is
steered and could cause serious injury.
An instruction plate is applied to the side of the
hydraulic tank. This plate furnishes instructions for
filling of the hydraulic tank.
Keep the system open to the atmosphere only as long
as absolutely necessary to lessen chances of system
contamination. Service the tank with clean Type C-4
hydraulic oil. All oil being put into the hydraulic tank
should be filtered through 3 micron filters.
A caution decal is attached under the hydraulic tank
oil level sight gauge. With body down, engine
stopped, and oil level below top of sight glass, add oil
per filling instructions.
The dump procedure for a disabled truck is located
on the left side of the torque tube near the hoist
valve. This decal provides the operator or technician
with the proper hook-up procedure for dumping a
loaded disabled truck.
A warning plate is attached to the hydraulic tank to
alert technicians that hydraulic oil becomes heated
during operation and care must be taken to avoid
burns when it is necessary to open the hydraulic sys-
tem. There is always a chance of residual pressure
being present. Open fittings slowly to allow any pres-
sure to bleed off before removing any connections.
Any operating fluid, such as hydraulic oil or
brake fluid escaping under pressure, can have
sufficient force to enter a person's body by pene-
trating the skin. Serious injury and possibly
death may result if proper medical treatment by a
physician familiar with this injury is not received
immediately.
Warning plates are attached to both the hydraulic
and fuel tank to alert technicians not to work on the
truck with the body in the raised position unless
body-up safety devices are in position.
A steering procedure for a disabled truck is located
on the left frame rail near the unloader valve. This
decal provides the operator or technician with the
proper hookup procedure for steering on a disabled
truck. Quick disconnects are located at the bottom of
the bleeddown manifold.
A warning decal is located on the left top corner of
the operator's cab. This decal states that the cab
assembly must not be lifted by using the handrail.
High Voltage Danger Plates and Caution Plates are
attached to both doors of the Electrical Control Cabi-
net. The High Voltage Plate is also attached to the
blown grid housing, extended range housing, rectifier
housing, inlet duct structure and rear hatch cover.
A wheel motor oil level decal is attached to the gear
cover on both electric wheel motors. This decal
stresses the fact that the truck must be on a level
surface and parked for 20 minutes prior to checking
the oil level. This is necessary in order to get an
accurate reading.
A warning plate is located near the HOT START con-
nection which is attached to the back side of the front
bumper on the left side of the truck. This warning
plate states that the engine should not be started
while the optional HOT START is in operation. Oper-
ators should observe this area during Ground Level
Inspection and be certain that this option is discon-
nected from the truck before starting engine.
A decal is attached to the frame rail near the hoist
cylinder creep down valve which is located on the
hydraulic tank. This decal states that the body may
be lowered in a controlled manner by opening the
valve and allowing the hoist cylinders to slowly
retract.
A danger plate is attached to or near the steering
accumulator mounting bracket. This plate alerts tech-
nicians to read the warning label attached to the top
of the steering accumulator prior to releasing internal
nitrogen pressure or disconnecting any hydraulic
lines or hardware.
A danger plate is attached to each suspension cylin-
der and steering accumulator. The plate contains
instructions for releasing internal pressure prior to
disconnecting any hydraulic lines or hardware.
A Product Identification plate is located on the frame
in front of the right side front wheel and gives Model
Number, Maximum G.V.W. and the Product Identifi-
cation Number.
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.
A05001 12/99 Standard Torque Chart and Tables A5-1
STANDARD CHARTS AND TABLES
This manual provides dual dimensioning for most spec-
ifications. U.S. standard units are specified first, with
metric (SI) units in parentheses. References through-
out the manual to standard torques or other standard
values will be to one of the following Charts or Tables.
For values not shown in any of the charts or tables,
standard conversion factors for most commonly used
measurements are provided in TABLE XIII, page 1-14.
INDEX OF TABLES
TABLE I . . . . . . . Standard Torque Chart (SAE) . . A5-1
TABLE II . Standard Torque, 12-Point, Grade 9 . . A5-2
TABLE III . . Standard Metric Assembly Torque . . A5-2
TABLE IV. . . . . . J IC Swivel Nuts Torque Chart . . A5-3
TABLE V . . . . . . . . .Pipe Thread Torque Chart . . A5-3
TABLE VI . . . . . . . . O-Ring Boss Torque Chart . . A5-3
TABLEVII . . . . O-Ring Face Seal Torque Chart . . A5-3
TABLE VIII . Torque Conversions (ft.lbs. - N.m) . . A5-4
TABLE IX. . Torque Conversions (ft.lbs. - kg.m) . . A5-4
TABLE X . . . Pressure Conversions (psi - kPa) . . A5-4
TABLE XI . . Pressure Conversions (psi - MPa) . . A5-5
TABLE XII . . . . . . . .Temperature Conversions . . A5-5
TABLE XIII . . .Common Conversion Multipliers . . A5-6
EFFECT OF SPECIAL LUBRICANTS
On Fasteners and Standard Torque Values
KOMATSU engineering department does NOT recom-
mend the use of special friction-reducing lubricants
such as, Copper Coat, Never Seize, and other simi-
lar products on the threads of standard fasteners
where standard torque values are applied.
The use of special friction-reducing lubricants will sig-
nificantly alter the clamping force being applied to fas-
teners during the tightening process.
If special friction-reducing lubricants are used with the
Standard Torque values listed below in Table I (and
in Komatsu shop manuals), excessive stress and pos-
sible breakage of the fasteners may result.
Where Torque Tables specify Lubricated Threads for
the Standard Torque values listed, these standard
torque values are to be used with simple lithium
base chassis grease (multi-purpose EP NLGI) or a
rust- preventive grease (see list, page 1-10) on the
threads and seats, unless specified otherwise.
NOTE: Always be sure threads of fasteners and
tapped holes are free of burrs and other imperfec-
tions before assembling.
Standard torque values are not to be used when
Turn-of-the-Nut tightening procedures are rec-
ommended.
TABLE I. -STANDARD TORQUE CHART
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS) - TOLERANCES 10%
Cap-
screw
Thread
Size
TORQUE -
GRADE 5
TORQUE -
GRADE 8
Cap-
screw
Thread
Size
TORQUE -
GRADE 5
TORQUE -
GRADE 8
ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m
1/4-20 7 0.97 9.5 10 1.38 13.6 3/4-16 235 32.5 319 335 46.3 454
1/4-28 8 1.11 10.8 11 1.52 14.9 7/8-9 350 48.4 475 500 69.2 678
5/16-18 15 2.07 20.3 21 2.90 28 7/8-14 375 51.9 508 530 73.3 719
5/16-24 16 2.21 22 22 3.04 30 1.0-8 525 72.6 712 750 103.7 1017
3/8-16 25 3.46 34 35 4.84 47 1.0-12 560 77.4 759 790 109.3 1071
3/8-24 30 4.15 41 40 5.5 54 1.0-14 570 78.8 773 800 110.6 1085
7/16-14 40 5.5 54 58 8.0 79 1 1/8-7 650 89.9 881 1050 145 1424
7/16-20 45 6.2 61 62 8.57 84 1 1/8-12 700 96.8 949 1140 158 1546
1/2-13 65 9 88 90 12.4 122 1 1/4-7 910 125.9 1234 1480 205 2007
1/2-20 70 9.7 95 95 13.1 129 1 1/4-12 975 134.8 1322 1580 219 2142
9/16-12 90 12.4 122 125 17.3 169 1 3/8-6 1200 166 1627 1940 268 2630
9/16-18 95 13.1 129 135 18.7 183 1 3/8-12 1310 181 1776 2120 293 2874
5/8-11 125 17.3 169 175 24.2 237 1 1/2-6 1580 219 2142 2560 354 3471
5/8-18 135 18.7 183 190 26.2 258 1 1/2-12 1700 235 2305 2770 383 3756
3/4-10 220 30.4 298 310 42.8 420
1 ft. lbs. =0.138 kg.m =1.356 N.m
Grade 5
Grade 8
A5-2 Standard Torque Chart and Tables 12/99 A05001
Standard Assembly Torques For 12-Point, Grade 9,
Capscrews (SAE)
The following specifications apply to required assembly
torques for all 12-Point, Grade 9 (170,000 psi minimum
tensile), Capscrews.
Capscrew threads and seats SHALL be lubri-
cated when assembled.
Unless instructions specifically recommend other-
wise, these standard torque values are to be used
with simple lithium base chassis grease (multi-pur-
pose EP NLGI) or a rust-preventive grease (see list,
this page) on the threads.
Torques are calculated to give a clamping force
of approximately 75% of proof load.
The maximum torque tolerance shall be 10% of
the torque value shown.

Standard Metric Assembly Torque For Class 10.9
Capscrews & Class 10 Nuts
The following specifications apply to required assembly
torques for all metric Class 10.9 finished hexagon head
capscrews and Class 10 nuts.
Capscrew threads and seats SHALL NOT be
lubricated when assembled. These specifications
are based on all capscrews, nuts, and hardened
washers being phosphate and oil coated.NOTE:
If zinc-plated hardware is used, each piece must
be lubricated with a Rust Preventive Grease or
Lithium-base grease to achieve the same clamp-
ing forces provided below.
Torques are calculated to give a clamping force
of approximately 75% of proof load.
The maximum torque tolerance shall be within
10% of the torque value shown.
Suggested* Sources for Rust Preventive Grease:
AMERICAN ANTI-RUST GREASE #3-X from Stan-
dard Oil Company (also American Oil Co.)
GULF NORUST #3 from Gulf Oil Company.
MOBILARMA 355, Product No. 66705 from Mobil
Oil Corporation.
RUST BAN 326 from Humble Oil Company.
RUSTOLENE B GREASE from Sinclair Oil Com-
pany.
RUST PREVENTIVE GREASE - CODE 312 from
the Southwest Grease and Oil Company.
* NOTE: This list represents the current Engineer-
ing approved sources for use in Komatsu manufac-
ture. It is not exclusive. Other products may meet
the same specifications of this list.
TABLE II. - STANDARD ASSEMBLY TORQUE
for 12-Point, Grade 9 Capscrews
CAPSCREW
SIZE*
TORQUE
ft. lbs.
TORQUE
N.m
TORQUE
kg.m
0.250 - 20 12 16 1.7
0.312 - 18 24 33 3.3
0.375 - 16 42 57 5.8
0.438 -14 70 95 9.7
0.500 -13 105 142 14.5
0.562 - 12 150 203 20.7
0.625 - 11 205 278 28.3
0.750 - 10 360 488 49.7
0.875 - 9 575 780 79.4
1.000 - 8 860 1166 119
1.000 - 12 915 1240 126
1.125 - 7 1230 1670 170
1.125 - 12 1330 1800 184
1.250 - 7 1715 2325 237
1.250 - 12 1840 2495 254
1.375 - 6 2270 3080 313
1.375 - 12 2475 3355 342
1.500 - 6 2980 4040 411
1.500 - 12 3225 4375 445
* Shank Diameter (in.) - Threads per inch
This table represents standard values only. Do not use these val-
ues to replace torque values which are specified in assembly
instructions.
TABLE III. - STANDARD METRIC ASSEMBLY TORQUE
CAPSCREW
SIZE*
TORQUE
N.m
TORQUE
ft.lbs.
TORQUE
kg.m
M6 x1 12 9 1.22
M8 x 1.25 30 22 3.06
M10 x 1.5 55 40 5.61
M12 x 1.75 95 70 9.69
M14 x 2 155 114 15.81
M16 x 2 240 177 24.48
M20 x 2.25 465 343 47.43
M24 x 3 800 590 81.6
M30 x 3.5 1600 1180 163.2
M36 x 4 2750 2028 280.5
* Shank Diameter (mm) - Threads per millimeter
This table represents standard values only. Do not use these val-
ues to replace torque values which are specified in assembly
instructions.
TABLE IV.
TORQUE CHART FOR JIC 37 SWIVEL NUTS
WITH OR WITHOUT O-RING SEALS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
FT. LBS.
2 0.125 0.312 24 4 1
3 0.188 0.375 24 8 3
4 0.250 0.438 20 12 3
5 0.312 0.500 20 15 3
6 0.375 0.562 18 18 5
8 0.500 0.750 16 30 5
10 0.625 0.875 14 40 5
12 0.750 1.062 12 55 5
14 0.875 1.188 12 65 5
16 1.000 1.312 12 80 5
20 1.250 1.625 12 100 10
24 1.500 1.875 12 120 10
32 2.000 2.500 12 230 20
TABLE V.
TORQUE CHART FOR
PIPE THREAD FITTINGS
SIZE
CODE
PIPE
THREAD
SIZE
WITH
SEALANT
FT. LBS.
WITHOUT
SEALANT
FT. LBS.
2 0.125 27 15 3 20 5
4 0.250 18 20 5 25 5
6 0.375 18 25 5 35 5
8 0.500 14 35 5 45 5
12 0.750 14 45 5 55 5
16 1.000 11.50 55 5 65 5
20 1.250 11.50 70 5 80 5
24 1.500 11.50 80 5 95 10
32 2.000 11.50 95 10 120 10
TABLE VI.
TORQUE CHART FOR
O-RING BOSS FITTINGS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
FT. LBS.
2 0.125 0.312 24 4 2
3 0.188 0.375 24 5 2
4 0.250 0.438 20 8 3
5 0.312 0.500 20 10 3
6 0.375 0.562 18 13 3
8 0.500 0.750 16 24 5
10 0.625 0.875 14 32 5
12 0.750 1.062 12 48 5
14 0.875 1.188 12 54 5
16 1.000 1.312 12 72 5
20 1.250 1.625 12 80 5
24 1.500 1.875 12 80 5
32 2.000 2.500 12 96 10
TABLE VII.
TORQUE CHART FOR
O-RING FACE SEAL FITTINGS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
FT. LBS.
4 0.250 0.438 20 11 1
6 0.375 0.562 18 18 2
8 0.500 0.750 16 35 4
10 0.625 0.875 14 51 5
12 0.750 1.062 12 71 7
16 1.000 1.312 12 98 6
20 1.250 1.625 12 132 7
24 1.500 1.875 12 165 15
TABLE VIII. TORQUE CONVERSIONS
Foot Pounds ft. lbs. To Newton-meters (N.m)
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
TABLE IX. TORQUE CONVERSIONS
Foot Pounds ft. lbs. To kilogram-meters (kg.m)
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
TABLE X. PRESSURE CONVERSIONS
Pounds/square inch (psi) To Kilopascals (kPa)
Formula: psi x 6.895 = kPa
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
TABLE XI. PRESSURE CONVERSIONS
Pounds/square inch (psi) To Megapascals (MPa)
Formula: psi x 0.0069 = MPa
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
TABLE XII. TEMPERATURE CONVERSIONS
Formula: F - 32 / 1.8 = C or C x 1.8 + 32 = F
CELSIUS
C
FAHRENHEIT
F
CELSIUS
C
FAHRENHEIT
F
CELSIUS
C
FAHRENHEIT
F
121 250 482 63 145 293 4 40 104
118 245 473 60 140 284 2 35 95
116 240 464 57 135 275 1 30 86
113 235 455 54 130 266 4 25 77
110 230 446 52 125 257 7 20 68
107 225 437 49 120 248 9 15 59
104 220 428 46 115 239 12 10 50
102 215 419 43 110 230 15 5 41
99 210 410 41 105 221 18 0 32
96 205 401 38 100 212 21 5 23
93 200 392 35 95 293 23 10 14
91 195 383 32 90 194 26 15 5
88 190 374 29 85 185 29 20 4
85 185 365 27 80 176 32 25 13
82 180 356 24 75 167 34 30 22
79 175 347 21 70 158 37 35 31
77 170 338 18 65 149 40 40 40
74 165 329 15 60 140 43 45 49
71 160 320 13 55 131 46 50 58
68 155 311 10 50 122 48 55 67
66 150 302 7 45 113 51 60 76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C) or Fahrenheit (F). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C) or read to the right to convert to degrees Fahrenheit (F). If
starting with a known temperature (either C or F), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.
NOTE: Tables such as Table VIII, IX, X, and XI may
be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa).
1. Select Table X.
2. Go to PSI row 90, column 7; read 668.8
97 psi =668.8 kPa.
3. Multiply by 10:
970 psi =6688 kPa.
4. Go to PSI row 0, column 5; read 34.475
psi =34.47 kPa. Add to step 3.
5. 970 +5 psi =6688 +34 =6722 kPa.
TABLE XIII
COMMON CONVERSION MULTIPLIERS
ENGLISH To METRIC
To Convert From TO
Multiply
By
inch in. millimeter (mm) 25.40
inch in. centimeter (cm) 2.54
foot ft. meter (m) 0.3048
yard yd. meter (m) 0.914
mile mi. kilometer (km) 1.61
sq. in. in.
2
sq. centimeters (cm
2
)
6.45
sq. ft. ft.
2
sq. centimeters (cm
2
)
929
cu. in. in.
3
cu. centimeters (cm
3
)
16.39
cu. in. in.
3
liters (l) 0.016
cu. ft. ft.
3
cu. meters (m
3
)
0.028
cu. ft. ft.
3
liters (l) 28.3
ounce oz. kilogram (kg) 0.028
fluid ounce fl. oz. milliliter (ml) 29.573
pound (mass) kilogram (kg) 0.454
pound (force) lbs. Newton (N) 4.448
in. lbs. (force) Newton.meters (N.m) 0.113
ft. lbs. (force) Newton.meters (N.m) 1.356
ft. lbs. (force) kilogram.meters (kg.m) 0.138
kilogram.meters
(kg.m)
Newton.meters (N.m) 9.807
psi (pressure) kilopascals (kPa) 6.895
psi (pressure) megapascals (MPa) 0.007
psi (pressure)
kilograms/cm
2
(kg/cm
2
)
0.0704
ton (short) kilogram (kg) 907.2
ton (short) metric ton 0.0907
quart qt. liters (l) 0.946
gallon gal. liters (l) 3.785
HP (horsepower) Watts 745.7
HP (horsepower) kilowatts (kw) 0.745
METRIC To ENGLISH
To Convert From TO
Multiply
By
millimeter (mm) inch in. 0.0394
centimeter (cm) inch in. 0.3937
meter (m) foot ft. 3.2808
meter (m) yard yd. 1.0936
kilometer (km) mile mi. 0.6210
sq. centimeters (cm
2
) sq. in. in.
2
0.1550
sq. centimeters (cm
2
) sq. ft. ft.
2
0.001
cu. centimeters (cm
3
) cu. in. in.
3
0.061
liters (l)
cu. in. in.
3
61.02
cu. meters (m
3
) cu. ft. ft.
3
35.314
liters (l)
cu. ft. ft.
3
0.0353
grams (g) ounce oz. 0.0353
milliliter (ml) fluid ounce fl. oz. 0.0338
kilogram (kg) pound (mass) 2.2046
Newton (N) pound (force) lbs. 0.2248
Newton.meters (N.m) kilogram.meters (kg.m) 0.102
Newton.meters (N.m) ft. lbs. (force) 0.7376
kilogram.meters (kg.m) ft. lbs. (force) 7.2329
kilogram.meters (kg.m) Newton.meters (N.m) 9.807
Kilopascals (kPa) psi (pressure) 0.1450
megapascals (MPa) psi (pressure) 145.038
kilograms/cm
2
(kg/cm
2
)
psi (pressure) 14.2231
kilograms/cm
2
(kg/cm
2
)
kilopascals (kPa) 98.068
kilogram (kg) ton (short) 0.0011
metric ton ton (short) 1.1023
liters (l) quart qt. 1.0567
liters (l) gallon gal. 0.2642
Watts HP (horsepower) 0.00134
kilowatts (kw) HP (horsepower) 1.3410
A07002 01/98 Storage Procedures A7-1
STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a
machine to be idle for an extended period of time.
Properly prepared, a stored machine may promptly
and safely be put back into operational service.
mproper preparation, or complete lack of prepara-
tion, can make the job of getting the vehicle back to
operating status difficult.
The following information outlines the essential
proper steps for preparing a unit for extended stor-
age, and the necessary steps to bring it back to oper-
ational status - these are the ideals. Additional
information is given to help restore those machines
which were not put into storage, merely shut down
and left idle for a long period of time.
Much of this material is of a general nature since the
environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all inclu-
sive, but are furnished to provide the minimum guide
lines. The final aim should always be to provide the
operator with a safe, fully productive vehicle, that he
can rely on.
SHORT TERM IDLE PERIODS
There will be periods when a vehicle may be idle
from 30-60 days, but must be ready for use at all
times.
The most effective handling of this type situation is to
follow the procedure given below to prevent any
deterioration from beginning.
1. Keep the vehicle fully serviced.
2. On a weekly schedule, perform a visual check of
the vehicle, start and run the engine until both
the engine and transmission are up to operating
temperature. Move the vehicle around the yard
for a few minutes to insure that all internal gears
and bearings are freshly lubricated.
3. Operate all hydraulic functions through complete
range to insure that cylinder rams and all seals
are fully lubricated.
4. Check and operate all systems.
5. After shutdown, drain air tank (if so equipped) to
expel any accumulated moisture.
6. Once a month, perform the 10 hour service
items shown in the Operation and Maintenance
Manuals. Keep batteries properly serviced.
A7-2 Storage Procedures 01/98 A07002
PREPARATION FOR STORAGE
For long term idle periods, proper preparation will
pay large dividends in time and money when future
operation of the vehicle is scheduled.
1. Engine should be prepared for storage accord-
ing to instructions found in the engine manufac-
turers manual.
2. Transmission should be prepared for storage.
nstruction will be found in the transmission Ser-
vice Manual. Several storage variations are
given.
3. The vehicle should be in top operating condition
with all discrepancies corrected. Paint should
be in good condition, no rust or corrosion, all
exposed, machined or unpainted surfaces
should be coated with a good rust preventative
grease.
4. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including Hyd-
rair suspensions (Trucks), should be retracted
as much as possible (steering cylinders cen-
tered). Wipe the exposed portion of all cylinder
rams clean and, coat (including seals on ends
of barrel) with good preservative grease.
5. f long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the
ground or floor to remove vehicle weight from
the tires. Lower air pressure in the tires to 15-25
psi (103-172 kPa). Completely cover the tires
with tarpolins to minimize rubber oxidation and
deterioration.
6. (Trucks equipped with air-actuated park brake)
With air tanks pressurized and parking brake
valve "Off", remove a clevis pin from the brake
actuator linkage. This will relieve spring pres-
sure from applying the parking brake while the
vehicle is idle. Replace clevis pin in link to pre-
vent loss. Tag steering wheel with a parking
brake disconnected tag.
7. Drain air tank(s) completely (if equipped). When
tank compartments are empty, fog the inside of
each tank compartment with a light application
of preservative oil to deter rust and corrosion.
8. Clean the radiator; refer to Engine Service Man-
ual and the Vehicle Service Manual for the
proper cleaning instructions.
9. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Section "P", Fluid Specifications and Charts, of
the Shop Manual for the proper anti-freeze and
conditioner concentrations. After refilling the
system, always operate the engine until the
thermostats open to circulate the solution
through the cooling system.
NOTE: NEVER store a vehicle with a dry cooling
system.
10. New hydraulic filters should be installed and the
hydraulic tank fully serviced with Type C-4 oil as
specified in Section "P", Lubrication and Ser-
vice, of the Shop Manual.
Any operating fluid, such as hydraulic oil, escap-
ing under pressure can have sufficient force to
enter a person's body by penetrating the skin.
Serious injury and possible death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.
11. Disconnect batteries, f possible, batteries
should be removed and stored in a battery shop
or a cool dry location on wooden blocks. Do not
store batteries on a concrete floor. Clean bat-
tery compartment, remove all corrosion and
paint compartment with acid proof paint.
12. Wheel axle housings and final drives should be
fully serviced with prescribed lubricants. Seal all
vents.
13. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.
14. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.
15. Relieve tension from all drive belts. The engine
manufacturer recommends insertion of heavy
kraft paper between belts and pulleys to prevent
sticking.
16. All vandalism covers and locks should be in
place and secured.
17. f so equipped, cab windows should be closed,
locked and sealed and the cab door locked to
prevent vandalism and weather effects.
18. The vehicle fuel tanks should be completely
drained of fuel, fogged with preservative lubri-
cant, ("NOX-RUST" MOTOR STOR., SAE10)
and closed tightly. All fuel filters should be
replaced.
19. f at all possible, to aid those who will eventually
place the unit back in operation, all available
service publications (vehicle, engine and trans-
mission) and a current parts catalog should be
packaged in a moisture proof package and
placed in the vehicle cab.
20. Be certain water drain holes in body (trucks) are
open.
REMOVAL FROM STORAGE
f the foregoing preparations were conscientiously
followed in placing the vehicle into storage, getting it
back to operational status is a simple matter of
reversing these steps.
NOTE: Before starting the job or restoring a vehicle
to operation, obtain copies of the Operation and
Maintenance Manual, Shop Manual, Engine and
Transmission Manuals and/or the Parts Book and
follow ALL special instructions regarding servicing
the vehicle and its components.
n addition to removing the storage materials, the fol-
lowing actions should be taken.
1. nspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
2. Service the engine according to the Engine
Manufacturer's Operation and Maintenance
Manual.
3. Clean the radiator; refer Engine Manufacturer's
Operation and Maintenance Manual.
4. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Fluid Specifications in Section "P", Lubrication
and Service, of the Shop Manual for the proper
anti-freeze and conditioner concentrations.
After refilling the system, always operate the
engine until the thermostats open to circulate
the solution through the cooling system.
5. Refer to the proper transmission service manual
for returning the transmission to operation.
6. Thoroughly inspect all drive belts, hydraulic, air
and oil lines for evidence of damage, wear or
deterioration. Replace any suspected lines.
Don't take chances on ruptures or blow-outs.
7. New hydraulic filters should be installed and the
hydraulic tank (reservoir) checked and serviced
with Type C-4 oil as specified in Section "P",
Lubrication and Service, of the Shop Manual.
8. Drain on fuel tank should be opened to remove
any build up of moisture or sediment that may
have accumulated while in storage. Close drain
then fill the fuel tank with approved diesel fuel.
NEVER blend gasoline, gasohol and/or alcohol
with diesel fuel. This practice creates an extreme
FIRE HAZARD and under certain conditions may
cause an EXPLOSION.
9. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are lubricated
and operate freely before engine start up.
10. All electrical connections must be clean and
tight. Check security of all ground straps and
cables.
11. nstall fully charged batteries in unit. Clean con-
nectors and connect battery cables. Compart-
ment must be free of corrosion. Secure
batteries with hold downs.
12. Check all electrical cables for weathering, cracks
and/or damage. Replace any defective cables.
Air pressure must be released from tires with bad
cuts or wear that extends into the plies, before
removal from the vehicle. Also, do not allow per-
sonnel to stand in removal path of tires.
13. Check all tires carefully for serviceability and
inflate to proper pressure.
14. f disconnected, reconnect the parking brake
linkage.
15. Completely service the vehicle as recommended
in Section "P", Lubrication and Service, of the
Shop Manual for both 10 and 100 hour inspec-
tions.
16. Adjust all drive belts to specified tension.
17. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free
before engine start up.
18. Use the Operation and Maintenance Manual for
guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line con-
nections for leakage when the engine is run-
ning.
19. Before moving the vehicle, cycle all hydraulic
controls and steering to verify proper operation.
Verify proper operation of service brakes, emer-
gency braking system and parking brake.
Check ALL system instruments to insure that all
systems are operational. (Trucks with air-over-
hydraulic brakes.) Bleed air system down with
brake pedal applications to insure that the air
governor is functioning properly.
Consult the service manual for the specific
truck being serviced. Verify proper operation of
the air compressor, the air governor, and the air
tank safety valve. f any of these components
do not function as prescribed in the service
manual, shut down engine and correct any dis-
crepancy before continuing operation.
20. When all systems are operational and all dis-
crepancies are corrected, road test the vehicle
in a smooth, level, unobstructed area (with qual-
ified, experienced operator only) to check steer-
ing response, transmission shifting, service
brake efficiency, and hydraulic functions. Only
when it is assured that the vehicle is in safe
operational condition should it be turned over to
an operator.
21. Fire protection equipment on a machine which
has been in storage should be recharged before
the machine is returned to service.
RECONDITIONING AN IDLE VEHICLE
NEVER attempt operation of a vehicle which has
been standing idle for a long period until all sys-
tems which affect steering, brakes, engine, trans-
mission and running gear have been completely
reconditioned. An unsafe vehicle can cause seri-
ous injuries and/or major property damage -
DON'T TAKE CHANCES!
At times a vehicle is subjected to long idle periods
without being properly serviced for storage - merely
shut down and left to the elements for an extended
period. Reconditioning of this vehicle can and does
present a major expenditure of time and money when
it is to be put into operating condition.
1. Remove all trash and thoroughly clean the vehi-
cle before starting any inspection or mainte-
nance.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement
as necessary.
Do not disassemble an inflated tire. Remove
valve core slowly, and allow pressure to bleed
off, before attempting to remove lockring. Also,
eye protection should be worn during tire defla-
tion to protect against any foreign object being
projected into the eyes.
3. nspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly
inspected inside and out before being
inflated.
Do not mix rim parts of different rim manufactur-
ers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazard-
ous.
b. f tires are dismounted, all wheel compo-
nents must be cleaned, inspected, all rust
and corrosion removed and parts repainted
as applicable before remounting the tires.
Follow the safety rules when mounting and
inflating tires.
c. Mount and inflate tires as shown in Opera-
tion and Maintenance Manual or service
manual.
4. nspect vehicle service brakes carefully.
Before disabling the brake circuit, block all
wheels to prevent possible movement of the
vehicle.
a. f dust covers are installed on the inboard
side of the wheels, remove the covers to
allow for inspection of brake calipers/shoes
and/or brake discs/drums.
The use of vapor degreasing or steam cleaning is
not recommended, either for brake assemblies or
the component parts. Corrosion and rusting may
occur.
b. All brake lines, connections and pressure
converters must be clean, serviced and free
of rust and corrosion.
c. Check condition of brake fluid; fill or replace
fluid as necessary.
5. nspect air system components (if equipped) for
corrosion and deterioration.
a. Safety valve plunger must be free. Remove
rubber cap from air governor to check for any
corrosion and rust. Governor should be
replaced if any defect is suspected.
b. Air compressor should turn by hand without
appreciable binding. Check and tighten drive
belts to prescribed tension; if one belt of a
set is unserviceable, replace the set.
c. f internal air tank corrosion is suspected, the
drain cocks of the dual air tank should be
opened or removed and the automatic mois-
ture ejector removed from the tank.
d. Disconnect the tank line from the compres-
sor and connect a shop air line to the tank
line. Slowly apply shop pressure to the sys-
tem while observing the openings in the
tanks. f excess moisture, dirt, rust or other
foreign material is ejected from tanks, the
complete air system should be recondi-
tioned, including replacement of suspect
components. Air tanks cannot be easily
checked for wall thickness; if rust or corro-
sion is present in the tank, replacement of
the tank should be considered.
e. f contamination is eliminated as a possible
problem, shop air may be used to charge air
system and check all air operated compo-
nents except the compressor and governor.
f. Treadle valves must operate smoothly and
show no internal or external damage or con-
tamination. Leakage limitations are shown in
Section "J", Brake System, of the Shop Man-
ual.
g. The throttle cylinder and parking brake actu-
ator must cycle smoothly when actuated by
the treadle valves or parking brake valve.
h. When air system servicing is complete and
all defective components repaired or
replaced, the service brake hydraulic circuits
should be bled according to instructions in
Section "J", Brake System, of the Shop Man-
ual.
6. The vehicle engine should be inspected and ser-
viced according to the Engine Manufacturer's
Operation And Maintenance Manuals.
a. nsure that exhaust is clear and clean, no for-
eign materials. f water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
b. Replace fuel filters, fill filter cans with fresh
fuel for engine priming.
Have a new safety filter (secondary) filter element
on hand before removing old one. Do not keep
intake system open to atmosphere any longer
than absolutely necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air
cleaners. Check all intake lines between air
cleaners and engine. All clamps must be
tight. ndicating plunger in filter condition
indicators must be free.
d. The tubes in precleaner section of air
cleaner assembly should be inspected, all
tubes should be clear and clean. Use a light
to inspect the tubes. The light should be visi-
ble. f clogging is evident, precleaner must
be cleaned. Clean precleaner according to
instructions in Section "C", of the Shop Man-
ual.
e. Drain and flush engine cooling system. Fill
with coolant and inhibitors after checking all
lines, hoses and connections. Refer to Sec-
tion "P", Lubrication and Service, of the Shop
Manual, for anti-freeze recommendations.
Radiator cores must be clear of dirt and
trash.
To prevent injuries, always release spring ten-
sion before replacing the fan belt.
f. Check and tighten engine fan drive belts,
install new belt set if necessary.
g. Check and tighten engine mounts.
7. nspect and service the transmission (mechani-
cal drive vehicles) according to the Transmis-
sion manufacturer's service manual.
NOTE: If hydraulic pump or engine is inoperative,
dump body (trucks) should be raised with a crane so
body holding devices can be installed.
a. Check all transmission electrical connections
for corrosion, cleanliness and tightness.
Check electrical cables for weathering, dam-
age and proper clamping.
b. Check drive lines for tightness of hardware
and worn U-joints.
c. Check transmission mounts for condition
and security.
8. f fuel was left in the tanks, it must be removed.
Do not attempt to use old diesel fuel.
a. With tanks empty, remove inspection plates
and thoroughly check interior of tanks; clean
if necessary to remove sediment and con-
tamination. f fuel was contaminated, lines
should be disconnected and blown clear.
b. Check all fuel lines for deterioration or dam-
age. Replace lines as necessary.
c. Replace inspection covers, use new gas-
kets.
d. Service tanks with specified diesel fuel.
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or
brake fluid escaping under pressure, can have
trating the skin. Serious injury and possible
death may result if proper medical treatment by a
immediately.
9. Hydraulic tank should be drained. f oil is not
contaminated and is stored in clean containers,
it may be reused if filtered through 3-micron fil-
ter elements when being pumped back into the
tank. Do not attempt to use contaminated
hydraulic oil, especially if water entry into the
system is suspected.
NOTE: If filling is required, use clean hydraulic oil
only. Refer to the Lubrication chart in Section "P",
Lubrication and Service, of the Shop Manual for
proper oil specifications.
a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
strainers are removed, inspect and clean
interior of tank thoroughly to remove all sedi-
ment and foreign material.
b. nspect all hydraulic lines for deterioration or
damage. Replace suspected lines - don't risk
hose ruptures or blow outs.
c. Check all hydraulic components - pumps,
valves and cylinders for damage and corro-
sion. Secure all mountings and connections.
Control valves in the cab must be free mov-
ing with no binding.
d. Check exposed portions of all hydraulic cyl-
inder rams for rust, pitting and corrosion. f
plating is deteriorated, the cylinder should be
removed and overhauled or replaced; pitted
or scored plating will cause leakage at the
cylinder seals.
10. Check front wheel hub, final drive and wheel
axle lubricant. f contamination is suspected, oil
should be drained completely and the compo-
nent serviced with clean prescribed lubricant. f
major contamination is present, disassembly
and overhaul will be in order.
11. Check parking brake. Since it is spring applied,
the brake shoes/pads may be stuck tightly to
the drum/disc, it may be necessary to remove
and overhaul the parking brake assembly.
12. Lubricate all grease fittings with prescribed lubri-
cants which are not part of the automatic lubri-
cation system. Pay particular attention to the
steering linkage connections. All pivot points
must be free of any binding.
13. Check generator/alternator for corrosion or dete-
rioration. Generator/alternator rotor must be
free, with no binding or roughness. nspect,
install and properly tension the generator/alter-
nator drive belts.
14. Check security of steering cylinder ball joints link
and hydraulic connections.
15. Examine Hydrair suspensions damage.
a. Discharge nitrogen from suspensions as out-
lined in the service manual. Check condition
of suspension oil and cylinder wipers. f wip-
ers are cracked or hardened, the suspension
must be rebuilt. Recharge suspension with
new oil if old oil is deteriorated.
b. Check exposed chrome portions of cylinder
for rust, pitting and corrosion. f plating is
deteriorated the suspension should be
removed and overhauled or replaced; pitted
or scored plating will rapidly cause leakage
at the seals.
c. Recharge suspensions as outlined in the
service manual.
16. f not previously done, install fully charged bat-
teries and completely charge air tank (if
equipped) with shop air.
ENGINE OPERATION
Insure that all tools and loose equipment have
been removed prior to engine start-up. Sound
horn prior to engine start. Make sure emergency
shut down is reset. Cables must be free moving
in their housings.
When all reconditioning operations have been com-
pleted, a static check of engine operation along with
operation of systems as well as verification of braking
and steering must be done before the vehicle is
moved.
1. nsure all personnel are clear of Equipment
before starting engine. Always sound the horn
as a warning before actuating any operational
controls.
Before starting engine, clear the immediate area
of personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
2. Turn key switch "On". Warning lights for low air,
brake, and steering pressure should illuminate
and the horn should sound. f it does not, check
all components in the circuit (both air and elec-
trical) and correct the discrepancy before con-
tinuing.
3. Turn key switch to start position to crank engine,
release switch when engine fires. Watch engine
oil pressure gauge; if pressure does not show in
10 - 15 seconds, shut down and locate problem.
On air throttle engines, there will be no throttle
control until air pressure builds, engine should
run about 1000 RPM.
4. While engine is warming up, make a careful
inspection of engine coolant, oil and fuel lines
for leaks. Check hydraulic pump for leakage as
well as all hydraulic lines. Mechanical Drive
vehicles - Check transmission and retarder
cooler lines and aftercooler for leakage. f leak-
age is evident, shut down and correct before
continuing checkout. Listen for unusual sounds,
which may indicate problems in components.
5. When engine is up to operating temperature,
check operation of throttle circuit; acceleration
should be smooth. Keep a close watch on the
gauges for any abnormal activity. Proper tem-
peratures and pressures are shown in the Oper-
ation and Maintenance Manual.
AFTER ENGINE HAS STARTED
Any machine which is unsafe and/or not in top oper-
ating condition should not be assigned to an operator
for production use.
1. Become thoroughly familiar with steering and
emergency controls. Test the steering in
extreme right and left directions. f the steering
system is not operating properly, shut engine
down immediately. Determine the steering sys-
tem problem and have repairs made before
resuming operation.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine.
These circuits include individual activation of
the service brake and parking brake from the
operator's cab.
a. Activate each circuit individually with the
engine running and with hydraulic circuit fully
charged.
b. f any application or release of any brake cir-
cuit does not appear proper or if sluggish-
ness is apparent on application or release,
shut the engine down and notify mainte-
nance personnel. Do not operate machine
until brake circuit in question is fully opera-
tional.
3. Check gauges, warning lights and instruments
before moving the machine to insure proper
system operation and proper gauge functioning.
Give special attention to braking and steering
circuit warning lights. f warning lights come on,
shut down the engine immediately and deter-
mine the cause.
4. Cycle hoist controls and steering several times
to remove trapped air. Complete steering cycles
in both directions to verify steering response,
smoothness and reliability. Check seals and
lines for leaks.
5. When satisfied that all discrepancies have been
corrected, the vehicle is ready for a road test.
This test should be done only by a capable and
experienced operator and should be accom-
plished in a large open area where plenty of
maneuvering room is available. Some of the
road test items which should be covered will
include:
a. Repeated test of braking efficiency at pro-
gressively higher speeds. Start at slow
speeds. Don't take chances with higher
speeds until the machine is determined to be
completely safe.
b. Mechanical Drive vehicles - Progressive
upshifting and downshifting through all
speed ranges to insure proper transmission
shifting and synchronization.
6. When all tests and checks have been made and
the vehicle is ready for work, it should be visu-
ally rechecked and fully serviced according to
Section "P", Lubrication and Service, of the
Shop Manual.
A few of the conditions (others may be found) which
might be encountered after a machine has been
exposed to the elements for a long period would
include:
ncreased corrosion and fungus growth on
electrical components in humid/tropical areas.
Accelerated rust formation in humid climates.
ncreased sand and dust infiltration in windy, dry
dusty areas. (These conditions can approach
sand blasting effects.)
Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
Animal or bird's nests in unsealed openings.
ENGINE STORAGE-CUMMINS
Engine Storage-(Short Term)
1 Month to 6 Months
This procedure describes the proper method for the
short term storage of an engine.
Prepare the Engine for Short Term
Storage
1. Operate the engine at "HGH DLE" until the
coolant temperature is 160 F (70 C).
2. Turn the engine "OFF".
3. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
4. Use a preservative oil. Use Dauber T Chemical
NoxRust No. 518, or equivalent. The oil must
meet Military Specification ML-L-644, Type P-
9.
5. Fill two containers, one with diesel fuel, and the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
6. "START" the engine.
7. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserva-
tive oil. Operate the engine until the preserva-
tive oil flows out of the injector return line.
8. Turn the engine "OFF". Connect the fuel lines to
the fuel filter and the injector return line.
9. Drain the oil pan sump, oil filters, and fuel filters.
10. nstall the drain plugs in the oil sump. The sump
can remain empty until the engine is ready to be
returned to service.
Put a warning tag on the engine. The tag must
indicate:
The engine does not contain oiI.
Do not operate the engine.
11. Disconnect the electrical wiring from the fuel
pump solenoid.
12. Turn the fuel pump manual shutoff valve coun-
tercIockwise until it stops.
13. Crank the engine slowly. Spray lubricating oil
into the intake manifold and the inlet of the air
compressor.
14. Cover all of the openings with tape to prevent
dirt and moisture from entering the engine.
15. Drain the coolant.
NOTE: It is not necessary to drain the coolant if it is a
permanent type antifreeze with a rust inhibitor.
16. Store the engine in an area that is dry and has a
uniform temperature.
17. Bar turn the Crankshaft two or three revolutions
every 3 to 4 weeks.
Remove the Engine from Short Term
Storage
1. Prime the lubricating system. Refer to Cummins
Engine Shop Manual, (Section 14-01, Engine
Run-in-Period).
2. Fill the coolant system if necessary.
3. Adjust the injector and the valve clearance.
Refer to Cummins Engine Shop Manual, (Sec-
tion 00-02, Engine Assembly).
4. Tighten the intake manifold mounting capscrews
to specified torques, refer to the Cummins Ser-
vice Manual for specifications.
5. Fill the oil pan sump, oil filters, and fuel filters
with recommended lubricants and fuels.
Engine Storage- (Long Term)
6 Months to 24 Months
This procedure describes the proper method for the
long term storage of an engine.
Prepare the Engine for Long Term Stor-
age
1. Operate the engine at "HGH DLE" until the
coolant temperature is 160 F (70 C).
2. Turn engine "OFF".
3. Drain the oil. nstall the drain plugs. Use Shell
66202 or equivalent, preservative oil. The oil
must meet Military Specification ML-L-21260,
Type P-10, Grade 2, SAE 30. Fill the engine to
the "HGH" mark.
4. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
5. Use Daubert Chemical NoxRust No. 518, or an
equivalent preservative oil. The oil must meet
Military Specification ML- L- 644 Type P9.
6. Fill two (2) containers, one with diesel fuel, the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
7. "START" engine.
8. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserva-
tive oil. Operate the engine until the preserva-
tive oil flows out of the injector return line.
9. Turn the engine "OFF". Connect the fuel lines to
the fuel filter and the injector return.
10. Drain the preservative oil from the engine oil pan
sump, the air compressor and the oil filters.
11. Remove the intake and exhaust manifolds.
Spray preservative oil into the intake and
exhaust ports in the cylinder heads and in the
manifolds.
12. Spray preservative oil in the intake port on the
air compressor.
13. Use a rust preventative compound that meets
Military Specification ML-C-16173C, Type P-2,
Grade 1 or 2. Brush or spray the compound on
all of the exposed surfaces that are not painted.
14. Remove the rocker lever covers. Spray the
rocker levers, the valve stems, the springs, the
valve guides, the crossheads, and the push
rods with preservative oil. nstall the covers.
15. Cover all the openings with heavy paper and
tape to prevent dirt and moisture from entering
the engine.
Put a WARNING tag on the engine. The tag must
indicate:
-The engine has been treated with preservatives.
-Do not bar turn the crankshaft.
-The coolant has been removed.
-The date of treatment.
-Do not operate the engine.
16. Store the engine in an area that is dry and has a
uniform temperature.
Remove the Engine from Long Term
Storage
1. Use clean diesel fuel. Flush the fuel system until
all of the preservative oil is removed.
2. Remove the plug from the main oil rifle passage.
Use a hot, lightweight mineral oil. To flush all of
the preservative oil from the engine: Bar the
engine crankshaft three to four revolutions dur-
ing the flushing procedure.
3. Fill the oil pan sump, oil filters, and fuel filters.
4. Drain the rust preventative compound from the
cooling system. Fill the cooling system with
coolant.
5. Prime the lubricating system. Refer to Cummins
Engine Shop Manual, (Section 14-01, Engine
Run-in-Period).
6. Adjust the injector and the valve clearance.
Refer to Cummins Engine Shop Manual, (Sec-
tion 00-02, Engine Assembly).
7. Tighten the intake manifold mounting cap-
screws.
ENGINE STORAGE - DETROIT DIESEL
Preparing Engine For Storage
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine and other parts from rust accumulation
and corrosion. The parts requiring attention and the
recommended preparations are given below.
t will be necessary to remove all rust or corrosion
completely from any exposed part before applying a
rust preventative compound.
Therefore, it is recommended that the engine be pro-
cessed for storage as soon as possible after removal
from operation.
The engine should be stored in a building which is
dry and can be heated during the winter months.
Moisture absorbing chemicals are available commer-
cially for use when excessive damage prevail in the
storage area.
Temporary Storage (30 Days Or Less)
To protect an engine for a temporary period of time,
proceed as follows:
1. Drain the engine crankcase.
2. Fill the crankcase to proper level with the recom-
mended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade of
fuel oil. Operate the engine for two minutes at
1,200 rpm and no load. Shut down engine, do
not drain the fuel system or the crankcase after
this run.
4. Check the air cleaner and service it, if neces-
sary, as outlined in Detroit Diesel Service Man-
ual.
5. f freezing weather is expected during the stor-
age period, add an ethylene glycol base anti-
freeze solution in accordance with the
manufacturer's recommendations.
6. Clean the entire exterior of the engine (except
the electrical system) with fuel oil and dry it with
compressed air.
To prevent possible personal injury, wear ade-
quate eye protection and do not exceed 40 psi
(276 kPa) compressed air pressure.
7. Seal all of the engine openings. The material
used for this purpose must be waterproof,
vaporproof and possess sufficient physical
strength to resist puncture and damage from
the expansion of entrapped air.
An engine prepared in this manner can be returned
to service in a short period of time by removing the
seals at the engine openings, checking the engine
coolant, fuel oil, lubricating oil, transmission oil and
priming the raw water pump (if used).
Extended Storage (more Than 30 Days)
To prepare an engine for extended storage, (more
than 30 days), follow this procedure:
1. Drain the cooling system and flush with clean,
soft water. Refill with clean, soft water and add
a rust inhibitor to the cooling system (refer to
Corrosion nhibitor under Coolant Specifica-
tions in Detroit Diesel Service Manual .
2. Remove, check and recondition the injectors, if
necessary, to make sure they will be ready to
operate when the engine is restored to service.
3. Reinstall the injectors, time them and adjust the
exhaust valve clearance.
4. Circulate the coolant by operating the engine
until normal operating temperature is reached
160 - 185 F ( 71 - 85 C).
5. Stop the engine.
6. Drain the engine crankcase, then reinstall and
tighten the drain plug. nstall new lubricating oil
filter elements and gaskets.
7. Fill the crankcase to the proper level with a 30-
weight preservative lubricating oil ML-L-
21260C, Grade 2.
8. Drain the fuel tank. Refill with enough clean No.
1 diesel fuel or pure kerosene to permit the
engine to operate for about ten (10) minutes. f
it isn't convenient to drain the fuel tank use a
separate portable supply of the recommended
fuel.
If engines in vehicle are stored where condensa-
tion of water in the fuel tank may be a problem,
add pure, waterless isopropyl alcohol (isopro-
panol) to the fuel at a ratio of one pint to 125 gal-
lons(473 L) of fuel, or 0.010% by volume. Where
biological contamination of fuel may be a prob-
lem, add a biocide such as Biobor JF, or equiva-
lent to the fuel. When using a biocide, follow the
manufacturer's concentration recommenda-
tions, and observe all cautions and warnings.
9. Drain and disassemble the fuel filter and
strainer. Discard the used elements and gas-
kets. Fill the cavity between the element and
shell with No. 1 diesel fuel or pure kerosene,
and reinstall on the engine. f spin-on fuel filters
and strainers are used, discard the used car-
tridges, fill the new ones with No. 1 diesel fuel
or pure kerosene, and reinstall on the engine.
10. Operate the engine for five (5) minutes to circu-
late the clean fuel oil throughout the fuel sys-
tem.
11. Refer to Detroit Diesel Service Manual and ser-
vice the air cleaner.
12. Turbocharger bearings are pressure lubricated
through the external oil line leading from the
engine cylinder block while the engine is operat-
ing. However, the turbocharger air inlet and tur-
bine outlet connections should be sealed off
with moisture resistant tape.
13. Apply a rust preventive compound to all exposed
non-painted surfaces.
14. Drain the engine cooling system.
15. Drain the preservative oil from the engine crank-
case. Reinstall and tighten the drain plug.
16. Remove and clean the batteries and battery
cables with baking soda-water solution and
rinse them with fresh water. Do not allow the
soda solution to enter the battery. Add distilled
water to the electrolyte, if necessary, and fully
charge the battery. Store the battery in a cool
(never below 32 F or 0 C) dry place. Keep the
battery fully charged and check the level and
the specific gravity of the electrolyte regularly.
Never set batteries on concrete floor. Place on
wooded blocks.
17. nsert heavy paper strips between the pulleys
and belts to prevent sticking.
18. Seal all engine openings, including the exhaust
outlet, with moisture resistant tape. Use card-
board, plywood or metal covers where practical.
19. Clean and dry the exterior painted surfaces of
the engine and spray with a suitable liquid auto-
motive body wax, a synthetic resin varnish or a
rust preventive compound.
20. Protect the engine with a good weather-resistant
tarpaulin and store it under cover, preferably in
a dry building with temperatures above freez-
ing.
Detroit Diesel Corporation does not recommend the
outdoor storage of engines. However, in some cases
outdoor storage may be unavoidable. f units must be
kept out-off-doors, follow the preparation and storage
instructions already given. Protect units with quality,
weather-resistant tarpaulins (or other suitable cov-
ers) arranged to provide air circulation.
Do not use plastic sheeting for outdoor storage.
Plastic may be used for indoor storage. However,
when used outdoors, moisture can condense on
the inside of the plastic and cause ferrous metal
surfaces to rust and/or pit aluminum surfaces. If
a unit is stored outside for any extended period
of time, severe corrosion damage can result.
The stored engine should be inspected periodically. f
there are any indication of rust or corrosion, correc-
tive steps must be taken to prevent damage to the
engine parts. Perform a complete inspection at the
end of one year and apply additional treatment, as
required.
PROCEDURE FOR RESTORING AN
ENGINE TO SERVICE WHICH HAS BEEN
IN EXTENDED STORAGE
1. Remove the covers and tape from all of the
openings of the engine, fuel tank and electrical
equipment. Do not overlook the exhaust outlet
or the intake system.
2. Wash the exterior of the engine with fuel oil to
remove the rust preventive.
3. Remove the rust preventive from the flywheel.
4. Remove the paper strips from between the pul-
leys and the belts.
5. Remove the drain plug and drain the preserva-
tive oil from the crankcase. Reinstall the drain
plug. Then, refer to Lubrication System in
Detroit Diesel Service Manual and fill the crank-
case to proper level, using a pressure prelubri-
cator, with the recommended grade of
lubricating oil.
6. Fill the fuel tank with the fuel specified under
Fuel Oil in Detroit Diesel Service Manual.
7. Close all of the drain cocks and fill the engine
cooling system with clean soft water and a rust
inhibitor. f the engine is to be exposed to freez-
ing temperatures, fill the cooling system with an
ethylene glycol base antifreeze solution refer to
Coolant Specifications in Detroit Diesel Service
Manual.
8. nstall and connect the fully charged batteries.
9. Service the air cleaner as outlined in Detroit Die-
sel Service Manual.
10. Remove the covers from the turbocharger air
inlet and turbine outlet connections. Refer to the
lubricating procedure outlined in Preparation for
Starting Engine First Time in Detroit Diesel Ser-
vice Manual.
11. After all of the preparations have been com-
pleted, start the engine. The small amount of
rust preventive compound which remains in the
fuel system will cause a smoky exhaust for a
few minutes.
NOTE: Before subjecting the engine to a load or high
speed, it is advisable to check the engine tune-up.
ELECTRIC DRIVE TRUCKS
Storage Instructions and Procedures
This instruction provides the recommended proce-
dures for protecting equipment from damage during
both short-term and long-term storage periods and
for maintaining adequate protection while in storage.
Also included are instructions for placing this equip-
ment into service after having been stored.
For the purposes of this instruction, a short-term stor-
age period is considered to be less than three
months; a long-term storage period is considered to
be three months or longer.
General Electric recommends a maximum storage
period of three years, with these storage procedures
being repeated after each year. After a storage
period of three years or more, the Motorized Wheels
should be removed and sent to an overhaul facility
for teardown and inspection of seals and bearings.
These should be replaced if necessary.
Periodic (every three months) inspections should be
made to determine the lasting qualities of long-term
storage protection measures. Such inspections will
indicate the need for renewing protective measures
when necessary to prevent equipment deterioration.
Proper storage of this equipment is vital to equipment
life. Bearings, gears, and insulation may deteriorate
unless adequate protective measures are taken to
protect against the elements. For example, bearings
and gears in the Motorized Wheel gear case are sus-
ceptible to the formation of rust; insulation in rotating
electrical equipment can accumulate moisture; and
bearings may become pitted.
NEVER APPLY ANY SPRAY, COATING OR OTHER
PROTECTIVE MATERIALS TO AREAS NOT SPE-
CIFICALLY RECOMMENDED.
t is also important to note that these instructions
cannot possibly anticipate every type of storage con-
dition and, therefore, cannot prevent all equipment
deterioration problems caused by inadequate stor-
age. However, these instructions should be consid-
ered as a minimum procedure to achieve the best
possible equipment life and the lowest operating cost
when the equipment is returned to service.
NOTE: Local conditions and/or experience may
require ADDITIONAL procedures and/or additional
storage precautions.
PIacing Equipment Into Storage
Perform the following instructions when preparing
General Electric equipment for storage. There are
three main equipment categories to consider:
1. When storing a truck that is operational.
2. When storing a truck that is not operational.
3. When storing major components (Motorized
Wheel, alternator, etc.).
These three major categories are the basis for deter-
mining required protective measures.
NOTE: In addition to these instructions, refer to truck
storage instructions.
When Storing A Truck That Is Opera-
tionaI
When a fully operational truck is being placed into
storage for less than three months, the best protec-
tive measure which can be taken is to drive the truck
once a week for at least 30 minutes. Prior to driving
the truck, the rotating equipment should be Meg-
gered and:
1. f greater than 2 megohms, run normally.
2. f less than 2 megohms, isolate condition and
correct before running.
Driving the truck circulates oil in the gear case to
keep gears and bearings lubricated and free from
rust. t also prevents deterioration of the brushes,
commutators and slip rings.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
period as indicated above, perform the following
instructions:
1. Drain oil from the gear case and install rust pre-
ventive 4161 (product of Van Straaten Chemi-
cal Co.)or equivalent. Fill per General Electric
Motorized Wheel Service Manual.
2. Megger the wheels as indicated in the instruc-
tions above. Operate the truck for at least 30
minutes to insure that the rust preventive com-
pound has been thoroughly circulated through-
out the gear case. Stop the truck and drain the
rust preventive compound.
NOTE: Do not run a LOADED truck with rust
preventive compound in Motorized Wheel gear
cases.
Do not operate trucks without oil in the Motorized
Wheel gear cases.
3. Perform a megohmmeter test. Refer to the
truck's Vehicle Test instructions for the correct
procedure. Record the Megger readings for
future reference. They will be helpful in deter-
mining if deterioration is being experienced
when additional Megger tests are made as part
of the periodic inspection.
4. Lift all brushes in the Motorized Wheels, blowers
and the alternator. They must be removed from
the brush holder. Disconnecting brush pigtails is
not required.
5. Cover any open ductwork with screening mate-
rial to prevent rodents from entering. Then tape
over the screen to prevent the entry of water
and dirt (allow breathing).
6. Examine all exposed machined surfaces for rust
or other dirt accumulation. Remove all dirt as
necessary. Remove rust by using a fine abra-
sive paper. Old flushing compound can be
removed with mineral spirits (GE-D5B8). Meth-
anol should be used to remove all residue.
When clean, coat with Tarp B rust preventive.
Refer to General Electric Motorized Wheel Ser-
vice Manual for specifications.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment.
9. nstall a 500 watt heat source inside all control
groups which house electronic control equip-
ment. These heat sources are to be energized
below 32 F (0 C) and de-energized above 41
F (5 C).
10. nstall a 500 watt heat source inside the commu-
tator chamber of both Motorized Wheels and
inside the alternator slip ring chamber. This will
minimize the accumulation of moisture. A hole
in the bottom of the hubcap will accommodate
the electrical cord for the heat source in the
Motorized Wheels. These heat sources are to
be energized continuously.
11. Seal compartment doors with a weatherproof
tape to prevent entry of rain, snow and dirt
(allow breathing).
When Storing A Truck That Is Not Opera-
tionaI
When a truck which is not fully operational is being
stored for a period of any length, perform the follow-
ing:
1. Drain the oil from the gear case and install rust
preventive compound 4161 (or equivalent). Fill
per General Electric Motorized Wheel Service
Manual.
2. Jack each side of the truck (one side at a time)
enough to rotate the tires.
3. Connect a D-C welder as described in the Vehi-
cle Test nstructions (Wheel Motor inst. 400A,
arm & field in stress 900- 1000 rpm arm).
4. Rotate each Motorized Wheel (one at a time) for
at least 30 minutes to insure that the rust pre-
ventive compound has been thoroughly circu-
lated throughout the gear case. Disconnect the
welder. Remove the jacks. Drain the gear case.
5. f the truck is partially dismantled, pay careful
attention to ductwork, blower shrouds, etc.,
which may be exposed to weather conditions as
a consequence. These areas will require the
same sealing measures as in Step 5 above
which deals with protecting ductwork. Cover
exposed blower housings to prevent entry of
water and dirt.
6. Perform Steps 3 through 11 under When Stor-
ing a Truck that is OperationaI.
When Storing A Major Component
When storing a Motorized Wheel, alternator, blower
or control group for a period of any length, always
store it inside a warm, climate-controlled environ-
ment. Do not attempt to store individual components
where they would be exposed to inclement weather,
climatic changes, high humidity and/or temperature
extremes.
Periodic Inspections
t is important that periodic inspections (every three
months) of stored equipment be performed to insure
the continued serviceability of all protective mea-
sures initially taken when the storage period began.
tems which should be checked at each inspection
interval are listed as follows:
1. Remove the weatherproof tape from the com-
partment doors and preform a Megger test as
described in the Vehicle Test nstructions.
Record the test results and compare them with
the recorded Megger readings taken when stor-
age first began, and those taken throughout the
storage period. Remove all test equipment and
close up the compartment. Reseal the compart-
ment doors with new weatherproof tape. f
Megger readings indicate a deterioration of
insulation quality, to below 2.0 megohms then
consideration should be given to providing
more protection.
2. Check all other weatherproofing tape. Replace
any that has become loose or is missing com-
pletely.
3. Check all heat sources. Replace or repair any
units which have become inoperative.
4. Check all machine surfaces which were coated
with flushing compound when storage began. f
compound appears to be deteriorating, it must
be cleaned off and renewed.
PIacing Equipment Into Service After
Storage
When taking equipment out of storage, perform the
following procedures:
When A Truck Is OperationaI
f a truck has been operated weekly throughout the
storage period, perform a complete visual inspection
of the Motorized Wheels, blowers, alternator and
control compartments. Repair any defects found,
then place the truck directly into service.
When A Truck Is Not OperationaI
f the truck was not operated weekly throughout the
storage period, perform the following procedures:
1. Remove all weatherproofing tape from control
compartment doors and ductworks.
2. Remove all screening material from ductwork.
3. Remove all heat sources from Motorized
Wheels, control compartments and the alterna-
tor.
4. Fill with recommended oil. Refer to the Motor-
ized Wheel Service Manual for the type and
amount oil to be used. This oil should be
drained and new oil should be added after 500
hours of operation.
5. Clean all Motorized Wheel grease fittings in the
axle box. nsure that all grease lines are com-
pletely full of grease. Then add the recom-
mended amount of grease to all fittings.
6. nstall brushes in the Motorized Wheels, blowers
and the alternator. Make sure that brushes
move freely in their carbonways and that they
have enough length to serve until the truck's
next inspection period. nstall new brushes if
necessary. nsure that all brush pigtail screws
are tight.
7. Perform a megohmmeter test. Refer to the
truck's Vehicle Test nstructions for the correct
procedure. f Megger readings are less than 2.0
megohms, the problem could be an accumula-
tion of moisture in motor or alternator. f this is
the case, the faulty component will have to be
isolated and dried out using procedures recom-
mended in the G.E.Service Manual.
8. Perform a thorough inspection of the Motorized
Wheels, alternator, blowers and control com-
partments. Look for:
a. Rust or dirt accumulation on machine sur-
faces
b. Damaged insulation
c. An accumulation of moisture or debris
d. Loose wiring and cables
e. Any rust on electrical connectors in the con-
trol compartment
f. Any loose cards in the card panels
g. Any accumulation of moisture or debris in
ductwork.
Clean and make repairs as necessary.
9. Check retarding grids and insulators for loose
connections and dirt accumulation. Clean and
make corrections as necessary.
10. Where applicable, check exciter drive belts for
cracks, and deterioration. f acceptable, set belt
tension to specification.
11. Before starting engine, turn on control power.
Check that contactors and relays pick up and
drop out normally.
12. Perform a start-up procedure on the complete
system to insure maximum performance during
service. Refer to the truck's Vehicle Test
nstructions for the complete test procedure.
For The First Hour
After all storage protection has been removed, the
truck has been cleaned and inspected and repairs
made as necessary, the Motorized Wheel gear case
has been filled with new oil, the dirt seals have been
completely purged with new grease and the system
completely checked, the truck can be placed into ser-
vice. t is recommended, however, that the truck be
driven unIoaded at a low speed (10 mph) for the
first hour of operation.
PRESERVATION AND STORAGE
ALLISON TRANSMISSION
Storage, New Transmission
(Prior to installation). New transmissions are tested
at Allison with preservative oil and drained prior to
shipment. The residual oil remaining in the transmis-
sion provides adequate protection to safely store the
transmission for up to one year (stored inside the
conditions of normal climate and with all shipping
plugs installed) without further treatment.
Preservation Methods. When the transmission is to
be stored or remain inactive for an extended period
(one or more years), specific preservation methods
are recommended to prevent damage due to rust,
corrosion, and organic growth in the oil. Preservation
methods are presented for storage with and without
transmission fluid.
Storage, One Year -- Without OiI
1. Drain the oil.
2. Spray two ounces (60 milliliters) of VC #10
through the fill tube.
3. Seal all openings and the breather with mois-
ture-proof tape.
4. Coat all exposed, unpainted surfaces with pre-
servative grease such as petroleum (ML-C-
11796, Class 2).
5. f additional storage time is required, repeat
steps (2), (3) and (4) at yearly intervals.
Storage, One Year With OiI (normaIIy in a vehicIe
chassis)
1. Drain the oil and replace the oil filter element(s).
2. Fill the transmission to operating level with a
mixture of one part VC #10 (or equivalent) to
30 parts C-3 transmission fluid. Add 1/4 tea-
spoon of Biobor JF (or equivalent) for each 3
gallons (11 liters) of fluid in the system.
NOTE: When calculating the amount of Biobor JF
required, use the total volume of the system, not just
the quantity required to fill the transmission. Include
external lines, filters, and the cooler.
3. Run the engine for approximately five minutes at
1500 rpm with the transmission in neutral.
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. Make sure the lockup
clutch is working.
5. Continue running the engine at 1500 rpm with
the transmission in neutral until normal operat-
ing temperature is reached.
f the unit does not have a converter-out tempera-
ture gage, do not stall the converter.
6. f normal operating temperature is less than
225 F (107 C), shift the transmission to the
highest forward range and stall the con-
verter.When the converter-out temperature
reaches 225 F (107 C), stop the engine. Do
not exceed 225 F (107 C).
7. As soon as the transmission is cool enough to
touch, seal all openings and the breather with
moisture-proof tape.
8. Coat all exposed, unpainted surfaces with pre-
servative grease such as petrolatum (ML-C-
11796, Class 2).
9. f additional storage time is required, repeat
steps (2) through (8) at yearly intervals; except,
it is not necessary to drain the transmission
each year. Just add Motorstor and Biobor Jf (or
equivalents).
Restoring Transmission to Service
1. Remove all tape from openings and the
breather.
2. Wash off all external grease with mineral spirits.
3. f the transmission is new, drain the residual pre-
servative oil. Refill the transmission to the
proper level with C-4 transmission fluid.
4. f the transmission was prepared for storage
without oil, drain the residual oil and replace the
oil filter elements. Refill the transmission to the
proper level with C-4 transmission fluid.
5. f the transmission was prepared for storage
with oil, it is not necessary to drain and refill the
transmission with new transmission fluid. Check
for proper fluid level. Add or drain transmission
fluid as required to obtain to proper level.
NOTES
B01007 Index B1-1
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
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
BODY PAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
Body Pad Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
BODY POSITION INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
BODY SLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Body Sling Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
ROCK EJ ECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY-UP LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Indicator Arm Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
FUEL TANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
FUEL TANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Cleaning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
BREATHER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
B1-2 Index B01007
NOTES:
B02008 Structural Components B2-1
STRUCTURAL COMPONENTS
GRILLE AND HOOD
Removal
1. Attach lifting device to the hood and grille
assembly (1, Figure 2-1).
2. Remove upper mounting capscrews (3) from
the hood and grille assembly.
3. Remove all side mounting capscrews (2) from
the hood and grille assembly.
4. Disconnect upper hood mounted headlights, if
equipped.
5. Lift hood and grille assembly from truck and
move to work area.
Installation
1. Move hood and grille assembly from work area
to truck and lift into place.
2. Install side mounting capscrews (2).
3. Install upper mounting capscrews (3).
4. Connect hood mounted headlights, if equipped.
DECKS
The HAULPAK
truck decks are mounted to the

frame support structures using rubber mounts, as
shown in Figure 2-2. These mounts are placed
between the deck and mounting structure to reduce
noise and vibration. The rubber mounts should be
visually checked periodically and worn or defective
mounts should be replaced. When tightening cap-
screws, tighten the .750 in.-10UNC capscrews to 200
ft. lbs. (271 N.m.) torque.
NOTE: Rubber mounting pads should be checked
periodically for wear. Rubber pads reduce the
amount of vibration and should be replaced as they
become worn.
FIGURE 2-1. HOOD AND GRILLE REMOVAL
1. Hood & Grille
Assembly
2. Capscrews &
Lockwashers
3. Capscrews &
Lockwashers
4. Rubber Retainer
5. Cover
6. Hand Rail
7. Radiator
FIGURE 2-2. TYPICAL DECK MOUNTING DETAIL
1. Button Plug
2. Capscrew & Flat-
washer
3. Rubber Mount
4. Nut & Lockwasher
5. Flatwasher
6. Deck Structure
B2-2 Structural Components B02008
The decks of the HAULPAK
Trucks are also cov-

ered with anti-slip surfaces. These anti-slip coverings
should be kept clean and replaced as they become
worn.
The anti-slip material on the decks should be
inspected and maintained for the safety of all per-
sonnel.
Removal
Right Deck and Components
1. Shut down engine, turn key switch off and allow
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.
2. Open the battery disconnect switch.
FIGURE 2-3. RIGHT DECK REMOVAL
1. Bumper Structure
2. Nut and Lockwasher
3. Capscrew and Flatwasher
4. Ladder
5. Upright
6. Capscrew and Flatwasher
8. Deck Structure
9. Ground Strap
10. Flatwasher
12. Rubber Mount
13. Button Plug
14. Capscrew
3. Attach a lifting device to the ladder structure
(4, Figure 2-3) and take up slack, remove cap-
screws and flatwashers (3) nuts and lockwash-
ers (2) securing the ladder to the bumper
structure, (1).
4. If equipped, disconnect ladder light wiring.
5. Remove capscrews and flatwashers (6), nuts
and lockwashers (7). Remove ladder structure.
6. Remove grid attaching hardware. Remove grid
side covers. Tag and disconnect all electrical
leads. Attach lifting device to grid lifting eyes.
The grid assembly weighs approximately 2,500
lbs. (1135 Kg). Make sure lifting device is of ade-
quate capacity.
7. Disconnect the electrical leads attached to the
FP and GRR resistor panel located directly
above the grid assembly. Remove resistor
panel attaching hardware and move resistor
panels to one side to provide clearance for grid
assembly removal.
8. Lift grid assembly clear of deck structure and
move to a work area.
NOTE: If grid assembly or cooling blower repairs are
required refer to applicable G.E. publication for ser-
vice and maintenance procedures.
9. If equipped, tag and disconnect electrical wires
at the extended range contactor box. Remove
capscrews and washers securing the contactor
box to the deck structure. Attach the lifting
device to the lifting eyes and remove the con-
tactor box.
NOTE: To attach lifting eyes to the right front corner
of the deck structure it will be necessary to remove
the battery box on trucks equipped with electric start.
10. On trucks equipped with electric start, discon-
nect and remove batteries. Remove battery
cables. Remove battery box mounting hardware
and remove battery box. Disconnect clearance
light electrical wires.
11. Install lifting eyes at each corner of the deck and
take up slack. Do not attach lifting device to the
hand rail structure.
The right hand deck structure weighs approxi-
mately 1500 lbs. (681 Kg). Make sure the lifting
device to be used is of adequate capacity.
12. Remove button plugs (13, Figure 2-3) at six
locations on the deck surface. Remove nut and
lockwasher (11). Remove flatwasher (10) and
capscrew (14). Disconnect ground strap (9) at
deck support.
13. Carefully raise deck and remove from deck sup-
ports. Remove rubber mounts (12, Figure 2-3).
Left Deck and Cab
NOTE: The left hand deck mounting hardware is
identical to the right deck, refer to Figure 2-2 for the
deck mounting arrangement.
1. Completely bleed down main air tank. Tag and
disconnect all hydraulic and air lines which will
interfere with deck removal. Cap all lines to pre-
vent entrance of foreign material.
2. Tag and disconnect all electrical connections at
locations other than at the cab or cab foot box.
If equipped with air conditioning, refer to Section
M, Options for instructions on discharging the air
conditioning system prior to disconnecting any
air conditioning lines.
3. Disconnect and cap air conditioning compres-
sor lines. Disconnect outlet line from receiver-
dryer and cap line.
4. Disconnect air compressor supply hose at the
main air tank and cap the line.
5. If the left hand ladder is to be removed discon-
nect ladder light wiring if equipped. Disconnect
engine shut down switch and battery disconnect
wiring. Attach lifting device to the ladder struc-
ture. Remove attaching hardware and remove
ladder.
NOTE: Ladder removal is not necessary to accom-
plish deck removal. However, the top ladder attach-
ing hardware must be removed.
6. Remove the retaining screws and clip securing
the door stop rod to the cab doors. Removal of
the door stop rod from the cab door will prevent
stop rod damage when the lifting sling is used.
Refer to Figure 2-4.
The cab and deck assembly weigh approximately
5,000 lbs. (2270 Kg). Make sure lifting device to
be used is of adequate capacity.
7. Attach a web type sling at the rear of the door
opening as shown in Figure 2-4. Carefully lift
the cab and deck and observe that all connec-
tions have been removed or disconnected.
Move the cab and deck to a work area.
Installation
Right Deck and Components
1. Install new rubber mounts in deck support and
front upright, refer to Figure 2-3.
2. Attach lifting device to the deck structure and raise
into position. Install capscrew and flatwasher (14,
Figure 2-3). Install flatwasher (10), nut and lock-
washer (11). Tighten capscrew to 200 ft. lbs. (271
N.m.) torque. Install button plugs (13).
3. Attach the lifting device to the brake grid lifting
eyes. Raise brake grid assembly into position.
Install attaching hardware. Tighten capscrews
to standard torque. Attach all electrical cables
and tighten all connections securely. Replace
grid side covers.
4. Move the FP and GRR resistor panel into posi-
tion and install mounting hardware. Tighten
capscrews to standard torque. Connect electri-
cal wires and tighten connections securely.
5. Attach lifting device to the extended range con-
tactor box lift eyes and raise into position. Install
mounting hardware. Tighten capscrews to stan-
dard torque. Connect electrical cables and
tighten connections securely.
6. If removed, install the battery box. Tighten
mounting capscrews to standard torque. If
removed, install and connect batteries.
7. Connect electrical wires to clearance lights.
8. If removed, install ladder. Tighten mounting
hardware to standard torque. Connect ladder
light wires.
Left Deck And Cab
1. Refer to Figure 2-4 and install a web type sling.
The cab and deck weighs approximately 5,000
lbs. (2270 Kg). Make sure lifting device to be used
is of adequate capacity.
2. Install new rubber mounts in the deck support
and front upright.
3. Raise cab and deck into position. Install cap-
screw and flatwasher (2, Figure 2-2). Install flat-
washer (5) and nut and lockwasher (4). Tighten
capscrews to 200 ft. lbs. (271 N.m.) torque.
Install button plugs (1). Replace door stop rod
retaining screw and clip.
4. Connect all air, hydraulic and electrical lines.
Tighten all connections securely.
5. If equipped with air conditioning, refer to Sec-
tion M, Options for the correct procedure for
system service.
FIGURE 2-4. CAB AND DECK REMOVAL
1. Cab
2. Sling
3. Hoist Chains
4. LH Door
6. If removed, install ladder. Tighten mounting
hardware to standard torque. Connect ladder
light wiring, engine shut down and battery dis-
connect if equipped.
7. Start engine and allow systems to charge.
Observe for any air or oil leaks. Make sure all
shields, covers and clamps are in place.
8. Service the hydraulic reservoir if required.
Check for proper operation of the steering and
brake systems, including dynamic retarding.
NOTES:
B03008 Dump Body B3-1
DUMP BODY
DUMP BODY
Removal
FIGURE 3-1. DUMP BODY REMOVAL
1. Lifting Cables 2. Guide Rope
FIGURE 3-2. HOIST CYLINDER MOUNTING
1. Keeper Plate
2. Capscrew &
Lockwasher
3. Pin
4. Snap Ring
5. Bearing
6. Hoist Cylinder
1. Connect cables and lifting device to the dump
body and take up slack as shown in Figure 3-1.
Be sure that lifting device is rated for at least a 35
ton capacity. Total Body Weight is approximately
58,000 lbs. (26,332 kg)
2. Remove mud flaps and rock ejectors from both
sides of the truck.
3. On each side of the dump body, remove the
keeper plate capscrews (2, Figure 3-2) from the
keeper plate (1) on top hoist cylinder eye.
FIGURE 3-3. BODY PIVOT PIN CROSS SECTION
1. Dump Body
2. Spacer
3. Lock Key
4. Keeper Plate
5. Capscrew &
Lockwasher
6. Pin
7. Bushing
8. Frame
B3-2 Dump Body B03008
Some means of supporting hoist cylinders will be
necessary prior to removing hoist cylinder pin.
After pin removal allow hoist cylinder to rest
against the inside dual tire.
4. Drive the top hoist cylinder pin (4) out of the
dump body bracket.
5. Remove the capscrews and lockwashers (5,
Figure 3-3) securing the pivot pin keeper plate
(4). Pull the pivot pin (6) from each dump body
pivot point. Pivot pin spacers (2) will come out
after pin is removed.
6. Lift dump body clear of truck and move to stor-
age or work area. Place on blocks.
7. Inspect bushings (7) in the body pivots for wear
or damage. Replace, if necessary.
Installation
1. Attach lifting device to dump body and lower
over the truck frame. Align the dump body pivot
with frame mounting bracket.
2. Install spacers and body pivot pin on each side
of truck. Refer to Figure 3-4.
3. Secure pivot pin in place with keeper plate and
capscrews. Tighten keeper plate capscrews to
460 ft.lbs. (624 N.m) torque.
FIGURE 3-4. PIVOT PIN INSTALLATION
1. Dump Body
2. Pivot
3. Frame
4. Align top eye of hoist cylinder and install hoist
cylinder pin. Secure pin with keeper plate.
Tighten keeper plate capscrews to 310 ft.lbs.
(420 N.m) torque. Refer to Figure 3-2.
5. Install mud flaps and rock ejectors on dump body.
BODY PAD
NOTE: It is not necessary to remove the dump body
for replacing the body pads. Replace pads if worn
excessively.
1. Raise dump body to sufficient height for
removal of body pads.
Place blocks between dump body and frame.
Secure blocks in place.
2. Remove capscrews, lockwashers and rubber
body pad with shim from body pad mounting.
3. Install new rubber body pads and shims. Install
capscrews and lockwashers. Tighten nuts to
FIGURE 3-5. BODY PAD
1. Dump Body
2. Shim
3. Capscrew, Lock-
washer & Nut
4. Body Pad
5. Frame
Body Pad Adjustment
Lower empty dump body until in contact with frame
rail. Check each body pad to determine if proper con-
tact has been achieved at each pad. Refer to NOTE.
If not, adjust with shims.
NOTE: Only the front two pads on each side should
be in contact with the frame rail, the rear pad on each
side should have a 0.03 in. (0.76 mm) gap between
frame rail and body pad.
BODY GUIDE
At time of body pad replacement, wear plates, which
the body guides contact, should be inspected for ser-
viceability. Prior to checking the gap between the
body guides and wear plates, insure the body is cen-
tered on the frame. The gap between the guides and
wear plates should be 0.12-0.50 in. (3.05-12.7 mm).
If the gap is greater than 0.50 in. (12.7 mm), measure
the thickness of the wear plate (3, Figure 3-6) and
the bent plate of the body guides (4). Replace wear
plates or body guides if thickness is 0.55 in. (13.9
mm) or less. Refer to Parts Catalog for parts replace-
ment.
NOTE: Size of weld for body guide and wear plate is
0.31 inch unless otherwise specified. Use AWS E 70
Series, Low Hydrogen Type Welding Rods, such as
E7016 or E7018.
FIGURE 3-6. BODY GUIDE AND WEAR PLATE
1. Dump Body
2. Frame
3. Wear Plate
4. Body Guide
BODY POSITION INDICATOR
The body position indicator is a structure mounted to
the canopy of the dump body. The indicator is located
to the front right of the operators cab and is designed
as a visual reference for the dump body being in the
down position.
BODY SLING
The body sling is a cable located under the dump
body at the rear of the truck. This cable is intended to
be used as a safety cable to hold the body in the up
position while the technicians work under it.
Body Sling Hook-Up
With body in the "Up" position:
1. Remove cotter pin (1, Figure 3-8) and clevis pin
(2) from the small mounting bracket (4) under
dump body.
Inspect body cable and mounting brackets for
signs of fatigue or wear before placing the weight
of the dump body on these parts.
2. Hook body sling cable to mounting eye of rear suspen-
sion lower mounting bracket on the rear drive case.
3. With cable attached, open the Creep down
Valve located on the hydraulic tank and let the
body down until cable is tight.
4. After work has been completed, raise body,
unhook cable and reattach to its storage position.
FIGURE 3-7. BODY SLING CABLE
1. Cotter Pin
2. Clevis Pin
3. Cable
4. Small Mounting
Bracket
ROCK EJ ECTORS
Rock ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging
between the dual tires. Failure to keep ejectors in
working order could allow debris to build up between
the dual wheels and cause damage to the tires.
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 EJ ECTOR INSTALLATION
1. Rock Ejector Arm
2. Wear Plate
3. Rear Wheel Spacer
Ring
FIGURE 3-9. ROCK EJ ECTOR MOUNTING
BRACKET (Detail View)
1. Rock Ejector Arm
2. Pin
3. Stop Block
4. Mounting Bracket
BODY-UP LIMIT SWITCH
The Body-up Limit Switch is a magnetic proximity
switch. It is mounted on the left inside frame rail near
the upper rear suspension mount and when properly
adjusted will prevent the dump body from going "over
center". When the switch is activated by the indicator
arm, an electrical signal is sent to the hoist up limit
solenoid which prevents additional oil flow to the
hoist cylinders, thus limiting body-up travel.
Indicator Arm Adjustment
1. Carefully raise dump body to within 6 in.
(15.2 cm) of maximum hoist cylinder extension.
2. Position indicator arm (2) as shown in Figure
3-11.
3. Adjust switch (4) to provide an air gap of
0.56 in. (14 mm) between switch and indicator
arm.
FIGURE 3-10. BODY-UP LIMIT SWITCH ADJ USTMENT
1. Body Pivot Structure
2. Indicator Arm
3. Inside Frame Rail
4. Switch
5. Upper Rear Suspen-
sion Mount
NOTES:
B04005 7/90 Fuel Tank B4-1
FUEL TANK
FUEL TANK
Removal
1. Drain all fuel from tank to lessen weight to be
handled.
2. Attach a lifting device capable of handling
3000 lbs. (1362 kg) (empty tank) to the tank
before loosening any attachment bolts. Discon-
nect fuel supply and return lines at the tank.
Plug lines to keep out contamination.
3. Loosen the bottom mounting and top clamp
capscrews and take up slack of hoist or fork lift.
Remove capscrew (2, Figure 4-1) and cap-
screws (6) and move tank to clean work area
4. Remove fuel gauge and sending unit, breather
on top of tank, and other fittings as required to
carry out interior cleaning.
FIGURE 4-1. FUEL TANK
1. Fuel Tank
2. Capscrews
3. Mount Cap
4. Fuel Gauge
5. Drain Valve
6. Capscrew
7. Flatwasher
8. Rubber Dampner
9. Breather
10. Quick Fill Connection
(Optional)
11. Cover
12. Washer
B4-2 Fuel Tank B04005 7/90
NOTE: If a tank is to be weld repaired, special pre-
cautions are necessary to prevent fire or explosion. If
necessary, consult local authorities on safety regula-
tions before proceeding.
The lower mount of the fuel tank is cushioned by rub-
ber dampners (8, Figure 4-1). Replacement of worn
items in this area may be necessary after tank
removal and before installation.
Installation
1. If removed, install fuel gauge and sending unit
(4, Figure 4-1) breather on top of tank, and
other fittings as required.
2. Lift tank into position, install flatwashers (7) and
(12, on 445E/510E arrangement) and cap-
screws (6). Install cap (3) and capscrews (2).
3. Tighten all mounting hardware to standard
torque. Connect and tighten all connections.
4. Fill tank.
Cleaning
The fuel tank is provided with a drain valve (5, Figure
4-1) located at the bottom of the tank.
It is not necessary to remove the tank from the truck
for cleaning of sediment, but rust and scale on the
walls and baffles can best be removed by taking the
tank off the truck. This allows cleaning solutions to be
in contact with all interior surfaces by rotating the
tank in various positions. Internal tank cleaning can
be accomplished by removing the optional quick fill
connection (10, Figure 4-1).
Prior to a cleaning procedure of this type, all vents,
fuel gauges, and hose connections should be
removed and temporarily sealed. After all scale, rust,
and foreign material has been removed, the tempo-
rary plugs can be removed.
If a tank has been damaged and requires structural
repair, carry out such repairs before final cleaning.
Also, a small amount of light oil should be sprayed
into the tank to prevent rust if the tank is to remain
out of service. All openings should be sealed after
rust prevention.
BREATHER
The fuel tank is vented through a small mesh type
breather installed at the top of the tank. This breather
should be cleaned periodically and can be blown out
with solvent and reused. The area around the
breather must be free of mud and debris that would
cover the breather and prevent proper fuel suction
and return.
Installation is opposite of removal. Note that the
breather port on the fuel tank for a standard fill tank is
in a different location than quick fill type vents. Also
the breathers for quick fill type options are a different
size and type.
NOTE: Refer to Options, Section "M" of this manual
for additional required maintenance for Quick Fill
Option.
GAUGE
A direct readout type gauge is mounted in an open-
ing in the front of the tank. The gauge is a magnetic
arm type with float inside the tank.
Removal
1. Drain fuel below level of gauge.
2. Loosen the small screws holding the dial face in
the fuel gauge sender unit and remove.
3. Loosen four socket head screws in sender unit
and remove from tank. Remove and discard
gasket.
Installation
1. Install new gasket.
2. Install the sender unit in tank. Take care to
insure that float is oriented properly and works
freely in vertical plane during installation.
3. Install four socket head capscrews and tighten
to standard torque.
4. Install dial face in sender. If a remote readout in
the cab is utilized, connect electrical wires.
5. Fill tank and check for leaks.
C01008 Index C1-1
SECTION C
ENGINE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-5
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Radiator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Pressure Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-2
Water Temperature Thermostats. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-2
POWER TRAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
ALTERNATOR REMOVAL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
ENGINE/ALTERNATOR MATING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-2
Alternator End Play Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-2
Engine End Play Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Determining Shim Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-4
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
FAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
ENGINE COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-1
THROTTLE CONTROL AIR CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-1
Detroit Diesel Engine
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-1
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-2
Cummins Engine
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-2
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-3
LOW IDLE SOLENOID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-3
THROTTLE SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-3
C1-2 Index C01008
NOTES:
C02007 Power Module C2-1
POWER MODULE
POWER MODULE
The radiator, engine and alternator/blower assem-
blies are mounted on a roller equipped subframe
which is contained within the truck main frame and is
referred to as a Power Module. This arrangement
permits removal and installation of these components
by utilizing the unique Roll In/Roll Out feature.
Although the instructions in this section are primarily
based upon the Roll Out method for major compo-
nent removal, the radiator and fan may be removed
as separate items. Instructions for radiator and fan
removal are contained later in this section.
Removal
1. Position the truck in a work area with adequate
overhead clearance to permit raising the dump
body.
2. Apply parking brake and block wheels to pre-
vent truck movement. Raise body and install
safety cable.
Do not work under raised body without first mak-
ing sure the safety cable is securely installed.
NOTE: Plug all ports and cover all hose fittings or
connections when disconnecting to prevent dirt or
foreign material from entering.
3. Remove grille following instructions in Section
B. Remove radiator following instructions in this
Section.
4. Disconnect batteries, positive and negative
cables. Remove and service batteries if neces-
sary.
NOTE: Battery quick disconnect cable between
engine and quick disconnect will have to be
removed.
5. Disconnect hydraulic pump drive shaft (4, Fig-
ure 2-1) at the drive shaft universal joint com-
panion flange (2).
6. Remove clamp (4, Figure 2-2) from the outlet
hose on the blower assembly. Support blower
hose (5) to prevent damage to flexible cou-
plings. Cover all air duct openings to prevent
entrance of foreign material.
FIGURE 2-1. HOIST PUMP DRIVE SHAFT
1. Capscrews
2. Companion Flange
3. Alternator
4. Drive Shaft
5. Hoist Pump
FIGURE 2-2. BLOWER CONNECTIONS
1. Air Intake
2. Mounting Screws
3. Blower/Alternator
4. Clamp
5. Blower Hose (Outlet)
C2-2 Power Module C02007
7. Tag or mark all electrical connections to be dis-
connected. Disconnect all 24 volt and high volt-
age electrical leads that would interfere with
power module removal. Connections are
located on the alternator and engine assem-
blies.
8. Remove mounting screws (2, Figure 2-2) secur-
ing blower intake and remove gasket.
9. Open drain valve on bottom of main air tank
and bleed off air pressure.
10. Mark and disconnect all electric, air, oil and fuel
lines that would interfere with power module
removal. Cover or plug all lines and their con-
nections to prevent entrance of dirt or foreign
material. To simplify this procedure, most con-
nections utilize quick disconnects located on the
left side of the engine (4, Figure 2-3).
11. Disconnect electrical wiring, hoses and air duct
hanger supports (11, Figure 2-5) that would
interfere with center deck removal.
12. Attach hoist to the center deck. Remove all cap-
screws, flat washers, lockwashers and nuts
securing the center deck (2, Figure 2-3) to front
support structure.
13. Remove capscrews, flat washers, lockwashers
and nuts securing the rear portion of the center
deck to the main frame cross member. Lift cen-
ter deck and remove from machine.
14. Disconnect exhaust ducts (9, Figure 2-5) on left
and right side of engine by removing mounting
hardware. Cover turbocharger exhaust open-
ings to prevent entrance of foreign material.
15. Remove air compressor supply (8), air cleaner
indicator (4), and Cummins throttle (10) hoses.
16. Loosen clamps (6) at hump hoses (7) and flexi-
ble elbows (2) securing air inlet ducts to turbo-
chargers and air cleaners (1). Remove clamps
(5, Detroit Diesel) and remove all air ducts.
Cover all openings to prevent entrance of for-
eign material.
17. Remove capscrews and washers securing cover
plate to the front bumper. Remove cover plate.
18. Disconnect grounding strap located at the front
right corner of the engine subframe.
19. Remove capscrews and lockwashers (1, Figure 2-4)
securing front subframe support (2) to main frame.
Install safety chain around the front engine sub-
frame cross member and main frame to prevent
the power module from rolling when the sub-
frame rollers are installed.
FIGURE 2-3. CENTER DECK REMOVAL
1. Rear Mount
2. Center Deck
3. Front Mount
4. Quick Disconnects
FIGURE 2-4. FRONT SUBFRAME SUPPORT
1. Capscrews &
Lockwashers
2. Subframe Support
3. Capscrew
4. Frame
FIGURE 2-5. ENGINE AIR INLET AND EXHAUST SYSTEMS, 2000 HP
1. Air Cleaner Assembly
2. Flexible Elbow
3. Upright Support Clamp
4. Air Cleaner Restriction Indicator
Line Port
5. Clamps
6. Clamp
7. Hump Hose
8. Air Compressor Inlet Air
Port
9. Exhaust Duct
10. Cummins Throttle Cylinder
Exhaust Air Port
11. Hanger Clamp
20. Remove capscrews (5, Figure 2-6) and caps (6)
securing subframe mounting bushings (4) to the
subframe support bracket at rear of subframe.
21. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
been disconnected.
Lift power module only at the lifting points on
subframe and engine/alternator cradle structure.
22. Raise the rear portion of engine subframe and
install subframe rollers (Refer to Figure 2-7).
Lower the rear portion of the subframe carefully
until the rollers rest on the main frame guide rail.
NOTE: Subframe rollers are supplied in the truck tool
group and should be installed as shown in Figure 2-7.
The engine, alternator, radiator and subframe
weigh approximately 22,000 lbs. (9988 kg). Make
sure the lifting device has adequate capacity.
23. Attach hoist to front subframe lifting points and
remove the safety chain.
24. Roll the power module forward until lifting
device can be attached to the rear engine and
alternator lifting points, refer to Figure 2-8.
25. Block the subframe and install safety chain to
prevent subframe from rolling. Reposition lifting
device and attach to rear engine and alternator
lifting points.
26. Raise the power module slightly to determine if
module is on an even plane. Move the power
module straight out of truck and to a clean work
area for disassembly.
FIGURE 2-6. REAR SUBFRAME MOUNTS
1. Subframe
2. Main Frame
3. Mounting Bracket
4. Capscrews
5. Bushing
6. Mounting Cap
FIGURE 2-7. SUBFRAME ROLLERS
1. Roller Assembly
2. Subframe
3. Capscrews
FIGURE 2-8. POWER MODULE LIFT POINTS
1. Module Lifting Tool
2. Main Alternator
3. Module Lift Points
4. Engine
5. Power Module
Subframe
Installation
1. Inspect the main frame guide rails. Remove any
debris which would interfere with power module
installation.
2. Clean the rear engine support brackets. Apply a
light film of soap solution to each rubber bush-
ing located at the rear of the subframe.
3. Check the subframe rollers making sure they
roll freely. Make sure rollers are in the roll-out
position.
4. Attach a lifting device to the power module lift
points as shown in Figure 2-8.
The complete power module weighs approxi-
mately 22,000 pounds (9988 kg). Make sure lifting
device to be used is of an adequate capacity.
5. Raise the power module and align the subframe
rollers with the main frame guide rail. Refer to
Figure 2-9.
6. Lower the power module to the subframe guide
rail, relax the hoist slightly and roll the power
module into truck frame until lifting chains con-
tact cross frame. Block under the front of the
subframe and lower to allow repositioning the
hoist.
7. Install a safety chain around the truck frame
and the front subframe cross member. The
safety chain will prevent the power unit from
rolling forward.
8. Place a small block behind each rear subframe
roller to prevent rolling.
9. Remove the lifting device from the hoist. Repo-
sition hoist to allow lifting at the front lift eyes on
the power module subframe. Remove the small
blocks behind the subframe rollers and the
safety chain and slowly roll the power module
into position over the rear frame mounting
brackets.
10. Block the front of the subframe and reposition
hoist to raise the rear portion of the subframe
just enough to permit removing the subframe
rollers.
11. Lower the rear portion of the subframe until the
subframe rubber bushings are seated in the
rear mounting brackets located on the main
frame of the truck.
12. Reposition the hoist to lift the front portion of the
subframe. Raise enough to allow removal of
blocking.
13. Lower the subframe and align the front sub-
frame support bracket with the tapped holes in
the main frame. Install capscrews and lock-
washers (1, Figure 2-4). Tighten capscrews to
14. Install the rear subframe mounting caps and
secure caps in place with capscrews. Tighten
capscrews to 407 ft.lbs. (552 N.m) torque.
15. Replace cover plate on front bumper, secure
cover plate in place with capscrews and lock-
washers. Tighten capscrews to 120 ft.lbs.
(163 N.m) torque.
16. Connect all electric, air, oil and fuel lines.
Tighten connections securely to insure against
leaks.
17. Connect all engine intake and exhaust ducts.
Tighten clamps securely to insure a positive
seal is made.
18. Connect sub-frame ground cable. Tighten con-
nection securely to insure a good ground.
19. Connect drive shaft universal joint between
alternator and pump. Tighten capscrews to
standard torque. Replace drive shaft cover.
FIGURE 2-9. POWER MODULE INSTALLATION
20. Attach hoist to the center deck and lift into posi-
tion. Align the rear center deck mounting holes
with the main frame cross member mounting
pads. Install capscrews, flat washers and nuts.
Do not tighten at this time.
21. Align the front center deck mounting holes with
both left and right upright supports. Install cap-
screws, flat washers, lockwashers and nuts.
22. Tighten all mounting capscrews using standard
torque values.
23. Connect all air filter service indicator, air com-
pressor, and throttle (if equipped with Cummins
engine) air lines to the engine inlet air ducts.
24. Attach hoist to the grille structure and raise into
position over radiator.
25. Align the top and bottom mounting holes and
install capscrews, flat washers, rubber washers,
lockwashers and nuts. Tighten capscrews to
standard torque.
26. Connect battery cables.
27. Service radiator and engine with appropriate flu-
ids. Refer to Section P for capacity and fluid
specifications.
28. Verify proper operation of all systems and con-
trols.
C03007 Cooling System C3-1
COOLING SYSTEM
RADIATOR
Removal
1. Drain coolant from radiator and engine. Be pre-
pared to catch approximately 108 gallons
(409 liters) of coolant. If the coolant is to be
reused, it must be stored in clean containers.
2. If radiator is being removed without the removal
of the complete power module, remove grille
and hood according to "Removal" instructions in
Section "B".
3. Disconnect air supply line to the radiator top
tank pressure regulating valve.
4. Unclamp and remove all coolant lines between
the radiator and engine. Cap engine fittings to
prevent contamination.
5. If the truck is equipped with radiator shutters,
disconnect air lines to these components.
6. Attach hoist to lift radiator and take up slack.
7. Remove the radiator side supports by removing
nuts, lockwashers and flat washers from upper
end of each support (2, Figure 3-1).
8. Remove capscrews and lockwashers (1, Figure
3-2) to free fan guard (2) from radiator shroud.
Move fan guard to the rear and hang on the fan
pulley clear of the radiator shroud.
9. Remove nuts, lockwashers, flat washers and
capscrews to free the lower end of the radiator
at the subframe mounting plate.
10. Lift radiator slightly with the hoist, move assem-
bly forward until clear of engine fan. Move radi-
ator to work area for service.
NOTE: Shims may be present between the radiator
and subframe mounting plate, if so, these shims
should be kept with the radiator for use at installation.
The shims are used to equalize engine fan blade tip
clearance in the shroud ring.
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
1. Attach sling and hoist to the radiator assembly
and lift into position on the subframe.
2. Replace any shims that were removed from
between the subframe mounting plate and the
radiator mounting surfaces. Secure radiator
with capscrews, flat washers, lockwashers and
nuts. Tighten nuts to 125 ft.lbs. (169 N.m)
torque.
FIGURE 3-1. RADIATOR REMOVAL
1. Lifting Chains
2. Radiator Support
3. Radiator
FIGURE 3-2. FAN GUARD INSTALLATION
1. Capscrew &
Lockwasher
2. Fan Guard
3. Radiator Shroud
C3-2 Cooling System C03007
3. Check engine fan blade tip clearance at top and
bottom of the radiator fan shroud ring. Clear-
ance must be equalized top and bottom. If not,
remove capscrews, washers and nuts and
adjust shim pack as necessary to equalize this
clearance. Replace fasteners and tighten as in
Step 2.
4. If lower mounting brackets for side supports
were removed, install both brackets and secure
each with capscrews and lockwashers. Tighten
capscrews to 65 ft.lbs. (88 N.m) torque.
5. Install rubber mounts in mounting brackets if
these were removed.
6. Install nut, lockwasher and flatwasher on each
end of radiator support rod and install rod
between mounting brackets on radiator and
frame. Install second flat washer and nut on
each end of support rod. Repeat on second
support rod on other side of the radiator.
7. Adjust the radiator support rods to position the
radiator perpendicular to the subframe within
0.12 inch (3.0 mm). Tighten the support rod
locknuts to 525 ft.lbs. (712 N.m) torque.
Recheck perpendicularity of radiator.
8. Install upper radiator hoses and lines between
radiator and engine, seat hoses fully and tighten
clamps securely.
9. Install lower radiator hoses and lines between
radiator and engine, seat hoses fully and tighten
clamps.
10. If the fan guard was disassembled, position
around engine fan hub and join the two sections
with capscrews, lockwashers, flatwashers and
nuts. Tighten nuts to 25 ft.lbs. (34 N.m) torque.
Position fan guard on radiator shroud and
secure with capscrews, flat washers and lock-
washers (1, Figure 3-2.) Tighten capscrews to
11. Connect air lines to the radiator top tank air
pressure regulating valve.
12. Install grille and hood as per instructions in Sec-
tion "B".
13. Make sure all coolant drains are closed and all
hoses installed. Service cooling system with the
proper mixture of antifreeze as recommended
in the Lubrication and Service Section. Check
for static leakage and correct any leaks. Start
engine and run until at operating temperature,
recheck the cooling system for leakage during
engine run.
Visual Inspection
1. Check coolant level and thoroughly inspect sys-
tem for leaks.
2. Inspect radiator fins for restrictions. Be certain
the air flow through the radiator is not restricted
by debris or bent radiator fins.
3. Visually inspect fan blades for damage. Check
radiator cap sealing surfaces.
If overheating and loss of coolant is a problem, a
pressure loss in the system could be the cause. If an
overheating condition is indicated on the temperature
gauge and loss of coolant is not evident, check the
accuracy of the temperature gauge as follows:
a. Start the engine.
b. Partially cover the radiator to reduce air flow
and cooling. Suspend a thermometer
through the radiator cap opening so it con-
tacts only the coolant. The reading on the
instrument panel should agree with the read-
ing on the thermometer.
Pressure Cap
One of the causes of cooling system pressure loss
can be a faulty pressure cap seal. Inspect the pres-
sure cap carefully for possible damage to the seal or
sealing surfaces. Any build-up of deposits on the
cap, seal or filler neck should be removed.
Water Temperature Thermostats
The opening temperature of the thermostats (bench
test in atmospheric pressure) is 165F (74C). The
thermostats should be fully open at approximately
180F (82C).
1. Remove the thermostats from the engine.
2. Suspend the thermostats and a thermometer in
a pan of water.
3. Apply heat to the pan and stir the water to main-
tain uniformity while observing the opening tem-
perature of the thermostats.
4. If the thermostats do not operate correctly,
install new thermostats and gaskets.
C04010 Power Train C4-1
POWER TRAIN
ALTERNATOR
Removal
The following instructions cover the removal of the
main alternator with inline blower assembly from the
Detroit Diesel or Cummins engine after the power
module has been removed from the truck.
1. Attach hoist with three lifting chains to alternator
lifting eyes. Attach two of the chains to the lift
eyes located at 10 o'clock and 2 o'clock. Attach
the third chain to the front, 12 o'clock lift eye.

When lifting alternator, attach hoist to lift eyes
only. Use care to prevent damage to fiberglass
blower housing. (Weight: 7,400 lbs. (3357 kg))
2. Disconnect air and lubrication lines from air
starter and cap all lines to prevent entrance of
foreign material. Remove starter. If equipped
with electric starters, remove cables and
remove starter motors.
3. Block under rear of engine
a. Loosen cradle adjustment setscrews (3,
Figure 4-9).
b. Loosen engine/cradle capscrews (6, Figure 4-1).
4. The capscrews attaching the engine flywheel to
the alternator rotor can be accessed through a
hole near the starter mounting flange (2, Figure
4-2). Rotate the flywheel and remove MDUL all
capscrews.
FIGURE 4-2. ALTERNATOR ROTOR DRIVE
ACCESS
1. Flywheel Housing
Adapter
2. Access Hole
3. Capscrew
4. Engine Flywheel
FIGURE 4-1. POWER MODULE
1. Alternator/Cradle Mounting
Capscrews
2. Rear Alternator Lift Points (2)
3. Front Alternator Lift Point
4. Flywheel Housing to Alternator
Housing Mounting Hardware
5. Cradle Structure
6. Engine Mount Capscrews
C4-2 Power Train C04010
5. Remove capscrews, and nuts from the studs,
securing alternator housing to the engine fly-
wheel housing adapter. (4, Figure 4-1)
6. Take up hoist slack and remove capscrews and
lockwashers (1) securing the alternator to the
engine/alternator cradle structure.
7. Keep alternator as level as possible and move
away from engine. Use care to prevent damage
to alternator mounting studs. Retain shims for
possible use during reinstallation.
8. For further disassembly instructions for the
alternator refer to the General Electric Service
Manual.
Installation
The following instructions, Engine/Alternator Mating,
must be followed to ensure proper alignment and
engine crankshaft endplay.
Failure to follow these instructions can result in
serious damage to the engine and/or alternator.
ENGINE/ALTERNATOR MATING
Before attaching the alternator to the engine it is essen-
tial the axial end play and axial alignment of the crank-
shaft be maintained within limits. This will prevent
possible thrust washer failure due to insufficient crank-
shaft end play and assure alternator to engine alignment
to avoid placing an overstress condition on the rear main
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.
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
block it so housing is level.
3. Shim coupling adapter with a 0.062 in.
(1.57 mm) shim between each of the four radius
corners of the rotor drive adapter and alternator
housing. Because of machining tolerances
between inside diameter and the coupling
adapter flange, there is a possibility that a small
number of shims must be added or subtracted
from the above shim pack to line up the rotor as
close as possible to its center line. (Refer to Fig-
ure 4-3.)
FIGURE 4-3. ARMATURE CENTERING SHIMS
1. Alternator Housing 2. Rotor Drive Adapter
ALTERNATOR MOUNTING SPECIFICATIONS
Detroit Diesel 16V149TIB Cummins KTTA 50C:
Max. Flywheel Housing or Adaptor Eccentricity 0.013 in. (0.33 mm) TIR 0.010 in. (0.25 mm) TIR
Max. Axial Runout of Flywheel Housing or Adaptor 0.013 in. (0.33 mm) TIR 0.010 in. (0.25 mm) TIR
Max. Eccentricity of Drive Ring (Flywheel) 0.011 in. (0.28 mm) TIR 0.007 in. (0.18 mm) TIR
Max. Axial Runout of Drive Ring (Flywheel) 0.011 in. (0.28 mm) TIR 0.010 in. (0.25 mm) TIR
Max. Eccentricity of Flywheel to Housing Adaptor 0.026 in. (0.66 mm) TIR
Max. Arial Runout of Flywheel to Housing Adaptor 0.026 in. (0.66 mm) TIR
Crankshaft End Clearance .004-.014 in. (0.10-0.36 mm) .005-.017 in. (0.12-0.43 mm)
GE Alternator Rotor End Clearance 0.005-0.031 in. (0.12-0.78 mm)
4. Place a magnetic base dial indicator on the
alternator housing face with its indicator stem
on the rotor drive adapter. (Refer to Figure 4-4.)
5. Push rotor toward the commutator end as far as
the commutator bearing will allow it to move.
Hold the rotor in this position and set the dial
indicator at 0" reading.
6. Pull rotor toward rotor drive adapter end, and
read total bearing movement, taking two or
three readings for verification.
7. Move the rotor to half the distance of the bear-
ing movement reading, this should place the
bearing at center line of bearing race.
8. With the rotor in this position, place a parallel steel
bar across the rotor drive adapter face and mea-
sure the distance between the adapter face and
the alternator housing frame face. Take four read-
ings 90 apart and record the average of readings
as measurement A. (Refer to Figure 4-5.)
Engine Endplay Measurement
NOTE: Loosen or remove engine fan belt prior to
measuring crankshaft endplay.
1. Place dial indicator on flywheel housing adapter
with dial pointer on flywheel face. (Refer to Fig-
ure 4-6.)
a. If available, remove front crankshaft pulley
and vibration dampener and install tool for
prying crankshaft forward and backward.
b. If above tool is not available, an engine side
plate cover can be removed and a bar used
to pry the crankshaft forward and backward.
This method does not require removal of the
pulley or vibration dampener. Use caution to
prevent internal engine damage or entrance
of dirt.
Do not pry on vibration dampener!
FIGURE 4-4. MEASURING ALTERNATOR
ROTOR END PLAY
1. Dial Indicator
2. Rotor Drive Adapter
3. Alternator Housing
FIGURE 4-5. DETERMINING MEASUREMENT A
3. Parallel Bar FIGURE 4-6. MEASURING CRANKSHAFT
ENDPLAY
1. Flywheel Housing or
Adapter
2. Engine Flywheel
3. Dial Indicator
2. Pull crankshaft toward front of engine as far as
crankshaft bearings will allow it to move. Hold
crankshaft in this position and set dial indicator
at 0" reading.
3. Push crankshaft toward rear of engine, read
total bearing movement, taking two or three
readings for verification.
4. Move crankshaft to half the distance of the total
end play reading; this should place the crank-
shaft in the center of its end play.
End play measurement should be 0.004-0.014 in.
(0.10-0.36 mm) for a Detroit Diesel engine or
0.005-0.017 in. (0.12-0.43 mm) for a Cummins
engine. If end play is not within these specifica-
tions consult the Engine Service Manual for ser-
vice procedures.
With engine crankshaft in center of its end play, mea-
sure from the flywheel housing face (1, Figure 4-7) to
the rotor drive adapter mating face on flywheel (2).
Take four readings 90 apart and record the average
of the readings as measurement B.
Determining Shim Requirements
1. If the alternator reading Measurement A is
greater than the engine reading Measurement
B:
Shim between the alternator stator frame
face and flywheel housing face (5, Figure
4-8) by difference of these readings with
allowable tolerance of 0.002 in. (0.051
mm).
2. If the engine reading Measurement B is greater
than the alternator reading Measurement A:
Shim between armature rotor coupling
adapter and engine coupling (6, Figure 4-8)
by difference of these readings, with
allowable tolerance of 0.002 in.
(0.051 mm).
Installing Alternator on Engine
1. Use the three brackets provided on the alterna-
tor for lifting. The top front lifting bracket should
be equipped with some method of adjusting the
alternator to keep it horizontal. The remaining
two chains should be of equal length.
FIGURE 4-7. DETERMINING MEASUREMENT B
1. Alternator Mounting
Face
Mounting Face
3. Engine Flywheel
FIGURE 4-8. SHIM PLACEMENT LOCATION
3. Flywheel
4. Flywheel Housing or
Adapter
5. Shim Location
2. Install shim pack determined in previous steps.
Carefully move alternator into place and
engage flywheel coupling dowel pins into alter-
nator rotor drive adapter.
3. Install four flywheel housing adapter-to-alterna-
tor rotor drive adapter capscrews and flat wash-
ers at 90 intervals, but do not tighten fully.
4. With feeler gauge, measure gap between fly-
wheel housing adapter ring and alternator hous-
ing and adjust housing to get equal gap 360
around the adapter ring within 0.002 in
(0.051 mm).
5. Install remaining capscrews, washers, and nuts.
Torque flywheel housing adapter-to-alternator
housing hardware (4, Figure 4-1) alternately in
a crisscross pattern to 175 ft.lbs. (235 N.m)
torque.
6. Install the engine flywheel-to-rotor drive ring
bolts (3, Figure 4-2) and torque to 175 ft.lbs.
(235 N.m).
7. Install alternator-to-cradle structure mounting
bolts (1, Figure 4-1) and torque to 525 ft.lbs.
(712 N.m) if equipped with a Detroit Diesel or
750 ft. lbs. (1017 N.m) for a Cummins engine.
8. Tighten engine-to-cradle structure mounting
bolts (6, Figure 4-1) to 125 ft.lbs. (170 N.m)
torque if equipped with a Detroit Diesel or
310 ft. lbs. (420 N.m) for a Cummins engine.
9. Equalize gap at right and left side of Engine/
Alternator cradle structure at mounting pin
(Refer to Figure 4-9):
a. Loosen jam nuts (2) and adjust set screws
(3) to equalize gap within 0.06 in. (1.5 mm).
b. Lock setscrews by tightening jam nuts.
10. Check crankshaft end play with a magnetic
base dial indicator at the front of the crankshaft.
Refer to the Alternator Mounting Specifications
chart for the engine installed.
Do not pry against the crankshaft damper.
11. If end play cannot be obtained, repeat engine/
alternator mating procedure.
12. Rotate the crankshaft one full revolution and lis-
ten for any unusual noise caused by moving
components contacting stationary parts. Install
engine side-cover if removed.
13. Install lockwire on all alternator mounting cap-
screws.
ENGINE
Removal
Refer to instructions in the appropriate section for
removal instructions for the Power Module, alterna-
tor, and radiator assembly.
The engine weighs approximately 11,200 lbs.
(5080 kg). Be sure lifting device is capable of lift-
ing the load.
1. Remove capscrews and lockwashers securing
front engine mounts to subframe. (Refer to Fig-
ure 4-10).
2. Attach lifting device to front and rear lift eyes on
engine. Remove capscrews and lockwashers
securing engine to cradle structure (3) mounted
on the subframe.
3. Lift engine from subframe and move to clean
work area for further disassembly.
FIGURE 4-9. CRADLE GAP EQUALIZATION
1. Cradle Structure
2. J am Nut
3. Adjustment
Set-screw
4. Subframe
Service
Complete instructions covering the disassembly,
assembly and maintenance of the engine and its
components can be found in the engine manufac-
turer's service manual.
Installation
1. Align engine to subframe and install front
mounting capscrews, hardened flatwashers,
and lockwashers (Figure 4-10). Align and install
rear engine mounting capscrews and lockwash-
ers through cradle structure. Tighten front
mounting capscrews to 220 ft.lbs. (298 N.m)
torque if equipped with Detroit Diesel or
310 ft. lbs. (420 N.m) if equipped with Cum-
mins engine. Install rear capscrews (2) but do
not tighten.
2. Install alternator on engine following instruc-
tions for Engine/Alternator Mating.
3. Tighten rear engine mounting capscrews to 125
ft.lbs. (170 N.m) torque if equipped with a
Detroit Diesel or 310 ft. lbs. (420 N.m) for a
Cummins engine after alternator is installed.
FAN
For engines equipped with a fan clutch, refer to
Section M for detailed service information. Refer to
the engine manufacturers service manual for
instructions regarding fan belt replacement and ten-
sion adjustment procedures.
ENGINE RPM SPECIFICATIONS
Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . 750 RPM
Retard. . . . . . . . . . . . . . . . . . . . . . . . . . .1675 RPM
Full Load . . . . . . . . . . . . . . . . . . . . . . . 1900 RPM
High Idle, No Load . . . . . . . . . . . . . . . . 2040 RPM
Cummins Engine
Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . 750 RPM
Retard. . . . . . . . . . . . . . . . . . . . . . . . . . .1675 RPM
Full Load . . . . . . . . . . . . . . . . . . . . . . . 2100 RPM
High Idle, No Load . . . . . . . . . . . . . . . . 2300 RPM
FIGURE 4-10. TYPICAL ENGINE MOUNTING
(Detroit Diesel Shown)
1. Front Engine Mount
2. Rear Engine Mount
3. Cradle Structure
4. Engine Lift Points
C05005 11/01 Air Cleaners C5-1
SECTION C5
AIR CLEANERS
INDEX
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Service Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
Cleaning Precleaner Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
Air Intake Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
C5-2 Air Cleaners 11/01 C05005
NOTES
AIR CLEANERS
Air used by the diesel engine and by the truck's air
system passes through the air cleaner assemblies
mounted on the front of the truck. These dry type air
cleaners discharge heavy particles of dust and dirt by
centrifugal action in precleaner sections and then fil-
ter finer particles as air passes through filter ele-
ments. The air compressor intake line is connected
into the engine air intake line immediately after air
cleaner.
Service Checks
The truck engine must be shut down before ser-
vicing the air cleaner assemblies or opening the
engine air intake system.
1. Inspect and empty air cleaner dust collectors at
regular intervals. Daily inspections are recom-
mended. Do not allow dust level in the collec-
tors to build up to the Donaclone tube section
(precleaner).
2. During operation or after the engine has been
shut down, observe the instrument panel
mounted air cleaner service vacuum gauges.
Filter service is required when a gauge shows
maximum restriction.
3. Make certain that the air inlets on the air clean-
ers are free of obstruction, inlets must not be
clogged or damaged.
4. Check all engine air intake lines, hoses and
clamps. All connections and joints must be air
tight to prevent entrance of dirty air.
5. Air cleaner housing fasteners and mountings
must be tight.
6. After filter service has been accomplished,
reset air cleaner service vacuum gauges by
pushing the reset button in center of gauge.
Filter Element Replacement
The truck engine MUST NEVER be operated with
elements removed. Engine operation with filter
elements removed can cause serious engine
damage. Run the engine ONLY with the air
cleaner assembly completely assembled and
closed.
Main filter element restriction is registered by service
indicators located on right hand instrument panel. As
filters become clogged with dirt, a differential vacuum
is created by engine demand for air, causing indica-
tor float to rise and expose red area of float to denote
that filter service is needed.
1. Shut engine down. Clean area around filter ele-
ment cover.
2. Loosen large wing nut (5, Figure 5-2) on air
cleaner to free main element assembly. Pull
main element clear of assembly.
3. Inspect filter element carefully for possible dam-
age, holes, breaks, etc., which might affect
reuse of element. If element appears service-
able other than being dirty, proceed with the
cleaning procedure. If defects are found, wing
nut assembly must be removed from element
assembly and installed on new filter element.
FIGURE 5-1. AIR CLEANER
1. Dust Collector
2. Precleaner Section
3. Air Intake Cover
4. Element Cover
FIGURE 5-2. TYPICAL AIR CLEANER ASSEMBLY
1. Dust Cap
2. Dust Cap Gasket
3. Donaclone Tube
4. Unfiltered Air Inlet
5. Wing Nut
6. Wing Nut Gasket
7. Safety Element
Indicator
8. End Cover
9. Safety Filter Element
10. Main Filter Element
11. Main Element Gasket
12. Clean Air Outlet
13. Pre-cleaner Gasket
14. Safety Filter Element
Gasket
4. Check safety (secondary) filter element indica-
tor nut (7). If solid red area is showing, safety fil-
ter replacement is required. If center is green,
safety element does not require service.
Have a new safety (secondary) filter element on
hand before removing old one. Do not keep
intake system open to the atmosphere any longer
than absolutely necessary.
5. If indicator indicates safety filter replacement is
required, remove indicator and remove safety
filter element. Discard element; DO NOT
attempt to clean the safety element.
6. Reset the indicator nut from RED to GREEN by
gently blowing air into threaded hole from gas-
ket side of nut.
7. Install new safety element and tighten safety
indicator wing nut to 10 ft. lbs. (13 N.m) torque.
8. Install clean or new, main filter element into air
cleaner and secure with wing nut. Tighten wing
nut hand tight, do not use a wrench or pliers. If
filter element is being reused, make sure seal-
ing gasket is not damaged. The gasket must
seal completely.
9. Close and latch the dust collectors on the bot-
tom of the air cleaner assembly.
Main Filter Element Cleaning
NOTE: Remember that only main filter elements may
be cleaned and then only if they are structurally
intact, do not reuse any element which is damaged.
DO NOT clean and reuse the safety (secondary) filter
elements, replace these items when clogged or
damaged.
After inspection, determine if the element should be
cleaned by either washing or compressed air meth-
ods. If element is clogged with dust, compressed air
will clean element. If element is clogged with carbon,
soot, oil and/or dust, the compete washing procedure
will produce the best results.
1. Wash elements with water and detergent as fol-
lows:
a. Soak the element in a solution of detergent
and water for at least 15 minutes. Rotate ele-
ment back and forth in the solution to loosen
dirt deposits. DO NOT soak elements for
more than 24 hours.
b. Rinse element with a stream of fresh water in
the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 40 psi (276 kPa). A com-
plete, thorough rinse is essential.
c. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature
must not exceed 140F (60C) and must be
circulated continually. Do not use a light bulb
for drying elements.
d. When the element is thoroughly clean,
inspect carefully for even the slightest rup-
tures or punctures and for damaged gaskets.
A good method to detect ruptures in the
paper filter material is to hold a light inside fil-
ter element as shown in Figure 5-3 and
inspect outer surface of element, any holes
or ruptures will be easily spotted. If holes or
ruptures are found, do not reuse the ele-
ment, discard and install a new unit.
FIGURE 5-3. INSPECTING FILTER ELEMENT
2. Clean dust loaded elements with dry filtered
compressed air:
a. Maximum nozzle pressure must not exceed
30 psi (207 kPa). Nozzle distance from filter
element surface must be at least one inch
(25 mm) to prevent damage to the filter
material.
b. As shown in Figure 5-4 direct stream of air
from nozzle against inside of filter element.
This is the clean air side of the element and
air flow should be opposite of normal air flow.
c. Move air flow up and down vertically with
pleats in filter material while slowly rotating
filter element.
d. When cleaning is complete, inspect filter ele-
ment as shown in Figure 5-3 and if holes or
ruptures are noted, replace the element with
a new item.
Precleaner Section
The Donaclone tubes in precleaner section of air
cleaner assembly should be cleaned at least once
annually and at each engine overhaul. More frequent
cleaning may be necessary depending upon operat-
ing conditions and local environment if tubes become
clogged with oil, sludge or dirt.
To inspect tubes in precleaner section, remove main
filter element. Do not remove the safety element.
Loosen clamps and remove dust collector cup. Use a
light to inspect the tubes. All tubes should be clear
and the light should be visible.
Clean the Donaclone tubes as follows if clogging is
evident.
FIGURE 5-4. CLEANING FILTER ELEMENT
WITH COMPRESSED AIR
FIGURE 5-5. CLEANING DONACLONE TUBES
FIGURE 5-6. WASHING AND SOAKING OF
PRECLEANER SECTION
Cleaning Precleaner Tubes
Both the main and safety elements must be
installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of
dirt being forced into the engine intake area.
1. Dust can best be removed with a stiff fiber
brush. DO NOT use a wire brush. Dust may
also be cleaned effectively using compressed
air.
2. Heavy plugging of tubes may require soaking
and washing of complete precleaner section.
The following instructions cover these proce-
dures.
NOTE: The precleaner section may be separated
from the air cleaner assembly without dismounting
the complete air cleaner from the truck.
3. Remove the air intake cover (3, Figure 5-1).
Remove capscrews and locknuts holding pre-
cleaner section to the cleaner assembly and
remove precleaner. The safety element must
remain in place to protect the engine intake.
4. Loosen clamps and remove dust collector cup
from precleaner section.
5. Submerge precleaner section in a solution of
Donaldson D-1400 and warm water (mix solu-
tion according to package directions). Tube
section must be down. Soak for 30 minutes,
remove from solution and rinse thoroughly with
fresh water and blow dry.
6. Severe plugging may require the use of an Oak-
ite 202 and water solution. The solution should
be mixed 50% Oakite 202 and 50% fresh water.
Soak precleaner section for 30 minutes, rinse
clean with fresh water and blow dry completely.
7. Check precleaner gaskets carefully for any evi-
dence of air leaks, replace all suspected gas-
kets.
8. Install precleaner section, with serviceable gas-
kets, on air cleaner assembly and replace all
mounting hardware removed.
9. With a serviceable gasket, install dust collector
cup assembly on precleaner section and secure
with mounting clamps.
Air Intake Troubleshooting
To insure maximum engine protection, be sure that
all connections between air cleaners and engine
intake are tight and positively sealed. If air leaks are
suspected, check the following:
1. All intake lines, tubes and hump hoses for
breaks, cracks, holes, etc., which could allow an
intake air leak.
2. Check all air cleaner gaskets for positive seal-
ing.
3. Check air cleaner elements, main and safety,
for ruptures, holes or cracks.
4. Check air cleaner assembly for structural dam-
age, cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.
NOTES
C06008 11/92 Engine Components C6-1
ENGINE COMPONENTS
THROTTLE CONTROL AIR CYLINDERS
The throttle control cylinder(s) controls the engine
RPM. The cylinder is controlled by the operator's
throttle treadle valve. Various system components
and the position of the engine idle switch can affect
the RPM range available to the operator.
On Detroit Diesel engines, one cylinder provides the
full range of engine RPM (750 to 2040 RPM) and
also is designed to provide a midrange engine speed
(1675 RPM) required while operating the dynamic
retarding system.
On Cummins engines, two cylinders are required.
The inboard cylinder provides full range RPM (750 to
2300 RPM). The outboard cylinder controls the
dynamic retarding RPM (1675 RPM).
Throttle Cylinder Removal
1. Remove the hoses attached to the cylinder
ports.
2. Remove hardware attaching cylinder rod eye to
the governor.
3. Remove cylinder anchor bolt (1, Figure 6-1) and
remove cylinder.
Throttle Cylinder Installation
1. Attach cylinder with cylinder eye bolt. Do not
tighten cylinder anchor bolt (1, Figure 6-1) exces-
sively. Cylinder must be able to pivot freely.
2. Thread bearing rod end (2) into cylinder rod
until it bottoms and then back out 11 turns.
3. Install throttle control lever (9) on governor shaft
with head of capscrew (3) toward throttle cylin-
der. Reversing this installation may cause inter-
ference with governor control lever.
4. With throttle control lever (9) connected to throt-
tle cylinder and air system charged, turn key
switch to the On position to retract the cylinder.
Rotate governor throttle shaft (4) fully clockwise
(facing shaft) and tighten throttle control lever
clamp capscrew (3).
FIGURE 6-1. DETROIT DIESEL ENGINE THROTTLE AIR CYLINDER
1. Cylinder Anchor Bolt
2. Rod End
3. Shaft-Clamp Capscrew
4. Governor Throttle Shaft
5. Low Idle Adjustment Bolt
6. Cylinder Rod
7. High Idle Adjustment Bolt
8. Throttle Control Lever Stop
9. Throttle Control Lever
10. Restrictor Fitting
C6-2 Engine Components C06008 11/92
The following procedure requires operation of
the engine. Use caution when working near the
fan, belts, and other rotating equipment.
Adjustment
1. Start engine and allow air system to reach
135 psi (931 kPa). Adjust idle to 750 RPM by
the adjustment bolt (5) on top of governor.
2. Turn Key Switch Off to cause engine to
advance to dynamic retarding RPM. Adjust to
1675 RPM by loosening throttle cylinder rod
end locknut and rotating cylinder rod (6). Hold
rod and retighten locknut.
3. Turn Key Switch On. Engine should return to
low idle. Step down fully on throttle pedal and
adjust engine high idle (no load) to 2040 RPM
by setting the small adjusting bolt (7) on the
throttle cylinder side of the governor body.
4. Adjust throttle control lever stop (8) to touch (no
clearance) the throttle control lever.
5. Verify the three engine speed settings (750,
1675 and 2040 RPM) and readjust if necessary.
NOTE: If the throttle response is too quick, a
restricted fitting (10) may be installed in the throttle
control air part of the throttle cylinder.
Cummins Engine
Throttle Removal
1. Remove hoses from cylinder fittings
2. Remove adjusting nuts (3) and jam nuts (2)
from piston rod.
3. Remove cylinder mounting nuts (1, Figure 6-1)
from cylinder rod mounting bracket.
Installation
1. Mount the longer of two cylinders to inboard
position of cylinder bracket and secure with the
mounting nut.
2. Mount shorter retard cylinder to outboard posi-
tion of bracket securing with mounting nut.
3. Install cylinder rod jam nuts (3) to threaded end
of both cylinders.
4. Install supply hoses to cylinders, connecting
hoses to rod end of retard cylinder and head
end of throttle cylinder.
FIGURE 6-2. CUMMINS ENGINE THROTTLE CYLINDERS
1. Nut
2. J am Nut
3. Nut (long)
4. Cylinder Rod
5. Throttle Cylinder
6. Retard Cylinder
C06008 11/92 Engine Components C6-3
The following procedure requires operation of
the engine. Use caution when working near the
fan, belts, and other rotating equipment.
Adjustment
1. Start the engine and allow the air system to
reach 135 psi (931 kPa).
2. Adjust the long adjusting nut (3, Figure 6-2) of
the throttle cylinder against the fuel lever to
obtain 750 RPM at low idle and 2300 RPM at
high idle.
3. After adjustment, tighten the jam nut against the
adjusting nut.
4. With the engine running and the parking brake
applied, place the selector switch in FORWARD
and depress the retarder pedal. Adjust the long
adjusting nut on the retard cylinder against the
fuel lever roller to obtain 1675 RPM. Tighten the
jam nut after adjustment is made.
5. Release the retard pedal and place the selector
switch in Neutral. Engine RPM should return to
750.
LOW IDLE SOLENOID
The Low Idle Solenoid is an electrically controlled,
normally closed, air solenoid valve, located in
hydraulic cabinet behind operator cab.
The Low Idle Solenoid is energized anytime the idle
switch, located on the selector console, is in low
position. The solenoid is also energized when the
idle switch is in high position and speed of truck is
below 3 MPH (4.8 km/h).
When Low Idle Solenoid is energized, low engine idle
speed will be 750 RPM. When the solenoid is de-
energized, low engine idle cannot drop below
1675 RPM.
This symbol on the Selector Con-
sole in the operator's cab indi-
cates the low idle position
This symbol on the
Selector Console in the
operator's cab indicates
the high position.
Service
Periodically check valve for air leaks and operation of
solenoid. If valve is not operating properly, clean
valve or replace as a unit.
THROTTLE SOLENOID
The throttle solenoid is a normally open air solenoid
valve, connected into the air line to the throttle cylin-
der. In retarding, the solenoid is energized and pre-
vents the operator from changing the preset engine
speed from 1675 RPM.
Service
Periodically check valve for air leaks and operation of
solenoid. If valve is not functioning properly, clean or
replace a valve as a unit.
Operating Test
With engine at low idle, depress retard pedal. Engine
speed should increase to 1675 RPM. Throttle pedal
should have no control over engine speed with retard
pedal depressed.
FIGURE 6-3. SOLENOID VALVE LOCATION
1. Hydraulic Compo-
nents Cabinet
2. Throttle Solenoid
3. Low Idle Solenoid
C6-4 Engine Components C06008 11/92
NOTES:
D01013 9/94 Index D1-1
SECTION D
ELECTRICAL SYSTEM (24 VDC NON-PROPULSION)
INDEX
24 VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Electrical System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Battery - Maintenance and Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
100 Amp Integral Battery Charging System (Delcotron). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Operating Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Energizing Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Rated Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
Magnetizing The Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
Integral Charging System - Troubleshooting Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Integral Charging System Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Alarm Indicating Device (A.I.D. System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Body Up Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Ground Level Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
24 VDC RELAY BOARDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Relay Board 1 (Turn Signal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Relay Board 2 (Payload Meter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Relay Board 3 (Stop Lights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Relay Board 4 (Parking Brake). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Relay Board 5 (Head Lights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Relay Board 6 (Auxiliary Panel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Diode Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Circuit Breaker Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
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.
D1-2 Index D01013 9/94
NOTES:
D02012 11/94 24 VDC Electric Supply System D2-1
with 100 Amp. Delcotron Alternator
24 VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The HAULPAK
truck utilizes a 24 VDC electrical

system which supplies power for all non-propulsion
electrical components. The 24 VDC is supplied by
two 12 Volt storage batteries wired in series. The bat-
teries are a lead-acid type, each containing six 2-Volt
cells. With keyswitch On and engine not operating,
power is supplied by batteries. When engine is oper-
ating, electrical power (non-propulsion) is supplied by
a 24 Volt alternator.
NOTE: If the truck is equipped with the MTU engine,
service for the 24 volt alternator must be obtained
from the engine manufacturers dealer.
BATTERY
During operating, the storage batteries function as an
electrochemical device for converting chemical
energy into the electrical energy required for operat-
ing the accessories when the engine is shut down.
Lead-acid storage batteries contain sulfuric acid,
which if handled improperly may cause serious
burns on skin or other serious injuries to person-
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead acid
storage batteries. See the precautions in Section
A of this manual to insure proper handling of
batteries and accidents involving sulfuric acid.
Maintenance and Service
The electrolyte level of each cell should be checked
at the interval specified in the Lubrication and Ser-
vice Section P, and water added if necessary. The
proper level to maintain is 3/8-1/2 in. (10-13 mm)
above the plates. To insure maximum battery life, use
only distilled water or water recommended by the
battery manufacturer. After adding water in freezing
weather, operate the engine for at least 30 minutes to
thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead
battery or during the recharging operation. The
expelled gas from a dead cell is extremely explo-
sive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operat-
ing eight hours per day is about one to two ounces
per cell per month. For heavy duty operation
(24 hour) normal consumption should run about one
to two ounces per cell per week. Any appreciable
increase over these figures should be considered a
danger signal.
Troubleshooting
Two most common troubles that occur in the charg-
ing system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose battery connections
Defective wire in electrical system
Loose alternator drive belt
A defective alternator
A defective battery equalizer
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
continue, cell covers will push up at the positive ends
and in extreme cases the battery container will
become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, bat-
tery carrier and surrounding area. (A slight amount of
corrosion is normal in lead acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks or other signs of leakage. Check battery hold
down connections to make sure the tension is not
great enough to crack the battery, or loose enough to
allow vibration to open the seams. A leaking battery
should be replaced.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush
and flush with clean water. Make sure none of the
soda solution is allowed into the battery cells. Be
sure terminals are clean and tight. Clean terminals
are very important in a voltage regulated system.
Corrosion creates resistance in the charging circuit
which causes undercharging and gradual starvation
of the battery.
D2-2 24 VDC Electric Supply System D02012 11/94
NOTE: When washing batteries, make sure cell caps are
tight to prevent cleaning solution from entering the cells.
Addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, make sure battery is fully charged. This
is accomplished by putting the battery on charge and
taking hourly specific gravity readings on each cell.
When all the cells are gassing freely and three suc-
cessive hourly readings show no rise in specific grav-
ity, the battery is considered charged. Additional acid
may now be added. Continue charging for another
hour and again check specific gravity. Repeat the
above procedure until all cells indicate a specific
gravity of 1.260-1.265 corrected to 80
F (27
C).
NOTE: Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
will attack the plates and separators before it has a
chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 80
F (27
C) when the specific gravity is taken,

temperature should be corrected to 80
F (27
C):
For every 10
F (5
C) below 80
F (27
C), 0.004
should be SUBTRACTED from the specific
gravity reading.
For every 10
F (5
C) above 80
F (27
C), 0.004
should be ADDED to the reading.
Idle batteries should not be allowed to stand unat-
tended. If equipment is to stand unused for more than
two weeks, the batteries should be removed and
placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self discharge takes place even
though the battery is not connected in a circuit and is
more pronounced in warm weather than in cold.
The rate of self-discharge of a battery kept at 100
F
(38
C) is about six times that of a battery kept at 50
F
(19
C) and self-discharge of a battery kept at 80
F
(27
C) is about four times that one at 50
F (10
C).
Over a thirty day period, the average self-discharge
runs about 0.002 specific gravity per day at 80
F
(27
C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately 1/2 normal rate).
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in the table.
The temperatures in the table indicate the points at
which the first ice crystals appear. Lower tempera-
tures must be reached for a solid freeze. Solid freez-
ing of the electrolyte may crack the battery case and
damage the positive plates. As will be noted, a 3/4
charged battery is in no danger of freezing; therefore,
a 3/4 charge or better is desirable, especially during
winter weather.
BATTERY CHARGING SYSTEM
(Used with DDC and Cummins Engines)
NOTE: If the truck is equipped with the MTU engine,
service for the 24 volt alternator must be obtained
from the engine manufacturers dealer.
However, some MTU engine-equipped trucks have
been converted to use the 30-SI Series Delcotron
alternator for use, either as the main 24 volt source,
or as a charging system for auxililary batteries.
General Description
The 30-SI Series Delcotron Integral Charging System
(Figure 2-2) is a heavy-duty 24 VDC unit rated at 100
amps. An integral, solid state Voltage regulator that is
mounted inside the end frame provides Voltage output
control. The 30-SI Series uses one wire with an ade-
quate ground return to charge the vehicle battery.
Specific Gravity Cor-
rected to 80
F (27
C)
Freezing Temperature
Degrees
1.280
-90F (-70
C)
1.250
-60F (-54
C)
1.200
-16F (-27
C)
1.150
+5F (-15
C)
1.100
+19F (-7
C)
Operating Principles
A typical wiring diagram is shown in Figure 2-3. The
basic operating principles are explained as follows:
The base-emitter of transistors TR3 and TR1 is con-
nected to the battery through resistor R5, thus turn-
ing these transistors on. Also, resistors R2 and R3
are connected to the battery, but the discharge cur-
rent of the battery is very low because of the resis-
tance values of R2, R3, R5, TR1, and TR3.
With the system operating, A.C. voltages initially are
generated in the stator windings by residual magne-
tism in the rotor. The diodes in the rectifier bridge
change the stator A.C. voltages to a D.C. voltage
which appears between ground and the "BAT" termi-
nal. As speed increases, current is provided for
charging the battery and operating electrical acces-
sories.
The stator also supplies D.C. field current through
the diode trio, the field, TR1, and then through the
diodes in the rectifier bridge back to the stator.
As the speed and voltage increase the voltage
between R2 and R3 increases to the value where
Zener diode D1 conducts. Transistor TR2 then turns
"ON" and TR1 and TR3 turn "OFF". With TR1 "OFF",
the field current and system voltage decrease and
D1 then blocks current flow causing TR1 and TR3 to
turn back "ON".
Capacitor C1 smooths out the voltage across R3,
resistor R4 prevents excessive current through TR1
at high temperatures, and diode D2 prevents high-
induced voltages in the field windings when TR1
turns OFF.
FIGURE 2-1. TYPICAL ALTERNATOR INSTALLATION
1. Alternator
2. Pivot Capscrew
3. Belt Tension Adjuster
4. Drive Belt
NOTE: Belt tension adjuster gauges are available
from Detroit Diesel (Part No. J 23586-B) and
Cummins (Part No. ST-1293).
FIGURE 2-2. 30-SI SERIES ALTERNATOR
1. End Plate
2. Output Terminal
3. Ground Screw
FIGURE 2-3. TYPICAL 30-SI CIRCUIT
Energizing Speed
The energizing speed is the RPM at which the regu-
lator turns ON to energize the field coil. This speed is
higher than some speeds at which output can be
obtained. Therefore, when checking output at low
speeds, increase the speed until the regulator turns
ON, then reduce the speed to check the output. No
output can be obtained until the regulator turns ON.
Once the regulator turns ON, it will remain turned on
until the engine is stopped.
Rated Voltage
The integral, battery charging system output should
be checked at the "Rated Voltage":
However, it is permissible to check the output in
amperes at any voltage within the "Operating Range"
listed, since the current output will be quite close to
the value that would be obtained at "Rated Voltage."
The voltage should never be allowed to rise above
the "Operating Range" for any length of time. It
should be noted that the voltage may be below the
"Operating Range" if the battery is in a low state of
charge. However, as the battery receives a charge,
the voltage will rise to some value within the "Operat-
ing Range."
Magnetizing The Rotor
The rotor normally retains magnetism to provide volt-
age build-up when the engine is started. After disas-
sembly or servicing, however, it may be necessary to
reestablish the magnetism. To restore the normal
residual magnetism in the rotor, connect the unit to
the battery in a normal manner, then momentarily
connect a jumper lead from the battery positive (+)
post to the relay terminal, (1, Figure 2-4).
System
Voltage
Rated
Voltage
Operating
Range
24 28.0 26.0-30.0
FIGURE 2-4. TYPICAL 30-SI CROSS SECTIONAL VIEW
1. Relay Terminal R
2. Rectifier Bridge
3. Output Terminal
4. Stationary Field Coil
(Brushless)
5. Front Seal
6. Ball Bearing
7. Rotor
8. Stator
9. Roller Bearing
10. Integrated
Circuit Regulator
11. Grease Reservoir
INTEGRAL CHARGING SYSTEM
(Battery Charging Alternator)
Troubleshooting Procedures
A typical 30-SI cross-sectional view is shown in Figure
2-4. A basic wiring diagram is shown in Figure 2-5.
1. Check the drive belt for proper tension.
2. Insure that an undercharged battery condition
has not been caused by accessories having
been left ON for extended periods.
3. If a battery defect is suspected, check battery
as specified in "Battery - Troubleshooting".
4. Inspect the wiring for defects. Check all connec-
tions for tightness and cleanliness, including
battery connectors.
5. Connect a voltmeter from the battery charging
alternator output terminal ("BAT") to ground (-).
A zero reading indicates an open between volt-
meter connection and battery.
6. With all accessories turned OFF, increase
engine speed as required to obtain maximum
voltage reading.
7. If voltage is not within the 26 - 30 Volts operat-
ing range, remove the unit for repair as covered
under heading of "Integral Charging System
Repair", as there is no voltage adjustment on
this model.
8. If previous Steps 1 through 7 check satisfacto-
rily, check generator as follows:
a. Disconnect battery ground cable.
b. Connect an ammeter in the circuit at the out-
put terminal of the battery charging alternator.
c. Reconnect battery ground cable.
d. Turn on accessories. Connect a carbon pile
across the battery.
e. Operate engine at moderate speed, and
adjust carbon pile as required, to obtain max-
imum current output.
IMPORTANT: Initial Voltage build-up is by resid-
ual magnetism in the rotor. Increase the speed as
required to obtain maximum current output.
f. If ampere output IS within 10 amperes of
rated output as stamped on the battery charg-
ing alternator frame, unit is not defective.
g. If ampere output IS NOT within 10 amperes
of rated output as stamped on the battery
charging alternator frame, remove the unit
for repair as covered in "Integral Charging
System Repair".
Integral Charging System Repair
Component parts and connections are shown in
Figure 2-6.
FIGURE 2-5. TYPICAL CHARGING CIRCUIT
FIGURE 2-6. 30-SI COMPONENT PARTS
1. Relay Terminal R
2. Reg. Stud Connector
3. R Terminal
Connector
4. Rectifier Bridge
5. Stator Leads
6. Output Term.
Connector
7. Diode Trio
8. Output Terminal
9. Capacitor
10. Field Leads (Insu-
lated Screws)
11. Ground Screw
12. Regulator
Insulated battery charging alternators have both recti-
fier bridge heat sinks insulated, and the lower heat sink
is connected to the second output terminal located
where the "R" terminal is shown (3, Figure 2-6).
NOTE: Some digital ohmmeters cannot be used to
check diodes. Consult ohmmeter manufacturers to
determine ohmmeter capabilities.
NOTE: The Diode Trio (7, Figure 2-6) has been
removed in Figure 2-7, along with the end plate. Note
also that the rectifier end frame has been dipped in
clear electric grade varnish.
Regulator Check
The regulator cannot be checked with an ohmmeter.
Use an approved regulator tester available from vari-
ous test equipment manufacturers.
Rectifier Bridge Check
(Omit for Overcharged Battery)
To check the rectifier bridge, connect the ohmmeter
to a heat sink and one of the three terminals (1, Fig-
ure 2-7). Then reverse lead connections to the same
heat sink and same terminal.
If both readings are the same, replace the rectifier
bridge by detaching the necessary screws and nuts.
A good rectifier bridge will give one high and one low
reading. Repeat this same test between the same
heat sink and the other two terminals, and between
the other heat sink and each of the three terminals.
This makes a total of six checks, with two readings
taken for each check on each rectifier bridge.
IMPORTANT: If rectifier bridge is constructed
with flat metal clips at the three studs, press
down firmly onto flat metal clips and not onto
threaded stud.
Field Coil Checks
To check for grounds, connect an ohmmeter to one
field coil lead and to the end frame as illustrated in 2,
Figure 2-7. If ohmmeter reading is low, the field coil is
grounded.
To check for opens, connect an ohmmeter to the two
field coil leads as shown in 3, Figure 2-7. If ohmmeter
reading is high (infinite), the field coil is open.
The winding is checked for short-circuits by connect-
ing a 24 Volt battery and ammeter in series with the
field coil. Note the ammeter reading. An ammeter
reading above 2.7 - 3.4 amps indicates shorted wind-
ings. An alternate method is to check the resistance
of the field by connecting an ohmmeter to the field
coil. If the resistance reading is below 7.0 - 9.0 ohms,
the winding is shorted. To replace the field coil, see
"Disassembly."
FIGURE 2-7. OHMMETER CHECKS
1. Ohmmeter Connected to Heat Sink and one
Rectifier Bridge Terminal
2. Ohmmeter Connected to one Field Coil Lead and
End Frame.
3. Ohmmeter Connected to both Field Coil Leads.
4. Ohmmeter Connected to one Stator Lead and End
Frame.
Diode Trio Check
To check the diode trio, remove it from the end frame
assembly by detaching the nuts and attaching screw.
NOTE: The insulating washer on the screw is
assembled over the top of the diode trio connector.
Connect an ohmmeter having a 1 1/2-Volt cell, and
using the lowest range scale, to the single connector
and to one of the three connectors, (Figure 2-8).
Observe the reading. Then reverse the ohmmeter
leads to the same two connectors. If both readings
are the same, replace the diode trio. A good diode
trio will give one high and one low reading. Repeat
this same test between the single connector and
each of the other two connectors.
Stator Checks (Omit for Overcharged Battery)
Most stators are delta wound and only a check for
grounds can be made with an ohmmeter. Connect
from either lead to the frame (4, Figure 2-7). The
reading should be infinite. If not, replace the stator.
See "Disassembly."
If the regulator checks good and the unit does not
supply rated output, replace the stator if it is badly
discolored.
Disassembly (Refer to Figure 2-10)
1. Remove screws (1) and end plate (2).
2. Remove pulley (40) and fan (39).
3. Remove 4 thru-bolts (37).
4. Separate rotor and Drive End frame (36) from
stator and Rectifier End frame (27).
5. Press rotor (32) from end frame.
6. Remove inside collar (34) from end frame.
7. Remove outside collar from rotor shaft, if
present. Early models may have a collar and
fabricated metal fan; later models have a one-
piece cast aluminum fan (39) whose hub
replaces the former outside collar.
8. To replace Drive End Frame Bearing (Figure 2-9):
a. Remove retaining plate attaching screws (5).
b. Remove retainer plate (6).
c. Push on inner race to remove bearing (2).
d. Press in new bearing against outer race.
e. Assemble retainer with screws.
f. Assemble inside collar(1) over shaft.
g. Press rotor into drive end frame.
h. Assemble outer collar (4).
FIGURE 2-8. DIODE TRIO CHECK
1. Single Connector 2. Three Connectors
FIGURE 2-9. DRIVE END FRAME BEARING
1. Inside Collar
2. Sealed Bearing
3. Drive End Frame
4. Outer Collar/Fan Hub
5. Capscrew
6. Retainer Plate
7. Seal
9. To replace Rectifier End Frame bearing:
a. Pull inner race from shaft and bearing from
end frame.
b. Assemble new inner race and bearing as
shown in Figure 4 with bearing seal away
from grease reservoir.
c. Use Delco Remy lubricant P/No. 1948791
and fill reservoir half full. Arrange lubricant
so a portion will touch bearing when assem-
bled.
10. To replace field coil:
a. Remove attaching bolts.
b. Install new field coil and torque bolts to 55
inch-lbs.
Reassembly
Assemble parts as shown in Figure 2-10. Before
attaching end plate, dip rectifier end frame about one
inch (1") deep into clear electric grade varnish, or use
spray can, to restore assembly to new condition.
FIGURE 2-10. 30-SI PARTS ILLUSTRATION
1. Screw
2. Plate
3. Plug, Bearing Well (1)
4. Screw
5. Washer, Plain
6. Nut & Washer
7. Diode
8. Screw
9. Bridge, Rectifier
10. Screw
11. Screw
12. Connector, Rectifier Bridge to Regulator
13. Nut & Washer
14. Regulator
15. Cap, Relay Terminal
16. Connector, Rectifier Bridge to Relay
17. Relay Terminal Package Contains: Boot, "R" Ter-
minal, Insulating Washer, Metal Washer, Connector,
Washer, Nut
18. Lockwasher, Ground
19. Screw, Ground Terminal
20. Output Terminal Package Contains: Output Termi-
nal, Insulator, Insulating Washer, Metal Washer,
Lock Washer (two), Nut (two)
21. Screw
22. Capacitor
23. Bracket
24. Bushing, Mounting Hinge (1)
25. Bearing, Outer Race (1)
26. Roller Bearing, Inner Race
27. Housing, Rectifier End
28. Clip - Stator Leads (2)
29. 29. Grommet (2)
30. Stator
31. Coil
32. Rotor
33. Retainer, Drive End Bearing (Includes Seal)
34. Collar, Inside
35. Ball Bearing, Sealed
36. Housing, Drive End
37. Thru Bolt
38. Screw
39. Fan, Cast Aluminum
40. Pulley (from engine manufacturer)
41. Washer, Shaft Nut
42. Nut, Shaft
NOTES:
(1) Included In Item 27, Housing, Rectifier End
(2) Included In Item 30, Stator.
FIGURE 2-10. 30-SI PARTS ILLUSTRATION
NOTES:
D03013 24 VDC System Components D3-1
24 VDC ELECTRICAL SYSTEM COMPONENTS
ALARM INDICATING DEVICE (AID)
SYSTEM
The Alarm Indicating Device (AID) used on HAUL-
PAK
trucks is a device which is connected in the

electrical accessories circuits to provide the operator
with a warning indication of a malfunction. This sys-
tem consists of up to eight printed circuit cards
located in the terminal cabinet in operators cab
(quantity of cards will depend on options purchased).
The AID enables the indicating lights to be flashing or
constant. The AID also has the capability of operat-
ing an audible alarm along with the light. The eight
printed circuit cards are:
1. Coolant Level and Flasher Card (Slot 8)
2. Temperature and Latch Card (Slot 7)
3. Oil Level Card (Slot 6) (Optional)
4. Temperature Card (Slot 5) (Optional)
5. Hot Switch Inverter Card (Slot 4)
6. Hot Switch Inverter Card (Slot 3)
7. Diode Matrix (Without Sound) Card (Slot 2)
8. Diode Matrix (With Sound) Card (Slot 1)
NOTE: Each card is identified with a number which
corresponds with a mating number on the housing. If
cards are removed, make sure card numbers
correspond with housing numbers during installation.
The following outline briefly describes each card and
its function.
Prior to any welding on the truck, disconnect all
AID system plug-in-cards.
The Coolant Level and Flasher Card contains two
separate circuits. The flasher circuit at the top of the
card has Q12 transistor biased to be saturated when
no malfunction is present, resulting in there being 24
Volt positive output on pin H of the card and on wire
12F. When a indicating circuit is activated, the ground
side of the circuit connected to card pin K is
grounded. Q12 will turn off initially and then after the
delay which is adjusted Volt output.
The other half of the circuitry on the Coolant Level
and Flasher Card is to operate the Coolant Level
Light. The Water Level Probe connected to terminal
B11 grounds the 31L circuit when the coolant in the
radiator is above the probe position. The coolant sat-
urates the probe and electrically grounds the circuit.
When the circuit is grounded, Q6 transistor is off,
resulting in no indication. When the coolant level
drops below the probe, 31L is no longer grounded
and Q6 turns on to ground the flasher through D5,
ground the Coolant Level Light through terminal D11,
and ground the alarm horn through D6. The light and
alarm horn will operate intermittently because their
24 Volt supply is from 12F, which is the flasher out-
put.
The Temperature and Latch Card has two circuits to
operate two different indicating lights. The tempera-
ture circuit is controlled by a coolant temperature
sensor which decreases electrical resistance as its
temperature increases. It will have a resistance of
approximately 1000 ohms at 185
F (85
C) and 500
ohms at 250
oF (122
C). Normal setting is 204
F
(96
C).
FIGURE 3-1. AID SYSTEM
1. Diode Matrix With Sound
2. Diode Matrix Without Sound
3. Hot Switch Inverter
4. Cover
5. Housing
6. Electrical Hook-Up Terminal
7. Temperature & Latch
8. Coolant Level & Flasher
D3-2 24 VDC System Components D03013
When the temperature is low and the resistance is
high, Q1 is off and there is no high temperature indi-
cation. When the water gets hot and resistance
decreases, Q1 will turn on and ground the flasher
through D8, the alarm horn through D12, and the
High Temperature Light through terminal D8. R14
can adjust the temperature (resistance) at which the
circuit is activated. The Latch Circuit monitors the
accumulator precharge pressure switches. When
one of the pressure switches closes, Q5 will be
turned off which supplies power to the gate of SCR
Q7. With Q7 turned on Q9 will supply the ground
path to turn on the Low Accumulator Precharge Indi-
cator Light and sound the alarm horn. The Indicator
Light is connected to 12F and will flash off and on.
The SCR will remain on until power is removed from
the card by turning the key switch "Off".
The Hot Switch Inverter Card (Slot 3) is used to
operate and test the Service Brake and Motor Blower
(green) Indicator Lights. In normal conditions Q4 and
Q7 transistors are off and the Indicator Lights are off.
When the stoplight switch or the blower switch is acti-
vated, 24 Volts is sent to pins "E" or "J " of the Hot
Switch Inverter Card. Transistor Q4 or Q7 is turned
on by this Voltage and, in turn, grounds the appropri-
ate Indicator Light. There is no alarm horn operation
with this card.
The Hot Switch Inverter Card (Slot 4) is used to
operate and test the Body Up and Engine Monitor
Indicator Lights. In normal conditions Q4 and Q7
transistors are off and the Indicator Lights are off.
When Body Up Switch or the Engine Monitor Switch
closes, 24 Volts is sent to pins "E" or "J " of the Hot
Switch Inventor Card. Transistor Q4 or Q7 is turned
on by this Voltage and, in turn, grounds the appropri-
ate indicator light. There is no alarm horn operation
with this card.
The Oil Level Card (Optional) is used to turn on the
Low Oil Level Indicator Light to warn the operator
engine oil level is below acceptable levels. The
engine oil float is connected to a variable resistor. As
the oil level decreases, the resistance goes down
causing Q3 to turn on grounding the indicator light
and alarm horn.
The Temperature Card (Optional) is used to turn on
the High Oil Temperature Indicator Light. The indica-
tor light tells the operator hydraulic tank oil tempera-
ture has exceeded acceptable levels. Normal
temperature setting is 250F (121C). As the tem-
perature goes up the resistance in the probe
decreases providing a ground path for the indicator
light and alarm horn.
The Diode Matrix Without Sound Card consists of a
series of diodes capable of working with eight differ-
ent indicator circuits. The indicator light can be a
flashing light by connecting it to 12F wire or a steady
light by connecting it to 12M wire. When an indicator
circuit is not activated there is no ground for the bulb.
When the Indicator Detecting Switch activates the
circuit, it grounds the lamp and grounds the flasher
circuit through the diodes. Any circuits connected to
terminals C1 through C8 will operate the same. The
alarm horn is not activated by this card.
The Diode Matrix With Sound Card works very
much like the other Diode Matrix Card, except that it
contains extra diodes to activate the alarm horn in
addition to the flasher. The circuits connected to ter-
minals A1 through A8 operate in the same manner.
All of the cards circuits are connected to the Lamp
Test Switch on the instrument panel. In normal oper-
ation, these circuits are open and do nothing. When
the operator pushes the Lamp Test Switch, it acti-
vates all the indicator circuits by grounding them.
This is used to verify that all lamps are functional.
BODY-UP SWITCH
The body-up switch is located on the left frame rail above
the hydraulic tank and must be adjusted to within limits.
The body-up switch is designed to prevent propulsion in
"Reverse" when the dump body is not resting on frame
rails. The switch also prevents forward propulsion
unless the override button is depressed and held.
The body-up switch should be checked daily and the
sensing area cleaned of any dirt or metallic dust
accumulation. Improper adjustment or loose mount-
ing bolts may cause false signals or damage to the
body-up switch assembly.
Adjustment
Adjust proximity switch bracket to maintain an air gap
(4), between sensing and body bracket, of between
0.50 in. (12.7 mm) minimum and 0.62 in. (15.7 mm)
maximum. Set up measurement (5) should be 2.12
0.06 in. (53.8 1.5 mm).
Set up measurement (6) should be 4.62 0.03 in.
(117.3 0.76 mm).
Service
Keep sensing area clean, free of metallic dust and
other debris that may damage or inhibit operation of
the proximity switch. If the switch is not functioning or
damaged the unit must be replaced.
HOIST LIMIT SWITCH
The hoist limit switch is located inside the left frame
rail above the rear suspension (near the body pivot
pin). The hoist limit switch is designed to stop the
hoist cylinders short of full extension and prevent
possible damage to the dump body or hoist cylinders.
The hoist limit switch should be checked daily and
the sensing area cleaned of any dirt or metallic dust
accumulation. The switch must be properly adjusted
at all times. Improper adjustment or loose mounting
bolts may cause false signals or damage to the
switch assembly.
Adjustment
With body raised and hoist cylinders within 6 in. (152
mm) of maximum travel, make the following adjust-
ments. Adjust limit switch bracket to maintain an air
gap of 0.56 in. (14.2 mm) (1) between sensing area
and body activator. Set-up measurement (2) should
be 1.50 in. (38.1 mm).
Service
Keep sensing area clean, free of metallic dust and
other debris that may damage or inhibit operation of
the limit switch. If the switch is not functioning or
damaged the unit must be replaced.
FIGURE 3-2. BODY-UP SWITCH ADJ USTMENT
1. Body-Up Switch
2. Sensing Area
3. Actuator
4. Air Gap
5. Set Up Measurement
FIGURE 3-3. HOIST LIMIT SWITCH
1. Air Gap
3. Hoist Limit Switch
4. Sensing Area
5. Actuator
GROUND LEVEL SHUTDOWN
For Detroit Diesel (Without DDEC).
The Ground Level Shutdown switch is located on the
left side of the truck on the up-right near the ladder.
The switch is a spring return push button switch.
The switch is connected to the engine shutdown
solenoid. The engine shutdown solenoid is normally
open (N.O.). When Ground Level Shutdown switch is
depressed, solenoid energizes, allowing engine oil
pressure to the hydraulic governor to return to engine
oil sump. With no oil pressure, the spring loaded gov-
ernor closes, shutting off fuel to the engine.
The Ground Level Shutdown button must be
depressed until engine comes to a complete stop.
For Detroit Diesel (With DDEC II or DDEC III).
The switch is a two position rotary switch.
The ground level shutdown switch is connected in
series between the battery supply and the ignition
switch. Turning the switch to the "OFF" position will
stop all power going to the key switch.
To shut down the engine, turn ground level shutdown
switch to the "OFF" position. Turn the switch to the
"ON" position before starting engine.
For Cummins Engines (With air throttle).
The Ground Level Shutdown system consists of a
switch and a fuel valve. The switch is located on the
left side of the truck on the up-right near the ladder. It
is a spring return, push button switch.
The fuel valve is located on the engine and is con-
nected between the injection pump and the injectors.
The fuel valve contains two electric solenoids. The
"open" solenoid is energized only when the ignition
switch is in the start position. The "close" solenoid is
only energized when the shutdown switch in the cab
or the ground level shutdown switch is activated. The
solenoids move the valve to either the open or closed
position. The valve will remain in its current position
until the other solenoid is energized.
parallel with the shutdown switch located in the cab.
When the ground level shutdown switch is activated,
it will send 24 Volts to the fuel valve close solenoid,
moving the valve to the closed position, and stopping
the engine.
For Cummins Engines (With Centry throttle con-
trol).
The switch is a two position rotary switch.
series between the battery supply and the ignition
switch. Turning the switch to the "OFF" position will
stop all power going to the key switch.
With the shutdown switch and the key switch in the
run position, the key switch sends 24 Volts to the fuel
solenoid. The fuel solenoid needs to be energized to
start and run the engine. When there is no Voltage at
the fuel solenoid, the fuel solenoid shuts off the fuel
to the engine.
To shut down the engine (at the ground level), turn
the ground level shutdown switch to the "OFF" posi-
tion. Turn the switch to the "ON" position before start-
ing engine.
To shut down the engine (inside the cab), turn the
key switch to the "OFF" position.
24 VOLT RELAY BOARDS
The truck is equipped with 5 relay boards and 2 diode
boards to control the 24 Volt electrical system. If a truck
is equipped with the optional Payload Meter System,
there will be a sixth relay board.Each relay board con-
tains 4 relays, all of which are interchangeable.
Each relay board also contains circuit breakers,
which are also interchangeable between the relay
boards. DO NOT interchange or replace any circuit
breaker with one of a different capacity than specified
for that circuit. Serious damage or fire may result if
the wrong capacity circuit breaker is used.
The six relay boards are identified as follows:
Relay Board 1 Turn Signal (1, Figure 3-5)
Relay Board 2 Payload Meter (5, Figure 3-4)
Relay Board 3 Stop Lights (2, Figure 3-5)
Relay Board 4 Parking Brake (7, Figure 3-4)
Relay Board 5 Head Lights (3, Figure 3-5)
Relay Board 6 Auxiliary Panel (6, Figure 3-4)
The truck is also equipped with two diode boards:
Diode Board 1 (4, Figure 3-4)
Diode Board 2 (1, Figure 3-6)
Refer to Circuit Breaker chart for the circuits each cir-
cuit breaker protects.
NOTE: All references to item location (Right or Left
side) in the control cabinet will be as a person is
facing towards the front of the control cabinet.
FIGURE 3-5. RELAY BOARD LOCATION
(J UNCTION BOX BEHIND CONTROL CABINET)
1. Relay Board 1
2. Relay Board 3
3. Relay Board 5
4. J unction Box
FIGURE 3-4. RELAY BOARD LOCATION
1. Control Cabinet
2. Statex III FL 275 Panel
3. Control Panel
4. Diode Board 1
5. Relay Board 2 (Pay-
load Meter
6. Relay Board 6 (Aux.)
7. Relay Board 4
(Park Brake)
Description
Each relay board is equipped with four green lights
(9, Figure 3-7) and one red light (7). The four green
lights are labeled K1, K2, K3, or K4. These lights will
be "ON" only when that particular control circuit has
been switched "ON" and the relay coil is being ener-
gized. The light will not turn on if the relay board does
not receive the 24 Volt signal to turn "ON" a compo-
nent, or if the relay coil has an "open" circuit.
The red "Breaker Open" light (if "ON") indicates that
a circuit breaker (on that relay board) is in the "OFF"
position. A light on the instrument panel will also turn
"ON" telling the operator that a circuit breaker is in
the "OFF" position. The red breaker open light will
turn "ON" whenever there is a Voltage difference
across the two terminals of a circuit breaker.
If a control switch has been turned "ON" and a green
(K) light is "ON", but that component is not operating,
check the following on the relay board for that circuit:
1. Check for a circuit breaker that is in the "OFF"
position or a red (breaker open) light is "ON". If
a circuit breaker is "OFF", turn it "ON". Check
operation of component. If it trips again, check
the wiring or component for defects that could
be causing the circuit to be overloaded.
2. The contacts inside the relay may not be clos-
ing and not causing an electrical connection.
Swap relays and check again. Replace defec-
tive relays.
3. Check the wiring and all of the connections
between the relay board and the component for
an "open" circuit.
4. Defective component. Replace component.
5. Poor ground at the component. Repair the
ground connection.
Service
To replace a relay:
1. Remove one screw (10, Figure 3-7) holding the
crossbar in place and loosen the other screw.
2. Swing crossbar away.
3. Gently wiggle and pull upward to remove relay
(11).
4. Line up tabs and install new relay.
5. Place crossbar in original position and install
screw (10) that was removed and tighten both
screws.
To replace a circuit breaker:
NOTE: Always replace a circuit breaker with one of
the same amperage capacity as the one being
removed.
1. Place battery disconnect switch(s) in the "OFF"
position.
2. Unplug all wiring harness(s) from relay board.
Remove four relay mounting screws and
remove relay board from truck.
3. Remove four hold down screws (3) (one in each
corner) in circuit breaker cover plate and all cir-
cuit breaker screws. Remove cover plate from
circuit breakers.
4. Remove nuts and star washer from back side of
circuit board that holds the breaker in place.
5. Lift out circuit breaker. Retain flat washers that
were between inner circuit breaker nut and
relay board.
6. Install one nut and two flat washers to each
pole on the circuit breaker. Nuts must be
FIGURE 3-6 DIODE BOARD 2 LOCATION
(BELOW INSTRUMENT PANEL)
1. Diode Board 2 2. Steering Wheel
Column
adjusted to the same height as on the other cir-
cuit breakers. This is necessary so when cover
plate is installed, it will not press circuit breaker
into, or pull up on, the circuit board. Install new
circuit breaker of the same capacity rating as
the one removed.
7. Install star washer and nut to circuit breaker
poles (on the back side) and tighten nuts.
8. Install cover plate and all screws removed dur-
ing disassembly.
To replace a circuit panel card:
DO NOT remove the small screws that hold the
cover plate to the circuit panel. Replace circuit panel
as a complete assembly.
1. Place battery disconnect switch(s) in the "OFF"
position.
2. Remove the two mounting screws (6, Figure 3-7)
and carefully remove the circuit panel card from
the relay board.
3. Line up the new circuit panel in slots and with
the socket on the relay board and install gently.
4. Install two mounting screws (6).
FIGURE 3-7. TYPICAL RELAY BOARD
1. Relay Board
2. Main Harness
Connector
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light
(RED)
8. Bleed Down Light
(GREEN)
9. K1,K2,K3,K4 Lights
(GREEN)
10. Screw
11. Relay
12. Circuit Harness
Connector
13. Circuit Harness
Connector
RELAY BOARD DESCRIPTIONS
Relay Board 1 Turn Signal
The top relay board located in the junction box on the
rear of the control cabinet.
1 - Flasher Power Light (Green): This light will
be "ON" when the turn signals or hazard lights
are activated.
K1 light will be "ON" during right turn signal
operation
K2 light will be "ON" during left turn signal oper-
ation
K4 light will be flashing when the turn signals or
hazard lights are in operation.
NOTE: If circuit breakers (CB13 & CB15) are in the
off position, no warning will be noticed until the
clearance light switch is turned "ON".
1 - Flasher Module card.
3 - 15 amp circuit breakers (CB13, CB14, CB15)
4 - Relays
Right Turn/Clear Light Relay
Left Turn/Clear Light Relay
Clearance Lights Relay
Flasher Relay
Relay Board 2 Payload Meter (Optional)
Located on right wall of control cabinet. Only installed
if truck is equipped with Payload Meter System.
1 - Data Storage Module card
1 - Payload Stored Light (Green): This light is
ON for one second when the payload meter
actually stores the load data into memory.
1 - 5 amp circuit breakers (CB29) (To payload
meter)
1 - 15 amp circuit breaker (CB28) (To all light
relays)
4 - Relays
Light Relay 1 (Green)
Light Relay 2 (Amber)
Light Relay 3 (Red)
Light Control Relay
Relay Board 3 Stop Lights
Located in the center of the three relay boards in the
junction box on the rear of the control cabinet.
1 - Light Module Display card
1 - Rev Light (Green): This light is "ON" whenever
the selector switch is in the "reverse" position,
and the key switch is in the "ON" position.
4 - 15 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
Manual Back-up Lights Relay
Stop Light Relay
Retard Light Relay
Slippery Road Relay
Relay Board 4 Parking Brake
Located on the floor of control cabinet behind the
right hand door.
1 - Steering Pressure Bleed Down Timer Module
card.
1 - Bleed Down Light (Green): This light in ON
when the bleeddown solenoid is being energized.
The bleeddown timer will energize the solenoid for
two to three minutes after key switch is turned
OFF.
2 - 5 amp circuit breakers (CB20, CB22)
1 - 15 amp circuit breakers (CB21)
4 - Relays
Park Brake Failure
Cranking Oil Pressure Interlock Relay
Horn Relay
Body Up Relay
Relay Board 5Head Lights
The bottom relay board of the three located in the
junction box on the rear of the control cabinet.
1 - Light Display Module card
1 - Lights Control Light (Green): This light is
"ON" when there is 24 volts being supplied to
the battery terminal of the light switch.
5 - 15 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
4 - Relays
Left Low Beam Relay
Right Low Beam Relay
Left High Beam Relay
Right High Beam Relay
Relay Board 6 Auxiliary Panel
The auxiliary panel is located on the floor of control
cabinet behind the right hand door. Additional circuits
may be added by utilizing the empty relay terminals
provided.
To add an additional circuit with a relay, connect the
wires as described below:
Control circuit for the relay are the "+" and "-" termi-
nals.
"+" terminal is for positive voltage.
"-" terminal is for grounding of the control circuit.
Either circuit can be switched "open" or "closed" to
control the position of the relay.
The terminals of the switched circuit from the relay
contacts are labeled as follows
NC - Normally Closed
COM - Common
NO - Normally Open
"COM" terminal is for the voltage source
(protected by a circuit breaker) coming into
the relay which will supply the electrical
power for the component being controlled.
"NC" terminal is connected (through the
relay) to the "COM" terminal when the relay
is not energized (when the control circuit ter-
minals "+" & "-") are not activated).
"NO" terminal is connected (through the
relay) to the "COM" terminal when the relay
is energized (by the control circuits "+" & "-")
being energized).
DIODE BOARDS
The truck is equipped with two diode boards. Each
board contains replaceable diodes.
Diode Board 1
Diode board 1 is located on right wall on control cabi-
net and contains 23 replaceable diodes.
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
FROM TURNING ON WHEN THERE IS LOW PRESSURE IN
BRAKE CIRCUIT
FF3 - 33
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 board 2 is located inside the cab on steering
column bracket, and contains 7 replaceable diodes.
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
USING SECONDARY BRAKE SWITCH OR AUTOMATIC APPLY OF
BRAKES
52D - 52B
6
PROVIDES PATH FOR SLIPPERY ROAD RELAY AND SOLENOID TO
BE ENERGIZED:
WHEN USING BRAKE LOCK SWITCH
WHEN USING SECONDARY BRAKE SWITCH
DURING AUTOMATIC BRAKE APPLY
ALSO PREVENTS ENERGIZING OF THE AUXILIARY BRAKE SOLE-
NOID WITH THE SLIPPERY ROAD SWITCH IN THE ON POSITION.
52B - 52S
7 AUXILIARY BRAKE SOLENOID - SUPPRESSION
DP2P4 SPARE
DB2P5 SPARE
BD2P6 SPARE
CIRCUIT BREAKERS
AMPS DEVICE(S) PROTECTED LOCATION
CB13 15 Turn Signal & Clearance Lights RB1, Control Cabinet
CB14 15 Flashing Lights RB1, Control Cabinet
CB15 15 RD1, RD2, & Tail Lights RB1, Control Cabinet
CB16 15 Dynamic Retard Lights RB3, Control Cabinet
CB17 15 Manual Back-up Lights RB3, Control Cabinet
CB18 15 Stop Lights RB3, Control Cabinet
CB19 15 Back-up Horn RB3, Control Cabinet
CB20 5 Parking Brake Failure Relay RB4, Control Cabinet
CB21 15 Fluid Components Cabinet Service Lights, Rear Axle
Service Light, Horn Solenoid, Steering Accumulator
Bleed Down Solenoid, Hourmeter
RB4, Control Cabinet
CB22 5 DDEC Master ECM Control Power (DDEC Engine Only) RB4, Control Cabinet
CB23 15 Low Beam Headlight, L.H. RB5, Control Cabinet
CB24 15 Low Beam Headlight, R.H. RB5, Control Cabinet
CB25 15 High Beam Headlight, L.H. RB5, Control Cabinet
CB26 15 High Beam Headlight, R.H. RB5, Control Cabinet
CB27 15 Clearance Light Relay, Panel Lights, High Beam Indica-
tor
RB5, Control Cabinet
CB28 15 Payload Meter (Lights and Light Relays) RB2, Control Cabinet
CB29 5 Payload Meter ECU RB2, Control Cabinet
DB30 15 Ladder, Engine Service, & (Optional) Fog Lights Operator Cab, Instrument Panel
CB31 15 Heater/AC Blower Motor Operator Cab, Instrument Panel
CB32 15 Warning Lights, A.I.D. Module, Voltmeter, Turn Signal
Relays, & Indicator Lights
Operator Cab, Instrument Panel
CB33 15 Hoist Solenoid Operator Cab, Instrument Panel
CB34 10 Air Dryer Heater Operator Cab, Instrument Panel
CB35 10 Lincoln Lube Solenoid (Optional) Operator Cab, Instrument Panel
CB37 10 Windshield Washer & Wiper Operator Cab, Instrument Panel
CB38 5 Fuel Gauge, Engine Temperature Gauge Operator Cab, Instrument Panel
CB339 5 Radiator Pressure Solenoid Operator Cab, Instrument Panel
CB40 5 12 VDC Accessory Receptacle (DDEC Engine Only) Operator Cab, Instrument Panel
CB42 5 Slippery Road Solenoid & Relay Operator Cab, Instrument Panel
CB43 10 Starter Solenoid, Oil Pressure Latch Relay Operator Cab, Instrument Panel
CB44 20 DDR Connections, Coolant Level Module (DDEC Engine
Only)
Vanner Box
CB45 20 DDEC Main ECM 12 VDC Power (DDEC Engine Only) Vanner Box
CB46 20 DDEC Main ECM 12 VDC Power (DDEC Engine Only) Vanner Box
CB47 20 DDEC Receiver ECM 12 VDC Power (DDEC Engine Only) Vanner Box
CB48 20 DDEC Receiver ECM 12 VDC Power (DDEC Engine Only) Vanner Box
E01009 3/98 Index E1-1
SECTION E
ELECTRICAL PROPULSION COMPONENTS
INDEX
ELECTRICAL PROPULSION COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
General System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
17FL275 Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
Computer Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
2-Digit Display Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-8
Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-8
Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-9
Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-9
Event Code Descriptions (Table I) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E2-11
Subcode Descriptions (Table II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-18
Portable Test Unit (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-20
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-20
Software Installation Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-22
The Main Menu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-23
PTU Software Menu Tree. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-24
Configuration (CFG) File Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-25
Statex Configuration Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Programming the Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
PTU Hookup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42
Download Configuration Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-44
Event Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Statistical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-48
Statistical Data Codes - Counters (Table III). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-50
Statistical Data Codes - Profiles (Table IV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-55
Truck Specific Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-59
Temporary Truck Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-60
Miscellaneous Software Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-61
Saving Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-61
PTU Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-61
MISCELLANEOUS ELECTRICAL PROPULSION COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . E2-63
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-63
Electric Wheel Motors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-63
Retarding Grids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-63
Acceleration Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-63
Electronic Accelerator and Retard Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-66
Cooling Blower Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-67
Electrical Control Cabinet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-68
STATEX III Electric Drive Components Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-74
Detroit Diesel Electronic Engine Controls Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-75
ELECTRICAL CHECKOUT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
See pages E3-1 and E3-2 for index of Checkout Procedure
E1-2 Index E01009 3/98
1. Electric shock can cause serious of fatal injury. Only qualified electrical maintenance person-
nel should perform electrical testing. Use caution during test procedures to protect personnel
from injury. All potential testing should be considered hazardous and proper precautions are
necessary.
2. General Electric DOES NOT recommend removing control cards or panel connectors prior to
welding. When welding on a truck, connect the welders ground cable directly to, or as close
as possible to the part being welded. Welder cables should not be placed near truck system
power cables or wiring harnesses.
3. Any tim one of the plug-in circuit cards must be removed or reinstalled, be certain that the
control power switch is Off. Wear a properly grounded wrist strap when removing a card to
prevent damage caused by static electricity. After card removal, place in a static proof bag or
container.
4. 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 x 1 scale. Exces-
sive current can damage the meter.When using the Hi-pot tester or megger, disconnect the
104 pin connectors CNA, CNB, CND, and CNE located at the top of the 17FL275 panel. Refer
to the GE publication VEHICLE TEST INSTRUCTIONS FOR OHV STATEX III SYSTEMS for
additional instructions.
5. Do not make open circuit Voltage checks in propulsion mode.
6. Parking brakes and service brakes have to be released for some tests. When this occurs,
make sure wheels are blocked.
E02011C1 1/96 Electrical Propulsion Components E2-1
ELECTRICAL PROPULSION COMPONENTS
GENERAL SYSTEM DESCRIPTION
The electric propulsion and control system of the
HAULPAK
truck consists of an engine driven alterna-

tor and cooling air blower, control system, wheel
motors, retarding grids, and blower motor. The alter-
nator produces A.C. current which is rectified to D.C.
current. The wheel motors use D.C. current to operate
as motors in propulsion and generators in retarding.
When the operator selects FORWARD or REVERSE
propulsion, the armatures of the motors drive plane-
tary gear sets connected to the rear wheels to propel
the truck in FORWARD or REVERSE.
During truck operation, the operator initiates com-
mand signals to the engine and control system. The
signals are received at the 17FL275 electronic card
panel initiating a series of checks to determine the
status of system components. After checking the
control system, the FL275 panel energizes the nec-
essary contactors to set up the control system for
propulsion or retarding and send a control signal to
the static exciters.
During its operation, the FL275 panel maintains the
propulsion system within the design limits of the
alternator, engine, and wheel motors. Regulation of
alternator field current and engine speed determine
traction motor armature current. Regulation of motor
field current determines traction motor horsepower.
The control system responds to electrical signals gen-
erated by the operator and by feedback signals gen-
erated by various devices within the system. These
feedback signals monitor voltage, current, speed, etc.
of the various control and propulsion equipment.
When the operator depresses the retard pedal or the
truck exceeds the automatic overspeed setting, the
dynamic retarding circuit is activated causing the
wheel motors to become generators. The truck
momentum causes the armatures of the wheel
motors to rotate, generating a D.C. output that is
applied across the retarding grids. This load opposes
armature rotation to slow the truck. The energy from
the wheel motor is dissipated in the retarding grids in
the form of heat.
Retarding grid cooling is provided by a motor-driven
fan, blowing air across the grids. The cooling air
blower connected in-line to the rear of the alternator
provides cooling air for the static exciters, alternator
and wheel motors during truck operation.
Refer to the following information for detailed
descriptions of component functions.
CONTROL SYSTEM
The Statex III control system electronics provide all of
the functions necessary to initiate and regulate oper-
ation of the truck. It monitors operator input and sys-
tem feedback signals, calculates a response, and
initiates the appropriate control action.
The system . . . .
Establishes the propulsion circuit by energizing
contactors P1, P2 (if installed), MF, GF, and GFR
to power the wheelmotors.
Establishes the retarding circuit by energizing
contactors MF, GF, GFR, RP1, RP2, RP3, RP4,
RP5, (and optionally RP6, RP7, RP8 and RP9)
for extended range retarding to connect grid
resistors RG1 and RG2 in the motor circuits.
Extended range retarding is regulated
automatically by sequentially energizing the RP3-
RP9 contactors.
Provides current limit control so that specific rates
may be maintained in both motoring and retarding.
Provides Retard Speed Control for automatic
speed regulation on long down-hill runs.
Provides two-speed overspeed control which
allows a higher overspeed restriction when
traveling empty.
Provides Alternator Tertiary Winding protection
and Wheelmotor overcurrent protection.
Initiates the necessary operating restrictions,
including the shut down of the truck if a system
fault is detected. Lesser faults or events cause
respective indicating lights to light. All events are
recorded for future review by technicians.
Provides fault/event information to the operator/
technician as to the status of the system via the
2-digit display panel, located in the control
cabinet. This panel, showing a two digit display of
00 to 99, indicates to the technician the existence
of possible faults or other events which have
occurred within the control and/or propulsion
system.
Provides automatic and manual diagnostic self-
test routines to detect faults and to assist
maintenance personnel in locating a poorly
operating system/subsystem.
Provides a statistical data history log which
indicates lifetime, quarterly, monthly and daily
performance data. This history log can be
accessed using a laptop computer, and can be
a valuable aid in determining equipment use and
maintenance schedules.
E2-2 Electrical Propulsion Components E02011C1 1/96
System Operation
When the operator depresses the accelerator foot
pedal to propel the truck, two signals are generated.
One signal is generated by a potentiometer on the
foot pedal and is sent to the engine control system to
regulate engine speed. The other signal is generated
by closing a switch* and is sent to the digital input/
output card to set up propulsion circuits for power.
*Note: On trucks equipped with the Fuel Saver
option, the foot pedal potentiometer signal is sent
directly to the FL275 panel and the switch signal is
not required.
A speed sensor signal from the engine is sent to the
analog input and output card to establish the acceler-
ation (power) reference signal used by the propulsion
control system to establish horsepower demand.
NOTE: The analog input and output card in the
17FL275 panel responds to both accelerator and
retard foot pedal signals. Both signals are processed
through the central processing unit CPU, returned to
the analog card where another signal is generated
and fed to the FM466 and FM467 Static Exciter
panels.
The output signal from the analog card is a burst of
firing pulses. This AC signal is constant in frequency
and amplitude, and is of both negative and positive
polarities. Synchronizing AC signals from the tertiary
windings of the Alternator provide timing to synchro-
nize the firing pulses to the AC power frequency from
the Alternator.
NOTE: Firing pulses are generated according to the
demand from the operator (accelerate or retard) and
biased by feedback signals from the power circuit.
They are used to fire Silicon Control Rectifiers
(SCRs) in two, single-phase, full-wave rectifier
bridges, one each in FM466 and FM467 rectifier
panels, and thereby regulate output current from
these panels.
The output current from the FM466 AFSE (Alternator
Field Static Exciter) panel energizes the field coils of
the Alternator. The level of current in this field coil
determines Alternator output.
The output current from the FM467 MFSE (Motor
Field Static Exciter) panel energizes the field coils of
the Motorized Wheels. The level of current in these
field coils determine motor horsepower output.
The main output voltage from the Alternator, gener-
ated by the rotation of the Alternator rotor and regu-
lated by its exciter field coil, is 3-phase high voltage
AC. This AC power is fed to a rectifier panel to con-
vert AC to DC for use in the Motorized Wheel arma-
tures.
The output of the FM528 rectifier panel is variable
high voltage DC current, used to power the Motor-
ized Wheels. A full wave bridge in the panel rectifies
the 3-phase input Voltage from the Alternator to DC.
In parallel with the Motorized Wheels, high voltage
DC is also fed to the VMM1 panel, to be used for
feedback to the control system.
High voltage from the power circuit is attenuated by
the VMM1 panel to a level acceptable to the electron-
ics on the analog input/output card. From there it is
processed through the CPU card to bias power and
retard demand signals in the analog card.
Speed Sensor signals from both Motorized Wheels
are sent to the control system analog input and out-
put card to operate various speed event functions.
The CPU card uses speed sensor signals to develop
various levels of output voltages for use in generating
the speed taper function in retarding and for (option-
ally) driving the speedometer and tachometer.
NOTE: Speed taper is used to reduce maximum
dynamic retarding effort at high truck speeds. This is
to protect the Motorized Wheel motors from
excessive current and possible damage.
When the operator depresses the retard foot pedal to
slow the truck, a signal is generated by a potentiome-
ter on the foot pedal and sent to the control system to
establish the retarding circuits and the desired retard-
ing effort.
17FL275 PANEL
The 17FL275 electronic card panel contains a micro-
processor (CPU), a small computer which monitors a
variety of input signals and establishes certain con-
trolling output signals which result in the regulation of
the propulsion system. If a laptop computer,
referred to as a Portable Test Unit (PTU) is con-
nected, it can also provide a readout of the memory
of the operating history of many of the sub-systems
which make up the control system. This is useful to
technicians looking for problem areas during trouble-
shooting.
Setting up new trucks or making changes to truck
control system parameters requires a PTU and an
authorized technician to operate it. The microproces-
sor in the electronic card panel can only be changed
electronically with appropriate commands and pro-
grams using the PTU.
Previous control systems provided on HAULPAK
trucks required system adjustments to be made by

removing the plug-in control cards and adjusting
potentiometers mounted on the cards. With the
FL275 panel, no control card removal is required.
The majority of adjustments are made electronically
using a menu driven software program installed on
the hard disk drive of the laptop computer (PTU).
The PTU is then connected to a 9 pin connector
mounted in the control cabinet or cab of the truck
enabling communication with the microprocessor
(CPU).
The FL275 panel has five 104-pin connectors
mounted above the cards for connecting input and
output circuits. They are identified as CNA, CNB,
CNC, CND and CNE. Only four connectors are used;
connector CNC is not used.
The cards in this panel are protected by a cover
which is hinged at the bottom, swings up, and latches
at the top.
The card complement of the FL275 panel consists of
the following five cards:
17FB100 - Power Supply (P1)
17FB101 - Central Processing Unit (CPU)
*17FB102/140 - Analog Input/Output (A1)
17FB103 - Digital Input/Output (D1)
17FB104 - Digital Input/Output (D2)
*NOTE: Trucks equipped with Fuel Saver option
require 17FB140 card to replace 17FB102 card.
The FL275 panel receives input signals from speed
sensors on the alternator and wheelmotors, voltage
and current feedback signals from various control
devices, and command inputs from the operator.
Using these inputs, it provides the following:
Propulsion and dynamic retarding control of the
truck.
Speed restrictions during overspeed and other
operating restrictions if faults occur.
Event data for technicians through the 2-Digit
Diagnostic Display panel.
Statistical data of the history of various
component and system function operations,
accessible only with a PTU.
It is also capable of receiving inputs from the
engine (oil pressure, crankcase pressure, engine
coolant pressure, and engine coolant
temperature), wheelmotor temperature, and
alternator blower pressure to provide warning
signals to the driver if malfunctions in these areas
occur.
Additionally, on trucks equipped with the Fuel Saver
option, the FL275 panel monitors alternator intake
temperature and static exciter temperatures to pro-
vide:
Engine low idle speed reduced to 650 RPM.
Control of engine RPM during propel to obtain
the most efficient engine speed for the amount of
power requested by the operator.
Control of engine RPM during retarding ranging
from a low of 1250 RPM to a high of 1650 RPM.
CARD REPLACEMENT
Some of the components on the cards are sensi-
tive to static electricity. To prevent damage, it is
recommended that a properly connected ground
strap be worn whenever removing, handling or
installing a card. After a card has been removed,
it must be carried and stored in a static proof bag
or container. Be certain control power is OFF
before removing a card.
NOTE: There are no adjustment potentiometers on
the control cards. Cards should not be removed
during troubleshooting unless it has been determined
that a card is at fault.
Removal
1. The FB cards are removed by first loosening
the two spring clips on the top of the hinged
cover. Swing the cover down to gain access to
the cards.
2. Each card is locked in place with a locking
quick-release lever at the top and bottom. Lift
both levers at the same time to release the lock-
ing arrangement and move the card out of the
socket in the backplane.
3. Using both hands, grasp the card at the top and
bottom and pull gently. It will slide easily in its
guide strips to complete the removal.
4. Place the card in a static proof bag or container.
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.
Card Repair
FB cards in the 17FL275 panel are not field repair-
able. Should one of the cards become inoperable, it
should be returned to the HAULPAK
Distributor
under the GE Unit Exchange Program.
Cards should be packed in a special shipping con-
tainer, designed specifically for shipping these cards.
Contact your HAULPAK
Distributor for instructions

on how to obtain these containers.
PANEL WIRING
The connectors for the FB cards, located on the end
of the card that plugs into the panel, each contain
210 pins.
The panel back, or backplane, has receptacles for
the card connectors, each having 210 pins to which
wires are wrapped, not soldered. The wrapping is
done with a special tool which wraps the wire tightly
around the pin. The pins are long enough to enable
connecting multiple wires. The panel backplane also
has printed circuits on it to facilitate inter-card circuit
connections.
COMPUTER DESCRIPTION
A total understanding of the following concepts is not
essential to properly maintaining and troubleshooting
the HAULPAK
truck control system. This information

is presented as additional background information
concerning operation of the 17FL275 panel computer
and software programs required for operation. The
technician should however, become familiar with
basic operation of portable, IBM operating system
compatible (DOS) computers (PTU) and must have
the ability to use the menu operated software
described later in this publication. These skills are
necessary for programming the FL275 panel com-
puter, troubleshooting, and obtaining statistical data.
Microprocessor
The microprocessor, located on the FB101 card, con-
tains the logical elements necessary to perform cal-
culations and to carry out stored instructions. It is
used as the central processing unit (CPU) of a com-
puter. Computer operation is managed by a software
program, which resides in the computer's memory.
The software program also contains instructions to
test and fault isolate the system.
A program is a sequence of specific instructions in an
order that, when the microprocessor executes them,
proper results occur. A program is generally stored in
a read-only-memory (ROM). To execute the program,
the microprocessor reads an instruction from ROM,
interprets the instruction, performs whatever task that
is dictated by the instruction, and then starts the pro-
cess over again by reading a new instruction from
ROM.
The microprocessor utilizes address, control, and
data buses to accomplish the above process. A bus
is a group of wires or circuits that collectively serve a
similar function. For example, the address bus identi-
fies the location that the microprocessor is reading
from or writing to. The data bus provides a path for
the flow of data from one point to another. The con-
trol bus is somewhat different from the other two
buses in that each wire normally serves a separate
and generally unrelated function used to control the
actions of the system.
While executing the program, reading and writing of
data is often necessary. This data is stored in a ran-
dom-access-memory (RAM). A RAM is a temporary
storage device, that is, if power to the RAM is lost,
the data is cleared. The RAM stores all types of data,
such as, input/status from external devices, fault
information, specific program addresses, etc.
The final result is to provide instructions to external
devices that tell them when and/or how to operate.
Throughout the execution of the program, the micro-
processor acts like a traffic officer; taking in instruc-
tions, interpreting them, and acting accordingly in
order to process instructions to the output.
Download Capability
The computer can be reprogrammed by download-
ing new software into its memory. Downloading
refers to transferring software program instructions
from the PTU to the FL275 panel FB101 card through
the serial port connector cable. This capability allows
the system software to be changed if any new hard-
ware or software option is to be installed or if an
updated version of the existing software is to be
implemented.
SOFTWARE
Software refers to computer programs written using
coded instructions that can be understood by the
CPU.
The following is a brief description of how the soft-
ware establishes and regulates propulsion and
retarding.
Base Monitor Program
The Base Monitor Program performs functions for
the system, including power-up tests on the CPU
card. This software is programmed on four Eprom
chips at the factory and installed on the FB101 card.
Runtime Monitor Program - OBJ
Running Code
The Runtime Monitor Program is used to control
common truck functions. It is downloaded to Flash
(Electrically Erasable Read Only Memory) chips on
the CPU card from OBJ files stored on the PTU hard
drive. This is done initially during factory check-out
and can be redone in the field using the PTU.
After being downloaded to Flash, it is then copied to
RAM (Random Access Memory) chips on the CPU
card at system power-up.
This software:
Controls contactors, relays, lights, solenoid, firing
pulses, etc.
Monitors truck running parameters and stores
event/fault data for later examination.
Communicates with the PTU to display operating
parameters and event/fault data.
Configuration Software - CFG
The CFG program is used to set values which are
specific to a particular HAULPAK
truck model, such

as engine, alternator and wheelmotor configuration,
retard current limit, speed taper, power reference,
and control stability constants.
The operating software that controls current, Voltage,
and horsepower limit in propulsion and current,
speed taper and field amps in retarding uses a set of
constants and look-up functions unique to and con-
sistent with the configuration on each HAULPAK
truck model.
The CFG program is also used to set values which
are specific to a particular mine, such as overspeed
settings.
Configuration software, also sometimes referred to
as configuration download software, allows the end
user (mine) or HAULPAK
Distributor to select, via an

easy to use, menu driven program screen, any one
of a number of pre-recorded configurations stored in
the PTU software. All the user has to do is select the
configuration file that matches the truck being ser-
viced.
The available combinations have been pre-recorded
to be consistent with and ensure proper limits on the
components used in that system. Thus, the Mine per-
sonnel do not have to be concerned with questions
such as: Is this the correct current limit for a GE776
or GE772 wheel? or Will speed taper in retarding
work properly if I use a wheel with 23:1 gear ratio?
The configuration software will ensure compatible
combinations of parameters.
The Mine technician must select or create the correct
CFG file to match the truck.
The CFG program is downloaded to Flash chips on
the CPU card from CFG files on the PTU hard drive.
This is done initially during factory checkout, and can
be redone in the field using the PTU.
NOTE: This MUST be done if the FB101 card is
changed
PTU - Portable Test Unit Code
The PTU program is used to enable menu driven
viewing of truck data in the CPU while the truck is
moving or stationary. Using the PTU, it can also be
used to view and change contactor positions.
It is also used to establish a communication link
between the PTU and the CPU to download OBJ and
CFG software files.
The PTU program is loaded onto the PTU hard drive
using GE/HAULPAK
supplied floppy disks. Instruc-

tions for loading this software onto the PTU and down-
loading to the CPU are discussed later in this section.
System Regulation
The micro-processor, located on the CPU card,
17FB101, in the FL275 panel is set up electronically
with the use of a Portable Test Unit (PTU) when the
software described previously is downloaded. After
being set up, certain operating parameters can be
changed to fine tune the system to a particular road
profile.
In addition to establishing propulsion and retarding cir-
cuits and regulating truck speed and retarding, the
software restricts the control system from certain tran-
sitions under certain conditions. For example, the sys-
tem will not allow a direction change while in the retard
or propulsion without passing through the nomo, or
no motion state. The software does, however, allow
transition among the three retard states when in
retard, these states being retarding, retard speed
control and overspeed. These transitions are
allowed because, once the contactors are in the retard
position, no other contactor changes are necessary.
NOTE: The term nomo is a state which is entered
at a truck speed of 0.30 mph or less.
Propulsion
As part of the total software package, a particular
group of regulatory software commands is included
called a state machine. The state machine controls
the various operating functions of truck operation.
The software implements the state machine by keep-
ing track of which state the truck is in, and which
state the truck is allowed to move into if the operator
requests a different mode of operation.
For example, assume the operator has turned the
key switch On to start the control system software,
and then starts the engine. When the accelerator
pedal is pressed to request contactor sequence and
excitation, the state machine enforces a sequence of
actions.
First, the software initializes the system. This
includes ensuring that the contactors are all posi-
tioned correctly. (Initialization takes about 8 seconds
after control power has been applied to the 17FL275
panel.)
Then, when the initialization is completed, the state
becomes the nomo, or no motion, state. No pro-
pulsion or braking contactors are picked up.
Next, the state machine enters the into accelerate
state. This state can only be entered if there are no
restriction flags set in the software such as brake
(service or park), ACCINH, DUMPBS, NAFLT, or
GNDFLT. In this state, contactor sequence is initi-
ated. If all contactors necessary for acceleration are
in their correct positions, then the state machine
enters the accelerate state. If the contactor
sequence does not complete successfully, then a
fault, NAFLT, prohibiting acceleration is tripped.
When the state machine enters the accelerate
state, firing commands can be issued. Firing com-
mands are based on operator request and truck volt
and amp feedbacks. They are used to generate a
pulse burst firing signal from the CPU. The Alternator
is thus excited, generating electrical power (horse-
power) to the wheelmotors which will drive the truck
forward or backward, depending on the position of
the selector switch.
Retarding
When the operator presses the retard pedal, acceler-
ation is canceled and the propulsion contactors are
dropped out. The state machine enters the coast
state and then the into retarding state. It remains
in this state until all of the contactors necessary for
retarding are in the correct position.
The state machine then enters the retard state. Fir-
ing pulses are issued to the static exciters based on
operator request and on various system feedbacks.
2-DIGIT DISPLAY PANEL
The 2-Digit Display panel (Figure 2-1.), located in the
control cabinet, consists of the following:
Two-digit event number display,
First LED
Last LED
Previous (up arrow) search key
Next (down arrow) search key
Reset key
Under normal operation, with no events having been
recorded, the 2-Digit Display Panel will display only
two zeros (00). The first LED and the last LED will
be dark (not illuminated). The previous and next
search keys will be illuminated (green). The reset
key will also be illuminated (red).
NOTE: The terms event and fault are used
interchangeably to indicate a system occurrence
which has been recorded into memory. The system
recognizes each as an event, that is, a fault is
nothing more to the system than an event. Some
events (or faults) result in restrictions being placed
on truck operation. Therefore, when discussing a
fault situation, the term fault seems more
appropriate and less confusing.
The Coded Number
The 2-Digit Display panel displays a coded two digit
number. This number indicates certain data stored in
the memory of the CPU card regarding the recent
operating history of the truck's propulsion and control
systems. Refer to Table I for a description of the two
digit code numbers ranging from 00 to 99.
If an active fault condition exists, in which a fault has
not been locked out or reset, the corresponding fault
number will appear on the display. For example, if the
P1 contactor is out of position, a number thirteen (13)
will be displayed. By referring to Table I, you can
quickly determine that a 13 refers to P1 contactor.
Troubleshooting tips are provided for isolating the
cause of the fault.
If another fault were to occur, such as the RP1 feed-
back indicating that RP1 contactor is in the wrong
position, a number seventeen (17) would be dis-
played. Referring to Table I, you could see that a
problem exists with the RP1 contactor. You can also
see that the last LED is illuminated and the first
LED is extinguished. This means that event 17 is the
last one stored in the 2-Digit Display. To view the first
event, simply press the previous search key (up
arrow).
If the first event were being displayed, the first LED
would be illuminated and the last LED would be off.
This indicated that the event being displayed is the
first one in the CPU memory and that there are addi-
tional events to be displayed. To view the last event,
press the next search key (down arrow).
Once a fault has been serviced, press the reset key
and the event will be reset. If the problem has not
been corrected, the fault will be relogged the next
time it occurs.
NOTE: Resetting the fault from the 2-Digit Display
does not remove the event from the CPU memory on
the FB101 card in the FL275 panel. This can only be
done using the Portable Test Unit (PTU).
Events
This panel provides a variety of operational and fault
codes which electronically document certain system
events. For this reason, these codes are referred to
as event codes.
The diagnostic system on the CPU card stores up to
500 events. If more are encountered after the stor-
age is full, the system will purge the oldest event to
make room for the newest event. It will then record
the fact that this purge has occurred.
Stored events can only be removed from the system
using the PTU, or by being purged by the system
when new events occur after the storage is full.
When an event is reported, the system records the
time and date, as well as the event's code, subcode,
and 2 floating point values. This data, besides the
time and date, are determined by the section of soft-
ware reporting the event. This data is stored in the
computer's memory and the event code is dis-
played on the 2-Digit Display panel.
FIGURE 2-1. 2-DIGIT DISPLAY PANEL
Frames
Every few seconds the system also collects frames
which are bits of time. The time duration of each
frame is set using the PTU, in increments of 0.01
seconds. Frames are collected right after all of the
systems' input/output functions (events) are com-
plete, as a record of system function at the time of
the event.
Each frame contains 40 floating point values, all digi-
tal input and output values, the state machine's cur-
rent state at the time of the event.
Each time an event is reported, a frame (known as
the trigger frame) is kept for that event until the event
is erased.
Windows
Some events may also have frame windows - a col-
lection of 51 frames, that is, all the frames that occur
for 40 frames before the event, a frame at the event,
and 10 frames after the event.
The system will save each event window for the first
16 events that are qualified to have windows. They
will be saved until the event is erased. After 16 win-
dows are stored, no additional windows can be
stored.
System Categories
All of the possible events which can occur have been
programmed to fall into eight different categories, to
enable the system to respond correctly. They are:
Active Events Count
This is the current number of events of this type
which are active, i.e., which may affect truck
operation.
Decay Active Events Count Time
This is the time in seconds which specified the
rate at which the Active Events Count decays,
allowing a certain number of events to occur
normally over a given time frame without
affecting truck operation.
Lockout DOS Limit
This controls how often a truck operator may
reset the operating restrictions caused by an
event type, using the Dump Override Switch
(DOS) switch in the cab.
If the Active Events Count is equal to the Lock-
out DOS Limit for a given type, the Override
switch (DOS) will have no effect on operating
restrictions caused by that event. The Active
Events Count (for that type) will not be decayed
by the Decay Active Events Count
Running Count
This is the total count of all events of this type
seen since Running Count was last cleared by
the PTU.
Life Count
This is the total count of all events of this type
ever recorded. The maximum number which
can be recorded is 4,294,967,295. When this
number is reached, the count will roll over.
Accept Limit
This is the number of events of this type that will
be recorded by the system. See the discussion
under Limits On Resetting Faults.
Window Captures Allowed Limit
This tells how many windows will be captured
for events of this type, subject to space restric-
tions. When the window capture limit is
exceeded, only a single frame of data is saved.
Window Captures Count
This is the count of windows saved for this
event type. This value is incremented by 1 each
time a window is saved for this event type. It is
decremented or cleared when events are
cleared by the PTU.
Limits On Resetting Faults
In the fault system, there are three limits associated
with resetting faults:
Accept limit (accept_limit)
This is the limit on the number of faults which
may be stored. When the limit of a given fault is
exceeded, the oldest event of this type recorded
without a window will be replaced with the
new event, it will not be overwritten. The system
does not allow events with windows to be over-
written. If the oldest event has a window, the
oldest non-window event will be overwritten.
Lockout limit (lockout_limit)
This is the limit on the number of faults which
may occur until the cab Override switch (DOS)
will no longer clear the restriction. For example,
a GF contactor fault, (code 10) has a lockout
limit of three. Every time this fault occurs, a no
acceleration restriction is placed on the propul-
sion system.
When the first and second GF contactor faults
occur, the driver may bring the truck to a stop
and depress the Override switch. This will clear
the restriction and allow acceleration. On the
third occurrence of the GF contactor fault within
the decay time however, the Override switch will
not remove the no-acceleration. Rather, the
RESET button on the 2-Digit Display must be
pressed, then the driver can clear the no_accel
restriction with the Override switch.
Decay time (decay_time)
Decay time is associated with lockout-limit.
The active lockout count is decayed by one
count every decay-time period. If the driver gets
two GF contactor faults in an hour, then the third
(at least one hour after the first GF contactor
fault), he will be able to clear the third fault with
the Override switch because the oldest of the
two has decayed the lockout count to one.
There are still three data packs of GF contactor
fault information in the CPU, however. If the
driver gets three GF contactor faults in one
hour, the 2-Digit Display reset is required to
decay the active lockout count.
Na Faults
Some events, called Acceleration Inhibit faults, pro-
hibit the truck from accelerating. When an acc-inh
fault is reported, a traction system warning message
will appear on the Overhead Display on HMS
equipped trucks or the SYSFLT light will light in the
cab of non-HMS trucks, and acceleration will be pro-
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.
When reset via the 2-Digit Display RESET button,
the Override switch must be depressed next in order
to remove the fault restriction.
Event Sequence
The 2-Digit Display shows the event code numbers
for all event types which have Active Event Counts
greater than 0. The event types for which this is true
are presented in the order in which the events have
been reported. An event appears in the list once for
each count in Active Event Counts, again in the order
in which the events were reported.
A technician may use the up and down arrow keys
on the Two-Digit Display to scroll through the list. The
first and last lights will indicate the beginning and
end of the list.
Resetting Events
When the RESET button on the 2-Digit Display is
pressed while displaying an event code, that one
specific event code is reset, and the active event
count is reduced by one. If the event occurred sev-
eral times, each one must be displayed and reset to
get the active event count to zero for that event type.
If event types have Active Event Counts equal to
Lockout Override switch (DOS) limit values, any
acceleration inhibit restriction is removed when the
event is reset and then the Override switch (DOS) is
depressed.
Event Descriptions
Refer to Table I for a listing of all of the possible
events, what restrictions (if any) would apply, and the
definition of each type. Troubleshooting tips are also
provided.
Subcode Descriptions
Subcodes can only be viewed using the PTU to read
stored events. Subcodes provide additional informa-
tion for the following event code numbers: 30, 32, 33
and 37. Refer to Table II for a listing of subcodes.
NOTE: The information listed under Event Values provides additional detail for each event and is described as
follows:
Decay Time . . . . . . . . . How long events are held in active count memory (in seconds).
Lock Limit . . . . . . . . . . Operator cab reset is disabled when lock limit is reached within decay time.
Acceptable Limit: . . . . . Maximum number of occurrences of an event code which can be recorded in FL275.
Window Limit: . . . . . . . Maximum number of an event with 51 frame windows.
2-DIGIT DISPLAY PANEL CODES
TABLE I. TWO-DIGIT DISPLAY PANEL CODES
EVENT
CODE
EVENT
DESCRIPTION
EVENT RESTRICTION
DETECTION
INFORMATION
EVENT VALUES
Decay
Time
Lock
Limit
Accept
Limit
Window
Limit
00
Reset All
(no events dis-
played)
None Used to reset all events
01
Low level ground
fault
System Event
In ACCEL: Shut down truck
and turn on SYSFLT light.
In RETARD: Turn on SYSFLT
light only.
A ground fault is detected if
leakage current to ground
(truck chassis) exceeds 114
ma.There is a 0.2 second
delay on shutdown. In the
following order, check for:
Moisture in motors, grids,
power cables, motor flash,
insulation failure in power
circuit, defective FB102/140
card.
1800 5 20 5
02
High level ground
fault
System Event
light only.
A ground fault is detected if
leakage current to ground
(truck chassis) exceeds 400
ma.There is a 0.05 second
delay on shutdown. Same
checks as No. 01.
N/A 1 1 1
08
Pedal Accel
System Event
In ACCEL: Shut down truck &
turn on SYSFLT light.
light only.
Incorrect accelerator output. 3600 3 10 2
09
Pedal Retard
System Event
In ACCEL: Shut down truck &
light only.
Incorrect retard pedal out-
put.
3600 3 10 2
10
GF Contactor
System Event
light only.
GF Contactor command and
feedback do not agree.In the
following order, Check for:
welded tips, blocked arma-
ture, defective coil or posi-
tion sensor, loose wiring
connections, mechanical
obstruction, defective FB104
card.
3600 3 10 2
11
GFR Relay
System Event
light only.
GFR Relay command and
feedback do not agree.
Check for: Same as No. 10.
N/A 1 20 5
TABLE I. TWO-DIGIT DISPLAY PANEL CODES (Cont.)
EVENT
CODE
EVENT
DESCRIPTION
EVENT RESTRICTION
DETECTION
INFORMATION
EVENT VALUES
Decay
Time
Lock
Limit
Accept
Limit
Window
Limit
12 MF Contactor
System Event
light only.
MF Contactor command and
3600 3 10 2
13 P1 Contactor
System Event
light only.
P1 Contactor command and
3600 3 10 2
14 P2 Contactor
System Event
light only.
P2 Contactor command and
3600 3 10 2
17 RP1 Contactor
System Event
In ACCEL: No propel and
light only.
RP1 Contactor command
and feedback do not agree.
3600 3 10 2
18 RP2 Contactor
System Event
light only.
3600 3 10 2
19 RP3 Contactor
System Event
light only.
3600 3 10 2
20 RP4 Contactor
System Event
light only.
3600 3 10 2
21 RP5 Contactor
System Event
light only.
3600 3 10 2
22 RP6 Contactor
System Event
light only.
3600 3 10 2
23 RP7 Contactor
System Event
light only.
3600 3 10 2
EVENT
CODE
EVENT
DESCRIPTION
EVENT RESTRICTION
DETECTION
INFORMATION
EVENT VALUES
Decay
Time
Lock
Limit
Accept
Limit
Window
Limit
24 RP8 Contactor
System Event
In RETARD: Turn on SYS-
FLT light only.
3600 3 10 2
25 RP9 Contactor
System Event
FLT light only.
3600 3 10 2
26 Forward Coil
System Event
FLT light only.
Forward position of reverser
command and feedback do
not agree.
Check For: Same as No.10.
3600 3 10 4
27 Reverse Coil
System Event
FLT light only.
Reverse position of reverser
command and feedback do
not agree.
Check For: Same as No.10.
3600 3 10 4
28
Forward/Reverse
Call
System Event
FLT light only.
Forward & reverse direction
both called for at same time.
3600 3 10 4
30
Analog Output
(See Subcodes)
Recorded in memory only
No truck shutdown.
Analog input exceeds 10V
for .05 seconds. Software
error, bad FB101 or FB102/
140 card.Check subcodes
(Table II) with PTU for more
detail.
N/A N/A 5 0
31 Frequency Output
Recorded in memory only.
No truck shutdown.
Engine RPM signal <500 or
>2300.
N/A N/A 5 0
32
Analog Input
(See Subcodes)
No truck shutdown.
Software error.
Bad 101 or 102/140 card.
Check subcodes (Table II)
with PTU for more detail.
N/A N/A 5 1
33
Frequency Input
(See Subcodes)
No truck shutdown.
Same checks as No., 30.
N/A N/A 5 0
37
Hardware Startup
(See Subcodes)
Recorded in memory only
No truck shutdown.
Check for defective FB101
card.
1800 3 5 1
45 Diode Fault
System Event
FLT light only.
Ripple current in alternator
field circuit exceeds a pre-
set value. Indicates shorted
diodes in main rectifier.
Check diodes, wiring
between FDP and FL275
panel. Defective FDP or
FB103 card.
N/A 1 4 2
EVENT
CODE
EVENT
DESCRIPTION
EVENT RESTRICTION
DETECTION
INFORMATION
EVENT VALUES
Decay
Time
Lock
Limit
Accept
Limit
Window
Limit
46
Motor 1
Overcurrent
System Event
FLT light only.
Current in Motor 1 armature
exceeds limits for a preset
time. Limit is a function of
being in retard or accelera-
tion.
3600 3 10 2
47
Motor 2
Overcurrent
System Event
FLT light only.
Current in Motor 2 armature
exceeds limits for a preset
time. Limit is a function of
being in retard or accelera-
tion.
3600 3 10 2
48 Motor Field Fault
System Event
FLT light only.
Motor field current not in cor-
rect proportion with motor
armature current.
Check for defective shunt,
Iso-amp, wiring, FB102/140
card.
3600 3 10 4
49
Motor Field
Overcurrent
System Event
FLT light only.
Current in motor fields
exceeds limits. Limit is a
function of being in retard or
acceleration.
3600 3 10 4
50 Motor Stall
System Event (in ACCEL
only)
FLT light only.
Motors stalled with motor
current above 1000 amps,
inverse time function. Could
be caused by overloaded
truck, grade or rolling resis-
tance too high.
Check for defective speed
sensors, shunts, Iso-amps,
wiring, FB102/140 card.
3600 3 10 2
51 Motor Spin
System Event
FLT light only.
One motor stuck, the other
spinning for longer than 10
seconds with motor current
>100A.
3600 3 10 4
52
Alternator
Tertiary
Overcurrent
System Event
FLT light only.
Current in alternator field ter-
tiary windings exceeds lim-
its for a preset time.
Check for shorted diodes or
SCRs in AFSE.
N/A 1 4 2
53
Motor Tertiary
Overcurrent
System Event
FLT light only.
Current in motor field tertiary
windings exceeds limits for a
preset time. Check for
shorted diodes or SCRs in
MFSE. Check for low engine
rpm in retarding.
N/A 1 4 2
EVENT
CODE
EVENT
DESCRIPTION
EVENT RESTRICTION
DETECTION
INFORMATION
EVENT VALUES
Decay
Time
Lock
Limit
Accept
Limit
Window
Limit
54 +15 Power
System Event
light only.
Out of limit (1V) for 4 sec-
onds
Check for battery volts below
20V, excessive load on sup-
ply (Iso-amps or VMM),
defective FB100 card.
3600 3 10 2
55 -15 Power
System Event
light only.
onds.
3600 3 10 2
56 +19 Power
System Event
light only.
onds.
3600 3 10 2
57 Motor Polarity
System Event
light only.
Motor 1 and motor 2 opposite
polarity.
Check for: Loose shunt wir-
ing, cabling to motors or
shunts, defective FB102/140
card.
3600 3 10 2
59
PTU Configura-
tion
System Event
light only.
PTU configuration inputs are
inconsistent.
3600 1 4 2
61
Retard Grid 1 Fail-
ure
System Event
light only.
M1 amps less than 20 and
M2 amps greater than 500
for 5 seconds.
Check for loose cabling to
grids, RP contactors. Inspect
grids for damage, foreign
objects.
3600 2 10 2
62
Retard Grid 2 Fail-
ure
System Event
light only.
M1 amps greater than 500
and M2 amps less than 20
for 5 seconds.
Check for loose cabling to
grids, RP contactors. Inspect
grids for damage, or foreign
objects.
3600N 2 10 2
63
Low Axle Box
Pressure
If BPS does not pick up in
101 seconds (or time set on
Truck Specifics Screen).
Turn on light and buzzer.
Axle box air pressure not
sensed with engine above
1550 rpm.
Check for: Leaking air ducts,
open axle box door, leaking
door gasket, defective BPS
switch or FB103 card.
N/A N/A 10 0
64
Motor 1 Over
Temperature
Turn On Motor Light
Motor 1 is over a 220C tem-
perature limit.
Check for: Excessive load or
duty cycle, lack of cooling air.
N/A N/A 10 0
EVENT
CODE
EVENT
DESCRIPTION
EVENT RESTRICTION
DETECTION
INFORMATION
EVENT VALUES
Decay
Time
Lock
Limit
Accept
Limit
Window
Limit
65
Motor 2 Over
Temperature
Turn On Motor Light.
Motor 2 is over 220C tem-
perature limit.
N/A N/A 10 0
66
Overspeed
Retarding
Apply maximum retard level
to reduce speed below over-
speed point.
Vehicle speed exceeds pre-
set limit.
N/A N/A 50 0
67
Speed Retard
Exceeded
Vehicle speed exceeds pre-
set limit.
N/A N/A 10 1
68
Retard
Overcurrent
Retard current level
exceeded.
Check for: Defective shunt,
Iso-amp or FB102/140 card.
N/a N/A 25 1
69 Horsepower Low Recorded in memory only. Engine low on horsepower. N/A N/A 25 1
70
Horsepower Limit
Exceeded
Engine horsepower limit
exceeded.
N/A N/A 10 1
71
Engine Over-
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.
72
*Oil Pressure
Warning
Recorded in memory.
Turn On ENGSERV Light.
Engine oil pressure in warn-
ing zone.
Check engine, pressure sen-
sor or FB102/140 card.
N/A N/A 10 1
73
*Oil Pressure
Shutdown
Recorded in memory.
Turn On ENGSDWN Light.
Engine oil pressure in shut-
down zone.
N/A N/A 10 1
74
*Coolant Pressure
Warning
Recorded in memory.
Engine coolant pressure in
warning zone.
N/A N/A 10 1
75
*Coolant Pressure
Warning
Recorded in memory.
Engine coolant pressure in
shutdown zone.
N/A N/A 10 1
76
*Crankcase Over-
pressure
Recorded in memory.
Engine crankcase overpres-
sure.
N/A N/A 10 1
77
*Coolant Over
Temperature
Recorded in memory.
Engine coolant temperature
in warning zone.
N/A N/A 10 1
TABLE I. 2-DIGIT DISPLAY PANEL CODES (Cont.)
EVENT
CODE
EVENT
DESCRIPTION
EVENT RESTRICTION
DETECTION
INFORMATION
EVENT VALUES
Decay
Time
Lock
Limit
Accept
Limit
Window
Limit
78 Engine Service
Recorded in memory.
Engine Warning. Service
ASAP.
N/A N/A 10 1
79 Engine Shutdown
Recorded in memory. Turn
On ENGSDWN Light. Will
inhibit propulsion after a 0.5
second delay and will con-
tinue to inhibit as long as
Engine Shutdown Light is lit.
Shutdown the engine ASAP. N/A N/A 10 1
80
Engine Speed
Retard
Recorded in memory.
Engine speed less than 1500
rpm measured 4 seconds
after high idle command
when going into retard on
non-Fuel Saver trucks.
Check engine control.
N/A N/A 10 1
81
Motor 1 Voltage
Limit Exceeded
Reduce alternator excitation
to below voltage limit.
Motor 1 over voltage limit.
Check for defective VMM1,
VMM2, or FB101/144 card.
N/A N/A 10 1
82
Motor 2 Voltage
Limited Exceeded
Reduce alternator excitation
to below voltage limit.
Motor 2 over voltage limit.
Check for defective VMM1,
VMM2, or FB101/144 card.
N/A N/A 10 1
83
Alternator Field
Current Level
Alternator field current slow
to decay.
Check for: Defective shunt,
Iso-amp, or FB102/140 card.
N/A N/A 10 1
88 Lamp Test None.
Lamp test in progress. Not a
true event. Not logged.
90 Battery Volts Low Recorded in memory only.
Battery volts low. Less than
21 volts for 4 seconds and
engine speed greater than
600 rpm.
Check for: Check 24V alter-
nator or batteries.
N/A N/A 10 1
91 Battery Volts High Recorded in memory only.
Battery volts high. Greater
than 32 volts for 4 seconds.
Check 24V alternator regula-
tor.
N/A N/A 10 1
92
Bad Engine
Sensor
Engine sensor output outside
normal range.
Check sensor and wiring.
N/A N/A 10 3
98 Data Store Recorded in memory.
Indicates a data snapshot
has been initiated by manual
means.
N/A N/A 11 10
99 Software Recorded in memory.
Software problem. Reload
software, reconfigure truck.
Check for defective FB101
card.
1800 3 5 1
TABLE II. TWO-DIGIT DISPLAY PANEL SUBCODES
PRIMARY
CODE
No.
SUBCODE
No.
TERM DESCRIPTION
ANALOG OUTPUT
30:
54 AF_CURR_REF D/A Commanded to output >10 volts for over 0.05 seconds
55 MF_CURR_REF D/A Commanded to output >10 volts for over 0.05 seconds
56 BRKBLV D/A Commanded to output >10 volts for over 0.05 seconds
57 ENGRPMCMD D/A Commanded to output >10 volts for over 0.05 seconds
61 SIG1 D/A Commanded to output >10 volts for over 0.05 seconds
ANALOG INPUT
32:
18 GND A/D Scaled output >16 or <-16 for 0.02 seconds
19 GAINCHK A/D Scaled output >1675 or <-1600 for 0.02 seconds
20 GROUND_FAULT A/D Scaled output >523 or <-523 for 0.3 seconds
21 M1_AMPS A/D Scaled output >3500 or <-3500 for 1.0 second
22 M2_AMPS A/D Scaled output >3500 or <-3500 for 1.0 second
23 MF_AMPS A/D Scaled output >1500 or <-1500 for 1.0 second
24 ALT_F_AMPS A/D Scaled output >800 or <-30 for 0.5 seconds
25 ENGHPCUT A/D Scaled output >4.95 or <-4.95 for 1.0 second
26 SRS A/D Scaled output >23 or <-1 for 1.0 second
27 RPINHI A/D Scaled output >23 or <-1 for 1.0 second
28 ALTFVOLT A/D Scaled output >1000 or <-25 for 1.0 second
29 ALT_OUT_VOLT A/D Scaled output >2250 or <-50 for 1.0 second
30 M2_VOLTS A/D Scaled output >1200 or <-1200 for 1.0 second
31 APINHI A/D Scaled output >25 or <-1.0 for 1.0 second
32 SVBE A/D Scaled output >5.2 or <-5.2 for 10.0 seconds
33 TMFSE A/D Scaled output >5.2 or <-5.2 for 10.0 seconds
34 ATOC A/D Scaled output >2400 or <-50 for 1.0 second
35 MTOC A/D Scaled output >2400 or <-50 for 1.0 second
36 M1TS A/D Scaled output >5.2 or <-5.2 for 10.0 seconds
37 M2TS A/D Scaled output >5.2 or <-5.2 for 10.0 seconds
38 TAFSE A/D Scaled output >5.0 or <0 for 1.0 second
39 PAYLOAD A/D Scaled output >10.0 or <0 for 1.0 second
40 COOLT A/D Scaled output >5.2 or <-5.2 for 10.0 seconds
41 COOLP A/D Scaled output >5.2 or <-5.2 for 10.0 seconds
42 CRANKP A/D Scaled output >5.2 or <-5.2 for 10.0 seconds
43 OILP A/D Scaled output >5.2 or <-5.2 for 10.0 seconds
TABLE II. TWO-DIGIT DISPLAY PANEL SUBCODES (Cont.)
PRIMARY
CODE
No.
SUBCODE
No.
TERM DESCRIPTION
ANALOG INPUT
32:
44 VOLTS_15P A/D Scaled output >16.5 or <13.5 for 0.1 seconds
45 VOLTS_15N A/D Scaled output >-13.5 or <-16.5 for 0.1 seconds
46 LO_BATT_VOLT A/D Scaled output <15.0 for 4.0 seconds
47 HI_BATT_VOLT A/D Scaled output >33.0 for 4.0 seconds
48 VOLTS_19P A/D Scaled output >20.9 OR <17.1 for 1.0 second
49 TAMB A/D Scaled output >5.2 or <-5.2 for 1.0 second
50 Undefined3 A/D Scaled output >5.2 or <-5.2 for 1.0 second
FREQUENCY INPUT
33:
51 ENG_SPD ENGSPD exceeds ENG_MAX_RPM =2400 RPM
52 M1_SPD MOTOR1SPD exceeds MTR_RPM_MAX =3000 RPM
53 M2_SPD MOTOR2SPD exceeds MTR_RPM_MAX =3000 RPM
HARDWARE STARTUP
37:
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
11
INTERRUPT OVER-
FLOW
Not enough real-time for master loop
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
PORTABLE TEST UNIT (PTU)
DESCRIPTION
The minimum requirements for the laptop computer
to be used for the PTU are as follows:
IBM compatible, portable PC
20 megabyte hard disk drive
3.5" floppy diskette drive
2 megabytes RAM
Serial Port & cable
Battery charger
A larger capacity hard disk, additional RAM, and a
spare battery pack are desirable.
Control software provided by GE and HAULPAK
on
3.5" floppy disks must be transferred to the PTU hard
disk drive prior to transferring the Control Program to
the truck.
All adjustments, setup procedures and diagnostic trou-
bleshooting of the truck's control system can be made
via this PTU. Most of the procedures are menu driven,
with function screens provided as part of the operating
software. Figure 2-2. illustrates the Main Menu which
appears when the software program opens. Figure 2-3
illustrates the menu tree showing the various screen
menus available from the main menu and the path
required to reach the next level sub-menu.
Sample PTU screens illustrated on the following pages
show menus and data screens as they appear in the
version 11, J uly 1994 STATEX III software release.
Earlier and later versions of the software may differ.
The information that follows is presented in the
sequence that it would most likely be used at a mine
site that was receiving new Statex III trucks or a mine
that was updating software from previous release
versions. It is assumed the technician is familiar with
the basic operation of a laptop computer.
OPERATIONAL HINTS
Here are a few things to remember about the use of
the PTU and software:
Some instructions in this manual call for the user to
type certain operating commands. These commands
are shown in a typewriter style type font within quota-
tion marks to indicate the characters to be typed from
the keyboard. The operating commands should be
typed in lower case letters. Do not type the quotation
marks when entering commands on the PTU. (Refer
to the chart below.)
Other operations require pressing an individual key
on the keyboard; these keys are shown in square
brackets. For example, if an operation requires
pressing the key labelled Enter, it will be shown as
[ENTER]. Keys shown as [F1] through [F10] refer to
the Function keys across the top of the keyboard.
Note that many portable computers require pressing
another key (usually labelled Fn) in conjunction with
each Function key.
Keep the PTU plugged into its charger
when possible to maintain a full charge on
the battery.
There is an indicator light on the PTU
which, when lit, indicates low battery power.
If this light should come on while using the
PTU, continue until you reach a convenient
break point. Return to the main menu and
turn off the PTU. Then, replace the battery
with a spare and continue.
If a spare battery pack is available, switch
the PTU battery occasionally to ensure that
both batteries are kept fully charged.
Battery life can be extended by fully
discharging and recharging every 3
months.
CONVENTION APPLIES TO: SAMPLE
Bold Type Menu & Screen Titles GE OHV STATEX III MENU
Quotation Marks Menu Selection Choice PTU TALK TO TRUCK
Typewriter Font in Quotes Command to be typed from keyboard gemenu
[Brackets] Keyboard Key to Press [ENTER], [CTRL], [ALT], [F1] etc.
SOFTWARE INSTALLATION
PREPARATION
There are four diskettes in a software code release.
The diskettes are labelled as follows:
Statex Utilities
Statex PTU Screens
Statex Object Code
Statex Configuration Code
Statex Object Code is code that is common to all
trucks.
Statex Configuration Code is code that is unique to
each truck.
When first received, they should all be installed in
numerical sequence. Once all diskettes of a release
have been installed, any single diskette may be
installed at any time.
The following instructions describe the procedures
for initial installation of the GE software on the PTU
or procedures to update the PTU with the latest ver-
sion software code. It is not necessary to connect the
PTU to the truck during software installation.
NOTE: To determine the latest version of software
code, contact your HAULPAK
Distributor. If new
code is required, the current diskettes can be
obtained.
Deleting Prior Software Versions
Software installation will require approximately 4
megabytes of disk space on the PTU hard disk. Prior
to performing the installation procedure (when disk
#1 is installed), a message will be displayed listing
the space required for software installation and the
actual space available on the hard disk. If insufficient
space is available, the installation procedure should
be aborted and unnecessary files should be deleted
until the required amount of space is available or the
installation procedure can be continued and an auto-
mated provision is available to delete older versions
of software code. The J une 1992 and later software
releases allow deletion of older versions of the soft-
ware previously installed on the PTU hard disk.
The installation program will sequentially display all
older versions of GE software code that may be
deleted, pausing to allow time to decide which (if any)
versions to delete. It is not necessary to delete older
versions of software, however if it will no longer be
used, the files should be deleted to recover disk
space.
WARNING! If older software versions are to be
deleted, statistical data, files, directories and
subdirectories used with the older version will be
deleted automatically!
Computer Boot File Editing
In some cases it may be necessary to modify the
DOS files AUTOEXEC.BAT and CONFIG.SYS to
allow the GE software to operate properly. These
files are normally located in the root directory of the
hard drive and are used by the PTU when it is initially
turned on.
At the end of diskette #1, the installation program will
pause to ask whether you will permit automatic edit-
ing of the AUTOEXEC.BAT and CONFIG.SYS files. If
automatic editing of these files is not permitted, the
installation program will display changes (if any)
which should be made but will not make the changes
for you. If changes are not allowed, the recom-
mended changes should be made by manually edit-
ing the AUTOEXEC.BAT and CONFIG.SYS after
completion of the GE software installation.
If permission was given to automatically edit the
AUTOEXEC.BAT and CONFIG.SYS files, the
changes will be made and displayed for viewing. The
original files will then be saved under the names
AUTOEXEC.BAK and CONFIG.BAK respectively.
The .BAK files are saved to the hard disk as backup
copies of the files prior to any changes being made. If
a problem should arise with the newly modified files,
the original AUTOEXEC.BAT and CONFIG.SYS files
can be restored by using DOS to delete the modified
files and then renaming the backup files from
AUTOEXEC.BAK to AUTOEXEC.BAT and CON-
FIG.BAK to CONFIG.SYS.
NOTE: Whenever changes are made to the
AUTOEXEC.BAT and CONFIG.SYS files, the PTU
must be re-booted for any changes to take effect.
The computer can be re-booted by simultaneously
pressing the [CTRL], [ALT] and [DEL] keys or by
turning the power switch Off and then On again.
SOFTWARE INSTALLATION ON PTU
Use the following procedure when initially installing
the GE software on the PTU hard drive or if updating
the current software to a new release version.
1. The computer must be at any DOS prompt prior
to installing the software.
2. Insert the #1 diskette into the computer diskette
drive.
3. If the floppy disk drive containing diskette #1 is
designated drive A, type a:installa and press
[ENTER] key. If the floppy disk drive containing
diskette #1 is designated drive B, type
b:installb and press [ENTER] key.
4. When all diskette #1 files have been copied to
the hard drive, a message to insert the next dis-
kette will appear on the screen.
5. Remove diskette #1, insert diskette #2 and
repeat step 3.
Before diskette #2 files are copied to the hard
disk, an option is presented to indicate which
serial port is to be used for communication with
the truck. If the PTU uses serial port #1, enter
the number 1 at the prompt. If the PTU uses
serial port number 2, enter the number 2 at the
prompt.
NOTE: Serial port #1 is normally used for
communication and should be chosen if uncertain. If
after software is installed and problems are
encountered in communicating with the truck, repeat
step 5 and select number 2 instead of 1.
6. Install the remaining software files on diskettes
#3 & #4 using the above procedures.
7. Reboot the PTU before opening the main
menu.
If a new version of software has just been installed
and truck configuration files have been created using
earlier software versions, refer to Configuration
(CFG) File Conversion which follows to update the
files for use with the new software release.
THE MAIN MENU
The main menu, titled GE OHV STATEX III MENU as
shown in Figure 2-2, illustrates the major selections
available. Note the software release date also
appears in the title. This menu is used to access all
other operating menus. Options on this menu are
selected by using the arrow keys or typing the first
letter of the name of the selection.
To view the main menu, turn the PTU power switch
on. After the PTU performs a self-test startup proce-
dure, the DOS C:>> prompt will appear.
Type gemenu and press the [ENTER] key. The
main menu will appear on the PTU screen.
The following identifies each of the options listed on
the main menu:
QUIT MENU
When selected, the PTU exits the GE software
and returns to the DOS C:>> prompt. When
the C:>> prompt appears, the PTU is function-
ing as a standard laptop computer.
PTU TALK TO TRUCK
Used to talk to the CPU (Central Processing
Unit) in the 17FL275 panel. All PTU/CPU com-
munication is done through this selection. To
enter this selection, a log-on with an appropriate
password is required and the serial communica-
tion cable should be attached.
VIEW PTU SAVED FILES
Used to examine the contents of saved event
files in the PTU. No password is required. Can
only be used to playback events already stored
n a filename.
LIST STAT DATA FILES
Used to examine the statistical data from a
truck's CPU which has been stored on the PTU.
TRUCK SETUP (CFG)
Used to edit or create CFG files. Refer to PRO-
GRAM TRUCK, for a procedure for download-
ing configuration files to the CPU in the
17FL275 panel.
SELECT TRUCK SETUP
Used to view the current list of configuration
files and to select a configuration file for down-
loading to the CPU. Refer to PROGRAMMING
TRUCK for additional information.
UPDATE CFG VERSION
Permits conversion of truck configurations from
older versions of software to be compatible with
newer versions without requiring retyping val-
ues for overspeed, serial numbers, etc.
NOTE: configuration files from versions prior to
March 1992 can not be converted. Older ver-
sions must be retyped.
CHANGE PTU PASSWORD
Used to set passwords which permit different
levels of access to the operating screens in the
software.
FIGURE 2-2. MAIN MENU
Software Release Date
FIGURE 2-3. PTU SOFTWARE MENU TREE
CONFIGURATION (CFG)
FILE CONVERSION
When new GE software code is installed on the PTU
to replace older versions of software, it will not con-
tain the existing truck configuration data (over-
speeds, serial numbers, option choices, etc.) already
in current truck files. Previously, you were required to
retype all of this information, one file for each truck
into newly created configuration files.
The Configuration Conversion Tool (UPDATE CFG
VERSION option on the main menu) eliminates the
need for any truck configuration data retyping. It will
convert this truck data from the existing August 1993
configuration files. If March 1992 CFG files are to be
used with the J uly 1994 release, it is necessary to
first convert the CFG files to the August 1994
release. The August 1994 CFG files can then be con-
verted for use with the J uly 1994 release.
NOTE: For the configuration conversion tool to work
properly, the OEM must have saved their OEM file in
both the \GEOHV\CFG\STXJ UL94 directory and the
\GEOHV\CFG\STXJ UL94\TRUCK directory on
diskette #4.
Conversion Procedure
Use the following procedure to convert configuration
files used with previous versions of software for use
in the current version:
Search for old CFG filenames:
1. Select the previous software version by typing
oldge at the DOS C:>> prompt.
2. Select TRUCK SETUP (CFG) from the GE
OHV STATEX III MENU and press [ENTER].
3. The cursor should be at number 1. Press
[ENTER]. The screen shown in Figure 2-4 is a
typical example. Make a list of the files listed on
your screen.
NOTE: Refer to Figure 2-5 for an explanation of the
elements of a GE file name. This information can be
used to determine the release version of files stored
on the PTU.
4. Exit back to the GEOHV STATEX III Menu, use
the arrow keys to highlight QUIT MENU and
press [ENTER] to return to DOS.
FIGURE 2-5. ELEMENTS OF A GE FILE NAME
FIGURE 2-4. CFG FILE CREATED IN EARLIER SOFTWARE RELEASE
5. Open the main menu for the current software
release by typing gemenu and press
[ENTER]. The main menu (Figure 2-3) should
appear. (Note the software release date in the
menu title.)
Convert old CFG files for new software:
6. Select UPDATE CFG VERSION by typing [u]
or move the cursor with the arrow keys and
press [ENTER]. The screen shown in Figure 2-6
will appear.
7. Note the screen shows a series of options
labelled F1 through F9, referring to the Func-
tion Keys [F1] through [F9] and provides a
description of each.
[F1] provides a Help Screen to assist you directly
on the screen.
[F2] names the new configuration file in column
NEWCFG with the old configuration file name in
column OLDCFG (only at the line where the
cursor is).
[F3] names the new configuration file with no
configuration file name.
[F4] creates a new configuration file with a new
configuration file name (only at the line where the
cursor is).
[F5] creates multiple configuration files with new
configuration file names for all files in the
NEWCFG column.
[F6] resets all new file names to their original
OLDCFG names.
[F7] sorts the old configuration files in the
NEWCFG column by file names.
[F8] sorts the old configuration files by their
extensions.
Note: The description of [F7] or [F8] will be
capitalized, depending on which sort has been used.
[F9] exits the Configuration Converter Tool and
returns to the GEOHV Main Menu.
8. Note in Figure 2-6 the four columns headed by
OLDCFG, OLDOEMCFG, NEWOEMCFG
and NEWCFG. These are described as fol-
lows:
Files listed under OLDCFG are the old truck
configuration files created by the mine using the
August 1993 software release which is displayed
for possible conversion.
Files listed under OLDOEMCFG are the old
OEM files created by HAULPAK
and given to
the mine to create the August 1993 configuration
files.
FIGURE 2-6. CONFIGURATION CONVERSION INITIAL SCREEN
Files listed under NEWOEMCFG are the new
OEM files created by HAULPAK
and given to
the mine for the current software release version
to create the new configuration files.
Files listed under NEWCFG are the names of
the new configuration files to be created by the
Configuration Conversion Tool. The cursor is
there, blinking in front of the first file name in the
last column to indicate that the computer is ready
to edit these file names. The numbers which
precede each column heading indicate the
number of different files listed.
9. Note equal (=) signs appear at the beginning
and the end of the first file name line, and fol-
lows the cursor up and down the list of files.
10. Using the RIGHT arrow key, move the cursor to
the right. The cursor will fall under the first letter
of the first file name in the last column. The UP,
DOWN and LEFT arrow keys are now ineffec-
tive. See Figure 2-7.
11. Type in the name for the new file over the old
name.
If an error is made in naming this file, the operation
can be cancelled any time before [ENTER] is
pressed by first pressing [ESC]. This returns the cur-
sor to its original starting position where it can once
again be moved with the arrow keys. A note to this
effect is displayed at the bottom of the screen.
The example shows the new file name to be TEST1
There is room for eight characters. If there are more
letters in the old name than in the new, simply erase
them using the space bar.
Note the asterisk (*) which appears in front of the
new name, and another asterisk appears in front of
the column heading when you begin typing. This
means the file name is being changed, but the file
has not yet been created. The asterisks disappear if
[ESC] is pressed to cancel the renaming operation.
12. After the new name has been typed in, press
[ENTER]. This records the new file name. Note
the cursor moves back to its starting position at
the left of the file name asterisk.
This operation can be cancelled, even after [ENTER]
has been pressed by pressing [F6]. This resets the
file back to its original name.
FIGURE 2-7. TYPING IN NEW FILE NAME IN COLUMN FOUR
13. Press [F4] to create the new file. The mine data
from the file in the first column is copied and put
into the OEM file in the third column to create
the name you entered in the fourth column. See
Figure 2-8. Note that both asterisks (*) have
changed to plus signs (+), indicating the file has
been created and copied to the hard disk.
14. Use the DOWN arrow to move the cursor to the
next file name. Note the equal (=) signs move
with the cursor.
15. Use the RIGHT arrow key and move the cursor
to the right.
16. Type in the new file name.
17. Press [ENTER]. The example in Figure 2-9
shows the new file name to be TEST2.
18. Use the DOWN arrow key and move the cursor
to the next file name.
19. Move the cursor to the right to position the cur-
sor on the name.
FIGURE 2-8. NEW FILE NAME CREATED AFTER F4 IS PRESSED
FIGURE 2-9. TEST2 FILE NAME TYPED IN
20. Type in the new file name (TEST3) and press
[ENTER].
Note an asterisk appears in front of both
TEST2 and TEST3, indicating the names
have been changed but the files have not yet
been created.
21. You can now press [F5] to create all new files at
once. See Figure 2-10.
a. Note the screen prompts you to make a deci-
sion; (O) for Overwrite the file name, (S)
for Skip creation of the noted file & continue
with the remaining files, (A) for Abort cre-
ation of any new files. This is because the
[F5] key tries to create all of the new files,
and the first file has already been created.
The computer is looking at the first file and
is asking which of these three options to
apply. Since the first file has already been
created, the correct option is (S) for Skip &
continue.
NOTE: This feature can be used to change a file
name which was already created by selecting (O),
or abort the last changes made by selecting (A).
22. Press [S]. Note the computer went directly to
the second file and created it, and went on to
the third file and created it. Note also that all
asterisks (*) are now changed to plus signs (+).
23. Press [F9] or [ESC] to exit this screen and
return to the GE OHV STATEX III MENU.
24. Select TRUCK SETUP (CFG) and press
[ENTER].
25. Select No. [1] to view the current truck configu-
rations on file. The sample screen shown in Fig-
ure 2-11 will appear. Note that the three new
configuration files are listed and are available
for use. These new files contain the latest
release of GE software and all of the truck con-
figuration data from the previous files.
FIGURE 2-10. CONVERTING REMAINING FILES
FIGURE 2-11. CONVERTED TRUCK CONFIGURATION FILE LIST
STATEX CONFIGURATION FILES
Truck Configuration files must be properly setup and
the correct file selected prior to programming the
FB101 card in the FL275 Panel.
The following examples illustrate the various selec-
tions available from the TRUCK SETUP CONFIGU-
RATION MINE MENU and the procedure required to
create and save a configuration file for a specific
truck.
1. Turn on the PTU. When the DOS C:>> prompt
appears, type gemenu and press [ENTER].
2. With the GE OHV STATEX III MENU displayed,
use the arrow keys to move the cursor to
TRUCK SETUP (CFG) and press [ENTER].
The TRUCK SETUP CONFIGURATION MINE
MENU shown in Figure 2-12 will appear.
3. The first line under the heading indicates the
number of configuration files stored on the PTU
(hard drive) source directory shown in the sec-
ond (A) line. The example in Figure 2-12 lists
one configuration file stored in the directory
named C:\GEOHV\CFG\STXJ UL94\TRUCK.
Each time a new configuration file is created and
saved it will be added to the list of files available and
the number of STATEX truck configurations will
increase.
A) Source Directory: . . .
When the TRUCK SETUP CONFIGURATION MINE
MENU first appears, a default source directory used
to store truck configuration files will appear in line A).
In some cases it may be beneficial to create other
directories for storing truck configuration files. For
example, a mine operating several models of trucks
may prefer to create directories named 510E,
685E, and 830E to separate configuration files.
NOTE: If additional directories as described above
are desired, the new directories MUST be created
using DOS, prior to using the GE software.
If configuration files are to be retrieved from a differ-
ent directory, use the following procedure:
1. Move the cursor to line A) and press [ENTER].
2. With the cursor on A, type in the full DOS path
name of the alternate directory used to store
configuration files. Press [ENTER].
3. The alternate directory name will appear and the
number of configuration files stored in the alter-
nate directory will be displayed above line A).
If all configuration files are stored in the default direc-
tory that appears when the TRUCK SETUP CON-
FIGURATION MINE MENU appears, no change to
line A) is necessary.
FIGURE 2-12. TRUCK CONFIGURATION FILE MAIN MENU
0) Select A Truck Configuration . . .
NOTE: A truck configuration must be selected before
menu choices 1 through 8 can be used.
1. With the TRUCK SETUP CONFIGURATION
MINE MENU displayed, press [0] or move the
cursor to 0) and press [ENTER] to select
Select a truck configuration, . . ..
2. A listing of the configuration files stored in the
source directory (line A), will appear as shown
in Figure 2-13.
NOTE: Normally, the display would show the base
configuration that was provided by the OEM, to
define the specific truck model options plus a
configuration that was made by the mine specifically
for each truck. In the examples that follow, it will be
assumed the single file listed in Figure 2-13 is the
OEM configuration file provided by HAULPAK
and
the following procedures will create a configuration
file for a specific truck.
3. Note that across the bottom of the screen six
different file list sort options are available.
1 =DOS file name
2 =DOS filename.extension
3 =Truck ID
4 =Date that the file was created
5 =GE file name
6 =GE filename.extension
DEL = Choosing delete will prompt for a Y/N
input to delete the selected file or not.
When many files are listed, it is helpful to sort the file
names in a different order from what they appear. For
example, to sort the files by truck ID, press the [3]
key. If the Delete key [DEL] is chosen, the file next to
the cursor will be deleted after the prompt appears
and [Y] is chosen. If the file should not be deleted,
press [N] to return the cursor to the file list.
When many files are listed, [Page Up] and [Page
Down] keys help move the cursor around the screen
faster. Otherwise use the UP arrow and DOWN
arrow keys.
4. Move the cursor to the desired configuration
and press [ENTER] to select the filename and
return to the TRUCK CONFIGURATION MINE
MENU.
NOTE: Press [ESCAPE] if leaving the screen without
making a selection.
The sample file X11HBTAC.214 will then appear in
line 0) of the TRUCK SETUP CONFIGURATION
MINE MENU.
FIGURE 2-13. TRUCK CONFIGURATION FILE SELECTION SCREEN
1) View Truck Configuration: Data Curves . . .
NOTE: The following screens are view only. No
changes can be made.
1. With the sample configuration file selected and
displayed at the end of line 0) of the TRUCK
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. Press any key to view the second screen:
TRUCK CONFIGURATION DATA CURVES
SCREEN. An example of the data curves is pro-
vided in Figure 2-15.
3. Press any key to return to the TRUCK CON-
FIGURATION MINE MENU.
FIGURE 2-14. TRUCK CONFIGURATIONS SCREEN
(Sample 830E Information)
FIGURE 2-15. DATA CURVES SCREEN
(Sample 830E Information)
2) Change/View Serial and Model Numbers . . .
1. Use the down arrow key to move the cursor to
the menu position CHANGE/VIEW SERIAL
AND MODEL NUMBERS SCREEN, or press
[2]. All of the major component serial numbers
will be displayed, or serial number information
can be typed in. Refer to the screen shown in
Figure 2-16. If a serial number is changed, an
asterisk (*) will appear next to it.
2. To insert new serial numbers, move the cursor
to the desired location, type in the information,
and press [ENTER]. When finished entering
serial numbers, exit the screen by moving the
cursor to the leave truck serial numbers
screen selection and press [ENTER].
3) View OEM Options
NOTE: The options on this screen can be changed
only by the manufacturer.
1. Use the Down arrow to move the cursor to the
menu position VIEW OEM OPTIONS and
press [ENTER], or press [3]. The screen shown
in Figure 2-17 will appear.
2. Several codes are used to indicate the status of
various options and equipment.
The Y, N, and X codes are described as follows:
Y =OEM has selected YES
N =OEM has selected NO
X =Not available to OEM
FIGURE 2-16. TRUCK COMPONENT SERIAL NUMBERS SCREEN
FIGURE 2-17. OPTIONS ENTRY SCREEN (VIEW ONLY)
The following list defines each option:
a. GE engine control
Y: Fuel Saver option is installed. The
engine, accelerator, and retard pedals
interface with the FL275 panel.
N: Accelerator and retard pedals interfaced
with ACC/RET panel.
b. Engine Status (Voltage signal from engine
system fault which inhibits propel):
Y: 0 v trip
N: 28 v trip
NOTE: Y is used for DDEC and MTU engine system
interface for Engine Service and Engine Shutdown
digital inputs.
c. Engine crankcase pressure sensor installed
Y: Analog engine crankcase pressure
sensor has been installed on the engine.
N: Pressure sensor not installed.
d. Engine coolant temperature sensor installed
Y: Engine coolant temperature sensor has
been installed on the engine.
N: Temperature sensor not installed.
e. Engine coolant pressure sensor installed
Y: Analog engine coolant pressure sensor
has been installed on the engine.
f. Engine oil pressure sensor installed
Y: Analog engine oil pressure sensor has
been installed on the engine.
g. APS (Accelerator Pedal Switch) accel inhibit:
Y: 28 v at the accinh digital input will inhibit
acceleration.
N: 0 v at the accinh digital input will inhibit
acceleration.
h. Two speed overspeed system installed
Y: Loaded/empty load weighing system is
operating on the truck.
N: System not installed on the truck.
i. Optional motor 1 temperature sensor
installed
Y: Motor 1 temperature sensor option is
installed.
j. Optional motor 2 temperature sensor
installed
Y: Motor 2 temperature sensor option is
installed.
k. AS switch overrides retard speed control
Y: Pressing the accelerator pedal will
override the retard speed control
system and allow acceleration with the
retard speed control system turned on.
N: Pressing the accelerator pedal does not
ride the retard speed control system.
l. Retard speed control system installed
Y: FL275 panel accepts the retard speed
control system input.
N: Control computer ignores this input.
m.Spin/stall option
Y: Spin stall system is active.
N: Function is turned off.
n. Wheelmotor stall protection active
Y: Total stall (both motors) control function is
active.
N: Function is not computed.
o. mph OEM option
The number entered is the value in miles per
hour at which the digital output OEM SPEED
EVENT is turned On. When the truck slows
to a speed below this setting, the OEM
SPEED EVENT is turned Off.
4) View GE Product Service Data . . .
This screen is normally used to enter information for
a specific truck by GE or the manufacturer during
truck test, delivery, and startup checkout procedures.
5) Change/View Truck Specifics . . .
NOTE: If values are changed on the TRUCK
SPECIFICS SCREEN, the truck MUST be re-
programmed before the changes will be in effect.
The TRUCK SPECIFICS SCREEN is used to enter
the desired values of engine horsepower, engine
load rpm, accelerator and retard pedal calibration,
the blower pressure fault time delay, the fault data
collection interval, statistical data quarter start month,
and the mine truck identification.
1. Use the Down arrow to move the cursor to the
menu position CHANGE\VIEW TRUCK SPE-
CIFICS and press [ENTER], or press [5].
2. The TRUCK SPECIFICS SCREEN, Figure 2-
18, will be displayed. Move the cursor to the line
where a change is desired. Enter the values
desired as a permanent value in the truck code.
(Type the value and press [ENTER].) A note at
the bottom of the screen shows the range of
values that may be entered.
a. Manual horsepower limit set
Used to select manual or automatic
horsepower limit.
Y: Manual
N: Automatic
NOTE: It is recommended that this value is always
set to N to select automatic. In this condition the
system will automatically adjust the electrical system
load to maintain the ENGINE FULL LOAD RPM
value specified in step d.
b. Ignore high idle switch when empty
Y: Operator request for high idle is ignored if
sensors indicate truck is empty.
N: Load weighing sensors do not affect idle
selection.
c. Engine horsepower output adjust
This line allows entering the reducer or
adder to the nominal horsepower that was
determined in the manual load box screen.
For example, if in the manual mode load box
screen the nominal HP is set at 2350 NHP,
use the increment/decrement keys to load
the engine to the point where it starts to bog
the engine. The horsepower output adjust
value shown at the bottom of the screen is
entered here. The available range is
displayed at the bottom of the screen when
this line is selected with the cursor. This
allows modification of the value of the
horsepower pre-programmed in the
configuration data tables.
d. Engine full load rpm value
Used when the manual horsepower limit set
is N. Sets the engine rpm value that the
control system will maintain by automatically
adjusting the load. The available range is
displayed at the bottom of the screen when
this line is selected with the cursor. This
generally is set to the rated RPM of the
engine.
FIGURE 2-18. TRUCK SPECIFICS SCREEN
e. Retard current demand adjust
This line allows entering the value deter-
mined using the TEMPORARY RETARD
CURRENT ADJUST SCREEN for inclusion
in the permanent settings in the truck config-
uration file. Refer to page TEMPORARY
TRUCK SETTINGS for instructions for
obtaining this value.
NOTE: Items f. through j. are applicable only if truck
is equipped with Fuel Saver option and GE engine
control on the OEM-ONLY SETTABLE OPTIONS
ENTRY SCREEN is set to Y.
f. Percent accel pedal travel off request
Used to enter the percent of pot reference
volts at which the accelerator pedal is cali-
brated to have zero accel request.
g. Percent accel pedal travel full request.
volts at which the accelerator pedal is cali-
brated to have full accel request.
NOTE: Refer to Statex III Electrical System
Checkout Procedure, Throttle System Check and
Adjustment for accelerator pedal calibration.
h. Percent retard pedal travel Off request
volts at which the retard pedal is calibrated to
have zero retard request.
i. Percent retard pedal travel full request
volts at which the retard pedal is calibrated to
have full retard request.
NOTE: Refer to Statex III Electrical System
Checkout Procedure, Retard System Check and
Adjustment for retard pedal calibration.
j. Blower pressure fault time delay
Use to set the blower fault time delay in sec-
onds. A value between 30 seconds and 101
seconds may be entered if a delay other than
the default setting of 101 seconds is desired.
k. Event data collection interval (sec)
Used to set the time interval in seconds that
the CPU collects fault data. A value between
0.012 to 1.00 seconds may be entered. The
default value is 0.204 seconds.
l. Stopped advance engine idle
For future use.
m.Statistical quarter start month (0=jan, 1=feb,
2=mar)
Used to set the starting month for the active
calendar quarters on the CPU clock.
Example:
0=J an, Apr, J ul, Oct
1=Feb, May, Aug, Nov
2=Mar, J un, Sept, Dec
n. Truck identification number
For use by the mine to enter the truck identi-
fication number. Truck ID shows up with the
event data and must be unique for each
truck.
3. When changes are completed, move the cursor
to LEAVE TRUCK SPECIFICS SCREEN and
press [ENTER]. This automatically returns the
program to the TRUCK SETUP CONFIGURA-
TION MINE MENU.
6) Change/View Overspeeds . . .
The OVERSPEEDS ENTRY SCREEN is used to
enter the desired speed settings for overspeed
pickup, overspeed dropout, speed override, and the
maximum retard speed control speed.
Initially, empty and loaded truck overspeed settings
from the HAULPAK
factory are set at the default set-

tings of 10 MPH. These settings should be revised as
necessary to conform to mine policy regarding maxi-
mum truck speeds.
1. Use the down arrow key to move the cursor to
the menu position CHANGE/VIEW OVER-
SPEEDS and press [ENTER], or press [6].
2. The OVERSPEEDS ENTRY SCREEN, Figure
2-19, will be displayed. Using the UP and
DOWN arrows, move the cursor to the line
where a change is desired. Note that the empty
or loaded values are selected in the control sys-
tem only based on the input from the 2 speed
overspeed switch where 0 volts selects loaded
value and +28 volts selects empty values. Move
the cursor to the proper line and enter the
desired value as a permanent value in the truck
code. (Type the number and press [ENTER].)
General guidelines for picking entry speeds:
Loaded values must be less than or equal to
empty values.
Overspeed dropout must be less than or equal to
0.95 of detect speed.
Speed override must be set at 1.0 mph (or more)
below the overspeed detect point.
NOTE: As the cursor is moved from one selection to
another, a variety of instructions appears at the
bottom of the screen, one for each selection. These
instructions are provided as an aid in the use of this
screen.
a. Empty overspeed detect . . . mph
Overspeed retarding pickup setting in miles
per hour for an empty truck.
b. Empty overspeed dropout . . . mph
Speed at which overspeed retarding is
released in miles per hour for an empty
truck.
c. Empty speed override . . . mph
Speed override value in miles per hour for an
empty truck. It must be at least 1 mph lower
than the empty overspeed detect value.
d. Empty maximum retard pot . . . mph
Maximum retarding speed for the retard
speed control system when the pot is set at
maximum on an empty truck.
e. Loaded overspeed detect . . . mph
Overspeed retarding pickup setting in miles
per hour for a loaded truck.
f. Loaded overspeed dropout . . . mph
Speed at which overspeed retarding is
released in miles per hour for a loaded truck.
g. Loaded speed override . . . mph
Speed override value in miles per hour for a
loaded truck. It must be at least 1 mph lower
than the loaded overspeed detect value.
h. Loaded maximum retard pot . . . mph
Maximum retarding speed for the retard
speed control system when the pot is set at
maximum on a loaded truck.
3. Move the cursor to the leave overspeeds entry
screen when finished entering values and
press [ENTER]. This automatically returns the
program to the TRUCK SETUP CONFIGURA-
TION MINE MENU. If you have made an incon-
sistent entry for the speeds, you will not be able
to exit the screen. A note will appear at the bot-
tom to guide you in correcting the error.
FIGURE 2-19. OVERSPEEDS ENTRY SCREEN
7) Save a Truck Configuration, filename: . . .
NOTE: If the configuration file is to be saved into a
directory other than the directory shown at the end of
line 8), the new directory must be specified before
Save a truck configuration,. . . in line 7) is selected.
Refer to Save Directory: . . . on the following page.
Changes to the Configuration File represent changes
made by the mine specific to their equipment and
operating conditions. When the Truck Configuration
file is modified, it should be saved under a new file
name rather than being resaved under the originally
selected file name.
Example:
The Mine configuration file name may be defined as
M123049A.895 where:
M =Mine designation letter
123 = Mine truck identification number (last
three digits)
049 = Hardware Configuration (GE defined
truck config. screen)
A =Revision Letter (A =1st release of this con-
fig. file)
. =Period (Used to separate first 8 characters
from last 3)
8 =Current Month (J an =1, ... Sep =9, Oct =A,
Nov =B, Dec =C)
95 =Current Year ('95)
The Mine may choose to set up its own system for
naming and recording the Truck configuration files
currently installed on its trucks, but it is strongly rec-
ommended that a file naming system be established.
NOTE: The file name length is limited to 8 characters
maximum, followed by a period, then followed by a
maximum 3 characters.
1. From the TRUCK SETUP CONFIGURATION
MINE MENU screen, move the cursor to line 7)
and press [ENTER] or press [7] key to select
Save a truck configuration, filename:
a. After filename:. . . the original selected
truck configuration file name will appear as a
prompt.
b. Type the desired Mine truck configuration file
name defined above to replace the original
file name as shown by the arrow in Figure 2-
20. Press [ENTER] key.
c. The saved Mine configuration file name
should now appear in the source directory.
Press the [0] key to verify the file has been
added to the list of configuration files as
shown by the arrow in Figure 2-21. The Mine
configuration file is now accessible in the
subdirectory for installation into the CPU.
d. Press [ESC] key to return to the previous
menu screen.
FIGURE 2-20. ENTERING NEW CONFIGURATION FILE NAME
8) Save Directory: . . .
At the end of line 8) a directory is displayed for storing
the new truck configuration file. The sample in Figure
2-20 shows C:\GEOHV\CFG\STXJ UL94\TRUCK.
This directory will be the same as the directory shown
in line A).
If the newly created configuration file is to be stored in
this directory, it is not necessary to change line 8).
When line 7) is selected and the file saved, it will auto-
matically be saved to the directory shown in line 8).
If the configuration file is to be saved in a differ-
ent directory, use the following procedure
BEFORE selecting line 7) to save the file:
1. Move the cursor to line 8) and press [ENTER]
or press [8].
2. Type in the full DOS path name of the directory
in which to store the new configuration file.
Press [ENTER].
NOTE: If a new directory is specified, the directory
name MUST exist on the PTU hard drive. The
software is not capable of creating a new directory.
New directories must be created using DOS.
or press [7].
4. The current file name will appear at the end of
line 7).
5. Type in the new file name (M123049A.895 in
the example shown). The original filename will
disappear as the new name is typed.
6. Press [ENTER] to save the new file name into
the directory shown on line 8).
or press [0]. This will display the list of configu-
ration files as shown in Figure 2-21. Verify the
new file name has been added to the list.
8. When finished with the TRUCK SETUP CON-
FIGURATION MINE MENU, move the cursor to
line 9) and press [ENTER] or press the [9] key
to Quit.
a. The prompt, Quitting, Are you sure (Y/N):
appears as a warning against quitting with-
out saving the modified configuration file.
Press [Y] key if you are sure that the Mine
renamed configuration file has been properly
saved.
9. The GE OHV STATEX III MENU will appear on
the PTU screen.
FIGURE 2-21. TRUCK CONFIGURATIONS FILE LIST
(Sample file name shown added to list)
NOTE: It is advisable to make a backup copy (to a
floppy disk) of the current Truck Configuration File
whenever changes are made to the file. This will
provide a backup copy of configuration information
which will not have to be manually re-entered in the
event data on the PTU hard disk drive is lost. Refer
to the DOS operating system manuals supplied with
the PTU for specific procedures for copying files
from the PTU to a floppy disk.
Change Ptu Password
The ability to set passwords for access privilege lev-
els is provided using the CHANGE PTU PASS-
WORD selection from the GE OHV STATEX III
MENU. A password is required to enter the screen.
The system is designed to show the privilege level of
the password used to enter this screen and all those
of lesser privilege. The chart below lists the levels
and the PTU screens that can be accessed at the
various privilege levels.
Level 1 has a privilege level of 200 and is the
base level for mechanics. It requires a privilege of
190 or greater. A level 1 password, TEST is
available to anyone and is set by GE as part of
the software code.
Level 2 has a privilege level of 1000. It must not
be less than 300 or greater than 1099. This
password can be set by HAULPAK
or the mine.
Level 3 has several privilege levels to allow or
prevent access to the screens listed. The
password privilege must be equal to or greater
than the value indicated. The upper limit for level
3 is 14899.
Selections listed at the bottom of the screen allow
passwords to be added, changed and deleted. Addi-
tional help is available by pressing [F1].
It is recommended that supervisors assign pass-
words and privilege levels below their own.
NOTE: On some PTUs, some difficulty has been
experienced if passwords were entered which have
zeros. The problem was found to be caused by the
PTU being in the Numlock mode (or Keypad mode
on some PCs). This interprets a section of the normal
keypad as a numeric keypad and hence produces
the wrong characters.
PTU USER PRIVILEGE LEVELS
LEVEL PRIVILEGE SCREEN TITLE LEVEL PRIVILEGE SCREEN TITLE
1 200
GE OHV Statex III Menu
2 1000
Upload Statistical Data Menu
Normal Operation Menu Temporary Truck Settings Menu
Monitor Real Time Data
Screen
Temporary Speed Set Screen
Automatic Load Box Test
Screen
Retard Current Adjust Screen
Manual Load Test Box
Screen
Truck Specific Information Menu
Accelerate State Logic
Screen
OEM Option Screen
2 1000
Monitor Analog Input Chan-
nels Screen
Mine Option Screen
Retard State Logic Screen View Speed Settings Screen
Special Operation Menu Serial Numbers Screen
Event Data Menu GE Version Information Screen
Event Summary Screen Special Control Engine Stopped
Test Menu
Event Data Display Screen Manual Digital Output Test
Screen
Special F1 Help Screen View Program Truck File
Upload GE Event Data Yes/
No Screen
3
1100 Reset All Yes/No Menu (Erase
Event Data)
Statistical Data Menu 2990 Date and Time Set Screen
Stat Parameter Counters
Screen
4990 Program Truck Yes/No Menu
Profiles Screen
PROGRAMMING THE TRUCK
The following procedures should be followed to pro-
gram a new truck or reprogram an operational truck
when necessary. Reprogramming is required if the
FB101 card is replaced, equipment is added or
removed, or if changes are made to the Truck Con-
figuration File.
It is assumed the correct Truck Configuration File is
available for programming the truck. If not available,
or if changes are required, refer to previous informa-
tion in STATEX CONFIGURATION FILES and
make the required changes before proceeding.
Perform the following steps to program the truck:
Connect PTU to the Truck
1. Connect the PTU to the control system on the
truck:
a. Connect the PTU cable male plug to the A
receptacle located at the Two-Digit Display
panel in the control cabinet or in the cab.
Plug the female connector end of the cable
into the serial port receptacle at the back of
the PTU.
NOTE: Connector A is used for communication with
the truck CPU. Connector B uses a cable with a
female connector on both ends and is used for
communicating with a mine dispatch computer.
b. Provide 110 vac to the work area on the
truck. Connect the portable battery charger
for the PTU to 110 vac and the PTU. This will
maintain the charge on the PTU battery.
2. Turn on the PTU. After warm-up and self-test,
the DOS C:>> prompt will appear.
3. Type gemenu and press [ENTER]. The main
menu titled GE OHV STATEX III MENU will
appear.
NOTE: There may be two available GE OHV menus
on the portable computer. If installed, a previous
software version can be accessed by typing oldge
at the DOS prompt.
Select Configuration File
1. Use the arrow keys to move the cursor to select
SELECT TRUCK SETUP.
2. Select the proper Truck Configuration file by
moving the cursor to the correct file and press-
ing [ENTER].
3. The GE OHV STATEX III MENU will reappear.
Activate The PTU Mode
1. Use the arrow keys to move the cursor to the
PTU TALK TO TRUCK selection on the main
menu and press [ENTER].
2. Logon by responding to the prompts shown in
Figure 2-22, typing in your name (initials will
suffice) and password.
3. A menu titled GE STATEX III PTU MAIN MENU
(Figure 2-23) will appear after the PTU goes
through necessary loading (about 10 seconds).
NOTE: Various screens may display caution
statements about contactors moving. This is to
protect maintenance personnel who may be working
in the control cabinet while the PTU is being used to
perform test and set-up functions.
NOTE: If a PTU lock-up occurs at any time during
communications with the truck, it may necessary to
start over. Perform the following:
1. If the PTU screen has a message at the bot-
tom of the screen, press the [SPACE] bar and
wait for the message to clear.
2. If the PTU still does not communicate, turn the
Control Power switch Off. (Sometimes it may
be necessary to turn the battery disconnect
switch off to insure a complete cycle of power.)
3. If this doesn't work, press the [CTRL], [ALT]
and [DEL] keys simultaneously. This reboots
the PTU and takes the PTU to the DOS C:>>
prompt. Then, type gemenu to reopen the
main menu.
FIGURE 2-22. PTU LOGON INFORMATION ENTRY
PTU LOGON
1. Enter your name:
2. Enter your password:
Your Privilege level is: 10000
Check Object Code Version
Before downloading configuration files to the truck
CPU, use the cursor to select OBJ CODE V0.00 (or
whatever number is displayed on the screen) as
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.
2. If code has not been installed, the truck CPU is
not programmed, and an error message will
appear as shown in Figure 2-24. If this hap-
pens, the downloading selection will be YES,
INSTALL PROGRAM INTO TRUCK.
FIGURE 2-23. PTU MAIN MENU
FIGURE 2-24. PTU/CPU COMMUNICATION ERROR MESSAGE
PROBLEMS COMMUNICATING W/VEHICLE
Unable to successfully communicate
with target after 1 attempt
Press C to continue attempts,
R to re-initialize Serial Port,
Anything else to abort this packet
Overrun error: 0
Parity error: 0
Framing error: 0
TOTAL ERRORS: 1
Download Configuration Files
Download configuration files into the CPU on the
truck as follows:
1. From the GE STATEX III PTU MAIN MENU
(Figure 2-23) use the arrow keys to move the
cursor to the SPECIAL OPERATION WITH
ENGINE STOPPED selection and press
[ENTER]. An intermediate screen will appear
asking yes or no. With the cursor on yes press
[ENTER]. The SPECIAL CONTROL ENGINE
STOPPED TEST MENU screen appears.
VIEW PROGRAM TRUCK FILE selection and
press [ENTER]. The screen will show the CFG
and OBJ file to be downloaded.
3. Press [ESC] to return to the previous menu.
program truck yes/no menu selection and
press [ENTER]. The PROGRAM TRUCK YES/
NO MENU screen appears.
5. Use the arrow keys to move the cursor to
desired program truck selection.
a. NO, Return to Engine Stopped Test Menu
This selection will take the computer back to
the SPECIAL CONTROL ENGINE
STOPPED TEST MENU.
If, for some reason programming is not
desired, select this choice.
b. YES, RELOAD PROGRAM INTO TRUCK
Use whenever the truck CPU has already
been programmed and re-programming is
desired. This selection is appropriate if, for
example, the truck configuration file has
been modified. The configuration file must be
reloaded for the changes to become effec-
tive.
NOTE: From power on, it takes about 15 seconds
for the computer to be talking PTU language.
c. YES, INSTALL PROGRAM INTO TRUCK
Use to install a program into the truck CPU
for the first time or into a new or modified
FB101 card. For example, if the FB101 card
EPROM's are updated.
6. Press [ENTER] to begin programming the truck.
The programming will take approximately 10
minutes to complete.
7. During the downloading operation, various
messages are displayed on the PTU screen as
the procedure progresses. At completion, press
[SPACE] per instruction on the screen.
Date And Time
When the initial programming of a truck is completed,
the date and time should be set.
Selecting SPECIAL OPERATION in the following
procedure may present a safety hazard if the
engine is running. Control of the propulsion sys-
tem may transfer from the truck driver to the PTU
operator with this software operation. See step 1.
below for details.
SPECIAL OPERATION selection on the GE
STATEX III PTU MAIN MENU and press
[ENTER]. The message shown in the lower half
of screen shown in Figure 2-25. will be dis-
played. This warning notifies the operator when
control of the truck is being transferred from the
truck driver to the PTU, based on the PTU
selection of SPECIAL OPERATION.
When finished and the PTU is returned to the
PTU MAIN MENU, control of the propulsion
system is returned to the truck driver. Before
activating this command, the screen shown in
Figure 2-26 will be displayed.
The PTU user should always keep the truck
driver appraised of this control.
2. Select Yes on the caution screen and press
[ENTER].
SET DATE & TIME selection and press
[ENTER]. The DATE & TIME SET SCREEN
screen will be displayed.
4. If the date and time displayed is correct, press
[ENTER] at the No, Do not reset date and time
selection.
various other selections.
6. Type the day of the month, 1 thru 31, and press
[ENTER].
7. Press the Down arrow key. Type the month as a
two-digit number, 01 thru 12, and press
[ENTER].
8. Press the Down arrow key. Type the year as a
two-digit number, 00 thru 99, and press
[ENTER].
9. Press the Down arrow key. Type the hour based
on a 24 hour clock, 0 to 23, and press [ENTER].
10. Press the Down arrow key. Type minute, 0 thru
59, and press [ENTER].
11. Press the Down arrow key to the RESET
CLOCK selection and press [ENTER] at the
moment you want the clock to be set to the time
setting you have entered. The DATE & TIME
SET SCREEN is automatically displayed. Verify
that the time displayed is correct. If not, repeat
Steps 5 thru 11.
12. Use the Up arrow to move the cursor to the No,
Do not reset date and time selection and press
[ENTER]. The SPECIAL OPERATION MENU is
displayed.
13. Use the Page Down key to move the cursor
directly to the EXIT selection and press
[ENTER] to return to the PTU MAIN MENU.
FIGURE 2-25. CAUTION SCREEN FOR PTU
OPERATOR
(Entering NORMAL or SPECIAL OPERATION menu)
Selection of NORMAL OPERATION gives truck
control to the driver.
Continue? ( ) Yes
( ) No
OR
Selection of SPECIAL OPERATION will override
truck driver controls until you exit to the PTU
main menu.
Continue? ( ) Yes
( ) No
OPERATOR
(Leaving SPECIAL OPERATION menu)
Return to PTU Main Menu gives truck control to
the driver. CAUTION: Contactors may move!
Continue? ( ) Yes
( ) No
Event Data
The EVENT DATA MENU selection from the SPE-
CIAL OPERATION MENU allows the technician to
view event data stored in the CPU, save the event
data to a file and to erase event data when storage of
the information is no longer necessary. Event data is
used to troubleshoot system problems and is nor-
mally erased after the problem has been corrected
and the information is no longer needed.
The event data is accessed by initially selecting PTU
TALK TO TRUCK from the GE OHV STATEX III
MENU and following the procedure below:
Selecting SPECIAL OPERATION in the following
procedure may present a safety hazard if the
tem may transfer to the PTU operator from the
truck driver with this software operation. Refer to
Step 1. below:
1. When the GE STATEX III PTU MAIN MENU
appears, select EVENT DATA MENU and
press [ENTER].
The screen shown in Figure 2-25 will be dis-
played to alert the operator about the state of
the truck software.
This warning notifies the operator when control
of the truck is being transferred from the truck
driver to the PTU, based on the PTU selection
of SPECIAL OPERATION.
GE STATEX III PTU MAIN MENU, control of the
propulsion system is returned to the truck driver.
Before activating this command, the screen
shown in Figure 2-26 will be displayed. The
PTU user should always keep the truck driver
appraised of this control.
2. Select YES on the caution screen (Figure 2-
25) and press [ENTER]. The SPECIAL OPER-
ATION MENU will be displayed.
EVENT DATA MENU selection and press
[ENTER]. The Event Data Menu screens 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.
4. If one or more events have been stored, a
screen as shown in either Figure 2-27 or 2-28
will be displayed.
5. If Figure 2-27 is displayed, select reset hard-
ware startup event with the cursor and press
[ENTER].
a. The screen shown in Figure 2-29 will appear.
Follow the on-screen instructions to cycle
power to the control system.
b. After the system is powered up, repeat steps
1 through 3 to view the event data.
6. If Figure 2-28 is displayed, select VIEW
EVENT DATA and press [ENTER]. A screen
displaying a list of stored events appears.
a. To view a particular event, type in the num-
ber of the event desired and press [ENTER].
The EVENT DATA DISPLAY SCREEN will
appear showing the status of system compo-
nents at the time the event occurred.
FIGURE 2-27. EVENT DATA MENU
(Requires Control System Reset)
PTUSTX: 1.2.1 EVENT DATA MENU
Special Operation
5 Events stored
( ) VIEW EVENT DATA
Event Summary and Details
( ) reset hardware startup event
( ) GE engineering format event data
( ) EXIT
(All Menu Choices Available)
Special Operation
5 Events stored
( ) VIEW EVENT DATA
( ) erase event data yes/no menu
( ) EXIT
b. When the EVENT DATA DISPLAY SCREEN
is displayed, press the help key [F1] for addi-
tional information regarding the event
description and troubleshooting tips.
7. To upload event data for future review, return to
the EVENT DATA MENU and move the cursor
to select GE engineering format event data
and press [ENTER]. A screen titled UPLOAD
GE EVENT DATA YES/NO MENU will appear.
a. Select YES, UPLOAD GE FORMAT EVENT
DATA to a File. Press [ENTER]. A screen
asking for a path name will appear.
1.) If only the file name is entered, the data
will be saved, under the file name typed,
to the GE default directory.
2.) If a specific directory has been setup on
the PTU hard drive for storing event data
files, type in the full path name followed
by the file name chosen. For example, if
a directory named EVENTDAT has been
setup on drive C for storing event data
files, and the name of the file is to be
EV001, this entry would be typed as:
C:\eventdat\ev001
3.) If the event data is to be stored on a floppy
disk, insert a formatted floppy disk in drive
A. If the file name used above is chosen,
the entry would be typed as:
A:ev00120
b. After entering the appropriate name, press
[ENTER]. The information will then be trans-
ferred from the CPU to the PTU and stored
under the file name assigned. The transfer
may take several minutes to complete
depending on the number of events being
saved to the file. After the file transfer is com-
plete, a message will appear stating
Received xxxxxx bytes. . . Returning to
PTU. Press Space. Press [SPACE] bar to
return to the UPLOAD GE EVENT DATA
YES/NO MENU.
8. When the recorded events are no longer
needed, they may be erased by selecting
erase event data yes/no menu from the
EVENT DATA MENU.
NOTE: ALL EVENTS WILL BE ERASED! Only
certain privilege levels are authorized to erase event
data.
a. With the cursor on erase event data yes/no
menu, press [ENTER]. A screen titled
RESET ALLYES/NO MENU appears.
b. To erase the event data, move the cursor to
YES, Erase Truck Events and press
[ENTER].
c. Exit back to the desired menu following
screen instructions as they appear.
FIGURE 2-29. RESET HARDWARE STARTUP EVENT INSTRUCTIONS
PTUSTX: 1.2.H RESET HARDWARE STARTUP EVENT
To reset the hardware startup event,
control power must first be cycled.
Please exit this screen,
and then turn off the control power
while the PTU is at the PTU MAIN MENU screen.
Observe the normal 2 second shutdown sequence.
Remember to wait about 20 seconds after the panel
powers up before attempting to use the PTU to
communicate with the GE control system.
Once PTU communication is established,
you may reset and erase all events including the
HARDWARE STARTUP event.
STATISTICAL DATA
The Statistical Data Collector uses the memory capa-
bility of the computer to record and store hundreds of
system parameters unique to each individual truck.
These parameters are divided into two types;
Counters and Profiles.
Detailed information concerning the Statistical Data
Collector is discussed on the following pages. Tables
III and IV list parameter code numbers, descriptions,
units of measure, count conditions, etc. The informa-
tion below outlines the procedures required to view
Statistical Data on the PTU and save the information
to a file.
Selecting SPECIAL OPERATION in the follow-
ing procedure may present a safety hazard if the
Step 1. below:
SPECIAL OPERATION selection on the GE
STATEX III PTU MAIN MENU and press
[ENTER]. The screen shown in Figure 2-25 will
be displayed to alert the operator about the
state of the truck software.
shown in Figure 2-26 will be displayed.
STATISTICAL DATA MENU selection and
press [ENTER]. The STATISTICAL DATA
MENU screen will be displayed. Selections
available on this menu are as follows:
View Counters
The STATISTICAL COUNTERS SCREEN displays
the number of times various operations have
occurred in the history of the truck operation or in
how many seconds or miles the event has lasted.
Refer to Table III, for a listing of all active counters.
1. While the STATISTICAL DATA MENU is dis-
played, use the arrow keys to move the cursor
to the VIEW COUNTERS selection and press
[ENTER]. The STATISTICAL COUNTERS
SCREEN will be displayed.
2. Use the up and down arrow keys to scroll
through the counters. Press [ESC] to return to
the exit choice.
3. When finished viewing the information, press
[ENTER] again to exit this screen.
View Profiles
This screen displays currents, voltages and speeds
as a history of truck operation. Each profile is broken
into a number of Bins and each Bin has a range of
values. In this manner, the entire range of the param-
eter from minimum to maximum is covered. The
result is a histogram for each parameter covered by a
profile. Refer to Table IV for a listing of all active pro-
files.
VIEW PARAMETER PROFILES selection and
press [ENTER]. The PROFILE screen will be
displayed. Use [F3] and [F4] to move through all
profiles.
2. When finished viewing this screen, press
[ENTER] again to exit this screen.
Upload Statistical Data To A File
Use the arrow keys to move the cursor to the
UPLOAD STATISTICAL DATA TO A FILE selection
and press [ENTER]. The UPLOAD STATISTICAL
DATA MENU screen will be displayed. Use the direc-
tions on this screen to upload data from the truck
CPU to your PTU.
Statistical Data Codes - Counters
The Statistical Data Collector uses Parameter
Counters and Parameter Profiles to record operating
conditions for various occurrences on the truck.
To make data most useful, there are four counters for
every statistical counter and five for every statistical
profile. These counts are named by the method used
to reset the count to zero. For the counter, there is a
lifetime count, LCount, which is associated with its
date, LCount Start. Then there are three other
counters, Last Qtr, This Qtr, and This Day.
A parameter is a defined occurrence. Each parame-
ter has an identification number called Par #, and a
short name called Description. Each parameter is
an occurrence that is counted in some unit such as
hours or the number of times the conditions have
been correct to declare that the occurrence hap-
pened.
The units for which the counters count is listed under
Units in Table III. The tables contain additional
explanation of the conditions which define a statisti-
cal parameter as having occurred. This column is
entitled Count Conditions.
There are two types of parameters; Counter (Table
III, and Profile (Table IV). The profile parameters
have one more characteristic, Range Counted,
which sorts the actual value of the parameter and
then counts time of the parameter-at-the-value.
When examining the number of counts for a parame-
ter, it is often useful to know over what period of time
the counts occurred. To aid in determining how long it
took to get a certain number of counts for a Statistical
Data Counter parameter, the Statistical Data is pre-
sented in the form of four counters. The first counter,
LCount, indicates how many counts have occurred
since the LCount Start date. This is intended to be
lifetime counter. It can be reset to zero by a privileged
user, and the LCount Start will automatically be set
to the date on the CPU board when the user per-
formed the reset.
The second counter, Last Qtr is just the total num-
ber of counts for the parameter over the last-fiscal-
quarter, also known as the last-three-months. This
counter has the same value in it all quarter long. At
midnight on a quarter change, this counter is over-
written by the This Qtr value as this-quarter
becomes last-quarter.
The third counter, This Qtr, keeps a moment by
moment count of occurrences of the parameter. The
counts are not reset to zero until midnight of the next
quarter.
The fourth counter, This Day, keeps a moment by
moment count of occurrences of the parameter just
as This Qtr, except the This Day count is reset to
zero every midnight whether it is a quarter change or
not.
If the GE control panel is shut off during midnight,
any necessary resetting of counters is done when the
panel next powers up after midnight.
Whenever the truck is programmed, that is, the CPU
Card has the contents of the flash proms changed,
the LCount, Last Qtr, and This Qtr counts are not
changed. However, the This Day count will be reset
to zero.
In order to use the Statistical Data Collector to moni-
tor maintenance of the vehicle, it is recommended
that an office spread sheet or data base computer
program be used to keep quarterly records of the sta-
tistical data. To aid in getting the data off the CPU
card and into the office computer, a feature called
UPLOAD STATISTICAL DATA TO A FILE has been
provided in the PTU. This feature puts all the col-
lected statistical data in an ASCII file which can then
be processed in the office to keep records on truck
use. The [F2] feature of the PTU can be used to cap-
ture statistical data playback on the PTU in the office.
NOTE: The Statistical Data Collector is a part of the
program run by the CPU board. If the CPU board
does not have power, or if the code is stopped (as
when looking at event and statistical data via the
(PTU), then the Statistical Data Collector is also
stopped. Hence, the Statistical Data Collector cannot
count occurrences of, for example, toggling the AS
pedal, while the code is stopped.
Also note that the Statistical Data Collector is initial-
ized at power-up. The counter conditions are initial-
ized to their respective inactive states, usually false.
If, again for example, the AS pedal is depressed
while power is cycled, then the Statistical Data Col-
lector will be initialized to AS not depressed at
power-up. Momentarily after power-up however, the
Statistical Data Collector will detect that AS is
depressed and increment the count. Thus, cycling
power has resulted in the Statistical Data Collector
counting an occurrence of AS depressed even
though AS has been depressed for some time and
has not really been released and depressed again.
TABLE III. STATISTICAL DATA CODES - COUNTERS
PAR
No.
DESCRIPTION UNITS COUNT CONDITIONS
1 Engine Operating Hours Hours Number of hours engine has operated above 450 RPM
2 Wheel #1 Operating Hours Hours
Number of hours wheel was powered in either propulsion or retard mode and:
. . . Speed is above 50 RPM
. . . Current is above 50 amps (absolute value)
3 Wheel #2 Operating Hours Hours
Number of hours wheel was powered in either propulsion or retard mode and:
. . . Speed is above 50 RPM
. . . Current is above 50 amps (absolute value)
4 Alternator Operating Hours Hours Number of hours alternator has been rotating at or above 450 RPM
5 Propulsion Mode Hours Hours
Number of hours in propulsion mode when propulsion mode is active and:
. . . Wheel #1 or wheel #2 speed is above 50 RPM and
. . . Motor #1 or motor #2 current is above 50 amps (absolute value)
6 Retard Mode Hours Hours
Number of hours in retarding mode when propulsion mode is active and:
7 Coast Mode Hours Hours
Number of hours in coast mode when propulsion mode is active and:
8 Idle Hours Hours
Number of hours engine is idling, truck is stationary and:
. . . Engine speed is above 450 RPM
. . . Wheel #1 and wheel #2 speeds are both less than 50 RPM
9 Fault Down Time Hours Hours
Number of hours truck has propulsion system faults and the accelerator pedal is
depressed.
. . . Clock will start anytime a fault is recorded that restricts propulsion and
. . . the propulsion mode is requested.
. . . Clock will stop when propulsion mode is no longer requested or
. . . when all restrictive faults are reset
10 Truck Operating Hours Hours Sum of propulsion mode, retard mode, coast mode and idle hours
11
Propulsion Mode Net
Operating Hours
Hours Net KW hours generated by the alternator in propulsion mode
12 Retard Mode KW Hours Hours Net KW hours generated by the alternator in retard mode
13 Truck Distance Travelled Miles
Value is calculated by integrating the higher of the two wheel speed signals and
displaying the cumulative value in miles
. . . Active when control power (CPR) is on
. . . Not sensitive to vehicle direction
14 Truck Distance Travelled Kilometers
Value is calculated by integrating the higher of the two wheel speed signals and
displaying the cumulative value in kilometers
. . . Active when control power (CPR) is on
. . . Not sensitive to vehicle direction
20 Speed Override Occurrences Number of times Speed Override mode condition has changed from false to true
21 Body Up Switch Occurrences Number of times Dump Body Switch input has changed from false to true
22 RS Switch Occurrences Number of times Retard Switch input has changed from false to true
23 AS Switch Occurrences Number of times Accel Switch input has changed from false to true
24 Override Switch Occurrences Number of times Override Switch input has changed from false to true
25 Forward Switch Occurrences Number of times Selector Switch was moved to FORWARD position
26 Reverse Switch Occurrences Number of times Selector Switch was moved to REVERSE position
27 Neutral Switch Occurrences Number of times Selector Switch was moved to NEUTRAL position
28 Retard Mode Occurrences
Number of times Retard Contactor sequence has been completed or Retard
mode entered
TABLE III. STATISTICAL DATA CODES - COUNTERS (Cont.)
PAR
No.
29 Propel Mode Occurrences
Number of times Propel Contactor sequence has been completed or Propel
mode entered
30 Coast Mode Occurrences Number of times Coast mode entered
31 P1 Pickup Occurrences Number of times P1 feedback has changed from false to true
32 P2 Pickup Occurrences Number of times P2 feedback has changed from false to true
33 RP1 Pickup Occurrences Number of times RP1 feedback has changed from false to true
42 GF Pickup Occurrences Number of times GF feedback has changed from false to true
43 GFR Pickup Occurrences Number of times GFR feedback has changed from false to true
44 MF Pickup Occurrences Number of times MF feedback has changed from false to true
49 Srv Brk >8 MPH Occurrences Number of times service brake has been applied with truck speed above 8 MPH
50 Park Brake Occurrences Number of times Park Brake Off has changed from false to true
51 Service Brake Occurrences Number of times Service Brake Pressure Switch has changed from false to true
52 Loaded Switch Occurrences
Number of times Two-Speed Overspeed has changed from false to true
. . . (empty to loaded)
53 Reverser Moves Occurrences
Number of times Reverser feedback has changed from FORWARD to REVERSE
or REVERSE to FORWARD
54 SS Move >2 MPH Occurrences
Number of times Selector Switch was moved with truck speed greater than no
motion (2 MPH)
55 CPR Pickup Occurrences Number of times CPR feedback has changed from false to true
56 Engine Starts Occurrences Number of times engine speed goes from <450 RPM to >450 RPM
57 2dd Reset Switch Occurrences Number of times reset button on 2 Digit Display has been pushed
58 Both AS & RS Occurrences Number of times AS & RS activated at same time
59 AS & Service Brake Occurrences Number of times AS and service brake activated at same time
60 RS & Service Brake Occurrences Number of times RS and service brake activated at same time
61 AS & Temp >220C Occurrences
Number of times AS is activated with either motor temperature greater than
220C
62 RS & nomotion Occurrences Number of times RS is activated at truck speeds below no motion (2 MPH)
63 RSC Switch On Occurrences Number of times Retard Speed Control switch is turned On
64 RSC Pot Moved Occurrences
Number of times Retard Speed Control pot is moved more than 1 MPH while
RSC is On.
65 Test Digital Output Occurrences
Number of times MANUAL DIGITAL OUTPUT TEST screen has been selected
at the SPECIAL OPERATION WITH ENGINE STOPPED TEST menu
66 Program Truck Occurrences Number of times PTU has been used to program the truck
PAR
No.
67 Special Operation Occurrences
Number of times SPECIAL OPERATION menu has been selected at PTU
MAIN MENU
68 Events Erased Occurrences Number of times PTU has been used to erase event data
69 Normal Operation Occurrences
Number of times NORMAL OPERATION menu has been selected at PTU
MAIN MENU
70
AS & Park Brake
Applied
Occurrences
Number of times AS and Park Brake have been activated at the same time. New
counts will be recorded when a state change occurs. If both signals are present
for 2 hours, only one count is recorded.
71
Park Brake Switch >0.3
MPH
Occurrences
Number of times Park Brake switch has been turned On when truck speed is
above 0.3 MPH.
72 Alternator Field Too Hot Occurrences Number of times (estimated) alternator field temperature has exceeded 220C
80 M1 Amps Propel Seconds
Refer to Table IV, PROFILES
81 M2 Amps Propel Seconds
82 M1 Amps Retard Seconds
83 M2 Amps Retard Seconds
84 MF Amps Propel Seconds
85 MF Amps Retard Seconds
86 Net Input Engine HP Hours
87 Net Input Engine KW Hours
88 M1 Temp Degrees C Seconds
89 M2 Temp Degrees C Seconds
90 Truck Speed MPH Seconds
91 Engine Speed RPM Seconds
98 AFSE Temp Degrees C Seconds
99 MFSE Temp Degrees C Seconds
101 Low Level Ground Fault Occurrences
Refer to Table I, TWO-DIGIT DISPLAY CODES
102 High Level Ground Fault Occurrences
108 Accelerator Pedal Occurrences
109 Retard Pedal Occurrences
110 GF Occurrences
111 GFR Occurrences
112 MF Occurrences
113 P1 Occurrences
114 P2 Occurrences
115 RF1 Occurrences
116 RF2 Occurrences
117 RP1 Occurrences
118 RP2 Occurrences
119 RP3 Occurrences
PAR
No.
120 RP4 Occurrences
121 RP5 Occurrences
122 RP6 Occurrences
123 RP7 Occurrences
124 RP8 Occurrences
125 RP9 Occurrences
126 FORWARD Occurrences
127 REVERSE Occurrences
130 Analog Output Occurrences
131 Analog Read Back Occurrences
132 Analog Input Occurrences
133 Frequency Input Occurrences
137 Startup Fault Occurrences
145 Diode Fault Occurrences
146
Motor 1
Overcurrent
Occurrences
147
Motor 2
Overcurrent
Occurrences
148 MFld Marm Occurrences
149 MF Overcurrent Occurrences
150 Motor Stall Occurrences
151 Motor Spin Occurrences
152
Alternator Tertiary
Overcurrent
Occurrences
153
Motor Tertiary
Overcurrent
Occurrences
154 +15V Power Occurrences
155 -15V Power Occurrences
156 +19V Power Occurrences
157 Motor Polarity Occurrences
161 Retard Grid 1 Occurrences
162 Retard Grid 2 Occurrences
163 Blower Fault Occurrences
164 M1 Overtemp Occurrences
165 M2 Overtemp Occurrences
PAR
No.
166 Overspeed Occurrences
167
Speed Retard
Exceeded
Occurrences
168 Retard Overcurrent Occurrences
169 Horsepower Low Occurrences
170 HP Limit Exceeded Occurrences
171
Engine Overspeed
Exceeded
Occurrences
172
Engine Oil Pres-
sure Warning
Occurrences
173
Engine Oil Pres-
sure Shutdown
Occurrences
174
Engine Coolant
Pressure Warning
Occurrences
175
Engine Coolant
Press Shutdown
Occurrences
176
Engine Crankcase
Pressure
Occurrences
177
Engine Coolant
Temperature
Occurrences
178 Engine Service Occurrences
179 Engine Shutdown Occurrences
180
Engine Speed
Retard
Occurrences
181
Motor 1 Voltage
Limit
Occurrences
182
Motor 2 Voltage
Limit
Occurrences
183
Alternator Field
Amps
Occurrences
190
Battery Voltage
Low
Occurrences
191
Battery Voltage
High
Occurrences
192
Engine Speed Sen-
sor
Occurrences
193
Motor Speed Sen-
sor
Occurrences
198 Datastore Occurrences
199 Software Occurrences
STATISTICAL DATA CODES - PROFILES
TABLE IV. STATISTICAL DATA CODES - PROFILES
PAR
No.
DESCRIPTION COUNT CONDITIONS BUCKET No.
CURRENT
VALUE
(AMPS)
80
M1 Amps Propel
(In seconds)
This is a histogram of Motor #1 armature current in propulsion
mode.
. . . . Sample time is 1.0 second
. . . . The clock will start whenever propulsion mode is selected.
The histogram breaks the current spectrum into 17 buckets defined
at right, and displays the time spent in each bucket.
1 below 500
2 501 to 750
3 751 to 850
4 851 to 950
5 951 to 1050
6 1051 to 1150
7 1151 to 1250
8 1251 to 1350
81
M2 Amps Propel
(In seconds)
This is a histogram of Motor #2 armature current in propulsion
mode.
9 1351 to 1450
10 1451 to 1550
11 1551 to 1800
12 1801 to 2150
13 2151 to 2300
14 2301 to 2600
15 2601 to 2900
16 2901 to 3200
17 above 3201
PAR
No.
CURRENT
VALUE
(AMPS)
82
M1 Amps Retard
(in seconds)
This is a histogram of Motor #1 armature current in retard mode.
. . . . The clock will start whenever retard mode is selected.
1 below 200
2 201 to 300
3 301 to 400
4 401 to 500
5 501 to 600
6 601 to 700
7 701 to 800
8 801 to 900
83
M2 Amps Retard
(in seconds)
This is a histogram of Motor #2 armature current in retard mode.
9 901 to 1000
10 1001 to 1100
11 1101 to 1200
12 1201 to 1350
13 1351 to 1450
14 1451 to 1550
15 1551 to 1650
16 1651 to 1750
17 above 1751
TABLE IV. STATISTICAL DATA CODES - PROFILES (Cont.)
PAR
No.
CURRENT
VALUE
(AMPS)
84
MF Amps Propel
(in seconds)
This is a histogram of Motor Field current in propulsion mode.
1 0 to 100
2 101 to 125
3 126 to 150
4 151 to 175
5 176 to 200
6 201 to 225
7 226 to 250
8 251 to 275
85
MF Amps Retard
(in seconds)
This is a histogram of Motor Field current in retard mode.
9 276 to 300
10 301 to 325
11 326 to 375
12 376 to 450
13 451 to 550
14 551 to 650
15 651 to 800
16 801 to 950
17 951 to 9999
PAR
No.
NET INPUT
HP RANGE
86
Net Input Engine
Horsepower
(in minutes)
This is a histogram of net input horsepower.
It is a calculated value, calculated as follows:
HP=(I
a
x V
a
) (746 x Load Box Efficiency in %)
1 below 200
2 201 to 400
3 401 to 600
4 601 to 800
5 801 to 1000
6 1001 to 1200
7 1201 to 1400
8 1401 to 1600
87
Net Input Engine
Kilowatts
(in minutes)
This is a histogram of net input horsepower.
It is a calculated value, calculated as follows:
HP=(I
a
x V
a
) (1000 x Load Box Efficiency in %)
9 1601 to 1800
10 1801 to 2000
11 2001 to 2200
12 2201 to 2400
13 2401 to 2600
14 2601 to 2800
15 2801 to 3000
16 3001 to 3200
17 above 3201
PAR
No.
TEMP RANGE
(C)
88
M1 Temp C
(in seconds)
This is a histogram of Motor #1 temperature.
. . . . Sample time is 60.0 seconds
. . . . The clock will start whenever control power (CPR) is on.
The histogram breaks the temperature spectrum into 17 buckets
defined at right, and displays the time spent in each bucket.
1 -40 to 100
2 101 to 110
3 111 to 120
4 121 to 130
5 131 to 140
6 141 to 150
7 151 to 160
8 161 to 170
89
M2 Temp C
(in seconds)
This is a histogram of Motor #2 temperature.
9 171 to 180
10 181 to 190
11 191 to 200
12 201 to 210
13 211 to 220
14 221 to 230
15 231 to 240
16 241 to 250
17 251 to 9999
PAR
No.
DESCRIPTION COUNT CONDITIONS
BUCKET
No.
TRUCK
SPEED
MPH
ENGINE SPD
RPM
90
Truck Speed
MPH
(in seconds)
This is a histogram of truck speed for all modes of operation.
. . . . The clock will start whenever control power (CPR) is
on.
The buckets are defined in the Truck Speed column at right:
1 0 to 1 below 600
2 2 to 3 601 to 800
3 4 to 6 801 to 900
4 7 to 9 901 to 1000
5 10 to 12 1001 to 1100
6 13 to 15 1101 to 1200
7 16 to 18 1201 to 1300
8 19 to 21 1301 to 1400
91
Engine Speed
RPM
(in seconds)
This is a histogram of engine speed in RPM for all modes of
operation.
. . . . The clock will start whenever control power (CPR) is
on.
The buckets are defined in the Engine Speed column at
right:
9 22 to 24 1401 to 1500
10 25 to 27 1501 to 1600
11 28 to 30 1601 to 1700
12 31 to 33 1701 to 1800
13 34 to 36 1801 to 1900
14 37 to 39 1901 to 2000
15 40 to 42 2001 to 2100
16 43 to 45 2101 to 2200
17 45 & above above 2200
PAR
No.
TEMP RANGE
(C)
98
AFSE Temp C
(in seconds)
This is a histogram of Alternator Field Static Exciter temperature.
1 below 20
2 21 to 40
3 41 to 50
4 51 to 60
5 61 to 70
6 71 to 80
7 81 to 90
8 91 to 100
99
MFSE Temp C
(in seconds)
This is a histogram of Motor Field Static Exciter temperature.
9 101 to 105
10 106 to 110
11 111 to 120
12 121 to 125
13 126 to 130
14 131 to 135
15 136 to 140
16 141 to 145
17 above 146
Truck Specific Information
To quickly review the various options on the current
truck, the TRUCK SPECIFIC INFORMATION MENU
can be used to view configuration options, speed set-
tings, serial numbers, etc. Information accessed
through this menu is for viewing only and cannot be
changed. If changes are required, use the TRUCK
SETUP (CFG) selection from the GE OHV STATEX
III MENU.
Step 1. below:
1. With the GE STATEX III PTU MAIN MENU dis-
played, select SPECIAL OPERATION and
press [ENTER].
the truck software.
TRUCK SPECIFIC INFORMATION MENU
selection and press [ENTER].
Selections available on this menu are:
VIEW OEM CONFIGURATION OPTIONS
This selection permits reviewing the setup infor-
mation programmed into the truck configuration
file by HAULPAK
. (These options cannot be

VIEW MINE CONFIGURATION OPTIONS
This selection displays options set by mine per-
sonnel when the truck configuration file was
setup for a specific truck.
VIEW SPEED SETTINGS
This selection allows viewing the current speed
settings contained in the configuration file.
VIEW SERIAL AND MODEL NUMBERS
This selection permits verification of component
serial and model numbers.
VIEW GE VERSION INFORMATION
This selection lists the truck ID number, model
number, and applicable filenames. This screen
also lists the GE code version number and CFG
version number. This information can be useful
in determining whether or not the software has
VIEW GE PRODUCT SERVICE DATA
This selection lists information pertinent to the
specific truck.
EXIT
Select EXIT to leave the TRUCK SPECIFIC
INFORMATION MENU and return to the GE
STATEX III PTU MAIN MENU.
OPERATOR
Selection of NORMAL OPERATION gives truck
control to the driver.
Continue? ( )Yes
( )No
OR
Selection of SPECIAL OPERATION will override
truck driver controls until you exit to the PTU
main menu.
Continue? ( )Yes
( )No
OPERATOR
Return to PTU Main Menu gives truck control to
the driver. CAUTION: Contactors may move!
Continue? ( )YES
( )No
Temporary Truck Settings
When troubleshooting a truck, it is sometimes neces-
sary to make temporary changes to the system. The
TEMPORARY TRUCK SETTINGS MENU allows
changes to be made to speed settings or retard cur-
rent. Since any changes made on these screens are
temporary, changes made using the options on this
menu will be lost when control power is turned off. If
the changes made using this menu should be made
permanent, the truck configuration file must be
changed accordingly and the CPU reprogrammed.
Step 1. below:
1. With the GE STATEX III PTU MAIN MENU dis-
played, select SPECIAL OPERATION and
press [ENTER].
the truck software.
TEMPORARY TRUCK SETTINGS MENU
selection and press [ENTER].
Selections available on this menu are:
SPEED SETTINGS
New speed setting values may be typed over
the existing values to override the current con-
figuration file settings.
1. Move the cursor to the speed to be changed
and type the first digit of the speed desired.
2. A screen will appear with the instruction
ENTER NUMBER. Type the remaining digits
and press [ENTER].
NOTE: It is not necessary to enter values for every
line. For example, if only Loaded Speed Limit is to be
changed, select that line with the cursor, and type in
the desired value. The remaining speeds will be
determined by the values in the truck configuration
file.
3. When the new values have been entered, move
the cursor to ACTIVATE TEMPORARY SPEED
SETTINGS and TRKSPD SCALE and press
[ENTER].
4. The TEMPORARY SPEED SET SCREEN will
change to reflect the new values entered.
5. Select EXIT to return to the previous menu.
RETARD CURRENT ADJ UST
This screen allows entering a value to make the
system regulate at the proper retard current
limit by compensating for the offset error in the
Iso-Amps. The available range is -200 to +200
amps.
The value can be +or -, and will cause the con-
trol to change the retard current limit by the
entered amount. The units are amps.
1. With the control power off, and the truck at a
standstill in neutral or with the engine off (be
sure motor amps are zero), measure the output
of Iso-Amps IA3 and IA4 and record the values.
Then, select the higher of the two readings.
NOTE: 1 amp =0.001 v at the output of the Iso-
Amps.
2. If the higher reading was +0.01 vdc, the offset is
+10 amps. Enter -10 amps in the temporary
screen.
3. Select ACTIVATE TEMPORARY RETARD
CURRENT ADJ UST and press [ENTER]. Exit
back through the menus to DOS.
4. Operate the truck to see if the correct retard
limit was obtained.
5. If the value determined above is correct, the
truck configuration file should be permanently
changed by entering this value on the TRUCK
SPECIFICS SCREEN. This screen is accessed
by returning to the GE OHV STATEX III MENU,
selecting TRUCK SETUP (CFG), and then
line 5); Change/view Truck Specifics.
MISCELLANEOUS FEATURES
Saving Data
Various screens showing event data, digital input and
output test data, real time data, etc. can be saved to
the PTU.
Many screens will have a selection labelled GET1.
When selected, the data gathered and displayed on
the screen will be suspended and can then be saved
permanently to a file. If this selection is available, it
should be chosen before pressing [F2] to save to a
file.
To use this feature:
1. When it is desired to save the screen display,
select GET1 using the arrow keys and press
[ENTER].
2. Press [F2] to save the screen to a file.
a. Follow the screen instructions for assigning a
file name and location for storing the file.
b. After the file has been saved, the PTU
screen data will remain suspended until the
next step is completed.
3. Selecting GET1 again will update the screen
with new data and hold it there. Step 2. may be
repeated to save the updated data if desired.
4. To resume and allow the data to be continu-
ously updated, move the cursor to REPEAT
and press [ENTER].
If the GET1 selection is not available, the [F2] key is
used to save the screen display when applicable.
The availability of the [F2] key for saving the data will
be shown at the bottom of the screen.
Ptu Abbreviations
Due to limited screen space, many abbreviations are
necessary for displaying information on the various
screens. A definition of each abbreviation and spe-
cial term can be accessed as follows:
1. From the GE OHV STATEX III MENU, select
PTU TALK TO TRUCK to access the STATEX
III PTU MAIN MENU.
2. Move the cursor to select PTU ABBREVIA-
TIONS and press [ENTER].
3. The GE STATEX III PTU ABBREVIATIONS
screen will appear with instructions for viewing
the information.
4. When finished viewing, press the [SPACE] bar
to leave the screen.
OTHER MENU SELECTIONS
Software menu items not covered in this section of
the manual are normally used for truck checkout and
troubleshooting only.
Refer to Section E3 for information regarding use of
the following selections from the GE STATEX III PTU
MAIN MENU selections:
NORMAL OPERATION
View Real Time Data
View Analog Inputs
Load Box Test
Accelerate Logic Help
Retard Logic Help
SPECIAL OPERATION WITH ENGINE STOPPED
Test - Digital Outputs
NOTES:
E02011C2 1/96 Miscellaneous Electrical Propulsion Components E2-63
MISCELLANEOUS ELECTRICAL PROPULSION COMPONENTS
The following information is applicable to truck mod-
els 445E, 510E, 630E, 685E, and 730E equipped
with Cummins or Detroit Diesel engines and Statex III
propulsion system. Component equipment installed
on a truck will vary with the model designation,
engine, and with optional equipment ordered.
When servicing the truck, the technician must select
the appropriate repair information as needed. For
example, Figure 2-32 illustrates the Acceleration
Switch (AS) as used on a truck equipped with a Cum-
mins engine using an air actuated throttle system. If
the truck is equipped with a Detroit Diesel DDEC
engine, an electronic throttle system would be
installed.
If the truck is equipped with electronic accelerator
and retard pedals, and does not have the optional
Fuel Saver system installed, an accelerator inter-
face panel (ACC) and a retard interface (RET) inter-
face panel are required to provide the proper signals
to the FL275 panel.
If the truck is equipped with the optional Fuel Saver
system, the accelerator and retarder pedal control
signals are sent directly to the FL275 panel, eliminat-
ing the need for the AS switch, ACC, or RET panel
interface circuits.
ALTERNATOR
Refer to applicable GE Publication for service and
maintenance procedures.
ELECTRIC WHEEL MOTORS
maintenance procedures.
RETARDING GRIDS
maintenance procedures. (Cooling Blower only).
FIGURE 2-32. ACCELERATION AND RETARD
CONTROLS
1. Coolant Level
Module [CLM]
(DDEC Engines
Only)
2. Diode Board (DB1)
3. Relay Board (RB2)
4. Acceleration Switch
[AS]
5. Retard Panel [RET]
E2-64 Miscellaneous Electrical Propulsion Components E02011C2 1/96
AIR THROTTLE/ELECTRONIC RETARD
CONTROL
Trucks equipped with an air throttle use an air pres-
sure modulating treadle valve to control an air cylin-
der attached to the engine fuel control device. (Refer
to Section K for throttle treadle service information.)
The AS switch described below provides the propul-
sion initiation signal (AS) to the FL275 panel when
the accelerator pedal is depressed.
If equipped with an air operated throttle, the truck will
utilize an operator controlled, electronic retard initiation
and modulation control system consisting of an elec-
tronic retard pedal and a Retard Panel [RET] (5, Figure
2-32) providing FL275 panel interface requirements.
The Retard Panel receives a variable voltage signal
from the foot pedal, proportional to the angle of
depression of the pedal. The RET panel provides a
signal (RS) to initiate retarding and a variable voltage
signal (RPINHI) proportional to the amount of retard-
ing effort, requested by the operator, to the FL275
panel.
For retard pedal service, refer to Electronic Acceler-
ator And Retard Pedals in this Section. For RET ser-
vice and adjustment, refer to Statex III Electrical
Checkout Procedure, Section 1.2.
Acceleration Switch [AS]
The AS, bellows activated pressure switch (4, Figure
2-32), is located on the right hand wall of the Control
Cabinet (when viewed from front of cabinet). The
switch is an electrical/pneumatic device designed to
close an electrical circuit when air pressure increases
to a predetermined value. As the truck operator
depresses the accelerator pedal, the metered air
pressure closes the electrical contacts on the AS
switch. The closed electrical contacts send a signal
(AS) to the FL275 Panel to initiate propulsion.
Range Adjustment
The range adjustment controls the operating point of
the microswitch. The adjustment is made by remov-
ing the adjusting screw guard and turning the adjust-
ing screw (1, Figure 2-33) with a screwdriver.
Differential Adjustment
The differential adjustment affects the reset point of
the switch. The adjustment is made by removing the
front cover and inserting a small screwdriver in the
large hole in right corner of the switch. Turn the differ-
ential adjustment screw (2, Figure 2-33) in a clock-
wise direction to increase the differential and
counterclockwise to decrease the differential.
Removal
1. Disconnect air hose at switch.
2. Remove cover and disconnect wires at the
microswitch terminals, remove conduit base (6,
Figure 2-33) and remove cable. (Note terminals
and wire numbers for correct hookup during re-
installation.)
3. Remove switch mounting hardware and remove
assembly from cabinet.
4. Repair switch assembly as required and adjust
per instructions below.
Installation
1. Install switch assembly using hardware
removed above.
FIGURE 2-33. AS PRESSURE SWITCH
ASSEMBLY
1. Range Adjust
2. Differential Adjust
3. Switch Mounting
Screws
4. Snap Switch
5. Conduit Gasket
6. Conduit Base
7. Switch Assembly
8. Bellows Gasket
9. Calibrating Nut
10. Calibrating Spring
11. Spring Seat
12. Bellows Assembly
2. Insert electrical cable and install conduit base
and gasket.
3. Attach wires to correct terminals on the
microswitch.
4. Install cover and attach air hose.
Disassembly and Assembly
The basic contact mechanism of the pressure switch
(4, Figure 2-33) is constructed as a unit and, when
necessary, it must be replaced as a unit. Remove the
microswitch (4) by removing the wires and two switch
mounting screws (3).
Replace the bellows assembly (12, Figure 2-33) as a
unit. The calibrating spring and nut provides a means
of calibrating the bellows to the pressure range
shown on the name plate of the switch.
Adjustment Procedure (On Bench)
Set up pressure switch for test using shop air supply,
an accurate 0-150 psi (0-1035 kPa) test gauge, and
a variable pressure regulator valve.
1. Adjust range screw (1, Figure 2-33) for the
microswitch to trip at 11 psi (76 kPa) increasing
pressure from the regulator valve.
2. Raise regulator valve pressure to approximately
50 psi (345 kPa).
3. Lower regulator valve pressure and adjust dif-
ferential (2) to allow the microswitch to reset at
23 psi (159 kPa) decreasing pressure.
4. Repeat Steps 1. through 3. until both conditions
are met.
Adjustment Procedure (On Truck)
1. Disconnect 74C wire at GFR relay.
2. Remove cover from range adjustment screw (1,
Figure 2-33) on top of switch assembly.
a. Turn adjusting screw (1) a little at a time
while repeatedly operating throttle pedal,
until the switch contacts fail to open when
the throttle pedal is released.
b. Turn adjustment screw clockwise until the
switch contacts just open on releasing the
throttle pedal.
3. Replace cap on adjustment screw and wire 74C
at GFR.
PROPEL/RETARD INTERFACE PANELS
(Non-Fuel Saver Only)
Some trucks are equipped with electronic accelerator
and retard pedals. It is necessary to provide an inter-
face circuit between the electronic foot pedals and
the FL275 panel to allow the control system to deter-
mine when the operator has requested propulsion or
retarding and to interpret the level of power or retard-
ing desired.
This interface is provided by the ACC (acceleration)
and RET (retard) panels, located on the right wall of
the Control Cabinet.
Trucks equipped with the optional Fuel Saver sys-
tem do not require the propulsion or retard interface
circuits. The accelerator and retard pedal signals are
sent directly to the FL275 panel. Pedal setup is
accomplished through software and use of the PTU.
The description below refers to non-Fuel Saver
equipped trucks.
ACC Panel Operation
The ACC panel is a solid-state electronic device
which receives a voltage signal proportional to the
angle of the accelerator pedal as the operator
depresses the pedal to accelerate the truck. When
the accelerator pedal is depressed, a potentiometer
attached to the accelerator pedal supplies a variable
voltage signal to the ACC panel and is used to initiate
the propulsion sequence (AS) when a predetermined
pedal voltage level is reached. This signal is then
passed to the FL275 panel.
This Voltage signal is also used by the Electronic
Engine Control system to control engine RPM.
RET Panel Operation
The RET panel is a solid-state electronic device
which receives a voltage signal proportional to the
angle of the retard pedal as the operator depresses
the pedal to decrease the truck speed. When the
retard pedal is depressed, a potentiometer attached
to the retard pedal assembly supplies a variable volt-
age signal to the RET panel and is used to initiate the
retarding sequence (RS) and retarding level request
(RPINHI). These signals are then passed to the
FL275 panel.
Refer to Statex III Electrical Checkout Procedure,
Section E-3 for test and adjustment procedures for
the above panels.
ELECTRONIC ACCELERATOR AND
RETARD PEDALS
On trucks not equipped with the Fuel Saver option,
the electronic retard and accelerator pedals (Figure
2-34) provide a variable Voltage signal to the ACC
and RET Panels in the Control Cabinet as described
on the previous page.
On trucks equipped with the Fuel Saver system,
the accelerator and retard pedals provide a variable
Voltage signal directly to the FB140 card in the
FL275 panel. During some phases of truck operation,
the FL275 panel assumes control of engine RPM to
reduce engine RPM, maintaining a power level that
satisfies the operator and system requirements. The
reduction in engine RPM results in less fuel usage
and longer component life.
In both systems, as the operator depresses the
pedal, the internal potentiometer's wiper is rotated by
a lever. The output voltage signal increases in pro-
portion to the angle of depression of the pedal.
Repair and initial adjustment procedures are dis-
cussed in the following. Refer to Statex III Electrical
System Checkout Procedure for final calibration of
the pedal potentiometer and the associated interface
panel for trucks without the Fuel Saver system. If
equipped with Fuel Saver, refer to instructions
given for pedal calibration using the PTU.
Removal
NOTE: Repair procedures for the retard and
accelerator pedal are identical. Some trucks may
have the retard pedal mounted on the service brake
pedal. Refer to Section J for instructions for
removing and installing electronic pedal on brake
actuator.
Note routing and clamp location of wire harness.
Proper wire routing is critical to prevent damage
during operation after reinstallation.
1. Disconnect pedal wire harness from truck har-
ness at connector located in foot box under cab.
2. Remove mounting capscrews, lockwashers and
nuts and remove pedal assembly.
Installation
1. Install pedal assembly using hardware removed
in step 2, Removal. Connect potentiometer to
wiring harness.
2. Calibrate pedal potentiometer per instructions
in Section 1. of the Statex III Electrical System
Checkout Procedure.
Disassembly
1. Remove screws on cable clamps (1, Figure 2-
34) and potentiometer cover (6).
2. Remove potentiometer mounting screws (5)
and grommet (3). Remove potentiometer (4).
Assembly
1. Position new potentiometer with the flat side
toward the potentiometer cover and install on
shaft as follows:
a. Align cutouts in shaft with the potentiometer
drive tangs.
b. Press potentiometer onto shaft until it bot-
toms against the housing.
2. Install screws (5) and lockwashers but do not
tighten.
3. Rotate potentiometer counterclockwise until
mounting slots contact the mounting screws
and tighten screws (5) to 15 in. lbs. (1.70 N.m)
torque.
4. Install grommet (3) and potentiometer cover.
Tighten screws to 15 in. lbs. (1.70 N.m)
torque.
5. Install cable clamps and tighten screws to 40 in.
lbs. (4.21 N.m) torque.
6. Inspect assembly and verify proper wiring clear-
ance during operation of pedal throughout the
range of travel.
FIGURE 2-34. ELECTRONIC PEDAL ASSEMBLY
1. Clamp and Screws
2. Harness
3. Grommet
4. Potentiometer
5. Mounting Screws
6. Cover
COOLING BLOWER WARNING SYSTEM
The HAULPAK
truck is equipped with a cooling

blower to supply cooling air to the alternator, exciters
and wheel motor.
The cooling blower warning system which consists of
a pressure switch, warning light, buzzer, and an
adjustable time delay controlled by the CPU in the
FL275 panel. The purpose of the warning system is
to alert the operator in case of blower loss or low
blower output.
Blower loss or low blower output could result in com-
ponent malfunction due to the lack of cooling air.
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
(default setting) and blower output is less than nor-
mal. The 101 second delay is controlled by the
FL275 panel CPU.
Test
Check the operation of the blower loss warning sys-
tem as follows:
1. With the engine not running, turn the key switch
and control power On and place the selector
switch in FORWARD.
2. Depress the throttle pedal until the propulsion
contactors energize.
3. After 101 seconds, (or the value entered on the
TRUCK SPECIFICS SCREEN) the Motor
Blower warning light on the instrument panel
should turn on.
If the switch requires adjustment, refer to instructions
in Miscellaneous Component Test and Adjustment
in the Statex III Electrical System Checkout
Procedure in Section E3.
Removal
NOTE: If the blower pressure switch cannot be
adjusted to specifications and no air leaks are found,
a new switch assembly must be installed.
1. Inspect rear axle access door cover gasket,
blower duct hose and wheel covers for damage
or possible leaks.
2. Open rear axle access door and locate switch
(1, Figure 2-35).
3. Remove nylon tubing attached to switch.
4. Remove the four capscrews, lockwashers, and
nuts attaching switch assembly to mounting
bracket and remove.
Installation
1. Attach switch assembly to mounting bracket
using hardware removed in above procedure.
2. Install nylon tube.
3. Close rear axle access door and calibrate
switch per instructions in Miscellaneous Com-
ponent Test and Adjustment.
FIGURE 2-35. BLOWER PRESSURE SWITCH
(Rear Axle Housing)
1. Blower Pressure
Switch
2. Adjustment Access
Cover
ELECTRICAL CONTROL CABINET
The following pages illustrate the electrical control
cabinet, components and terminal boards located
inside the cabinet as noted for truck models 445E,
510E, 630E, 685E, and 730E. Actual component
location and equipment will vary dependent on
optional equipment installed.
Components in the cabinet are labelled with abbrevi-
ations for identification. These abbreviations are
shown on the item number of the illustrations and are
listed alphabetically at the end of this section.
This information should be used in conjunction with
applicable electrical schematics located in the rear of
this manual when troubleshooting the electrical sys-
tem.
This system is capable of developing high Volt-
age. Use caution when working with the system.
Some of the components on the cards are sensi-
tive to static electricity. To prevent damage, it is
recommended that a properly connected ground
strap be worn when removing, handling or
installing a card. It is also recommended that
after a card has been removed, it is carried and
stored in a static proof bag or container.
NOTE: There are no adjustment potentiometers on
the control cards. Cards should not be removed
during troubleshooting unless it has been determined
that a card is at fault.
FIGURE 2-36. ELECTRICAL CONTROL CABINET, FRONT VIEW
(445E - 685E)
1. Alternator Field
Contactor
2. Motor Field Contactor
3. Reverser
4. Air Pressure Switch
5. Alternator Field Static
Exciter
6. Motor Field Static
Exciter
7. Propulsion Load
Control Panel
8. Diagnostic Data
Reader 2 (DDEC
Engine Only)
9. Diagnostic Data
Reader 1 (DDEC
Engine Only
10. Control Power Switch
11. Control Power Relay
Light
12. Cabinet Service Light
Switch
13. Two Digit Display
Panel
14. Retard Power
Contactor 2
15. Retard Power
Contactor 1
16. Propulsion Contactor
1
17. Propulsion Contactor
2 (GTA26 Only)
18. Fault Detection
Transformer
19. Synchronizing
Transformer 1
20. Synchronizing
Transformer 2
21. Relay Board 4
22. Relay Board 6
FIGURE 2-37. ELECTRICAL CONTROL CABINET, FRONT VIEW
(730E)
1. Alternator Field Contactor
2. Motor Field Contactor
3. Reverser
4. Air Pressure Switch
5. Alternator Field Static Exciter
6. Motor Field Static Exciter
7. Propulsion Load Control Panel
8. Control Power Switch
9. Control Power Relay Light
10. Cabinet Service Light Switch
11. Two Digit Display Panel
12. Retard Power Contactor 2
13. Retard Power Contactor 1
14. Propulsion Contactor 1
15. Propulsion Contactor 2 (GTA26
Only)
16. Fault Detection Transformer
17. Isolation Transformer w/Optional
Payload Meter
18. Synchronizing Transformer 1
19. Synchronizing Transformer 2
FIGURE 2-38. CABINET WALL, VIEW A
(445E - 685E Figure 2-36)
1. Coolant Lever
Module (DDEC
Engines Only)
2. Diode Board 1
3. Relay Board 2
(w/Optional Payload
Meter)
4. Acceleration Switch
5. Retard Panel
FIGURE 2-40. CABINET WALL, VIEW B
(445E - 685E Figure 2-36)
FIGURE 2-39. CABINET WALL, VIEW A
(730E, Figure 2-37)
1. Relay Board 6
2. Relay Board 2
(w/Optional Payload
Meter)
3. Diode Board 1
4. Isolation Trans-
former (w/Optional
Payload Meter)
FIGURE 2-41. CABINET WALL, VIEW B
(730E, Figure 2-37)
1. Relay Board 4
FIGURE 2-42. CABINET WALL, VIEW C
(685 - 730E)
1. Iso Amp 3
2. Capacitor 1
3. Iso Amp 5
4. Capacitor 2
5. Shunt 3
6. Shunt 4
7. Iso Amp 6
8. Iso Amp 7
9. Ground Block 1
10. Iso Amp 8
11. Iso Amp 4
FIGURE 2-43. CABINET WALL, VIEW D
(685E - 730E)
1. Alternator Field
Current Limit Resistor
2. Load Test Bus Bars
3. Voltage Measuring
Module 1
4. Voltage Divider
Resistor
5. Ground Fault
Interrupt Panel
6. Voltage Measuring
Module 2
FIGURE 2-44. CABINET FLOOR AND REAR SIDE, VIEW E
(445E - 730E)
1. Fault Detection Panel
2. Alternator Field
Discharge Resistor
3. Motor Field Discharge Resistor
4. Control Power Diode 1
5. Control Power Diode 2
6. Control Power Relay
7. Alternator Field Relay
8. Shunt 7
9. Shunt 6
10. Shunt 2
11. Shunt 1
12. Relay Board 1
13. Relay Board 3
14. Relay Board 5
15. Ground Block 4
ABBREVIATIONS FOR STATEX III ELECTRIC DRIVE COMPONENTS
ACC/RET Accelerator/Retard Interface Panel
ACC Accelerator Pedal Position Detector Card
AFSE Alternator Field Static Exciter
AID Alarm Indicating Device
ALT Alternator (Traction)
ALT(24V) Alternator (Battery Charging)
AM Ammeter
BATT Battery
BD Body Down Proximity Switch
BIR Brake Interrupt Relay
BM Blower Motor
BUR Body Up Relay
CPD1, 2 Control Power Diode 1 & 2
CPR Control Power Relay
CPRL Control Power Relay Light
CPS Control Power Switch
CSL Cabinet Service Lights
CSLS Cabinet Service Light Switch
CT Current Transformer
CTR Current Transformer Resistor
DB1, 2, 3 Diode Board 1, 2, 3
DL Dome Light
DDR1, 2 DDEC Diagnostic Reader Connector
EIS Engine Idle Switch
ESSU Engine Speed Sensing Unit
FBS Feedback Switch
FDP Fault Detection Panel
FDT Fault Detection Transformer
FP Filter Panel
GB1 - 4 Ground Block No. 1,2, 3, 4
GF Alternator Field Contactor
GFDR Alternator Field Discharge Resistor
GFIP Ground Fault Interrupt Panel
GFR Alternator Field Relay
GRR Ground Relay Resistor
ISOA3 - 8 Isolation Amplifier No.
3, 4, 5, 6, 7, 8
KS Key Switch
M1 Wheel Motor No. 1, Left Hand
M2 Wheel Motor No. 2, Right Hand
MF1, 2 Wheel Motor Field No. 1, 2
MFC Motor Field Contactor
MFDR Motor Field Discharge Resistor
MFSE Motor Field Static Exciter
OR Override Pushbutton
P1, P2 Propulsion Contactor No. 1, 2
PBFR Parking Brake Failure Relay
PBS Parking Brake Switch
PLCP Propulsion Load Control Panel (FL275)
PTU Portable Test Unit
RB1- 6 Relay Board RB1 thru RB6
RD Rectifier Diode Panel
RET Retarding Control Panel
REV Reverser
R1 Alternator Field Current Limit Resistor
RG1, 2 Retarding Grid No. 1, 2
RLCB Retard Light Circuit Breaker
RLR Retard Light Relay
RP1, 2, Retard Power Contactor No. 1, 2
RP3, 4, 5 Extended Range Retard Contactors
6, 7, 8, 9 No. 3, 4, 5, 6, 7, 8, 9
RSC Retard Speed Control
S1, 2 Motor Armature Circuit Shunt No. 1, 2
S3 Power Circuit Shunt
S4 Alternator Field Current Shunt
S6, 7 Alternator Tertiary Shunts
SBDT Steering Bleeddown Timer
SLR Stop Light Relay
SRR Slippery Road Relay
SS Selector Switch (Direction Control)
SSU1, 2 Speed Sensing Unit No. 1, 2
ST1, 2 Synchronizing Transformer 1, 2
2DD Two Digit Display Panel
VDR3 Voltage Divider Resistor
VMM1, 2 Voltage Measuring Module No. 1, 2
CARD IDENTIFICATION LIST
GE17FL275 PANEL, STATEX III
DETROIT DIESEL ELECTRONIC ENGINE CONTROLS ABBREVIATIONS

17FB100 Power Supply 17FB103 Digital Input/Output
17FB101 Central Processing Unit (CPU) 17FB104 Digital Input/Output
17FB102/140 Analog Input/Output
CEL Check Engine Light EUI Electronic Unit Injector
CLM Coolant Level Module FTS Fuel Temperature Sensor
CLS Coolant Level Sensor OPS Oil Pressure Sensor
CTS Coolant Temperature Sensor OTS Oil Temperature Sensor
DDEC Detroit Diesel Electronic Controls SEL Stop Engine Light
DDR Diagnostic Data Reader TPS Throttle Position Sensor
ECM Electronic Control Module
NOTES:
E03012 11/04 STATEX III System Electrical Checkout Procedure i
STATEX III ELECTRICAL SYSTEM
CHECKOUT PROCEDURE
TABLE OF CONTENTS
SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE
GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
COMMUNICATIONS PORT CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-2
PTU Hookup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-2
1.0 SEQUENCE TESTS - (Engine not running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
1.1 Throttle System Check and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
1.1.1 Electronic throttle system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
1.1.2 Electronic throttle system Fuel Enhancement (Fuel Saver) . . . . . . . . . . . . . . . . . . . . . E3-6
1.2 Retard System Check and Adjustment - Electronic Pedal System. . . . . . . . . . . . . . . . . . . . . . E3-8
1.2.1 Williams Electronic Retard Pedal and ACC/RET or RET Interface . . . . . . . . . . . . . . . . E3-8
1.2.2 Electronic Retard Pedal, Current Production Trucks. . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
1.3 Reverser and Propulsion Contactors Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
1.4 Propulsion Lockout Test (DDEC, MTU Engines). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
1.5 Retard Contactors Operation Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13
1.6 Ground Fault Sensing Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13
1.7 Ground Fault in Retard Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13
1.8 Override Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14
1.9 Anti-Reversal Function (AR) Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-15
1.10 Overspeed Retard Operation Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-15
1.11 Hoist Interlock Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16
1.12 Motor Blower Fault Light Operation Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
2.0 DIGITAL INPUT/OUTPUT SIGNALS TESTS - FL275 CARD PANEL. . . . . . . . . . . . . . . . . . . . . . E3-18
2.1 Setup Manual Digital Input/Output Test on PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-18
2.2 Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-19
2.3 Digital Output Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-21
3.0 ANALOG INPUT SIGNALS TESTS - FL275 CARD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-24
3.1 Setup Analog Input Monitor Screen on PTU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-24
3.2 Analog Input Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
3.3 Frequency Input Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32
4.0 SPEED EVENT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
4.1 Single Speed Overspeed - Overspeed Settings Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
4.2 Empty Truck - 2 Speed Overspeed Settings Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
ii STATEX III System Electrical Checkout Procedure E03012
4.2 Loaded Truck - 2 Speed Overspeed Settings Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
4.4 Other Speed Events Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
5.0 RETARD SPEED CONTROL SYSTEM CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-37
5.1 Overspeed Pickup and Dropout Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-37
5.2 Retard Pot Maximum Setting Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-38
5.3 Retard Pot Minimum Setting Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-38
5.4 Accelerator Pedal Override of Retard Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-38
6.0 LOAD TEST USING TRUCK RETARD GRIDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-39
7.0 MOTOR FIELD CURRENT CHECK IN RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-41
8.0 MISCELLANEOUS COMPONENT TEST AND ADJ USTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . E3-42
8.1 Brake System Interlocks Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-42
8.2 Blower Loss Pressure Switch Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43
8.3 SYNC Transformer Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43
8.4 Power Contactor Position Sensor Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43
8.5 Battery Boost Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44
8.6 Isolation Amplifier & Voltage Module Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44
8.6.1 Voltage Measuring Module Test (VMM1 & VMM2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44
8.6.2 ISO-AMP Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44
8.7 Motor Rotation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45
8.8 Ground Fault Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-46
9. MISCELLANEOUS CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-47
9.1 Wheel Motor Gear Ratios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-47
9.2 Maximum Allowable Truck Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-48
9.3 Engine Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-49
E03012 11/04 Statex III Electrical Checkout Procedure E3-1
STATEX III ELECTRICAL SYSTEM CHECKOUT PROCEDURE
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.
This system is capable of developing high voltage. Use caution when
working with the system.
The test and adjustment procedures list standard and
optional equipment which may be installed. It is the responsi-
bility of the personnel using this Electrical Checkout Proce-
dure to determine what equipment is installed on the truck
being serviced and to select the applicable test and adjust-
ment procedure.
If any of the cards in the FL275 panel must be removed, a
wrist ground strap MUST be worn to ground personnel to the
truck chassis to prevent static discharge damage to the cir-
cuit boards. After the board has been removed from the
panel, it must immediately be placed in a static-free protec-
tive bag.
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:
TRUCK MODEL ALTERNATOR WHEELMOTOR
445E, 510E GTA-25 GE772, GE776, GE791
630E, 685E, 730E GTA-22 GE776, GE788
630E, 685E, 830E GTA-26 GE788, GE787
CONVENTION APPLIES TO SAMPLE
Bold Type Menu & Screen Titles GE OHV STATEX III MENU
Quotation Marks Menu Selection Choices PTU TALK TO TRUCK
[Brackets] Key to be pressed [ENTER], [ESC], [DEL] etc.
E3-2 Statex III Electrical Checkout Procedure 11/04 E03012
C O M M U N I C A T I O N S P O R T C H E C K
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.
FIGURE 3-1. PTU HOOKUP
9. If one or more events have been stored, a screen as shown in either Figure 3-2 or 3-3 will be
displayed.
10. If Figure 3-2 is displayed, select reset hardware startup event with the cursor and press
[ENTER].
a. A screen will appear with instructions for cycling control power to reset the system. Follow
the on-screen instructions to cycle power to the control system.
b. After the system is powered up, repeat steps 4 through 8 to return to the event data.
11. If Figure 3-3 is displayed, you may select VIEW EVENT DATA and press [ENTER] to view
events currently stored. A screen displaying a list of stored events appears.
12. Any stored events may be uploaded to a file for storage by selecting GE engineering format
event data and following directions on the subsequent screens.
13. To erase the event data currently stored, select erase event data yes/no menu from the
EVENT DATA MENU screen.
a. On the screen titled RESET ALL YES/NO MENU, move the cursor to YES, Erase Truck
Events and press [ENTER].
b. Exit back to the GE STATEX III MENU following screen instructions as they appear.
Special Operation
5 Events stored
( ) VIEW EVENT DATA
( ) reset hardware startup event
( ) EXIT
(Requires Control System Reset)
Special Operation
5 Events stored
( ) VIEW EVENT DATA
( ) erase event data yes/no menu
( ) EXIT
1.0 SEQUENCE TESTS - (Engine not running)
Preparation & Setup
It is assumed the truck has been programmed using the correct Truck Configuration File and GE
Statex III Enhanced version 1.00 (if truck is equipped with a 17FB144 CPU card) or version 14.00 (if
truck is equipped with a 17FB101 CPU card) or later software prior to proceeding with the following
tests. If not, refer to Electrical Propulsion Components for instructions for preparing the Truck Con-
figuration File, programming the truck, and usage of the GE software menu system.

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).
Control System Self-test
1. Set up PTU as described previously using the communication port in the electrical cabinet.
2. Turn control power switch On.
3. Verify the two digit display shows 00 after a 10 second delay. If only a single digit 8 is displayed,
check for a faulty CPU (FB101 or FB144) card.
4. If the two digit display shows numbers other than 00, refer to Electrical Propulsion Compo-
nents for a listing of possible codes, code descriptions, event restrictions, detection information
and possible reasons for the problem. An attempt should be made to correct any obvious prob-
lems before proceeding.
5. If the problem has not been resolved, select the proper section of this procedure (digital, analog
etc.) and use the PTU to aid in troubleshooting the problem.
6. If the entire electrical system is to be checked, the checkout procedures should be performed in
the sequence listed if possible.
1.1 Throttle System Check and Adjustment
NOTE: If the truck is an early production unit, not equipped with the Fuel Enhancement (Fuel
Saver) system, refer to step 1.1.1. If the truck is a later or current production unit, refer to step
1.1.2.
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.
6. Measure the voltage between circuits 76L and 710.
Read 25.25 to 28 vdc. If voltage is low, recharge truck batteries.
7. With the Normal/Advance Idle switch in Off (Normal) position, turn key switch Off, then On.
Measure voltage between circuits 510 to 952. Repeat 3 times. If voltage ever reaches or
exceeds 2.0 vdc, replace ACC card. Verify the Normal/Advance Idle switch is in Off posi-
tion.
8. Turn control power switch On, place selector switch in FORWARD. With throttle pedal
depressed just until propulsion contactors pick up, measure the following:
STEP CIRCUIT
ACC
CARD
VOLTS
PTO
COUNTS
ADJUSTMENT
1
525(+)
to
952(-)
TZ6661 .75 (approx.) 18 1
Position of pedal potentiometer. If unable to adjust,
replace potentiometer.
EB2635 .78 (approx.) 17 1
EC1806 .53 (approx.) 21 3
Adjust P1 on ACC card. If unable to adjust, replace
pedal assembly.
2
510(+)
to
952(-)
TZ6661 .34 (approx.) 18 1
If out of tolerance, replace ACC card.
EB2635 .37 (approx.) 17 1
EC1806 .40 (approx.) 21 3
Adjust P1 on ACC card (Seal pot). If unable to adjust,
replace pedal assembly.
CIRCUIT ACC CARD VOLTS PTO COUNTS
510(+)
to
952(-)
TZ6661 .107 (approx.) 33 2
EB2635 .68 (approx.) 32 2
EC1806 .64 (approx.) 34 2
9. With throttle pedal fully depressed, measure the following:
10. Release throttle pedal.
11. Measure voltage at circuit 525 and 952 while slowly pressing throttle pedal from minimum to full
throttle.
For adjustable pedal with TZ6661/EB2635 card, meter reading should start from approx-
imately 0.70 vdc and increase to approx. 4.35 vdc in a smooth and linear fashion.
For non-adjustable pedal with EC1806 card, meter reading should start from approxi-
mately 0.54 vdc and increase to approximately 4.30 vdc in a smooth and linear fashion.
If there are positions of voltage drop off, replace pedal potentiometer.
12. Release throttle pedal. Measure circuits 73R to 710 with pedal released.
Measure 0.0 vdc.
13. Depress throttle pedal fully. Measure circuits 73R to 710 with pedal pressed fully.
Measure approximately 26.0 vdc.
14. Release pedal. If step 12 or 13 readings are incorrect, replace accelerator card.
1.1.2 Electronic Throttle System (Fuel Saver System).
NOTE: Instructions are also included in the following procedure for retard pedal setup which can
be performed in conjunction with accelerator pedal setup on trucks equipped with the Fuel Saver
circuitry.
Turn Key Switch and Control Power On.
Set up PTU as described previously using the communication port in the electrical cabinet.
Start the GE software program be typing gemenu3e if using Statex III Enhanced version 1.00
software (or type gemenu if using version 14.00 software) from the DOS C:>prompt.
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 (Figure 3-4), move the cursor to NOR-
MAL OPERATION 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 MONITOR ANALOG INPUT CHAN-
NELS and press [ENTER]; the screen shown in Figure 3-5. will appear.
CIRCUIT ACC CARD VOLTS PTO COUNTS
ACTION IF OUT
OF TOLERANCE
510(+)
to
952(-)
TZ6661 3.80 (approx.) 203 -4/ +10
Replace ACC card or
pedal
EB2635 4.35 (approx.) 215 -4/ +10
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)
FIGURE 3-4. PTU MAIN MENU
FIGURE 3-5. MONITOR ANALOG INPUT CHANNELS SCREEN
NOTE: If either pedals' off % is greater than 15% before making the pedal setting changes to the
configuration file, the system will interpret the pedal as being pressed and may cause the
contactors to energize.
3. Exit to the NORMAL OPERATION MENU, GE STATEX III PTU MAIN MENU and exit to the GE
OHV MENU.
4. Move the cursor to TRUCK SETUP (CFG) and press [ENTER].
5. Choose 1) Select a truck configuration, currently using file: .
6. Move the cursor to the configuration file for the truck and press [ENTER].
7. Select 5) Change/view Truck Specifics.
8. Compare the values recorded in steps 1 and 2 with values shown on the TRUCK SPECIFICS
screen. If the values differ by more than 3%, the configuration file must be changed to the val-
ues recorded above:
a. Move the cursor to :percent accel pedal travel off request. Type the value recorded in step
1.a above and press [ENTER].
b. Move the cursor to :percent accel pedal travel full request. Type the value recorded in step
1.b above and press [ENTER].
c. Move the cursor to :percent retard pedal travel off request. Type the value recorded in step
2.a above and press [ENTER].
d. Move the cursor to :percent retard pedal travel full request. Type the value recorded in step
2.b above and press [ENTER]
9. Move the cursor to LEAVE TRUCK SPECIFICS SCREEN and press [ENTER].
10. At the TRUCK SETUP CONFIGURATION MINE MENU, select 7) Save a truck configuration,
filename: and press [ENTER].
11. The current filename will be displayed. Press [ENTER] to accept this name. Type y to over-
write the old file with the new file containing the correct pedal values.
12. Choose 9) Quit. Type y to exit and return to the GE OHV STATEX III MENU.
13. Move the cursor to SELECT TRUCK SETUP and press [ENTER].
14. Move the cursor to the configuration file saved in step 11. and press [ENTER].
15. For the foot pedal changes to become effective, it is now necessary to reload the program into
the truck. Refer to PROGRAMMING THE TRUCK and follow the instructions for Download
Configuration Files in section E2.
1.2 Retard System Check and Adjustment
1.2.1 Williams Electronic Retard Pedal and Dresser ACC/RET or RET Interface Box.
1. With key switch and control power switch On, move selector switch to FORWARD.
2. With retard pedal released, measure the following circuits in the control cabinet using a digital
voltmeter:
a. From 76B to 710:
Read 20.0 2.0 vdc.
b. From 15V to 710:
Read 15.00 0.10 vdc. Adjust P1 on RET Card if necessary. Seal P1 pot after adjust-
ment.
c. From 54N to 710:
Read 1.50 .50 vdc.
d. From 74N to 710:
Read .09 .10 vdc.
3. With retard pedal depressed just until retard contactors pick up, measure the voltage between
the following circuits:
a. From 74N to 710:
Read 0.20 .20 vdc. If out of tolerance replace RET card.
b. From 54N to 710:
Read 2.60 .50 vdc. If out of tolerance, replace retard pedal potentiometer.
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:
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:
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.
ACC
CARD
VOLTS
PTO
COUNTS
ACTION IF OUT OF TOLERANCE
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
ACC
CARD
VOLTS
PTO
COUNTS
ACTION IF OUT OF TOLERANCE
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
PTU Setup
If not done previously, Set up PTU using the communication port in the electrical cabinet.
Select the MONITOR REAL TIME DATA screen as follows:
c. When the GE STATEX III PTU MAIN MENU (Figure 3-6.) appears, move the cursor to
NORMAL OPERATION and press [ENTER].
e. The NORMAL OPERATION MENU (Figure 3-7.) will appear. Select MONITOR REAL TIME
DATA and press [ENTER]; the screen shown in Figure 3-8. will appear.
FIGURE 3-6. PTU MAIN MENU (Version 14.00 Shown)
FIGURE 3-7. NORMAL OPERATION MENU
NOTE: PTU abbreviations shown with a line above and below after the following steps indicate
highlighted items to be observed on PTU display screen. Highlighted items will be preceded by an
equals sign to indicate a digital input is true and a digital output is ON. Steps 1.3, and 1.4 may
also be checked using the ACCELERATE STATE LOGIC SCREEN and step 1.5 may be checked
using the RETARD STATE LOGIC SCREEN if desired. If used, exit back to the Normal Operation
Menu and select MONITOR REAL TIME DATA SCREEN when performing step 1.6 and the
remaining sequence checks.
1.3 Reverser and Propulsion Contactors Check
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
3. Depress throttle. No contactors should pick up. Release throttle.
4. Move Selector Switch to FORWARD.
FORIN
5. Verify that Reverser remains in forward position (to the right).
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
FIGURE 3-8. MONITOR REAL TIME DATA SCREEN
7. Verify feedback signals are present:
MFFB P1FB (P2FB) GFFB GFRFB
8. Release throttle. Propulsion contactors should drop out.
9. Move Selector Switch to REVERSE.
10. Verify that Reverser shifts to reverse position (to the left).
REVIN
REVFB
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.
13. Verify feedback signals are present:
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.
a. Verify feedback signals are present:
Detroit Diesel DDEC engine trucks:
2A. For 16 cylinder engines, jumper circuits 509M & 509S to ground, one at a time. For 20 cylin-
der engines (3 ECM's) jumper circuits 509M, 509R1 & 509R2 to ground. On DDEC III
engines, jumper circuit 509 to ground. The propulsion contactors should drop out after
approximately a 7 second time delay.
MTU engine trucks:
2B. J umper circuit 31MS to ground. The propulsion contactors should drop out after approxi-
mately a 7 second time delay.
3. Turn control power Off. Remove jumpers to restore wiring to its original condition.
1.5 Retard Contactors Operation Check
1. Put Selector Switch in FORWARD and depress retard pedal.
FORIN RS
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
a. Verify the feedback signals:
RP1 FB RP2FB MFFB GFFB GFRFB RP3FB RP4FB RP5FB
RP6FB RP7FB RP8FB RP9FB
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.
1.6 Ground Fault Sensing Check
1. Place Selector Switch in FORWARD and depress throttle.
2. Propulsion contactors MF, P1/(P2), GF, and GFR should pick up.
3. Momentarily jumper from circuit 71 to terminal A on GFIP.
GFAULT
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.
1.7 Ground Fault in Retard Operation Check
1. Put Selector Switch in FORWARD and depress retard pedal.
FORIN RS
a. Verify feedback signal is present:
FORFB
2. Retard contactors RP1, RP2, MF, GF, and GFR, RP3-RP5, (and RP6-RP9 if used) should ener-
gize.
a. RETARD should be highlighted:
RETARD
3. Momentarily jumper from circuit 71 to terminal A on GFIP.
GFAULT
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.
1.8 Override Operation Check
1. Move selector switch to FORWARD, and depress throttle fully.
FORIN AS
FORFB
2. Propulsion contactors MF, P1/(P2), GF and GFR should pick up.
MF P1 (P2) GF GFR
3. Depress retard pedal.
RS
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.
RP1FB RP2FB MFFB GFFB GFRFB RP3FB RP4FB RP5FB
5. Operate Override Switch.
DOS
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.
1.9 Anti-Reversal Function (AR) Check
Disconnect wheel motor speed sensor wires 77, 77A, 714 & 714A in control cabinet. J umper
circuit 77 to 714. J umper circuit 77A to 714A.
Connect an oscillator to circuit 77 and 77A at control cabinet terminal board. Do not turn oscil-
lator on.
1. Move Selector Switch to FORWARD. Depress throttle.
FORIN AS
FORFB
2. Propulsion contactors MF, P1/(P2), GF, and GFR should energize.
MF P1 (P2) GF GFR
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).
REVFB
8. Move selector switch to NEUTRAL.
1.10 Overspeed Retard Operation Check
Disconnect wheel motor speed sensor wires 77, 77A, 714 & 714A at control cabinet terminal
board.
J umper circuit 77 to 714, jumper circuit 77A to 714A on terminal board.
Connect an oscillator to circuit 77 and 77A at terminal board.
1. Move Selector Switch to FORWARD, and depress throttle.
FORIN AS
FORFB
2. Propulsion contactors MF, P1/(P2), GF, and GFR should energize.
MF P1 (P2) GF GFR
3. Increase the oscillator frequency until OVRSPD DIGITAL OUTPUT changes from off to =on,
which will indicate that overspeed condition has been obtained.
OVRSPD
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 and the Dynamic
Retard Light in the cab comes on.
RP1FB RP2FB MFFB GFFB GFRFB RP3FB RP4FB RP5FB
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.
1.11 Hoist Interlock Operation Check
1. Put Selector Switch in FORWARD, and depress throttle. Propulsion contactors MF, P1/(P2), GF,
and GFR should energize.
FORIN AS
MF P1 (P2) GF GFR
FORFB MFFB P1FB (P2FB) GFFB GFRFB
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
3. Propulsion contactors should drop out.
4. Operate Override Switch.
DOS
5. Contactors should respond to throttle only when Override Switch is held.
6. Put Selector Switch in NEUTRAL and release throttle. Reconnect 71F or replace metal washer.
7. Put Selector Switch in REVERSE, and depress throttle.
REVIN AS
REVFB
8. Propulsion contactors should energize.
MF P1 (P2) GF GFR
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
10. Propulsion contactors should drop out. Operate override switch.
DOS
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.
1.12 Motor Blower Fault Light Operation Check
1. Place Selector Switch in FORWARD, and depress throttle.
FORIN AS
2. Propulsion contactors should energize.
MF P1 (P2) GF GFR
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.
Return to Main Menu
1. This completes the sequence tests.
2. Move cursor to select EXIT on the menu and press [ENTER] key.
3. Select EXIT as necessary until returned to GE STATEX III PTU MAIN MENU.
4. Move cursor to select EXIT on this menu and press [ENTER] key.
5. At QUIT PTU? menu screen prompt , press [Y] key (or any key except [N]) to exit back to the
GE OHV STATEX III MENU.
NOTE: it is always necessary to exit back to this menu before turning off control power to avoid
lock up of PTU computer screen.
6. Turn control power switch Off.
7. Turn key switch Off.
2.0 DIGITAL INPUT/OUTPUT SIGNALS TEST - FL275 CARD PANEL
Connect PTU at control cabinet as described previously.
Turn PTU On and type gemenu3e (or gemenu, for version 14.00) at the C:>prompt. Press
[ENTER].
2.1 Setup Manual Digital Input/Output Test on PTU
1. With control power On, select PTU TALK TO TRUCK on GE OHV STATEX III 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. Select SPECIAL OPERATION WITH ENGINE STOPPED. Press [ENTER] key.
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?
6. The SPECIAL CONTROL ENGINE STOPPED TEST MENU should appear on the screen.
7. Select MANUAL DIGITAL OUTPUT TEST. Press [ENTER] key.
8. The MANUAL DIGITAL OUTPUT TEST SCREEN (Figure 3-9.) should appear on the PTU
screen. This screen is divided into four sections:
a. ENGINE PARA - the functions displayed are not active.
b. ANALOG - the functions displayed are not active.
c. DIGITAL INPUT - this section monitors 38 digital inputs. The status of the input functions will
be shown by displaying the Name of the input as follows (unless otherwise noted): =true
inverse display =input energized (28 volts) false regular display =input not energized (0
volts)
d. DIGITAL OUTPUT - this section monitors 35 digital outputs. =on inverse display =output
energized
FIGURE 3-9. MANUAL DIGITAL OUTPUT TEST SCREEN
2.2 Digital Input Checks
1. 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 switch to clear codes.
2. For the digital inputs listed below, do the PROCEDURE TO ACTIVATE as specified, and verify
that the display status of the digital input name on the MANUAL DIGITAL OUTPUT TEST
SCREEN changes from false (regular display) to = true (inverse display), unless otherwise
noted. Restore any switch settings and wiring changes to their original condition before moving
on to check the next digital input.
3. All digital inputs have now been checked, except contactor feedback inputs, which will be
checked with digital outputs in next section.
DI NAME DESCRIPTION PROCEDURE TO ACTIVATE FUNCTION
FIRSTSRCH FIRST SEARCH SW
Press Up Arrow Switch on
Two Digit Display.
=true (inverse display) =switch depressed
LASTSRCH LAST SEARCH SW
Press Down Arrow Switch on
Two Digit Display.
2DDRESET LOCAL RESET SW
Press Reset Switch on Two
Digit Display.
AS
ACCELSWITCH
Accelerator pedal applied. =true (inverse display) =ACCEL request =28v input
Pedal released false (regular display) =no ACCEL request =0v input
RS
RETARD SWITCH
Press retard pedal. =true (inverse display) =retard request =0v input
Pedal released false (regular display) =no request =28v input
DOS
DUMP OVERRIDE
SWITCH
Press override switch. =true (inverse display) =switch depressed
RSC
RETARD SPEED CON-
TROL SWITCH
Pull retard speed control
switch to On position.
DBUP DUMP BODY UP SWITCH
Remove wire 71F.
=true (inverse display) =body up =0v input
Verify Body-Up light in cab illuminates.
Restore circuit 71F. false (regular display) =body down =28v input
2SOS
2 SPEED OVERSPEED
SYSTEM
(LOAD WEIGHT SWITCH)
Disconnect wire 73LS routed
to the rear suspension pres-
sure switches and insulate.
J umper from 71 to 73LS.
=true (inverse display) =loaded truck =0v input
Remove 71 to 73LS jumper
(Reconnect 73LS.)
false (regular display) =empty truck =28v input
IDLESW
IDLE SWITCH
(Non-Fuel Saver only)
Move idle switch from low
(turtle) position to high idle
position.
=true (inverse display) =high idle =0v input
Place switch in low position. false (regular display) =low idle =28v input
ACCINH ACCEL INHIBIT SIGNAL
No signal (0v input) =true (inverse display) =inhibit =0v input
J umper 73S to 710 to ener-
gize park brake failure relay
coil. (Leave jumper con-
nected to simulate Park
Brake Not Applied)
false (regular display) =not inhibit =28v input
FAILDIODE
FAILED DIODE PANEL
SIGNAL
Remove wire 73A from FDP
term D.
=true (inverse display) =failed diode =0v input
Verify that electrical system fault light on instrument
panel comes On with wire 73A removed.
Replace wire 73A. false (regular display) =ok diode =28v input
DI NAME DESCRIPTION PROCEDURE TO ACTIVATE FUNCTION
SRVBRKPSW
SERVICE BRAKE PRES-
SURE SWITCH
In control cabinet, jumper 28
volts from 712 to 44R to sim-
ulate service brake applied.
=true (inverrse display) =brake applied =28v input
Remove jumper. false (regular display) =brake released =0v input
FORIN
SELECTOR SWITCH
FORWARD SIGNAL
Move selector switch to FOR-
WARD position.
=true (inverse display) =FORWARD selected
REVIN
SELECTOR SWITCH
REVERSE SIGNAL
Move selector switch to
REVERSE position.
=true (inverse display) =REVERSE selected
DSTORE DATA STORE SWITCH
Press data store switch. =true (inverse display) =switch closed =28v input
Release switch. false (regular display) =switch open =0v input
BLOWP
BLOWER PRESSURE
SWITCH
Remove 75A1 wire. =true (inverse display) =ok pressure =0v input
Re-attach wire 75A1. false (regular display) =no pressure =28v input
PARKBRKSW PARK BRAKE
Turn park brake switch to ON.
=true (inverse display) =apply brake request =0v
input
Turn park brake switch to
OFF.
false (regular display) =release brake request =28v
input
KEYSW KEY SWITCH
Key switch On. =true (inverse display)
Key switch Off. false (regular display)
CPSFB
CONTROL POWER-
SWITCH
Control power switch On. =true (inverse display)
Control power switch Off. false (regular display)
ENGSERV
ENGINE SERVICE
SIGNAL
J umper 419 to GND at the
junction box.
=true (inverse display) =with jumper =0v input
Verify Engine Check light in cab Turns On.
Remove jumper. false (regular display) =w/o jumper =28v input
ENGINE SERVICE
SIGNAL
(MTU engine)
J umper wire 419 to GND
at junction box.
Verify Engine Check light in cab turns On.
ENGSDWN
ENGINE SHUT DOWN
SIGNAL
(DDEC engine)
J umper 509 to GND at
junction box.
Verify Engine Shut Down light in cab turns On.
ENGINE SHUT DOWN
SIGNAL
(MTU engine)
J umper wire 31MS to GND
at junction box.
Verify that Engine Shut Down light in cab turns On.
2.3 Digital Output Checks
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.
1. Set digital output driver On.
a. Move cursor with the arrow keys to the output name (DO NAME) of the desired output.
b. Press [ENTER] key to change status of selected output from off to on.
c. The display status of the output name DO NAME on the MANUAL DIGITAL OUTPUT TEST
SCREEN changes from off (regular display) to =on (inverse display) in a flashing mode.
d. Output device will be energized, or take voltage reading to verify that output driver is turned
on, as noted in the OUTPUT DEVICE CHECKOUT column.
e. Status of related feedback input name DI NAME (if used) on the MANUAL DIGITAL OUT-
PUT TEST SCREEN changes from false (regular display) to =true (inverse display).
2. Set digital output driver Off.
a. With cursor still on the same output name DO NAME press [ENTER] key again to change
status of selected output from on to off.
b. The display status of the output name DO NAME on the MANUAL DIGITAL OUTPUT TEST
SCREEN changes from =on (inverse display) to off (regular display).
c. Output device will be de-energized, or take voltage reading to verify that output driver is
turned off as noted in the OUTPUT DEVICE CHECKOUT column.
d. Status of related feedback input name DI NAME (if used) on the MANUAL DIGITAL OUT-
PUT TEST SCREEN changes from = true (inverse display) to false (regular display).
e. Be sure to restore any metering or wiring changes to their original condition before moving
on to check the next output.
3. After all digital outputs have been checked, move cursor to (select) EXIT on the menu and
press [ENTER] key.
4. Repeat step 3. as required until returned to GE STATEX III PTU MENU.
DO NAME DESCRIPTION
OUTPUT DEVICE CHECKOUT
DEVICE STATE PTU DISPLAY-DEVICE PTU DISPLAY-FEEDBACK
*NOTE: P11, RP11, & RP22 are digital outputs (not physical devices) wired in parallel with outputs P1, RP1, & RP2 respectively.
These outputs are only used if airless contactors are installed. If installed, test by activating both outputs (P1 and P11), (RP1 &
RP11), (RP2 & RP22) at the same time and verifying the corresponding feedback signal.
P1 P1 CONTACTOR
P1 energized P1 =on P1FB =true
P1 de-energized P1 off P1FB false
*P11
P11 CONTACTOR
OUTPUT
P2 (GTA26
only)
P2 CONTACTOR
GF GF CONTACTOR
GF energized GF =on GFFB =true
GF de-energized GF off GFFB false
GFR GFR CONTACTOR
GFR energized GFR =on GFRFB =true
GFR de-energized GFR off GFRFB false
MF MF CONTACTOR
MF energized MF =on MFFB =true
MF de-energized MF off MFFB false
RP1 RP1 CONTACTOR
RP1 energized RP1 =on RP1FB =true
RP1 de-energized RP1 off RP1FB false
*RP11
RP11 CONTACTOR
OUTPUT
RP2 RP2 CONTACTOR
RP2 de-energized RP2 off RP FB false
*RP22 RP22 CONTACTOR
RP3 RP3 CONTACTOR
RP4 RP4 CONTACTOR
RP5 RP5 CONTACTOR
RP6
(optional)
RP6 CONTACTOR
RP7
(optional)
RP7 CONTACTOR
RP8
(optional)
RP8 CONTACTOR
RP9
(optional)
RP9 CONTACTOR
FOR
FORWARD COIL ON
REVERSER
FORWARD coil energized FOR =on FORFB =true
FORWARD coil
de-energized
FOR off FORFB false
REV
REVERSE COIL ON
REVERSER
REVERSE coil energized REV =on REVFB =true
REVERSE coil
de-energized
REV off REVFB false
NOTE: After checking REV operation, silence backup horn by turning on output FOR momentarily to move reverser back to for-
ward position.
DO NAME DESCRIPTION
OUTPUT DEVICE CHECKOUT
DEVICE STATE VERIFICATION
AFSE
ALTERNATOR FIELD
STATIC EXCITER
Output AFSE =on Measure 28v from AFSE terminal +25v (wire 711A) to GND.
Output AFSE off Measure 0v from AFSE terminal +25v (wire 711A) to GND.
MFSE
MOTOR FIELD STATIC
EXCITER
Output MFSE =on Measure 28v from MFSE terminal +25v (wire 711B) to GND.
Output MFSE off Measure 0v from MFSE terminal +25v (wire 711B) to GND.
ENGSRV_LT
ENGINE SERVICE
LIGHT IN CAB
Do not check, output driver not used.
ENGSDN_LT
ENGINE SHUTDOWN
LIGHT IN CAB
Do not check, output driver not used.
TS
THROTTLE SOLENOID
Output TS =on
(Relay energized)
Measure 0v from 76MM to 710.
Output TS off
(Relay de-energized)
Measure 28v from 76MM to 710.
LIS
LOW IDLE SOLENOID
Output LIS =on
(Relay energized)
Measure 0v from 76L to 710.
Output LIS off
(Relay de-energized)
Measure 28v from 76L to 710.
RETARD RETARD DASH LIGHT
Output RETARD =on
(RLR Relay energized)
Retard dash light on.
Output RETARD off
(RLR Relay de-ener-
gized)
Retard dash light off.
OVRSPD OVERSPEED LIGHT
Output OVRSPD =on Measure approx. 3 Ohms at 73V to 710.
Output CPRL =on
(Relay energized)
Measure infinite Ohms at 73V to 710.
CPRL
CONTROL POWER
RELAY LATCH
Output CPRL =on
(Relay energized)
CPRL light is on.
NOTE: Verify System Fault Light is not On, prior to checking next output.
FDIODE_LT FAILED DIODE LIGHT
Output FAILDIODE =on Elect. System Fault Light on.
Output FAILDIODE off Elect. System Fault Light on.
SYSFAULT SYSTEM FAULT LIGHT
Output SYSFAULT =on Elect. System Fault Light on.
Output SYSFAULT off Elect. System Fault Light on.
GNDFAULT
GROUND FAULT
LIGHT
Output GNDFAULT =on Elect. System Fault Light on.
Output GNDFAULT off Elect. System Fault Light on.
BLOWFAULT BLOWER FAULT LIGHT
Output
BLOWFAULT =on
Motor Blower Fault Light on.
Output BLOWFAULT off Motor Blower Fault Light off.
PRKBRKOFF
PARK BRAKE SOLE-
NOID
Output
PRKBRKOFF =on
(Park Brake Solenoid
energized)
Measure 28v from 71 to 52CS. Park Brake is off.
Output PRKBRKOFF off
(Park Brake Solenoid
de-energized)
Measure 0v from 71 to 52CS. Park Brake is on.
SPEEDEVNT SPEED EVENT Do not check, output driver not used.
MOTOR
TEMP
MOTOR OVERTEMP
LIGHT (Optional)
Output
MOTOR_TEMP =on
Motor Overtemp Light on.
Output
MOTOR_TEMP off
Motor Overtemp Light off.
3.0 ANALOG INPUT SIGNALS TEST - FL275 CARD PANEL
The PTU will be used to test analog inputs to the FL275 panel analog I/O Card, to verify proper truck
wiring, control panel wiring and component operation.
Connect PTU at control cabinet as described previously.
Turn PTU On and type gemenu3e (or gemenu) at the DOS C:> prompt. Press [ENTER].
3.1 Setup Analog Input Monitor Screen on PTU
1. With control power On, select PTU TALK TO TRUCK on GE OHV STATEX III MENU. Press
[ENTER] key.
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?
6. The NORMAL OPERATION MENU should appear on the screen.
7. Move cursor to select MONITOR ANALOG INPUT CHANNELS. Press [ENTER] key.
8. The MONITOR ANALOG INPUT CHANNELS screen, Figure 3-10. should appear.
FIGURE 3-10. MONITOR ANALOG INPUT CHANNELS SCREEN
3.2 Analog Input Checks
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.
1. GROUND FAULT CHECK: . . . . . . . . . . . . . . . . . . . ground fault =0.0 ma
(Screen value ma =48.1 x analog card input volts).
a. J umper 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. J umper 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: 7J 1 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 7J 1 and 79H wires removed in step i. Install GRR protective grill.
2. MOTOR 1 ARMATURE CURRENT - ISOA3 : . . . . . . motor 1 amps =0.0
(Screen value amps =1000 x input voltage).
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.
3. MOTOR 2 ARMATURE CURRENT - ISOA4 : . . . . . . motor 2 amps =0.0
a. Repeat same test procedure used on motor 1 amps, except substitute ISOA4 instead of
ISOA3.
4. MOTOR FIELD CURRENT - ISOA5:. . . . . . . . . . motor field amps =0.0
(Screen value amps =400 x input voltage).
a. Test zero offset on isolation amplifier ISOA5, using same procedure as on motor 1 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.
5. ALTERNATOR FIELD CURRENT - ISOA8 : . . . . . . . .alt field amps =0.0
a. Repeat same test procedure used on motor field amps, except substitute ISOA8 instead of
ISOA5.
6. RETARD SPEED POT SETTING: . . . . . . . . . . . . . ret spd pot set =0.0v
a. Close Retard Speed Control Switch in cab.
b. Vary Retard Speed Control adjustment from minimum to maximum.
Read 0.0 volts at minimum to +19 0.50 volts at maximum on PTU screen for non-Fuel
Saver truck.
Read 0.0 volts at minimum to +10 0.50 volts at maximum on PTU screen for Fuel Saver
truck.
7. RETARD PEDAL : . . . . . . . . . . . . . . . . . . . . . . . . ret pedal =0.0% =0.0v
Note: Retard pedal , % value may vary with each truck. This value is entered into the truck
configuration file when the Fuel Saver system is installed and is used to scale the pedal OFF
signal when the pedal is released and maximum retard request when fully depressed.
Fuel Saver equipped trucks:
a. With retard pedal released:
Read approximately 0.0 volts on PTU screen.
b. Depress retard pedal fully.
Non-Fuel Saver trucks:
a. With retard pedal released:
b. Depress retard pedal fully.
8. ACCELERATOR PEDAL: . . . . . . . . . . . . . . . . . . acc pedal =0.0% =0.0v
Note: Accelerator pedal , % value may vary with each truck. This value is entered into the truck
configuration file when the Fuel Saver system is installed and is used to scale the pedal OFF
signal when the pedal is released and maximum power request when fully depressed.
Fuel Saver equipped trucks:
a. With accelerator pedal released:
b. Depress accelerator pedal fully.
Non-Fuel Saver trucks:
Refer to Throttle System Check and Adjustment.
9. ALT. TERTIARY OVERCURRENT - ISOA6 : alt tert current =0.0 ac amps
(Screen value AC amps =275 x DC input voltage).
NOTE: Prior to testing, the PTU screen will display erroneous data.
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.
c. Remove jumpers and voltmeter. Reconnect wire to terminal B.
10. MOTOR TERTIARY OVERCURRENT - ISOA7: mf tert current =0.0 ac amps
a. Repeat same test procedure used on alternator tertiary current, except substitute ISOA7
instead of ISOA6.
11. ALTERNATOR OUTPUT VOLTS - VMM1: . . . . . . alt output volts =0.0
(Screen value volts =200 x analog input volts).
a. Verify that circuit 74C is disconnected at GFR.
b. Disconnect the wires from terminals A and C on VMM1.
c. Connect digital voltmeter between VMM1 output terminals D (+) and F (-). With no other
signal applied:
Meter should read less than .010 volts.
d. J umper circuit 71 (battery +) to VMM1 input terminal A. J umper circuit 710 (ground) to ter-
minal C. Attach second digital voltmeter to VMM1 terminal A (+) and C (-) to measure
actual voltage applied.
e. With control power On and battery voltage applied at terminals A and C, read the follow-
ing at the output voltmeter attached to terminals D (+) and F(-):
Output voltage =Input voltage 200 (.025)
PTU screen should read approximate input voltage.
Example:
If input voltage is 25.25 vdc, output should read .126 .025 vdc.
PTU display should read approximately 25 vdc.
f. Reverse polarity of input. J umper circuit 71 to terminal C and jumper circuit 710 to terminal
A at VMM1.
Verify negative value of output voltage measured in step e. and negative value on PTU
screen.
g. Remove jumpers and voltmeters. Restore all disconnected wiring.
12. MOTOR M2 ARMATURE VOLTS - VMM2: . . . . . . . motor 2 volts =0.0
a. Repeat same test procedure used on alt output volts, except substitute VMM2 instead of
VMM1.
13. ALTERNATOR FIELD VOLTAGE - VDR3: . . . . . . . . alt field volts =0.0
(Screen value volts =10.6 x input volts).
a. Disconnect wires from VDR3 terminal E and D.
b. Connect a 1.5 volt battery (i.e. flashlight battery) to wire removed from E (-) and to VDR3
terminal D (+).
c. Measure actual voltage of battery used in above step.
PTU screen should read actual test battery voltage x 10.6
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.
14. MOTOR 1 TEMPERATURE . . . . . . . . . motor 1 temp =0.000 V; 0.0 C
NOTE: Motor Temperature monitoring system is optional.
a. Disconnect motor 1 temperature sensor wires 722C and 722A routed to wheel motor from
terminal board in control cabinet.
b. Connect a 100 ohm resistor to terminal board in place of wires removed in previous step to
simulate 0C temperature signal into analog input card.
Screen value on PTU should read 1.96 .04 volts and 0.0 C.
c. Replace 100 ohm resistor with a 181 ohm resistor. (210C)
Screen value on PTU should read 3.55 .07 volts and 210 C.
d. Remove resistor and replace sensor wires at terminal board.
15. MOTOR 2 TEMPERATURE. . . . . . . . . . motor 2 temp =0.000 V; 0.0 C
a. Disconnect motor 2 temperature sensor wires 722F and 722H routed to wheel motor from
terminal board in control cabinet.
b. Connect a 100 ohm resistor to terminal board in place of wires removed in previous step to
simulate 0 C temperature signal into analog input card.
Screen value on PTU should read 1.96 .04 volts and 0.0 C.
c. Replace 100 ohm resistor with a 181 ohm resistor. (210 C)
Screen value on PTU should read 3.55 .07 volts and 210 C..
d. Remove resistor and replace sensor wires at terminal board.
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.
16. COOLANT TEMPERATURE . . . . . . . .eng coolant temp =0.00 V; 0.0C
a. Connect a 1.5 volt battery to circuit 31CT (+) and circuit 0CT (-) at control cabinet terminal
board.
Screen value on PTU should read +1.5 volts; 0C.
b. Remove battery from terminal board.
17. COOLANT PRESSURE. . . . . . . . . . eng coolant pres =0.00 V; 0.0 PSI
a. Connect a 1.5 volt battery to circuit 31ECP (+) and circuit 0ECP (-) at control cabinet terminal
board.
Screen value on PTU should read +1.5 volts; 25 psi.
18. CRANKCASE PRESSURE . . . . . . . .eng crankc pres =0.00 V; 0.0 PSI
a. Connect a 1.5 volt battery to circuit 31CKP (+) and circuit 0CKP (-) at control cabinet terminal
board.
19. OIL PRESSURE. . . . . . . . . . . . . . . . .eng oil pressure =0.00 V; 0.0 PSI
a. Connect a 1.5 volt battery to circuit 310P (+) and circuit 0OP (-) at control cabinet terminal
board.
20. +15 VOLT SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . .15 v positive =0.0
Screen should read +15.0 0.3 volts.
21. -15 VOLT SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . 15 v negative =0.0
Screen should read -15.0 0.3 volts.
22. BATTERY VOLTAGE . . . . . . . . . . . . . . . . . . . . . . .battery voltage =0.0
Screen should be approximately +28.0 volts, dependent on battery condition.
23. POT REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . pot reference =0.0
Screen should be +19.0 0.5 volts for non-Fuel Saver truck.
Screen should be +10 0.5 volts for Fuel Saver truck.
24. AFSE TEMPERATURE. . . . . . . . . . . . . . . . . afse temp =0.000 v; 0.0 C
a. Disconnect AFSE temperature sensor wires at terminal board TB-1 located on the face of
the AFSE; 72TA at terminal D and 0TA at B.
b. Connect a 100K ohm resistor accross wires removed in step a.
Screen value on PTU should read approximately 9.0 volts and 25C.
c. Remove resistor installed above and reconnect sensor wires at TB-1.
25. MFSE TEMPERATURE . . . . . . . . . . . . . . . .mfse temp =0.000 v; 0.0 C
a. Disconnect MFSE temperature sensor wires at terminal board TB-1 located on the face of
the MFSE; 72TM at terminal F and 0TM at E.
b. Connect a 100K ohm resistor across wires removed in step a.
c. Remove resistor installed above and reconnect sensor wires at TB-1.
26. ALTERNATOR INTAKE TEMPERATUREalt intake temp =0.000 v; 0.0 C
a. Disconnect ambient air temperature sensor wires 72AM and 0AMB at terminal board located
in electrical cabinet.
b. Connect a 100K ohm resistor across terminals where wires were removed in step a.
c. Remove resistor installed above and reconnect sensor wires.
3.3 Frequency Input Checks
For each of the frequency inputs listed below, perform the test procedure specified, and verify
the results on the MONITOR ANALOG INPUT CHANNELS screen as noted. Be sure to restore
any switch settings and wiring changes to their original condition before moving on to check the
next frequency input.
1. ENGINE SPEED . . . . . . . . . . . . . . . . . . . . . . . . .engine speed =0.0 rpm
(Screen value rpm =1.2 x input frequency)
a. Connect an oscillator to circuits 74X and 74Z at control cabinet terminal board. Increase
oscillator frequency until PTU reads 1900 10 rpm.
Verify tachometer in the cab reads 1900 10 rpm.
b. If necessary, adjust tachometer calibration pot (located under plug on rear of tach).
c. Remove oscillator.
2. ENGINE COMMAND. . . . . . . . . . . . . . . . . . engine command =0.0 rpm
Applicable to Fuel Saver equipped trucks only. The value displayed is the engine RPM com-
mand controlled by the FL275 panel based on various truck operating condition inputs. (Input
cannot be tested.)
3. MOTOR 1 SPEED . . . . . . . . . . . . . . . . . . . . . .Motor 1: 0.0 rpm; 0.0 mph
(Screen value rpm =1.0 x input frequency; 787, or 788 motors)
(Screen value rpm =2.0 x input frequency; 772, 776 or 791 motors)
(Screen value mph =screen value rpm x conversion factor mph/rpm)
a. Connect an oscillator to circuits 77 and 77A at control cabinet terminal board.
b. Increase the oscillator frequency to obtain 3 MPH (5 KPH) value on the PTU screen.
Verify the cab speedometer reads 3 MPH (5 KPH)
c. Increase oscillator to obtain 25 MPH (40 KPH) value on the PTU screen.
Verify cab speedometer reads 25 2 MPH (40 3 KPH)
d. If necessary, adjust speedometer calibration pot (located under plug at rear of speedometer).
e. Remove oscillator.
4. MOTOR 2 SPEED. . . . . . . . . . . . . . . . . . . . . . Motor 2: 0.0 rpm; 0.0 mph
a. Connect oscillator to circuits 714 and 714A at control cabinet terminal board. Repeat same
test procedure for Motor 2 as used for Motor 1.
5. CONVERSION FACTOR - RPM TO MPH. . . . . . . . rpm x 0.00000 =mph
Value displayed 0.00000 is conversion factor to convert from wheelmotor rpm to mph. Compare
value displayed with value given in MAXIMUM TRUCK SPEED CHART. (Refer to Miscella-
neous Charts; Maximum Allowable Truck Speeds.)
Return to Main Menu
1. This completes Analog and Frequency Input Checks.
2. Move cursor to select EXIT on the menu and press [ENTER] key.
4. Move cursor to select EXIT on this menu and press [ENTER] key.
6. Turn control power switch Off.
7. Turn key switch Off.
4.0 SPEED EVENT CHECKS
Preparation & Setup
Always disconnect 74C at GFR for static testings. Failure to do so may result in damage to bat-
tery boost SCR and/or dead batteries.
If the truck is equipped with the Two Speed Overspeed, remove and insulate circuit wire 73LS
going to the control cabinet junction box. There should be one circuit wire 73LS from the termi-
nal block to the FL275 card panel.
If the 73LS circuit wire going to the control cabinet junc-
tion box hasn't been removed and insulated, damage may
result to the Rear Suspension Pressure Switches.
Wheelmotor Speed Sensors:a. Disconnect external 714 wire and external 77 wire at control
cabinet terminal board.b. J umper 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.
4.1 Single Speed Overspeed Truck - Overspeed Settings Check
1. While observing the RETARD STATE LOGIC SCREEN, increase the oscillator frequency from
minimum until the retard contactors RP1 and RP2 pick up in overspeed.
2. Verify the M1- SPD and M2 - SPD mph readings agree with values recorded from the truck con-
figuration file OVERSPEEDS ENTRY SCREEN.
3. 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.
4.2 Two Speed Overspeed Truck (Empty Truck) - Overspeed Settings Check
1. J umper 71 to 73LS in control cabinet to simulate an empty truck.
4.3 Two Speed Overspeed Truck (Loaded Truck) - Overspeed Settings Check
1. Remove jumper 71 to 73LS to simulate a Loaded Truck.
4.4 Other Speed Events Checks
NOTE: 3 Step or 7 Step Extended Range Retarding Contactors (RP3-RP5, and RP6-RP9 if used)
should all be picked up at low frequencies, then drop out one by one when frequency is increased
to their specified DROPOUT point. They should then pick up one by one as frequency is
decreased to their specified PICKUP point.
1. With the selector switch in FORWARD position, depress retard pedal.
2. While observing the RETARD STATE LOGIC SCREEN, verify the M1- SPD and M2 - SPD mph
readings agree with values recorded from the TRUCK CONFIGURATIONS DATA CURVES
SCREEN.
3. Turn the oscillator frequency to minimum. Verify that the RP contactors drop out in the sequence
listed, as the oscillator frequency is slowly increased.
a. 3 Step Extended Range Retarding - RP5, RP4, and RP3 contactors.
b. 7 Step Extended Range Retarding - RP9, RP8, RP7, RP6, RP5, RP4, and RP3 contactors.
4. Turn the oscillator frequency to maximum. Verify that the RP contactors pick up in the sequence
listed, as the oscillator frequency is slowly decreased.
a. 3 Step Extended Range Retarding - RP3, RP4, and RP5 contactors.
b. 7 Step Extended Range Retarding - RP3, RP4, RP5, RP6, RP7, RP8, and RP9 contactors.
5. Release retard pedal and place selector switch in NEUTRAL position.
6. Disconnect oscillator from 714, 714A wires.
7. Remove jumpers from 77, 77A, 714, and 714A.
8. Reconnect external 77 and 714 wires.
9. Reconnect circuit 73LS if truck has two speed overpseed.
Return to Main Menu
1. This completes the speed event checks. Be certain all wiring has been restored to original con-
dition.
2. Leave the PTU RETARD STATE LOGIC SCREEN screen by moving cursor to select Exit on
the menu and press [ENTER] key.
4. Move cursor to select Exit on the menu and press [ENTER] key.
6. Turn control power Off.
5.0 RETARD SPEED CONTROL SYSTEM CHECK
Preparation and Setup
Disconnect external 77 and 714 wires (routed to the wheel motors) from control cabinet termi-
nal board.
J umper 77 to 714, and jumper 77A to 714A.
Connect an oscillator to circuits 77 and 77A.
If truck is equipped with Two Speed Overspeed, remove and insulate wire 73LS routed to the
rear suspension pressure switches. Install a jumper between circuit 71 and 73LS on the control
cabinet terminal block to simulate an Empty Truck.
Setup PTU
1. With control power On, select PTU TALK TO TRUCK on GE OHV STATEX III PTU MAIN
MENU. Press [ENTER] key.
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?
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.
5.1 Overspeed Pickup and Dropout Check
1. With control power On, place selector switch to FORWARD position, and place retard speed
control switch to Off position.
2. Increase oscillator frequency until Overspeed Pickup point is reached (RP1 and RP2 retard con-
tactors pick up and PTU SYSTEM STATE =changes to RETARD). Record MPH observed on
digital speedometer or PTU screen. Verify that this reading agrees with empty overspeed detect
mph setting recorded during Speed Event Checks from the OVERPSPEEDS ENTRY SCREEN.
3. Lower the frequency until the retard contactors drop out. Verify this point is approximately 3
MPH below the Overspeed Pickup point and agrees with empty overspeed dropout mph set-
ting. Turn off oscillator, without disturbing frequency setting.
5.2 Retard Pot Maximum Setting Check
1. Set the retard speed control potentiometer (in cab) to maximum and turn the retard speed con-
trol switch to the On position. Note the retard speed control light turns On.
2. Turn on oscillator, and the retard contactors should pick up. If not, increase frequency slightly
until the contactors pick up. Verify that the frequency and MPH observed agree with the empty
maximum retard pot mph speed setting. Turn off oscillator without disturbing frequency setting
and the retard contactors should drop out.
5.3 Retard Pot Minimum Setting Check
1. Set the retard speed control potentiometer to minimum and turn on oscillator. Retard contactors
should pick up.
2. Decrease oscillator frequency slowly until the retard contactors drop out. Verify this occurs at
approximately 3 MPH. Turn off oscillator.
3. Turn on oscillator and increase frequency until retard contactors pick up. This should occur at a
speed just slightly above the drop out frequency noted in step 2. Turn off oscillator. Contactors
should drop out.
5.4 Accelerator Pedal Override of Retard Speed Control
1. Set the retard speed control switch to Off position and the retard speed control potentiometer to
mid range.
2. Place selector switch in FORWARD and depress throttle pedal. The propulsion contactors
should engage. Release throttle pedal.
3. Turn the retard speed control switch to On position. Turn oscillator On and increase frequency
until retard contactors pick up.
4. Depress throttle pedal. The throttle pedal should override; the retard contactors should drop out
and the propulsion contactors should energize.
5. Release throttle pedal, place selector switch in NEUTRAL and turn retard speed control off.
6. Turn off and disconnect oscillator.
Return to Main Menu
1. This completes the checkout of the retard speed control system.
2. Leave the PTU RETARD STATE LOGIC SCREEN screen by moving cursor to select EXIT on
the menu and press [ENTER] key.
4. Move cursor to select Exit on the menu and press [ENTER] key.
NOTE: it is always necessary to exit back to this menu before turning off control power to avoid
lock up of PTU computer screen.
6. Turn control power Off, remove jumpers and restore all wiring back to the original condition.
6.0 LOAD TEST USING TRUCK RETARD GRIDS
NOTE: DO NOT RUN OPEN CIRCUIT TEST.
NOTE: The single ended grid used on the 772 wheel drive system will be operating at 100%
capacity when loaded with a 1200 HP engine. The grid should be monitored closely on
extended horsepower tests to avoid overheating.
Setup and Preparation
Engines equipped with Rockford Clutch only:
Disconnect the fan clutch solenoid to fully engage fan.
All trucks:
Connect swing shunts to load test position:
a. Top shunt swings to upper position, bottom shunt swings to bottom position.
b. For 830E or 685E trucks, left shunt swings to left position, right shunt swings to right position.
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:
To disable the motor field:
Disconnect circuit 716E at -1 terminal on the GFM on the MFSE.
Disconnect circuit 716F at +2 terminal on the GFM on the MFSE.
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].
c. When the GE STATEX III PTU MAIN MENU appears, move the cursor to NORMAL OPER-
ATION and press [ENTER].
e. The NORMAL OPERATION MENU will appear. Select AUTOMATIC LOAD BOX TEST
and press [ENTER].
6.1 Load Test
1. Monitor horsepower output using the PTU AUTOMATIC LOAD BOX TEST SCREEN.
2. Put selector switch in FORWARD and depress throttle to load engine.
3. With the engine at full RPM, record the following from the PTU screen:
NOTE: All information on the screen can be conveniently recorded by selecting GET1 with the
cursor, pressing [ENTER], and then pressing [F2] to save the information to a file.
Engine RPM
Alternator volts
Motor 1 amps
Load box efficiency (LB EFFICIENCY)
Net HP to alternator
4. After recording the above information, release the throttle pedal.
5. Compare the NET HP TO ALTERNATOR value recorded from the PTU screen to the calcu-
lated Net HP to the alternator using the formula below:
NET HP TO ALT =(VOLTS x AMPS) (746 x LB Efficiency)
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.
7.0 MOTOR FIELD CURRENT CHECK IN RETARDING
NOTE: If wheelmotors were not installed on truck during factory check-out, this test must be
performed during truck check-out at mine site.
Setup PTU
Select the AUTOMATIC LOAD BOX TEST screen as follows:
c. When the GE STATEX III PTU MAIN MENU appears, move the cursor to NORMAL OPER-
ATION and press [ENTER].
e. The NORMAL OPERATION MENU will appear. Select AUTOMATIC LOAD BOX TEST
and press [ENTER].
7.1 Retard Check
1. Start engine, put selector switch in FORWARD and depress retard pedal for full retarding.
2. The following approximate values should be read from the AUTOMATIC LOAD BOX TEST
SCREEN:
3. Release retard pedal. Put selector switch in NEUTRAL.
4. Exit from AUTOMATIC LOAD BOX TEST SCREEN back to the NORMAL OPERATION
MENU. Select MONITOR ANALOG INPUT CHANNELS.
5. Put selector switch in FORWARD and depress retard pedal for full retarding.
6. The following values should be read from the MONITOR ANALOG INPUT CHANNELS screen:
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.
AUTOMATIC LOAD BOX TEST SCREEN
(PTU Screen Display)
WHEELMOTOR
772
776, 791
788, 787
788
(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
MONITOR ANALOG INPUT CHANNELS
(PTU Screen Display)
WHEELMOTOR
772
776, 791
788, 787
788
(20 Element Grid)
ALTERNATOR TERTIARY CURRENT = 140 140 140
MF TERTIARY CURRENT = 333 333 333
8.0 MISCELLANEOUS COMPONENT TEST AND ADJUSTMENT
8.1 Brake System Interlocks Check
Block truck wheels securely to prevent rolling when the
brakes are released.
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.
The hydraulic pressures will bleed off if the key switch is
not left in the RUN (On) position.
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.
8.2 Blower Loss Pressure Switch Adjustment
performed during truck check-out at mine site. Be certain the rear axle box door is closed and the
rear wheel covers are installed.
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.
8.3 SYNC Transformer Checkout
NOTE: If sync transformer output voltage feeding motor or alternator sync inputs at FB102/140
analog I/O card is suspect, perform the following check:
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.
8.4 Power Contactor Position Sensor Adjustment
1. P1 and P2 Contactors:
a. With coil de-energized, adjust screw on position sensor to just close N.O. circuit, then turn
screw an additional 2 1/4 turns CW.
2. All other Power Contactors:
a. With coil de-energized, place a 0.081 (#46 drill bit) shim between main tips and then close
tips manually. (DO NOT ENERGIZE COIL). The normally open position sensor contacts
should read open with an ohmmeter.
b. Place a 0.041 (#59 drill bit) shim between the main tips and then close tips manually. The
position sensor contacts should now read closed.
8.5 Battery Boost Adjustment
1. Turn On key switch and control power. Start engine and place selector switch in NEUTRAL.
2. Setup the PTU to read values on the AUTOMATIC LOAD BOX TEST SCREEN.
3. Connect voltmeter to R1 battery boost resistor, 74C (+) and 74AA (-).
4. Depress the override switch to clear any faults. If necessary, clear event codes on 2 digit dis-
play.
5. Place the selector switch in FORWARD. Slowly depress accelerator.
Observe +15 to +20 volts at R1 as engine rpm increases from low idle speed.
Verify R1 voltage drops to 0.0 volts as the engine begins to load (approximately 800 to
1000 rpm). Adjust Pot P1 on AFSE panel if necessary
Verify positive (+) values for MOTOR 1 & 2 AMPS, MOTOR FIELD AMPS, and ALTER-
NATOR VOLTS on PTU screen.
6. Seal pot adjustment screw when completed.
7. Place selector in NEUTRAL and shut down engine. Remove voltmeter.
8. Exit back to the GEOHV STATEX III MENU screen.
8.6 Isolation amplifier & voltage module test.
NOTE: If there is a discrepancy with the card test procedure results, consult the appropriate GE
Publication.
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).
8.6.1 Voltage Measuring Module Test (VMM1 and VMM2)
NOTE: There are two recommended test procedures for testing the 17FM458 Voltage Measuring
Module. One test requires the use of a high voltage power supply and can be found in the
17FM458 Instruction Book and all appropriate Vehicle Test Manuals. The alternate test method is
detailed below.
1. Disconnect 74C at GFR relay.
2. Disconnect the wires from terminals A and C.
3. Turn On control voltage (B+).
Verify +15V on terminal G and -15V on terminal E.
Measure and record B+voltage on wire 71.
4. Connect a voltmeter from terminals D (+) to F (-).
5. J umper terminals C to F and terminals A to F.
Verify 0.00 .02V on the voltmeter.
6. Remove jumper from terminals A to F.
7. J umper terminal A to B+.
Verify voltmeter reads (B+) 200, 2%.
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.
8.6.2 ISOA3, ISOA4, ISOA5, ISOA6, ISOA-7, and ISOA-8 Test.
1. Connect a voltmeter between terminal D (+) and terminal F (-) of the Iso-Amp to be tested.
2. Turn the control power On.
Verify the voltage at D is less than 0.030 volts.
3. Turn the control power switch OFF. Disconnect the terminal B input for each Iso-Amp:
75A for ISOA3
75C for ISOA4
717S for ISOA5
72T for ISOA6
72W for ISOA7
73Y for ISOA8
4. Connect a jumper wire from terminal C to terminal F and another from terminal A to termi-
nal G.
5. Turn the control power switch On.
Verify the voltage at terminal D is 1.00 0.05 volt.
6. Turn the control power switch Off. Remove the jumper wires and meter.
7. Reconnect 75A, 75C, 717S , 72T, 72W, and 73Y wires disconnected at ISOA3, ISOA4, ISOA5,
ISOA6, ISOA7, and ISOA8.
8. Reconnect 74C at GFR.
8.7 Motor Rotation Test
performed during truck check-out at mine site.
If rear wheels are raised off ground:
1. Start the engine and place the selector switch in FORWARD.
2. Depress the accelerator pedal just far enough to enter propel state and the wheelmotors begin
to rotate.
Verify both wheelmotors turn forward.
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
7J 1) 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 7J 1 to 7J 2) 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.
8.8 Ground Fault Checks
If a ground fault occurs during operation, the Electrical System Fault light will turn On and the amount
of leakage to ground will be displayed on the MONITOR ANALOG INPUT CHANNELS screen of the
PTU. To isolate a ground fault problem, the following procedures should be followed:
1. Visually inspect the truck for obvious causes of the fault:
a. Remove the rear wheel covers and inspect wheel motor armature commutators for evidence
of flashover. Inspect brushes for length and damage. Inspect field coils for evidence of mois-
ture, oil or other contaminants which may accumulate in the armature cavity. If flashover is
severe or field coils are damaged by contaminants, the wheel motor should be removed for
repair. If moisture is present, it may be possible to dry the wheel motor without removal.
b. Remove inspection covers on main alternator to inspect slip rings, brushes and check for
moisture or other contamination.
c. Inspect cables for damaged insulation.
d. Inspect exposed connections for possible short circuit to nearby metallic objects.
e. Inspect retarding grids for damage and dirt accumulation.
2. If no physical evidence of the ground fault can be found during the above inspection, refer to the
appropriate GE Vehicle Test Instructions for OHV Statex III Systems publication for proce-
dures required to perform a megger test on the power circuit, alternator field and control. This
publication provides specific procedures to be followed to prevent damage to system compo-
nents and additional information to help isolate the ground fault.
9.0 MISCELLANEOUS CHARTS
9.1 Wheel Motor Gear Ratios
WHEEL GEAR RATIO CHART
GE WHEELMOTOR MODEL NO.
GEAR
RATIO
(xx.xxx : 1)
TIRE SIZE
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
9.2 Maximum Allowable Truck Speeds
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
MAXIMUM TRUCK SPEED CHART FOR GIVEN WHEELMOTOR
WHEEL
MOTOR
GEAR
RATIO
XX.X:1
TIRE
SIZE
ROLLING
RADIUS
MAX.
WHEEL
RPM
MAX.
TRUCK
MPH
CONV.
FACTOR
RPM/MPH
CONV.
FACTOR
MPH/RPM
772 28.8 30 x 51 55.1 2750 31.32 87.81 0.01139
776 28.8 30 x 51 55.1 2750 31.32 87.81 0.01139
776 23.0 36 x 51 61.1 2750 43.48 63.24 0.01581
776 28.8 36 x 51 61.1 2750 34.73 79.19 0.01263
791 23.0 33 x 51 57.0 2750 40.57 67.79 0.01475
791 28.8 33 x 51 57.0 2750 32.40 84.88 0.01178
788 26.1 36 x 51 61.1 2320 32.33 71.76 0.01394
788 26.1 37 x 57 65.4 2320 34.60 67.05 0.01491
788 21.7 37 x 57 65.4 2320 41.62 55.74 0.01794
788 21.7 36 x 51 61.1 2320 38.88 59.67 0.01676
788 26.825 36 x 51 61.1 2320 31.48 73.69 0.01357
788 26.825 37 x 57 65.4 2320 33.67 68.92 0.01451
788 22.354 36 x 51 61.1 2320 37.75 61.45 0.01627
788 22.354 37 x 57 65.4 2320 40.40 57.42 0.01741
787 28.125 40 x 57 68.4 2320 33.58 69.06 0.01448
787 36.4 40 x 57 68.4 2320 25.95 89.40 0.01119
787 32.4 40 x 57 68.4 2320 29.15 79.58 0.01256
787 31.9 40 x 57 68.4 2320 29.61 78.35 0.01276
787 26.6 40 x 57 68.4 2320 35.51 65.33 0.01531
9.3 Engine Options
* NOTES: Trucks equipped with Fuel Saver system:
Low Idle RPM =650 RPM
Retarding RPM: Will vary from 1250 to 1605 RPM, dependent on operating conditions. (Controlled
by FL275 panel)
CUMMINS ENGINE OPTION CHART
ENGINE MODEL
RATED
ENGINE
RPM
TOP
NO LOAD
RPM
*RETARDING
RPM
(No Load)
*LOW
IDLE
RPM
KTA-38 1900 2100 75 1675 10 750 25
KTTA-50-C 1900 2100 75 1675 10 750 25
KTTA-50-C 2000 2200 75 1675 10 750 25
KTTS-50-C 2100 2300 75 1675 10 750 25
K2000E 1900 2100 75 1675 10 750 25
QSK60 1900 2150 75 1675 10 750 25
DETROIT DIESEL ENGINE OPTION CHART
ENGINE MODEL
RATED
ENGINE
RPM
TOP
NO LOAD
RPM
*RETARDING
RPM
(No Load)
*LOW
IDLE
RPM
12V149TI (Mechanical Governor) 1900 2040 10 1675 10 750 25
12V149TI (Hydraulic Governor) 1900 2040 20 1675 10 750 25
12V149TI (DDEC II) 1900 1910 5 1675 25 750 25
16V149TI (Mechanical Governor) 1900 2040 10 1675 10 750 25
16V149TI (Hydraulic Governor) 1900 2040 20 1675 10 750 25
16V149TI (DDEC III) 1900 1910 5 1675 25 750 25
12V4000 (DDEC IV) 1900 1920 5
See *Notes
600 25
16V4000 (DDEC IV) 1900 1920 5 600 25
MTU ENGINE OPTION CHART
ENGINE MODEL
RATED
ENGINE
RPM
TOP
NO LOAD
RPM
*RETARDING
RPM
(No Load)
*LOW
IDLE
RPM
MTU 16V396TE44 1900 1675 10 750 25
NOTES
SECTION G
REAR AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT TIRE AND RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
REAR TIRE AND RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
FRONT WHEEL HUB AND SPINDLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Wheel Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Field Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
STEERING CYLINDER AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
Bias Ply Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
Radial Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
REAR AXLE HOUSING MOUNTING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . G4-1
Hitch Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Electric Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Rear Axle Housing Bumper Pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-2
G01006 Index G1-1
NOTES
G1-2 Index G01006
G02006 8/89 Tires and Rims G2-1
TIRES AND RIMS
The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before each
working shift. Tire pressure will vary according to man-
ufacturer and local working conditions. Consult the tire
manufacturer for recommended tire pressure.
Insure valve caps are securely applied to valve stems.
The caps protect valves from dirt build up and dam-
age. DO NOT bleed air from tires which are hot due
to operation; under such circumstances, it is normal
for pressure to increase in the tire due to expansion.
A bent or damaged rim which does not support the bead
properly may cause abnormal strain on the tire resulting
in a malfunction. If a tire should become deeply cut, it
should be removed and repaired. Neglected cuts cause
many tire problems. Water, sand, grit, dirt and other for-
eign materials work into a tire through a cut eventually
causing tread or ply separation.
Tires should be stored indoors, if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be in
a cool, dry, dark, draft free location. Tires should be
stored vertically. If they must be laid on their sides for
a short period, avoid distortion by stacking no more
than three tires on top of one another.Avoid contact
with oil, grease and other petroleum products.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a truck
is placed in storage, it should be blocked to remove the
weight from the deflated tires. If stored truck cannot be
blocked, check air pressure and inspect tires twice a
month for proper inflation pressure.
DO NOT weld or apply heat on the rim
assembly with the tire mounted on the rim.
Resulting gases inside the tire may ignite
causing explosion of tire and rim.
When inflating tires ALWAYS use a safety
cage.
NEVER inflate a tire until the lockring is
securely in place.
DO NOT stand in front of or over the lockring
during inflation procedures.
NEVER overinflate a tire. Refer to tire
manufacturers recommendations.
ALWAYS keep personnel away from a wheel
and tire assembly when it is being removed or
installed.
DO NOT go near tires after brake or motor
fires until tires have cooled.
The tire and rim weigh approximately 10,000
lbs. (4540 kg). BE CERTAIN tire handling
equipment is capable of lifting and
maneuvering the load.
Manual tire removal and installation is possible but,
due to the size and weight of the components, spe-
cial handling equipment such as a tire handler as
shown in Figure 2-1 is desirable. Consult local tire
vendors for sources of equipment designed espe-
cially to remove, repair, and install large off-highway
truck tires.
FIGURE 2-1. TYPICAL TIRE HANDLER
G2-2 Tires and Rims G02006 8/89
FRONT TIRES AND RIMS
Removal
1. Apply parking brake and block rear wheels.
2. Shut down the engine and allow at least 90 sec-
onds for the accumulator to bleed down. Turn
the steering wheel to be sure no pressure
remains. As a safety precaution, bleed down
brake accumulators.
3. Place jack under spindle or under frame directly
behind horsecollar structure.
4. Raise front end of truck until tire clears ground;
block up securely under frame. Release air from
tire by removing valve core.
5. Visually inspect all brake components for dam-
age or wear. Inspect hydraulic brake lines for
damage or leaking fittings.
6. Grasp tire assembly with the tire handler.
Care should be taken not to damage the inflation
stem during tire removal.
7. Remove wheel retainer lugs (7, Figure 2-2)
securing wheel assembly to wheel hub.
Remove tire inflation valve clamp (13).
8. Move wheel and tire assembly away from wheel
hub and into clean work area.
Due to its size and weight, always keep person-
nel away from a wheel and tire assembly when it
is being removed or installed.
Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grasp tire assembly with the tire handler and
move into position on wheel hub. Install wheel
retainer lugs (7) and nuts (8, Figure 2-2). Alter-
nately tighten each nut to 450 ft. lbs. (610 N.m)
torque.
2. Connect the valve stem to the wheel hub.
Inflate tire to manufacturer's recommended
pressure.
3. Operate truck for one load and retighten wheel
nuts as specified in Step 1. Check torque daily
until proper torque has been assured on each
nut. Check intermittently to ensure torque is
maintained.
FIGURE 2-2. FRONT WHEEL ASSEMBLY
1. Valve Assembly
2. Bead Seat Band
3. Rim
4. O-Ring
5. Side Flange
6. Lock Ring
7. Wheel Retainer Lug
8. Nut
9. Capscrew
10. Flat Washer
11. Lockwasher
12. Nut
13. Clamp
14. Capscrew
15. Flat Washer
16. Lockwasher
17. Bent Plate
18. Hub
REAR TIRE AND RIM
Removal
1. Park truck on level ground and block front
wheels. As a safety precaution, make sure
steering accumulators have bled down com-
pletely. Place jack as close as possible to out-
side rim of rear drive case.
2. Raise rear section of truck until tires clear
ground. Securely block up rear axle housing.
Release tire air pressure by removing the tire
valve cores.
3. Disconnect inner tire valve stem extension on
outer tire valve stem vinyl clamp by loosening
capscrews. Lift valve extension out of vinyl
clamp.
Using a strap or other means, secure inner tire
before removing outer tire and rim. This will pre-
vent the accidental slipping of inner tire during
outer tire removal.
4. Grasp the outer wheel and tire with the tire han-
dler. Remove wheel nuts (5, Figure 2-3) and
retainers (6) securing outer rim to hub of wheel
motor.
5. Pull straight out on outer wheel and tire and
remove.
FIGURE 2-4. REAR TIRE REMOVAL
1. Tire Handler
2. Outer Rear Wheel &
Tire
3. Inner Rear Wheel &
Tire
FIGURE 2-3. REAR WHEEL MOUNTING
1. Valve Stem
2. Vinyl Clamp
3. Outer Wheel Rim
4. Wheel Stud
5. Wheel Nut
6. Retainer
7. Spacer
8. Valve Extension
9. Bead Seat Band
10. Lockring
11. Flange
12. O-Ring
13. Spud
14. Inner Wheel Rim
15. Flange
6. If inner tire removal is necessary, remove
spacer (7, Figure 2-3) by pulling straight out and
removing from wheel motor.
NOTE: Use care when removing spacer and inner
wheel and tire to avoid damaging tire inflation
extension line.
7. Grasp inner tire with tire handler and pull
straight out to remove from wheel motor.
Installation
NOTE: Clean all mating surfaces before installing
wheel assembly.
1. Grasp tire with tire handler and position inner
tire and rim on wheel motor hub. Use care to
avoid damaging tire inflation extension line.
NOTE: During inner tire installation, be sure air
inflation line lays in channel on wheel motor
assembly.
2. Using a lifting device, install spacer (7, Figure 2-
3) onto wheel motor. Tap spacer up against
inner wheel rim.
3. Grasp outer tire with tire handler and position
onto wheel motor hub.
Due to its size and weight, always keep person-
nel away from a wheel and tire assembly when it
is being removed and installed.
NOTE: Be sure to position wheel so that tire valve
bracket aligns with inner tire inflation line.
4. Install retainers onto studs and secure in place
with wheel nuts. Alternately tighten each nut to
450 ft. lbs. (610 N.m) torque.
5. Secure inner and outer tire inflation lines to
bracket on outer wheel rim. Tighten capscrews
securely.
6. Inflate tires to manufacturer's recommended
pressure.
7. Install wheel cover. Remove blocks from rear of
truck and lower truck to the ground.
8. Operate truck for one load and retighten wheel
nuts to 450 ft. lbs. (610 N.m) torque. Check
torque after each load for first day and then
intermittently thereafter until all nuts hold
torque.
RIM
Tire Removal
DO NOT weld or apply heat on the rim
assembly with the tire mounted on the rim.
Resulting gases inside the tire may ignite
causing explosion of tire and rim.
When inflating tires ALWAYS use a safety
cage.
NEVER inflate a tire until the lockring is
securely in place.
DO NOT stand in front of or over the lockring
during inflation procedures.
NEVER over-inflate a tire. Refer to tire
manufacturer's recommendations.
1. Place tire and wheel assembly in safety cage
and discharge all air pressure from tire.
2. Attach a hydraulic bead breaker to the wheel by
slipping the jaws of frame assembly over the
outer edge of flange (4, Figure 2-5). Make sure
the jaws of the frame are as far in on the flange
as possible.
3. Following tool manufacturers instructions, move
tire bead in far enough to permit placing a
wedge between tire and flange at side of tool.
4. Repeat this procedure at locations approxi-
mately 90
from first application. Continue this

procedure until tire bead is free from rim.
5. After bead is broken loose, insert flat end of tire
tool in notch on lockring (5, Figure 2-5). Pry
lock-ring up and out of groove on wheel rim (1).
6. Pry in on bead seat band (2) until O-ring (3) is
exposed. Remove O-ring.
7. Remove bead seat band (2) from wheel rim (1)
and remove flange (4).
8. Reposition wheel and tire assembly and repeat
removal procedure on opposite side of tire.
Remove tire from rim.
Tire Installation
1. Before mounting tire to wheel, remove all dirt
and rust from wheel parts, particularly the O-
ring groove and bead seats. It is advisable to
touch up all metal parts with a good anti-rust
paint to prevent bare metal from being exposed
to the weather.
NOTE: Do not allow paint, rust or other
contamination to cover mating faces of lockring (5)
and wheel rim (1).
Check to be sure that proper wheel parts are
used for reassembly, use of non-compatible
parts may not properly secure the assembly
resulting in violently flying parts upon inflation.
2. If valve stem and spud assembly were
removed, replace in rim. Install valve stem
assembly onto rim and install spud assembly to
inside of rim. Tighten spud assembly to 35 in.
lbs. (4 N.m) torque.
3. Adjust vinyl clamp and capscrew on valve stem
and rim assembly. Tighten capscrew securely.
4. Install inner flange on rim. Coat beads of tire
with tire mounting soap solution.
Prying against tire bead may cause damage to
tire bead and will cause air leaks.
FIGURE 2-5. WHEEL AND TIRE ASSEMBLY
1. Rim
2. Bead Seat Band
3. O-Ring
4. Flange
5. Lockring
6. Retainer
7. Nut
8. Wheel Hub
9. Tire
5. Position tire over wheel rim and work tire on as
far as possible without prying against the
beads. Any damage to tire bead will destroy air
seal and cause air leaks at these points.
6. Install outer flange (4, Figure 2-5) in position
and replace bead seat band (2). Push in on
bead seat band to expose O-ring groove in
wheel rim.
7. Lubricate new O-ring (3) with soap solution and
install in groove of wheel rim.
8. Install lockring (5) and tap into place with lead
hammer. Lockring lug must fit into slot of wheel
rim.
9. Remove valve core from valve stem and inflate
tire to seat beads of tire and O-ring as specified
by tire manufacturer.
Use a safety cage whenever possible.
Stand to one side as tire is being inflated.
Never start inflating unless lockring is
securely in place.
DO NOT stand in front of or over lockring
when inflating.
10. If beads of tire and O-ring do not seat within one
minute, raise tire slightly and tap bead seat
band. This will help the air pressure to push the
tire bead out into position.
11. After seating has been accomplished, install
valve core.
G03006 6/98 Front Wheel Hub and Spindle G3-1
FRONT WHEEL HUB AND SPINDLE
FRONT WHEEL HUB
The following instructions will cover the complete
removal, installation, disassembly, assembly and
bearing adjustment of front wheel hub and spindle. If
only brake service is to be performed, refer to Sec-
tion J , Brake Circuit.
Do not loosen or disconnect any hydraulic brake
line or component until engine is stopped, key
switch is Off for 90 seconds and drain valves on
brake accumulators are opened.
For ease of handling refer to the Front Tire and Rim
Removal instructions and remove wheel cover, front
tire and rim assembly.
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
all three brake accumulators. Allow adequate
time for accumulators to drain completely down.
2. Disconnect brake supply line (2, Figure 3-1) at
the brake junction block (3). Plug line to prevent
contamination of the hydraulic brake system.
3. Disconnect brake lines at each caliper. Remove
capscrews and washers securing junction block
(3) to brake adaptor. Remove junction block and
brake lines. Plug all lines and opening to pre-
vent contamination.
4. Loosen cover capscrews (4, Figure 3-4) and
allow oil to drain. Attach a fork lift or suitable lift-
ing device to support the wheel hub and spindle
assembly for removal.
5. Remove lubrication lines from tie rod and steer-
ing cylinder. Disconnect tie rod and steering cyl-
inder rod from spindle being removed. Refer to
Steering Cylinder and Tie Rod Removal in this
section.
6. Remove capscrews (1, Figure 3-2) securing
retainer plate (2) to spindle structure and sus-
pension. Remove retainer plate.
NOTE: It is not necessary to remove spindle arm to
accomplish spindle removal.
7. Install suspension puller tool in place of retainer
plate and secure in place with capscrews.
8. Tighten puller tool capscrews until suspension
rod is released from spindle bore. Remove
puller tool. Lower wheel hub and spindle
assembly away from suspension piston rod.
Use care during removal to prevent damage to
suspension piston rod taper and tapered spin-
dle bore.
9. Move spindle and hub assembly to clean work
area for repair.
NOTE: If wheel hub removal is to be accomplished,
drain wheel bearing oil at drain in spindle assembly.
FIGURE 3-1. BRAKE SUPPLY LINES
1. Suspension
2. Brake Supply Line
3. J unction Block
4. Supply Line
5. Brake Caliper
6. Wheel Assembly
7. Fitting
8. Spindle
9. Supply Lines
G3-2 Front Wheel Hub and Spindle G03006 6/98
Installation
1. Lubricate spindle bore with multi-purpose grease
Number 2 with 3% Molybdenum Disulphide.
2. Lubricate the suspension rod taper using multi-
purpose grease Number 2 with 3% Molybdenum
Disulphide.
3. Position spindle and wheel hub assembly on fork
lift or similar lifting device, refer to Figure 3-3.
4. Raise the spindle and hub assembly into position
as shown in Figure 3-3.
5. Secure spindle to suspension using retainer
plate (2, Figure 3-2) and capscrews (1). First,
tighten capscrews uniformly to 500 ft. lbs. (678
N.m) torque, then in increments of 250 ft. lbs.
(339 N.m) torque to obtain a final torque of 1995
200 ft. lbs. (2705 271 N.m).

6. If removed, install spindle arm. Tighten capscrews
to 1995 200 ft. lbs. (2705 271 N.m) torque.
.
7. Install steering cylinder and tie rod in their
respective mounting holes on the spindle.
Tighten retaining nuts to 1000 100 ft. lbs. (1350
136 N.m) torque. Connect lubrication lines.
8. Rotate wheel hub to position the fill plug (23) at
the 12 o'clock position and sight glass (22) at
the 6 o'clock position. Remove fill plug (23, Fig-
ure 3-4) on cover (3). Add oil (SAE 80W-90) at
fill plug until floating ball in sight gauge (22) is at
it's highest position.
9. Move brake junction block (3, Figure 3-1) into
position. Secure junction block to brake adaptor
with capscrew and lockwashers.
10. Connect brake supply line (2). Attach supply
lines to brake calipers. Bleed brakes according
to Bleeding Brakes, Section J .
11. Install wheels and tires as described in Front
Wheel and Tire Installation.
FIGURE 3-2. WHEEL HUB & SPINDLE REMOVAL
1. Capscrews &
Washers
2. Retainer Plate
3. Spindle
4. Spindle Arm
FIGURE 3-3. FRONT SPINDLE AND WHEEL
1. Suspension Rod
2. Wheel Hub and
Spindle Assembly
3. Wood Block
4. Fork Lift Arm
Disassembly
1. Remove wheel hub and spindle as covered in
Removal before proceeding to Step 2.
2. To aid in complete disassembly and reassembly
of wheel hub and spindle assembly, support
assembly in a vertical position using a fabri-
cated spindle stand.
FIGURE 3-4. SPINDLE AND HUB ASSEMBLY
1. Retainer
2. Capscrew
3. Cover
4. Capscrew
5. Bearing
6. Wheel Hub
7. Brake Assembly
8. Lining
9. Adapter
10. Nut
11. Capscrew
12. Spindle
13. Bearing
14. Seal, Outboard
15. Seal, Inboard
16. Spacer
17. Capscrew
18. Capscrew
19. Disc
20. Shim
21. O-Ring
22. Level Plug
23. Sight Gauge
24. Oil Drain
25. Drain Plug
3. For removal and disassembly of disc brakes,
refer to Section J Brakes.
4. Remove capscrews (4, Figure 3-4) and remove
cover (3), and O-ring (21). Remove capscrews
(2) plate (1) and shims (20).
5. Remove wheel hub (6). Remove outboard bear-
ing cup from wheel hub. Remove outboard
bearing cone (5) from spindle. Invert the wheel
hub.
NOTE: Outboard half of face seal (14) will remain in
bore of wheel hub. Remove face seal only if
replacement is necessary. Use extreme caution
when handling face seals as seals are easily
damaged. Face seals come in a set. If one seal is
damaged, both seals have to be replaced.
6. Remove opposite half of outboard face seal
(15) from bore of spindle housing.
7. Attach lifting device to brake disc (19). Remove
capscrews (18) securing brake disc to wheel
hub and remove disc from wheel hub.
8. If brake adaptor replacement is necessary,
remove capscrews (17) and remove adaptor
(9).
9. Remove inboard bearing cone (13) and spacer
(16) from spindle.
If disassembly of the wheel hub is accomplished
while on the truck, the outboard bearing cone
(12) should be supported during wheel hub
removal to prevent cone from dropping and
being damaged.
Cleaning and Inspection
1. Clean all metal parts in fresh cleaning solvent.
2. Replace any worn or damaged parts.
3. Replace O-rings and face seals if worn or dam-
aged.
4. Inspect wheel hub and spindle for damage.
5. Check all lips and cavities in spindle and wheel
hub for nicks or tool marks that may damage
the rubber seal ring on the metal face seals.
Assembly
1. Install spacer, (4, Figure 3-5) and bearing cone
(2). Lightly tap bearing cone in place to com-
pletely seat cone tight against spacer (4).
NOTE: To assure bearing lubrication during initial
operation lightly lubricate the bearing with SAE 80W-
90 oil.
2. Install face seal (15, Figure 3-4) using seal
installation tool (TY2150) and soft tipped mallet.
For proper installation of the face seal refer to
the following instructions: (Refer to Figure 3-6).
a. Handle the face seal with care to avoid dam-
aging sealing areas.
b. The sealing face of seal must not be nicked
or scratched.
c. Remove all oil and protective coating from
seal and seal seat using a nonflammable
cleaning solvent.
d. After cleaning make sure all surfaces are
absolutely dry.
e. Face seals are matched in sets and seal
halves should not be interchanged.
f. Position seal, making sure it rests uniformly
against the seal seat lip.
g. Attach the installation tool to the seal half by
positioning the flange of the tool between the
rubber ring and seal face flange.
h. Lightly tap on seal installation tool until tool
flange contacts spindle flange.
NOTE: The seal will be properly installed when the
depth around the entire circumference is uniform.
FIGURE 3-5. BEARING CONE INSTALLATION
1. Seal
2. Bearing Cone
3. Spindle
4. Spacer
Do not let any oil come in contact with the rubber
portion of seal or seat.
3. After seal installation has been completed, wipe
the seal face with a lint free cloth to remove any
foreign material or fingerprints.
4. Place a few drops of light oil on a clean cloth
and completely coat the seal face, as shown in
Figure 3-7.
5. With the wheel hub in the inverted position,
install brake disc (19, Figure 3-4), if removed.
Secure disc in place with capscrews (18).
Tighten capscrews to 1675 ft. lbs. (2271 N.m)
torque.
6. Install inboard bearing cup into wheel hub.
Press cup tight against wheel hub shoulder
using 15 tons (13,600 kg) force.
7. Install outboard metal face seal (14) into the
wheel hub, repeat Steps 2 through 4.
8. Invert wheel hub, taking care not to damage the
metal face seal. Install the outboard bearing
cup. Using 11.5 tons (10,430 kg) force. Make
sure bearing cup is tight against wheel hub
shoulder.
9. Carefully raise wheel hub over the spindle and
lower into position. Install bearing cone onto
spindle, refer to Figure 3-8.
FIGURE 3-6. INBOARD FACE SEAL
INSTALLATION
1. Installation Tool
(TY2150)
2. Spindle
FIGURE 3-7. OILING SEAL FACE
1. Spindle
2. Bearing Cone
3. Oil Cloth
4. Seal
FIGURE 3-8. WHEEL HUB INSTALLATION
1. Chains
2. Wheel Hub
3. Assembly Stand
Wheel Bearing Adjustment
1. Install retainer (1, Figure 3-9) without shims,
with etched retainer thickness to the outside.
Install capscrews (2).
2. Tighten all capscrews (2) to 100 ft. lbs. (135.6
N.m) torque and rotate wheel or hub at least 3
revolutions while tightening.
3. Tighten all capscrews (2) to 250 ft. lbs. (339
NOTE: Repeat Step 3 until torque on capscrews is
maintained.
4. Loosen all capscrews and rotate wheel 3 revo-
lutions. Tighten the 2 capscrews 180 apart and
adjacent to the 0.50 in. diameter holes to 60 ft.
lbs. (81 N.m) torque, rotate wheel or hub at
least 3 revolutions while tightening. Tighten the
same 2 capscrews to 110 ft. lbs. (149 N.m)
torque and rotate the wheel or hub at least 3
revolutions while tightening. Retorque same 2
capscrews again to 110 ft. (149 N.m) torque
while rotating wheel or hub at least 3 revolu-
tions.
5. Using a depth micrometer, measure and record
the depth to the end of the spindle through the 2
holes (3, Figure 3-9) adjacent to the 2 cap-
screws tightened in Step 4.
6. Average the 2 measured depths. Subtract the
retainer (1) thickness, (etched on surface of
retainer) from the average depth. The result is
the required shim pack dimension.
7. Measure each shim individually to arrive at a
total shim pack thickness of 0.001 in. (.025
mm) of the required shim pack determined in
Step 6.
NOTE: This procedure will provide the required
assembled bearing preload of 0.007 in. (.178 mm)
nominal.
8. Remove capscrews and retainer. Install shim
pack (20, Figure 3-4). Install retainer (1) and
capscrews (2). Tighten capscrews in four equal
increments while rotating wheel at least 3 revo-
lutions at each increment. Final capscrew
torque is 750 75 ft. lbs. (1017 102 N.m).
9. Using new O-ring (24) install cover (3). Secure
cover in place with capscrews and washers.
Tighten capscrews to standard torque.
Field Adjustment
The following procedure covers adjustment of front
wheel bearings while the tire and spindle assembly
are installed on truck.
1. Park truck in a level area.
2. Apply the parking brake and block wheels to
prevent movement.
3. Lift the truck until the front tire of wheel being
adjusted is off the ground. Securely block under
truck frame.
4. Remove drain plug (25, Figure 3-4) and allow
oil to drain.
NOTE: A 0.375 in. (10 mm) chain (1, Figure 3-10)
may be installed, as shown in Figure 3-10, to prevent
full extension of the suspension cylinder when the
truck is raised off the ground.
FIGURE 3-9. BEARING ADJ USTMENT
1. Retainer
2. Capscrews
3. 0.500 in. Hole
In the following procedure, anytime the retainer
plate (1, Figure 3-9) is removed, the chains (2 & 3,
Figure 3-10) must be installed to prevent the
wheel hub from moving and disturbing the seals
(14 & 15, Figure 3-4).
5. Wrap a 0.375 in. (10 mm) chain (2, Figure 3-10)
and chain binder around top half of tire. Secure
chain through frame.
Chain needs only to be tight enough to prevent
tire movement of the wheel hub during the bear-
ing adjustment procedure when the retainer
plate (1, Figure 3-4) is removed.
6. Wrap a 0.375 in. (10 mm) chain (3) and chain
binder around bottom half of tire. Secure chain
through frame.
Chain needs only to be tight enough to prevent
wheel hub movement during bearing adjust-
ment procedure.
7. Remove cover (3, Figure 3-4) and shims (20).
Inspect O ring (21) and replace if necessary.
8. Install retainer plate (1, Figure 3-9) to end of
spindle without shims. Secure retainer plate
with capscrews (2) and hardened washers.
9. Remove tire retaining chains (2 & 3, Figure 3-10).
10. Tighten all capscrews (2, Figure 3-9) to 100 ft.
lbs. (135.6 N.m) torque and rotate wheel or hub
at least 3 revolutions while tightening.
11. Tighten all capscrews (2) to 250 ft. lbs. (339
NOTE: Repeat Step 11 until capscrew torque is
maintained.
12. Loosen all capscrews and rotate wheel 3 revo-
lutions. Tighten 2 capscrews 180
apart and
adjacent to the 0.50 in. diameter holes to 60 ft.
lbs. (81 N.m) torque. Rotate wheel or hub 3
revolutions. Tighten same 2 capscrews to 110
ft. lbs. (149 N.m) torque and rotate wheel or
hub at least 3 revolutions while tightening.
While rotating wheel or hub at least 3 revolu-
tions, tighten same 2 capscrews again to 110 ft.
13. Using a depth micrometer, measure and record
the depth to the end of the spindle through the 2
holes adjacent to the 2 capscrews.
14. Average the 2 measured depths. Subtract the
retainer (1) thickness, (etched on surface of
retainer) from the average depth. The result is
the required shim pack dimension.
15. Measure each shim individually to arrive at a total
shim pack thickness of 0.001 in. (0.025 mm) of
the required shim pack determined in Step 14.
NOTE: This procedure will provide the required
assembled bearing preload of 0.007 in. (0.178 mm)
nominal.
16. Install wheel support chains. Refer to Steps 5 & 6.
17. Remove capscrews and retainer. Install shim
pack (20, Figure 3-4). Install retainer (1) and
capscrews (2). Tighten all capscrews (2, Figure
3-9) to 100 ft. lbs. (135.6 N.m) torque.
18. Remove tire retaining chains (2 & 3, Figure 3-10).
19. Tighten capscrews (2, Figure 3-9) in four equal
increments while rotating wheel at least 3 revo-
lutions at each increment. Final capscrew
torque is 750 75 ft. lbs. (1017 102 N.m).
20. Using new O-ring (20, Figure 3-4) install cover
(3). Secure cover in place with capscrews and
washers. Tighten capscrews to standard torque.
21. Remove support chain (1, Figure 3-10) and all
cribbing.
22. Add oil (SAE 80W-90) per instructions under
Installation, Step 8.
23. Check bearing adjustment after first 500 hours
of operation and at each 5000 hour mainte-
nance interval thereafter.
FIGURE 3-10. WHEEL SUPPORT CHAIN
INSTALLATION
1. Support Chain
2. Chain & Chain Binder
3. Chain & Chain
Binder
STEERING CYLINDERS AND TIE ROD
The steering cylinders and tie rod are mounted in the
same manner. The removal and installation instruc-
tions can be used for both.
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.
FIGURE 3-11. STEERING CYLINDER REMOVAL
1. Nut
2. Pin
3. Steering Cylinder
4. Spindle
5. Tie Rod
FIGURE 3-12. STEERING CYLINDER AND TIE ROD INSTALLATION
2. Tie Rod Assembly
3. Bearing
4. Bearing Retainer
5. Capscrew
6. Lockwasher
7. Rod End
8. Capscrew
9. Slotted Nut
10. Cotter Pin
11. Tie Rod
12. Bearing Spacer
13. Grease Fitting
14. Pin
15. Flat Washer
16. Nut
4. Remove pins from each end of assembly and
move assembly to clean work area.
Bearing spacers will be free when pin is
removed. Insure bearing spacers do not drop out
and become damaged when removing pin.
Installation
1. Align bearing spacers (12, Figure 3-12) and rod
end (7) with pin openings on spindle and frame.
2. Install pin (14) and washers (15) and secure
with nut (16). Tighten to 1000 ft. lbs. (1350
N.m) torque.
3. Connect oil lines to their respective ports. Oper-
ate steering and check for leaks and proper
operation.
NOTE: Tie rod is to be installed with clamping bolts
toward the rear of the truck. (Reference Figure 3-11).
Bearing Replacement
1. Remove capscrew (2, Figure 3-13) and lock-
washer (3). Remove bearing retainer (4).
2. Press bearing (1) out of bore in steering cylin-
der or tie rod end.
3. Press new bearing into bore.
4. Install bearing retainers with capscrews and
lockwashers. Tighten capscrews to standard
torque.
FIGURE 3-13. STEERING
1. Bearing
2. Capscrew
3. Lockwasher
4. Bearing Retainer
5. Rod End
TOE-IN ADJUSTMENT
(Bias Ply Tires)
1. Check toe-in by measuring the distance
between front wheels at the inside edge of the
tire rim in two places. These measurements
should be taken on a horizontal center line at
front and rear of rim. Refer Figure 3-14.
2. The front measurement should be 0.75 in.
0.25 in. (19.1 mm 1.9 mm) less than rear
(Dimension A) measurement.
3. Adjust as necessary on adjustable tie rod end
by loosening clamp nuts and turning rod end in
or out. When dimension required is attained,
tighten clamp nuts on tie rod to 208 ft. lbs. (282
N.m) torque. Install cotter pins. (Figure 3-11).
NOTE: If the original Grade 5 pinch bolts with
castellated nuts and cotter pins have been replaced
with 3/4"-10 UNC x 4.0" long, Grade 8 capscrews
and Grade 8 self-locking nuts, then the specified
torque should be 310 31 ft.lbs. (420 42 N.m)
torque.
4. Install tie rod retaining nut and tighten to 1000
100 ft.lbs. (1356 136 N.m) torque. Install cot-
ter pin.
5. Install lubrication line to pin ends.
6. Remove blocks from rear wheels.
(Radial Tires)
NOTE: Set toe-in to zero with the truck fully loaded.
If inconvenient or impractical to make adjustments on
a fully loaded truck, proceed as follows with the truck
empty:
1. Partially release the nitrogen pressure in the
front suspensions to achieve the loaded
extension of 5.58 in. (141 mm).
2. Adjust front toe-in to zero. Refer to toe-in
adjustment Steps 1, 3, 4, 5, and 6 for bias ply
tires.
3. When toe-in adjustment is complete, recharge
front suspensions. Refer to Section H, Oiling
and Charging procedure.
FIGURE 3-14. MEASURING TOE-IN
G04004 10/98 Rear Axle Housing Attachment G4-1
REAR AXLE HOUSING ATTACHMENT
HITCH PIN
Removal
1. Park truck on firm level surface and block front
and rear of all tires.
Truck body must be empty and down against
frame before attempting this procedure.
2. Release all brakes.
3. Charge rear suspensions with nitrogen until pis-
tons are fully extended.
4. Place blocks or stands under each frame mem-
ber beneath the hoist cylinders.
Blocks must be securely in place before lowering
the frame. Check blocks on wheels to make sure
they are in place.
5. Release nitrogen out of front suspensions.
6. Release nitrogen out of rear suspensions.
7. Place a jack below the nose cone to control any
downward movement of nose cone.
8. Disconnect nose cone bearing lube line.
Remove ground wire between hitch structure
and frame.
9. Remove capscrew and lockwashers (1, Figure
4-1). Remove capscrews (2). Remove retainer
plate (3) Remove pin (10).
10. Remove clamps (15), separate and remove
seals (11 and 14).
NOTE: Placement of a pry bar or jack between
mounting structure and nose cone may be necessary
to push nose cone down and away from mount
structure. Spacers (4 and 7) will fall free.
Installation
1. Raise nose cone into position.
2. Install spacers (4 and 7, Figure 4-1). Install pin
(10). Install seals (11 and 14) and secure in
place with clamps (15).
3. Position retainer plate (3) by lining up capscrew
holes with capscrew holes in pin (10). Install
capscrews (2).
4. Rotate pin and retainer plate and align cap-
screw holes in mounting structure.
a. Install capscrews and lockwashers (1).
Tighten capscrews (1) to 125 ft. lbs. (169.5
N.m) torque.
b. Tighten capscrews (2) to 750 ft. lbs. (1017
N.m) torque, and lockwire capscrews in pairs
with 0.080 in. (0.020 mm) lockwire.
c. Install ground wire and lubrication line.
d. Pressurize lube line and be certain bearing
(9) receives adequate grease.
5. Remove jacks if used in nose cone area.
6. Charge front suspension as described in "Oiling
and Charging Procedure", Section "H".
Refer to NOTE: and Figure 4-1A on page G4-2 for
information regarding later style Retainer Plate (2).
1. Capscrew &
Lockwasher
2. Capscrew
3. Retainer Plate
4. Spacer
5. Drive Axle Nose
Cone
6. Bearing Retainer
7. Spacer
8. Mounting Structure
9. Bearing
10. Pin
11. Seal
12. Capscrew
13. Nut
14. Seal
15. Clamp
G4-2 Rear Axle Housing Attachment G04004 10/98
7. Charge rear suspensions with nitrogen to fully
extend pistons.
8. Remove blocks or stands from beneath the frame.
9. Release nitrogen from rear suspension and
charge according to procedure in "Oiling and
Charging Procedure", Section "H".
Before removing blocks from the wheels, make
sure parking brake is applied.
10. Remove blocks from wheels.
NOTE: Later model trucks, or trucks that have
been retro-fitted, will have a thicker retainer plate
(3, Figure 4-1A) with new, longer capscrews (1 &
2). These capscrews must be tightened to a
higher torque.
Follow "Pivot Pin Installation" procedure on previous
page, except as follows:
4. Rotate pin and retainer plate and align cap-
screw holes in mounting structure. Install cap-
screws and lockwashers (1, Figure 4-1A).
a. Tighten capscrews (1) to 175 ft. lbs. (237
N.m) torque.
b. Tighten capscrews (2) to 1715 ft. lbs. (2325
N.m) torque.
c. Install ground wire and lubrication line.
d. Pressurize lube line and be certain bearing
(9) receives adequate grease.
PIVOT PIN BEARING
Disassembly
1. Remove capscrews and nuts (12 and 13, Figure
4-2). Remove bearing retainer (6). Remove
bearing (9).
2. Inspect all parts and bearings for wear or dam-
age. Replace parts showing excessive wear or
damage.
Assembly
1. Install spherical bearing (9) into bore of Pivot
Eye Structure (5).
Be sure that outer race of bearing (9) is seated
against inner lip of pivot eye bore.
2. Install bearing retainer (6) with capscrews and
locknuts (12 and 13).
torque.
FIGURE 4-1A. PIVOT PIN INSTALLATION
1. Capscrew (Gr8) &
Lockwasher
2. Capscrew (12 pt. -
Gr9)
3. Retainer Plate
(Thicker)
4. Spacer
5. Drive Axle Nose Cone
6. Bearing Retainer
7. Spacer
8. Mounting Structure
9. Bearing
10. Pin
11. Seal
12. Capscrew
13. Nut
14. Seal
15. Clamp
5. Pivot Eye Structure
6. Bearing Retainer
9. Bearing
12. Capscrew
13. Nut
G04004 10/98 Rear Axle Housing Attachment G4-3
PIVOT EYE REPAIR
If damage occurs to the pivot eye (Drive Axle Nose
Cone), it may be necessary to remove this compo-
nent from the rear axle structure to facilitate repair
and bearing replacement.
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.
Installation
1. Be certain mating surfaces of axle housing (1,
Figure 4-3), and pivot eye (4) are clean and not
damaged.
2. Lift pivot eye into position on front of axle hous-
ing. Insert several capscrews (2) and flatwash-
ers (3) to align the parts. Remove the lifting
device.
3. Install the remaining capscrews and flatwash-
ers. Tighten alternately until the pivot eye is
properly seated.
final torque.
FIGURE 4-3. PIVOT EYE ATTACHMENT
1. Rear Axle Structure
2. Capscrew
3. Flatwasher
4. Pivot Eye
G4-4 Rear Axle Housing Attachment G04004 10/98
ANTI-SWAY BAR
Removal
1. Position frame and rear axle housing so force
can be applied to end of anti- sway bar pin (13,
Figure 4-4) on the rear axle housing.
2. Block securely between frame and axle housing.
3. Disconnect lubrication lines (4 and 14, Figure 4-
4) and attach lifting device to anti-sway bar (15).
4. Remove capscrews and lockwashers (9) and
retainer bar (8).
5. Bend tabs away from capscrew heads, and
remove capscrews (3), retainer plate (2) from
stub shaft (7) on frame.
6. Remove pin (13) from end of anti-sway bar (15).
7. Remove anti-sway bar from frame stub shaft (7).
8. Remove bearing spacer (6).
Installation
1. Install spacer (6, Figure 4-4) on frame stub
shaft (7).
2. Raise anti-sway bar and slide onto frame stub
shaft. Place anti-sway bar so retainer rings (5 &
11) are toward front of truck.
3. Position opposite end of anti-sway bar in axle
housing mounting structure (10).
4. Install spacers (17) and pin (13).
5. Install retainer bar (8) with capscrews and lock-
washers (9). Tighten capscrews to 750 ft. lbs.
(1018 N.m) torque.
6. Install retainer plate (2). Install lock plate (16).
Install capscrews (3). Tighten capscrews to 220
22 ft. lbs. (298 29.8 N.m) torque.
7. Attach lubrication lines.
8. Remove blocks between frame and axle hous-
ing.
9. Charge suspensions if necessary. Refer to Sec-
tion H for suspension charging.
Disassembly
1. Remove snap rings (11 & 5, Figure 4-4) from
bores of both ends of anti-sway bar (15).
2. Drive out spherical bearings (1 & 12).
1. Inspect bearing bores of anti-sway bar. If bores
are damaged, repair or replace anti-sway bar.
2. Inspect bearing spacer (6 & 17) for damage or
wear.
Assembly
1. Press in new bearings.
2. Install snap ring.
FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY
1. Bearing
2. Retainer
3. Capscrew
4. Lube Line
5. Retainer Ring
6. Spacer
7. Stub Shaft
8. Retainer Bar
9. Capscrew and
Lockwashers
10. Mount Structure
11. Retainer Ring
12. Bearing
13. Pin
14. Lube Line
15. Anti-Sway Bar
16. Lock Plate
17. Spacer
G05004 06/03 Rear Axle Housing G5-1
REAR AXLE HOUSING
REAR AXLE HOUSING
Removal
1. Remove the dump body as outlined earlier in
Section "B".
NOTE: It is not necessary to remove the rear axle
housing to service the anti- sway bar or hitch pin.
2. Loosen hose clamps and disconnect large flexi-
ble air tube from connection on rear axle hous-
ing.
3. Mark and disconnect air, lube and brake lines
from rear axle housing.
4. Mark electrical cables for identification and dis-
connect at wheel motors. Loosen cable grips
and pull cables free.
5. Remove rear tires as covered in this Section.
6. Remove wheel motors as covered in this Sec-
tion.
7. Block up truck frame and remove rear HYD-
RAIR
suspension as outlined in Section "H".

8. Remove hitch pin as outlined previously in this
Section.
9. Remove anti-sway bar as outlined earlier in this
Section.
Installation
1. Position rear axle housing under frame.
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.
6. Install rear tires, as covered in Section "G".
7. Route electrical cables through cable grips on
right hand side of the axle housing.
8. Connect electrical cables to motorized wheels
inside rear axle housing using identifications
made at removal.
9. Reconnect all brake lines, air and lube lines.
Bleed brake and lube lines.
10. Connect large cooling air duct and clamp
securely.
WHEEL MOTOR
Removal
NOTE: Make sure body is empty before raising truck
off ground.
1. Block front wheels to prevent movement and
bleed air pressure from hydraulic tank and
bleed steering and brake accumulators.
NOTE: When lifting earlier model trucks that have a
rounded surface on the bottom side of the rear axle
housing, a jack adapter (refer to Section "M", Options
and Special Tools) is required. Later models have a
flat, reinforced bottom surface and do not require the
adapter.
2. Raise the rear end of truck until tires clear the
ground. Use support stands or cribbing to block
under rear axle housing.
3. Remove the inner and outer dual tires from
wheel motor. Refer to Section "G" for tire
removal instructions.
4. Drain oil from wheel motor gear case.
NOTE: To aid in assembly tag all lines and electrical
connections prior to disassembly.
5. Disconnect brake, lubrication and electrical con-
nections from wheel motor.
Make sure lifting devices are capable of handling
the load safely. The chart below shows approxi-
mate weights of the wheel motor with brake
assemblies installed.
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.
Model Approximate Weight
GE772 12,100 lbs. (5 489 kg.)
GE776HS/KS 15,100 lbs. (6 849 kg.)
GE791 15,500 lbs. (7 031 kg.)
GE788 23,300 lbs. (10 569 kg.)
G5-2 Rear Axle Housing 06/03 G05004
1. Thoroughly clean the capscrew holes and
mounting faces of the rear housing and the
wheel motor.
2. Check mounting faces of wheel motor and rear
axle housing for nicks, scratches or other dam-
age.
3. Refer to GE Service Manual for "Disassembly"
and "Assembly" procedures.
Installation
Maximum Capscrew Usage
High tightening force is required to attach wheel
motors. Repeated tightening operations will
cause capscrew material to fatigue and break.
DO NOT reuse mounting hardware (capscrews
and hardened washers) more than twice after
original installation (3 total - see NOTE below).
Replace capscrews and washers after third use.
NOTE: The following method is suggested to control
the 3 - Use maximum:
Punch mark the capscrew heads with a center punch
after each tightening as follows:
Initial Installation. . . . . . . . . . . . .No (0) marks.
Second Installation. . . . . One (1) punch mark.
Third Installation. . . . . . Two (2) punch marks.
Wheel motor mounting capscrews are specially hard-
ened bolts that meet or exceed Grade 8 specifica-
tions. Replace only with bolts of correct hardness.
Refer to Komatsu Parts Catalog for correct part num-
ber. Before installation, inspect each capscrew for
any defects and number of punch marks. Replace
capscrew and related hardware if two punch marks
are evident; do not reuse if any defect is suspected.
Hardware showing signs of rust, corrosion, galling or
local yielding on any seat or thread surfaces should
be replaced. Replace all wheel motor mounting hard-
ware if the truck was operated with the wheel motor
mounting in a loose joint condition.
Make sure lifting devices are capable of handling
the load safely. The chart below shows approxi-
mate weights of the wheel motor with brake
assemblies installed.
1. Install two guide pins 180 apart in the rear axle
housing.
2. Lift wheel motor into position on the rear axle
housing. Make sure all cables and lines are
clear before installation.
3. Install lubricated capscrews and flat washers
securing wheel motor to axle housing. Snug up
all capscrews and then final tighten (alternating
capscrews 180 apart) to 1480 ft.lbs. (2007
N.m) torque.
4. Connect all cables and lines to their appropriate
location on the wheel motor.
5. Insure wheel motor breathers are properly
installed. No sharp bends or kinks in hoses are
allowed in any line between the wheel motors
and the breathers.
6. Raise truck, remove support stands, or cribbing.
7. Fill wheel motor gear case with oil specified in
the Lubrication and Service Section.
REAR AXLE HOUSING BUMPER PAD
Bumper pads on the axle housing should be replaced
as they become worn. Dump body does not need to
be removed to change bumper pads.
1. Raise frame off the axle housing far enough to
remove bumper pads. Place blocks between
frame and axle housing and secure in place.
2. Remove capscrews and lockwashers. Remove
bumper pad and install new pad.
3. Install capscrews and lockwashers and torque to
4. Remove blocks and lower frame.
Model Approximate Weight
GE772 12,100 lbs. (5 489 kg.)
GE776HS/KS 15,100 lbs. (6 849 kg.)
GE791 15,500 lbs. (7 031 kg.)
GE788 23,300 lbs. (10 569 kg.)
H01004 7/89 Index H1-1
SECTION H
HYDRAIR
II SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
OILING AND CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
HYDRAIR
Service Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1

Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-2
Support Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-2
Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Rear Suspension. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Nitrogen Gas and Hydrair
Oil Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6

H1-2 Index H01004 7/89
NOTES:
H02005 3/94 Front Suspensions H2-1
FRONT SUSPENSION
FRONT SUSPENSION
The HYDRAIR
II suspensions are hydro-pneumatic

components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assem-
bly. The front suspension cylinders consist of two
basic components; a suspension housing attached to
the truck frame and a suspension rod attached to the
front spindle. The front suspension rods also act as
kingpins for steering the truck.
The HYDRAIR
II suspension cylinder requires only

normal care when handling as a unit. However, after
being disassembled these parts must be handled
carefully to prevent damage to the machined sur-
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
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.
2. Remove boot clamp and boot from around sus-
pension.
3. Discharge nitrogen pressure from suspension
by removing charging valve guard (1, Figure 2-
2) and charging valve cap (2). Turn the charging
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.
Make certain only the swivel nut turns. Turning
the complete charging valve assembly may result
in the valve assembly being forced out of the
suspension by the gas pressure inside.
4. After all nitrogen pressure has been relieved,
remove charging valve assembly (Figure 2-3)
and discard O-ring (9).
5. Place a suitable container under suspension
cylinder. Remove bottom drain plug (6, Figure
2-8) and allow cylinder to drain completely.
FIGURE 2-1. SUSPENSION CHARGING VALVE
1. Charging Valve
Guard
2. Suspension
3. Charging Valve
FIGURE 2-2. CHARGING VALVE INSTALLATION
1. Charging Valve
Guard
2. Charging Valve
Cover
3. Swivel Nut (Small
Hex)
4. Charging Valve Body
(Large Hex)
FIGURE 2-3. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
H2-2 Front Suspensions H02005 3/94
NOTE: Front HYDRAIR
II suspensions are equipped

with lower bearing retainer puller holes. If only rod
wiper, rod seals, bearing, retainer, O-ring, and
backup ring replacement are required, it will not be
necessary to remove suspension from truck.
6. If only rod wiper, rod seals, bearing, bearing
retainer, O-ring and backup rings are to be
replaced, refer to Steps a. through c. for lower
bearing removal.
a. Remove lower bearing retainer capscrews
and hardened washers (24 & 28, Figure 2-8).
Install puller bolt.
b. Turn in puller bolt to aid in the removal of
bearing retainer. Remove lower bearing
retainer (20).
c. Remove wiper (23), rod seal (21 & 22), O-
ring (9), backup ring (10) and bearing (27).
7. Attach fork truck or suitable lifting device to sus-
pension.
The front HYDRAIR
II suspension weighs
approximately 5140 pounds (2330 kg). Be certain
the lifting device to be used is of sufficient capac-
ity to handle load.
8. Remove capscrews and washers (1, Figure 2-
4) and nuts and washers (2).
9. Remove capscrews and washers (8), and nuts
and washers (10).
10. Remove capscrews and washers (6), and spac-
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.
When using a cleaning agent, follow the manu-
facturer's instructions for use, proper ventilation
and/or use of breathing apparatus.
2. Inspect suspension and frame mounting sur-
faces and spotfaces for flatness. Surface finish
not to exceed 250 (RMS). Surface flatness to
be within 0.010 in. (0.254 mm).
3. Clean and dry all capscrews, nuts and washers
as stated in Step 1, above.
NOTE: The use of dry threads in this application is
not recommended. Due to the high tightening forces
required to load these capscrews, dry threads may
cause damage to tools.
FIGURE 2-4. SUSPENSION INSTALLATION
1. Capscrew & Washers
2. Nuts & Washers
3. Housing
4. Mounting Surface
5. Shear Bar
6. Capscrew & Washers
7. Piston
8. Capscrews & Wash-
ers
9. Spacer
10. Nuts & Washers
4. Lubricate capscrew threads, capscrew head
seats, washer face, and nut seats with a rust
preventive compound. Approved sources are:
AMERICAN ANTI-RUST GREASE #3-X
from Standard Oil Company,
also American Oil Company.
RUSTOLENE D grease
from Sinclair Oil Company.
GULF NORUST #3 from Gulf Oil Company.
RUST BAN 326 from Humble Oil Company.
1973 RUSTPROOF from the Texas Company.
RUST PREVENTIVE GREASE-CODE 312
from the Southwest Grease and Oil Company.
NOTE: If none of the rust preventive greases listed
above are available for field assembly, use one of the
following lubricants:
SAE 30 weight oil.
3% Molybdenum - Disulphide Grease
High tightening force is required to load front
suspension mounting capscrews. Repeated
tightening operations will cause capscrew mate-
rial to fatigue and break. DO NOT reuse mounting
hardware (capscrews, hardened washers, and
nuts) more than twice after original installation (3
total see NOTE below). Replace capscrews,
washers and nuts after third use.
NOTE: The following method is suggested to control
the "3 - Use" maximum:
Punch mark the capscrew heads with a center punch
after each tightening as follows:
Initial Installation - No (0) marks.
Second Installation - One (1) punch mark.
Third Installation - Two (2) punch marks.
Suspension mounting capscrews are specially
hardened bolts to meet or exceed Grade 8
specifications. Replace only with bolts of correct
hardness. Refer to Haulpak Parts Catalog for correct
part number.
Before installation, inspect each capscrew for any
defects and number of punch marks. Replace
capscrew and related hardware if two punch marks
are evident; do not reuse if any defect is suspected.
Hardware showing signs of rust, corrosion, galling or
local yielding on any seat or thread surfaces should
be replaced. Replace all suspension mounting
hardware, if the truck was operated with the
suspension mounting in a loose joint condition.
5. Attach fork truck or lifting device to suspension
and mount suspension to the truck frame making
sure shear bar (5, Figure 2-4) is in place. Install
fourteen capscrews (1, 6, 8) with hardened
washers and nuts. Four bottom holes tapped into
suspension housing require capscrews (6) with
hardened washers, and spacers (9) only.
6. The capscrews are now ready for the first step
of preloading using "TURN-OF-THE-NUT"
Tightening Procedure.
NOTE: The "Turn-of-the-Nut" tightening
procedure was developed for high strength 1 1/2"
UNC capscrews (grade 8 or better). Do not use
this tightening method for capscrews of lesser
grade/size.
NOTE: Special hardened flat washers are punched
during the manufacturing process; therefore, when
used under the capscrew head they must be
assembled with the inside diameter radius of the hole
toward the head (punch lip away from head) to
prevent damage to the fillet between capscrew head
and shank. See illustration above.
FIGURE 2-5. INSTALLATION OF HARDENED FLAT
WASHER
1. Hardened Flat
Washer
2. Capscrew
" TURN-OF-THE-NUT" Tightening Procedure
a. Tighten all fourteen capscrews (1, 6, 8, Fig-
ure 2-4) to 400 40 ft. lbs. (542 5 N.m)
torque. Use a torque wrench of known cali-
bration.
b. Maintain this torque on the top two corner
capscrews and the bottom outer two cap-
screws (8) on each side (the 4 bottom cap-
screws with nuts).
c. Loosen the 8 remaining capscrews and then
tighten again using "TURN-OF-THE-NUT"
Tightening Procedure as follows:
d. For the 6.0 in. (15 cm) long capscrews (1,
Figure 2-4), tighten capscrews initially to 70
ft. lbs. (95 N.m) torque; then advance 60
using Steps d1. through d3. Refer to Figure
2-5.
For the 0.75 in. (27.3 cm) long capscrews (6, 8, Fig-
ure 2-4), tighten capscrews initially to 150 ft. lbs.
(203 N.m) torque; then advance 90
using Steps d
1
.
through d
3
. Refer to Figure 2-6.
d
1.
Mark a reference line on a corner of the hex-
agonal capscrew head or nut and the
mounting surface opposite this corner as
shown. Then mark the position located 60
or 90
clockwise relative to the first refer-

ence line on the mounting surface.
Refer to Figures 2-5 and 2-6.
d
2
. To insure that the opposite end of the turning
member, either the capscrew head or nut
remains stationary, scribe a reference mark
for this check.
d
3
. Each corner of a hexagon represents 60.
The turning members, either the capscrew
head or nut, is turned until the marked cor-
ner is adjacent with the marked reference
line. Check to make sure that the opposite
end of the turning member has NOT turned
during the tightening procedure.
NOTE: Do not exceed 4 RPM tightening speed.
Do not hammer or jerk wrench during the tighten-
ing procedure.
e. Loosen the top two corner capscrews and
the bottom outer two capscrews on each
side (the 4 bottom capscrews with nuts) and
repeat "Turn-of-the-Nut" procedure (Steps
2d. - 2d
3
.) for these remaining 6 capscrews.
NOTE: If, for any reason, these fasteners need to be
checked for tightness after completing the above pro-
cedure, loosen and inspect all 14 capscrews and
repeat entire process, starting with cleaning and
lubricating capscrews, washers, and nuts. In addi-
tion, the capscrew head will need to be appropriately
marked to show an additional use.
7. Charge suspension with dry nitrogen to fully
extend suspension piston before installing front
wheel hub and spindle.
8. Install wheel, spindle, and tire according to
instructions in Section G.
9. Service the suspension. For instructions refer to
HYDRAIR
II Oiling and Charging Procedure.

10. Install suspension boot and secure with clamp.
FIGURE 2-6. REFERENCE MARKS FOR 60
ADVANCE
FIGURE 2-7. REFERENCE MARKS FOR 90
ADVANCE
Disassembly
NOTE: Refer to your HAULPAK
Distributor for
HYDRAIR
II repair information and instructions not

covered in this manual.
1. With suspension held in a vertical position (end
cap up), remove capscrews and hardened
washers (1, Figure 2-7). Attach hoist to end cap
(3) and lift end cap out of suspension housing
(12) until spacer (8) contacts bearing retainer
(4). Remove capscrews (5). Lift end cap (3) and
bearing retainer from housing (12).
2. Remove roll pin (10), nut (9) and spacer (8).
Separate end cap and bearing retainer.
Remove O-rings and backup rings (2).
3. Rotate the suspension 180
.
NOTE: Steel balls (13) will fall free when the housing
is rotated.
4. Attach lifting device to the piston (11, Figure 2-
7) and carefully lift out of housing (12).
5. Remove capscrews and washers (24, 28, Fig-
ure 2-8) and remove bearing retainer (20).
6. Remove and discard rod seal (21) step seal
(22) and rod wiper (23). Remove and discard O-
ring and backup ring (9 and 10).
When using cleaning agents follow the solvent
manufacturer's instructions.
1. Clean all parts thoroughly in fresh cleaning sol-
vent. Use a solvent that does not leave a film
after evaporation such as Trichlorethylene, Ace-
tone, or Lacquer Thinner.
2. Inspect all parts for evidence of wear or dam-
age. Inspect plated surfaces for scratches,
nicks, or other defects. Replace or repair defec-
tive parts.
FIGURE 2-8. PISTON ROD REMOVAL
1. Capscrews
2. O-Ring & Backup
Ring
3. End Cap
4. Bearing Retainer
5. Capscrew
6. Ring
7. Bearing
8. Spacer
9. Nut
10. Roll Pin
11. Piston
12. Housing
13. Steel Ball
14. Hardened Washer
Assembly
NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
HYDRAIR
suspension oil (see Oil Specification

under Oiling and Charging Procedure).
Take care not to damage the machined or plated
surfaces, O-rings or seals when installing piston
assembly.
1. If only the lower bearing retainer (20, Figure 2-
8) was removed refer to the following Steps a.
through c. for assembly instructions.
a. Install new bearing (27), rod seal (21), step
seal (22) and rod wiper (23). Install new O-
rings (9) and backup ring (10) in their appro-
priate grooves in the bearing retainer (20).
NOTE: Backup rings must be positioned toward the
flange of bearing retainer. As shown in Figure 2-10.
b. Press lower bearing retainer (20, Figure 2-8)
into place and secure with capscrews and
hardened washers (24 & 28). Tighten cap-
screws to 175 ft. lbs. (237 N.m) torque.
c. Install wheel, tire and spindle assembly.
Refer to steps in Section G, Wheel, Tire
and Spindle Installation for installation
instructions.
NOTE: If complete suspension disassembly was
performed, follow Steps 2 through 13 for complete
reassembly instructions.
FIGURE 2-9. HYDRAIR
II FRONT SUSPENSION
1. Plug
2. Guard Cap
3. Charging Valve Assy.
4. Gasket
5. End Cap
6. Plug
7. Capscrew
8. Hardened Washer
9. O-Ring
10. Backup Ring
11. Capscrew
12. Hardened Washer
13. Upper Bearing
Retainer
14. Housing
15. Steel Check Ball
16. Spacer
17. Locknut
18. Roll Pin
19. Piston
20. Lower
Bearing Retainer
21. Rod Seal
22. Step Seal
23. Rod Wiper
24. Capscrew
25. Suspension Oil
26. Upper Bearing
27. Lower Bearing
28. Hardened Washer
FIGURE 2-9. FRONT SUSPENSION
2. Install new bearing (27), rod seal (21), step seal
(22), and rod wiper (23). Install new O-rings (9)
and backup rings (10) in their appropriate
grooves in the bearing retainer (20).
NOTE: Backup rings must be positioned toward
flange at bearing retainer. (See Figure 2-10).
3. Install lower bearing retainer (20, Figure 2-8)
into lubricated suspension housing. Install cap-
screws and hardened lockwashers (24 & 28)
into lower bearing retainer and tighten to 175 ft.
4. Install new bearing (7, Figure 2-7) onto upper
bearing retainer (4). Slide upper bearing
retainer (4) over end cap rod (3).
5. Install spacer (3, Figure 2-9). Make sure spacer
is fully seated against the rod shoulder. Install
locknut (4) snugly against spacer (3). Turn lock-
nut one half turn until hole for the roll pin (5) is in
alignment. Install roll pin (5).
6. Install upper bearing retainer (4, Figure 2-7)
onto piston rod (11). Secure retainer in place
with ring (6) and NEW capscrews (5). Tighten
capscrews to 500 ft. lbs. (678 N.m) torque.
NOTE: ALWAYS use new capscrews (5, Figure 2-7)
during assembly. Used capscrews will be stressed
and fatigued because of loads imposed on these
capscrews during operation.
flange on the end cap (3).
7. Install two ball checks (13, Figure 2-7) into pis-
ton rod receptacles. A small amount of petro-
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),
bearing retainer (13), and end cap (5) into the
lubricated bore of the cylinder housing to its fully
retracted position
9. Rotate suspension housing and install cap-
screw and hardened washers (7 & 8) and
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.
FIGURE 2-10. END CAP ASSEMBLY
1. End Cap
2. Upper Bearing
Retainer
3. Spacer
4. Locknut
5. Roll Pin
6. Wrench
FIGURE 2-11. BACK-UP RING PLACEMENT
NOTES:
H03001 9/90 Rear Suspensions H3-1
REAR SUSPENSION
REAR SUSPENSION
The HYDRAIR
II suspensions are hydro-pneumatic

components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight: less wheels, spindles and final drive assem-
bly. The rear suspension cylinders consist of two
basic components; a suspension housing attached to
the truck frame and a suspension rod attached to the
final drive center case.
The HYDRAIR
II suspension cylinder requires only

normal care when handling as a unit. However, after
being disassembled these parts must be handled
carefully to prevent damage to the machined sur-
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
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.
Make certain only the swivel nut turns. Turning
the complete charging valve assembly may result
in the valve assembly being forced out of the
NOTE: An overhead crane can also be used to lift the
frame until the cylinders are fully extended.
2. With suspension piston fully extended place a
block between frame pad and center axle pad.
3. Disconnect anti-rotational cable (2, Figure 3-3)
from suspension to be removed. Disconnect
upper and lower lubricating lines (3). Remove
upper locknut (4) securing suspension to frame
structure.
and take up slack. To aid in suspension
removal, install a lifting eye into tapped boss at
the top of the suspension.
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
FIGURE 3-2. REAR SUSPENSION BLOCK
PLACEMENT
1. Rear Suspension
2. Final Drive Case
3. Place Blocks Here
4. Frame
H3-2 Rear Suspensions H03001 9/90
The rear HYDRAIR
II suspension weighs approxi-

mately 1,150 pounds (552 kg). Be certain the
capacity of the lifting device used is sufficient for
lifting this load.
5. Slowly depress charging valve stem to relieve
all nitrogen pressure. As cylinder retracts, upper
ball stud stem will be pulled from mounting hole.
Wear a face mask or goggles while relieving
nitrogen pressure
.
6. Remove lower ball stud locknut. Slowly raise
suspension to remove lower ball stud stem from
center axle mounting hole.
NOTE: While lifting suspension from drive case
mounting hole, take care to prevent damage to ball
stud threads.
7. Clean the exterior of the suspension thoroughly
and move to a clean work area for disassembly.
Installation
1. Clean suspension mounting surfaces thor-
oughly on center axle and frame.
and raise into position. Insert lower ball stud
stem into mounting hole. Use care during ball
stud stem installation to prevent damage to
threaded area.
NOTE: To aid in suspension installation install a
lifting eye into tapped boss at the top of the
suspension. Keep lifting device attached until top ball
stud is secured into frame mounting.
3. Lubricate ball stud threads and install spacer
and locknut. Tighten locknut to 2770 ft. lbs.
(3755 N.m) torque.
NOTE: Rotate each suspension until charging valves
are accessible from the rear of the truck. This will
assure bolt holes for anti-rotational cable will be in
the proper location.
4. Attach charging kit to charging valve. Slowly
charge suspension with dry nitrogen. As the
suspension begins to extend, align top ball stud
with mounting hole in frame.
NOTE: Use care during charging procedure to
prevent damage to threaded area on ball stud.
5. Install ball stud spacer and locknut. Tighten
locknut to 2770 ft. lbs. (3755 N.m) torque.
6. Apply an additional amount of nitrogen to raise
frame off of blocks and remove blocks or use
lifting device if available.
7. Connect lubrication lines and anti-rotation
cable.
8. Service the suspension. For instructions, refer
to HYDRAIR
II "Oiling and Charging Proce-

dure".
9. Install suspension boot and secure in place with
clamp.
NOTE: Tighten ball stud locknuts again to 2770 ft.
lbs. (3755 N.m) torque after one shift of operation.
Disassembly
1. Depress charging valve stem to insure all nitro-
gen gas pressure has been released prior to
charging valve removal. Wear face mask or
goggles while relieving nitrogen gas.
2. Remove charging valve. Remove and discard
charging valve O-ring.
NOTE: Place rear suspension in a vertical position
(piston rod up). Suspension will contain oil which will
drain through the charging valve port.
FIGURE 3-3. REAR SUSPENSION REMOVAL
1. HYDRAIR

Suspension
2. Anti-Rotational
Cable
3. Lubrication Lines
4. Upper Locknut
5. Lower Locknut
3. Remove capscrew and hardened washer (19 &
4, Figure 3-4) and pull suspension piston
assembly (14) from housing.
4. Slide lower bearing (16) from piston (14).
Remove capscrew and hardened washers (11 &
12), remove upper bearing (13) from piston rod.
Remove ball checks (21) from piston.
5. Remove and discard wiper (17), rod seal (15),
O-rings (6) and backup rings (7) from lower
bearing.
6. Using spanner wrench (VN1392), remove lock-
nut (23) and retainer plate (22).
7. Using spanner wrench (VN1388), remove ball
retainer (27), remove and discard O-ring (25).
Remove ball stud (26) and ball liner (20).
8. Remove capscrews and hardened washer (3 &
4), remove ball stud housing (5) from suspen-
sion housing (8). Remove and discard O-rings
(6) and backup rings (7).
9. Using spanner wrench (VN1392), remove lock-
nut (23) and ball retainer (22).
10. Using spanner wrench (VN1388), remove ball
retainer (27), remove and discard O-ring (25).
Remove ball stud (26) and ball liner (20).
FIGURE 3-4. HYDRAIR
II REAR SUSPENSION
1. Pipe Plug
2. Charging Valve
Assembly.
3. Capscrew
4. Hardened Washer
5. Ball Stud Housing
6. O-Ring
7. Backup Ring
8. Housing Suspension
9. Gasket
10. Pipe Plug
11. Capscrew
12. Hardened Washer
13. Upper Bearing
14. Piston
15. Rod Seal
16. Lower Bearing
17. Rod Wiper
18. Suspension Oil
19. Capscrew
20. Ball Liner
21. Check Ball
22. Retainer Plate
23. Locknut
24. Grease Fitting
25. O-Ring
26. Ball Stud
27. Ball Retainer
FIGURE 3-5. REAR SUSPENSION HOUSING
1. Charging Valve
2. End Cap
3. Lifting Holes
4. Lockwasher
5. Locknut
6. Retainer
7. Ball Stud
When using cleaning agents follow the solvent
manufacturer's instructions.
1. Clean all parts thoroughly in fresh cleaning sol-
vent. Use a solvent that does not leave a film
after evaporation, such as Trichlorethylene,
Acetone, or Lacquer Thinner.
2. Dry all parts completely using only dry, filtered
compressed air and lint free wiping materials.
3. Inspect all parts for evidence of wear or dam-
age. Inspect plated surfaces for scratches,
nicks or other defects. Replace or repair any
damaged parts.
NOTE: If other repairs are necessary, refer to your
local HAULPAK
Distributor for repair information

and instructions not covered in this Manual.
Assembly
Assembly must be accomplished in a clean, dust free
work area. All parts must be completely clean, dry
and free of rust or scale. Lubricate all interior parts
and bores with clean suspension oil (see Oil Specifi-
cations under "Oiling and Charging Procedure").
1. Install ball liner (20, Figure 3-4) into ball stud
housing (5). Install new O-rings (6) and backup
rings (7) in ball stud housing (5).
NOTE: Prior to securing ball stud housing (5) to
suspension housing (8), lifting ring holes should be
parallel to warning plate on suspension housing.
2. Install ball stud housing (1, Figure 3-6) into sus-
pension housing (3). Use care during installa-
tion to prevent damage to the O-rings.
flange of the ball stud housing. (See Figure 3-7).
3. Install capscrews (3, Figure 3-4) and hardened
washers (4). Tighten to 169 5 ft. lbs. (117 7
N.m) torque.
4. Lubricate ball stud (26) with Multi-purpose
grease No. 2 with 3% Molybdenum Disulphide.
Install ball stud.
NOTE: Position ball stud so that lubrication fittings
are directly above warning plate. Both top and
bottom lubrication fittings should be in line.
5. Install new O-ring (25) in ball retainer (27).
Install ball retainer (27) into ball stud housing (5)
and tighten to 750 ft. lbs. (1017 N.m) torque.
6. Install retainer plate (22) and locknut (23).
Tighten locknut to 500 ft. lbs. (678 N.m) torque.
Bend locking washer against beveled recess of
ball stud housing and locknut in at least 4 places.
FIGURE 3-6. BALL STUD HOUSING
INSTALLATION
2. O-Ring & Backup
Ring
3. Housing
FIGURE 3-7. BACKUP RING PLACEMENT
7. Install ball checks (21). Ball checks are retained
in place by upper bearings (13). Install upper
bearing onto piston rod (14). Secure bearing in
place with capscrews and hardened washer (11
& 12). Tighten capscrews to 86 5 ft. lbs. (117
7 N.m) torque.
8. Install ball liner into piston ball housing retainer.
Lubricate ball stud (1, Figure 3-8) with Multi-pur-
pose grease No. 2 containing 3% Molybdenum
Disulphide. Install ball stud.
NOTE: Position ball stud so that lubrication fittings
are directly above warning plate. Both top and
bottom lubrication fittings should be in line.
9. Install new O-ring (25, Figure 3-4) in ball
retainer (27). Install ball retainer and tighten to
10. Install retainer plate (22) and locknut (23).
Tighten locknut to 500 ft. lbs. (678 N.m) torque.
Bend locking washer against beveled recess of
ball stud housing and locknut in at least 4
places.
11. With housing in vertical position (open end up),
slide piston rod (14) into lubricated housing
bore. Use care during piston installation to pre-
vent damage to machined surfaces.
12. Install new rod seal (15), rod wiper (17), O-rings
(6) and backup rings (7) in their appropriate
grooves in lower bearing retainer.
flange of lower bearing. (See Figure 3-7).
13. Slide lower bearing (16) onto lubricated piston
rod. Install capscrew and hardened washers (19
& 4) and tighten to 169 5 ft. lbs. (117 7 N.m)
torque.
14. Turn suspension over and fill with 10 gallons
(37.9 liters) of suspension oil. Refer to Oil Spec-
ification under "Oiling and Charging Procedure".
15. Using new O-ring install charging valve. Tighten
large hex of charging valve to 16.5 ft. lbs. (22.4
N.m) torque.
FIGURE 3-8. BALL STUD ASSEMBLY
1. Ball Stud
3. Ball Stud Liner
NOTES:
H04004 10/96 Oiling and Charging Procedures H4-1
445E/510E/630E/685E
OILING AND CHARGING PROCEDURES
GENERAL
These procedures cover Oiling and Charging of
HYDRAIR
II suspensions on HAULPAK
trucks.
HYDRAIR
II suspensions which have been properly

charged will provide improved handling and ride
characteristics while also extending the truck frame
fatigue life and tire wear.
NOTE: Inflation pressures and exposed piston lengths
are calculated for a normal truck gross vehicle weight
(GVW). Additions to truck weight by adding body
liners, tailgates, water tanks, etc. should be
considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/
Speed chart in the operator cab will extend the service
life of the truck main frame and allow the HYDRAIR
II
suspensions to produce a comfortable ride.
All HYDRAIR
II suspensions are charged with

compressed nitrogen gas with sufficient pres-
sure to cause injury or damage if improperly han-
dled. Follow all safety instructions, Cautions, and
Warnings provided in the following procedures
to prevent any accidents during Oiling and
Charging.
Proper charging of HYDRAIR
II suspensions
requires that three (3) basic conditions be estab-
lished in the following order:
1. Oil level must be correct.
2. Suspension piston rod extension for nitrogen
charging must be correct and this dimension be
maintained during nitrogen charging.
3. Nitrogen charge pressure must be correct.
For best results, HYDRAIR
II suspensions should be
charged in pairs (fronts together and rears together).
If rears are to be charged, the fronts should be
charged first.
NOTE: Set up dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after truck has been operated,
these dimensions may vary.
EQUIPMENT LIST
HYDRAIR
Charging Kit
J acks and/or Overhead Crane
Support Blocks (Front and Rear) for:
Oiling height
Nitrogen Charging height
HYDRAIR
Oil (See Specifications Chart)

Dry Nitrogen (See Specifications Chart)
HYDRAIR
CHARGING KIT
Assemble service kit as shown in Figure 4-1 and
attach to container of pure dry nitrogen (8).
Installation of Charging Kit
1. Remove protective covers and charging valve
caps from suspensions to be charged.
2. Turn "T" handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
3. Be certain outlet valves (3) and inlet valve (4)
are closed (turned completely clockwise).
FIGURE 4-1. HYDRAIR
CHARGING KIT
1. T Handle Valve
2. Charging Valve Adapter
3. Manifold Outer Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
1. T Handle Valve
2. Charging Valve Adapter
3. Manifold Outer Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas (Specifications Figure 4-6)
NOTE: Arrangement of parts may vary from
illustration above, depending on Charging Kit P/N.
H4-2 Oiling and Charging Procedures H04004 10/96
445E/510E/630E/685E
4. Turn swivel nut (small hex) on charging valve 3
full turns counterclockwise to unseat valve (DO
NOT turn more than three turns).
5. Attach charging valve adapters (2) to each sus-
pension charging valve stem.
6. Turn "T" handles (1) clockwise (this will depress
core of charging valve and open gas chamber
of suspension).
7. Open both outlet valves (3).
By selective opening and closing of outlet valves (3),
and inlet valve (4), suspensions may be charged
separately or together.
Removal of Charging Kit
1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to
release charging valve cores.
3. Remove charging valve adapters (2) from
charging valves.
4. Tighten swivel nut (small hex) on charging
valve.
5. Install charging valve caps and protective cov-
ers on both suspensions.
SUPPORT BLOCKS FOR OILING AND
CHARGING DIMENSIONS
Prior to starting oiling and charging procedures, sup-
ports should be fabricated which will maintain the
correct exposed piston rod extensions.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for HYDRAIR
II sus-
pensions. These dimensions are listed in tables
below Figures 4-3, 4-5, and 4-6. Measure dimen-
sions from face of cylinder gland to machined surface
on spindle or to top of bottom support bracket as
shown. Do NOT include capscrew heads in mea-
surements.
Support blocks may be made in various forms. Mild
steel materials are recommended. For front suspen-
sions, square stock or pipe segments [1 in. (25 mm)
minimum] may be used. Blocks must be capable of
supporting the weight of the truck during oiling and
charging procedures. Refer to Figure 4-3 for front
suspension support block placement and Figures 4-5
or 4-6 for rear support block placement.
Figure 4-2 shows support blocks for rear suspen-
sions which are placed between the truck frame and
final drive centercase and which fit over the bumper
pads. Dimension "A" must be determined to produce
the Rod Extensions listed in the chart.
To establish Dimension " A" :
a. Park empty truck on a hard level surface.
Block wheels, apply parking brake. Vent any
existing nitrogen charge from rear suspen-
sions.
b. Using overhead crane or jacks of sufficient
capacity to support weight of truck, lift rear of
truck to expose correct suspension exten-
sion for OILING HEIGHT.
c. Measure distance between frame and center
case. See NOTE below.
Record the measurements as Dimension "A"
for OILING HEIGHT.
d. Lift truck higher to expose correct suspen-
sion extension for NITROGEN CHARGING.
e. Measure distance between frame and rear
axle housing. See NOTE below.
Record the measurements as Dimension "A"
for NITROGEN CHARGING.
f. Lower truck and fabricate blocks using
dimensions recorded.
NOTE: Blocks must straddle rubber pad on axle
stops. Due to the pivot point geometry of the final
drive assembly, the surfaces between the bottom
frame rail and final drive bumper pad mount will not
remain parallel as dimension "A" changes. When
recording Dimension "A", make two measurements:
A1 at the rear of the bumper pad, and
A2 at the front of the bumper pad.
Fabricate support blocks to fit this space (Figure 4-2).
As an aid for identification for next use, support
blocks may be color coded to mark them as used for:
Truck Model; Oiling, or Charging for Front or Rear
suspensions.
FIGURE4-2. REAR SUSPENSION SUPPORT
BLOCKS
445E/510E/630E/685E
FRONT SUSPENSION
1. Park unloaded truck on a hard level surface.
Block wheels, apply parking brake.
2. Thoroughly clean area around charging valve
on the suspensions. Remove protective covers
from charging valves.
All HYDRAIR
II suspensions are charged with

compressed nitrogen gas with sufficient pres-
sure to cause injury or damage if improperly han-
dled. Follow all the safety notes, cautions and
warnings in these procedures to prevent acci-
dents during servicing and charging.
Front Suspension Oiling
When blocks are in place on a suspension, they
must be secured with a strap or other means to
insure the blocks stay in place while being used.
An unsecured block could fly loose as weight is
applied, presenting the possibility of serious
injury to nearby personnel and/or damage to the
equipment. Overhead clearance may be reduced
rapidly and suddenly when nitrogen pressure is
released!
1. Position and secure oiling height dimension
blocks in place (Figure 4-3) so when nitrogen
pressure is released, suspensions will lower to
rest on the blocks. Take care that blocks do not
mar or scratch plated surface of the piston nor
damage the wiper seals in the lower bearing
retainer. Support blocks must seat on the spin-
dle and the cylinder housing. Place 2 blocks
(180
apart) on each side of suspension to pro-

vide stability.
Wear a face mask or goggles while relieving
nitrogen pressure.
2. Remove charging valve cap. Turn the charging
valve swivel nut (4, Figure 4-4) counterclock-
wise three full turns to unseat valve (DO NOT
turn more than three turns). DO NOT TURN
LARGE HEX (6). The valve body must not be
loosened until ALL nitrogen pressure has been
vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen has been vented to atmosphere, the
suspension should have collapsed slowly and
be seated solidly on the support blocks. If
equipped, remove top fill plug next to charging
valve, (Figure 4-3). Remove charging valve.
FRONT SUSPENSION DIMENSIONS
TRUCK
MODEL
SIZE
OILING
HEIGHT
in. (mm)
CHARGING
HEIGHT
in. (mm)
CHARGING
PRESSURE
psi (kPa)
445E/120 1.5 (38) 9.0 (229) 330 (2275)
510E/140 1.5 (38) 9.0 (229) 330 (2275)
630E/170
630E*/170
12 Dia. Rod
1.5 (38)
3.25*
(83)
9.0 (229)
8.0* (203)
390 (2689)
390* (2689)
630E/190
630E*/190
13 Dia. Rod
1.5 (38)
2.5* (64)
9.0 (229)
9.0 (229)
415 (2861)
415 (2861)
685E/210
685E*/210
13 Dia. Rod
1.5 (38)
2.5* (64)
9.0 (229)
9.0 (229)
400 (2758)
400 (2758)
*Units modified to add spacer ring on spindle
top surface.
FIGURE 4-3. FRONT SUSPENSION
445E/510E/630E/685E
4. Use a plastic tube in the charging valve bore to
bleed off trapped air inside the cylinder. On sus-
pensions with no top fill plug, fill the suspension
with clean HYDRAIR
oil until the cylinder is full

to top of charging valve bore. On suspensions
with top fill plug, fill the suspension with clean
HYDRAIR
oil until the cylinder is full to top of

fill plug bore. Drip pans should be used and all
spillage cleaned from outside of suspension.
Allow suspension to stand for at least 15 min-
utes to clear any trapped nitrogen and/or bub-
bles from the oil. Add more suspension oil if
necessary. Replace fill plug (if equipped) using
a new O-ring. Replace charging valve with new
lubricated "O" ring (9, Figure 4-4), use clean
HYDRAIR
oil.
Front Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must
be of sufficient capacity to lift the truck weight.
Be certain that all personnel are clear of lift area
before lift is started.
1. With nitrogen charging blocks at hand (Figure
4-2), use crane or jacks to raise the truck to pro-
vide clearance for the blocks.
2. Remove oiling blocks and install nitrogen charg-
ing blocks. Secure blocks so they will not fly
free. Lower truck frame until the blocks are
firmly and squarely seated between the spindle
and the cylinder housing.
NOTE: Use caution to prevent damage to plated
cylinder surfaces and oil seals.
3. If removed, install charging valve with new lubri-
cated "O" ring (9, Figure 4-4), use clean HYD-
RAIR
oil.
4. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated counterclockwise
three full turns.
Dry nitrogen is the only gas approved for use in
HYDRAIR
II suspensions. Charging of these

components with oxygen or other gases may
result in an explosion which could cause fatali-
ties, serious injuries and/or major property dam-
age. Use only nitrogen gas meeting the
specifications shown in chart (Figure 4-7).
5. Install HYDRAIR
Charging Kit and bottle of

pure dry nitrogen. Charge the suspension with
nitrogen gas to the pressure shown below Fig-
ure 4-3. DO NOT use an overcharge of nitrogen
to lift the suspension off the blocks.
6. Shut off gas and remove charging kit compo-
nents.
7. If charging valve is being reused, tighten swivel
nut (4, Figure 4-4) to 4 ft. lbs. (5.4 N.m) torque.
8. If a new charging valve is being used, tighten
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque,
then loosen and retighten swivel nut to 10.5 ft.
lbs. (14.2 N.m) torque. Again loosen swivel nut
and retighten to 4 ft. lbs. (5.4 N.m) torque.
Replace valve cap (1) and tighten to 2.5 ft. lbs.
(3.3 N.m) torque (finger tight).
9. Replace protective guard over charging valve.
10. Raise truck frame with crane or jacks to release
the nitrogen charging dimension blocks and
remove these blocks.
The front HYDRAIR
suspensions are now ready for

operation. Visually check extension with truck both
empty and loaded. Record extension dimensions.
Maximum downward travel is indicated by the dirt
ring at the base of the piston. Operator comments on
steering response and suspension rebound should
also be noted for future recharging work.
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
(small hex, 0.625 in.)
5. Rubber Washer
6. Valve Body (large
hex nut - 0.75 in.)
7. O-Ring
8. Valve Stem
9. O-Ring
445E/510E/630E/685E
REAR SUSPENSION
1. Park unloaded truck on a hard, level surface.
Block wheels, apply parking brake.
2. Thoroughly clean around charging valves on
suspensions. Remove protective covers from
charging valves.
Rear Suspension Oiling
1. If suspensions are extended, position oiling
dimension support blocks in place (Figure 4-5,
or "D", Figure 4-6). These supports are placed
between the final drive case and the frame and
should be fabricated to miss the rubber bumper
pad on the final drive case.
Use one block on each side of drive case. Rear
supports can be made as shown in Figure 4-2.
NOTE: If suspensions are collapsed, it will be
necessary to raise the truck frame with a crane or
jacks to install oiling dimension blocks. Be certain
lifting apparatus capacity is adequate to hold truck
weight.
Make certain all personnel are clear before reliev-
ing nitrogen pressure from the suspension. Use
a face mask or goggles when venting nitrogen.
Dimension A =Bottom of Housing to Bottom of Pis-
ton Cylinder.
Dimension B = Bottom of Housing to End of
Chrome Plating.
Dimension C =Bottom of Piston Cylinder to End of
Chrome Plating =2.4 (60 mm).
Dimension D =Dimension Blocks Location.
REAR SUSPENSION DIMENSIONS
TRUCK
MODEL
SIZE
OILING
HEIGHT
in. (mm)
CHARGING
HEIGHT
in. (mm)
CHARGING
PRESSURE
psi (kPa)
445E/120 5.5 (140) 13.0 (330) 150 (1034)
510E/140 5.5 (140) 13.0 (330) 150 (1034)
630E/170 8.5 (216) 16.5 (419) 200 (1379)
630E/190 8.5 (216) 16.5 (419) 200 (1379)
685E/210 8.5 (216) 16.5 (419) 170 (1172)
FIGURE 4-5. REAR SUSPENSION
(BALL STUD MOUNT)
REAR SUSPENSION DIMENSIONS
TRUCK
MODEL
SIZE
OILING
HEIGHT
in. (mm)
CHARGING
HEIGHT
in. (mm)
CHARGING
PRESSURE
psi (kPa)
630E - A 6.12 (155) 14.1 (359) 170 (1172)
630E - B 3.76 (96) 11.8 (299) 170 (1172)
685E - A 6.12 (155) 14.1 (359) 200 (1379)
685E - B 3.76 (96) 11.8 (299) 200 (1379)
FIGURE 4-6.
(PIN & BEARING MOUNT)
445E/510E/630E/685E
2. Remove charging valve cap (1, Figure 4-4).
Turn the charging valve swivel nut (4) counter-
clockwise three full turns (DO NOT turn more
than three turns) to unseat valve seat. DO
NOT TURN LARGE HEX (6). The charging
valve body has a bleeder groove in its mounting
threads but for safety of all personnel the valve
body MUST NOT be loosened until ALL nitro-
gen pressure has been vented from the suspen-
sion.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. The
suspension should have collapsed slowly as
gas pressure was released. Truck weight is now
supported by the support blocks. When nitrogen
pressure has been vented to atmosphere,
loosen and remove the charging valve.
4. Use a plastic tube to help bleed off trapped air
inside the cylinder, fill the suspension with clean
HYDRAIR
oil until the cylinder is full to the top

of the charging valve bore. Allow suspension to
stand for at least 15 minutes to clear any
trapped nitrogen and/or air bubbles from the oil.
Add oil if necessary. Loosely install charging
valve. Clean all spillage from outside of cylinder.
Rear Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must
be of sufficient capacity to lift the truck weight.
Be certain that all personnel are clear of lift area
before lift is started.
1. With nitrogen charging support blocks at hand,
raise rear of truck with crane or jacks to provide
clearance for support blocks (Figure 4-5, or "D",
Figure 4-6).
2. Install nitrogen charging dimension support
blocks. Lower the truck frame until supports are
firmly and squarely seated between the final
drive case and the frame.
3. Install charging valve with new lubricated "O"
ring (9, Figure 4-4). Use clean HYDRAIR
oil.
4. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated counterclockwise
three full turns.
Dry nitrogen is the only gas approved for use in
HYDRAIR
II suspensions. Charging of these

components with oxygen or other gases may
result in an explosion which could cause fatali-
ties, serious injuries and/or major property dam-
age.
Use only nitrogen gas meeting the specifications
shown in chart (Figure 4-7).
5. Install HYDRAIR
Charging Kit and bottle of

pure dry nitrogen. Charge the suspensions with
nitrogen gas to the pressure shown below Fig-
ure 4-5, or Figure 4-6. DO NOT use an over-
charge of nitrogen to lift the suspension off of
the blocks.
6. Shut off gas and remove charging kit compo-
nents.
7. If charging valve is being reused, turn swivel
valve nut (4, Figure 4-4) clockwise, tighten to 4
ft. lbs. (5.4 N.m) torque. Replace valve cap (1)
and tighten to 2.5 ft. lbs. (3.3 N.m) torque (fin-
ger tight).
8. If a new charging valve is being used, tighten
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque,
then loosen and retighten swivel nut to 10.5 ft.
lbs. (14.2 N.m) torque. Again loosen swivel nut
and retighten to 4 ft. lbs. (5.4 N.m) torque.
Replace valve cap (1) and tighten to 2.5 ft. lbs.
(3.3 N.m) torque (finger tight).
9. Replace protective guard over charging valve.
10. Raise truck frame with crane or jacks to release
the nitrogen charging supports and remove
these support blocks.
The rear HYDRAIR
suspensions are now ready for

operation. Visually check piston extension both with
truck empty and loaded. Record extension dimen-
sions. Maximum downward travel is indicated by the
dirt ring at the base of the piston. Operator com-
ments on steering and suspension rebound should
also be noted for future recharging work.
445E/510E/630E/685E
HYDRAIR
II OIL SPECIFICATIONS
Ambient Temperature Range Part No. Approved Sources
-30
F above (-34.5
C & above) VJ 3911

Mobil 424
Mobile D.T.E. 15
Texaco TDH Oil
AMOCO ULTIMATE
Motor Oil 5W-30
Sunfleet TH Universal Tractor Fluid
Chevron Tractor Hydraulic Fluid
Conoco Power Tran III Fluid
Petro Canada Duratran Fluid
Shell Canada Donax TDL
-55
F & above (-48.5
C & above) VJ 5925

Emery 2811, SG-CD,
5W-30
Mobil Delvac 1, 5W-30
Petro Canada Super Arctic
Motor Oil, 0W-30
Conoco High Performance
Synthetic Motor Oil, 5W-30
NOTE: VJ 3911 and VJ 5925 oils are not compatible and must not be mixed in a suspension.
VJ 3911 and VJ 5925 oils are supplied in 5 gallon (19 Liter) cans.
NITROGEN GAS (N
2
) SPECIFICATIONS
Property Value
Nitrogen gas used in HYDRAIR
II
Suspension Cylinders must meet or
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas
Nitrogen
Water
Dew Point
Oxygen
99.9% Minimum
32 PPM Maximum
-68
F (-55
C) Maximum
0.1% Maximum
FIGURE 4-7. SPECIFICATIONS CHART
445E/510E/630E/685E
NOTES:
J 01023 Index J 1-1
with Both Carlisle and Rockwell Brakes
SECTION J
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT (J 02016) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 2-1
Brake Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 2-1
Brake Circuit and Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 2-1
BRAKE CIRCUIT COMPONENT SERVICE (J 03001). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 3-1
Dual Hydraulic Brake Controller (J 03001A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 3-1
Hydraulic Brake Accumulators (J 03001B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 3-17
Differential Pressure Manifold (J 03001C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 3-21
Piloted Single Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 3-23
Dry/Slippery Road Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 3-26
BRAKE CIRCUIT CHECKOUT AND ADJ USTMENT (J 04016). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 4-1
BRAKE CIRCUIT COMPONENT LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 4-1
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 4-1
Dual Controller and Piloted Single Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 4-2
Dry/Slippery Road Valver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 4-2
BRAKE CIRCUIT CHECKOUT AND ADJ USTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 4-3
FRONT WHEEL SPEED DISC BRAKES
CARLISLE FRONT BRAKES (J 05005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-1
Brake Lining Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-1
Brake Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-2
Brake Caliper Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-2
Brake Caliper Rebuild. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-3
Brake Caliper Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-4
Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-5
Brake Conditioning Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-5
Special Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-6
ROCKWELL FRONT BRAKES (J 05007) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-1
Brake Caliper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-1
Brake Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-5
Brake Pad Conditioning (Burnishing) Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-6
Temporary Brake Disconnect (Disable) Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-6
Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 5-8
J 1-2 Index J 01023
with Both Carlisle and Rockwell Brakes
REAR ARMATURE SPEED DISC BRAKES
CARLISLE REAR BRAKES (J 06005). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-1
Brake Lining Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-1
Brake Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-2
Brake Caliper Rebuild. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-6
Brake Caliper Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-7
Brake Caliper Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-10
Brake Conditioning Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-10
ROCKWELL REAR BRAKES (J 06001)
Brake Caliper, Disc and Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-1
Caliper Piston Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-4
Functional Test of Piston Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-5
Brake Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J 6-11
Brake Pad Conditioning (Burnishing) Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-13
Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 6-14
REAR DISC PARKING BRAKES
CARLISLE PARKING BRAKE (J 07005)
Caliper Removal (With Rockwell service brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-1
Caliper Installation (With Rockwell service brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-1
Caliper Removal (With Carlisle service brakes) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-3
Caliper Installation (With Carlisle service brakes). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-3
Lining Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-4
Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-5
Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-6
Brake Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-6
Brake Conditioning Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-6
500 Hour Service Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-7
ROCKWELL PARKING BRAKE (J 07004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-1
Caliper Style Identification (SCL15 vs. SCL70) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-2
Parking Brake Adjustment (SCL70) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-2
Parking Brake Adjustment (SCL15) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-4
Park Brake Caliper Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-5
Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-6
Park Brake Caliper Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-7
PARK BRAKE LINING
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-7
Conditioning (Burnish Procedure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-7
BRAKE BLEEDING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J 7-7
J 02016 Brake Circuit J 2-1
with Payload Meter
BRAKE CIRCUIT
Operation
The HAULPAK
truck is equipped with all-hydraulic

actuated disc brakes. The front brake calipers apply
braking effort to a single disc on each front wheel.
Each rear wheel has two (armature-speed) discs with
one caliper per disc. The outboard disc also contains
a parking brake caliper.
When the brake treadle (mounted on cab floor) valve
is depressed, hydraulic brake pressure is directed to
all brake calipers, resulting in braking effort. The
braking effort is controlled with the Dual Hydraulic
Brake Controller, a differential pressure manifold, a
single piloted controller, a dry/slippery road solenoid
valve and accumulators.
As hydraulic oil enters the bleeddown manifold, it is
directed to both the steering and brake circuits. Ser-
vice brake pressure is directed from the bleeddown
manifold to the piloted single controller valve and to
the dual controller treadle valve at the same time.
The piloted single controller utilizes a signal from the
rear brake apply pressure. This signal keeps the
pressure delivered to the front brakes in relation with
the pressure delivered to the rear brakes.
The dual controller independently controls the pres-
sure of the service brakes on each rear wheel. Apply
pressure can be modulated by use of the foot pedal
from zero to maximum braking effort.
Brake apply pressure from the dual controller is
ported through the differential pressure manifold to
the rear brakes. The pressure differential manifold
also sends rear brake apply pressure to the piloted
single controller. The differential manifold also
detects an unbalance between the front and rear
brake apply pressure.
Two brake accumulators supply reserve pressure for
service brakes, the third auxiliary brake accumulator
supplies pressure to the auxiliary brake solenoid
which is controlled by the brake lock or secondary
brake switch.
The brake lock switch mounted on instrument panel
actuates brake circuit to apply the rear brakes during
loading and dump. When the switch is placed in the
"On" position, the rear brakes will be applied and the
brake treadle will not be responsive to the operators
control.
The dry/road, slippery/road control switch permits the
operator to select a braking action to compensate for
"Dry" or "Slippery" road conditions.
The parking brake switch mounted on the instrument
panel applies and releases the parking brake.
When the secondary brake switch is placed in the "On"
position, all service brakes will be applied. The brake
treadle will not be responsive to operator control.
If loss of brake supply pressure occurs, service
brakes apply automatically. If pressure continues to
decrease, the parking brake will also apply. A warn-
ing light will alert the operator to pressure loss before
actual automatic brake application.
BRAKE CIRCUIT COMPONENT
DESCRIPTION
The hydraulic system of the HAULPAK
truck supplies
oil for actuation or release of all brake circuits.
As hydraulic fluid enters the bleeddown manifold, it is
divided between the steering and brake circuit. Two
brake accumulators supply reserve pressure for the
service brakes, the third brake accumulator supplies
pilot pressure for the brake lock and secondary brake.
Service brake pressure is directed from the bleed-
down manifold to the piloted single controller valve
and the dual controller treadle valve assemblies at the
same time. Hydraulic pressure directed to the dual
controller treadle valve is divided and enters the valve
through Ports "P". "PA" and "PPK". (Refer to Hydraulic
Brake Schematic). Port "AA" supplies oil to pressurize
the auxiliary accumulator [1 qt. (0.9 l) capacity] to
2500 psi (17.3 MPa) and supplies oil to the auxiliary
brake solenoid. Port "P" is the main pressure supply
for the rear service brakes and the rear service brake
accumulators. Ports A1 and A2 supply full pressure to
brake accumulators 2500 psi (17.2 MPa).
Normal Brake Application
Depression of the treadle valve will send a modulated
pressure from ports B1 and B2 of 0-1425 75 psi (9.8
0.5 MPa) from the dual controller treadle valve
through the pressure differential manifold to the rear
brakes. At the same time (in Dry Road position), pres-
sure is directed from the pressure differential manifold
through the front brake cut-out solenoid and through
the Dry/Slippery Road Valve to actuate the piloted sin-
gle controller valve assembly, causing a modulated
pressure of 0-2100 psi (0-14.7 MPa) minimum, 2500
psi (17.5 MPa) maximum, to be supplied to the front
brake system. Maximum front brake pressure is con-
trolled by the pilot unloading valve, located on the
unloading valve.
J 2-2 Brake Circuit J 02016
with Payload Meter
FIGURE 2-1. HYDRAULIC CABINET (Behind Operator Cab)
1. Pressure Differential Manifold
2. Piloted Single Controller
3. Dry/Slippery Road Valve
4. Front Brake Cut-Out Solenoid
5. Auxiliary Accumulator
6. Accumulators
7. Accumulator Bleed Down Valves
J 02016 Brake Circuit J 2-3
with Payload Meter
Slippery Road Operation
When the Dry/Slippery road switch is placed in the
slippery road position, the slippery road solenoid is
energized, changing the pilot supply to the piloted
single controller which reduces the delivery pressure
to the front brakes. When the treadle valve is
depressed, the front brake pressure will be modu-
lated between 0-1425 75 psi (9.8 0.5 MPa) while
rear brake pressure will remain unchanged.
Wheel Brake Lock Operation
With the brake lock switch in the "On" position, the
auxiliary brake solenoid and the front brake cut-out
solenoid will be energized. The auxiliary brake sole-
noid allows system pressure from port "PA" and the
auxiliary accumulator to depress the treadle valve
plungers applying full unmodulated pressure [1425
75 psi (9.8 0.5 MPa)] to the rear brake system. The
front brake cut-out solenoid will be energized and
prevent pilot oil from flowing to the piloted single con-
troller resulting in no oil to the front brakes.
NOTE: When wheel brake lock or secondary brake is
used, rear brake pressures may read 50-100 psi
(0.3-0.7 MPa) higher than brake pressures recorded
during brake treadle application.
Secondary Brake Switch Operation
When the secondary brake switch is moved to the
"On" position, all service brakes will be applied. The
brake treadle will not be responsive to operator con-
trol.
Automatic Emergency Brake Application
When an emergency situation caused by a loss of
brake supply pressure occurs and circuit pressure
drops to 1850 psi (13 MPa), the low brake pressure
warning light and low steering pressure warning light
and warning buzzer will sound.
As pressure decreases to 1600 psi (11.2 MPa), the
emergency automatic apply pressure switch will
close, energizing the auxiliary brake solenoid and the
slippery road solenoid. When this occurs, all service
brakes will be applied and the brake treadle will not
be responsive to operator control. Front brake pres-
sure is at "Slippery Road" pressure.
When the brake supply pressure further decreases to
approximately 1375 psi (9.6 MPa), the parking brake
will begin to apply. As supply pressure continues to
drop, parking brake will be fully applied at approxi-
mately 900 psi (6.3 MPa).
Parking Brake
The parking brake is spring applied and hydraulically
released by oil from port "PK" at 2100-2500 psi (14.7-
17.2 MPa). When the parking brake switch is in the
"On" position, the parking brake solenoid is de-ener-
gized. The oil pressure in the parking brake lines will
bleed back to tank. The parking brake pressure
switch will close, illuminating the parking brake light
on the instrument panel.
FIGURE 2-2. BRAKE LOCK HOOK-UP WITH PAYLOAD METER (next page)
1. Wire
2. Toggle Switch
3. Wire
4. Wire
5. Diode
6. Housing
7. Park Brake/Sec. Brake
Lexan Overlay
8. Dry Road/Slippery Road
Wheel Brake Lexan Overlay
9. Disconnect
10. Wire
11. Solenoid Valve
12. Wire
13. Wire
J 2-4 Brake Circuit J 02016
with Payload Meter
FIGURE 2-2. BRAKE LOCK HOOK-UP WITH PAYLOAD METER
J 03001A 2/90 Brake Circuit Component Service J 3-1
BRAKE CIRCUIT COMPONENT SERVICE
DUAL CONTROLLER
The Dual Controller is a pressure modulating valve
actuated mechanically or hydraulically. It consists of:
1. Pedal Subassembly
2. Park Brake Solenoid
3. Auxiliary Brake Solenoid
4. Two Actuator Assemblies
5. Various Pressure Switches
The Dual Controller independently controls the pres-
sure of the service brakes on each rear wheel. Apply
pressure can be modulated from zero to maximum
braking effort by use of foot pedal. Use of the auxiliary
solenoid will provide maximum apply pressure to the
brakes. When brake wheel lock switch or emergency
brake switch (located on instrument panel) is switched
on, maximum apply pressure is delivered to the rear
brakes with reduced pressure to the front brakes.
The dual controller contains a parking brake solenoid
which controls oil pressure to release the spring-
applied parking brake. When parking brake switch is
"On", the parking brake solenoid is de-energized.
Operation Of Brake Controller Components
1. Pedal Subassembly (1, Figure 3-2) is mounted
to the actuator cam assembly and can be
mounted at four different angles. The actuator
cam transfers pedal force to pressure regula-
tors in dual controller subassembly. The travel
of the pedal is limited by a return stop (2) and
pedal stop (3). Both stops are adjustable.
2. The parking brake solenoid (4) is energized
when the parking brake switch is in the "Off"
position. Full hydraulic system pressure is
applied to release the parking brake assem-
blies. When de-energized, the solenoid valve
ports parking brake oil pressure to the tank.
3. The auxiliary brake solenoid (5) may be ener-
gized under any of the following conditions:
a. Hydraulic system supply pressure falls below
1600 psi (11.2 MPa).
b. Wheel brake lock switch is "On".
c. Emergency brake switch is "On"
When the solenoid is energized, the pres-
sure regulators allow the maximum regu-
lated pressure to be applied to the rear
brakes. The maximum regulated pressure
should be 1425 75 psi (9.8 0.5 MPa).
NOTE: This pressure is 1050 50 psi (7240 345)
kPa if truck is equipped with 772 wheelmotors.
NOTE: When wheel brake lock or emergency brake
is used, rear brake pressures may read 50-100 psi
(0.3-0.7 MPa) higher than brake pressures recorded
during brake treadle application.
4. The low brake pressure switch (6) will cause the
"Low Brake Pressure" light to illuminate if the
pressure within auxiliary accumulator goes
below 1850 psi (11.2 MPa).
5. The parking brake switch (7) serves two func-
tions. When "On", it closes a circuit connected
to the brake interlock relay in the drive control
system. Truck cannot be moved until parking
brakes are released. When switch is "On", it illu-
minates parking brake light.
6. The rear differential pressure switch (8) is actu-
ated by a differential in rear brake pressure. If
rear brake pressures differ by more than 350
50 psi (2.4 0.34 MPa), switch will close and
illuminate the "Low Brake Pressure" light.
7. The stop light and brake interlock switch (9)
serves two functions. When activated by 50 psi
(345 kPa) or more rear brake apply pressure, it
turns on the truck's rear brake lights and service
brake indicator light. When deactivated, it
closes a circuit connected to the brake interlock
relay to allow propulsion only when brakes are
released or override button is depressed.
8. The parking brake interlock switch (10) is con-
nected into a parking brake interlock circuit.
When activated by 50 psi (345 kPa) or more
rear brake apply pressure and speed of truck is
above 3 MPH (5 km/hr), switch prevents park-
ing brake from being applied.
Application of service and parking brake circuits
at the same time, over 3 MPH could cause seri-
ous damage to brake and drive train compo-
nents. The parking brake should be applied only
after the vehicle has come to a complete stop.
J 3-2 Brake Circuit Component Service J 03001A 2/90
9. The emergency automatic supply pressure
switch (11) is connected to the auxiliary brake
solenoid circuit. If the brake supply pressure
falls below 1600 psi (11.2 MPa), the switch
actuates the auxiliary brake solenoid applying
service brakes through the dual controller.
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.
NOTE: Minor repairs and service adjustment may not
require the removal of the dual hydraulic brake
controller.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits or installing
test gauges always bleed down hydraulic steer-
ing and brake accumulators. The steering accu-
mulators can be bled down with engine shut
down, turning the key switch " Off" and waiting 90
seconds. Confirm the steering pressure is
released by turning the steering wheel - No front
wheel movement should occur. Open " T" handles
at bottom of accumulators to bleed down brake
accumulators.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible rollaway.
1. Bleed down hydraulic system.
2. From below the left center deck release the
brake controller foot box door to expose the
brake controller.
3. Tag and remove all electrical connections.
4. Remove all pressure lines and install protective
plugs and caps in all pressure fittings.
5. In the cab at the brake controller pedal (1, Fig-
ure 3-1), remove capscrews (2) securing the
two piece floor plate (3) surrounding brake con-
troller.
6. Remove capscrews (4) retaining brake control-
ler to floor plate and remove lower floor plate
section.
7. Slide brake controller downward from upper
floor plate section and remove brake controller
from the console area.
8. Move brake controller to a clean work area for
repair and disassembly.
Installation
1. Slide the front portion of brake controller (1, Fig-
ure 3-1) into the upper section of the floor plate
and install upper capscrews.
2. Slide lower floor plate onto brake controller and
install lower capscrews (4).
3. Install capscrews (2) securing the upper and
lower floor plates and tighten to standard
torque.
4. In the foot box beneath the cab, install all elec-
trical leads to the correct terminal post.
5. Remove protective plug or caps and install each
hose to its designated port.
6. Start engine and check for leaks after hydraulic
pressure has been stabilized.
FIGURE 3-1. BRAKE CONTROLLER PEDAL
1. Pedal Assembly
2. Capscrew
3. Floor Plate
4. Capscrew
FIGURE 3-2. DUAL CONTROLLER
1. Pedal Subassembly
2. Return Stop
3. Pedal Stop
4. Parking Brake Solenoid
6. Low Pressure Switch (Small
Accumulator)
7. Park Brake Light Switch
8. Rear Differential Pressure
Switch
9. Stop Light and Brake
Interlock Switch
10. Parking Brake Interlock
Switch
11. Automatic Emergency
Apply Switch
FIGURE 3-3. DUAL CONTROLLER (Front View) FIGURE 3-3. DUAL CONTROLLER (Front View)
FIGURE 3-4. DUAL CONTROLLER (Rear View)
FIGURE 3-5. DUAL CONTROLLER
1. Adjuster Lug Lockscrew
2. Adjuster Lug
3. Conical Spring
4. Sleeve Retainer
5. Actuator Plunger and Spring
Seat Assembly
6. Aluminum Flat Washer
7. Emergency Apply Piston
(Sleeve)
8. Plastic Flatwasher
9. Primary Spring
10. Snap Ring
11. BL2
12. Shims
13. Primary Spring Seat
14. Regulator Sleeve
15. Secondary Spring Seat
16. Regulator Spool
17. Secondary Spool
18. Plunger
19. Isolation Check Valve/Seat
20. Check Valve Seat
21. O-Ring
22. Check Valve
23. Check Valve Spring
24. Controller Section
25. Differential Switch (DR1)
26. BL1
28. Park Brake Solenoid
29. Solenoid Section
Service
Figures 3-3 & 3-4 show the location of all electrical
components and port identification for the dual
hydraulic brake controller. The port identifications are
stamped on the valve body sections and will be used
in these maintenance instructions.
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.
4. Invert the remaining assembly. Support the
inverted assembly by grasping the controller
section (24). Tapping downward with a plastic
mallet on solenoid section (29), remove the sec-
tion from over the actuator sleeve retainers (4).
5. Remove plastic flat washers (8). Use a 7/8 inch
open end wrench on the flats of the sleeve
retainers and remove both retainers (4).
6. Remove the primary springs (9) and spring
seats (13).
NOTE: Do not lose small brass secondary spring
seat (15) located inside plunger.
7. Remove both regulating spools (16), secondary
springs (17), secondary spring seats (15), and
plungers (18) from controller housing (24).
8. A special tool (Figure 3-6) is required to remove
the regulating spool sleeve. Remove sleeve
only if necessary to replace the sleeve or "O"
rings. Using a screwdriver and special tool as
shown in Figure 3-7, remove regulator spool
sleeve (14, Figure 3-4). NOTE: There are duplicate electrical components
that have different wire numbers and plugs. Label
each component before removal to facilitate
installation at their proper location.
FIGURE 3-6. SPOOL SLEEVE REMOVAL TOOL
FIGURE 3-7. SPOOL SLEEVE REMOVAL
9. Remove all electrical switches and solenoid
coils after labeling.
NOTE: Remove BL2 switch (11, Figure 3-5) before
BL1 switch (26) to prevent seal damage on
differential spool.
10. Remove differential spool from BL2 port by
pushing on BL1 end of spool. (See Figure 3-8).
11. Inspect differential spool for distress from con-
tact with DR1 Switch. Replace if excessive wear
is evident.
12. Remove supply pressure fitting from Port "PA"
(Figure 3-4). Remove check valve and spring
(See Figure 3-12).
13. Remove supply pressure fitting and orifice from
Port "P" (Figure 3-3).
14. Remove both solenoid valves (27 & 28, Figure
3-5) from solenoid section (24).
15. Remove snap ring (10) and shims (12) from bot-
tom of sleeve retainer (4) and inspect for signs
of wear.
NOTE: Controllers before Serial Number 1287
originally did not have split and dark colored
hardened shims. Controllers found to have early
style shims should be reassembled with a new shim
kit.
16. Push actuator plunger (5) and piston sleeve (7)
out bottom of sleeve retainer (4).
17. Remove all seals and O-rings and replace with
new seals and O- rings during assembly.
1. Clean and inspect all parts for evidence of wear
or scoring. Replace any damaged parts.
2. Inspect actuator plunger assembly (5, Figure 3-
5) for a loose spring seat. Seat may be retained
by either a swaged method or a capscrew
secured with Loctite; neither is designed to be
serviced. If spring seat is loose, replace
entire actuator plunger assembly.
3. Inspect primary spring seat (13). If steel ball on
bottom of seat has become loose, primary
spring seat (13) regulating spool (16), plunger
(18), and sleeve (14) must be replaced. Later
styles have a tip on regulator spool that mates
with spring seat. (Figure 3-5).
4. Examine spring-loaded ball on end of DR1
switch. Ball must be free to rotate, slide back
into body and extend completely when
released. Switch must be replaced if not in good
working condition.
5. Use an Ohmmeter to check continuity between
ball and brass stud on opposite end of switch.
There should be less than 1.0 Ohm resistance
(Figure 3-9). Check resistance between steel
switch body and brass stud. It should be greater
than 100,000 Ohms. If either condition is not
met, switch should be replaced.
FIGURE 3-8. REMOVAL DIFFERENTIAL SPOOL
FIGURE 3-9. TESTING CONTINUITY
Assembly
NOTE: Cleanliness during assembly is very
important to assure proper operation of dual
hydraulic brake controller. Lightly lubricate all parts
with clean C-3 oil during assembly. All fittings,
switches and plugs use an O-ring seal, therefore,
these parts do not require a high torque to seal.
1. Position controller section upside down and
install isolation check valve spring (23), check
valve (22), and seat (20) with new O-rings and
tighten.
2. Install Switch BL1 (26) with new seals.
3. Install a new seal on differential spool. Place a
spring on each end of spool and carefully install
assembly thru BL2 port with the non-sealed end
of the spool toward BL1.
4. Install Switch BL2 with new seals and tighten.
5. Assemble DR1 switch as shown in Figure 3-10.
Carefully thread this assembly into controller
section, but do not tighten at this time.
6. Connect an ohmmeter between Differential
Switch (DR1) terminal and ground terminal.
Thread switch into controller section until conti-
nuity through switch is indicated. Back switch
body out 1/4 turn which should cause an open
circuit and tighten locknut.
7. Install Switch DB2 with new O-ring into control-
ler section and install Switches PAA and PKS
with new "O" rings into solenoid section.
NOTE: The Parking Brake Solenoid (4, Figure 3-2)
and Auxiliary Brake Solenoid (5) have similar
appearance but function differently. The Parking
Brake Solenoid is the longer of the two.
8. Install new O-rings and back-up rings onto
Parking Brake Solenoid and Auxiliary Brake
Solenoid as shown in Figure 3-11.
9. Install Parking Brake Solenoid Valve (5, Figure
3-3) into bore of solenoid section and install
solenoid coil onto valve with a lockwasher and
nut.
10. Install new O-rings only (no back-up rings) on
Auxiliary Brake Solenoid (6, Figure 3-3) and
install into bore of the solenoid section. Install
solenoid coil onto valve with lockwasher and
nut.
11. Install fittings "PA" and "P" into their proper port
as shown in Figure 3- 12 and 3-3).
12. Install new O-ring seals on sleeve retainer (4,
Figure 3-5).
13. Assemble piston sleeve (7) onto actuator
plunger (5). Check for free fit.
FIGURE 3-10. DR1 SWITCH
1. Switch Body
2. O-Ring
3. Teflon Washer
4. Aluminum Washer
5. Controller Section
FIGURE 3-11. PARK BRAKE AND AUXILIARY
BRAKE SOLENOID
FIGURE 3-12. FITTINGS FOR PORTS P and PA
14. Insert assembly into bore of sleeve retainer (4)
being careful not to damage the seals.
15. Insert shims as shown in Figure 3-13.
16. Install snap ring with radius toward actuator
plunger.
17. Push actuator plunger down to seat all shims
tight against snap ring.
18. Repeat Steps 12 through 17 for other sleeve
retainer assembly.
NOTE: A hardened shim should always be against
snap ring.
19. If regulator sleeve was removed, place new O-
rings on sleeve and insert into bore of Controller
Section.
Sleeve and spool are machined as a matched set
and cannot be interchanged. Assembly must be
replaced as a unit.
20. Insert small brass secondary spring seat (15)
into bore of regulating spool (16) with round pin
into bore first. Install secondary spring into bore
making sure spring seat is properly seated.
Insert small end of plunger into spring and into
bore of regulator spool.
NOTE: If spring seat is properly installed, plunger will
just begin to engage spool bore.
21. Position the controller section on its side and
insert regulator spool assembly into bore of reg-
ulator sleeve. Be careful to keep plunger from
dropping out of regulator spool (16). When
properly installed, the spool can be depressed
completely until flush with regulator sleeve (14).
22. Repeat Steps 19 thru 21 for other regulating
valve assembly.
23. Position controller section upright. Install a pri-
mary spring seat (13) making sure recess of
seat fits properly onto spool (16). Install primary
spring (9).
24. Carefully install sleeve retainer assembly over
spring (9) and into bore of controller section.
Do not force sleeve retainer down. Thread
assembly into controller section. If spring resis-
tance is felt before thread engagement, parts
are not properly assembled. Screw sleeve
retainer in controller section until tight.
25. Install new O-rings over sleeve retainer. Install a
plastic flat washer (8) over retainer and seat
against controller body. (Figure 3-5).
26. Repeat Steps 23 thru 25 for installation of other
sleeve retainer assembly.
27. Install solenoid section over sleeve retainers
and lightly tap with plastic mallet, until seated
against controller section. Undue force will
damage O- rings and resulting in leakage.
28. Install aluminum flatwashers (6) over the sleeve
retainers.
29. Install the conical springs (3) over actuator
plungers with large end against sleeve retainer.
30. Install adjuster lugs (2) onto actuator plungers
at least 5 revolutions. Do Not tighten adjuster
lug lockscrews at this time.
31. Install the actuator cam and base plate assem-
bly over adjusting lugs.
32. Install capscrews and tighten.
BENCH ADJ USTMENT
Equipment Required:
1. A temporary mount for Dual Hydraulic Brake
Controller.
2. An adjustable hydraulic power supply with an
operating pressure between 1900- 2500 psi
(13.3-17.5 MPa) but capable of being reduced
to 1400 psi (9.8 MPa).
FIGURE 3-13. SHIM PLACEMENT
3. Four calibrated 0-3000 psi (0.21 MPa) pressure
gauges adapted to fit 9/16-18 SAE O-ring ports.
4. Small bleedoff valve and hoses to connect into
port AA.
5. An ohmmeter.
6. Miscellaneous hand tools.
7. 24 volt D.C. power source capable of supplying
2 amps.
Set-Up
1. Mount the dual hydraulic controller for easy
access to all hydraulic ports and switches.
2. Connect ports "P", "PPK" and "PA" to hydraulic
supply. Do not pressurize these ports until pro-
cedure requires it.
3. Connect ports "T" and "PT" to return to hydrau-
lic tank.
4. Install pressure gauges into ports "A3", "B1",
"B2" and "PK".
5. Plug ports "A1" and "A2".
6. Connect bleedoff valve and hose to port "AA"
and close valve.
7. Gradually apply hydraulic supply pressure and
check for leaks.
8. Connect solenoids to 24V source and energize
solenoids to check for further leakage.
9. De-energize solenoids and shut off hydraulic
supply.
10. Work is more easily done with the pedal
removed from the actuator cam.
Adjustments
1. Apply hydraulic supply pressure, the gauge in
port "A3" (Figure 3-4) shows supply pressure.
2. Connect 24VDC power supply to auxiliary brake
solenoid coil (5, Figure 3-2). The adjuster plung-
ers should move downward and pressures on
gauges in ports "B1" and "B2" should go to the
maximum pressure of 1425 75 psi (9.8 0.5
MPa).
3. Record pressures on "B1" and "B2" gauges. If
not within specifications, shut off hydraulic sup-
ply and electrical supply. It is necessary to dis-
assemble dual controller far enough to access
snap ring and shims to adjust pressure. (See
Disassembly of Dual Controller).
A change of 0.010 in. (0.254 mm) in shim stack
will change the output pressure approximately
100 psi (0.69 MPa). Reducing shim thickness
increases output pressure. Reassemble per
Assembly Instructions.
4. Repeat Steps 1 thru 3 until proper maximum
pressures are obtained on "B1" and "B2".
5. With auxiliary brake solenoid de-energized,
apply hydraulic supply pressure.
6. Check output pressures at "B1" and "B2" while
moving the actuator cam through its range. The
two pressures should remain within 100 psi (0.69
MPa) of each other. If they do not:
a. Turn adjuster lug of the power pressure circuit
counterclockwise (as viewed from top) to
increase pressure until both circuits are bal-
anced.
b. If they cannot be balanced, there is an inter-
nal problem within the controller and it will
need to be rebuilt or replaced.
c. Tighten adjuster lug lockscrews.
7. Depress actuator cam to maximum travel. The
pressures on "B1" and "B2" gauges should be
within 100 psi (0.67 MPa) of final pressures set
in Step 4. If pressures are low, adjust pedal front
stop clockwise until maximum pressure is
obtained.
8. Energize auxiliary brake solenoid (5, Figure 3-2).
Depress actuator cam to maximum travel. Adjust
pedal front stop to have 0.03 in. (0.76 mm) clear-
ance to actuator cam. Tighten front pedal stop
locknut. De-energize auxiliary brake solenoid.
9. Release actuator cam completely. The pres-
sures at "B1" and "B2" should both go to zero
and there should be 0.01-0.03 in. (0.254-0.762
mm) clearance between adjuster lugs and their
contact points on actuator cam. Adjust pedal
return stop to obtain proper clearance and
tighten pedal return stop locknut. If there is out-
put pressure and clearance at top of the
adjuster lug, there is an internal problem in dual
controller. Be certain there is no pressure on
return-to-tank lines.
10. Place a screwdriver blade or other flat object on
top of one adjuster lug and depress the actuator
plunger. When pressure difference between
"B1" and "B2" reaches 300 50 psi (2.1 0.34
MPa), the differential switch should close (conti-
nuity on ohmmeter). Below 300 50 psi (2.1
0.34 MPa) differential pressure, switch should
open. Repeat procedure on other adjuster lug.
11. If differential switch (8, Figure 3-2) does not
operate at proper pressure in Step 10, shut off
all hydraulic pressure, loosen locknut on switch
and turn switch clockwise slightly to decrease
the differential pressure at which it opens and
closes or counterclockwise to increase the dif-
ferential pressure. Tighten locknut.
Never apply brakes with locknut loose.
12. Repeat Steps 10 and 11 until proper operating
pressure is obtained.
13. Energize parking brake solenoid (4, Figure 3-2)
with 24VDC. Port "PK" pressure gauge should
indicate the same pressure as shown on
hydraulic supply gauge port "A3". De-energize
solenoid. Port "PK" pressure should go to zero.
If this does not happen, there is an electrical or
mechanical problem in parking brake solenoid.
14. Connect ohmmeter to switch "PAA" between
red wire (33) and black wire (710). With hydrau-
lic supply above 2100 psi (144.8 MPa), the
switch should be open. Reduce hydraulic sup-
ply and slowly bleed down pressure by use of
bleedoff valve on port "AA". When supply pres-
sure drops to 1850 psi (12.95 MPa), the switch
should close. The switch should be replaced if it
does not operate within these specifications.
15. Energize parking brake solenoid (4, Figure 3-2)
to check operation of "PKS" switch. Pressure
reading of switch is shown on gauge connected
to port "PK". Using hydraulic supply slowly
increase and decrease supply pressure and the
following conditions should occur:
a. Red (52A) wire to black (710) wire:
1). Increasing pressure - open at 1650 psi
(11.5 MPa)
2). Decreasing pressure - close at 1400 psi
(9.8 MPa)
b. Brown (73S) wire to black (710) wire:
(11.5 MPa)
(9.8 MPa)
c. If the switch does not perform properly, it
should be replaced.
16. Check operation of "DB2" switch (11, Figure 3-
2) by slowly raising and lowering the hydraulic
supply pressure.
a. Red (52b) wire to black (712) wire:
(13 MPa)
(11.2 MPa)
No other circuits are used on this switch. If the
switch does not perform properly, the switch
should be replaced.
17. Check operation of "BL1" (9) and "BL2" (10)
switches by operating the pedal mechanism to
modulate pressure on switches. The gauges in
ports "B1" and "B2" indicate pressure on
respective switch.
a. Red (73N) wire to black (712) wire:
1). Increasing pressure - open at 50 psi (0.35
MPa)
(0.21 MPa)
b. Brown (44R) to black (712) wire:
1). Increasing pressure - close at 50 psi (0.35
MPa)
2). Decreasing pressure - open at 30 psi
(0.21 MPa)
c. "BL2" brown (52C) wire to black (52X) wire:
1). Increasing pressure - close at 50 psi
(0.35 MPa)
2). Decreasing pressure - open at 30 psi
(0.21 MPa)
d. If either switch fails to operate properly, it
should be replaced.
18. Remove gauges and bleedoff hose installed for
bench test. Disconnect hydraulic supply and
return hoses.
19. Remove plugs from ports "A1" and "A2". Plug
port "A3".
20. Remove dual controller from bench mount.
Install pedal onto actuator cam assembly with
capscrews.
21. Plug all open ports with plastic caps or plugs.
22. Place assembly into a suitable package to pro-
tect it from dirt and damage.
HYDRAULIC BRAKE CONTROLLER TROUBLESHOOTING

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking
Parking brake solenoid is de-energized. Check power to solenoid.
Auxiliary solenoid is activated. Check switches for possible shorted contacts.
Connections to tank and pressure ports reversed. Correct the plumbing.
Parking brake solenoid coil defective. Replace coil.
Auxiliary or parking brake solenoid valve defective. Flush valve body or replace it.
Tank line is plugged or restricted. Remove restriction.
TROUBLE: Both Brake Circuits are Dragging
Tank line has back pressure. Insure tank line has no back pressure.
Return stop out of adjustment, residual pressure. Adjust return stop.
Auxiliary solenoid valve is sticking (Parking brake
solenoid if parking brakes are dragging).
TROUBLE: One Brake Circuit is Dragging
Flush the valve body or replace it.
There is an obstruction in the pedal subassembly. Remove it.
Controller is out of balance. Adjust balance per instructions.
One regulator is contaminated. Flush per instructions.
Actuator plunger return spring defective or missing. Replace it.
One regulator is defective. Replace dual controller subassembly.
TROUBLE: The Brakes are Not Going to Full Pressure
Pedal stop out of adjustment. Adjust pedal front stop.
Internal malfunction of regulators. Remove, disassemble, clean, and reassemble dual
subassembly.
The supply pressure is low. Check pump system and accumulators.
Improper shimming inside controller. Reshim controller.
TROUBLE: The Brake Circuits are Operating at Different Pressures
Obstruction between actuating cam and adjusting lugs. Remove obstruction.
Actuating cam defective. Replace pedal base assembly.
Regulators contaminated or damaged. Remove, disassemble, clean, and reassemble dual
subassembly, or replace it.
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system. Check wiring.
One of the brake circuits is not releasing completely. Refer to previous Steps.
Brake accumulators bleed down. Valve Open.
Differential switch shorted or out of adjustment. Test per instructions and adjust if necessary.
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: The Differential Pressure Warning is Not Operating
The bulb is burned out. Replace bulb.
Electrical problem. Check wiring.
The differential pressure switch is out of adjustment. Adjust per instructions.
Problem in dual subassembly. Remove, disassemble, clean, and reassemble, or
replace it.
The differential pressure warning switch is defective. Test per instructions.
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: The Low Pressure Warning Not Operating Properly
The bulb is burned out. Replace the bulb.
The circuit is open. Check the wiring.
Pressure switch defective. Replace the pressure switch
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper
Short in electrical system. Check wiring.
Pressure switch is defective. Replace it.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low
Charging circuit is malfunctioning. Check charging circuit.
The pump is worn. Rebuild or replace pump.
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: A "Squeal" is Heard When Controller is Operated
Rapid operation of controller. Normal.
Return stop misadjusted - too much "deadband". Adjust return stop.
Dual controller subassembly is damaged. Replace the dual controller subassembly.
Hydraulic oil is too hot. Check hydraulic system cooling.
TROUBLE: Controller Squeals or Chatters When Pedal is "Held"
Excessive flow is indicated. Check brakes and lines for leakage.
Extreme heat. Check hydraulic system cooling apparatus.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected. Check plumbing.

TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in dual controller subassembly. Will require disassembly and cleaning.
Damage in dual controller subassembly. Replace dual controller subassembly.
TROUBLE: Oil is Leaking Around the Pedal Base
Defective seal on the top of dual subassembly. Replace the O-rings.
The bore in park/auxiliary body is scored. Replace park/auxiliary body.
TROUBLE: Oil is Leaking Out Below the Adjusting Lugs
There is a damaged seal in dual controller
subassembly.
Replace dual controller subassembly.
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.
J 03001B 10/89 Brake Circuit Component Service J 3-17
HYDRAULIC BRAKE ACCUMULATORS
There are three hydraulic brake accumulators
located in the bottom portion of the brake control
cabinet behind the operator's cab on the left hand
deck assembly. The two larger accumulators [1 gal.
(3.79 l) capacity] supply the pressure necessary for
actuation of the rear service brakes. The small accu-
mulator [1 qt. (0.9 l) capacity] is called the auxiliary
accumulator and supplies pressure to activate the
actuator plungers (regulators) of the dual controller
when the Brake Lock or Emergency Brake or auto-
matic emergency apply switch is applied.
The disassembly, assembly, and repair of all three
accumulators will be the same.
Accumulators maintain high pressure at all
times. DO NOT disconnect any hydraulic line
from the accumulators or rear brake system until
all hydraulic pressure has been manually drained
from accumulators. Open manual drain valves
located at bottom of each accumulator to drain
pressurized oil.
Brake Accumulator Bleed Down Procedure
The brake accumulators can be bled down by open-
ing the three "T" handles on the bleed down valves.
The valves are located below the accumulators in the
hydraulic cabinet.
1. Turn handles counterclockwise to open valves.
2. Confirm accumulators are bled down by apply-
ing the "Brake Lock" switch (key switch "On",
engine shut down) and applying service brake
pedal. The service brake light should not come
on.
3. Close the bleed down valves by turning "T" han-
dles clockwise.
Removal
1. Shut down engine and exhaust all hydraulic
pressure from the system by opening accumu-
lator manual drain valves.
2. Remove the valve guard and "Dyna-seal" from
top of accumulators.
3. Depress valve core to release gas precharge
pressure from accumulator bladder. (Refer to
Figure 3-13).
4. Disconnect lines and remove complete accu-
mulator from mounting bracket. Cover lines to
5. Transfer accumulator to work area.
Installation
1. After service repairs or bench test has been
completed, move the accumulators to the brake
control cabinet. DO NOT precharge accumula-
tors on the bench test.
2. Position the accumulators in the brake control
cabinet and secure the accumulators with
mounting brackets and capscrews.
3. Remove protective plugs and connect pressure
lines to bottom of accumulators.
4. Refer to "Charging Procedure" in this section.
5. Replace "Dyna-seal" and valve guard on top of
accumulators.
Disassembly
1. Securely clamp accumulator (preferably in a
chain vise). Make sure accumulator shell is suit-
ably protected by strips of padding or soft metal
on vise base.
2. Remove core from gas valve using valve core
tool. (Refer to Figure 3-13).
3. Remove pipe plug from plug and poppet
assembly.
4. Remove locknut from plug and poppet assem-
bly using a spanner wrench and an adjustable
wrench. One for torque and one for counter-
torque. (Refer to Figure 3-14).
5. Remove spacer, Figure 3-15.
FIGURE 3-13. VALVE CORE REMOVAL
J 3-18 Brake Circuit Component Service J 03001B 10/89
6. With palm of hand, push plug and poppet
assembly into the shell.
7. Insert hand into shell and remove O-ring,
washer, and anti-extrusion ring from plug. Fold
anti-extrusion ring to enable removal. (Refer to
Figure 3-16).
8. Remove plug and poppet assembly from shell.
(Refer to Figure 3-17.)
9. With wrench on valve stem flats, remove the nut
from the valve stem.
10. Insert hand into shell fluid opening. Depress
bag and eliminate as much gas pressure as
possible.
11. Grasp heel of the bladder and withdraw from
shell. (Refer to Figure 3-18).
1. After disassembly, clean all parts with an
approved cleaning solution.
2. Blow all parts dry with air and keep free from
foreign matter.
3. Check all rubber items for deterioration, abra-
sion marks, cracks, holes, bubbles, or any simi-
lar defects.
4. Replace all O-rings and any other items
deemed unsuitable for further usage.
FIGURE 3-14. LOCKNUT REMOVAL
FIGURE 3-15. SPACER REMOVAL
FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL
FIGURE 3-17. PLUG AND POPPET REMOVAL
FIGURE 3-18. BLADDER REMOVAL
J 03001B 10/89 Brake Circuit Component Service J 3-19
5. Bladder may be checked by inflating to normal
size and checking with a soapy solution. After
testing, deflate immediately.
6. Check plug and poppet valve for proper func-
tioning.
Assembly
1. Replace shell in vise, if removed.
2. Pour a liberal amount of clean C-3 hydraulic oil
into shell to serve as a cushion.
3. With bladder assembly on bench, expel all air to
completely collapse bladder and fold bladder
longitudinally into a compact roll. To maintain
rolled condition of bladder, install gas valve core
into the valve stem, thereby preventing air from
entering the bladder.
4. Attach bladder pull rod to bladder valve stem.
5. Pass bladder pull rod through shell oil port and
out through valve stem opening. (Refer to Fig-
ure 3-19).
6. Pull bladder pull rod out of shell with one hand
while feeding bladder into shell with other hand.
7. Position name plate over valve stem and install
valve stem nut by hand (Figure 3-20). Remove
bladder pull rod.
8. Grasp threaded section of plug and insert pop-
pet end into shell mouth.
9. Install anti-extrusion ring inside shell. Fold anti-
extrusion ring to enable insertion into shell.
Place anti-extrusion ring on plug and poppet
assembly with its steel collar toward shell
mouth.
10. Withdraw threaded end of plug through shell
mouth. (Refer to Figure 3-21).
11. Pull plug until seated solidly into position on
shell mouth opening.
12. Install valve core. Using dry nitrogen, slowly
pressurize bladder with sufficient pressure
[approximately 5 psi (34 kPa)] to hold plug and
poppet assembly in place.
13. Install washer onto plug and poppet assembly
and push until seated against anti-extrusion
ring. (Refer to Figure 3-22).
FIGURE 3-19. BLADDER INSTALLATION
FIGURE 3-20. VALVE STEM NUT INSTALLATION
FIGURE 3-21. PLUG ASSEMBLY
FIGURE 3-22. WASHER INSTALLATION
J 3-20 Brake Circuit Component Service J 03001B 10/89
14. Install O-ring over plug and poppet assembly
and push until seated.
DO NOT TWIST O-RING.
15. Install spacer with smaller diameter of the
shoulder toward shell.
16. Install locknut on plug and poppet assembly and
tighten securely. This will squeeze O-ring into
place. (Refer to Figure 3-23).
17. Replace pipe plug into plug and poppet assem-
bly.
18. Install accumulator on truck and charge accord-
ing to "Charging Procedure".
Charging Procedure
1. Mount hose assembly gland nut on pressure
regulator.
Pure dry nitrogen is the only gas approved for
use in brake accumulators. Accidental charging
of oxygen or any other gas in this component
may cause an explosion. Be sure pure dry nitro-
gen gas is being used to charge accumulators.
NOTE: Remove "Dyna-seal" or "O-ring (if equipped)
prior to attaching connector to accumulator gas
valve. Refer to Figure 3-23A.
2. Attach swivel connector of hose assembly to
gas valve. Hand tighten sufficiently to compress
gasket swivel connector in order to prevent gas
leakage.
NOTE: If leakage is still present, replacement of the
small copper washer in swivel connector may be
necessary.
3. Precharge bladder slowly to about 10 psi (69
kPa) before completely tightening the valve
stem nut. With wrench on valve stem flats,
tighten valve stem nut.
4. Proceed to inflate accumulator to 1250 25 psi
(8.6 0.17 MPa) pressure by slowly opening the
pressure regulator valve on nitrogen cylinder,
closing it occasionally to allow needle on pres-
sure gauge to stabilize (thus giving accurate
reading of precharge pressure). When correct
precharge has been reached, close pressure
regulator valve on nitrogen cylinder securely.
5. Bleeder valve can be used to release any gas
pressure in excess of desired precharge.
6. Replace "Dyna-seal" and valve guard over
valve stem.
NOTE: For recharging only:
Exhaust all hydraulic pressure from the system.
Remove valve guard and seal. Then, follow
"Charging Procedure", Steps 1 thru 6.
FIGURE 3-23. LOCKNUT INSTALLATION
FIGURE 3-23A. INSTALLATION/REMOVAL OF
"DYNA-SEAL"
1. Dyna-seal
2. Accumulator
Charging Valve
3. Accumulator
J 03001C Brake Circuit Component Service J 3-21
DIFFERENTIAL PRESSURE MANIFOLD
Brake apply pressure from the dual controller is
ported through the differential pressure manifold to
the rear brakes. The pressure differential manifold
also sends rear brake apply pressures to the piloted
single controller and detects an unbalance between
the front and rear brake apply pressure. The differen-
tial pressure manifold is mounted in the upper left
side of the brake circuit control cabinet mounted
directly behind the operator's station.

components in the hydraulic circuits, or install-
ing test gauges, ALWAYS bleed down hydraulic
steering and brake accumulators. The steering
accumulators can be bled down with engine shut
down, turning the keyswitch " Off" and waiting 90
accumulators.
Removal
If the differential pressure manifold is to be removed
from the cabinet for bench test or repair, tag or mark
all lines to be removed. The manifold is coded at
each port location which will be used in the assembly
and adjustment procedure. (Refer to Figure 3-24).
1. Release pressure from brake accumulator as
per "Caution" instructions.
2. Disconnect the electrical leads and tag
switches. (Refer to Figure 3-24).
3. Disconnect and plug ends of all hoses and fit-
tings. Move lines clear of the pressure manifold.
4. Remove capscrews securing pressure manifold
to the cabinet and remove manifold to a clean
work area for disassembly. Refer to "Disassem-
bly, Cleaning and Service".
Installation
1. Install the pressure manifold to the control cabi-
net using two capscrews. Tighten capscrews to
standard torque. DO NOT remove protective
plugs until each line connection is completed.
2. Connect all pressure fittings to their respective
location (Figure 3-25).
3. Connect the electrical leads to the correct termi-
nals.
4. Close brake accumulator bleeddown valves.
5. Start engine to charge brake accumulators and
check pressure manifold for leaks.
Disassembly
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.
FIGURE 3-24. BRAKE CONTROL CABINET
1. Capscrew
2. Differential Pressure
Manifold
3. Electrical Lead
4. Ground Wire
5. Test Port BF
6. Test Port B2
7. Test Port B1
J 3-22 Brake Circuit Component Service J 03001C
3. Remove plug (13), shuttle check seat (14),
spring (16) and shuttle poppet (17).
Be careful not to damage shuttle check seat dur-
ing removal.
1. Check seat of shuttle check valve (14) for wear.
Replace if necessary.
2. Replace seals or plunger assembly, also
replace O-rings (11, 15, 20, & 19).
3. Clean all parts in clean solvent and blow dry.
Assembly and Initial Adjustment
1. Install shuttle poppet (17), spring (16) and shut-
tle check seat (14).
NOTE: When installing check seat, insert seat into bore
and use plug (13) to position seat to appropriate depth.
2. Install plug (13) and tighten.
When installing plugs (1, 12, & 13), do not over-
tighten. These plugs are sealed by O-rings to pre-
vent leaking.
FIGURE 3-25. DIFFERENTIAL PRESSURE MANIFOLD
1. Plug Assembly
2. Differential Plunger
Assembly
3. Lockwasher
4. Washer
5. Nut
6. Stud (Ground)
7. Switch Assembly
8. Backup Ring
9. O-Ring
10. Sleeve
11. O-Ring
12. Plug
13. Plug Assembly
14. Shuttle Check Seat
15. O-Ring
16. Spring
17. Shuttle Poppet
18. Body
19. O-Ring
20. Spring
21. Backup Ring
22. O-Ring
23. Port A
3. If removed, install sleeve (10) and seat in place
by threading plug (12) into valve body.
4. Install plunger with seals but no springs into
valve body until end of plunger is flush with end
of body at Port "A".
5. Install two switches in port openings "DF" and
"DR2".
NOTE: If switches have O-rings or teflon washers,
remove and replace. Do not reinstall.
6. Connect an ohmmeter to end of plunger and the
brass stud on the "DF" switch. Use the wrench
flats to screw the switch in or out, until slight
contact is made.
7. Back out "DR2" switch until no contact is made.
"DR2" switch is not used on HAULPAK
truck,
but can be used as a spare switch to replace
defective "DR" switch.
8. Place springs on each end of plunger, install
both plugs (1 & 12) and tighten.
9. Turn switch into the body 1/8 to 1/4 turn. Hold
switches by the wrench flats and tighten locking
nuts.
Final Adjustment
Final adjustment of the front brake differential switch
"DF" can be performed on a bench test if an adjust-
able pressure source is available. Adjustment can
also be made on the machine, as outlined in the
"Brake Circuit Check-Out and Adjustment Proce-
dure". Switch "DR2" is not used on HAULPAK
truck.
For bench adjustment, plug "PLF", both "B2" ports
and one "B1" port. Do not plug "BF" port. Attach an
adjustable hydraulic source and an accurate gauge
to the open "B1" port. Connect an ohmmeter
between the brass stud on "DF" switch and the
ground stud. Loosen locknut on "DF" switch. Slowly
increase pressure on "B1" port and adjust "DF"
switch inward or outward so the switch closes when
the pressure reaches 588 60 psi (4.1 0.4 MPa).
Tighten locknut and check for repeatability.
PILOTED SINGLE CONTROLLER
The piloted single controller utilizes a signal from the
rear brake apply pressure. This signal keeps the
pressure delivered to the front brakes in relation with
the pressure delivered to the rear brakes. The piloted
single controller also works with the dry/slippery road
solenoid to deliver two different pressure ranges to
the front brakes. The piloted controller is mounted in
the center section of the brake circuit control cabinet
located directly behind the operator's cab.
test gauges, always bleed down hydraulic steer-
down, turning keyswitch " Off" and waiting 90
accumulators.
Removal
If the piloted single controller is to be removed from
the cabinet for bench test or repair, tag or mark all
lines to be removed.
1. Release pressure from the brake accumulators.
2. Disconnect all pressure lines and plug ends of
all fittings removed. Move pressure lines clear
of the controller.
3. Remove capscrews securing the controller to
the cabinet and remove the controller to a clean
work area for disassembly. (Refer to Disassem-
bly, Cleaning and Service).
Installation
1. Install the piloted single controller to the brake
control cabinet and secure controller using
three capscrews. Tighten capscrews to stan-
dard torque values. DO NOT remove protective
plugs until each line connection is completed.
locations (Figure 3-26).
4. Start engine to charge the brake accumulators
and check controller for leaks.
Disassembly
1. Remove primary actuator "PLT2" (1), piston (3)
and O-ring (2). (Refer to Figure 3-27).
NOTE: Scribe a mark down the side of controller to
make sure ports are in proper relation to each other
during assembly.
2. Remove nut (20) and washer (19) from top of
controller. Do not remove studs at this time.
3. Remove secondary actuator assembly (4) and
remove piston (5).
4. Remove tank assembly (6). Remove O-ring (9),
actuator spring cap (10), spring (11), and spring
seat (7).
5. Remove regulator assembly (13). Remove reg-
ulator spool (12), reaction plunger (14), and
spring (15). Remove O-rings (16 & 18).
1. Clean all parts in clean solvent.
2. Inspect plungers and spool (3, 5, & 12) for wear.
If spools or valve bodies are worn, spool and
valve must be replaced as an assembly.
3. Replace shims if worn or damaged.
4. Replace all O-rings.
5. Make sure all ports and oil passages are free of
foreign materials.
Assembly
1. Install O-ring (18) into cover assembly (17).
Place nut and washer (19 & 20) on stud and
install through cover section.
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-
ing sure plunger (14) does not come out of reg-
ulating spool.
3. Install O-ring (16).
4. Install tank body (6) over studs.
5. Install shims (8), seat (7), spring (11), spring
cap (10), and O-ring (9).
6. Install plunger (5) into actuator body (4).
7. Install actuator assembly (4) over studs. Install
washers and nuts and tighten.
8. Install plunger (3) and O-ring (2) on primary
actuator and install into secondary actuator.
Sealing of actuator is done by the O-ring and
high torque is not required to prevent leakage.
9. After controller is assembled, perform "Bench
Test" to make sure regulated pressure is cor-
rect.
Bench Test
After piloted single controller has been serviced per-
form the following test to make sure regulated pres-
sure is accurate.
FIGURE 3-26. SINGLE PILOTED CONTROLLER
1. Controller
2. Port PLT2
3. Port PL1
4. Port T
5. Port REG
6. Port PR
Equipment Needed:
1. One 5000 psi gauge.
2. Hydraulic supply source capable of 1700 psi
(18.9 MPa) pressure.
3. Line with regulator to limit supply pressure to
1500 psi (10.5 MPa).
Set-Up
1. Plug port "PL2" in top of controller
.
Do not apply pressure to " PL1" without a plug in
" PL2" .
2. Connect line with regulator into port "PL1".
3. Connect line capable of supplying 2700 psi
(18.9 MPa) to port "PR".
4. Connect a line to port "T" to return oil to tank.
5. Install 5000 psi gauge in port marked "REG".
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
2500 psi (17.5 MPa), disassemble and remove
shims.
4. Repeat Steps 1, 2 and 3 until 2500 psi (17.5
MPa) pressure reading is obtained.
5. Disconnect lines and gauges. Return controller
to service.
FIGURE 3-27. SINGLE PILOTED CONTROLLER
1.
2.
1. Primary Actuator
2. O-Ring
3. Pilot Plunger
4. Secondary Actuator
5. Pilot Plunger
6. Tank Assembly
7. Spring Seat
8. Shim Kit
9. O-Ring
10. Actuator Spring Cap
11. Spring
12. Regulator Spool
13. Regulator Assembly
14. Reaction Plunger
15. Spring
16. O-Ring
17. Cover Assembly
18. O-Ring
19. Washer
20. Hex Nut
DRY/SLIPPERY ROAD SOLENOID VALVE
The slippery road solenoid valve is controlled by an
instrument panel mounted switch (Dry/Slippery
Road). The valve directs rear brake apply signal from
the differential pressure manifold to the piloted single
controller. The switch is open in the "Dry Road" posi-
tion allowing the solenoid valve to be de- energized.
The result is a modulated pressure range of 0-2500
psi (0-17.5 MPa) for the front brakes. When the
switch is moved to "Slippery Road" position, the
modulated front brake pressure through the piloted
single controller is a 1:1 ratio of the rear brake pres-
sure. The solenoid valve is located in the upper left
corner of the brake control cabinet located directly
behind the operator's station. (Refer to Figure 3-28).
test gauges, always bleed down hydraulic steer-
on accumulators to bleed down brake accumula-
tors.
Removal
If the solenoid valve is to be removed from the cabi-
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).
Installation
1. Install the solenoid valve to the brake control
cabinet and secure the solenoid using two cap-
screws. Tighten capscrews to standard torque.
DO NOT remove the protective plugs until each
line connection is completed.
locations (Figure 3-28).
3. Connect all electrical leads to their respective
terminals (Figure 3-28 ).
5. Start engine to charge the brake accumulators
and check solenoid for leaks.
FIGURE 3-28. DRY/SLIPPERY SOLENOID VALVE
1. Solenoid Valve
2. Hydraulic Lines
3. Electrical Leads
4. Capscrews
Disassembly
1. Remove nut (3, Figure 3-29) and washer (4).
2. Remove coil (2) and valve (5).
1. Clean valve body (1) and valve (5) in clean sol-
vent.
2. Replace solenoid coil if damaged. Replace O-
rings and backup rings.
Assembly
1. Install new O-rings and backup rings on valve
(5). Install valve into valve body (1) and tighten.
2. Install solenoid coil (2) with washer (4) and nut
(3) and tighten.
FIGURE 3-29. SOLENOID VALVE ASSEMBLY
1. Valve Body
2. Coil
3. Nut
4. Washer
5. Valve
6. O-Ring
7. Backup Ring
8. Electrical Leads
NOTES:
J 04016 3/97 Brake Checkout & Adjustment J 4-1
BRAKE CIRCUIT CHECK OUT AND ADJUSTMENT PROCEDURE
The brake circuit hydraulic pressure is supplied from
the steering circuit at the bleeddown manifold.
Excessive leakage in the steering system can cause
problems with the brake system. Some brake system
problems such as spongy brakes or slow brake apply
or release can sometimes be traced to internal leak-
age of brake components. If internal leakage is sus-
pected, refer to Brake Circuit Component Leakage
Test.
NOTE: If internal leakage within the steering circuit is
excessive, this also may contribute to problems
within the brake circuit. Be certain that steering circuit
leakage is not excessive before troubleshooting
brake circuit. For Steering Circuit Test Procedure,
refer to Section L, Hydraulic System.
The steering circuit can be isolated from the brake
circuit by removing the supply line from the bottom
side of the bleeddown manifold (see WARNING).
Plug the supply line and cap the port in the bleed-
down manifold.
Hydraulic fluid escaping under pressure can
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
steering and brake accumulators.
NOTE: The following paragraphs refer to the Models
630E/685E only (does not apply to 445/510E
Models).
The hoist control valve receives pressure oil from a
Tee fitting located on the brake circuit supply line.
Excessive leakage in the hoist control valve or in the
steering system can cause problems with the brake
system.
To test the hoist control valve for leakage, remove
and cap the return line for this valve at the valve
return port next to the operator seat.
Start engine and at low idle, measure the leakage
from the hoist control valve. It should not exceed
16.6 oz. (491 ml) per minute. If leakage is excessive,
rebuild or replace the hoist control valve as outlined
in Section L, Hydraulic System.
BRAKE CIRCUIT COMPONENT
LEAKAGE TEST
Note: The steering accumulators can be bled
down with engine shut down, turning the key
switch Off and waiting 90 seconds. Confirm the
steering pressure is released by turning steering
wheel - No front wheel movement should occur.
wheels are blocked to prevent possible roll away.
Accumulators
1. Open T handles on accumulators to bleed
down brake accumulators.
2. Close the accumulator manual drain valves by
turning T handles clockwise (CW). Remove
drain lines from brake accumulator manual
drain valves, and cap lines. The valves are
located at the bottom of each accumulator in
the hydraulic brake cabinet.
3. Start engine and idle at low RPM until brake accu-
mulators are charged to 2500 psi (17.2 MPa).
4. No leakage should occur from accumulator
manual drain valves.
5. If leakage is present, correct the cause of leakage.
6. Shutdown engine. Turn key switch to Off and
wait 90 seconds. Reconnect the drain lines to
the accumulator drain valves.
7. If leakage in the brake circuit is still excessive,
lower the foot box cover. Disconnect the pres-
sure supply line at the port marked P on the
left lower side of the dual controller. Check for
excessive leakage from this port. The Maximum
leakage rate should be 2 oz/min (66ml).
a. If leakage is excessive, manually drain the
brake accumulators by turning the T han-
dles counterclockwise (CCW) on the drain
valves.
b. Remove check valves on bottom of dual con-
troller.
c. Visually check for cause of leakage from
valves.
d. Replace valves when corrected and recon-
nect pressure line removed in Step 7.
e. Check accumulator check valves again for
leaks by referring back to Step 7.
J 4-2 Brake Checkout & Adjustment J 04016 3/97
Dual Controller and Piloted Single Controller
1. Shutdown engine, bleed down steering and
brake accumulators.
2. In foot box, under cab, disconnect large brake
controller return line (Port T) and the brake
controller auxiliary/park brake return line (Port
PT) and cap Tee fittings.
3. In the hydraulic cabinet behind operators cab,
disconnect the return line from the Piloted Sin-
gle Controller and cap Tee Fitting.
4. Start engine to charge hydraulic system.
DO NOT make any brake applications.
5. With the engine at low idle (750 RPM) check
leakage from Port T. The maximum allowable
leakage from the brake controller is 2.6 oz./min.
(77 ml). If excessive leakage is present, it will
be necessary to replace or rebuild the brake
controller.
6. With engine at low idle, check leakage from
Port PT. The maximum allowable leakage
from the brake controller auxiliary/park brake
line is 2.6 oz./min. (77 ml). If excessive leakage
is present it may be coming from either of the
solenoids mounted in the upper section of the
brake controller valve. Check solenoids as fol-
lows:
When actuating these solenoids, a small amount
of oil will come out of Port PT. Provisions must
be made to contain this oil.
a. Remove both solenoid valves and replace O-
ring seals. Recheck leakage.
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.
7. With engine at low idle, check leakage from
Piloted Single Controller (8. Figure 4-1) in
hydraulic brake cabinet behind operator's cab.
Do not reconnect return lines in foot box. Make
sure both sides of tee in foot box are capped.
With the engine running, measure leakage from
Single Piloted Controller at T port (9). Maxi-
mum leakage allowed is 1.3 oz./min. (38 ml). If
excessive leakage is found, replace or rebuild
the Piloted Single Controller
8. Shut engine down and bleed steering and brake
accumulators.
9. Connect all lines previously disconnected for
the leakage tests.
Dry/Slippery Road Valve
NOTE: This valve will not cause the steering cycle
time to be affected if leakage is excessive. This
leakage occurs only while brakes are being applied.
1. Shut engine Off to bleed down hydraulic sys-
tem and bleed down brake accumulators.
2. Remove return line from bottom of Dry/Slippery
Road solenoid (10, Figure 4-1) and plug tank
line.
3. Move slippery road switch to Slippery.
4. Start engine to charge brake accumulators.
5. Move Wheel Brake Lock to On position.
6. Slight leakage may be present.
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
seal rings and recheck for leakage. If leakage
continues the valve should be replaced.
10. Cap fitting on Dry/Slippery Road valve and
leave return line Off. Connect line later in this
procedure.
BRAKE CIRCUIT CHECKOUT AND
ADJUSTMENT
steering and brake accumulators.
The steering accumulators can be bled down
with engine shut down, turning the key switch
Off and waiting 90 seconds. Confirm the steer-
ing pressure is released by turning the steering
wheel - No front wheel movement should occur.
Open T handles on all brake accumulators to
bleed down accumulators.
Before disabling the brake circuit, be sure the
truck wheels are blocked to prevent possible roll-
away.
NOTE: The following procedures will be easier if six
gauges are connected such that they can be read in
the cab, where technician can communicate with
person operating controls.
1. Install reliable pressure gauges at the following
locations:
a. One 3000 psi (21 MPa) gauge in front brake
circuit. Install a pressure gauge in the T fit-
ting (5, Figure 4-1), Port BF on the pressure
differential manifold.
b. Two 3000 psi (21 MPa) gauges in each of
the rear brake circuits. Install pressure
gauges in the fittings (6 & 7), Port B1 and B2
on the pressure differential manifold.
c. One 5000 psi (35 MPa) gauge in steering
bleeddown manifold test port to observe
brake supply pressure.
d. One 5000 psi (35 MPa) gauge in park brake
circuit, connected to Port PK on the Dual
Hydraulic Brake Controller located in foot
box.
e. Install a Tee fitting in the hose to tube con-
nection at the Hydra-Zorb clamp of line AA
and install a 3000 psi (21 MPa) gauge lead-
ing to Port AA of the Dual Hydraulic Brake
Controller Auxiliary Accumulator.
2. Fill hydraulic tank to proper oil level. Check,
and, if necessary, precharge brake accumula-
tors with approved nitrogen to proper pressure
level, 1250 psi (8.8 MPa). Refer to Charging
Procedure.
3. Start engine. Turn steering wheel until unloader
valve has cycled five or more times. Perform
the following checkout procedure at low idle
with no steering.
4. Apply and release the Wheel Brake Lock sev-
eral times. Both front and rear brake pressure
maximums should be 1425 75 psi (9.8 0.5
MPa) with the Wheel Brake Lock On.
FIGURE 4-1. BRAKE CONTROL CABINET
1. Capscrew
2. Differential Pressure
Manifold
3. Electrical Lead
4. Ground Wire
5. Test Port BF
6. Test Port B2
7. Test Port B1
8. Piloted Single
Controller
9. T Port
10. Dry/Slippery
Road Solenoid Valve
11. PL1 Port
12. PL2 Port
13. Front Brake Cut-out
Solenoid
14. Accumulator Shut-off
Valves
NOTE 1: When truck is equipped with 772
wheelmotors, the pressure to the rear wheels should
be 1100 psi 50 psi (7.24 0.35 MPa).
NOTE 2: If truck is equipped with the Payload Meter,
the Wheel Brake Lock will actuate only the rear
brakes.
a. If rear brake pressures are not acceptable,
dual controller requires re-shimming which is
best done on a test bench facility.
b. After rear brake pressures are acceptable, if
front brake pressure is not acceptable, check
system supply pressure. Front brake pres-
sure must be within 200 psi (1.4 MPa) of
supply pressure.
5. If system pressure is correct but front brake
pressure is low, check pressure at port PL2
(12, Figure 4-1) on piloted single controller.
Pressure should be the same as highest pres-
sure of ports B1 and B2 (rear brake pres-
sures). If not, check piping and electrical
operation of slippery road relay and slippery
road solenoid valve. If pressure on PL2 is cor-
rect but front pressure is low, replace or rebuild
the piloted single controller.
NOTE: Conditions in Step 5 must be met before
proceeding.
6. With engine running at low idle, wheel brake
lock Off, Slippery Road valve in Dry position,
slowly cycle brake pedal up and down. Both
rear brake pressures should remain within 100
psi (689 kPa) of one another. If the pressure
does not remain within 100 psi (689 kPa)
throughout the full range, loosen the adjuster
lug lockscrews on the dual controller. Turn
adjuster lug of circuit with lowest pressure coun-
terclockwise until both circuits are equal.
Tighten setscrews.
a. Depress pedal fully. The front brake pressure
should be 2100-2500 psi (14.7-17.2 MPa).
The rear brake pressures should be 1425
75 psi (9.8 0.5 MPa). Refer to Bench
Adjustment if pressures are not within speci-
fications.
NOTE: When truck is equipped with 772
wheelmotors, pressure to rear wheels should be
1050 psi 50 psi (7.24 0.35 MPa).
b. If pressures are correct, verify that front
pedal stop is adjusted to contact pedal when
fully depressed. (Internal shims limit total
travel of actuation plungers).
c. If pressures are low, adjust the front pedal
stop to obtain maximum pressure and meet
the requirements in paragraph (a.).
d. When brake pedal is released, pressure on
both rear and front brakes should be 0 psi (0
kPa). If brake pressure is not released, make
sure pedal rear adjustment screw is not pre-
venting pedal from releasing plungers. Pedal
return stop should be adjusted such that
there is 0.01-0.03 in. (0.25-0.76 mm) clear-
ance between adjusting lug and spherical
portion of actuator cam.
e. If pressure is still too high, check tank return
pressure.
7. Move emergency brake switch (if equipped) to
On. Both front and rear brake pressures should
be 1425 75 psi (9.8 0.5 MPa). Move switch to
Off position. If either of the rear brake circuits
are not within the allowable limits, major internal
adjustments must be made to the brake control-
ler.
NOTE: When truck is equipped with 772 wheelmotors,
pressure to rear wheels should be 1100 psi 50 psi
(7.24 0.35 MPa).
8. Actuate wheel brake lock switch on instrument
panel. Both rear brake circuits and front circuit
pressures should be 1425 75 psi (9.8 0.5
MPa). Move switch to Off position. If either of
rear brake circuits are not within the allowable
range, major internal adjustments must be made
to the dual controller.
NOTE: If truck is equipped with the optional Payload
Meter, the Wheel Brake Lock will actuate only the
rear brakes.
9. Reach under brake pedal and depress one
adjusting lug/actuator plunger with flat of screw-
driver. The low brake pressure warning indicator
should illuminate when one rear brake pressure
is 300 50 psi (2.1 0.35 MPa) higher than the
other. Repeat on opposite actuator.
NOTE: When truck is equipped with 772 wheelmotors,
the low brake pressure warning indicator should
illuminate when one rear brake pressure is 250 50 psi
(1724 345 kPa) higher than the other.
10. If warning indicator does not operate within speci-
fied limits, adjust the rear differential pressure
switch (DR1) as follows:
a. Remove pressure from dual controller by
bleeding down all steering and brake accu-
mulators.
b. Loosen locknut on switch and turn switch
clockwise to decrease pressure differential
required to activate switch or counterclock-
wise to increase differential pressure.
Retighten the locknut.
Never apply brakes with locknut loose.
c. Recharge the hydraulic system by starting
the engine and repeat the test. Make adjust-
ments until the indicator operates at the
specified differential.
11. Check the front to rear brake differential switch
by first disabling SRR (Slippery Road Relay).
This can be done by placing a jumper wire
across 33 and 33Z inside the junction box.
a. Place the Slippery Road Switch in Slippery
Road position. Slowly apply service brakes
and observe pressure in front brake circuit
as the treadle is applied. As the front brake
pressure slowly increases to 588 60 psi (4.1
0.4 MPa) the front to rear brake differential
switch should close, causing the Low Brake
Pressure Warning Light on the instrument
panel to light.
NOTE: When truck is equipped with 772
wheelmotors, the front to rear brake differential
switch should close as the front brake pressure
slowly increases to 500 50 psi (3.5 0.35 MPa),
causing the Low Brake Pressure Warning Light on
the instrument panel to light.
b. If warning light does not come on, adjust the
switch located on the pressure differential
manifold. Loosen switch terminal wire only
enough so that switch can be rotated. Using
the low brake pressure light as indicator of
switch closing, turn the switch in slightly for
contact at a lower pressure or out for contact
at a higher pressure. When adjustment is
made between 530-650 psi (3.7- 4.6 MPa)
tighten the locknut and check repeatability.
Tighten nut holding ring terminal on switch
stud.
c. Remove jumper wire installed between 33
and 33Z.
12. With system charged, move parking brake
switch to Off. The parking brake pressure
should increase to system supply pressure and
parking brake light should turn off.
13. Move parking brake switch to the On position.
The parking brake pressure should decrease to
0 psi (0 kPa) and the parking brake light should
come On. If pressure does not respond accord-
ingly, check for proper operation of the switch or
replace parking brake solenoid.
14. With system charged and parking brake Off,
stop engine without turning the key switch Off.
Slowly steer the front wheels to reduce the sys-
tem supply pressure. The low steering pressure
light and buzzer and low brake pressure light
should all actuate at 1850 50 psi (12.95 0.35
MPa). If not within specified range, the steering
accumulator switch must be replaced.
a. Continue to decrease the system supply
pressure by steering slowly. The brakes
should automatically apply when system
supply pressure decreased to 1600 50 psi
(11 0.35 MPa). If not within specifications,
the automatic apply pressure switch (DB2)
must be replaced.
b. Continue to decrease system supply pres-
sure. At 1400 50 psi (9.8 0.35 MPa) the
parking brake light should go on.
15. To check the Auxiliary Accumulator Switch use
the following procedure:
a. Remove electrical connector 33F from Low
Steering Pressure Switch at bottom of steer-
ing accumulator.
b. Remove wire 33 at Accumulator Leak Switch
in hydraulic brake cabinet.
c. Start engine to charge the steering accumu-
lators. Wait 90 seconds and shut engine
Off without turning Off key switch.
d. With key switch On, slowly reduce brake
supply pressure to 1750 psi (12.2 MPa) by
turning front wheels. Stop wheel movement.
e. Slowly open manual drain valve on the auxil-
iary accumulator.
f. As accumulator pressure is reduced to
approximately 1850 75 psi (12.9 0.53
MPa), the Auxiliary Accumulator Pressure
Switch will close turning on low brake pres-
sure light.
g. If low brake pressure light fails to light, check
the indicator light and the accumulator
switch.
h. Connect the electrical terminals 33 and 33F.
16. Recharge system. With engine at low idle,
slowly open each service brake and auxiliary
brake accumulator manual drain valves one at a
time. Each open valve should cause the accu-
mulator leak detector switch (DB1) to detect the
leak and illuminate low brake pressure indicator
on instrument panel.
a. If switch does not function, check for proper
wiring and operation of the DB1 pressure
switch in the accumulator leak/down mani-
fold. Also check for flow coming out of bleed-
down valve from accumulator.
b. If indicator is still not working, remove fitting
from top of manifold and check orifice. A
0.060 in. (1.53 mm) diameter wire should not
pass through orifice.
17. After all tests are completed, shutdown engine.
Bleed down all accumulators.
18. Remove all gauges and fittings used for check-
ing. Connect all lines previously removed.
J 05005 9/95 Carlisle Wheel Speed Disc Brakes J 5-1
CARLISLE WHEEL SPEED DISC BRAKES
The front wheel speed brake assemblies have two,
three or four brake calipers on each wheel assembly.
Each brake caliper contains six pistons (12, Figure 5-
1). Oil pressure pushes the pistons against the car-
rier and lining assemblies (5) which transmit force
against the brake disc causing a braking action. The
reaction to the braking effort is supplied by the thrust
plates (4) which also retains the carrier and lining
assemblies when brake pressure is released.
possibly death if proper medical treatment by a
physician familiar with this type of injury is not
received immediately.
Relieve pressure before disconnecting hydraulic
lines. Tighten all connections securely before
applying pressure.
NOTE: The parking brake is released and the service
brakes are applied with high pressure oil. Before
disconnecting any brake lines, be sure keyswitch has
been off at least 90 seconds in order to bleed down
steering accumulators. To assure that service brakes
are not accidentally applied, open all manual drain
valves and bleed down all brake accumulators.
Failure to take above precautions may result in high
pressure fluid spraying from brake lines.
BRAKE CALIPERS
Lining Replacement
Linings MUST BE REPLACED when worn to rec-
ommended limits. Failure to replace linings worn
beyond limits, will result in loss of braking effort
and possible complete loss of the truck's service
brake capability.
Carrier and lining assemblies should be replaced
when the friction material is worn to 0.125 in. (0.317
cm) thickness. Replace carrier and lining assemblies
as follows:
1. Open all manual drain valves and bleed down
all brake accumulators.
2. Inspect disc for excessive or uneven wear. If
thickness of disc is less than 0.700 in. (17.8
mm) replace disc as covered in "Spindle and
Wheels", Section "G".
3. Remove wheel and tire assembly according to
the "Front Wheel Removal" instructions, Sec-
tion "G".
4. Remove capscrews (1, Figure 5-1), washers (2)
and thrust plates (3 & 4) from both ends of brake.
5. Attach a bleeder hose to top bleeder valve (6)
and place loose end of hose in a clean con-
tainer to catch the oil at each brake.
6. Open bleeder valve (6) to vent oil cavity behind
pistons.
When using pry bar, do not damage disc.
NOTE: If tool not available, insert a smooth ended
pry bar between worn lining and disc.
7. Using Carrier and Lining Retraction Tool (Figure
5-6), pry carrier and lining assembly (5) back
until all six pistons are retracted as follows:
a. Insert flat face of small end of tool between
brake disc and carrier/liner assembly.
b. Use wrench on tool flats and rotate tool until
carrier and liner have retracted to limit of tool
width.
c. Remove tool and insert large end of tool
between brake disc and carrier/liner assem-
bly. Again, use wrench on tool flats and rotate
tool until carrier and liner have retracted to
limit of tool width. Pistons should be com-
pletely retracted for lining replacement.
8. Slide lining and carrier assemblies out.
9. Insert new carrier and lining assemblies (5) in
each side of brake, making sure that the friction
surface of lining is toward the disc.
10. Close bleeder screw (6) and remove bleeder hose.
11. Install thrust plates (3 & 4) with capscrews (1)
and flat washers (2) engaging tang of lining car-
riers into slot in thrust plates. Tighten capscrew
(1) to 730-750 ft. lbs. (990-1017 N.m) torque.
12. Close manual drain valves. Actuate brakes. If
inspection indicates further disassembly or
repair of brake calipers, refer to the following
instructions on "Removal, Disassembly, and
Installation".
J 5-2 Carlisle Wheel Speed Disc Brakes J 05005 9/95
13. Install front wheel and tire assembly according
to "Front Wheels and Tires" installation.
14. Refer to "Service Brake Conditioning (Burnish-
ing) Procedure" and burnish the new brake lin-
ings.
All new brake linings should be burnished prior
to truck being put in service. Refer to " Service
Brake Conditioning" .
Brake Caliper Removal
applying pressure.
1. Be sure keyswitch has been off at least 90 sec-
onds. Open all manual drain valves and bleed
down all brake accumulators in the brake cabi-
net.
NOTE: Before disconnecting any brake lines, be sure
keyswitch has been off at least 90 seconds in order
to bleed down steering accumulators. To assure that
service brakes are not accidentally applied, open all
manual drain valves and bleed down all brake
accumulators. Failure to take these precautions may
result in high pressure fluid spraying from brake
lines.
2. Remove brake line junction block and mounting
bracket.
3. Remove wheel and tire assembly according to
"Front Wheel Removal" instructions, Section
"G".
4. Disconnect and cap brake lines to prevent con-
tamination of brake system.
Brake caliper weighs approximately 150 lbs. (68.1
kg). Use a suitable lifting device that can handle
the load safely.
5. Attach lifting device to brake caliper assembly
(1, Figure 5-2). Brake caliper weighs approxi-
mately 150 lbs. (68.1 kg). Remove capscrews
attaching brake caliper to brake support. Slide
brake caliper from disc. Repeat for remaining
calipers.
FIGURE 5-1. FRONT DISC BRAKE
1. Capscrew
2. Washer
3. Thrust Plate
4. Thrust Plate
5. Carrier & Lining
Assembly
6. Bleeder Valve
7. Washer
8. Capscrew
9. Cap
10. Retainer
11. Packing
12. Piston
13. Packing
14. Retainer
15. Boot
16. Torque Plate
Assembly
Brake Caliper Installation
1. Test caliper for piston seal leakage using "Brake
Caliper Bench Test" before installing calipers
onto truck.
2. Apply simple lithium base chassis grease (multi-
purpose EP NLGI) or a rust - preventive grease
(as specified in the "Standard Charts And
Tables" from Section "A") to the internal threads
of each brake. Thoroughly clean mounting sur-
face of brake, calipers and brake support.
Brake caliper weighs approximately 150 lbs. (68.1
kg). Use a suitable lifting device that can handle
the load safely.
3. Attach lifting device to the brake caliper and
install over disc. Attach brake caliper to support
with capscrews and flat washers. Lubricate flat
washers with rust preventative grease. Tighten
mounting capscrews to 1580 158 ft. lbs. (2142
214 N.m) torque. Repeat for all brake calipers.
4. Install brake line junction block and brake lines.
5. Install new linings per "Lining Replacement"
instructions.
6. Bleed the air from all brake calipers. Refer to
"Brake Bleeding Procedure".
7. Install wheel and tire assembly according to
"Front Wheel Installation" instructions, Section
"G".
8. Refer to "Service Brake Conditioning (Burnish-
ing) Procedure" and burnish the new brake lin-
ings.
All new brake linings must be burnished prior to
being put in service. Refer to " Service Brake
Conditioning (Burnishing) Procedure" .
Brake Caliper Disassembly
1. Inspect brake calipers to insure that all boots
(15, Figure 5-1) are tight and there are no leaks.
Check boots for deterioration and the carrier
and lining assemblies (5) for excessive wear.
2. Mark each thrust plate (4) before removal so
thrust plate will be installed in same location
during assembly. Remove capscrews (1), wash-
ers (2) and thrust plates (4).
Linings MUST BE REPLACED when worn to rec-
ommended limits. Failure to replace linings worn
beyond limits, will result in loss of braking effort
and possible complete loss of the truck's service
brake capability.
NOTE: Removal of piston caps (9) is not necessary
to remove pistons (12). Remove piston from area
where brake linings were removed.
3. Using Piston Removal Tool (Figure 5-7),
remove pistons (12) from torque plate assembly
(16) as follows:
a. Install 3/8-16 capscrew in threaded hole in
piston face.
b. Slide slotted end of Piston Removal Tool,
over capscrew shaft. Install 0.500-13 UNC-6
capscrew through threaded hole in tool shaft.
c. As capscrew is screwed through tool, it will
pull piston from housing.
Inspection
1. Inspect pistons (12, Figure 5-1) for minor
scratches and nicks. If piston is badly nicked or
scratched, or if the chrome plating is worn off,
replace piston.
FIGURE 5-2. BRAKE HEAD REMOVAL
1. Brake Caliper
2. Brake Caliper
Support
3. Disc
2. Scratches, nicks, and other slight surface dam-
age may be smoothed with fine crocus cloth.
Replace damaged parts that affect proper brake
operation.
3. Inspect piston and housing for wear:
Piston - Minimum O.D. 3.4945 in. (8.876 cm)
Housing - Maximum I.D. 3.505 in. (8.903 cm)
4. Carrier and lining assemblies (5) should be
replaced with new if cracks or damage is
present. Carrier and lining assemblies should
also be replaced when the friction material is
worn to 0.125 in (0.318 cm) thickness.
5. Inspect thrust plates for wear, cracks, or dam-
age. Replace worn or defective thrust plates.
Brake Caliper Assembly
1. Replace all retainers, packings, and boots.
When replacing rubber components the type of
brake actuating oil must be identified. Rubber
components for C-4 Hydraulic Fluid (mineral oil)
and ABF (brake fluid) are not interchangeable.
Use only rubber replacement components com-
patible with the HAULPAK
truck brake system.

2. Clean torque plate assembly (16, Figure 5-1)
with solvent. Make sure no solvent remains in
oil passages or grooves. Inspect dust boot, seal
grooves and land areas between grooves for
damage or cracks. Replace torque plate
assembly (16) if corrosion is excessive or dust
boot and seal grooves are damaged.
3. Lubricate packings (11 & 13), retainers (10 &
14), and pistons (12) with the proper oil for the
truck brake system.
4. Install packings (13) and retainer (14) in torque
plate piston bores. Also refer to Figure 5-3.
5. Install each piston (1, Figure 5-3) and boot (5)
as shown. Boots and pistons must be installed
using Special Tool SS0915 (Figure 5-8) as fol-
lows:
a. Install dust boot over tool at beveled end.
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.
c. Insert piston through tool and dust boot until
piston has seated onto seal in piston bore.
d. Remove tool. Using rotating, thrusting
motion, press piston by hand into and
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.
Thrust plates are not interchangeable and must
be replaced in the same location from which
removed (slotted edge against piston bore face
of torque plate).
8. Install carrier and lining assemblies (5) making
sure the tang is engaged in slot of thrust plate
(3 or 4) previously attached.
FIGURE 5-3. PACKING & BOOT INSTALLATION
1. Piston
2. Torque Plate
3. Packing
4. Retainer
5. Boot
9. Install remaining thrust plates, again making
sure tang of carrier and lining assembly (5) is
engaged in thrust plate slot. Fasten in place
with capscrews (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.
10. Install bleeder valves (6).
BRAKE CALIPER BENCH TEST
The purpose of this test is to verify that overhaul of
the calipers was performed satisfactorily. If any leak-
age occurs during this test, the caliper assembly
must be rebuilt.
A hydraulic supply with sufficient volume and pres-
sure capacity to extend piston assemblies will be
necessary. A gauge of 0-2000 psi (0-13,790 kPa)
should be placed in the output line of the hydraulic
source.
Fabricate a block using front lining backing plate as a
template. Thickness of plate for the front caliper
should be 1.25 in. (31.75 mm) thick.
1. J oin caliper halves together with mounting hard-
ware or Grade 8 capscrews and nuts of ade-
quate diameter and length to securely retain
caliper halves together during testing. Tighten
capscrews and/or nuts to standard torque.
2. Install new lining assemblies and test block.
Be sure test block is securely retained in caliper
head before applying pressure.
3. Connect oil lines between two caliper halves.
Oil used in the hydraulic source must be of the
same type as used in the Brake Circuit on the
HAULPAK
truck (C-4 hydraulic oil for mineral oil

system; ABF for brake fluid system).
4. Attach hydraulic source to inlet port of caliper
assembly.
5. Bleed air from caliper assembly.
During testing or bleeding procedure, DO NOT
allow oil to come into contact with brake linings.
6. Gradually increase hydraulic pressure to 1200
psi (8,274 kPa), observing piston assembly for
leakage.
7. Reduce pressure to 0 psi (0 kPa) and repeat
Step 6 and 7 three times.
8. If no leakage has been observed, reduce pres-
sure to 0 psi (0 kPa) and disconnect hydraulic
source. Cap all openings to prevent contamina-
tion.
9. Install brake calipers according to "Brake Cali-
per Installation" instructions.
NOTE: After caliper has been installed on wheel
assembly prior to lining installation, pry each piston
until fully retracted into caliper housing. Use
adequate force to pry each piston completely into
caliper housing
BRAKE BLEEDING PROCEDURE
Attach brake lines and bleed brake calipers accord-
ing to the following instructions:
NOTE: Use a bleeder hose on bleeder valves during
procedure to keep oil away from linings.
1. Fill hydraulic tank to proper level.
2. Close all brake accumulator drain valves, if
open.
3. Run engine at low idle. Open bleeder valve at
the highest point on brake caliper and actuate
brake treadle valve until oil is free of air bub-
bles. Close bleeder valve before oil stops flow-
ing.
4. Perform the above procedure on each top
bleeder screw for each caliper.
5. Fill hydraulic tank to proper level.
SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE
After any brake lining replacement, or at new truck
start up, the brake linings and discs must be bur-
nished. A surface pyrometer will be necessary to
accurately record disc temperature during brake bur-
nishing procedure.
Rear brakes must be disconnected when bur-
nishing the front brakes.
Refer to " Temporary Disconnect Procedures" .
Front Brake Conditioning
1. To prevent overheating and possible destruc-
tion of rear brakes, refer to "Temporary Discon-
nect Procedures" to temporarily disconnect the
REAR brakes while burnishing front wheel
speed brakes. Front brakes will require bur-
nishing independently from rear brakes in
order to control disc temperatures.
Extreme safety precautions should be used when
making high-energy/high-speed brake stops on
any downgrade. Safety berms or adequate run off
ramps are necessary for any stopping perfor-
mance tests. Rear brakes must be disconnected
when burnishing the front brakes.
NOTE: The Override Switch on the instrument panel
must be depressed and held by the operator in order
to propel the truck with the brakes applied.
2. Drive truck at speeds of 5 to 10 mph on level
ground with brakes alternately applied and
released using sufficient pressure to make the
engine "work" to a noticeable extent. Continue
until a pyrometer applied to the disk on the lin-
ing rubbing surface indicates 600
F - 650
F (315
- 345
C).
NOTE: Heavy smoke and foul odor from brake
linings is normal during burnishing procedures.
3. Permit brake discs to cool to 350
F (177
C) or
below. (This can require up to 30 minutes
depending on the ambient air temperature and
beginning surface temperature of the disc.)
4. For the second "burn in", repeat Step 2 above to
achieve a disc temperature of 700
F - 750
F
(371
C - 400
C). Smoke and foul odor are normal.

Take the temperatures as rapidly as possible,
then as quickly as possible, start the truck in
motion to cool the brakes.
NOTE: Only two "burn in" runs are required.
5. RECONNECT rear brakes (refer to Temporary
Disconnect Procedures below). Insure all
brakes are functioning properly.
6. Allow the brakes to cool to 225
F (121
C) or
below before running any brake performance
tests.
Temporary Disconnect Procedures For
Rear Brakes
Before disabling any brake circuit, insure truck
wheel movement should occur. Open the two
valves at the bottom of the brake accumulators
(inside brake cabinet) to bleed down the two
brake accumulators.
The location for disconnecting the rear brakes is dif-
ferent for the model 830E than for the 445E, 510E,
630E, and 685E HAULPAK
Truck Models.
Refer to next page for these locations.
Temporary Disconnect Procedures
for Disabling Rear Brakes For Models 445E,
510E, 630E, and 685E HAULPAK
Trucks
1. Relieve pressure in hydraulic system according
to the previous "WARNING" instructions.
2. Disconnect lines (2, Figure 5-4) and (3) from
"B1" and "B2" tee fittings on differential pres-
sure manifold inside brake control cabinet.
3. Install a #8, 0.75 X 16, 37
Cap Nut (WA2567 or

equivalent) on each tee fitting. Tighten to stan-
dard torque. Cap or plug lines to prevent con-
tamination of system.
4. Close accumulator "T" handles.
5. Condition (burnish) front brakes according to
procedures described on previous pages.
7. Remove Cap Nuts and reconnect lines (2) and
(3). Tighten to standard torque.
8. Close accumulator valves.
9. Start engine and check for leaks. Bleed brakes
according to bleeding procedures.
for Disabling Rear Brakes For Model 830E
HAULPAK
Trucks
1. Relieve stored pressure in hydraulic system
according to the previous "WARNING" instruc-
tions.
2. Disconnect "BR" hydraulic tube (1, Figure 5-5)
at both ends inside brake control cabinet. Install
a #8, 0.75 x 16UNF-2B, 37
flare Cap Nut

(WA2567, or equivalent) on each fitting where
tube was removed. Tighten caps to standard
torque to prevent leakage. Cap or plug tube to
NOTE: This will disconnect the hydraulic supply from
the operator's brake pedal to the rear brakes. There
will be a noticeable loss of "braking action" at the
pedal. However, this method of temporarily disabling
the brakes will still permit the application of Brake
Lock, in the event of an emergency.
3. Close accumulator bleed valves handles.
4. Condition (burnish) front brakes according to
6. Remove Cap Nuts and reinstall tube (1).
Tighten tube nuts to standard torque.
FIGURE 5-4. 445E/510E/630E/685E BRAKE
CABINET
1. BF Brake Line
2. B2 Brake Line
3. B1 Brake Line
4. Bleed Valve Handles
FIGURE 5-5. 830E BRAKE CABINET
1. BR Hydraulic Tube
2. Rear Brake
Accumulator
3. Brake Manifold
4. Front Brake
Accumulator
5. BF Hydraulic Tube
6. Brake Lock Shuttle
Valve
SPECIAL TOOLS
FIGURE 5-6. CARRIER AND LINER RETRACTION TOOL (Manufacture locally)
FIGURE 5-7. PISTON REMOVAL TOOL
(Manufacture locally)
FIGURE 5-8. DUST BOOT INSTALLATION TOOL for
CARLISLE Wheel Speed Disc Brakes - SS0915
(Manufacture locally)
ROCKWELL WHEEL SPEED FRONT DISC BRAKES
BRAKE CALIPER
Each front wheel speed brake assembly has three*
calipers on one disc. Each caliper has six pistons and
two linings, three apply pistons and one lining for each
side of disc. Lining should be changed when friction
material is worn to 0.125 in. (3.22 mm) thickness.
* NOTE: Some trucks may be equipped with with FOUR
(4) Brake Calipers per wheel. Service and adjustment
for these calipers are the same as presented here.
f inspection of front brake calipers and disc assembly
indicate repair beyond lining replacement, it is neces-
sary to remove calipers and disc from front wheel hub
and spindle. Refer to Figure 5-4 for maximum wear
limits of front disc. Clean brake assemblies before
performing any service. Cleaning may be done by
brush or spray, using a petroleum base cleaning sol-
vent. Clean diesel fuel is acceptable for this operation.
Cleaning should be thorough enough for preliminary
inspection and disassembly. Subassemblies should be
blown dry with compressed air after cleaning. Dust
shields should be wiped dry with a clean cloth.
NOTE: If brake has not accumulated excessive surface
dirt, preliminary cleaning can be done in the overhaul
area. However, preliminary cleaning should be done
before removal of pistons from housing.
The use of vapor degreasing or steam cleaning is
not recommended for the brake assemblies or the
component parts. Moisture will cause parts to rust.
Be certain that all wheels are securely blocked to
prevent truck from moving.
switch is "Off" and drain valves on brake accumu-
lators are opened and steering accumulators are
bled down. Turn steering wheel to be sure steering
accumulators are completely bled down.
RemovaI
1. Remove front tires and rims according to proce-
dure in Section "G".
2. f necessary, remove disc from front wheel hub.
Refer to Section "G", "Front Wheel Hub and Spin-
dle Removal".
NOTE: Mark or tag each brake caliper assembly for
reassembly at its correct location. Do not interchange
parts.
3. Open the brake bleed valves (2, Figure 5-2) at each
caliper and bleed down the caliper by disconnect-
ing the two lower hoses at "T" connection (5 & 6,
Figure 5-1). Drain the fluid into a container. Do not
reuse fluid.
4. Disconnect the top brake hose at "T" connection
(3, Figure 5-1).
5. Disconnect and remove crossover tubes (2, 4, 7).
6. Remove nuts and flatwashers (5, Figure 5-3) and
remove outboard half of brake caliper. Remove
capscrews and flatwashers (6) securing inboard
half of caliper to the brake adapter (4). Remove
nboard caliper.
NOTE: It may be necessary to pry between the
brake lining and disc in order to force the piston
inward to permit inboard caliper removal.
FGURE 5-1. BRAKE LNES
1. Adapter 5. "T" Connection
2. Crossover Tube 6. "T" Connection
3. "T" Connection 7. Crossover Tube
4. Crossover Tube 8. Junction Block
J05007 11/01 Rockwell Wheel Speed Front Disc Brakes J5-1
7. Move the brake caliper assemblies to a clean work
area for disassembly, cleaning, inspection, and
assembly as described in this section.
InstaIIation
Prior to brake caliper installation, refer to "Brake Caliper
Repair, Disc Wear and Replacement and Brake Lining
Replacement".
1. After repair, cleaning and inspection of the brake
caliper, install each brake component to its origi-
nal location.
2. nstall the inboard half of caliper assembly (2,
Figure 5-3) to the top leg of the brake caliper
support and secure caliper assembly with four
capscrews (6). Tighten capscrews to standard
torque.
3. Repeat Step 2. at the other two brake caliper
support legs.
4. nstall the upper outboard half of brake caliper
assembly (2) to the top leg of the brake caliper
adapter (4) and secure with six capscrews, wash-
ers and nuts (1 & 5). The pistons in both caliper
assemblies will collapse against the brake disc.
5. nstall crossover tubes (3). Tighten crossover tube
connections securely.
6. nstall the three brake line hoses at each "T"
connection.
7. Refer to "Brake Bleeding Procedures" in this sec-
tion.
FGURE 5-2. BRAKE CALPER (HALF)
1. Housing 5. Elbow Fitting 9. Brake Lining 13. Backup Ring
2. Bleeder 6. Retainer Bolt 10. Piston Dust Shield 14. Brake Mounting Bolt
3. Crossover Tubing 7. End Cap 11. Piston 15. Washer
4. T-Fitting 8. End Cap 12. Piston O-ring Seal
J5-2 Rockwell Wheel Speed Front Disc Brakes J05007 11/01
Piston RemovaI
1. Remove bleeders (2 , Figure 5-2) and end caps
(7 and 8) from each end of each brake caliper
housing (1).
2. Remove linings from the caliper assembly.
NOTE: A shallow container may be necessary to re-
ceive any remaining fluid that will drain from cavities.
Do not reuse fluid.
3. Carefully remove the piston dust shields (10) from
behind the groove lip in the housing and from the
grooved lips on the piston.
4. Mark each piston and corresponding brake caliper
housing position and pull piston out of the hous-
ing. Do not interchange parts.
5. Remove O-ring seals (12) and backup ring (13)
from the piston cavity using small flat non-metallic
tool having smooth round edges.
NOTE: Prior to assembly, refer to "Cleaning and In-
spection" procedure.
InstaIIation
At assembly of the piston (11, Figure 5-2) into the
housings (1), lubricate all cylinder walls, threads, seals,
piston seal surfaces, etc., with clean C-4 hydraulic oil.
1. nstall new piston seals (12) and backup rings (13)
in housings.
2. With housing lying on mounting face, gently push
each piston past piston seal until seated in bottom
of cavities.
3. nstall new or reusable dust shields (10).
NOTE: Keep these parts as free of lubricant as possi-
ble.
4. nstall all fittings (4 & 5) and bleeder (2) in correct
position in housings.
5. Apply Loctite 271 to threads of capscrew (6). nstall
linings (9) and end caps (7 & 8) with bolts (6) and
tighten to 403 ft. Ibs. (546 N.m) torque.
6. Refer to this section for "Caliper nstallation" onto
brake adapter.
NOTE: "Bench Test" should be performed before in-
stalling calipers. Use same "Bench Test" procedure as
used in "Rear Disc Brake" section.
7. Make sure all brake lines are securely connected.
8. Bleed brakes as described in "Bleeding Proce-
dure", this section.
9. nstall front tires. Refer to Section "G".
CaIiper CIeaning and Inspection
1. Preliminary cleaning can be more effective if lin-
ings are first removed. However, retaining plates
should be temporarily reinstalled in order to stay
with brake assembly through overhaul cycle.
FGURE 5-3. SPNDLE AND HUB ASSEMBLY
1. Capscrew/Flatwasher 7. Spindle
2. Brake Caliper 8. Oil Drain
3. Lining 9. Capscrew/Flatwasher
4. Adapter 10. Brake Disc
5. Nut & Flatwasher 11. Capscrew/Flatwasher
6. Capscrew/Flatwasher 12. Wheel Hub
Use care when wiping dust shields. Too much
pressure on shield over sharp tip of housing cavity
may cause dust shield to be cut.
2. Cleaning may be done by brush or spray, using a
petroleum base cleaning solvent. Clean diesel fuel
is acceptable for this operation. Cleaning should
be thorough enough for preliminary inspection
and disassembly. Subassemblies should be
blown dry with compressed air after cleaning.
Dust shields should be wiped dry with a clean
cloth.
NOTE: If brake has not accumulated excessive surface
dirt, preliminary cleaning can be done in the overhaul
area. However, it is recommended that preliminary
cleaning be done before removal of pistons from hous-
ings.
3. nspect dust shields (10, Figure 5-2) for any physi-
cal damage or rupture, and any hardening, crack-
ing, or deterioration of material from excessive
heat. Failure of dust shield can admit dirt to the
piston cavity, causing damage to surface finish of
piston and cylinder wall, and damage to seal. f
dust shields are found to be soft and pliable, with
no sign of hardening or cracking, they should be
wiped clean and laid aside for reuse.
4. nspect piston cavities and surfaces of piston for
evidence of dirty fluid, particularly if dust shields
were ruptured.
5. nspect piston cavities for evidence of varnish
formation, caused by excessive and prolonged
heating of brake oil.
Piston should be handled with care. The usual
cause of nicked piston surfaces is mishandling
during the cleaning procedure.
Steel tools should never be used in piston cavities
and seal grooves. Copper, brass, aluminum, wood,
etc. are acceptable materials for such purposes.
NOTE: All seals (12, Figure 5-2) should be replaced at
assembly.
6. nspect piston (11) surfaces for scratches, exces-
sive wear, nicks, and general surface finish dete-
rioration that can contribute to seal damage and
fluid leakage.
NOTE: In normal operation, a very slow rate of wear
should be experienced, and will be noticeable by the
slow disappearance of the hard chrome finish. Minor
nicks and scratches may be blended out by hand with
180 grit aluminum oxide or carborundum cloth, then
successively finer grades used until a surface compa-
rable to the original surface is obtained. Extensive
local polishing should be avoided, since the minimum
piston diameter is 3.621 in. (91.973 mm). The piston
finish is important in providing a proper seal surface
and seal wear life. Where surface finish has deterio-
rated beyond restoration by moderate power buffing
with a fine wire brush, piston should be replaced.
Determination of ideal surface finish quality can be
made by comparison with a new piston. Surface
roughness of piston face through contact with lining
back plate is not detrimental to its operation, and is a
normal condition.
7. nspect piston cavities for damage similar to Step
6 above, with particular attention to the edge of
the seal grooves. These must feel smooth and
sharp with no nicks or sharp projection that can
damage seals or scratch pistons. Seal groove
surfaces must be smooth and free of pits or
scratches. Finish of cylinder wall is not as critical
as surface finish of piston. Surface deterioration
near entrance of cavity should be hand polished
very carefully to avoid enlarging cavity beyond a
maximum of 3.629 in. (92.176 mm) inside diame-
ter at the outer edge of the seal groove. Power
polishing or honing may be used in cases of
extreme surface finish deterioration of cavity
walls.
NOTE: Care must be taken that a minimum amount of
material is removed, within the previous maximum
diameter limitation of 3.629 in. (92.176 mm). Power
polishing will not normally be required, and should not
be used as a standard overhaul procedure.
8. nspect inlet and bleeder ports in housings for
damage to threads or seal counterbores. Thread
damage that cannot be repaired by use of a
0.475-20UNF-2B tap will require housing to be
replaced.
9. nspect retainer plates (7 & 8) for bent or cracked
condition, replace if such damage is found. n-
spect retainer plate bolts (6), and tapped holes in
housing.
NOTE: These bolts are highly stressed and should be
replaced whenever their condition appears question-
able. A 3/4-16UNF-28 tap lubricated with a light oil may
be used to inspect tapped holes in housings for thread
damage and to clean up any minor thread roughness.
10. Brake housings and pistons should be thoroughly
cleaned. After cleaning, passages, cavities, and
external surfaces should be blown dry with clean,
dry, compressed air. Piston should also be
cleaned and blown dry.
NOTE: Cleaned and dried parts should not be left
exposed for any appreciable time without a protective
coating of lubricant; for short term storage, coating all
internal cavities, passages, and bosses with hydraulic
fluid will be adequate protection; for longer term stor-
age wipe cavities, connector bosses, and threads with
a protective grease, such as petroleum jelly.
BRAKE LINING
RepIacement
Each front wheel speed disc assembly has three (some
830E's may have four) calipers on one disc. Each
caliper has six pistons and two linings, three apply
pistons and one lining for each side of disc. Lining
should be changed when friction material is worn to
0.125 in. (3.22 mm) thickness.
Failure to replace lining when worn to limits will
result in loss of braking and possible catastrophic
failure.
1. To replace front linings, remove front tire and rims,
refer to "Wheel and Tire nstallation", Section "G".
2. Remove end plates (7 or 8) Figure 5-2 from either
end of caliper.
3. Pry between lining and disc to force pistons to
bottom in caliper housing.
4. Remove lining from inboard and outboard sides of
disc.
5. nspect dust seals. Seals should be soft, pliable,
and show no evidence of hardening or rupture. f
damage is observed, the dust covers must be
replaced. This will require disassembly of the cali-
per.
6. nspect end plates for wear. Replace if grooves will
not allow lining back plate to slide freely.
7. nspect disc for wear limits, Figure 5-4. f disc is
worn below the limits shown, the disc must be
replaced. Refer to "Wheel and Tire nstallation",
Section "G".
8. f original linings have sufficient lining material for
reuse, inspect lining back plate for cracks or ex-
cessive yielding where plate fits into end plates 7
or 8 (Figure 5-2).
When replacing linings, never mix new and used
linings in a brake assembly.
9. Slide linings (9) into caliper. t may be necessary
to again pry pistons into housing (1).
10. nstall end plates (7 & 8), apply loctite 271 to
threads of end plate capscrews (6). nstall cap-
screws and tighten to 403 ft.Ibs. (54.6 N.m)
torque. Check that linings (9) slide freely between
end plates.
11. After completing lining replacement, reinstall front
wheels. Refer to "Wheel and Tire nstallation",
Section "G".
FGURE 5-4. DSC WEAR LMTS
After any brake lining replacement, or at new truck start
up, the brake linings and discs must be burnished. A
surface pyrometer will be necessary to accurately re-
cord disc temperature during brake burnishing proce-
dure.
Rear brakes must be disconnected when burnish-
ing the front brakes.
Refer to "Temporary Disconnect Procedures" .
Front Brake Conditioning
1. To prevent overheating and possible destruction
of rear brakes, refer to "Temporary Disconnect
Procedures" to temporarily disconnect the REAR
brakes while burnishing front wheel speed brakes.
Front brakes will require burnishing inde-
pendently from rear brakes in order to control
disc temperatures.
ramps are necessary for any stopping performance
tests. Rear brakes must be disconnected when
burnishing the front brakes.
NOTE: Heavy smoke and foul odor from brake linings
is normal during burnishing procedures.
2. Drive trucks at speeds of 5 to 10 MPH with brake
alternately applied and released using sufficient
pressure to make engine "work" to a noticeable
extent during apply.
to propel with the brakes applied.
3. Apply front brakes at full pressure until discs reach
900
o
- 1000
o
F (482
o
-538
o
C). Hold in override
switch to maintain propulsion to obtain disc tem-
perature. Check temperature after 200 yards (182
meters).
4. Let discs cool to 400
o
F (204
o
C) and repeat proce-
dure two more cycles.
5. Allow front disc to cool to 300
o
F (149
o
C).
6. RECONNECT rear brakes (refer to "Temporary
Disconnect Procedures"). nsure all brakes are
functioning properly.
For Rear Brakes
Before disabling any brake circuit, insure truck wheels
are blocked to prevent possible rollaway.
components in the hydraulic circuits, or installing
test gauges, ALWAYS bleed down hydraulic steer-
ing and brake accumulators. The steering accumu-
lators can be bled down with engine shut down,
turning the keyswitch "Off" and waiting 90 seconds.
Confirm the steering pressure is released by turn-
ing the steering wheel - No front wheel movement
should occur. Open the two valves at the bottom
of the brake accumulators (inside brake cabinet)
to bleed down the two brake accumulators.
The location for disconnecting the rear brakes is differ-
ent for the model 830E than for the 630E and 685E
Komatsu Truck Models.
TEMPORARY DISCONNECT PROCEDURES
for DisabIing Rear Brakes For ModeIs
630E and 685E Komatsu Trucks
1. Relieve pressure in hydraulic system according to
the previous "WARNING" instructions.
2. Disconnect lines (2, Figure 5-5) and (3) from "B1"
and "B2" tee fittings on differential pressure mani-
fold inside brake control cabinet.
3. nstall a # 8, 0.75 X 16, 37 Cap Nut (WA2567 or
equivalent) on each tee fitting. Tighten to standard
torque. Cap or plug lines to prevent contamination
of system.
5. Condition (burnish) front brakes according to pro-
cedures described on previous pages.
7. Remove Cap Nuts and reconnect lines (2) and (3).
Tighten to standard torque.
for DisabIing Rear Brakes For ModeI
1. Relieve stored pressure in hydraulic system ac-
cording to the previous "WARNING" instructions.
2. Disconnect "BR" hydraulic tube (1, Figure 5-6) at
both ends inside brake control cabinet. nstall a
# 8, 0.75 x 16UNF-2B, 37 flare Cap Nut (WA2567,
or equivalent) on each fitting where tube was
removed. Tighten caps to standard torque to pre-
vent leakage. Cap or plug tube to prevent con-
tamination.
NOTE: This will disconnect the hydraulic supply
from the operator's brake pedal to the rear
brakes. There will be a noticeable loss of "braking
action" at the pedal. However, this method of
temporarily disabling the brakes will still permit
the application of Brake Lock, in the event of an
emergency.
4. Condition (burnish) front brakes according to pro-
6. Remove Cap Nuts and reinstall tube (1). Tighten
tube nuts to standard torque.
FGURE 5-5. 630E/685E BRAKE CONTROL CABNET
1. "BF" Brake Line 3. "B1" Brake Line
2. "B2" Brake Line 4. Bleed Valve Handles
FGURE 5-6. 730E/830E BRAKE CABNET
1. "BR" Hydraulic Tube 4. Front Brake Accumulator
2. Rear Brake Accumultr. 5. "BF" Hydraulic Tube
3. Brake Manifold 6. Brake Lock Shuttle Valve
BRAKE BLEEDING PROCEDURES
Attach brake lines and bleed brake calipers according
to the following instructions.
1. Fill hydraulic tank per procedure and close brake
accumulator drain valves, if open.
2. Securely attach bleeder hose to highest bleeder
valve of each caliper, direct hose away from brake
assembly and into a container to catch excess oil.
3. With engine at idle make partial brake application
of dual brake controller, maintain partial applica-
tion, open bleeder valve until a clean stream of oil
is discharged from caliper. Close bleeder valve.
4. Repeat above steps until all air is bled from all
calipers.
5. Check hydraulic reservoir level as bleeding takes
place, maintain correct level.
Before returning truck to production, all new brake
linings must be burnished. Refer to "Service Brake
Conditioning".
J 06005 9/95 Carlisle Armature Speed J 6-1
Rear Disc Brakes
CARLISLE ARMATURE SPEED REAR DISC BRAKES
The rear wheel brake assembly is a dual disc type.
Each disc has one caliper with two torque plates per
caliper. Each of the four torque plates contain a pair
of pistons. The brake assembly is activated by oil
entering the torque plates. Pressure is applied
through passages to the pistons. The pistons push
the carrier and lining assemblies against the disc
assembly to apply the braking effort. Lining clearance
is established, after the first brake application by the
self adjusting parts in the piston and housing assem-
blies. The adjuster components within the housing
assemblies are designed to maintain a constant
clearance throughout the life to the linings.
NOTE: Some trucks may be equipped with TWO (2)
Park Brake Calipers per wheel. Service for these
calipers are the same as presented here.
applying pressure.
NOTE: The parking brake is released and the service
disconnecting any brake lines, be sure keyswitch has
been off at least 90 seconds in order to bleed down
steering accumulators. To assure that service brakes
are not accidentally applied, open all manual drain
valves and bleed down all brake accumulators.
Failure to take above precautions may result in high
pressure fluid spraying from brake lines.
BRAKE CALIPERS
Lining Replacement
Brake linings and discs MUST BE REPLACED
when worn to recommended limits. Failure to
replace linings or discs worn beyond limits, will
result in loss of braking effort and possible com-
plete loss of the truck's service brake capability.
1. Replace brake linings when lining carriers (1 &
3, Figure 6-1A) approaches (before contacting)
wear indicator shoulder (2) in the center of
spacer.
FIGURE 6-1. LINING REPLACEMENT
1. Crossover Tubes
2. Brake Lining
3. Lining Carrier
4. Wear Indicator
Shoulder
5. Capscrews &
Flatwashers
6. Round Spacers (two)
7. Torque Plate
8. Torque Plate
9. Spacer Block
10. Capscrew
FIGURE 6-1A. LINING WEAR INDICATOR
1. Brake Lining Carrier
2. Wear Indicator
3. Brake Lining Carrier
J 6-2 Carlisle Armature Speed J 06005 9/95
Rear Disc Brakes
2. Check for worn disc. If disc thickness is less
than 0.750 in. (19 mm), replace disc. Refer to
"Caliper Removal" instructions.
3. When replacing linings, replace all linings on
the wheel motor assembly.
4. Attach hose to one bleeder screw per brake, to
collect excess oil, and open bleeder valve.
5. Insert pry bar between lining and disc and pry
linings away from disc to force each piston into
piston housing. Pry both linings until all four pis-
tons are retracted in housings.
6. Remove capscrew (5, Figure 6-1) allowing
spacer (6) to slide out from between torque
plates (7 & 8). Remove linings.
7. Install new linings with friction material facing
disc.
8. Install spacer (6), capscrew and flat washer (5).
Make sure carrier and lining assemblies are
hooked on outer spacers. Tighten capscrew to
745 75 ft. lbs. (1010 101 N.m) torque.
9. Perform Steps 1 thru 8 on each brake caliper
assembly.
10. When new brake linings are installed, they must
be burnished prior to being put in service. Refer
to "Service Brake Conditioning (Burnish-
ing) Procedure".
Caliper Removal
1. Open all manual drain valves and bleed down
all brake accumulators in the brake cabinet.
2. Inspect brake linings for wear. Replace brake
linings when lining carrier (1 & 3, Figure 6-1A)
approaches (before contacting) the wear indica-
tor shoulder (2) in the center of caliper spacer.
Brake linings (and discs) MUST BE REPLACED
when worn to recommended limits. Failure to
replace linings (or discs) worn beyond limits, will
result in loss of braking effort and possible com-
plete loss of the truck's service brake capability.
FIGURE 6-2. SERVICE BRAKE REMOVAL
1. Alignment Studs 2. Outside Torque Plate
FIGURE 6-3. INBOARD CALIPER MOUNTING
1. Capscrews and
Flatwashers
2. Torque Plate
3. Brake Support
4. Capscrew
5. Parking Brake
Support
6. Tube Structure
7. Spacer
8. Capscrew
Rear Disc Brakes
3. Remove parking brake as described in "Parking
Brake Removal".
4. Remove service brake lines and brake cross-
over tubes (1, Figure 6-1). Cap all lines and
brake ports to prevent contamination of brake
system.
5. Remove two outside capscrews (5) and two
spacers (6). Remove brake lining assemblies.
6. Install two threaded alignment studs (1, Figure
6-2) in two outside capscrew locations. Remove
center capscrew (10, Figure 6-1), outside
torque plate (7) and spacer block (9).
7. Remove capscrews and flatwashers (6, Figures
6-4, 6-5 & 6-6) while supporting outboard disc
(1). Tap disc and bushing assembly (3) off disc
adapter (5). Remove shims (2) and record num-
ber, thickness and location of shims for use in
assembly.
NOTE: Keep shims together for use in assembly.
8. Remove capscrews (4, Figures 6-4, 6-5, & 6-6)
and disc support (5).
9. Remove capscrews (12, Figure 6-4) and inside
torque plate from caliper mount (11).
10. Remove two capscrews (4 & 8, Figure 6-3) from
the inboard brake caliper and insert two 1.000-
14UNS X 11.00 inch threaded studs.
11. Remove the center capscrew and slide the park
brake support arm off the stud. Record the num-
ber, thickness and location of shims between
parking brake support arm (5) and spacer (7).
Keep shims together for use in assembly.
FIGURE 6-4. REAR BRAKE MOUNTING
1. Brake Disc
2. Shims
3. Bushing
4. Capscrew
5. Disc Support
6. Capscrew/
Flatwasher
7. Capscrew/
Flatwasher
8. Hub
9. Capscrew
10. Hardened Washer
11. Caliper Mount
12. Capscrew
13. Outboard Caliper
14. Inboard Caliper
15. Capscrew
16. Spacer
FIGURE 6-5. DISC BRAKE MOUNTING
1. Brake Disc
2. Shims
3. Bushing
4. Capscrew
5. Disc Support
6. Capscrew/
Flatwasher
7. Capscrew/
Flatwasher
8. Hub
9. Disc Adapter
Rear Disc Brakes
12. Remove lower brake tube structure (6) and park
brake spacer (7). Cap brake fluid ports and tube
ends to prevent contamination of brake system.
13. Remove outside torque plate, spacers and lin-
ings. Remove the two threaded studs.
14. Remove capscrews and washers (9 & 10, Fig-
ure 6-4) and outboard brake support (11) from
wheel motor.
Brake Disc Mountings Type: Depending on the
wheel motor size and date of manufacture, there are
several different ways the brake discs can be
mounted. Refer to the illustrations (Figures 6-4, 6-5,
or 6-6) that matches the type of brake mounting on
the truck being serviced.
15. For Figure 6-4 only.
a. Remove capscrews and flat washers (7)
securing inboard disc (1) to hub (8).
b. Tap disc (1) and remove with bushing (3) from
disc adapter. Note number and thickness of
shims behind disc for use in assembly.
a. Remove one capscrew and flatwasher (7,
Figure 6-4) from the highest position and
insert one 0.625-11UNC X 6.00 threaded
rod.
b. Remove remaining capscrews and flatwash-
ers (7) and tap on disc (1) and adapter (9) to
separate it from hub (8). Note number and
thickness of shims behind disc for use in
assembly.
a. Remove capscrews and flat washers (7, Fig-
ure 6-6) securing inboard disc (1) to inboard
adapter (10). Tap disc (1) and remove with
bushing (3) from disc adapter. Note number
and thickness of shims behind disc for use in
assembly.
b. Remove one capscrew (11) from the highest
position and insert one 0.625-11UNC X 6.00
threaded rod.
c. Remove remaining capscrews (11) and remove
disc adapter (9) and inboard adapter (10).
18. Remove capscrews (15, Figure 6-4), inside
torque plate and inboard brake spacer (16).
Inspection
1. Inspect discs for excessive wear. If disc thickness
is less than 0.750 in. (19.05 mm) replace disc.
Failure to replace discs which are worn beyond
recommended limits may result in loss of braking
effort and possible complete loss of the truck's
service brake capability.
2. Inspect discs and bushings (22, Figure 6-8) for
damage. Replace, if necessary.
3. Inspect all brake linings (23) for damage or
wear. Inspection for wear should be done while
linings are installed with disc according to Step
2 under "Caliper Removal" instructions.
4. Inspect all torque plate halves for leaks and
damaged piston insulators.
BRAKE DISC MOUNTING TYPES
Wheel Motor Before 5/93 After 6/93
776 Figure No. 6-6 Figure No. 6-5
791 Figure No. 6-5 Figure No. 6-5
787/788 Figure No. 6-6 Figure No. 6-4
FIGURE 6-6. DISC BRAKE MOUNTING
1. Brake Disc
2. Shims
3. Bushing
4. Capscrew
5. Disc Support
6. Capscrew/
Flatwasher
7. Capscrew/
Flatwasher
8. Hub
9. Disc Adapter
10. Inboard Adapter
11. Capscrew
Rear Disc Brakes
Installation
NOTE: All mounting surfaces must be completely
clean, flat and dry. All capscrew threads are to be
lubricated, but the mating surface must remain dry
during installation.
1. Before installing service brake on wheel motor,
perform any required maintenance on wheel
motor brake components. Test caliper heads
using "Brake Caliper Bench Test" before install-
ing calipers.
2. Thoroughly clean all mounting surfaces of
wheel motor and brake components.
3. Lubricate the threads of capscrews (15, Figure
6-4) with simple lithium base chassis grease
(multi-purpose EP NLGI) or a rust - preventive
grease as specified in Section "A", "Standard
Charts And Tables". Install inside torque plate of
caliper (14), and spacer (16) with capscrews
(15). Tighten capscrews to standard torque.
NOTE: Refer to "Brake Disc Mounting Type" Chart to
determine which style of mounting and Figure number
is applicable. Then continue to Step 4, 5, or 6.
4. For Figure 6-4 only: Install bushing (3) into disc
(1). Install disc with four capscrews and wash-
ers (7) evenly spaced around disc and tighten.
5. For Figure 6-5 only:
a. Install one 0.625-11UNC x 6.00 inch
threaded alignment stud into top screw loca-
tion (7, Figure 6-5) on hub (8).
b. Install disc adapter (9) and brake disc (with
bushing) over stud. Install four capscrews
with washers (7) evenly spaced around disc
and tighten.
6. For Figure 6-6 only:
a. Install one 0.625-11UNC x 6.00 inch
threaded alignment stud into top screw loca-
tion (11, Figure 6-6) on brake hub (8).
b. Install inboard adapter (10) and disc adapter
(9) over stud. Install all capscrews and flat-
washers (11) and tighten to standard torque.
c. Install inboard disc (1) and bushing (3) with
four capscrews and flat washers (7). Tighten
capscrews, but not to standard torque.
7. Determine shim pack for proper lining clearance
as follows:
a. Measure dimension "A" (Figure 6-4) from the
front side of the torque plate (between the
two pistons) to the back side of brake disc.
b. Subtract dimension "A" from 1.565 in. (40.75
mm). The result is the required shim pack
thickness to be installed between disc and
the disc support.
c. Remove brake disc. Install clean shims and
re-install disc (with bushing) with all disc
mounting capscrews and flatwashers and
tighten to standard torque.
8. Install two 1.00-14UNS X 11.00 inch alignment
rods into the center bolt hole and bolt hole (8,
Figure 6-3) of inside torque plate. Install the
square spacer on the center rod and one round
spacer onto alignment rod in bolt hole (8).
9. Install the outside torque plate of caliper (14,
Figure 6-4) onto alignment rods. Be sure all pis-
tons are fully retraced into caliper housing.
Install brake linings (2), and the remaining round
spacer and capscrew and flat washer (4, Figure
6-3). DO NOT tighten capscrew at this time.
10. Install parking brake spacer (7) and parking
brake arm (5). Replace alignment rod with cap-
screw and flat washer (8). Remove center align-
ment rod and replace with capscrew/flat
washer. Tighten, but do not torque at this time.
Attach brake oil tube (6).
11. Install outboard disc support (5, Figures 6-4, 6-5
& 6-6) with capscrews and lockwashers (4).
12. Install outboard caliper support (11, Figure 6-4)
with capscrews and flatwashers (9 & 10).
13. Lubricate the threads of capscrews (12) with
simple lithium base chassis grease (multi-pur-
pose EP NLGI) or a rust - preventive grease as
specified in Section "A", "Standard Charts And
Tables". Install inside torque plate of caliper (13)
with capscrews (12). Tighten capscrews to
standard torque.
14. Install bushing (3) into outboard disc. Install disc
and bushing assembly with four evenly spaced
capscrews and flat washers onto disc support
(5). Tighten capscrews but do not torque.
NOTE: Determine shim pack as described in Step 7.
(See Figure 6-4).
15. Install spacers (6, Figure 6-1), brake linings (3),
outside torque plate (7), capscrews and flat-
washers (5) onto inside torque plate (8). Tighten
capscrews to 745 5 ft. lbs. (1010 7 N.m)
torque.
NOTE: Make sure carrier and lining assemblies are
hooked over spacers (6).
Rear Disc Brakes
16. Install and shim parking brake according to
"Parking Brake Installation".
17. Tighten all brake line connections.
18. Close all manual drain valves for all brake accu-
mulators.
19. Check hydraulic tank and, if necessary, add oil.
20. Bleed service and parking brakes to remove
trapped air as follows. The top service brake
can be bled at one bleeder screw. The lower
service brake must be bled at each piston hous-
ing, total of four.
a. Start engine to charge accumulators and
brake lines.
b. Attach hoses to bleeder screws to channel
oil away from brake linings.
c. Depress brake pedal and open bleeder
screws. Allow oil to flow until oil is free of air
bubbles.
d. Close bleeder screws and release brake
pedal.
21. If new service brake linings were installed, they
must be burnished prior to being put in service.
Refer to "Service Brake Conditioning" proce-
dure.
Disassembly of Brake Calipers
1. To remove pistons proceed as follows:
a. Connect the torque plate (2 or 5, Figure 6-8)
to an auxiliary hydraulic pressure source (be
certain this hydraulic source is compatible
with brake oil used in the caliper). Plug one
of the threaded ports in the torque plate and
use the other as an inlet port.
FIGURE 6-7. PISTON PULLER TOOL
Rear Disc Brakes
FIGURE 6-8. REAR DISC BRAKE ASSEMBLY
1. Bleeder Screw
2. Torque Plate
3. Spacer Block
4. Connector
5. Torque Plate
6. Machine Screw
7. Insulator
8. Piston & Inserts
9. Dust Boot
10. O Ring
11. Adjuster Sleeve
12. Compression Spring
13. Flatwasher
14. Retaining Ring
15. Adjusting Guide
16. Piston Housing
17. Bleeder Screw
18. Housing Plug
19. Capscrew
20. Flatwasher
21. O Ring
22. Disc & Bushing
23. Carrier &
Lining Assembly
24. Capscrew
25. Flatwasher
26. Spacers (two)
27. Capscrew
28. Tube & Nuts
29. Torque Plate Spacer
30. Shim
Rear Disc Brakes
b. Install a "C"-clamp covering both pistons. As
auxiliary pressure is applied, back the "C"-
clamp off slowly to allow the pistons to
emerge from the housing. Allow pistons to
extend until dust boots (9) are accessible.
DO NOT allow pistons to extend further until
dust boots are removed from groove in pis-
tons.
c. Carefully remove dust boots from pistons.
Release hydraulic pressure and remove pis-
tons by hand, being careful not to damage
dust boot.
NOTE: The pistons may also be removed by using a
puller tool as shown in Figure 6-7 Removal of piston
housing (16, Figure 6-8) from torque plate (2 or 5)
and removal of insulator (7) and dust boot (9) from
piston (8) must be performed first.
Refer to Steps 4 and 5.
2. Remove retainer ring (14), flat washer (13),
compression spring (12) and adjuster sleeve
(11) from pistons.
3. If insulators (7) are damaged, disassemble from
pistons (8) by removing the three machine
screws (6).
NOTE: To facilitate removal of screws, heat screws
to approximately 375
F (190
C).
4. Remove capscrews (19) and piston housings
(16) from torque plates (2 or 5).
5. Remove dust boot (9), piston O-ring (10) and
housing O-ring (21) from piston.
Inspection
1. Replace seals (10 & 21) and boots (9) when-
ever brake is disassembled.
2. Inspect adjuster guides (15) for surface damage
and tightness in piston housing (16). If guide
surface has nicks or other surface damage,
replace guide. If guides are loose, remove,
clean and dry threads. Apply non-permanent
thread adhesive (such as 3M's Scotch Weld #
2158 B/A) to threads of guide and install.
Tighten to 130-145 in. lbs. (14.7-16.4 N.m)
torque. Allow the appropriate time for adhesive
to set. Refer to manufacturer's instructions.
NOTE: The thread adhesive must withstand
temperature up to 350
F (177
C) and the type of fluid

used.
3. Inspect the inside diameter of adjuster sleeve
(11). If nicked or damaged, replace sleeve.
4. Inspect piston housings (16). Replace if
cracked. Remove scratches from sealing sur-
face with fine crocus cloth. Measure piston
housing bore:
2.635 in. (6.693 cm) Maximum I.D.
5. Inspect piston insulators (7). If broken, cracked
or warped they must be replaced.
6. Inspect piston (8). If the outside diameter is
scratched or nicked, replace piston.
Measure piston outside diameter:
2.625 in. (6.668 cm) Minimum O.D.
7. Inspect remainder of parts for damage. Replace
parts as necessary.
Caliper Assembly
When replacing rubber components the type of
brake actuating oil must be identified. Rubber
components for C-4 Hydraulic Fluid (mineral oil)
and ABF (brake fluid) are not interchangeable.
Use only rubber replacement components com-
patible with the HAULPAK
truck system.
1. Thoroughly clean all parts and lubricate with the
appropriate brake actuating fluid (C-4 hydraulic
oil for mineral oil system; ABF for brake fluid
system).
2. Install insulators (7, Figure 6-8) on pistons (8)
with machine screws (6) as follows:
a. Clean threads of machine screws to remove
old adhesive and other foreign material from
threads.
b. Apply a non-permanent thread adhesive
(such as 3M's Scotch Weld #2158 B/A) to
threads of machine screws (6).
NOTE: The thread adhesive must withstand
temperature up to 350
F (177
C).
c. Install machine screws (6) and tighten
securely. For best results allow adhesive to
cure per manufacturer's instructions.
3. Install adjuster sleeve (11), compression spring
(12) and flatwasher (13) into piston. Retain the
above parts in piston (8) with retainer ring (14).
4. If adjuster guide (15) was removed, replace
according to "Inspection", Step 2.
Rear Disc Brakes
5. Lubricate and install new piston O-rings (10)
into each piston housing (16). Make sure O-ring
grooves are clean.
NOTE: Lubricate seals with the appropriate brake
actuating fluid (C-4 hydraulic oil for mineral oil
6. Lubricate piston and insert piston into housing
(16), being careful not to damage piston seal
(10). Use a vise clamp or arbor press to force
adjuster sleeve (11) onto adjuster guide (15)
and push piston to bottom of housing.
7. Install boot (9) over piston and into grooves on
piston (8) and housing (16).
8. Install O-ring (21) into groove in housing (16).
9. Install piston and housing assemblies on torque
plate (2 or 5), making sure that the fluid port of
piston housing (16) are aligned with the fluid
ports of torque plates. Apply sealant to threads
of capscrews (19) and attach housings (16) with
capscrews (19) and flat washers (20). Tighten
capscrews to 24-26 ft. lbs. (32-35 N.m) torque.
age occurs during this test, the caliper assembly
must be rebuilt.
source.
Fabricate a block using rear lining backing plate as a
template. Thickness of plate for rear caliper should
be 1.0 in. (25.4 mm) thick.
1. If necessary, bolt caliper halves together with
mounting hardware or Grade 8 capscrews and
nuts of adequate diameter and length to
securely retain caliper halves together during
testing. Tighten capscrews and/or nuts to stan-
dard torque.
2. Install new lining assemblies and test block.
HAULPAK
truck (C-4 hydraulic oil for mineral oil

assembly.
leakage.
Step 6 and 7 three times.
source.
9. After caliper has been installed on wheel
assembly prior to lining installation, pry each
piston until fully retracted into caliper housing.
NOTE: Use adequate force to pry each piston
completely into caliper housing.
10. Install brake calipers according to "Installation"
instructions.
Rear Disc Brakes
BRAKE PAD CONDITIONING (BURNISH-
ING) PROCEDURE
General
These procedures apply ONLY to the brake lining
assemblies obtained from Haulpak Parts Dept. for
use on HAULPAK
Electric Drive Trucks equipped

with Carlisle (Goodrich) disc brakes.
Conditioning and burnishing of service brake linings
must be performed each time a new set of brake lin-
ings are installed, or before a new HAULPAK
Truck
is put into operational service. A surface pyrometer is
required to measure brake disc temperatures during
the conditioning procedures.
If "Brake Certification" type tests are to be run, all lin-
ings and discs should be new and the factory should
be notified. For in-service testing of service brakes,
new linings or discs are not necessary.
Front discs should be in serviceable condition with no
metal smearing or metal buildup from previous use
and not extensively rough or grooved. Inspect discs
for wear limits.
Rear discs will operate at higher temperatures and
can be dark blue in color and show periodic spots
[approximately 1.5 in. (3.8 cm) in size] and still be
serviceable. A disc that is extremely heat-checked
with radial cracks open to show a gap should not be
used.
IMPORTANT! To prevent lining damage during
burnishing, as well as for stop distance tests, release
the brakes as quickly as possible at the end of each
cycle or stop.
The burnish procedure consists of:
1. Alternately applying and releasing the service
brakes until the recommended brake disc sur-
face temperature is reached: then allow brakes
to cool. Cool brakes, if necessary, by driving
machine. (Rear brakes will normally cool faster
than fronts.) Repeat cycle 3 - 4 more times.
2. To expedite the burnishing cycles of heating
and cooling, operate the brakes on only one
axle at a time, so that the other system will be
cooling (operate front brakes with rear brakes
disconnected, or rear brakes with front brakes
disconnected).
3. The recommended order for burnishing is:
Front, Rear, Front, Rear, Front, Rear, and Front.
Carlisle Armature Speed Disc Brakes
Conditioning (Burnishing) Rear Brakes
ramps are necessary for any stopping perfor-
mance tests.
1. Front brakes will require burnishing indepen-
dently from rear brakes in order to control disc
temperatures Refer to Temporary Disconnect
Procedures on the following pages.
NOTE: Heavy smoke, flames, and foul odor
from brake linings is normal during burnishing
procedures.
2. Temporarily disconnect the FRONT brakes
(refer to Temporary Disconnect Procedures).
Electric Propulsion drops out when rear brake
pressure is sensed, therefore burnish by bring-
ing the truck speed up to about 18 mph and
snubbing the brakes to slow truck to about 8
mph. Continue until a pyrometer applied to the
disc on the lining rubbing surface indicates
700
F - 750
F (371
C - 400
C).
NOTE: The Override Switch on the instrument
panel must be depressed and held by the oper-
ator in order to propel the truck with the brakes
applied.
3. Permit brake discs to cool to 350
F (177
C) or
below. (This can require up to 30 minutes
depending on the ambient air temperature and
beginning surface temperature of the disc.)
4. Repeat the above as necessary to achieve a
disc temperature of 800
F - 850
F (427
C -
455
C). Smoke and foul odor are normal.

Take the temperatures as rapidly as possible,
then as quickly as possible, start the truck in
motion to cool the brakes.
5. RECONNECT front brakes (refer to Temporary
Disconnect Procedures). Insure rear brakes
are functioning properly.
6. Allow brakes to cool to 225
F (121
C) or below
before running any brake performance tests or
placing truck into operation.
Rear Disc Brakes
BLEEDING PROCEDURE
Attach brake lines and bleed brake calipers accord-
ing to the following instructions:
1. Fill hydraulic tank per procedure and close
brake accumulator drain valves, if open.
valve of each caliper, direct hose away from
brake assembly and into a container to catch
excess oil.
3. With engine at idle, make partial brake applica-
tion of dual brake controller, maintain partial
application, open bleeder valve until a clean
stream of oil is discharged from caliper. Close
bleeder valve.
4. Repeat above Steps until all air is bled from all
calipers.
5. Check hydraulic reservoir level as bleeding
takes place, maintain correct level.
All new brake linings should be burnished prior
to being put in service. Refer to " Service Brake
Conditioning" .
6. Before returning truck to production, brake lin-
ing must be burnished.
TEMPORARY DISCONNECT PROCE-
DURES FOR DISABLING FRONT
BRAKES
accumulators.
The location for disconnecting the front brakes is dif-
ferent for the model 830E than for the 445E, 510E,
630E, and 685E HAULPAK
Truck Models.
Rear Disc Brakes
for Disabling Front Brakes For Models
445E, 510E, 630E, and 685E HAULPAK
Trucks
2. Disconnect "BF" line (1, Figure 5-9) from tee fit-
ting on differential pressure manifold inside the
brake control cabinet.
3. Install a #8, 0.75 x 16UNF-2B, 37
flare Cap Nut

(WA2567 or equivalent) on fitting. Tighten Cap
Nut to standard torque. Cap or plug line to pre-
vent contamination of system.
5. Condition (burnish) rear brakes according to
7. Remove Cap Nuts and plugs (installed, step 3)
and reconnect line (1). Tighten to standard torque.
for Disabling Front Brakes For Model
830E HAULPAK
Trucks
1. Relieve stored pressure in hydraulic system
according to the previous "WARNING" instruc-
tions.
2. Disconnect "BF" hydraulic tube (5, Figure 5-10)
at both ends inside brake control cabinet. Install
a #8, 0.75 x 16UNF-2B, 37
flare Cap Nut

(WA2567, or equivalent) on each fitting where
tube was removed. Tighten caps to standard
torque to prevent leakage. Cap or plug tube to
from the operator's brake pedal to the front
brakes. There will be a noticeable loss of "brak-
ing action" at the pedal. However, this method
of temporarily disabling the brakes will still per-
mit the application of Brake Lock, in the event of
an emergency.
4. Condition (burnish) rear brakes according to
6. Remove Cap Nuts and reinstall tube (5).
Tighten tube nuts to standard torque.
according to bleeding procedures..
FIGURE 6-9. 445E/510E/630E/685E BRAKE
CABINET
1. BF Brake Line
2. B2 Brake Line
3. B1 Brake Line
4. Bleed Valve Handles
FIGURE 6-10. 830E BRAKE CABINET
1. BR Hydraulic Tube
2. Rear Brake
Accumulator
3. Brake Manifold
4. Front Brake
Accumulator
5. BF Hydraulic Tube
6. Brake Lock Shuttle
Valve
ROCKWELL ARMATURE SPEED REAR DISC BRAKES
REAR BRAKES
Each rear wheel service brake assembly consists of
two discs, each with a four piston caliper and a lining
on each side of the disc. Both discs are attached by
adapters to the wheel motor armature. Also mounted
on each wheel motor is a dual piston, two lining caliper
acting on each outboard disc as a parking brake.
NOTE: Some trucks may be equipped with with TWO
(2) Park Brake Calipers per wheel. Service and adjust-
ment for these calipers are the same as presented
here.
A constant brake-release clearance between pistons
and linings, and lining and disc, is maintained by an
automatic adjustment feature of the piston subassem-
bly. As lining wears, the position of grips on a return
pin advances to allow maximum piston force to be
applied to lining. Upon brake release, the piston is
retracted by a return spring for the amount of the
predetermined clearance.
CALIPER, DISC, AND PARKING BRAKE
switch is "Off" and drain valves on brake accumu-
lators are opened and steering accumulator is bled
down. Turn steering wheel to be sure steering
accumulator is completely bled down.
CaIiper, Disc, And Parking Brake RemovaI
NOTE: For electric wheels equipped with a two-piece
brake hub adapter (9 & 20, Figure 6-3), follow the
instructions below.
For electric wheels equipped with a one-piece wheel
adapter (16, Figure 6-3A), refer to page 4.
NOTE: The Park Brake caliper may be removed from
either wheelmotor without disassembly of other brake
components.
1. Securely block wheels to prevent truck movement.
2. Remove rear wheel cover.
3. Open the highest bleeder valve (5, Figure 6-2) and
attach a bleeder hose to the lowest bleeder valve
(6). Open bleed valve and allow oil to drain into a
container. Disconnect and remove brake supply
tubes from service and park brake calipers. Take
care to prevent hydraulic oil from coming in con-
tact with commutator and brushes of wheelmotor.
4. Disconnect brake line connected to the park brake
caliper.
5. Loosen jam nut (4, Figure 6-1) on park brake
adjustment bolt (5). Loosen clamping capscrew
(6) one turn and back out adjustment bolt (5) six
turns to release park brake linings from outer disc.
6. Support park brake caliper and remove capscrews
(2) securing caliper (1) to park brake mounting
bracket (3). Remove caliper from disc.
7. Remove crossover tube (4, Figure 6-2) from upper
service brake caliper. Remove crossover tube on
lower brake assembly.
8. Removal of brake caliper is easier with linings
removed. Remove retainer capscrews (1), lining
retainers (2) and linings.
FGURE 6-1. PARKNG BRAKE
1. Parking Brake Caliper 4. Jam Nut
2. Capscrew 5. Adjustment Bolt
3. Mounting Bracket 6. Clamping Capscrew
J06007 11/01 Rockwell Armature Speed Rear Disc Brakes J6-1
with Rockwell Park Brake
9. Remove two center caliper mount capscrews (4,
Figure 6-3) from outboard caliper and install two
0.875 in., 9 UNC x 14 in. studs.
10. Remove two remaining caliper mount capscrews
and remove outer half of caliper (5).
11. Support disc (16) and remove disc mount cap-
screws (15) and washers. Slide disc from out-
board adapter (8). Shims (13) will be found
between disc and adapter. Remove bushing (14)
and inner half of caliper (5). Remove park brake
bracket (3).
12. Remove capscrews and flatwashers (11). Remove
adapter (8).
Figure 6-3) from outboard caliper and install two
15. Support disc (19) and remove capscrews and
flatwashers (12). Remove inboard disc (19). Re-
move shims (6) and bushing (10).
16. Remove inner half of caliper (18).
17. Remove capscrews and flatwashers (7) and re-
move adapter (9).
move adapter (2).
CaIiper, Disc, And Parking Brake InstaIIation
1. f removed, install adapter (2, Figure 6-3) and
secure in place with capscrews and flatwashers
2. nstall adapter (9) on armature shaft drive (20) and
(7). Tighten hex head capscrews (7) to standard
torque. Tighten 12 point head capscrews (7) to
212 20 ft.Ibs (287 27 N.m) torque.
3. nstall disc (19) with four equally spaced cap-
screws. Tighten capscrews, but do not tighten to
final torque at this time.
4. Measure and record distance from inner caliper
mount surface to inside face of inner brake disc
(19), (Dimension "A", Figure 6-3).
NOTE: All measurements in the following references
are inches, unless otherwise stated.
5. Subtract dimension "A" from 4.375 in (11.113 cm).
The difference is shim pack thickness to be placed
between inner disc (19) and disc adapter (9).
6. Select shim pack as follows:
Example: f result found in Step 5 is 0.051", then
0.051 is between 0.045 - 0.055 in Shim Pack Chart.
This range indicates one 0.010 in. shim and one
0.040 in. shim is required to provide correct shim
pack thickness.
7. Remove disc mounting capscrews (12) and disc
(19).
8. nstall two 7/8 UNC - 16 in. studs in the two center
caliper mounting capscrew holes for caliper (18).
9. nstall inner brake caliper half (18).
10. nstall shim pack, determined in Step 5, on inner
disc adapter (9) and install inner disc (19) and
bushing (10).
11. nstall capscrews and flatwashers (12). Tighten
capscrews (12) to standard torque.
12. nstall outer half of caliper (18) and the outer two
capscrews and flatwashers (17).
13. Remove studs, install center two capscrews.
Tighten all capscrews (17) to 580 ft.Ibs. (786
N.m) torque.
14. nstall outer disc adapter (8). nstall capscrews
and flat washers (11). Tighten hex head cap-
screws (11) to standard torque. Tighten 12 point
head capscrews (11) to 212 20 ft.Ibs (287 27
N.m) torque.
FGURE 6-2. BRAKE CALPER
1. Capscrews 4. Crossover Tube
2. Retainer 5. Bleed Valve
3. Calipers 6. Bleed Valve
J6-2 Rockwell Armature Speed Rear Disc Brakes J06007 11/01
SHIM PACK CHART
Shim Pack
Required (inch)
0.010 in. Shim
Quantities
0.040 in. Shim
Quantities
0.000 0.005 0 0
0.005 0.015 1 0
0.015 0.025 2 0
0.025 0.035 3 0
0.035 0.045 0 1
0.045 0.055 1 1
0.055 0.065 2 1
0.065 0.075 3 1
0.075 0.085 0 2
0.085 0.095 1 2
0.095 0.105 2 2
0.105 0.115 3 2
0.115 0.125 0 3
0.125 0.135 1 3
0.135 0.145 2 3
0.145 0.155 3 3
0.155 0.165 0 4
0.165 0.175 1 4
0.175 0.185 2 4
15. nstall two 7/8 UNC-16 in. studs in the two center
caliper mounting capscrew holes for the upper
brake caliper (5).
16. nstall park brake bracket (3).
17. nstall outboard disc (16) with four equally spaced
mounting capscrews (15). Tighten, but do not
establish final torque at this time.
18. Measure distance from outer face of park brake
bracket (3) [ caliper mounting surface] to inner
face of outboard disc (Dimension "B", Figure 6-3).
19. Subtract distance determined in Step 18 from
4.375 in (11.113 cm). This difference is the shim
pack thickness to be placed between adapter (8)
and outer brake disc (16). Refer to Shim Pack
Chart.
20. Make up shim pack from Shim Pack Chart.
21. Remove outer disc and install inner half of caliper
(5) over the two studs.
22. nstall shim pack determined in Step 19 on adapter
(8).
23. nstall outboard disc (16) and bushings (14). nstall
capscrews and flatwashers (15). Tighten cap-
screws to standard torque.
24. Remove studs and install outer caliper half (5) and
FGURE 6-3. REAR DSC BRAKE
(For trucks equipped with two-piece adapter, 9 & 20)
1. Capscrew/Flatwasher 11. Capscrew/Flatwasher
2. Adapter 12. Capscrew/Flatwasher
3. Park Brake Bracket 13. Shim
4. Capscrew/Flatwasher 14. Bushing
5. Brake Assembly 15. Capscrew/Flatwasher
6. Shim 16. Disc
7. Capscrew/Flatwasher 17. Capscrew/Flatwasher
8. Adapter, Brake Disc 18. Brake Assembly
9. Adapter, Brake Disc 19. Disc
10. Bushing 20. Armature Shaft Drive
25. nstall linings (Refer to "Lining Replacement").
26. nstall bleeders in both calipers. nstall crossover
tubes and brake lines.
27. nstall park brake caliper, refer to "Park Brake
Caliper nstallation".
28. Brakes must be bled and burnished before truck
is returned to production. Refer to "Bleeding" and
"Service Brake Conditioning" procedure.
CALIPER, DISC, AND PARKING BRAKE
REMOVAL
[For trucks equipped with one-piece adapter (16,
Figure 6-3A)]
NOTE: Refer to "Caliper, Disc, and Parking Brake
Removal", Steps 1-6 (page 1) to remove the park brake
caliper.
1. Remove crossover tube (4, Figure 6-2) from upper
service brake caliper. Remove crossover tube on
lower brake assembly.
2. Removal of brake caliper is easier with linings
removed. Remove retainer capscrews (1), lining
retainers (2) and linings.
Figure 6-3A) from outboard caliper and install two
5. Support outer disc (12) and remove disc mount
capscrews (11) and washers. Slide disc from out-
board adapter (10). Shims (7) will be found be-
tween disc and adapter. Remove bushing (8) and
inner half of caliper (5). Remove park brake
bracket (4).
6. Remove capscrews and flatwashers (9). Remove
adapter (10).
7. Remove two center caliper mount capscrews (13)
from inboard caliper and install two 0.875 in., 9
UNC x 14 in. studs.
9. Support inner disc (12) and remove capscrews
and flatwashers (11). Remove inboard disc (12).
Remove shims (7) and bushing (8) between disc
and adapter.
10. Remove inner half of caliper (14) and spacer (15).
move adapter (2).
FGURE 6-3A. REAR DSC BRAKE
1. Wheel Motor
2. Adapter
3. Capscrew
4. Park Brake Bracket
5. Brake Assembly
6. Capscrews/Flatwashers
7. Shims
8. Bushing
9. Capscrew
10. Adapter, Brake Disc
11. Capscrews & Flatwashers
12. Disc
13. Capscrews & Flatwashers
14. Brake Assembly
15. Spacer
16. Adapter/Armature Shaft Drive
(For trucks equipped with one-piece adapter, 16)
CaIiper, Disc, And Parking Brake InstaIIation
1. f removed, install adapter (2, Figure 6-3A) and
2. nstall two 7/8 9 UNC - 14 in. studs in two center
caliper mounting capscrew holes (in place of cap-
screws 13). nstall spacer (15) and secure in place
with two 0.875 - 9 UNC - 2.5 in. capscrews and
two flat washers. Tighten capscrews securely, but
not to standard torque.
3. nstall inboard disc (12) with four equally spaced
capscrews with flatwashers. Tighten capscrews,
but do not tighten to final torque at this time.
4. Measure and record distance from inner caliper
mount surface (on spacer 15) to inside face of
inner brake disc (12), Dimension "A", Figure 6-3A.
NOTE: All measurements in the following references
are inches, unless otherwise stated.
5. Subtract dimension "A" from 4.375 in. The differ-
ence is shim pack thickness to be placed between
inner disc (12) and one-piece disc adapter (16).
6. Refer to "Shim Pack Chart" and select shim pack
as follows:
Example: f result found in Step 5 is 0.051", then 0.051
is between 0.045 - 0.055 in Shim Pack Chart. This
range indicates one 0.010 in. shim and one 0.040 in.
shim is required to provide correct shim pack thick-
ness.
7. Remove disc mounting capscrews (11) and inner
disc (12).
8. Remove the two 0.875 - 9 UNC - 2.5 in. capscrews
securing spacer (15).
9. nstall inner brake caliper half (14) over the two
studs and spacer (15).
10. nstall shim pack (7), determined in Step 5, on
inner one-piece disc adapter (16) and install inner
disc (12) with bushing (8).
11. nstall all capscrews and flatwashers (11) to inner
disc. Tighten capscrews (11) to standard torque.
12. nstall outer brake caliper half (14) and two cap-
screws and flatwashers (13).
13. Remove the two studs in the center and install two
capscrews (13) and hardened flatwashers.
Tighten all capscrews (13) to standard torque.
14. nstall outer disc adapter (10). nstall capscrews
and flat washers (9). Tighten 12 point head cap-
screws (9) to standard torque.
15. nstall two 7/8 UNC-14 in. studs in the two center
caliper mounting capscrew holes for the upper
brake caliper (5).
16. nstall park brake bracket (4) over the two studs
and secure in place with two 0.875 - 9 UNC - 2.5
in. capscrews and two flat washers. Tighten cap-
screws securely, but not to standard torque.
17. nstall outboard disc (12) with four equally spaced
mounting capscrews (11). Tighten, but do not
tighten to final torque at this time.
18. Measure distance from outer face of park brake
bracket (4) [ caliper mounting surface] to inner
face of outboard disc (Dimension "B", Figure 6-
3A).
19. Subtract distance determined in Step 18 from
4.375 in (11.113 cm). This difference is the shim
pack thickness to be placed between adapter (10)
and outer brake disc (12).
20. Make up shim pack from Shim Pack Chart.
21. Remove capscrews (11) and outer disc (12).
22. nstall the shim pack (7) determined in Step 19
between outboard disc (12) and adapter (10).
23. nstall outboard disc (12) with bushing (8). nstall
capscrews and flatwashers (11). Tighten cap-
screws (11) to standard torque.
24. nstall outboard caliper half (5) and secure in place
with the outer capscrews and flatwashers (6).
Remove the two studs in the center holes and
install the remaining two capscrews (6) with wash-
ers. Tighten capscrews (6) to standard torque.
25. nstall linings (Refer to "Lining Replacement").
26. nstall bleeders in both calipers. nstall crossover
tubes and brake lines.
27. nstall park brake caliper, refer to "Park Brake
Caliper nstallation".
28. Brakes must be bled and burnished before truck
is returned to production. Refer to "Bleeding" and
"Service Brake Conditioning" procedure.
CALIPER PISTON ASSEMBLY
Piston AssembIy RemovaI
1. Position brake caliper so that return pin nut (1) is
in an upright position. (Refer to Figure 6-7).
2. Hold return pin (10) in place with a narrow bladed
screwdriver or hex key wrench and remove nut
(1).
3. Using a 0.25 in. (6.35 mm) diameter copper or
brass drift and a plastic mallet, gently tap on the
end of the pin to drive piston assembly from
housing. Carefully remove dust shield (12) from
groove of housing and from groove in piston.
4. Remove O-ring seal (7) and backup ring (16) from
the housing using a soft non-metallic round edged
tool.
5. Necessary functional inspections of piston return
mechanism can be made without disassembly of
piston assembly. Piston assembly may be disas-
sembled for detailed inspection, reassembled and
readjusted.
6. f piston assembly can be cleaned thoroughly
without disassembly, and if piston surface condi-
tion is acceptable for reuse, then piston assembly
can be functionally inspected for operation of the
return mechanism, and if satisfactory, returned to
service.
Piston AssembIy Inspection
1. nspect piston surfaces for nicks, scratches or rust.
2. nspect housing bore for nicks, scratches or rust.
Minor nicks, scratches and rust can be removed
with fine emery cloth providing the following wear
limits are not exceeded:
Piston O.D. 2.621 in. (66.5 mm) minimum
Housing Bore .D. 2.630 in. (66.8 mm)maximum
Replace parts if worn beyond these limits.
Piston AssembIy InstaIIation
1. Lubricate pistons, seals, and housing bores with
clean C-3 hydraulic oil.
2. nstall piston O-ring (7, Figure 6-7) into housing
seal groove and push to bottom of groove.
(Considering opening to housing bore as top.)
3. nstall backup ring (16) into top of housing seal
groove with concave or curved side against O-
ring.
4. With brake housing lying on mounting face, gently
push piston assembly (7, Figure 6-4) past piston
seal assembly (5) until O-ring (3) and washer (2)
are seated in bottom of cavity.
5. nstall new or reusable dust shields (6). Keep these
parts free of lubricant.
When installing dust shields, avoid applying pres-
sure on shields over sharp edge of shield groove
surrounding piston cavities. Underside of shields
can be cut if care is not taken and cause failure of
shields in service.
6. Position and support housing assembly on bench
with return pins up. nstall return pin nuts with
washers (4, Figure 6-7) where required. Hold re-
turn pin from turning with a narrow-bladed screw-
driver or hex key wrench, and tighten nuts to 135
15 in.Ibs. (15.3 1.7 N.m) torque.
DO NOT tighten nuts with hydraulic pressure ap-
plied to piston or caliper assembly.
7. Place brake housing assembly on arbor press,
press piston assembly into cavity to fully retracted
position as shown in Figure 6-5.
FGURE 6-4. PSTON ASSEMBLY NSTALLATON
1. Brake Housing 4. Return Pin Nut
2. Return Pin Washer 5. Piston Seal Assembly
3. O-Ring 6. Dust Shield
7. Piston Assembly
NOTE: If desired, installation of brake housing compo-
nents may be temporarily withheld to perform a "Func-
tional Test".
8. nstall all fittings with new packings into correct
position in brake housings.
9. For ease of brake caliper installation do not install
linings and retaining plates in calipers. "Bench
Test" should be performed on brakes calipers
before installation.
FUNCTIONAL TEST
OF PISTON ASSEMBLY
NOTE: Perform functional test prior to disassembling
piston assembly to determine if any components re-
quire replacement. To assure proper operation, also
perform functional test prior to installing piston assem-
bly in caliper housing, if disassembled.
Return Spring Force
Return spring (14, Figure 6-7) captured between outer
spring guide (8) and spring retainer (5), exerts a return
force, through spring retainer (5) and threaded retain-
ing ring (4) on piston (11). With brake applied (spring
compressed to a minimum height) return spring force
should be between 180-250 lb. (800-1112 N).
BuiIt-In CIearance
This is the amount piston will retract when brake pres-
sure is released. Piston is retracted by force of piston
return spring (14, Figure 6-7). Required built- in clear-
ance is 0.065-0.073 in. (1.65-1.85 mm), obtained by the
setting of threaded retaining ring (4).
1. The piston subassembly can be inspected for
required return spring force and built-in clearance
adjustment at the same time. Use the set-up on a
spring checker as shown in Figure 6-8.
2. Set up dial indicator between arbor of spring
checker and table.
3. Place sleeve (A, Figure 6-6) over return pin, lower
arbor and fully compress spring (indicator pointer
will stop moving).
4. With spring compressed, set indicator dial to zero.
5. Raise arbor slowly until spring checker force scale
reads zero, reading on indicator dial will be the
built-in clearance which should be 0.055-0.073 in.
(1.65-1.85 mm).
6. Lower arbor slowly until dial indicator reads zero,
reading on spring checker force scale will now
indicate the return spring force which should be
180-250 lbs. (808-1112 N) force.
7. Slowly raise and lower arbor several times to varify
both built-in clearance and spring force measure-
ments. f measurements are outside this range,
remove lockwire (15, Figure 6-7), lower arbor until
spring is fully compressed, screw threaded retain-
ing ring clockwise until bottomed (a spanner
wrench is recommended for this) then back off
one full turn (minimum), plus any additional
amount to reach the next locking position, raise
arbor and install lockwire. Recheck for correct
built-in clearance adjustment by repeating Steps
3, 4 & 5).
FGURE 6-5. PSTON NSTALLATON
(Retracted Position)
1. Brake Housing 3. Arbor Press
2. Piston Assembly
FGURE 6-6. GRP SPACE AND
NSTALLATON SLEEVES
NOTE: The ends of both pieces must be flat and parallel.
8. Return spring force indication, Step 6, should be
a minimum of 180 lbs. (808 N) when fully com-
pressed in the piston subassembly. Although suf-
ficient force will still exist to return the piston when
force is as low as 135-140 lbs. (606- 628 N) and
under emergency conditions may continue to be
used, although it is recommended that piston
assembly be disassembled and the spring re-
placed. Return spring (14, Figure 6-7) should then
be inspected for evidence of permanent set.
NOTE: Whenever a spring is found to exert too low a
force, it is probable that all other return springs from
the same brake assembly will measure the same low
value. High brake temperature can cause permanent
spring set, hardening of piston seals and blue coloring
of lining backer plates.
Grip Force
This is the force that is required to make the pair of grip
assemblies (6, Figure 6-7) slip on return pin (10). Grip
force should always be a minimum of approximately
two times the return spring force. The slip force of a
pair of grips will normally measure between 400 (1779
N) and 800 lb. (3558 N). f it is necessary to measure
force required to slip the return pin in grip assemblies
while installed in this piston assembly, it will be neces-
sary to provide several special tools, such as those
illustrated in Figure 6-9 & 6-10 or tools that will perform
equivalent functions. Special tool as shown in Figure
6-9, (calibrated spring pod) need not be provided if a
hydraulic press is available with a pressure gauge
calibrated to read pounds of force exerted by the ram.
A typical hydraulic press with an effective ram area of
3.53 sq. in. (22.7 cm
2
will exert a force of 400 lb. (1779
N) at a pressure reading of 113 psi (779 kPa) and 800
lb. (3558 N) at a pressure reading of 226 psi (1558 kPa).
Gauge readings of 110 psi (758 kPa) minimum and 230
psi (1558 kPa) maximum will be sufficient for the meas-
urement of grip force. A gauge of about 500 psi (3447
kPa) should be used, with a shutoff valve provided
between pump and gauge to protect gauge from dam-
age when press is used for higher pressure duty. Pump
pressure should be applied slowly. Where a hydraulic
press is not available, refer to illustration in Figure 6-10
for special tool, (or similar), used in conjunction with a
standard arbor press, to make grip force measure-
ments. To make grip force measurements, use the
special tools illustrated in Figures 6-9 & 6-10.
FGURE 6-7. DSC BRAKE PSTON ASSEMBLY
1. Return Pin Nut 9. nner Spring Guide
2. O-Ring 10. Return Pin
3. Washer 11. Piston
4. Retaining Ring 12. Dust Shield
5. Spring Retainer 13. Brake Caliper
6. Grip Assembly 14. Piston Return Spring
7. O-Ring 15. Lockwire Ring
8. Outer Spring Guide 16. Backup Ring
FGURE 6-8. CHECKNG SPRNG FORCE AND
BULT-N CLEARANCE ADJUSTMENT
1. Normally, piston assembly will be removed from
brake assembly with return pin in an extended
position. Set calibrated spring pod (Figure 6-9) on
table of arbor press, place piston assembly on top
of spring pod and apply arbor force slowly to
return pin to retracted position. Pin should slip
between 400-800 lb. (1779-3558 N) scribed marks
on spring pod.
2. f slippage definitely occurs before the 400 lbs.
(1779 N) mark on spring pod, grips and return pin
should be replaced. Slippage above the 800 lb.
(3558 N) limit is unlikely, but if this occurs return
pin and grip assembly should be removed and
inspected for grip slippage, and return pin exam-
ined for damage. f slippage of return pin and grip
assemblies are over 800 lb. (3558 N), pins and grip
should also be replaced.
3. Return pin should be placed in extended position
when assembling into brake caliper for a special
pin retraction tool (Figure 6-10) or equivalent, is
required for this. nsert piston assembly in tool
and secure firmly with knurled nut. Place pin re-
turn tool/piston assembly combination on arbor
press table, drop in 3 dowel pins as indicated,
place spring pod tool on top of dowels, apply
force slowly to top of spring pod and again ob-
serve if grip slippage occurs within the prescribed
limits.
Grip Force Measurement
To measure grip force of grip assemblies installed on
return pin, it is necessary to have available either a
force calibrated hydraulic press, or a calibrated spring
pod (Figure 6-9) used with a standard arbor press.
Do not use spring checker for making grip force
measurements. Sudden grip force release can de-
stroy calibration and possibly result in damage to
checker.
1. Place spring pod on arbor press table, use sleeves
A & B (Figure 6-6) as illustrated in Figure 6-11 to
move grips back and forth several times on return
pin.
2. Apply force slowly, observe that slippage occurs
between the 400 (1779 N) and 800 lb. (3558 N)
markings on spring pod.
FGURE 6-9. CALBRATED SPRNG POD
NOTE: The spring for the calibrated spring pod is from
Danly Machine Corporation, Spring Part Number 9-
3218-21. If Danly spring is not available, use an equiva-
lent, stamping die spring, with these specifications.
2.00 in. (5.08 cm) Hole Diameter
1.00 in. (2.54 cm) Rod Diameter
4.50 in. (11.43 cm) Free Length
590 lbs/in. (2624 N/cm) Force Required to Deflect
FGURE 6-10. RETURN PN RETRACTON TOOL
3. f slippage occurs between the specified force
limits, move grips to position on pin (shown in
Figure 6-13) and install in piston assembly.
4. f slippage occurs below the 400 lb. (1779 N) limit,
either grips or grips and return pin assembly must
be replaced. Use sleeve (A) (Figure 6-6) and arbor
press to slip both grips off return pin. nspect
return pin for nicks and wear. Slight nicks that can
be polished out by hand can be reused, if sub-
sequent slip inspection is acceptable. Any rework
of return pin should be avoided unless absolutely
necessary. Burred threads can be repaired by use
of a 3/8-24 UNF 3 thread die. Bent, battered or
badly worn return pins must be replaced.
Grip assemblies and return pins are critical items
in the operation of the piston return mechanism
and should not be mishandled. Under no circum-
stances should pin diameter be clamped in a vise
or gripped with pliers. In normal use, surface of pin
will show only a very slow rate of wear and both
pins and grips will normally last through many
brake lining changes and brake overhauls.
5. nstall grips on return pin, as illustrated in Figure
6-13. Position grip and pilot pin assembly as
shown to transfer grip assembly from pilot pin to
piston return pin. Second grip should be seated
firmly against first, after which slip force should be
checked as previously described. After correct
slippage is verified, position of grips on pin should
remain as shown in Figure 6-13, for piston assem-
bly.
Spring Force Measurement
1. nspect return spring for a free height dimension
of 1.888 in. (30 mm). A measured height of less
than 1.125 in. (28.5 mm) is an indication that brake
assembly has been subjected to high temperature
operation, resulting in permanent set of spring.
This will result in loss of spring force at working
height.
2. Measure spring force at maximum service deflec-
tion on a spring checker. Use the outer spring
guide (8, Figure 6-7) for test setup purposes, as
shown in Figure 6-12.
FGURE 6-11. GRP FORCE SLPPAGE CHECK
FGURE 6-12. MEASURNG SPRNG FORCE
a. Set up dial indicator spring between checker
arbor and table.
b. Place outer spring guide under checker arbor.
c. Lower arbor firmly onto spring guide and hold
arbor in this position.
d. Set indicator dial to zero (Figure 6-12) and raise
arbor.
e. Place spring over spring guide and lower arbor
slowly until dial indicator again reads zero.
f. Read spring force on checker scale (Figure
6-12).
3. The value read in Step 2 (f.) is the spring return
force exerted by spring the under maximum de-
flection while installed in the piston assembly.
Because of manufacturing tolerances, this can be
as low as 180 lb. (800 N), but will usually measure
greater than 200 lb. (890 N). t is recommended
that springs measuring a force of 180 lbs. (800 N)
or less under these test conditions be replaced.
DisassembIy of Piston AssembIy
To disassemble piston assembly for separate inspec-
tion of return spring (14, Figure 6-7), return pin and grip
assembly (6), proceed as follows:
1. Remove O-ring (2, Figure 6-7) and return pin
washer (3) from return pin.
2. Remove lockwire ring (15).
3. Place piston assembly on arbor press table, place
sleeve (A) special tool illustrated in Figure 6-6 or
equivalent) over return pin, lower arbor and fully
compress return spring (Figure 6-14) and hold.
4. Back out threaded retaining ring (4, Figure 6-7).
With compression relieved, threaded ring can
usually be unscrewed by hand. f threads are
burred it may be necessary to use a spanner
wrench. Spanner wrench may also be necessary
for assembly and for setting of built-in clearance.
5. Slowly raise arbor until all compression on the
piston return spring (14) is relieved.
FGURE 6-13. GRP NSTALLATON
FGURE 6-14. RETANER RNG REMOVAL
AssembIy of Piston AssembIy
1. Assemble inner spring guide (10, Figure 6-15),
return pin and grip assembly (8 & 9) and spring
retainer (5) loosely into piston (11).
2. Using sleeve (A), (Figure 6-6) install sleeve over
return pin against spring retainer.
3. Apply force with a press to fully compress return
spring.
4. With spring compressed, turn (clockwise direc-
tion) threaded retaining ring (2, Figure 6-15) down
against spring retainer. Use a spanner wrench to
be certain retaining ring is fully bottomed.
5. Continue holding spring compression and turn
retaining ring one full turn (minimum) counter-
cIockwise, plus any additional amount (1/8 turn
max.) to allow for lockwire installation. This pro-
vides the necessary built-in clearance adjustment
required for piston retraction after brake release.
6. nstall lockwire ring (1).
7. Lubricate cylinder walls, threads, seals, piston seal
surfaces, etc. with clean C-3 hydraulic oil.
8. nstall return pin washer (4, Figure 6-15) on piston
assembly return pin (8) and install new return pin
O-ring (3).
9. nstall dust shield (12) in groove of piston (11).
10. Refer to "Caliper Piston nstallation".
BENCH TEST
The purpose of this test is to verify that overhaul of the
calipers was performed satisfactorily. f any leakage
occurs during this test the caliper assembly must be
rebuilt.
A hydraulic supply with sufficient volume and pressure
capacity to extend piston assemblies will be necessary.
A gauge of 0-2000 psi (0-14 MPa) should be placed in
the output line of the hydraulic source.
Fabricate two blocks using (front and rear) lining back-
ing plates as templates. Thickness of plate for the front
caliper should be 1.25 in. (31.75 mm) thick. Thickness
of plate for rear caliper should be 1.0 in. (25.4 mm)
thick.
1. f necessary, bolt caliper halves together with
mounting hardware or Grade 8 capcrews and
nuts of adequate diameter and length to securely
retain caliper halves together during testing.
Tighten capscrews and/or nuts to standard
torque.
2. nstall new lining assemblies and appropriate test
block for caliper being tested.
FGURE 6-15. PSTON ASSEMBLY
1. Lockwire Ring 7. Outer Spring Guide
2. Retaining Ring 8. Return Pin
3. O-Ring 9. Grip Assembly
4. Return Pin Washer 10. nner Spring Guide
5. Spring Retainer 11. Piston
6. Piston Return Spring 12. Dust Shield
Komatsu truck.
assembly.
6. Gradually increase hydraulic pressure to 1200 psi
(8.4 MPa), observing piston assembly for leakage.
7. Reduce pressure to 0 psi (0 MPa) and repeat Step
6 three times.
8. f no leakage has been observed, reduce pressure
to 0 psi (0 MPa) and disconnect hydraulic source.
9. After caliper has been installed on wheel assembly
prior to lining installation, pry each piston until fully
retracted into caliper housing.
NOTE: Use adequate force to pry each piston into
caliper fully into housing.
10. nstall brake calipers according to "nstallation"
instructions this Section.
BRAKE LINING
RepIacement
nspect brakes periodically for wear. Linings must be
replaced when lining material has been worn to a
minimum of 0.31 in. (7.8 mm). Use of linings beyond
this wear limit will result in a decrease of braking action,
and possible damage to disc.
FGURE 6-16. REAR BRAKE CALPER LNNG
REPLACEMENT
1. Capscrew 2. Retaining Plates
FGURE 6-17. PSTON RETRACTON TOOL
When replacing linings, never mix new and used
linings in an assembly.
1. To change linings, remove retaining plates (2,
Figure 6-16) on the end of caliper and slip out
worn linings.
2. Before installing new linings, pistons must be
forced back into brake assemblies until fully re-
tracted, using a piston retraction tool (Figure 6-17)
or similar tool, between face of piston and disc.
NOTE: Considerable force will be required to retract
piston. If a piston should move too easily, brake should
be removed for complete disassembly for inspection
of grip and return pin assembly. In returning pistons to
a retracted position, care must be taken not to damage
dust shields with retraction tool.
3. nspect condition of brake caliper thoroughly be-
fore installing linings.
a. nspect for evidence of fluid leakage. f present,
brake must be removed for disassembly, in-
spection and repair.
b. nspect condition of dust shields. These should
be soft and pliable, and show no evidence of
hardening of material, rupture, etc. Where re-
placement is necessary, removal and disas-
sembl y of br ake f or i nspect i on i s
recommended to insure that dirt has not en-
tered piston cavity through a ruptured seal.
c. nspect condition of tubing and fittings. f leak-
age is evident, correct or replace fittings as
necessary.
Do not rub or press dust shield directly over sharp
edge around piston cavity. This may cause dust
shields to be cut.
d. Wipe brake housing and lining retaining plates
clean before installation of new linings. f a
petroleum base cleaning fluid is used, such as
diesel fuel, use sparingly on dust shields and
wipe dry after cleaning.
4. nspect discs for wear (Figure 6-18). Place a
straight edge across face of disc and measure
from straight edge to worn face. t is recom-
mended that the disc be replaced when this meas-
urment is 0.06 in. (1.52 mm) each side of disc or
at a minimum worn thickness of 0.88 in. (22.3
mm). t may be difficult to use a straight edge on
the back surface of the disc so a visual compari-
son may be used with that of the front. Normally,
wear will be the same on both sides.
NOTE: When installing new linings to be used against
a worn disc, useful lining life will be shortened by the
depth of the disc wear, since the lining must advance
this additional distance before braking force is effec-
tive. In addition, the uneven wear on the disc face will
accellerate lining wear.
5. nstall new linings and lining retaining plate (2,
Figure 6-16).
6. Apply Loctite
271 to threads of capscrews (1) and

tighten to 190 ft.Ibs. (258 N.m) torque. Check
that linings slide freely between retainer plates.
7. Check brakes for operation. Linings should be free
after release, with minimum of 0.03 in. (0.76 mm)
disc to lining clearance. f clearance not present,
each piston must be pryed completely into caliper
housings.
8. After installing new brake pads, and before releas-
ing truck to production, the brakes must be bur-
nished. Refer to Conditioning (Burnishing)
Procedure.
FGURE 6-18. DSC WEAR LMTS
Brake Pad Conditioning (Burnishing)
Procedure
GeneraI
These procedures apply ONLY to the brake lining
assemblies obtained from Komatsu Parts Dept. for use
on Komatsu Electric Drive Trucks equipped with Rock-
well/Goodyear disc brakes.
Conditioning and burnishing of service brake linings
must be performed each time a new set of brake linings
are installed, or before a new Komatsu Truck is put into
operational service. A surface pyrometer is required to
measure brake disc temperatures during the condition-
ing procedures.
f "Brake Certification" type tests are to be run, all linings
and discs should be new and the factory should be
notified. For in-service testing of service brakes, new
linings or discs are not necessary.
Front discs should be in serviceable condition with no
metal smearing or metal buildup from previous use and
not extensively rough or grooved. nspect discs for
wear limits.
Rear discs will operate at higher temperatures and can
be dark blue in color and show periodic spots [ approxi-
mately 1.5 in. (3.8 cm) in size] and still be serviceable.
A disc that is extremely heat-checked with radial cracks
open to show a gap should not be used.
IMPORTANT! To prevent lining damage during bur-
nishing, as well as for stop distance tests, release the
brakes as quickly as possible at the end of each cycle
or stop.
The burnish procedure consists of:
1. Alternately applying and releasing the service
brakes until the recommended brake disc surface
temperature is reached: then allow brakes to cool.
Cool brakes, if necessary, by driving machine.
(Rear brakes will normally cool faster than fronts.)
Repeat cycle 3 - 4 more times.
2. To expedite the burnishing cycles of heating and
cooling, operate the brakes on only one axle at a
time, so that the other system will be cooling
(operate front brakes with rear brakes discon-
nected, or rear brakes with front brakes discon-
nected).
3. The recommended order for burnishing is:
Front, Rear, Front, Rear, Front, Rear and Front.
NOTE: Heavy smoke, flames, and foul odor from
brake linings is normal during burnishing proce-
dures.
Conditioning (Burnishing) Rear Brakes
ramps are necessary for any stopping performance
tests.
1. Temporarily disconnect the FRONT brakes.
Refer to Temporary Disconnect Procedures on
the following pages.
NOTE: Front brakes will require burnishing inde-
pendently from rear brakes in order to control disc
temperatures.
2. Drive empty truck on level terrain at speeds of 5 to
10 MPH while applying (dragging) the brakes
using sufficient pressure to make engine "Work"
until the disc temperatures reach or exceed 600F
(316C).
to propel the truck with the brakes applied.
Do not exceed 800F (427C) disc temperatures
during burnishing.
3. Allow the brake discs to cool to approximately
250F (121C) between cycles.
4. Repeat steps 2 and 3.
5. f linings smoke or smell during the second cycle,
continue to repeat burnishing cycle until smoke
and smell are gone or are significantly reduced.
6. Reconnect front brakes (refer to Temporary Dis-
connect Procedures on the following pages).
7. nsure all brakes are functioning properly.
BLEEDING PROCEDURE
Attach brake lines and bleed brake calipers according
to the following instructions:
1. Fill hydraulic tank per procedure and close brake
accumulator drain valves, if open.
valve of each caliper, direct hose away from brake
assembly and into a container to catch excess oil.
3. With engine at idle, make partial brake application
of dual brake controller, maintain partial applica-
tion, open bleeder valve until a clean stream of oil
is discharged from caliper. Close bleeder valve.
4. Repeat above Steps until all air is bled from all
calipers.
5. Check hydraulic reservoir level as bleeding takes
place, maintain correct level.
All new brake linings should be burnished prior to
being put in service. Refer to "Service Brake Con-
ditioning".
6. Before returning truck to production, brake lining
must be burnished.
for DisabIing Front Brakes
components in the hydraulic circuits, or installing
test gauges, ALWAYS bleed down hydraulic steer-
ing and brake accumulators. The steering accumu-
lators can be bled down with engine shut down,
turning the keyswitch "Off" and waiting 90 seconds.
Confirm the steering pressure is released by turn-
ing the steering wheel - No front wheel movement
should occur. Open "T" handles at bottom of accu-
mulators to bleed down brake accumulators.
The location for disconnecting the front brakes is dif-
ferent for the model 830E than for the 630E and 685E
Komatsu Truck Models.
for DisabIing Front Brakes For ModeIs
2. Disconnect "BF" line (1, Figure 5-19) from tee fitting
on differential pressure manifold inside the brake
control cabinet.
3. nstall a # 8, 0.75 x 16UNF-2B, 37 flare Cap Nut
(WA2567 or equivalent) on fitting. Tighten Cap Nut
to standard torque. Cap or plug line to prevent
contamination of system.
5. Condition (burnish) rear brakes according to pro-
7. Remove Cap Nuts and plugs (installed, step 3) and
reconnect line (1). Tighten to standard torque.
for DisabIing Front Brakes For ModeI
830E Komatsu Trucks
1. Relieve stored pressure in hydraulic system ac-
cording to the previous "WARNING" instructions.
2. Disconnect "BF" hydraulic tube (5, Figure 5-20) at
both ends inside brake control cabinet. nstall a
# 8, 0.75 x 16UNF-2B, 37 flare Cap Nut (WA2567,
or equivalent) on each fitting where tube was
removed. Tighten caps to standard torque to pre-
vent leakage. Cap or plug tube to prevent con-
tamination.
from the operator's brake pedal to the front
brakes. There will be a noticeable loss of "braking
action" at the pedal. However, this method of
temporarily disabling the brakes will still permit
the application of Brake Lock, in the event of an
emergency.
4. Condition (burnish) rear brakes according to pro-
6. Remove Cap Nuts and reinstall tube (5). Tighten
tube nuts to standard torque.
FGURE 5-19. 630E/685E BRAKE CONTROL CABNET
1. "BF" Brake Line 3. "B1" Brake Line
2. "B2" Brake Line 4. Bleed Valve Handles
FGURE 5-20. 830E BRAKE CABNET
1. "BR" Hydraulic Tube 4. Front Brake Accumulator
2. Rear Brake Accumultr. 5. "BF" Hydraulic Tube
3. Brake Manifold 6. Brake Lock Shuttle Valve
NOTES
ROCKWELL DISC PARKING BRAKE
A park brake assembly is mounted to each wheel motor
on each outboard disc and is intended for parking only.
The park brake caliper is a dual piston, spring applied,
hydraulically released type brake designed for petro-
leum base fluid.
here.
The parking brake housing contains two spring loaded,
lining faced, pistons. The spring preload is controlled
by an adjustment bolt. A yoke, which fits over the
housing, contains the adjustment bolt and is secured
to the housing with a clamping bolt.
The springs are held in place by spring retainers. The
spring retainers are grooved to receive the inside di-
ameter of the piston dust boot, and the housing is
grooved to receive the outside diameter of the piston
dust boot.
CALIPER STYLE IDENTIFICATION
There are two basic styles of Rockwell Park Brake
calipers (Figures 7-1 & 7-1A) in use on Komatsu trucks.
Either style may be used, but different styles SHOULD
NOT be used on the same truck.
Adjustment procedures for each style are different!
As seen in the illustrations, the the SCL-70 style has a
broader, thicker yoke than the SCL-15, and the SCL-15
has four bleeders per caliper (two/piston) compared to
the SCL-70 which has two bleeders per caliper
(one/piston). n addition, the SCL-15 has a hex-head
adjustment bolt (5), compared with a socket-head ad-
justment bolt (drilled for safety wire) in the SCL-70.
nternally, the SCL-15 has only 2 springs/piston, where
the SCL-70 has 4 springs/piston.
Before servicing or adjusting, it is very important
to correctly identify the style of Park Brake Caliper
being used.
FGURE 7-1A. PARK BRAKE ASSEMBLY (SCL-15)
FGURE 7-1. PARK BRAKE ASSEMBLY (SCL-70)
J07004 1/01 Rockwell Parking Brake J7-1
PARK BRAKE CALIPER
Park Brake CaIiper RemovaI
The park brake caliper may be removed from wheel
without disassembling other brake components.
1. Securely block truck to prevent movement.
switch is 'Off" and drain valves on brake accumu-
bled down.
Hydraulic fluid escaping under pressure can have
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
immediately.
2. Disconnect brake line connected to caliper.
3. Loosen jam nut (4, Figure 7-1) on adjustment bolt
(5). Loosen clamping capscrew (6) one turn and
back out adjustment bolt (5) six turns to release
park brake linings from outer disc.
(2) securing caliper to mounting bracket (3).
5. Remove caliper from disc and set aside for repairs
or replacement.
Park Brake CaIiper InstaIIation
Do not start the truck engine until the parking brake
has been installed, adjusted, and the hydraulic
brake lines are tightly connected.
Before installing the park brake caliper, the caliper
mounting must be checked to determine that caliper is
centered over the disc.
Refer to "Caliper, Disc, And Parking Brake nstallation,
(determination of Dimension "B), in Armature Speed
Rear Disc Brakes section. Shim disc as necessary.
NOTE: Do not apply any hydraulic pressure to release
the parking brake until installation and adjustment are
completed.
1. Loosen clamp capscrew (3, Figure 7-2) on yoke of
parking brake caliper. Loosen jam nut (17) on
adjuster capscrew (16).
2. Open bleeder to each piston and push linings back
to obtain disc clearance. Retighten bleeders.
3. nstall park brake caliper onto park brake adapter.
Lubricate the threads of mounting capscrews (2,
Figure 7-1) with rust preventative grease and
tighten to 310 ft.Ibs. (420 N.m) torque.
4. nstall hydraulic supply line to park brake caliper.
Parking Brake Adjustment (SCL70)
Do not start truck engine until both parking brake
assemblies have been installed, adjusted, and all
hydraulic brake lines are tightly connected.
1. Block all wheels, front and rear, to prevent truck
from moving.
2. Loosen clamp capscrew (3, Figure 7-2) which
secures the yoke to the housing.
3. Loosen the jam nut (17).
4. Loosen adjusting bolt (16) until the bolt does not
contact the spring retainer (15).
5. Tighten clamp capscrew (3) finger tight until no
gap exists between yoke (1) and housing (2), but
yoke must be free to slide on housing.
6. Be sure the yoke is positioned inside housing
groove and the end of the adjuster bolt are cen-
tered on the spring retainers (15).
7. Turn adjusting bolt (16) IN (clockwise) until both
the inboard and outboard linings (5) just
touch the brake disc. Use long feeler gauge
[ 0.001 0.002 in. (0.0002 0.0005 mm)] to be sure
linings are in contact with disc; gauge should not
slide in between disc and lining.
8. Turn adjusting bolt (16) IN (clockwise) an addi-
tional 4 1/4 turns to obtain proper brake force.
NOTE: The torque to obtain 4 1/4 turns should NOT
exceed 220 ft. lbs. (298 N.m). If torque exceeds this
value, repeat steps 2 8. If torque to obtain 4 1/4 turns
still exceeds 220 ft. lbs. (298 N.m), remove park brake
caliper and check for improper assembly. Rebuild
caliper assembly correctly and reinstall following ALL
specified procedures. Repeat steps 1 8 above.
J7-2 Rockwell Parking Brake J07004 1/01
9. Tighten clamp capscrew (3) to 125 ft.Ibs. (170
N.m) torque to lock yoke (1) to housing (2).
10. Turn adjusting bolt (16) OUT (counterclockwise)
1/4 turn.
11. Hold adjusting bolt (16) to prevent turning in either
direction and tighten jam nut (17).
immediately.
12. With truck engine running, apply and release park
brake three (3) times. Check for leaks. f caliper
leaks, refer to "Caliper Removal and Disassemby
procedures and repair leaking caliper.
NOTE: If another source of hydraulic power (such as
"porta-power") is used for this check, install a gauge
in line. Use 2200 2500 psi (10.3 MPa 17.2 MPa)
pressure for adjustment.
Exceeding MAXIMUM pressure of 3000 psi (20.7
MPa) may rupture seals in park brake caliper and
cause leakage.
N.m) torque and insure parking brake lines are
tightly connected. Lockwire clamp capscrew (3)
to adjusting bolt (16) as shown to prevent loosen-
ing.
14. Bleed park brake after starting engine. Refer to
"Brake Bleeding Procedure.
15. With engine running and park brake switch "OFF
(brake released* ), check the lining-to-disc clear-
ance for both inboard and outboard linings with a
long feeler gauge. Clearance should be 0.025 in.
- 0.060 in. (0.635 mm - 1.524 mm) for both
inboard and outboard linings.
* NOTE: If another source of hydraulic power (such as
in line and use 2200 2500 psi (10.3 MPa 17.2 MPa)
cause leakage.
16. f the lining-to-disc clearance is not as specified,
repeat steps 2 through 14 and also refer to deter-
mination of Dimension "B, "Caliper, Disc, And
Park Brake nstallation, in Armature Speed Rear
Disc Brakes section. Reshim disc if necessary.
17. Condition park brake linings according to "Lining
Conditioning procedure before releasing truck to
production.
FGURE 7-2. PARK BRAKE ASSEMBLY (SCL70-4)
1. Yoke 10. Piston
2. Housing 11. Bleed Screw
3. Clamping Capscrew 12. Seal Assembly
4. Washer 13. Backup Ring
5. Lining 14. Screw
6. Seal Assembly 15. Spring Retainers (2)
7. Backup Ring 16. Adjustment Bolt
8. Dust Boot 17. Jam Nut
9. Spring (4/piston)
NOTE: Earlier version (SCL70-3) had a different style
Seal Assembly, 6 & 12, and did not have Backup Rings,
7 & 13.
from moving.
2. Loosen clamp capscrew (3, Figure 7-2A) which
[ 0.001 0.002 in. (0.0002 0.0005 mm)] to be sure
N.m) torque to lock yoke (1) to housing (2 and
insure parking brake lines are tightly connected).
immediately.
11. Bleed park brake caliper after starting engine.
Refer to "Brake Bleeding Procedure.
NOTE: The inboard lining-to-disc clearance must be
adjusted before the outboard lining-to-disc clearance
is adjusted.
in line.
Use 2200 psi (10.3 MPa) MINIMUM 2500 psi (17.2
MPa) MAXIMUM pressure for adjustment.
FGURE 7-2A. PARK BRAKE ASSEMBLY (SCL15)
1. Yoke 10. Piston
3. Clamping Capscrew 12. O-Ring
5. Lining 14. Screw
6. O-Ring 15. Spring Retainers (2)
13. Check the Inboard lining-to-disc clearance with
the engine running and the Park Brake Switch
" OFF (brake released). Using a long feeler
gauge, clearance should be 0.030 - 0.040 in.
(0.762 - 1.016 mm).
14. f the inboard lining-to-disc clearance is not as
specified in step 13. above, record clearance
measurement and:
a. With truck engine not running, apply parking
brake.
b. Loosen clamp capscrew (3).
c. Turn adjusting bolt (16) to obtain the correct
clearance specified in step 13. above. Turning
adjusting bolt cIockwise decreases clearance
while turning countercIockwise increases
clearance. Each
1
/4 turn of adjusting boIt
changes cIearance 0.009 in. (0.228 mm).
d. Tighten clamp capscrew (3) to 125 ft.Ibs. (170
N.m) torque.
e. With truck engine running, apply and release
parking brake three (3) times.
f. Release parking brake and repeat step 13. f
clearance is not correct, repeat step 14. (a.-f.)
until correct clearance is established.
15. nsure clamp capscrew (3) is tightened to 125
ft.Ibs. (170 N.m) torque.
16. Check the outboard lining-to-disc clearance with
truck engine running and park brake switch OFF
(brake released). Using feeler gauge, clearance
should be 0.030-0.040 in. (0.762-1.016 mm).
17. f the outboard lining-to-disc clearance is not as
measurement and:
brake.
NOTE: The clamp capscrew (3) is NOT loosened in
this procedure.
b. nsure clamp capscrew (3) is tightened to 125
clearance specified in step 13 above. Turning
clearance. Each
1
/8 (one eighth) turn of ad-
justing boIt changes cIearance 0.009 in.
(0.228 mm).
d. With truck engine running, apply and release
e. Release parking brake and repeat step 16. f
clearance is not correct, repeat step 17. (a.-e.)
18. With engine running, turn park brake switch OFF
(brake released).
19. Check the lining-to-disc clearance for both in-
board and outboard linings with feeler gauge.
Clearance should be 0.030-0.040 in. (0.762-
1.016 mm) for both inboard and outboard linings.
f the lining-to-disc clearance is not as specified,
repeat steps 2 through 19.
direction and tighten jam nut (17) to 210 ft.Ibs.
(285 N.m) torque.
production.
Park Brake CaIiper DisassembIy
NOTE: To assure that tension on springs (9, Figure 7-2
& 2A) has been released, be certain that jam nut (17)
has been loosened on adjustment bolt (16) and that
clamping capscrew (3) has been loosened one turn.
Be sure that adjustment bolt (16) has been loosened
six turns.
1. Remove bleeder screws (11, Figure 7-2 / 2A) from
housing (2) and drain fluid from brake caliper.
2. Loosen jam nut (17) and remove adjustment bolt
(16) from yoke (1).
3. Remove clamp capscrew (3) and washer (4) to
release housing (2) from yoke (1).
4. Remove piston dust boots (8) from spring retain-
ers (15).
5. Remove spring retainers (15) and springs (9). Note
order and orientation of springs.
6. Remove pistons (10) from housing.
7. Remove seal and backup ring (6 &7, Figure 2) or
O-ring & backup ring (6 &7,Figure 2A) from pis-
tons and discard these parts.
8. Remove screws (14) releasing the lining (5) from
pistons.
O-ring & backup ring (6 &7,Figure 2A) from hous-
ing and discard these parts.
CIeaning and Inspection
Petroleum base cleaning solvents are flammable.
DO NOT USE NEAR OPEN FLAME.
1. Clean all metal parts of brake assembly in cleaning
solvent.
2. nspect all metal parts for breaks or cracks. Re-
place all cracked parts.
3. Measure pistons and housing bores. Replace the
parts if they are worn beyond the following limits:
Piston:
(SCL70) large O.D. 4.494 in. (114.1 mm)
(SCL15) large O.D. 4.495 in. (114.2 mm)
(SCL70) small O.D. 2.493 in. (63.3 mm)
(SCL15) small O.D. 2.495 in. (63.4 mm)
(ETHER) seal groove 4.126 in. (104.8 mm)
Housing Bore:
large .D. 4.503 in. (114.4 mm)
small .D. 2.504 in. (63.6 mm)
(SCL70) seal groove 2.869 in. (73.6 mm)
4. nspect inlet and bleeder holes in housing (2) for
thread damage.
If rethreading is necessary, use the following taps:
Lining bolt hole in piston - 10-24 UNC-2B tap
Inlet hole - 7/16-20 UNF-2B tap
Bleeder hole - 1/4-28 UNF-2B tap
After tapping, be certain all metal chips and resi-
due are removed from openings and hydraulic
passages. If threads are not serviceable, replace
housing.
5. nspect housing cylinder walls for damage.
Scratches or corrosion to a depth of 0.002 in.
(0.005 cm) or less on the cylinder wall can be
blended out with 300-500 grit wet-or dry sandpa-
per or emery cloth. Replace housing if damage is
beyond these limits.
Excessive localized polishing of the cylinder wall
may result in fluid leakage.
6. nspect spring washers (9) for cracks or corrosion.
Replace parts that are cracked or severely cor-
roded.
7. nspect capscrews (3 & 16) for cracks, corrosion,
or thread damage. Replace damaged bolts.
8. nspect threaded hole (for adjustment bolt) in
yoke. The threaded hole in yoke for adjustment
bolt can be cleaned up with a 1-14 UNS-2B tap. f
threads are not serviceable, replace yoke.
9. nspect threaded hole (for clamping capscrews)
in housing. The threaded hole in housing for
clamping bolt can be cleaned up with a 5/8-
11UNC-2B tap. f threads are not serviceable,
replace housing.
Park Brake CaIiper AssembIy
1. Using all new seal assemblies, lubricate seals (6 &
12, Figure 7-2) with clean hydraulic oil as used in
brake circuit. Lubricate cylinder walls with Dow
Corning # 4 (or equivalent).
2. nstall lubricated seals and backup ring (12 & 13,
Figure 2) or O-ring & backup ring (12 &13,Figure
2A) in housing.
3. nstall lubricated seals and backup ring (6 &7,
Figure 2) or O-rings & backup ring (6 &7,Figure
2A) on pistons.
4. Attach lining (5) to pistons with screws (14). (Refer
to "Lining Replacement Procedure).
5. nstall piston in housing.
6. Lubricate spring washers (9) with anti-seize com-
pound.
7. Place spring retainers (15) on a flat surface with
the largest diameter on the bottom. nstall piston
dust boots (8) in groove of spring retainer (15).
Place lubricated spring washers (9) on spring
retainer so that the concave surface of each pair
of springs face one another.
8. nstall spring retainers (15) with spring washers on
pistons.
9. nstall the outer edge of dust boot (8) in grooves
of housing.
10. Place yoke (1) over housing (2) and align hole in
yoke with the hole in housing.
11. Place washer (4) on clamping bolt (3) and install
bolt and washer loosely. Attach yoke to housing.
12. Screw jam nut (17) all the way on adjustment bolt
(16) and apply anti-seize compound to threads
and end of bolt. Screw bolt in yoke part way,
approximately five (5) turns.
13. nstall bleeder valves (11) on housing.
PARK BRAKE LINING REPLACEMENT
nspect park brake linings periodically for wear. Linings
must be replaced before lining material has been worn
to the top of the retaining screws. Use of linings beyond
this wear limit will result in decrease of braking action,
1. Change linings. Refer to "Park Brake Caliper Re-
moval and "Disassembly procedure.
2. Remove screws (14, Figure 7-2) releasing the
lining (5) from the piston (10).
3. nstall new lining and secure lining to piston with
screws (14).
NOTE: If lining mounts screws are reused,
use Loctite
No. 242 (or equivalent) on threads.

4. After lining replacement, refer to "Park Brake Cali-
per nstallation, Bleeding, Adjustment and Condi-
tioning.
PARK BRAKE BURNISH PROCEDURE
Lining Conditioning
1. Preheat brake disc with service brakes to clean
and heat rear discs to between 350F 500F
(177C 260C).
2. Park on hot disc (3 to 5 minutes) to clean and heat
parking brake linings.
NOTE: Parking capabilities can be tested by parking
loaded truck (Do NOT exceed rated GVW shown on
Grade/Speed decal in cab) on steepest hauling
grade in mine (not to exceed 15% grade).
f parking brake does not hold on grade, allow vehicle
to start to roll down grade for approximately 15 ft. (4.6
m), then stop truck with service brakes. While holding
truck with service brakes, release park brake. Reapply
park brake and release service brakes.
f park brake still does not hold truck, refer to "Parking
Brake Adjustment and repeat procedure.
1. Bleed parking brake after starting engine.
2. Move parking brake switch on instrument panel to
"Off position. Connect bleeder hose to bleeder
valve, open bleeder valve until clear air-free oil (no
bubbles) runs from hose. Close bleeder valve.
3. Repeat for each bleeder.
NOTES
J 07005 7/94 Carlisle Disc Parking Brake J 7-1
CARLISLE DISC PARKING BRAKE
HAULPAK
Trucks equipped with the Carlisle Park-

ing Brake may be equipped with either CARLISLE or
ROCKWELL armature speed service brakes.
Instructions to service either installation are covered
in this procedure.
NOTE: Some trucks may be equipped with TWO (2)
Park Brake Calipers per wheel. Service and
adjustment for these calipers are the same as
presented here.
PARKING BRAKE OPERATION
The parking brake is a spring applied - hydraulically
released disc type brake, located within each motor-
ized wheel. The parking brake is actuated by the
parking brake switch mounted on the instrument
panel in the operator's cab. When the parking brake
switch is placed in the "On" position, an electrical sig-
nal de-energizes a solenoid causing the valve spool
to shift and return trapped hydraulic oil from parking
brake caliper to tank. With the key switch 'Off", park-
ing brakes are automatically applied.
With parking brake switch in the "Off" position and
the key switch "On", hydraulic pressure is ported to
brake calipers overcoming spring tension and releas-
ing parking brake.
TRUCKS WITH ROCKWELL SERVICE
BRAKES
Caliper Removal
The parking brake is released and the service
disconnecting pressure lines, replacing compo-
nents in the hydraulic circuits, or installing test
gauges, ALWAYS bleed down hydraulic steering
and brake accumulators.
Failure to take above precautions may result in
oil spraying violently from brake lines.
1. Turn key switch "Off", shut down engine, and
wait 90 seconds for steering accumulators to
bleed down. Confirm the steering pressure is
released by turning the steering wheel - No
front wheel movement should occur.
2. Open all drain valves on the brake manifold in
hydraulic cabinet behind operator's cab. Allow
adequate time for all accumulators to drain
down completely.
3. Remove the motorized rear wheel hub cover to
gain access to the parking brake.
4. Disconnect and cap parking brake line to pre-
FIGURE 7-1. PARKING BRAKE REMOVAL
1. Brake Disc
2. Park Brake Caliper
3. Brake Support
4. Capscrews
5. Capscrews
6. Shims
7. Crossover Tube
J 7-2 Carlisle Disc Parking Brake J 07005 7/94
NOTE: A portable or outside source of hydraulic
pressure of at least 1400 psi (9653 kPa), but not
greater than 2500 psi (17,237 kPa), will be required
to service the parking brake. Make sure oil in
hydraulic source is the same type as the oil in the
truck braking system. DO NOT MIX MINERAL OILS
WITH BRAKE FLUIDS!
5. Pressurize parking brake to 1400-2500 psi (9653-
17,237 kPa) to retract linings away from disc.
6. Remove top capscrew (5, Figure 7-1) and
replace with 0.75-10UNC x 7.00 inch threaded
rod. Remove remaining capscrews.
7. Release pressure from brake and disconnect
pressure line and crossover tube (7) on bottom
side of parking brake. Cap tube and port open-
ings to prevent entrance of foreign material.
8. Note the location and quantity of shims (6)
between parking brake and parking brake sup-
port arm. Keep shim packs together to aid with
reassembly later. Remove parking brake from
alignment rod and brake support. Refer to "Lin-
ing Replacement".
NOTE: If equipped with two (2) park brake calipers
per wheelmotor, also remove spacer (6, Figure 7-2).
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
in. (6.35 0.13 mm). If not, repeat Steps 1 and 2.
4. Install parking brake assembly (2, Figure 7-1)
onto support (3) with six capscrews and wash-
ers (5). DO NOT TIGHTEN CAPSCREWS at
this time.
5. Install three 0.06 in. (1.52 mm) thick shims (6)
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.
6. Install crossover tube (7) on bottom side of
parking brake assembly.
7. Pressurize the parking brake to 1400-2500 psi
(9653-17,237 kPa) to retract linings.
8. Tighten two outside capscrews (5) to draw
shims and brake tight against brake support.
DO NOT FINAL TORQUE.
Bleed both brakes halves at this time. Refer to
"Parking Brake Bleeding" instructions.
9. With parking brake still pressurized, adjust
brake halves with additional 0.020 (0.51 mm) or
0.030 (0.76 mm) thick shims to provide 0.020-
0.050 in. (0.51- 1.27 mm) clearance on each
side between lining and disc.
10. With parking brake pressurized to 1800 psi
(12,411 kPa), Tighten all six dry capscrews to
380 - 390 ft. lbs. (515 - 529 N.m) torque. Check
lining to disc clearance. Shim again if neces-
sary.
11. Remove pressure from parking brake and install
all brake supply lines and crossover tubes. Bleed
parking brake circuit to remove trapped air.
FIGURE 7-2. PARKING BRAKE INSTALLATION
1. Brake Disc
2. Capscrews/
Washers
3. Brake Support
4. Shims
5. Brake Caliper
6. Spacer (Used
ONLY w/2 Caliper
Installation)
TRUCKS WITH CARLISLE SERVICE
BRAKES
Caliper Removal
The parking brake is released and the service
disconnecting pressure lines, replacing compo-
nents in the hydraulic circuits, or installing test
gauges, ALWAYS bleed down hydraulic steering
and brake accumulators.
Failure to take above precautions may result in
oil spraying violently from brake lines.
1. Turn key switch "Off", shut down engine, and
wait 90 seconds for steering accumulators to
bleed down. Confirm the steering pressure is
released by turning the steering wheel - No
front wheel movement should occur.
2. Open both drain valves on brake manifold in
hydraulic cabinet behind operator's cab. Allow
adequate time for accumulators to drain down
completely.
3. Remove the motorized rear wheel hub cover to
gain access to the parking brake.
4. Disconnect and cap parking brake line to pre-
NOTE: A portable or outside source of hydraulic
pressure of at least 1400 psi (9653 kPa), but not
greater than 2500 psi (17,237 kPa), will be required
to service the parking brake. Make sure oil in
hydraulic source is the same type as the oil in the
truck braking system.
DO NOT MIX MINERAL OILS WITH BRAKE
FLUIDS!
5. Pressurize parking brake to 1400-2500 psi
(9653-17,237 kPa) to retract linings away from
disc.
6. Cut lockwire on capscrews (5, Figure 7-3), if
equipped. Remove top capscrew and replace
with 0.75-10UNC X 7.00 inch threaded rod.
Remove remaining five capscrews.
7. Release pressure from brake and disconnect
pressure lines and/or crossover tube on parking
brake. Cap tube and port openings to prevent
entrance of foreign material.
8. Note the location and quantity of shims (3, 4,
and 5, Figure 7-4) between parking brake
halves and parking brake support arm. Keep
shim packs together to aid reassembly later.
Remove parking brake from alignment rod and
brake support. Refer to "Lining Replacement".
Caliper Installation
1. Refer to Figure 7-3, Dimension "B". With a
depth micrometer, measure the distance from
parking brake support (4) to disc (1) adjacent to
support mounting capscrews (8).
a. Record dimension "B" and subtract this
value from 0.250 in. (6.35 mm).
FIGURE 7-3. PARKING BRAKE INSTALLATION
1. Brake Disc
2. Service Brake Head
3. Parking Brake
Caliper, Piston, and
Housing
4. Mounting Bracket
(Parking Brake
Support)
5. Capscrew
6. Flatwasher
7. Shims
8. Capscrew
b. Select a shim pack equal to the result found
in "a."
2. Remove support mounting capscrews and
install the proper shims between parking brake
support (4) and inboard service brake head.
Install capscrews (8) and tighten to standard
torque.
3. Measure dimension from parking brake support
to disc again. Measurement should be 0.250
0.005 in. (6.35 0.13 mm). If not, repeat Steps
1 and 2.
4. Install parking brake halves (3, Figure 7-3) onto
support (4) with six capscrews & washers (5, 6).
DO NOT TIGHTEN CAPSCREWS AT THIS TIME.
5. Install three 0.060 in. (1.52 mm) thick shims (3,
Figure 7-4) on each side of support (4, Figure 7-
3), between support and brake housing halves.
Tighten two outside capscrews (5) until linings
make contact with disc.
DO NOT FINAL TORQUE AT THIS TIME.
6. Install crossover tube on bottom side of parking
brake assembly, if so equipped.
7. Pressurize the parking brake to 1400 - 2500 psi
(9653-17,237 kPa) to retract the linings.
8. Tighten the two outside capscrews to draw shims
and brake halves tight against brake support.
DO NOT FINAL TORQUE.
Bleed both brakes halves at this time. Refer to
"Parking Brake Bleeding" instructions.
9. With parking brake still pressurized, adjust brake
halves with additional shims (3, 4, 5, Figure 7-4)
to provide 0.020-0.050 in. (0.51- 1.27 mm) clear-
ance on each side between lining and disc.
10. With parking brake pressurized to 1800 psi
(12,411 kPa), tighten all six dry capscrews to 380
- 390 ft. lbs. (515 - 529 N.m) torque. Check lin-
ing to disc clearance. Shim again if necessary.
11. Remove pressure from parking brake and install
all brake supply lines and crossover tubes. Bleed
parking brake circuit to remove trapped air.
Lining Replacement
1. Refer to "Caliper Removal" to remove caliper.
2. Remove screws (6, Figure 7-4) and worn carrier
and lining assembly (7) attached to piston (13)
from both brake housings.
NOTE: An epoxy adhesive is used to lock the screws
to the pistons which may require more than normal
torque to loosen screws. Heat [350
F (177
C)
maximum] applied to screw heads will help loosen
screws.
3. Prior to attaching new carrier and lining assem-
blies (7), clean screws (6) with a solvent to
remove old adhesive and other foreign material.
Apply a liberal coat of an epoxy adhesive to
threads of screws (6).
NOTE: Thread adhesive must tolerate temperatures
up to 350
F (177
C). 3M Scotch-Weld Number

2158B/A adhesive is recommended.
4. Install new carrier and lining assemblies (7) to
pistons (13) of each brake housing with adhe-
sive coated screws (6). Tighten screws to stan-
dard torque. Refer to "Caliper Installation" to
install and adjust brake housings.
Caliper Disassembly
If the brake caliper is a seven spring model, (six
screws through brake lining), the following test can
be done before disassembly to determine quality of
the springs.
1. Mount caliper half in a press capable of produc-
ing 15 tons of force.
2. Gradually apply force to the piston. Do not
apply force directly to the lining. If the force
required to bottom out the piston is less than
19,780 lb. the springs are worn out and must be
replaced.
Brake caliper components are spring loaded. Use
extreme care and follow instructions for disas-
sembly.
3. Remove capscrews (8, Figure 7-4) and wash-
ers (9) that secure cap (10) to piston housing
(19 & 20). Loosen each capscrew, one turn at a
time, to relieve spring load on piston (13). After
spring load is completely released, remove cap-
screws, washers and cap.
4. Remove springs (11 & 12), piston (13), packings
(14 & 16), backup rings (15 & 17) and bleeder
screws (18) from piston housings (19 & 20).
Inspection
1. Inspect the springs (11, 12, Figure 7-4) for dam-
age. If broken springs are found, replace all
springs in that brake as a set.
2. Inspect carrier and lining assemblies (7) for
wear and damage. Replace when carrier
approaches or contacts the disc. Refer to 500
hour Service Guide in this Section.
3. Inspect pistons (13) for scratches, nicks and
other slight surface damage. Slight surface dam-
age may be smoothed with fine crocus cloth.
4. Inspect piston housings (19 & 20) for cracks,
breaks or surface damage. Use crocus cloth to
smooth minor surface damage on sealing sur-
faces. Replace piston housings that are
cracked or broken.
5. Check disc for wear and cracks. Replace if
worn below 0.750 in. (19 mm) or cracked.
6. Check all bleeder screws (18) and fittings for
thread damage. Replace damaged thread
parts.
7. Replace all packings (14 & 16) and backup
rings (15 & 17) at each overhaul.
Caliper Assembly
1. Thoroughly clean housings (19 & 20, Figure 7-
4), caps (10) and piston (13). Lightly coat pis-
tons (13) and housing (19 & 20) with clean
hydraulic oil.
Lubricating oil used must be of the same type as
used in the Brake Circuit on the HAULPAK
truck.
2. Lubricate packings (14 & 16) and backup rings
(15 & 17) with clean hydraulic oil.
3. Install packings (14 & 16) and backup rings (15
& 17) in grooves of housings (19 & 20) with
rounded surfaces of backup rings against the
packings and flat surface of backup rings
against the piston housing as shown in Figure
7-5.
NOTE: Make sure packings and backup rings are
properly seated in grooves before continuing
assembly.
4. Install piston and lining assemblies (13 & 7, Fig-
ure 7-4) into housings (19 & 20), being careful
not to damage packings. Make sure thread
holes are free of lubricant, clean and dry.
5. Install capscrews (8) and flat washer (9) into
caps (10). Install springs (11 & 12) over cap-
screws (6) protruding through cap (10).
FIGURE 7-4. DISC PARKING BRAKE ASSEMBLY
1. 12 pt. Capscrew
2. Special Flatwasher
3. 0.060 in. Shim
4. 0.020 in. Shim
5. 0.030 in. Shim
6. Flat Head Screw
7. Carrier & Lining
8. 12 pt. Capscrew
9. Flatwasher
10. Cap
11. Spring
13. Piston
14. Backing
15. Backup Ring
16. Packing
17. Backup Ring
18. Bleeder Screw
19. Piston
Housing (Inboard)
20. Piston Housing
(Outboard)
FIGURE 7-5. CORRECT INSTALLATION OF
PACKINGS AND BACKUP RINGS IN PISTON
HOUSING
1. Housing
2. Packing
3. Backup Ring
6. Install assembly from Step 5 onto each housing
(19 & 20). Tighten capscrews (8) evenly to a dry
torque of 110-120 ft. lbs. (149-163 N.m) torque.
age occurs during this test the caliper assembly must
be rebuilt.
source.
HAULPAK
truck.
half.
2. Bleed air from caliper half.
leakage.
Step 3 and Step 4 three times.
source.
6. Follow "Installation" instructions to install brake
halves.
PARKING BRAKE BLEEDING
1. Run engine at low idle and apply the wheel
brake lock.
2. Place Parking Brake Switch in the "Off" posi-
tion.
3. Open bleeder valve on parking brake and allow
oil to flow until free of air.
4. Close bleeder valve while oil is still flowing.
CONDITIONING PROCEDURE FOR DISC
PARKING BRAKE
Conditioning or burnishing of new parking brake lin-
ings is not necessary.
500 HOUR SERVICE GUIDE
FOR DISC PARKING BRAKE
The following procedures should be performed every
500 hours of operation.
1. Park truck on level ground and block the wheels
to prevent the truck from rolling.
2. With parking brake applied, measure clearance
between disc outer edge and the lining carrier
with a feeler gauge. (Refer to Figure 7-6). Mea-
sure carefully, being sure to include any lip
which may exist at the O.D. of the disc.
3. Measure the disc thickness at the most worn
surface.
4. If the clearance dimension found in Step 2 is
greater than 0.040 in. (0.102cm) and the disc
thickness found in Step 3 is greater than 0.750
in. (1.905 cm) skip items 5 thru 7.
5. If the clearance dimension is less than 0.040 in.
(0.102 cm), or if the disc thickness is less than
0.750 in. (1.905 cm), either the disc or lining
must be replaced. Remove the parking brake
and measure the lining thickness remaining.
NOTE: While the parking brake is removed,
disassemble and inspect springs for damage. If
broken springs are found, replace all springs in that
brake as a set. Inspect brake linings for damage and
replace if broken.
6. Based upon the clearance dimension and disc
thickness, use the following table to decide
which components require replacement:
7. Install brake assembly and continue to step 8.
8. With parking brake released, measure the
clearance between the parking brake lining and
disc with a feeler gauge. Refer to Figure 7-7.
NOTE: Even if disc and/or lining may have been
replaced, this clearance should be checked before
returning machine to service. Refer to Table 1.
FIGURE 7-6. DISC AND CARRIER CLEARANCE
1. Brake Disc 2. Lining Carrier
CONDITION ACTION
A. Disc thickness is less
than 0.750 in. (1.9 cm)
A. Replace disc.
B. Disc has a lip at the outer
edge and remaining lining
is thicker than 0.165 in.
(04.2 mm).
B. Replace disc.
C. Disc has no lip. C. Replace linings
and crossover
tube.
D. Disc has a lip at the outer
edge and the disc
thickness is greater than
0.750 in. (1.9 cm).
D. Replace linings
and crossover
tube.
FIGURE 7-7. DISC AND LINING CLEARANCE
1. Brake Disc
2. Lining Carrier
3. Lining
9. If clearance dimension is within the limits listed
in Table 1, return truck to service.
10. If clearance dimension is not within limits, the
brake requires adjustment. Remove or add
shims to establish 0.020 - 0.050 in. (0.508 -
1.27 mm) clearance.
TABLE 1
TRUCK
MODEL
CLEARANCE DIMENSION IN
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
wheel motors
630E w/788
wheel motors
685E Less than 0.065 in. (0.165 cm)
830E Less than 0.065 in. (0.165 cm)
ROCKWELL DISC PARKING BRAKE
A park brake assembly is mounted to each wheel motor
on each outboard disc and is intended for parking only.
The park brake caliper is a dual piston, spring applied,
hydraulically released type brake designed for petro-
leum base fluid.
here.
The parking brake housing contains two spring loaded,
lining faced, pistons. The spring preload is controlled
by an adjustment bolt. A yoke, which fits over the
housing, contains the adjustment bolt and is secured
to the housing with a clamping bolt.
The springs are held in place by spring retainers. The
spring retainers are grooved to receive the inside di-
ameter of the piston dust boot, and the housing is
grooved to receive the outside diameter of the piston
dust boot.
CALIPER STYLE IDENTIFICATION
There are two basic styles of Rockwell Park Brake
calipers (Figures 7-1 & 7-1A) in use on Komatsu trucks.
Either style may be used, but different styles SHOULD
NOT be used on the same truck.
Adjustment procedures for each style are different!
As seen in the illustrations, the the SCL-70 style has a
broader, thicker yoke than the SCL-15, and the SCL-15
has four bleeders per caliper (two/piston) compared to
the SCL-70 which has two bleeders per caliper
(one/piston). n addition, the SCL-15 has a hex-head
adjustment bolt (5), compared with a socket-head ad-
justment bolt (drilled for safety wire) in the SCL-70.
nternally, the SCL-15 has only 2 springs/piston, where
the SCL-70 has 4 springs/piston.
Before servicing or adjusting, it is very important
to correctly identify the style of Park Brake Caliper
being used.
FGURE 7-1A. PARK BRAKE ASSEMBLY (SCL-15)
FGURE 7-1. PARK BRAKE ASSEMBLY (SCL-70)
PARK BRAKE CALIPER
Park Brake CaIiper RemovaI
The park brake caliper may be removed from wheel
without disassembling other brake components.
1. Securely block truck to prevent movement.
switch is 'Off" and drain valves on brake accumu-
bled down.
immediately.
2. Disconnect brake line connected to caliper.
3. Loosen jam nut (4, Figure 7-1) on adjustment bolt
(5). Loosen clamping capscrew (6) one turn and
back out adjustment bolt (5) six turns to release
park brake linings from outer disc.
(2) securing caliper to mounting bracket (3).
5. Remove caliper from disc and set aside for repairs
or replacement.
Park Brake CaIiper InstaIIation
Do not start the truck engine until the parking brake
has been installed, adjusted, and the hydraulic
brake lines are tightly connected.
Before installing the park brake caliper, the caliper
mounting must be checked to determine that caliper is
centered over the disc.
Refer to "Caliper, Disc, And Parking Brake nstallation,
(determination of Dimension "B), in Armature Speed
Rear Disc Brakes section. Shim disc as necessary.
NOTE: Do not apply any hydraulic pressure to release
the parking brake until installation and adjustment are
completed.
1. Loosen clamp capscrew (3, Figure 7-2) on yoke of
parking brake caliper. Loosen jam nut (17) on
adjuster capscrew (16).
2. Open bleeder to each piston and push linings back
to obtain disc clearance. Retighten bleeders.
3. nstall park brake caliper onto park brake adapter.
Lubricate the threads of mounting capscrews (2,
Figure 7-1) with rust preventative grease and
tighten to 310 ft.Ibs. (420 N.m) torque.
4. nstall hydraulic supply line to park brake caliper.
from moving.
2. Loosen clamp capscrew (3, Figure 7-2) which
[ 0.001 0.002 in. (0.0002 0.0005 mm)] to be sure
N.m) torque to lock yoke (1) to housing (2).
10. Turn adjusting bolt (16) OUT (counterclockwise)
1/4 turn.
immediately.
in line. Use 2200 2500 psi (10.3 MPa 17.2 MPa)
cause leakage.
N.m) torque and insure parking brake lines are
tightly connected. Lockwire clamp capscrew (3)
to adjusting bolt (16) as shown to prevent loosen-
ing.
14. Bleed park brake after starting engine. Refer to
"Brake Bleeding Procedure.
15. With engine running and park brake switch "OFF
(brake released* ), check the lining-to-disc clear-
ance for both inboard and outboard linings with a
long feeler gauge. Clearance should be 0.025 in.
- 0.060 in. (0.635 mm - 1.524 mm) for both
inboard and outboard linings.
* NOTE: If another source of hydraulic power (such as
in line and use 2200 2500 psi (10.3 MPa 17.2 MPa)
cause leakage.
16. f the lining-to-disc clearance is not as specified,
repeat steps 2 through 14 and also refer to deter-
mination of Dimension "B, "Caliper, Disc, And
Park Brake nstallation, in Armature Speed Rear
Disc Brakes section. Reshim disc if necessary.
production.
FGURE 7-2. PARK BRAKE ASSEMBLY (SCL70-4)
1. Yoke 10. Piston
3. Clamping Capscrew 12. Seal Assembly
5. Lining 14. Screw
6. Seal Assembly 15. Spring Retainers (2)
NOTE: Earlier version (SCL70-3) had a different style
Seal Assembly, 6 & 12, and did not have Backup Rings,
7 & 13.
from moving.
2. Loosen clamp capscrew (3, Figure 7-2A) which
[ 0.001 0.002 in. (0.0002 0.0005 mm)] to be sure
N.m) torque to lock yoke (1) to housing (2 and
insure parking brake lines are tightly connected).
immediately.
11. Bleed park brake caliper after starting engine.
Refer to "Brake Bleeding Procedure.
NOTE: The inboard lining-to-disc clearance must be
adjusted before the outboard lining-to-disc clearance
is adjusted.
in line.
Use 2200 psi (10.3 MPa) MINIMUM 2500 psi (17.2
MPa) MAXIMUM pressure for adjustment.
FGURE 7-2A. PARK BRAKE ASSEMBLY (SCL15)
1. Yoke 10. Piston
3. Clamping Capscrew 12. O-Ring
5. Lining 14. Screw
6. O-Ring 15. Spring Retainers (2)
13. Check the Inboard lining-to-disc clearance with
the engine running and the Park Brake Switch
" OFF (brake released). Using a long feeler
gauge, clearance should be 0.030 - 0.040 in.
(0.762 - 1.016 mm).
14. f the inboard lining-to-disc clearance is not as
measurement and:
brake.
b. Loosen clamp capscrew (3).
clearance specified in step 13. above. Turning
clearance. Each
1
/4 turn of adjusting boIt
changes cIearance 0.009 in. (0.228 mm).
d. Tighten clamp capscrew (3) to 125 ft.Ibs. (170
N.m) torque.
e. With truck engine running, apply and release
f. Release parking brake and repeat step 13. f
clearance is not correct, repeat step 14. (a.-f.)
15. nsure clamp capscrew (3) is tightened to 125
16. Check the outboard lining-to-disc clearance with
truck engine running and park brake switch OFF
(brake released). Using feeler gauge, clearance
should be 0.030-0.040 in. (0.762-1.016 mm).
17. f the outboard lining-to-disc clearance is not as
measurement and:
brake.
NOTE: The clamp capscrew (3) is NOT loosened in
this procedure.
b. nsure clamp capscrew (3) is tightened to 125
clearance specified in step 13 above. Turning
clearance. Each
1
/8 (one eighth) turn of ad-
justing boIt changes cIearance 0.009 in.
(0.228 mm).
d. With truck engine running, apply and release
e. Release parking brake and repeat step 16. f
clearance is not correct, repeat step 17. (a.-e.)
18. With engine running, turn park brake switch OFF
(brake released).
19. Check the lining-to-disc clearance for both in-
board and outboard linings with feeler gauge.
Clearance should be 0.030-0.040 in. (0.762-
1.016 mm) for both inboard and outboard linings.
f the lining-to-disc clearance is not as specified,
repeat steps 2 through 19.
direction and tighten jam nut (17) to 210 ft.Ibs.
(285 N.m) torque.
production.
Park Brake CaIiper DisassembIy
NOTE: To assure that tension on springs (9, Figure 7-2
& 2A) has been released, be certain that jam nut (17)
has been loosened on adjustment bolt (16) and that
clamping capscrew (3) has been loosened one turn.
Be sure that adjustment bolt (16) has been loosened
six turns.
1. Remove bleeder screws (11, Figure 7-2 / 2A) from
housing (2) and drain fluid from brake caliper.
2. Loosen jam nut (17) and remove adjustment bolt
(16) from yoke (1).
3. Remove clamp capscrew (3) and washer (4) to
release housing (2) from yoke (1).
4. Remove piston dust boots (8) from spring retain-
ers (15).
5. Remove spring retainers (15) and springs (9). Note
order and orientation of springs.
6. Remove pistons (10) from housing.
O-ring & backup ring (6 &7,Figure 2A) from pis-
tons and discard these parts.
8. Remove screws (14) releasing the lining (5) from
pistons.
O-ring & backup ring (6 &7,Figure 2A) from hous-
ing and discard these parts.
CIeaning and Inspection
Petroleum base cleaning solvents are flammable.
DO NOT USE NEAR OPEN FLAME.
1. Clean all metal parts of brake assembly in cleaning
solvent.
2. nspect all metal parts for breaks or cracks. Re-
place all cracked parts.
3. Measure pistons and housing bores. Replace the
parts if they are worn beyond the following limits:
Piston:
(SCL70) large O.D. 4.494 in. (114.1 mm)
(SCL15) large O.D. 4.495 in. (114.2 mm)
(SCL70) small O.D. 2.493 in. (63.3 mm)
(SCL15) small O.D. 2.495 in. (63.4 mm)
(ETHER) seal groove 4.126 in. (104.8 mm)
Housing Bore:
large .D. 4.503 in. (114.4 mm)
small .D. 2.504 in. (63.6 mm)
4. nspect inlet and bleeder holes in housing (2) for
thread damage.
If rethreading is necessary, use the following taps:
Lining bolt hole in piston - 10-24 UNC-2B tap
Inlet hole - 7/16-20 UNF-2B tap
Bleeder hole - 1/4-28 UNF-2B tap
After tapping, be certain all metal chips and resi-
due are removed from openings and hydraulic
passages. If threads are not serviceable, replace
housing.
5. nspect housing cylinder walls for damage.
Scratches or corrosion to a depth of 0.002 in.
(0.005 cm) or less on the cylinder wall can be
blended out with 300-500 grit wet-or dry sandpa-
per or emery cloth. Replace housing if damage is
beyond these limits.
Excessive localized polishing of the cylinder wall
may result in fluid leakage.
6. nspect spring washers (9) for cracks or corrosion.
Replace parts that are cracked or severely cor-
roded.
7. nspect capscrews (3 & 16) for cracks, corrosion,
or thread damage. Replace damaged bolts.
8. nspect threaded hole (for adjustment bolt) in
yoke. The threaded hole in yoke for adjustment
bolt can be cleaned up with a 1-14 UNS-2B tap. f
threads are not serviceable, replace yoke.
9. nspect threaded hole (for clamping capscrews)
in housing. The threaded hole in housing for
clamping bolt can be cleaned up with a 5/8-
11UNC-2B tap. f threads are not serviceable,
replace housing.
Park Brake CaIiper AssembIy
1. Using all new seal assemblies, lubricate seals (6 &
12, Figure 7-2) with clean hydraulic oil as used in
brake circuit. Lubricate cylinder walls with Dow
Corning # 4 (or equivalent).
2. nstall lubricated seals and backup ring (12 & 13,
Figure 2) or O-ring & backup ring (12 &13,Figure
2A) in housing.
3. nstall lubricated seals and backup ring (6 &7,
Figure 2) or O-rings & backup ring (6 &7,Figure
2A) on pistons.
4. Attach lining (5) to pistons with screws (14). (Refer
to "Lining Replacement Procedure).
5. nstall piston in housing.
6. Lubricate spring washers (9) with anti-seize com-
pound.
7. Place spring retainers (15) on a flat surface with
the largest diameter on the bottom. nstall piston
dust boots (8) in groove of spring retainer (15).
Place lubricated spring washers (9) on spring
retainer so that the concave surface of each pair
of springs face one another.
8. nstall spring retainers (15) with spring washers on
pistons.
9. nstall the outer edge of dust boot (8) in grooves
of housing.
10. Place yoke (1) over housing (2) and align hole in
yoke with the hole in housing.
11. Place washer (4) on clamping bolt (3) and install
bolt and washer loosely. Attach yoke to housing.
12. Screw jam nut (17) all the way on adjustment bolt
(16) and apply anti-seize compound to threads
and end of bolt. Screw bolt in yoke part way,
approximately five (5) turns.
13. nstall bleeder valves (11) on housing.
PARK BRAKE LINING REPLACEMENT
nspect park brake linings periodically for wear. Linings
must be replaced before lining material has been worn
to the top of the retaining screws. Use of linings beyond
this wear limit will result in decrease of braking action,
1. Change linings. Refer to "Park Brake Caliper Re-
moval and "Disassembly procedure.
2. Remove screws (14, Figure 7-2) releasing the
lining (5) from the piston (10).
3. nstall new lining and secure lining to piston with
screws (14).
NOTE: If lining mounts screws are reused,
use Loctite
No. 242 (or equivalent) on threads.

4. After lining replacement, refer to "Park Brake Cali-
per nstallation, Bleeding, Adjustment and Condi-
tioning.
PARK BRAKE BURNISH PROCEDURE
Lining Conditioning
1. Preheat brake disc with service brakes to clean
and heat rear discs to between 350F 500F
(177C 260C).
2. Park on hot disc (3 to 5 minutes) to clean and heat
parking brake linings.
NOTE: Parking capabilities can be tested by parking
loaded truck (Do NOT exceed rated GVW shown on
Grade/Speed decal in cab) on steepest hauling
grade in mine (not to exceed 15% grade).
f parking brake does not hold on grade, allow vehicle
to start to roll down grade for approximately 15 ft. (4.6
m), then stop truck with service brakes. While holding
truck with service brakes, release park brake. Reapply
park brake and release service brakes.
f park brake still does not hold truck, refer to "Parking
Brake Adjustment and repeat procedure.
1. Bleed parking brake after starting engine.
2. Move parking brake switch on instrument panel to
"Off position. Connect bleeder hose to bleeder
valve, open bleeder valve until clear air-free oil (no
bubbles) runs from hose. Close bleeder valve.
3. Repeat for each bleeder.
NOTES
K01010 6/95 Index K1-1
SECTION K
AIR SYSTEM
INDEX
AIR SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-2
AIR SYSTEM COMPONENT REPAIR
Air Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1
Air Dryer/Aftercooler (See NOTE below) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1
Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1
Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1
Automatic Manual Drain Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-3
Radiator Pressure Regulator Valve (Detroit Diesel) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-4
Pressure Regulator Valve for Contact Relays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-5
Air System Lubricator (If Equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-6
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.
AIR STARTER CIRCUIT
Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-1
Air Starter Component Repair (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3
Air Starter Solenoid Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3
Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3
Air Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-4
Air Starter Lubricator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K4-11
* 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 Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-1
Throttle & Retard Treadle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-1
K1-2 Index K01010 6/95
1. Treadle Valve
2. Quick Disconnect
3. Air Compressor
4. Governor
5. Air Gauge
6. Air Dryer/Aftercooler
7. Relief Valve
8. Check Valve
9. Drain Valve
10. Air Tank
11. Starter Solenoid
12. Starter Dump Valve
13. Air Starter
14. Air Actuated Coils
15. Pressure Regulator
16. Air Actuated Coil
17. Accelerator Switch
18. Low Idle Solenoid
19. Throttle Cylinder (D.D.)
20. Pressure Switch (*)
21. Horn
22. Throttle Solenoid
23. Windshield Wiper Control (*)
24. Windshield Wiper Motor (*)
25. Lubricator (*)
26. Regulator
27. Check Valve
28. Horn Solenoid
29. Throttle Cylinders (Cummins)
* Not Used on Current Models
AIR SYSTEM SCHEMATIC
K02009 11/95 Air System K2-1
AIR SYSTEM OPERATION
The engine driven air compressor pulls filtered inlet
air from the air cleaners. The compressed air is
ported through an air dryer/aftercooler where mois-
ture is removed, through a one way check valve,
then into the main air tank.
From the tank, air is passed to an air governor. The
air governor controls the pressure in the system and
a safety valve on the air tank prevents overpressur-
ization. The air is then delivered to the various cir-
cuits of the air system. Refer to Section R,
Schematics, for Air Schematic.
FIGURE 2-1. AIR SYSTEM AND COMPONENTS
K2-2 Air System K02009 11/95
AIR COMPONENT DESCRIPTION
Air Compressor
The air compressor is driven by the engine and is
controlled by an air governor. The compressor oper-
ates whenever the engine is running, but the actual
compression of air is controlled by the air governor
which is set to control air system pressure at 115-135
psi (790-930 kPa). A safety valve installed in the
main air tank prevents a build-up of air pressure
above 175 psi (1200 kPa).
When system pressure reaches 135 psi (930 kPa)
the air governor pilot pressure holds intake valves on
the compressor open, stopping the compression of
air. When system pressure falls below 115 psi (790
kPa) the air governor pilot pressure is removed
allowing the intake valves to close and charge the
system back to 135 psi (930 kPa).
Air Starter Circuit (If Equipped*)
*Some trucks may be equipped with an Electric
Starter system. This circuit is not used in those instal-
lations.
Air pressure from the main air tank is ported to the
dump valve. Air pressure through internal porting is
allowed to pass through the dump valve to the air
start solenoid. Air is blocked at these valves until
actuated by the key switch. When the key switch is
turned to the start position the air start solenoid valve
opens and air pressure engages the air starter
engagement mechanism. After the engagement
mechanism is engaged, pilot pressure from the
engagement mechanism housing is ported to the
dump valve. The pilot pressure opens the dump
valve allowing main system air pressure to be ported
to the starter. When the key switch is released, the
air starter solenoid valve closes, cutting off air to the
starter and allowing the engagement mechanism to
disengage.
Once the engine starts, an engine oil pressure switch
will open the electrical circuit to the air start solenoid,
preventing re-engagement of the starter during
engine operation.
Due to many different customer options for starters,
service for this component is not covered in this sec-
tion. When starter service is required, refer to either
Section "M", Options and Accessories, in this man-
ual, or to the engine manufacturer's shop manual.
Air Dryer/Aftercooler
Due to several different customer options for Air Dry-
ers and/or Aftercooler, service for this component is
not covered in this section. When Air Dryer or After-
cooler service is required, refer to Section "M",
Air Dryer (If Equipped)
The air dryer is designed to remove suspended water
and oil particles from air before going to the main air
tank. Air from the compressor enters the air dryer
inlet port and is directed downward between the des-
iccant canister and the outer shell. The air cools as it
moves downward, condensing water and oil droplets
which drop to the sump of the air dryer housing. Air
then passes through the oil separator which removes
dirt particles, oil and water mist. As the air moves up
through the desiccant material, the moisture content
is progressively decreased. Dry air then flows
through the cap, check valve and into the main air
tank.
Aftercooler (If Equipped)
The aftercooler is designed to remove suspended
water and oil particles from the air before going to the
air tank. Air from the compressor enters the after-
cooler inlet port and is directed upward between the
deflector and the outer shell. The air cools as it
moves upward condensing water and oil droplets
which drop to the sump of the aftercooler housing.
Air then passes through the filter media which
removes dirt particles. As the air moves up through
the filter, the moisture content is progressively
decreased. Cool air then flows through the cap,
check valve and into the air tank.
K02009 11/95 Air System K2-3
Check Valve
Before air enters the main air tank it passes through
a one way check valve. This check valve is installed
to keep the main air tank pressurized when the air
compressor is not delivering compressed air. The
check valve must be installed so that the arrow
stamped on the valve body is pointing in the direction
of air flow.
Main Air Tank
The main air tank stores compressed air and sup-
plies air pressure to the various air circuits as
required. The pressure in the air tank is controlled by
the air governor, which maintains air pressure of 115-
135 psi (730-930 kPa). The air tank is equipped with
a safety valve which prevents the maximum air pres-
sure in the tank from exceeding 175 psi (1200 kPa).
Mounted below the tank is an automatic/manual
drain valve to eject excess moisture that condenses
inside the air tank.
Safety Valve
The safety valve protects the air system against
excessive air pressure above 175 psi (1200 kPa). It
is installed on the main air tank.
If main pressure below the ball valve rises to a point
above the setting of the safety valve, the pressure
developed will overcome spring force holding the ball
on its seat and the ball will lift. This action permits air
to pass up into the spring cage and exhaust to atmo-
sphere through the exhaust port. As soon as excess
pressure in the air tank has been reduced to safety
valve setting, the regulating spring forces the ball
back on its seat, stopping the exhaust of air. Normally
the safety valve remains closed. It functions only
when air pressure rises above 175 psi (1200 kPa).
Automatic/Manual Drain Valve
The air system is equipped with an automatic drain
valve that incorporates a manual drain valve.
The air governor supplies an air signal to the mois-
ture ejection valve to eject moisture. Each time the
air governor unloads the air compressor, air is
directed into the drain valve at Port A. (Refer to Fig-
ure 2-3). Also, the drain valve is operated when
these air signals are removed. Each time air is
applied or removed at Port A the piston in the drain
valve is cycled allowing moisture collected within
Port B to be exhausted to atmosphere. Manual
draining can be accomplished by turning the manual
shut-off handle clockwise until air is exhausted out
Port C. Further advance of the manual shut-off han-
dle will block the air escape opening, thus trapping
the air in the main air tank.
NOTE: The automatic/manual drain valve should be
manually activated after every 8-10 hours of
operation.
When the operator manually drains or opens the
valve, the handle should be turned clockwise until
moisture begins to eject, then turned an additional
turn clockwise to allow all moisture to eject. The han-
dle is then turned fully counterclockwise. If there is
pilot pressure from the air governor on Port "A", the
manual valve will not drain air. After operating man-
ual valve, be certain to turn it fully counterclockwise.
FIGURE 2-2. SAFETY VALVE
FIGURE 2-3. AUTOMATIC/MANUAL DRAIN VALVE
K2-4 Air System K02009 11/95
Air Governor
Air pressure from the air tank enters the inlet port (4,
Figure 2-4) of the governor, passes through a filter
and acts on the bottom of the piston and valve.
When air pressure reaches 135 psi (931 kPa), the
piston moves upward unseating the valve. Air pres-
sure flows through the drilled passage in the piston
and out the unloader port (3, Figure 2-4) to the com-
pressor intake valve.
As the pressure drops to 115 psi (793 kPa), force
exerted by air pressure on the bottom of the piston
(1) will be reduced so that the spring force will move
the piston down. The inlet valve closes and the
exhaust valve opens allowing pressure in the
unloader line to vent through the exhaust port (2).
With pressure released in the unloader line, the com-
pressor will pressurize the air tank.
Radiator Pressure Regulating Valve (Detroit Die-
sel Engine Only)
The Radiator Pressure Regulating Valve is used to
maintain a constant pressurization on the engine
cooling system and is located on the top left rear cor-
ner of the radiator top tank. It is used to reduce sys-
tem air pressure being delivered to the top tank.
A positive pressure of 9 psi (62 kPa) is maintained in
the radiator to prevent cavitation of the water pump
during cold start conditions. The regulating valve has
an adjusting screw for adjusting and maintaining the
air pressure.
Main air system pressure is supplied to a solenoid
valve which opens when the key switch is in the On
position. When energized, the solenoid allows air to
flow to the regulator inlet port. The outlet is adjusted
to 9 psi (62 kPa) and is piped into the radiator surge
tank.
When the key switch is turned Off, the solenoid is
de-energized and air flow is blocked. The solenoid
allows removal of the radiator cap without loss of air
system pressure.
The radiator cap should not be removed until the
key switch has been turned Off and the engine
allowed to cool. Unless the pressure is first
released, removing the radiator cap after the
engine has been running for a time can result in
hot coolant being expelled from the radiator.
Serious scalding and Burning can result.
90 psi (622 kPa) Air Regulating Valve For Contact
Relays
The Air Pressure Regulating Valve for Contact
Relays is used to reduce system pressure to 90 psi
(622 kPa) for actuating the Forward, Reverse, and
Propulsion Contactors.
The regulator is located near the center of the rear
wall of the electrical control cabinet. System air pres-
sure is supplied to the inlet port of the regulator.
The outlet port is connected to the Forward, Reverse,
and Propulsion Contactors.
FIGURE 2-4. AIR GOVERNOR
1. Piston
2. Exhaust Port
3. Unloader Port
4. Inlet Port
K02009 11/95 Air System K2-5
Air System Lubricator (If Equipped)
Current model trucks do not have an air lubricator. If
equipped, the air lubricator injects an oil mist into the
air system providing internal lubrication of the com-
ponents within the system. Air flowing through the
restricted passage creates a lower pressure in the
chamber containing the siphon tube than in the res-
ervoir. The pressure difference between reservoir
and restricted passage causes oil to move up the
siphon tube, past the check valve, and across the oil
feed adjustment screw. Drops of oil from the drip tube
will flow into the restricted passage where high veloc-
ity air breaks the oil droplets into a fine mist which is
carried throughout the air system.
Shop Air Quick Disconnect
The quick disconnect for an external air supply is
usually located on the left front frame, opposite the
engine. The quick disconnect is provided to charge
the main air system in the event the air pressure has
been discharged for maintenance, or the truck has
been out of service for an extended period of time.
The air system can be charged with shop air, from
the air system of an operating truck, or a portable
compressor. The air system should be fully charged
to provide sufficient volume of air for the air start sys-
tem (if equipped). Make sure the protective cap is
always in place, to prevent contamination of the air
system.
FIGURE 2-5. AIR LUBRICATOR
K2-6 Air System K02009 11/95
NOTES:
K03008 6/95 Air System Component Repair K3-1
AIR SYSTEM COMPONENT REPAIR
AIR COMPRESSOR SERVICE
The air compressor is a component of the engine
assembly. Refer to the engine manufacturer's service
manual for removal and repair instructions.
AIR DRYER/AFTERCOOLER
Due to several different customer options for Air Dry-
ers and/or Aftercooler, service for this component is
not covered in this section. When Aftercooler or Air
Dryer service is required, refer to Section "M",
SAFETY VALVE
Exhaust ALL air pressure from the main air tank
PRIOR TO safety valve removal.
The Safety Valve can be disassembled, cleaned and
assembled, but normal procedure is to replace the
valve.
NOTE: Figure 3-1. may not represent the exact valve
on the truck, but represents the internal working of
most valves.
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.
AIR GOVERNOR
Disassembly
1. Loosen and remove top cover (17, Figure 3-2).
2. Remove the spring assembly retaining ring (12)
and lift out spring assembly.
3. Remove locknut (10) and upper spring guide (9)
from adjusting screw (11).
4. Remove pressure setting spring (7), spring
guide (6) and spring guide (8) from adjusting
screw.
5. Remove the exhaust stem (13) and its spring
(14) from top of piston (3).
FIGURE 3-1. SAFETY VALVE
1. Body
2. Valve Ball
3. Spring Cage
4. Stem
5. Spring
FIGURE 3-2. AIR GOVERNOR
1. Valve Spring
2. Inlet & Exhaust Valve
3. Piston
4. Grommet
5. Washer
6. Spring Guide (Lower)
7. Spring
8. Spring Guide
9. Spring Guide (Upper)
10. Locknut
11. Adjusting Screw
12. Retaining Ring
13. Exhaust Stem
14. Exhaust Stem Spring
15. Body
16. Filter
17. Cover
18. O-Ring
K3-2 Air System Component Repair K03008 6/95
6. Turn body over, tap lightly and piston should fall
out.
7. Remove valve spring (1) and valve (2) from the
piston.
8. Remove the two piston O-rings (18) and
remove the exhaust stem grommets (4).
9. Clean or replace filters (16).
1. Clean all parts in fresh cleaning solvent. Check
to make certain that all air passages in the body,
exhaust stem and piston are not obstructed.
Follow solvent manufacturer's instructions.
2. Inspect all parts for excessive wear and replace
if necessary.
3. Replace O-rings, grommet, and air filters.
NOTE: Valve body and piston must be replaced as a
unit.
Assembly
Before proceeding with assembly, lubricate all parts
with barium grease.
1. Install exhaust stem grommet (4, Figure 3-2) in
stem bore of piston (3).
2. Install inlet and exhaust valve in place at bottom
of piston.
3. Install the inlet valve spring (1) with its narrow
end against the valve (2). Press down on spring
until the large coil end snaps into the groove
inside the piston.
4. Place exhaust stem spring (14) over the
exhaust stem (13) and carefully press the stem
into the stem bore of the piston. Make sure
exhaust stem moves up and down freely.
5. Install O-rings (18) in grooves of the piston and
install piston in body with largest bore of piston
facing up.
6. Install lower spring guide (6), spring guide (8),
pressure setting spring (7) and upper spring
seat (9) on adjusting screw with locknut (10).
Tighten the upper spring seat down until the
dimension from top of seat to bottom of the
stem head is approximately 1.88 in. (48 mm).
7. With exhaust stem (13) and spring (14) in place,
install adjusting screw and spring assembly in
the governor body.
8. Install retaining ring (12) to secure adjusting
screw and spring assembly.
9. Install top cover (17) and new filters (16).
Adjustment
1. Install an accurate air gauge to monitor main air
pressure. Start engine and allow air system to
fully charge. Watch the air pressure gauge to
determine the point at which the compressor
cuts-out (stops delivering compressed air).
This pressure should be 135 psi (930 kPa).
2. Open air drain valve to expend system air pres-
sure and note at what pressure the compressor
cuts-in (delivers compressed air). This pres-
sure should be 115 psi (790 kPa).
3. If the above pressures are not at the recom-
mended levels, adjust air governor valve as fol-
lows:
a. Remove cover (17, Figure 3-5).
b. Hold adjusting screw (11) with a screwdriver
and loosen locknut (10).
c. Turn the adjusting screw counterclockwise to
raise the cut-out pressure, clockwise to
lower the cut-out pressure. The cut-in
pressure should automatically follow to the
correct level. Hold adjusting screw and
tighten the locknut to secure. Cycle the com-
pressor several times to check the cut-out
and cut-in pressures. One turn of the
adjusting screw changes pressure settings
approximately 16 psi (110 kPa).
d. Replace cover (17).
Leakage Tests
With governor in cut-out position, check the
exhaust port by applying soap suds to determine
leakage at the exhaust valve.
Any leakage in the cut-out position could be at the
upper piston grommet or exhaust valve.
With governor in cut-in position, check for leakage
at the inlet valve by applying soap suds at the
exhaust port.
Any leakage in cut-in position could be at the bot-
tom piston grommet or inlet valve.
AUTOMATIC/MANUAL DRAIN VALVE
Removal
1. Block the truck securely to prevent any movement.
2. Release all air pressure from system.
3. Remove the air line and heater wire (if
equipped) from the drain valve. Remove drain
valve. Cap air line to prevent contamination.
Installation
1. Install valve assembly on main air tank and
reconnect air lines.
2. Charge air system and check valve for leaks
and proper operation.
Turning the handle fully clockwise will prevent
the valve from ejecting moisture automatically.
Disassembly
1. Remove cap (2, Figure 3-3) with shut-off valve (1).
2. Remove capscrews (11) securing spring cap
(14) to body (3).
3. If spring (15 or 16) needs replacing, remove dirt
cap (12) and shoulder bolt (13).
4. Remove seat bolt and washer (4) securing
valve seat (5) to seat spacer (6). Remove seat
spacer and valve seat.
5. Slide piston (9) out of valve body. Replace all O-
rings before reassembly.
1. Wash all metal parts in cleaning solvent.
2. Inspect all parts for wear or deterioration.
3. Replace all O-rings and gaskets with new.
FIGURE 3-3. AUTOMATIC/MANUAL DRAIN VALVE ASSEMBLY
1. Shut-off Valve
2. Cap
3. Valve Body
4. Seat Bolt & Washer
5. Valve Seat
6. Seat Spacer
7. Valve Seat
8. O-Ring
9. Piston
10. O-Ring
11. Capscrew
12. Dirt Cap
13. Shoulder Bolt
14. Spring Cap
15. Small Spring
16. Large Spring
17. Seat Washer
18. O-Ring
19. Pipe Reducer
20. Adapter
21. Gasket
Assembly
1. Install valve seat (7, Figure 3-3) and slide piston
(9) with new O-rings into valve body (3).
2. Install seat spacer (6) and valve seat (5) using
seat bolt and washer (4).
3. If removed, install springs (15 & 16) and seat
washer (17). Install spring cap (14) using cap-
screws (11).
4. Install shoulder bolt (13) and replace dirt cap
(12).
5. Install shut-off valve (1) and cap (2).
RADIATOR PRESSURE REGULATING
VALVE (Detroit Diesel Engine Only)
Removal
1. Bleed air pressure from the system by opening
the drain valve on the automatic/manual drain
valve.
2. Disconnect lines at inlet and outlet ports.
Remove check valve at outlet port. Cap hoses
to prevent entrance of foreign material. Remove
regulator from bracket.
Installation and Adjustment
1. Remove pipe plug (21, Figure 3-4) and install
an air pressure gauge.
2. Connect air supply to inlet side of regulator.
3. Rotate the adjusting screw clockwise to
increase delivery pressure, or counter-clock-
wise to reduce delivery pressure.
NOTE: Gauge will register delivery pressure.
4. Rotate adjusting screw until a pressure of 9 psi
(62 kPa) is obtained. Tighten the jam nut.
5. Remove air line and pressure gauge. Replace
pipe plug and tighten securely.
6. Position regulator on the mounting bracket and
secure in place with screws. Install check valve
in outlet port. Connect lines at inlet and outlet.
Tighten all connections securely.
Disassembly
1. Clean the exterior of the valve thoroughly.
2. Loosen jam nut (2, Figure 3-4) and remove
adjusting screw (1).
3. Remove screws (3) and lift off bonnet (4).
4. Remove spring seat (5) spring (6), and dia-
phragm follower (7).
5. Remove diaphragm (8). Remove screws (9)
and baffle (10).
6. Remove gasket (11), valve seat (12), O-ring
(13) and gasket (14).
7. Pull plunger (15) from body (20) and remove O-
ring (16), spring (17), washer (18) and O-ring (19).
FIGURE 3-4. PRESSURE REGULATING VALVE
1. Adjusting Screw
2. J am Nut
3. Screw
4. Bonnet
5. Spring Seat
6. Spring
7. Diaphragm Follower
8. Diaphragm
9. Screw
10. Baffle
11. Gasket
12. Valve Seat
13. O-Ring
14. Gasket
15. Plunger
16. O-Ring
17. Spring
18. Washer
19. O-Ring
20. Body
21. Pipe Plug
1. Discard all O-rings and gaskets.
2. Clean all metal parts with a cleaning solvent
and blow dry with low pressure air.
3. Inspect all parts for wear or damage. Pay partic-
ular attention to the diaphragm (8, Figure 3-4),
valve seat (12), and plunger (15).
4. Lubricate all metal surfaces with number 7
Lubriplate and all rubber parts with Dow Corn-
ing Number 55 Pneumatic grease.
Assembly
1. Install O-ring (19, Figure 3-4), washer (18),
spring (17). Position O-ring (16) on plunger (15)
and install plunger.
2. Position gasket (14), O-ring (13) and valve seat
(12) in body (20).
3. Install gasket (11), baffle (10). Secure baffle in
place with screws (9).
4. Install diaphragm (8), diaphragm follower (7),
spring (6) and spring seat (5). Install bonnet (4)
and secure in place with screws (3).
5. Install adjusting screw (1) with jam nut (2). Do
not attempt to tighten adjusting screw at this
time. Refer to Adjustment.
AIR PRESSURE REGULATING VALVE
FOR CONTACT RELAYS [90 psi (622
kPa)]
Removal
1. Bleed air pressure from the system by opening
the drain valve on the automatic/manual drain
valve.
2. Disconnect line at inlet port. Cap hoses to pre-
vent entrance of foreign material. Unscrew reg-
ulator from threaded coupler.
Installation
1. Screw regulator inlet port onto threaded cou-
pler.
2. Connect tee fitting and air hoses to outlet port.
Disassembly
1. Clean the exterior of the valve thoroughly.
2. Loosen jam nut (13, Figure 3-5) and remove
adjusting screw (12).
3. Remove screws (14) and lift off bonnet (8).
4. Remove spring button (11) spring (6).
5. Remove diaphragm (9) and plate (5).
6. Remove cap (6), washer (3), spring (4), and
poppet (10).
1. Discard all O-rings and gaskets.
2. Clean all metal parts with a cleaning solvent
and blow dry with low pressure air.
3. Inspect all parts for wear or damage. Pay partic-
ular attention to the diaphragm (9), plate (5),
and poppet (10).
4. Lubricate all metal surfaces with number 7
Lubriplate and all rubber parts with Dow Corn-
ing Number 55 Pneumatic grease.
FIGURE 3-5. 90 PSI (622 KpA) REGULATING
VALVE
1. Body
2. Cap Nut
3. Gasket
4. Spring
5. Diaphragm Plate
6. Regulating Spring
7. Spring Plate
8. Bonnet
9. Diaphragm
10. Poppet
11. Button
12. Adjustment Screw
13. J am Nut
14. Capscrew
Assembly
1. Install poppet (10, Figure 3-5) and spring (4) in
bore of body (1).
2. Install cap (2) with gasket (3) and tighten.
3. Place diaphragm plate (5) in body as shown.
4. Lay diaphragm (9) on top of diaphragm plate
and body assembly.
5. Place spring (6) and button (11) on top of dia-
phragm. Install bonnet (8) and secure in place
with screws (14).
6. Install adjusting screw (12) with jam nut (13).
Do not tighten adjusting screw at this time.
Refer to Adjustment.
Adjustment
1. Screw regulator inlet port onto threaded cou-
pler.
2. Disconnect an air hose close to the outlet port
of the regulator. Install a tee fitting and recon-
nect the air hose. Install a 0-300 psi (0-2.1 MPa)
gauge into tee fitting.
3. Start the engine and allow the air system to
build up to system pressure.
4. Pressure should be 90 5 psi (622 34 kPa). If
not, rotate the adjusting screw (12, Figure 3-5)
clockwise to increase pressure, or counter-
clockwise to reduce pressure. Hold adjusting
screw and tighten jam nut (13).
5. Actuate forward and reverse relays several
times and check pressure again. Adjust if nec-
essary.
6. Remove test equipment and restore lines to
normal hookup.
AIR STARTER CIRCUIT (If Equipped)
Due to many different customer options for starters,
service for this component is not covered in this sec-
tion. When starter service is required, refer to either
Section "M", Options and Accessories, in this man-
ual, or to the engine manufacturer's shop manual.
AIR SYSTEM LUBRICATOR (If Equipped)
Service
1. With engine shut down and air pressure
released, remove fill cap (Figure 3-6).
2. Removal of cap will release any pressure inside
of canister and allow access to the fill hole. Fill
with SAE 10W oil.
3. Replace fill cap to pressurize canister.
Adjustment
1. Turn adjusting screw in as far as possible.
2. Back adjusting screw out 1 to 1 1/2 turns.
NOTE: As a general rule lubricator should be
adjusted to produce one drop of oil per minute at 90
psi (620 kPa) and 20 CFM (0.6 cmm) air flow.
FIGURE 3-6. AIR LUBRICATOR
K04001 7/90 Air Starter K4-1
AIR STARTER CIRCUIT
Air pressure from the main air tank is ported to the
dump valve. Air pressure through internal porting is
allowed to pass through the dump valve to the air
start solenoid. Air is blocked at these valves until
actuated by the key switch. When the key switch is
turned to the start position, the air start solenoid
valve opens and air pressure engages the air starter
bendix. After the bendix is engaged, pilot pressure
from the bendix housing is ported to the dump valve.
The pilot pressure opens the dump valve allowing
main system air pressure to be ported to the starter.
When the key switch is released, the air starter sole-
noid valve closes, cutting off air to the starter and
allowing the bendix to disengage. Once the engine
starts, an engine oil pressure switch will open the
electrical circuit to the air start solenoid, preventing
re-engagement of the starter during engine operation.
FIGURE 4-1. AIR STARTER CIRCUIT
1. Air Starter
2. Air Starter Lubricator
3. Dump Valve
4. Air Starter Solenoid
5. Main Air Tank
K4-2 Air Starter K04001 7/90
DUMP VALVE
The dump valve (3, figure 4-1) provides a quick On,
Off control of the starter motor. A pilot line con-
nected from the starter bendix housing to the pilot
port of the dump valve, applies air pressure to the
end of the dump valve spool. The movement of the
spool opens a passage within the valve to allow air
pressure to pass from the main air tank (5) for opera-
tion of the starter motor.
AIR START SOLENOID VALVE
The solenoid valve (4, Figure 4-1) is an electrically
operated air valve controlled by the key switch. When
key switch is turned to Start position, the solenoid is
energized and opens to allow air pressure to flow to
the inlet port of the starter bendix insuring engage-
ment of the pinion with the engine flywheel. Air pres-
sure continues out the pinion outlet port to the dump
valve and engages the air starter. Periodically check
valve for air leaks and operation of solenoid.
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.
FIGURE 4-2. DUMP VALVE
FIGURE 4-3. AIR STARTER
AIR STARTER COMPONENT REPAIR
Relieve all air pressure from the air system prior to
removing any components in the air circuit.
AIR START SOLENOID VALVE
Removal
1. Mark or tag electrical connections and air lines.
2. Open drain cock on main air tank and discharge
air pressure from system.
3. Remove electrical leads and air lines.
4. Remove capscrews securing manifold to mount-
ing bracket and remove valve assembly.
Installation
Install the air start solenoid to its mounting bracket and
connect electrical leads and air inlet lines previously
disconnected.
Disassembly
1. Remove breather (1, Figure 4-4) from yoke (2). Lift
off yoke (2) and coil (3). Unscrew and remove coil
pole (4) with spring (5) and plunger assembly (6).
2. Remove capscrews and lockwashers (7) secur-
ing valve body (8) to mounting bracket (11).
Remove O-ring (10) in valve body.
3. Disassemble plunger assembly (6) by removing
cap from plunger and remove seat, spacer and
seat.
NOTE: Seats are reversible. Replace if necessary.
1. Clean all parts in a good cleaning solvent and
wipe dry.
2. Replace spring (5) if free height is less than 0.968
in. (24.5 mm).
NOTE: DO NOT stretch spring.
3. Inspect O-ring (10). Replace if necessary.
4. Inspect seats in plunger assembly (6). Inspect cap
on plunger assembly for proper seating in valve.
Service
After each 5000 hours, disassemble valve, clean and
inspect all parts. Replace O-ring seal and any part
showing signs of damage or wear. If valve is dam-
aged, replace valve as an assembly
Assembly
1. Install O-ring (10, Figure 4-4) around roll pin (9)
on valve body (8). Align valve body to mounting
bracket (11) and secure with capscrews and
lockwashers (7).
2. Install spring (5) and plunger assembly (6)
inside coil pole (4). Screw coil pole (4) into valve
body (8). Install coil (3) and yoke (2) over coil
pole (4).
3. Press coil lightly until threads of coil pole pro-
trudes through coil. Install breather (1) onto coil
pole. Tighten securely.
DUMP VALVE
Removal
1. Open drain cock on main air tank and discharge
system air pressure.
2. Tag or mark air lines.
3. Remove pilot air pressure line and main air
pressure inlet and outlet lines.
FIGURE 4-4. AIR START SOLENOID
1. Breather
2. Yoke
3. Coil
4. Coil Pole
5. Spring
6. Plunger Assembly
7. Capscrews &
Lockwashers
8. Valve Body
9. Roll Pin
10. O-Ring
11. Mounting Bracket
Installation
1. Connect air pressure inlet and outlet lines. Con-
nect pilot pressure lines.
2. Apply shop air and charge air system; check for
leaks.
AIR STARTER LUBRICATOR
Check for proper operation by placing a piece of
paper over the exhaust port of the starter during the
cranking cycle. If lubricator is operating properly, a
fine mist should appear on the paper from the starter
exhaust port. If this mist does not appear, clean or
replace the lubricator.
Removal
1. Remove and cap diesel fuel line.
2. Remove lubricator.
Installation
1. Prelube lubricator with diesel fuel prior to instal-
lation.
2. Install lubricator into starter lubricator port.
3. Connect fuel line, loosen connection and bleed
off any trapped air. Tighten fuel line.
NOTE: The lubrication fuel line is gravity fed and the
lubricator connection must be below the engine
connection with no loops or bends that could cause
air locks.
AIR STARTER
Removal
1. Mark or tag all lines. Open drain cock on main
air tank to discharge system air pressure.
2. Remove main air line between dump valve and
air starter. Remove air lines connected to ben-
dix housing and lubrication line.
3. Remove capscrews securing starter to engine
flywheel housing. Remove starter from the truck
and move to work area for repair.
Installation
1. Install starter onto engine with capscrews and
tighten to standard torque.
2. Connect all air and fuel lines previously discon-
nected. Bleed off trapped air from fuel line
before starting the truck.
3. Apply shop air and charge air system, and
check air starter for leaks.
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
cover, motor housing, gear case and drive
housing, so these members can be located in the
same relative position when the starter is
reassembled.
DO NOT remove any part which is a press fit in or
on a sub-assembly unless the removal of that
part is necessary for replacement or repairs.
Never use old seals or O-rings.
When grasping a part in a vise, always use
leather covered or copper covered vise jaws to
protect the surface of the part and help prevent
distortion. This is particularly true of threaded
members.
Disassembly
1. Remove the rear motor housing cover plug (3,
Figure 4-6) from the rear of the motor housing
cover (2).
2. Grasp drive pinion (23) in a vise with the starter
supported on the workbench.
3. Remove drive pinion retaining screw (21).
Screw has left hand threads. Remove starter
from vise.
4. Remove drive pinion washer (22) and drive pin-
ion (23).
FIGURE 4-5. AIR STARTER LUBRICATOR
1. Filter
2. O-Ring
3. Check Valve Ball
4. End Cap
5. Spring
6. Body
7. Piston
1. Motor Housing
2. Motor Housing Cover
3. Plug
4. Capscrew & Washer
5. Cylinder
6. Alignment Pin
7. Alignment Pin
8. O-Ring
9. End Plate
10. Bearing
11. O-Ring
12. Clamp Nut
13. Rotor
14. Clamp Nut Screw
15. Vane
16. End Plate
17. Wave Washer
18. Bearing
19. Retaining Screw
20. Rotor Pinion
21. Retaining Screw
22. Washer
23. Drive Pinion
24. Spring Sleeve
25. Spring
26. Drive Gear Screw
27. O-Ring
28. Capscrew
29. Lockwasher
30. Drive Housing
31. O-Ring
32. Bearing
33. Seal
34. Bulkhead Retainer
35. Bulkhead
36. O-Ring
37. O-Ring
38. Piston Bumper
39. Cup Retainer
40. Spring Cup
41. Clutch spring
42. Clutch J aw
43. Clutch J aw
44. Bearing
45. Washer
46. Lockwasher
47. Bearing Retainer
49. Piston
50. O-Ring
51. Seal
52. Bearing
53. Drive Shaft
54. Backup Ring
55. Piston Bumper
56. Return Spring
57. Spring Seat
58. Gear Case
61. Bearing
62. Drive Gear
5. Slide pinion spring sleeve (24) and pinion
spring (25) off drive shaft (53).
6. Insert a 3/8 in. square drive extension through
the motor housing cover to hold rotor (13) from
turning. Using a 5/16 in. x 8 in. long hex head
wrench inserted into the end of the drive shaft,
unscrew drive gear screw (26).
7. Remove drive housing capscrews (28) and
lockwashers (29).
8. Tap drive housing (30) with a plastic hammer to
help dislodge it from gear case (58).
Failure to follow the procedure in Step 9 could
result in injury to personnel.
9. Place the drive housing in an arbor press, pis-
ton end up. Apply pressure to piston (49) to
compress piston return spring (56) before
removing bulkhead retainer (34).
Make sure the tension of the spring pushes the
bulkhead out of the drive housing before remov-
ing the drive housing from the arbor press.
10. Using a screwdriver, remove the bulkhead
retainer. Ease off the arbor press.
11. Remove bulkhead (35) from the piston.
12. Remove the outer bulkhead O-ring (36) and the
inner bulkhead O-ring (37).
13. Remove rear piston bumper (38) from the piston.
14. Slide drive shaft (53) from the drive housing.
15. Pull piston return spring (56) off the drive shaft.
16. Remove front piston bumper (55) and bumper
backup ring (54).
NOTE: DO NOT remove the front drive shaft bearing
(32) or the drive housing seal (33) unless
replacement is necessary and new parts are
available. The bearing and/or seal will be damaged
when removed from the drive housing.
17. Remove piston O-ring (50) from piston
The operation in Step 18 will damage the seal.
Therefore, a replacement seal must be available.
18. Insert a large screwdriver blade through piston
seal (51) so that it rests on top of the clutch
spring cup (40). Pry the seal out of the piston.
19. Press clutch spring cup (40) down and using a
screwdriver, remove clutch spring retainer (39).
20. Remove the clutch spring cup and clutch spring
(41).
21. Remove the two clutch jaws (42) and driving
clutch jaw (43).
22. Remove the front drive gear bearing (49), drive
gear cup (45), drive gear lockwasher (46) and
drive gear screw O-ring (27).
23. Remove the large drive shaft bearing retainer
(47).
24. Press the rear drive shaft bearing and drive
shaft (53) out of the piston.
25. Using a screwdriver, remove the small drive
shaft bearing retainer (48).
26. Press the rear drive shaft bearing (52) off the
drive shaft.
27. Remove motor housing cover capscrews (4).
28. Pull motor housing cover (2) from motor hous-
ing (1). It may be necessary to dislodge the
motor housing cover by tapping it with a plastic
hammer.
29. Tap gear case (58) with a plastic hammer to dis-
lodge it from the motor housing.
30. Grasp the rotor pinion in a vise and using a
wrench, remove rotor pinion retaining screw (19).
31. Remove the rotor pinion (20) from the rotor
shaft.
32. Slide front end plate (16), front rotor bearing (18)
and motor wave washers (17) off the rotor shaft.
33. Remove rotor (13) and rear end plate (9) from
the cylinder.
34. Remove and examine each vane (15). Install a
new set of vanes if any vane is cracked, spalled
or worn to the extent that its width is 1.25 in. (32
mm) or less at either end.
35. Place the rotor in a copper covered vise and
loosen rotor clamp nut screw (14). Remove
rotor clamp nut (12).
36. Remove the large rear rotor bearing O-ring (11).
37. Remove the rear end plate (9) from the rotor
shaft.
38. Remove the rear rotor bearing O-ring (11) and
rear end plate (9) from rotor shaft.
39. If the rear rotor bearing (10) needs to be
replaced, remove it from the rear end plate.
40. Push cylinder (5) out of the motor housing.
41. Remove the cylinder O-rings (8) from the cylinder.
42. Place gear case (58) on a clean workbench.
43. Using retaining ring pliers and working through
the access holes in the gear web, remove the
drive gear bearing retainer (59).
44. Pull drive gear (62) out of the gear case.
45. Using retaining ring pliers, remove the drive
gear shaft bearing retainer (60).
46. Remove the rear drive gear bearing (61) from
the drive gear.
Assembly
1. The following general rules should be followed
when assembling the air starter:
a. Always press on the inner race of a ball type
bearing when installing the bearing on a
shaft.
b. Always press on the outer race of a ball type
bearing when pressing the bearing in a bear-
ing housing.
c. Whenever grasping a part in a vise, always
use leather covered or copper covered vise
jaws to protect the surface of the part and
help prevent distortion. This is particularly
true of threaded members.
d. Clean all parts and cover each part with a
thin film of clean oil before installation.
2. Place drive gear bearing retainer (59, Figure 4-
6) over the rear end of drive gear (62).
3. Using an arbor press, press the rear drive gear
bearing (61) on the rear end of the drive gear.
4. Using retaining ring pliers, install drive gear
5. Position gear case on a clean workbench.
Using a plastic hammer, seat the rear drive gear
bearing into the gear case by tapping the oppo-
site end of the drive gear.
the access holes in the gear web, install the
drive gear bearing retainer (59).
7. Lubricate the drive gear with SAE 10 oil.
8. Clamp the rotor in a copper covered vise,
threaded end up.
9. Install the rear rotor bearing (10) into the rear
end plate.
10. Install the rear end plate (9), bearing end up,
onto the rotor shaft.
11. Screw the rotor clamp nut (12) onto the rotor
shaft with the shoulder toward the bearing.
Tighten the nut until there is a 0.001 in. (0.02
mm) to 0.003 in. (0.07 mm) clearance between
the rear end plate and rotor.
12. Tighten rotor clamp nut screw (14). Recheck
clearance between the rear end plate and rotor
after tapping the end plate away from the rotor
face with a plastic hammer.
13. Check the two end plate alignment pins (6). If
they are bent or broken, remove them from the
cylinder and press in a new pin.
14. Check cylinder alignment pin (7). If pin is bent or
broken, replace with a new one.
15. Using O-ring lubricant, lubricate and install the
two inside cylinder O-rings (8).
16. Position the motor housing (1) vertically, on two
blocks of wood, locating slot up.
17. Using a plastic hammer, tap cylinder (5) into
motor housing making sure the cylinder align-
ment pin (7) seats into the slot of the motor
housing.
18. Lubricate and install the two outside cylinder O-
rings (8).
19. For Right Hand Rotation Starter: Insert rotor
(13) into the cylinder, pinion end toward cylinder
alignment pin.
NOTE: Make sure the protruding end plate alignment
pin (6) in the cylinder aligns with the dowel hole in the
rear end plate (9) numbered SS800R-12. Make sure
the air ports of both the cylinder and the rear end
plate align.
For Left Hand Rotation Starter: Insert rotor (13) into
the cylinder, pinion end toward cylinder alignment
pin.
NOTE: Make sure the protruding end plate alignment
pin (6) in the cylinder aligns with the dowel hole in the
rear end plate (9) numbered SS800L-12. Make sure
the air ports of both the cylinder and the rear end
plate align.
20. Lubricate each vane (15) and insert one in each
of the rotor vane slots.
21. Slide the front end plate (16) over the pinion end
of the rotor. The other protruding end plate
alignment pin (6) in the face of the cylinder
should align with the dowel hole in the front end
plate.
22. Insert the two motor wave washers (17) into the
front end plate well.
23. Install the front rotor bearing (18) into the front
end plate well.
24. Install the rotor pinion (20) on the rotor shaft so
that the lugs on the pinion engage those on the
shaft.
25. Screw the rotor pinion retaining screw (19) into
the rotor shaft and tighten to 90 ft. lbs. (122
N.m) torque.
26. Lubricate and install the rear rotor bearing O-
ring (11) onto the rear rotor bearing.
27. Check freeness of the motor by turning the rotor
pinion. If necessary, tap the front end plate with
a soft hammer to align the motor.
28. Align the punch marks on the gear case (58),
motor housing (1) and motor housing cover (2)
and assemble as follows:
a. Grasp the gear case (58) in a copper cov-
ered vise by the drive gear shaft.
b. Insert the pinion end of the motor into the
gear case. Using a soft hammer, tap the
motor housing (1) until it seats.
c. Position the motor housing cover (2) on the
motor housing. Using a soft hammer, tap the
motor housing cover until it is seated on the
motor housing.
NOTE: Screw a length of pipe, 12 in. (305 mm) long
by 1.50 in. (38 mm) diameter into the air inlet to act
as a handle to help align the motor housing with the
motor housing cover and gear case.
d. Lubricate the threads and install the motor
housing cover capscrews and lockwashers
(4) alternately tightening each capscrew until
a final torque of 60 ft. lbs. (81 N.m) torque is
reached.
29. Install the two housing cover plugs (3) into the
motor housing cover inlet boss and tighten
securely.
30. Press the rear drive shaft bearing (52) onto the
drive shaft.
31. Slide the small bearing retainer (48), convex
side first, onto the drive shaft. Press it into posi-
tion in accordance with the instructions pack-
aged with the new retainer.
32. Install piston (49) and bearing retainer onto
drive shaft.
33. Assemble the drive gear screw (26), drive gear
lockwasher (46), drive gear cup (45) and drive
gear screw O-ring (27).
34. Grasp the drive shaft (53) in a copper covered
vise, pinion end down. Place assembled drive
shaft screw unit into the drive shaft, screwhead
down. Lubricate the inside diameter of the drive
shaft with SAE 10 oil.
35. Slide the front drive gear bearing (44) into the
drive shaft.
36. Lubricate and install the drive clutch jaw teeth
facing up and driven clutch jaw teeth facing
down into the drive shaft.
37. Insert clutch spring (41) and clutch spring cup
(40) into the drive shaft.
38. Press the inserted parts into the drive shaft, and
using a screwdriver, install the clutch spring cup
retainer (39).
39. Using an arbor press, press the piston seal (51),
cover side out, into the piston until it is flush with
the piston face.
40. Install the piston (49) onto the drive shaft until
the rear drive shaft bearing seats into the pis-
ton.
41. Lubricate piston O-ring (50) and install it in the
groove of the piston.
42. Slide the rear piston bumper (38) onto the pis-
ton until it is seated at the large diameter of the
piston.
43. Position the drive housing in an arbor press,
pinion end down and install the drive housing
seal (33) into the drive housing with the lip of
the seal facing the pinion end.
44. Using a sleeve that contacts the outer race of
the front drive shaft bearing (32), press the
bearing into the drive housing until it seats.
45. Install piston return spring (57) and bumper
backup ring (54).
46. Install the front piston bumper (55) in the groove
of the drive housing.
47. Slide the piston return spring (56) onto the drive
shaft and snap it into the front of the piston so
that it is against the large drive shaft bearing
retainer.
48. Lubricate and insert the assembled drive shaft
into the drive housing.
49. Lubricate and install the outer bulkhead O-ring
(36) and the inner bulkhead O-ring (37) on bulk-
head (35).
50. Slide the bulkhead onto the piston.
51. With the drive housing in the arbor press, press
down on the rear face of the piston.
NOTE: Feel the underside of the drive housing to
make sure the drive shaft passes through the
bearing. Install the bulkhead retainer (34).
Make sure the bulkhead retainer is properly
seated in the motor housing groove before
releasing the arbor press.
52. Remove the drive housing from the arbor press.
53. Lubricate and install the drive housing O-ring
(31) in the groove of the drive housing.
54. Position the assembled motor housing and gear
case on a workbench. Assembled unit must be
upright to accept the drive housing.
55. Carefully position the assembled drive housing
(30) onto the gear case so as not to damage the
piston seal. Align the punch marks of the gear
case and drive housing.
56. Install the drive housing capscrew lockwasher
(29) and the drive housing capscrews (28) and
tighten to 28 ft. lbs. (38 N.m) torque.
57. Insert a 3/8 in. square drive extension bar
through the hole in the motor housing cover to
prevent the rotor from turning. Using a 5/8 in. x
8 in. long socket wrench inserted into the end of
the drive shaft, tighten the drive gear screw (26)
to 57 ft. lbs. (77 N.m) torque.
58. Lubricate and slide the pinion spring (25) and
the pinion spring sleeve (24) over the pinion
end of the drive shaft.
59. Lubricate the pinion end of the drive shaft and
install the drive pinion (23).
60. Grasp the drive pinion in a copper covered vise
with the starter supported on a workbench.
61. Place the drive pinion washer (22) onto the
drive pinion retaining screw (21). Install the
drive pinion retaining screw into the end of the
drive shaft and tighten to 80 ft. lbs. (109 N.m)
torque. Remove the starter from the vise.
62. Install the rear motor housing cover plug (3) and
tighten securely.
Test and Inspection Procedure
1. Clutch Ratcheting:
Turn the drive shaft pinion (23, Figure 4-6) by
hand in the direction of starter rotation. The
clutch should ratchet smoothly with a slight
clicking motion.
2. Motor and Gearing Freeness:
Turn the drive shaft pinion (23) opposite the
direction of starter rotation. The drive shaft pin-
ion should turn by hand.
3. Pinion Engagement:
Apply 50 psi (345 kPa) pressure to the engage-
ment In port. Drive shaft pinion (23) should
move outward and air should escape from the
Out port. Plug the Out port and apply 150 psi
(1034 kPa) pressure to the In port. Check and
make sure no air is escaping. Measure the
dimension from the face of the drive shaft pinion
to the20 face of the mounting flange. It should
be 2.88 in. (73 mm). Remove the pressure from
the In port. Measure the dimension from the
face of the drive shaft pinion (23) to the face of
the mounting flange. It should be 1.75 in. (44.5
mm).
4. Motor Vane Action:
Apply 90 psi (620 kPa) pressure using a 0.375
in. (9 mm) supply line to the inlet of the motor.
Starter should run smoothly.
5. Motor Seals:
Plug the exhaust and apply 30 psi (207 kPa)
pressure to the inlet of the motor. Immerse the
starter for 30 seconds in a nonflammable sol-
vent. If the starter is properly sealed no bubble
will appear.
NOTE: Cap all openings after repair and test to
TROUBLESHOOTING CHART
TROUBLE: Loss of Power
Worn Motor Parts Remove the motor from the Motor Housing (1, Figure
4-6) and disassemble the Motor. Examine all parts and
replace any that are worn or damaged. Use the follow-
ing guidelines for determining unserviceable parts.
1. Vanes (15) - Install a set of new vanes if any vane is
cracked, spalled, or worn to the extent that its width
is 1.250 in. (32 mm) at either end.
2. Rotor Bearings (10 or 18) - Replace if any roughness
or looseness is apparent.
3. Rotor (13) - Replace if the body has deep scoring
that cannot be removed by polishing with emery
cloth.
4. Cylinder (5) - Replace if there are any cracks or deep
scoring.
5. End Plates (9 or 16) - Clean up scoring by rubbing it
with emery cloth placed on a flat surface.
Inadequate Lubrication Check the lubricator, inlet hose, fitting, and oil supply
hose to make sure they are vacuum tight and free of
leaks. Tighten all joints and replace the lubricator if
necessary.
TROUBLE: Air Leakage
Worn Seals Check the Motor Seals (8 or 31). Plug the exhaust.
Apply 30 psi (207 kPa) air to the inlet and immerse the
unit for 30 seconds in nonflammable solvent. If bubbles
appear, replace the Seals.
TROUBLE: Pinion Does Not Engage the Flywheel
Broken clutch jaws or other broken parts. Repair unit.
TROUBLE: Motor Runs, Pinion Engages but Does
Not Rotate
Broken shafting, gearing, or clutch jaws. Repair Unit.
TROUBLE: Harsh Engagements
Dry Drive Pinion Spline Remove the drive pinion (23) and lubricate the drive
pinion and the drive shaft helical spline with grease.
NOTES:
K05004 Throttle Treadle Valve K5-1
THROTTLE TREADLE VALVE
Air pressure is ported to the Throttle Treadle Valve.
When the Throttle Treadle Valve is depressed, air is
ported to the AS Switch and the Throttle Solenoid
(TS). Air passes through the Throttle Solenoid Valve
to the throttle cylinder to control engine speed.
NOTE: Refer to the engine manufacturer's manual
for repair and service for the throttle cylinder for both
the Detroit Diesel and Cummins engine equipped
Haulpak
.
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,
lubricate treadle roller and hinge pins with
engine oil. Lift boot from mounting place and
apply a few drops of SAE20 grade engine oil
between mounting plate and plunger. Replace
boot.
2. After two years of operation, disassemble trea-
dle valve and clean all parts. Install new inlet
valve. U-cups and all O-rings.
COMPONENT REPAIR
The following procedure should be used for service
of the throttle treadle valve.
Removal
1. Relieve air pressure, tag and disconnect air
lines from throttle treadle valve. Cover ends of
lines and cap inlet and outlet ports of valve to
prevent entry of foreign material.
valve assembly to cab floor. Remove valve
assembly.
Installation
1. Install treadle valve assembly and attach the air
lines. If necessary, adjust capscrew under heel
of pedal to eliminate any free play.
2. Completely check valve for proper operation
before putting truck to work. Charge air system
and check valve completely.
Disassembly
1. Remove clips (5) from ends of push rod pin (10,
Figure 5-2) and treadle pin (4). Remove pins (4
& 10) from mounting bosses of pedal assembly,
roller (9), spring (3) and separate pedal from
valve assembly.
2. Remove push rod (11, Figure 5-2) and dust
boot (12) from inlet portion of valve body (15).
Match mark relationship of mounting plate (8) to
the valve body. Remove nut (13) and separate
mounting plate from valve.
3. Match mark inlet (2, Figure 5-3) and outlet (14)
portion of valve. Remove the machine screws
(16) and separate outlet body from inlet body.
Remove barrier plate assembly (8) and O-ring
(6). Remove small O-ring (7) from inlet body (2).
FIGURE 5-1. THROTTLE VALVE
1. Pedal
2. Mounting Plate
3. Inlet Port
4. Outlet Port
5. Breather
K5-2 Throttle Treadle Valve K05004
4. Remove balance piston (11, Figure 5-3) from
body (14). Remove thrust ring (10) and U cup
(9) from piston and remove spring from body.
5. To disassemble barrier plate assembly, remove
spiral retainer ring (14, Figure 5-4). Use caution
as spring pressure will force out disc ring (13),
exhaust poppet (12), poppet support plate (11)
and spring (10) from cage (6).
6. Push piston (2) down until fully depressed and
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.
Inspection
Discard O-rings, U cups and poppet seals and
replace with new. Check all parts for wear, cracks or
breakage and replace if necessary.
FIGURE 5-2. PEDAL ASSEMBLY
1. Pedal Cover
2. Pedal
3. Spring
4. Treadle Pin
5. E-Clip
6. Capscrew
7. J am Nut
8. Mounting Plate
9. Roller
10. Push Rod Pin
11. Push Rod
12. Dust Boot
13. Nut
14. Air Filter
15. Valve Assembly
FIGURE 5-3. VALVE ASSEMBLY
1. Guide Rod
2. Inlet Body
3. Screen
4. Seal Washer
5. Capscrew
6. Large O-Ring
7. Small O-Ring
8. Barrier Plate
9. U-Cup Seal
10. Thrust Ring
11. Balance Piston
12. Spring
13. Shim
14. Outlet Body
15. Plug
K05004 Throttle Treadle Valve K5-3
Assembly
1. Lightly coat all moving parts with moly grease
2. Install piston sleeve (3) with new O-ring (4) into
top of barrier plate (5). Install piston (2) and U-
cup (1), open side down, into piston sleeve (3)
making sure U-cup seal is properly seated.
Place cage assembly (6) over the piston rod
end and into the barrier plate. Install inlet pop-
pet (7) and support disc (8) on the piston rod
end (2). Fully depress piston into cage and
install retaining ring (14) into the groove on the
bottom of the piston rod end.
3. Install spring (10), small end up, poppet support
plate (11), exhaust poppet (12) and disc ring
(13) and spring (12) into outlet portion of valve
body (14).
4. Install thrust ring (10, Figure 5-3) and U-cup (9),
open side up, on balance piston (11). Install
shim (13) and spring (12) into outlet portion of
valve body (14).
5. Install new O-rings (6 & 7, Figure 5-3) into the
inlet housing (2). Install new seal washer (4)
under capscrew (5).
6. Install barrier plate assembly into inlet housing
(2).
7. Place inlet body and barrier plate assembly
over outlet body. Match the marks on the inlet
and outlet body and align barrier plate assembly
and balance piston prior to assembling inlet and
outlet bodies.
8. Install capscrews (5) and tighten.
9. Attach valve body assembly to the mounting
plate (8, Figure 5-2) with nut (13). Match marks
on body and plate must align.
10. Install push rod (11) into top of valve assemblies
and install dust boot (12) around push rod.
11. Install push rod pin (10) and roller (9) on pedal
(2) and retain with E-clip (5).
12. Install spring ends (3) in holes of mounting plate
(8) and align spring with bores in the mounting
plate bosses. Using the pedal (2) to compress
spring, install treadle pin (4) through mounting
plate bosses, pedal bosses and spring eyes.
Secure pin in place with an E-clip (5).
FIGURE 5-4. BARRIER PLATE ASSEMBLY
1. U-Cup Seal
2. Piston
3. Sleeve
4. O-Ring
5. Barrier Plate
6. Cage
7. Inlet Poppet
8. Support Disc
9. Retainer Ring
10. Spring
11. Poppet Plate
12. Exhaust Poppet
13. Disc Ring
14. Retainer Ring
K5-4 Throttle Treadle Valve K05004
NOTES:
L01016 Index L1-1
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1
HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1
COMPONENT DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
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
STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1
STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-2
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
L1-2 Index L01016
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1
UNLOADER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1
BLEEDDOWN MANIFOLD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
STEERING ACCUMULATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
STEERING ACCUMULATOR CHARGING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-11
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
HIGH PRESSURE STEERING FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14
STEERING CIRCUIT TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15
PRESSURE ADJ USTMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15
COMPONENT LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17
TROUBLESHOOTING CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-18
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
BODY UP LIMIT SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
PILOT OPERATED CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
FLOW SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-2
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
HIGH PRESSURE HOIST CIRCUIT FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-16
HOIST CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-17
L02014 Hydraulic System L2-1
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM OPERATION
The steering, hoist, and brake circuits use a common
hydraulic tank (5, Figure 2-1). The tank is located on
the left frame in front of the rear wheel. If filling is
required, type C-4 hydraulic oil should be used.
Hydraulic oil flows from the bottom of the hydraulic
tank to the inlet housing of the hydraulic pump (3,
Figure 2-2). The shaft end of the double cartridge
pump supplies oil to the hoist valve (6). The cover
end of the double cartridge pump supplies oil to the
unloader valve (4, Figure 2-1).
The unloader valve directs oil to the accumulator
supply manifold which supplies oil to the two accu-
mulators (2, Figure 2-1). The accumulators supply oil
to the bleeddown manifold (10) which supplies oil to
the steering and brake circuits.
After requirements for the steering and brake circuits
are met, the excess oil flow is directed (by the
unloader valve) to the hoist valve. If the hoist valve is
in the "float" position, the oil is returned to the tank.
High Pressure Filters
The truck is equipped with two high pressure, 7
micron filters (1 & 10, Figure 2-2). Both filter assem-
blies have a built-in bypass system which activates a
light on instrument panel when differential pressure
across the filter exceeds 40 psi (275 kPa). Actual by-
pass will occur at a pressure differential of 60 psi
(413 kPa). The filter should be changed as soon as
possible after the indicator light has turned on before
actual by-pass occurs. For the regular filter service
interval, refer to the "Lubrication and Service" Sec-
tion, or replace when indicator light turns on.
Hydraulic Pump
The truck is equipped with a Vickers vane pump (3,
Figure 2-2) which supplies oil for the steering, hoist,
and brake circuits. The hydraulic pump is mounted
behind the alternator, and is driven by a drive shaft
connection between the pump and the output of the
alternator.
FIGURE 2-1. HYDRAULIC COMPONENT LOCATION (SIDE VIEW)
1. Hydraulic Lines
(To & From Steering
Control Valve)
2. Accumulators
3. To Brake Circuit
4. Unloader Valve
5. Hydraulic Tank
6. Breather (Air Filter)
7. Hoist Cylinder
8. Body Creep Down
Valve
9. High Pressure Filter
(Steering & Brake)
10. Bleeddown Valve
11. Flow Amplifier Valve
12. Hydraulic Lines
(To & From Steering
Cylinders)
L2-2 Hydraulic System L02014
The pump is a double cartridge vane type, with a
total output of 143 GPM (541 l/min). The shaft end
cartridge supplies 88 GPM (333 l/min.), the cover
end cartridge supplies 55 GPM (208 l/min.) @ 1900
RPM and 2500 psi (17,238 kPa).
Hydraulic Tank
The hydraulic tank holds approximately 134 gallons
(507 l) of hydraulic oil for use in the hydraulic system.
Oil level should be checked periodically and be visi-
ble in the lower sight glass when the body is down
and the engine running. If filling is required, use Type
C-4 hydraulic oil only.
Oil leaving the hydraulic tank passes through a 100
mesh outlet strainer before being delivered to the
hydraulic pump.
The outlet strainer acts as the final filtering action
before the hydraulic oil enters the hydraulic pump.
For the regular outlet strainer service interval, refer to
the "Lubrication and Service" Section. Clean filter
after any oil change or major component failure.
The hydraulic tank is also equipped with a breather
element (6, Figure 2-1). For regular breather service
interval, refer to the "Lubrication and Service" Sec-
tion, or replace when plugged.
Always maintain complete cleanliness when
opening any hydraulic connection. Insure that all
system lines and components are capped while
the component is removed from the truck.
FIGURE 2-2. HYDRAULIC COMPONENT LOCATION (TOP VIEW)
(Hoist)
2. Hose
3. Hydraulic Pump
4. Suction Hose
5. Capscrew
6. Hoist Valve
7. Hoist Inlet
(From Unloader)
8. Bleeddown Manifold
9. Unloader Valve
(Steering & Brakes)
11. Hydraulic Tank
12. Hoist Cylinder
13. Hoist Cylinder Lines
14. Snubber Valve
15. Manifold
16. Pressure Line
(To Hoist Valve)
L02014 Hydraulic System L2-3
HYDRAULIC SYSTEM
(With Trolley Assisted Option)
HYDRAULIC SYSTEM DESCRIPTION
The following information describes the basic opera-
tion of the Haulpak
truck hoist, steering, and wheel-

motor blower cooling hydraulic systems.
Detailed information related to the hoist and steering
circuits and components can be found in this Section
of the manual. Refer to Section J for additional infor-
mation on the hydraulically operated service brake
system components.
Refer to Figure 2-1. The hoist pump (3), cooling
blower pump (2), and steering/brake pump (1) are
supplied by a common reservoir (4) containing
approximately 134 gal (507l) type C-4 hydraulic oil.
Oil flowing from the bottom of the tank passes
through a 100 mesh wire suction strainer to the inlet
ports of the pumps. A shut-off valve located at the
bottom of the tank blocks oil flow during hoist and
steering/brake pump repair or replacement. The
blower pump shut-off valve is located at the pump
inlet.
L2-4 Hydraulic System L02014
NOTES:
L03014 1/95 Hydraulic Component Repair L3-1
HYDRAULIC SYSTEM COMPONENT REPAIR
HYDRAULIC PUMP
Removal
1. Turn key switch "Off" and allow at least 90 sec-
onds for the accumulators to bleed down.
applying pressure.
2. Drain the hydraulic tank by use of the drain
valve located in the bottom of the tank.
NOTE: If oil in the hydraulic tank has not been
contaminated, the shut-off valve on the pump inlet
hose (if equipped) can be closed and the inlet pump
line drained, eliminating the need to completely drain
the tank.
3. Loosen the capscrews securing the pump suc-
tion hose (4, Figure 3-1) to the pump and allow
oil to drain. Remove suction hose.
4. Disconnect both pump outlet lines. Cap or
cover lines to prevent contamination of the
hydraulic system.
5. Support driveshaft before removing pump.
NOTE: The hydraulic pump weighs approximately
300 lbs. (136 kgs). Use a suitable lifting device that
can handle the load safely.
6. Attach a suitable lifting device to the pump that
can handle the load safely.
7. Remove the capscrews and lockwashers secur-
ing the pump to mounting bracket. Remove
pump.
8. Move pump to a clean work area for disassembly.
(Hoist)
2. Hose
3. Hydraulic Pump
4. Suction Hose
5. Capscrew
6. Hoist Valve
7. Hoist Inlet
(From Unloader)
9. Unloader Valve
(Steering & Braking)
11. Hydraulic Tank
12. Hoist Cylinder
14. Snubber Valve
15. Manifold
16. Pressure Line
(To Hoist Valve)
L3-2 Hydraulic Component Repair L03014 1/95
Installation
1. Attach a suitable lifting device to the hydraulic
pump that can safely handle 300 lbs (136 kgs).
Align driveshaft splines with pump splines and
secure to truck with capscrews and lockwashers.
2. Uncap outlet lines and attach to the proper con-
nections.
3. Install inlet hose to pump and secure with cap-
screws.
4. Fill the hydraulic tank with clean C-4 hydraulic
oil (if drained).
5. Bleed all air from outlet and inlet lines before
starting engine.
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).
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).
7. Rotate shaft to loosen shaft end cartridge then
remove the cartridge from outlet body (25). Set
aside for disassembly during Step 11.
8. Remove spirolox ring (19). Slide shaft (22) and
bearing (21) from outlet body (25).
9. If bearing (21) is worn, remove retaining ring
(20) and press bearing from the shaft with an
arbor press.
10. Remove spacer (23) and shaft seal (24) from
the outlet body (25). Be careful not to damage
the bore areas where the seals are located.
NOTE: Pre-assembled and tested pump cartridges
are available as service items, if needed.
FIGURE 3-2. REMOVAL OF COVER SCREWS
FIGURE 3-3. REMOVAL OF COVER END
FIGURE 3-4. REMOVING INLET HOUSING
Pump Assembly
1. Clamp outlet body (25, Figure 3-5) in a vise or
place on 2 x 4 wood blocks to facilitate assembly.
2. Lubricate primary shaft seal (24) with petroleum
jelly and place in position within outlet body
(25), garter spring up. See Figure 3-6 for seal
arrangement.
3. Use seal installation tool shown in Figure 3-7 to
prevent damage to the seal. Press seal (24,
Figure 3-5) into the body until it bottoms out
against the shoulder.
FIGURE 3-5. VICKERS VANE PUMP
1. Screw
2. End Cover
3. Backup Ring
4. O-Ring
5. Square Cut Seal
6. O-Ring
7. Outlet Support Plate
8. Seal Pack
Sub-Assemblies
9. Flex Side Plate
10. Rotor
11. Vanes & Inserts
12. Ring
13. Flex Side Plate
14. Seal Pack
Sub-Assemblies
15. Inlet Support Plate
16. Locating Pins
17. Screw
18. Inlet Housing
19. Spirolox
Retaining Lockring
20. Retaining Ring
21. Bearing
22. Shaft
23. Washer (Spacer)
24. Primary Shaft Seal
25. Outlet Body
26. Seal
4. Press shaft (9) into the new bearing with an
arbor press while supporting the bearing inner
race. Refer to Figure 3-6 for correct location of
bearing on the shaft. Install a small retaining
ring (20, Figure 3-5) behind the bearing on the
shaft.
5. Place the bearing spacer washer (23) over the
shaft, against the front of the bearing. Use plas-
tic tape over the shaft end to prevent damage to
the seal. Lubricate with petroleum jelly and
carefully push the shaft through the seal until
the bearing and spacer are in location within the
body.
6. Install the large spirolox ring (19) into the outlet
body retaining ring groove located just behind
the bearing.
7. Install square cut seal (5) into outlet body (25).
8. Install O-ring (4) and backup ring (3) on the car-
tridge outlet support plate hub.
9. Carefully install shaft end cartridge over shaft
(22) and into outlet body (25) with one of the
chamfers on the ring in alignment with the outlet
port.
10. Lubricate and install O-ring (6) between the
large inlet housing (18) and outlet body (25).
Locate O-ring in O-ring groove of the outlet
body.
11. Install inlet housing (18) in position; move back
and forth until the cartridge pins drop into the
alignment holes located within the housing.
12. Turn the inlet housing slightly until the alignment
marks are in line and the large screw holes are
aligned.
13. Turn pump shaft by hand to check for free rota-
tion of the cartridges.
14. Install a square seal (5) into the outlet cover (2).
15. Install O-ring (4) and backup ring (3) on the
cover end cartridge outlet support plate hub.
16. Carefully install cover end cartridge over shaft
(22) and into the inlet housing.
17. Turn cartridge slightly to bring into alignment the
pin holes and cartridge alignment pins.
18. Install outlet cover to inlet housing O-ring seal
(6) over the cartridge and up against the inlet
housing.
19. Make sure square cut seal is in place within the
cover. Align the cover to agree with the align-
ment marks and gently slide the cover over the
outlet cartridge.
Be careful not to cut square cut seal (5) or pinch
O-ring (6) during cover installation.
20. Oil and install capscrews (1). Tighten capscrews
to 255-275 ft. lbs. (346-373 N.m) torque.
21. Turn the pump shaft to check for free rotation of
the cartridges.
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.
FIGURE 3-6. SHAFT SEAL ARRANGEMENT
1. Primary Seal
2. Standard Shaft
3. Steel Ball
FIGURE 3-7. PRIMARY SHAFT SEAL DRIVER
1. Remove O-ring (4, Figure 3-5), backup ring (3)
and square cut seal (5) from the outlet support
plate.
2. Scribe a line across the outer surface of the car-
tridge kit. (Refer to Figure 3-8). The scribe
marking will provide a reference for parts align-
ment during assembly.
3. Place the cartridge on a flat surface (outlet sup-
port plate down) and remove the two socket-
head screws (17, Figure 3-5)
.
FIGURE 3-8. SCRIBING THE CARTRIDGE
FIGURE 3-9. INLET FLEX SIDE PLATE REMOVAL
Do not slide flex plates across the ring and rotor.
Burrs on the ring or rotor can cause deep
scratches in the soft bronze surface.
4. Slide inlet support plate (15) and seal pack sub-
assemblies (14) off the cartridge. DO NOT allow
the flex side plate (13) to slide with the support
plate.
5. Move flex side plate (13) off center just enough
to lift up and away without sliding. Refer to Fig-
ure 3-9.
6. Place a small clean piece of wood over the
exposed ring and rotor. Turn cartridge and
wood upside down as shown in Figure 3-10.
7. Slide outlet support plate (7, Figure 3-5) and
seal pack sub-assemblies (8) off flex side plate
(9). DO NOT permit flex side plate (9) to move
across the ring and rotor.
8. Move flex side plate (9, Figure 3-5) off center
just enough to lift up and away without sliding.
9. Lift ring (12, Figure 3-5) away from rotor (10)
and vanes (11). Locate the arrow stamped into
the rotor periphery.
10. Remove the vanes and inserts in order, starting
at the arrow. Keep them in order for inspection.
NOTE: Do not remove cartridge locating pins (16,
Figure 3-5) from the inlet support plate unless they
are damaged. The pins are of a drive-lock type and
can be difficult to remove.
Inspection
1. All parts must be thoroughly cleaned and kept
clean during inspection and assembly. The
close tolerance of the parts makes this require-
ment very important.
2. Clean all removed parts, using a cleaning sol-
vent that is compatible with the system oil.
When using cleaning solvents follow solvent
manufacturers instructions.
NOTE: Compressed air may be used in cleaning, but
it must be filtered to remove water and
contamination.
3. Discard the square cut seals, O-rings, backup
ring and seal sub-assemblies. Use new seal kits
for assembly.
FIGURE 3-10. REVERSE CARTRIDGE, USE A PIECE OF WOOD TO HOLD RING, ROTOR, AND VANES
4. Check the cartridge wear surfaces for pickup,
scoring and excessive wear. Slight heat discol-
oration of the flex side plate bronze surface is
normal. Score marks deeper than 0.001 in.
(0.025 mm) and scratches deeper than 0.002
in. (0.050 mm) indicate a new part is needed.
Slight scoring and/or scratches can be removed
with an oiled honing stone.
DO NOT use a dry stone on bronze surface or
scratches will result.
5. Inspect both sides of each vane (11, Figure 3-5)
and insert in order. If pickup, heavy wear or
scoring is found, inspect the appropriate rotor
(10) slot. Replace scored parts.
NOTE: Inspect each vane tip for excessive wear.
Excessive vane tip wear will reduce pump efficiency.
6. Inspect ring (12) for vane chatter marks, wear
and/or scratches. Replace if scoring is evident.
Replacement ring width must be identified to the
ring being replaced or reduced life of output flow
will result. The minimum ring to rotor clearance
limit is 0.0016 in. (0.0406 mm).
NOTE: All cartridge kit parts must be free of burrs.
Stone the mating surfaces of each part with an oiled
honing stone prior to assembly. Clean parts after
stoning.
7. Vane to rotor wear can be checked by inserting
the vane in the rotor slot and checking for
excessive play. Replace rotor (10, Figure 3-5)
and vanes (11) if wear is evident.
8. Rotate bearing (21) while applying pressure to
check for wear, looseness and pitted or cracked
races.
9. Inspect the seal and bushing mating surfaces
on shaft (22) for scoring or wear. Replace the
shaft if wear exceeds 0.005 in. (0.127 mm) dia-
metrical change, or if marks cannot be removed
by light polishing. If wear is found in the bushing
area, a new bushing will be required.
Cartridge Assembly
NOTE: Coat all parts except seals and backup rings
with clean Type C-4 hydraulic oil to facilitate
assembly and provide initial lubrication. Use small
amounts of petroleum jelly to hold the O-rings in
place during assembly.
1. The direction of rotation is viewed from the shaft
end. Right hand rotation is clockwise; left hand
rotation is counterclockwise. Be certain pump
assembly provides same rotation as found dur-
ing disassembly.
NOTE: Assemble shaft end cartridge in the direction
of rotation noted at disassembly. Assemble cover
end cartridge in reverse of the shaft end cartridge.
NOTE: If locating pins (16, Figure 3-5) were removed
from inlet support plate (15), install new pins with
locking flutes located within the inlet support plate.
Drive the new pins into the support plate with a soft
tipped hammer.
2. Place the inlet and outlet support plates on a
flat surface. Install seal pack sub-assemblies (8
& 14) into cavities with seal retainer surface up
(O- rings facing downward into the cavities).
3. Place flex side plates (9 & 13) over each of the
support plates with bronze wear surface facing
up. Align scribe marks to make sure the correct
flex side plate is used with the correct support
plate (bronze wear surfaces must face rotor
when assembled).
NOTE: Flex side plates develop a wear pattern with
the rotor and vanes and should not be interchanged.
4. For right hand rotation units, set the rotor on a
flat wooden board with the arrow pointing right
(for left hand rotation, the arrow should point
left).
5. Assemble the vanes and inserts into the rotor in
reverse order of disassembly. Make sure the
sharp chamfer edge of each vane leads in the
direction of rotation. All vanes must move freely
in the rotor slots with no evidence of bind.
6. Assemble the ring (12, Figure 3-5) over rotor
(10) and vanes (11) with arrow pointing in the
same direction as the rotor. Lubricate the top
surface of the rotor and vanes liberally with
Type C-4 hydraulic oil.
7. Locate the scribe mark on ring (12), outlet sup-
port plate (7) and flex side plate (9). Hold the
outlet support plate and flex plate together and
assemble over the ring and rotor with the scribe
marks in line.
8. Hold the cartridge together to prevent move-
ment and turn the assembly over so the outlet
support plate rests on a flat surface.
9. Lubricate the exposed surface of the rotor and
vanes with system oil. Locate the scribe mark on
inlet support plate (15) and flex side plate (13).
10. Hold the inlet support plate and flex side plate
together and assemble over the exposed ring,
rotor and vanes. Make sure the scribe marks
are in line.
NOTE: The O.D. of all component parts of the
cartridge kit must be in line with each other or the
cartridge will bind during assembly. Align the
cartridge as follows:
a. Build a "V" block from hardwood (Reference
Figure 3-11) or use a metal "V" block if it is
available.
b. Place the cartridge into the "V" block on its
side.
c. Loosen socket head screws (17, Figure 3-5)
enough to allow each section of the cartridge
to come into alignment within the "V" block.
d. Tighten the socket head screws (17) to 100
in. lbs. (11.29 N.m) torque.
e. Check alignment again after tightening.
11. Check rotor (10) for bind by inserting the index
finger through the shaft opening of inlet support
plate (15). Hold the cartridge kit in a horizontal
shaft position and lift the rotor with the finger.
The rotor should move freely back and forth
within the cartridge. If the rotor binds, open the
kit, clean and stone all possible areas of bind,
then reassemble using the aforementioned pro-
cedure. The rotor MUST move freely within the
cartridge when assembled.
12. Repeat Steps 1 thru 11 for assembly of other
cartridge kit.
FIGURE 3-11. V BLOCK FOR ALIGNMENT OF PUMP CARTRIDGE KIT
TROUBLE: Pump Not Delivering Oil.
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.
TROUBLE: Insufficient Pressure Build-U
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.
TROUBLE: Pump Making Noise
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
would probably be foamy).
Check the inlet connections and seal to determine
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.
HYDRAULIC TANK
Filling Instructions
NOTE: If filling is required use Type C-4 hydraulic oil
only.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulators to bleed down
after engine shutdown with the key switch " Off" .
1. With the engine stopped, body down, and the
key switch "Off" for at least 90 seconds, remove
the fill cap (5, Figure 3-12) and add Type C-4
hydraulic oil until oil is at the top sight glass (6).
NOTE: The final filter in the filling apparatus must be
3 micron.
2. Replace fill cap.
3. Start the engine, then raise and lower the dump
body three times. Shutdown engine. Check for
hydraulic oil level at the top sight glass (6).
4. If oil is not visible, repeat Steps 1 through 3 until
oil level is maintained in the top sight glass (6)
with engine stopped
.
Should a component fail in the hydraulic system,
an oil analysis should be made before replacing
any component. If foreign particles are evident,
system must be flushed. Refer to " Hydraulic Sys-
tem Flushing" instructions.
FIGURE 3-12. HYDRAULIC TANK
1. Breather
2. Drain Valve
3. Tank
4. Petcock
5. Fill Cap
6. FULL Oil Level
7. ADD Oil Level
8. Strainer (Inlet)
9. Cover
10. Strainer (Outlet)
11. Capscrews
12. Capscrews
13. Capscrews
14. Capscrews
Removal
Do not loosen or disconnect any hydraulic line or
component connection until engine is stopped
and key switch has been " off" for at least 90 sec-
onds.
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.
Installation
1. Install hydraulic tank and secure with cap-
screws and lockwashers. Tighten to standard
torque.
2. Uncap hydraulic lines and attach to the proper
connections.
3. Fill the hydraulic tank with C-4 hydraulic oil.
4. Bleed all air from hydraulic pump suction line
before starting engine.
HYDRAULIC TANK
STRAINER AND DIFFUSER
Removal
1. Shut engine down, turn key switch "Off", and
wait at least 90 seconds for accumulators to
bleed down.
NOTE: Be prepared to contain approximately 134
gal. (507 l) of hydraulic oil. If oil is to be reused, clean
containers must be used with a filtering system
available for refill.
2. Open the drain valve (9, Figure 3-13) at the bot-
tom of the hydraulic tank and drain the oil
3. Remove nuts and lockwashers securing the
pump inlet line and return line to the hydraulic
tank. Plug or cap lines to prevent contamina-
tion.
4. Remove capscrews (5 and 6, Figure 3-13).
Remove covers (10 and 11) and gaskets (7 and
8).
5. Remove capscrews (2 and 4). Pull strainer (1)
and diffuser (3) from hydraulic tank.
FIGURE 3-13. HYDRAULIC TANK (TOP VIEW)
1. Strainer (Outlet)
2. Capscrews
3. Diffuser (Inlet
4. Capscrews
5. Capscrews
6. Capscrews
7. Gasket
8. Gasket
9. Drain Valve
10.Cover
11.Cover
Inspect and Clean
NOTE: Inspect the strainer and diffuser thoroughly
for damage or metallic particles. The quantity and
size of any particles found may provide an indication
of excessive component wear in the hydraulic
system.
1. Clean the strainer with cleaning solvent from
the inside out.
2. Inspect the strainer for cracks or damage.
Replace, if necessary.
3. Clean the diffuser with cleaning solvent from the
outside in.
4. Inspect the diffuser for cracks or damage.
Replace, if necessary.
5. Clean any sediment from bottom of hydraulic
tank.
Installation
1. Install strainer (1, Figure 3-13) and diffuser (3).
Secure strainer and diffuser in place with cap-
screws. Tighten capscrews to standard torque.
2. Install new gaskets (7 and 8) and covers (10
and 11). Install capscrews (5 and 6) and tighten
to standard torque.
3. Uncap and connect inlet and outlet lines to cov-
ers (10 and 11).
4. Fill hydraulic tank with clean Type C-4 hydraulic
oil.
5. Loosen connection at hydraulic pump inlet to
bleed out all trapped air from inlet line and make
sure pump housing is filled with oil. Tighten
pump inlet connection.
6. Refer to Filling Instructions.
HYDRAULIC SYSTEM
FLUSHING PROCEDURE
The following instructions outline the procedure for
flushing the hydraulic system.
1. Shut down engine and turn key switch "Off".
Allow at least 90 seconds for the accumulators
to bleed down.
2. Thoroughly clean the exterior of the tank. Drain
the hydraulic tank and remove top cover. Flush
the interior of hydraulic tank with a cleaning sol-
vent. Inspect all hydraulic hoses for deteriora-
tion or damage.
3. Remove, clean and replace the hydraulic tank
strainer. Change the high pressure filter ele-
ments.
4. Fill the hydraulic tank with clean filtered Type C-
4 hydraulic oil. Replace top cover.
NOTE: The final filter in the filling apparatus must be
3 micron.
5. Set all controls in the "Neutral" position. Do not
steer the truck or operate controls until the next
step is completed.
6. Start the engine and run at 1000 RPM for four
minutes. This will circulate oil with all valves in
the neutral position.
7. To increase flow and turbulence in the system,
increase engine speed to full throttle and main-
tain for four minutes. This will carry contami-
nates to the hydraulic tank.
to bleed down. This will return all contaminants
in accumulators to the hydraulic tank.
NOTE: Hydraulic tank oil temperature should be
110
-130
F (43
-54
C) after accomplishing Step 11. If

not, repeat Step 9 to increase oil temperature to the
proper operating range.
9. Start engine and run at 1000 RPM while per-
forming the following:
a. Steer truck full left then full right - repeat four
times.
b. Steer full left (keeping pressure against the
steering wheel) and hold for 10 seconds.
c. Steer full right (keeping pressure against the
steering wheel) and hold for 10 seconds.
10. Increase engine speed to full throttle and steer
full left and full right.
11. Return all controls to "Neutral".
12. Reduce engine speed to 1000 RPM and per-
form the following:
a. Extend hoist cylinders fully and "FLOAT"
down - repeat four times.
NOTE: As third stage starts out of hoist cylinder in
the Power Up mode, slowly decrease engine speed
to prevent sudden bottoming of the third stage.
b. Extend hoist cylinders and hold at full exten-
sion for 10 seconds. Hoist control lever must
be held in the "Up" position.
c. Lower hoist cylinders and hold lever in
"Down" position for 10 seconds after cylin-
ders are fully retracted.
13. Increase engine speed to full throttle and per-
form the following:
a. Hoist up to full extension (see NOTE above),
then allow cylinders to float down.
b. Return hoist control to "Neutral".
to bleed down.
NOTE: If a system component fails, all flexible hoses
should be removed and back flushed with a cleaning
solvent. Inspect for small particles which may be
trapped inside the hose.
15. Remove hydraulic filters, clean housings and
install new filters.
16. With hydraulic system charged, inspect all con-
nections and fittings for leaks. Tighten or repair
any leaking connections.
NOTES:
L04012 6/91 Steering Circuit L4-1
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The hydraulic pump supplies oil to the unloader
valve. The unloader valve diverts oil between the
steering and hoist circuit, with priority to the steering
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.
Oil leaving the unloader valve for the steering circuit
goes to the bleeddown manifold. The bleeddown
manifold supplies oil to the steering accumulators
and the steering control valve via the flow amplifier.
Oil entering the accumulators pushes the floating pis-
tons within the accumulators upward, compressing
the nitrogen on the opposite side of the pistons. The
nitrogen pressure increases directly with steering cir-
cuit pressure. The top side of the pistons are pre-
charged to 1050 psi (7.4 MPa) with pure dry nitrogen.
When the steering circuit pressure reaches 2500 psi
(17.5 MPa) the accumulators will contain approxi-
mately 4 gal. (23 l) of hydraulic oil in each accumula-
tor under pressure. The accumulators supply
hydraulic oil to the steering circuit in an emergency
situation should the hydraulic steering oil supply be
lost for any reason.
If a loss in steering pressure occurs, stop the
truck immediately. Pressure in the accumulators
allows the operator to steer the truck only for a
short period. Do not attempt further operation
until the problem is located and corrected.
Hydraulic oil from the bleeddown manifold flows to
the closed center steering control unit via the flow
amplifier. Oil entering the steering control unit is
blocked until the steering wheel is turned in a desired
direction. The steering control unit then directs oil to
the flow amplifier then to the steering cylinders.
Hydraulic oil at the opposite ends of the steering cyl-
inders flows back through the flow amplifier, bleed-
down manifold and low pressure return filters to the
hydraulic tank.
Steering Control Valve
The steering control valve is mounted to the under-
side of the deck beneath the cab.
Operation of the steering valve is both manual and
hydraulic in effect. The steering valve incorporates a
hydraulic control valve. Steering effort applied to the
steering wheel by the operator actuates the valve,
which in turn directs hydraulic oil through the flow
amplifier valve to the steering cylinders to provide the
operator with power steering.
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
L4-2 Steering Circuit L04012 6/91
Operation
Hydraulic oil flow from the hydraulic pump enters the
valve through the pump port. Refer to Figure 4-2. It
then flows through the Differential Pressure Sensing
Valve past the Check Valve to the steering circuit. In
the Differential Pressure Sensing Valve there is a
passage which allows oil to flow through the center of
the valve poppet to the top of the poppet. This oil
pressure along with spring force holds the poppet
against its seat. The oil also flows to the Pilot Unload-
ing Valve through a passage in the valve assembly
housing. The oil flow is blocked by the Pilot Unload-
ing Valve poppet and the oil pressure holds the pilot
valve pilot spool against its lower seat.
As oil pressure in the steering circuit reaches 2500
psi (17.5 MPa), the poppet in the Pilot Unloading
Valve moves off its seat and allows this oil to flow
back to the hydraulic tank which causes a pressure
drop on the top side of the poppet in the Differential
Pressure Sensing Valve. The incoming pump pres-
sure moves the poppet off its seat allowing oil flow to
go out the hoist/tank circuit port. See Figure 4-3. This
also causes a pressure drop across the Check Valve.
FIGURE 4-2. UNLOADER VALVE
The higher pressure on the back side of the Check
Valve causes it to close, trapping 2500 psi (17.5
MPa) in the steering circuit. This pressure also
causes the pilot spool in the Pilot Unloader Valve to
move up against its upper seat, holding the Pilot
Unloading Valve poppet off its seat. The steering and
brake circuit now have 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
the Differential Pressure Sensing Valve causing it to
seat. This causes the oil flow to be directed to the
steering circuit once again. As the system oil pres-
sure increases, it causes the pilot spool in the Pilot
Unloading Valve to move against its lower seat and
forces open the Check Valve and charges the steer-
ing and brake circuit to 2500 psi (17.5 MPa).
Bleeddown Manifold
All check valves, relief valves and bleeddown sole-
noid are replaceable. Valves and solenoids are
replaced as a unit and are not made to be repaired.
The steering circuit pressure is normally maintained
at 2500 psi (17.5 MPa) by the pilot unloading valve in
the unloader valve. Should a malfunction occur and
system pressure exceed this setting, the bleeddown
manifold relief valve will relieve the pressure at 3000
psi (21 MPa). The bleeddown solenoid will bleed off
pressure contained in steering accumulators each
time the key switch is turned to the Off position.
Bleeddown Solenoid
Each time the key switch is turned Off, it activates a
timer that energizes the bleeddown solenoid. When
the bleeddown solenoid is energized, all hydraulic
steering pressure, including the accumulators, is bled
back to the hydraulic tank.
After approximately 90 seconds the timer will de-
energize to close the return port to tank. By this time
all the oil in the accumulators should be returned to
tank.
Accumulators
The accumulators are a floating piston type. The top
side of the accumulators are charged to 1050 psi (7.4
MPa) with pure dry nitrogen. Oil entering the accu-
mulators pushes the piston upward compressing the
nitrogen on the top side of the piston. The nitrogen
pressure increases directly with steering circuit pres-
sure. When steering circuit pressure reaches 2500
psi (17.5 MPa) the accumulators will contain a quan-
tity of oil under pressure which is available for steer-
ing the truck. The accumulators also provide oil to be
used in case of an emergency situation should the
pump become inoperative.
Located at the bottom of one accumulator is a pres-
sure switch. The pressure switch is a normally closed
device used to activate a warning buzzer and a red
warning light when the key switch is turned to On
position. These alarms will signal anytime steering
circuit pressure decreases to less than 1850 psi (13
MPa). Secured to the top of each accumulator is
another pressure switch. These pressure switches
are electrical devices used to activate the accumula-
tor precharge warning light should the nitrogen pres-
sure fall below 1000 psi (7 MPa). Should the
precharge warning light come on anytime the key-
switch is On, the nitrogen must be recharged to
1050 psi (7.4 MPa).
High Pressure Filter
The high pressure filter is a secondary filtering sys-
tem, filtering oil for the steering, brake, and hoist cir-
cuits. Oil is filtered through a 12 micron (absolute)
filter to reduce the possibility of contamination and
subsequent damage to the hydraulic system.
A switch located near the filter inlet will activate a
warning light on the instrument panel if flow through
the filter becomes restricted. The indicator light may
illuminate when oil in the system is cold. If this occurs,
the light should go out when system warms up. If the
warning light illuminates after the oil warms up, notify
maintenance personnel at earliest opportunity.
The high pressure filter element should be changed
every 500 hours or when the steering pump filter
warning light comes on. If the pressure differential
indicator becomes defective, replace it with a new
one.
Flow Amplifier
The flow amplifier (Figure 4-4) is located on the left
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 4-4. FLOW AMPLIFIER
FLOW AMPLIFIER SYSTEM OPERATION
Refer to Figures 4-5 through 4-8 for oil flow paths
during the neutral, steering and external shock load
conditions.
No Steer
High pressure oil from the steering pump and steer-
ing accumulators is available through the steering
bleeddown manifold to the HP port on the flow ampli-
fier assembly.
Upon Entering the priority valve, it goes past the
spool to the closed amplifier valve and also out port P
through a hose to port P on the steering control unit.
In the control unit, it goes to a closed area in the con-
trol valve. As pressure builds up in these two areas,
oil passes through orifices in the end of the priority
valve and builds pressure on the end of the valve and
port PP. When pressure reaches approximately 500
psi (3.5 MPa), the spool moves compressing its
spring and closes off oil supply through area A
resulting in high pressure at PP but only 500 psi (3.5
MPa) at the amplifier spool and steering control unit.
(No Steer)
Steering Left
When the operator turns the steering wheel left, the
steering control unit valve is opened to allow oil com-
ing in port P to pass to the gerotor section of the con-
trol unit to turn the rotor. Oil in the other side of the
gerotor flows through other passages in the control
unit valve and out steering control unit port L. This oil
enters port L of the flow amplifier assembly and goes
to a closed area B in the directional valve. As pres-
sure in this area builds, it also passes into the spool
through orifice C to the spring area on the end of the
directional valve. The pressure then moves the spool
compressing the springs on the opposite end. This
movement allows the oil entering area B to pass
through the directional valve to area D of the ampli-
fier valve through sleeve E holes to a passage
between sleeve E and valve F through hole G in
sleeve E where it initially is blocked by the valve
body. As pressure builds up in this area, oil also flows
from area D around the OD sleeve E around pin H
through orifice J to build pressure on the end of the
amplifier valve and opens hole G only enough to
allow the flow of oil coming from the steering control
unit to pass to the control area of the directional
valve. At the same time, the movement of sleeve E
opened the holes near the spring end to allow the oil
from the priority valve to flow into the center of sleeve
E. This oil now inside sleeve E pushes valve F
against its spring to give the oil access to a series of
holes K that are in the same plane as hole G. The
passage of oil through holes K past the valve body is
metered by holes K being opened the same propor-
tion as is hole G. The number of holes K (7) in sleeve
E determine the amount of additional oil that is added
to the steering control unit oil passing through hole G.
This combined oil going to the center area Q of the
directional valve passes out port CL of the flow ampli-
fier assembly and travels to the steering cylinders to
steer the front wheels to the left. As the cylinders
move, oil is forced to return out the opposite ends,
enter port CR of the flow amplifier assembly, pass
through the directional valve to area M, passes
through the return check valve N, and exit port HT to
the hydraulic reservoir.
At the steering control unit when the operator turned
the steering wheel, supply oil from port P was also
delivered through the control unit valve to port LS.
This oil enters the flow amplifier assembly through its
LS port and builds pressure in the spring area of the
priority valve. This additional force on the spring end
of the priority valve causes area A to open and allow
the necessary flow and pressure to pass through the
amplifier valve to operate the steering cylinders.
(Steering Left)
Steering Right
Only a few differences occur between steer left and
steer right. When the operator turns the steering
wheel right, oil is supplied out ports R and LS of the
steering control unit. The oil enters the flow amplifier
assembly at port R and shifts the directional valve the
opposite direction. The oils flow through the amplifier
valve exactly the same. The combined oil from the
amplifier valve passes through the center area Q of
the directional valve to port CR where it goes to the
opposite ends of the steering cylinders to turn the
wheels right. The returning oil comes back through
port CL to go to the tank. The LS oil operates exactly
the same as steer left.
(Steering Right)
No Steer, External Shock Load
When the operator is not turning the steering wheel,
the steering control unit valve supply is closed. The
directional valve remains centered by its springs thus
closing the passages to ports CL and CR. This cre-
ates a hydraulic lock on the steering cylinders to pre-
vent their movement. If the tires hit an obstruction to
cause a large shock load to force the wheels to the
left, increased pressure will occur in the ends of the
cylinders connected to port CR. The shock and suc-
tion relief valve inside the flow amplifier assembly at
port CR will open at its adjusted setting (2900 psi
(20.3 MPa)) and allow oil to escape from the pressur-
ized ends of the cylinders preventing a higher pres-
sure. AS the cylinders are allowed to move, the other
ends will have less than atmospheric pressure on
port CL. This low pressure permits oil that is escap-
ing through the CR port relief valve to flow through
the check valve portion of the shock and suction
relief valve connected to port CL. The oil then flows
to the low pressure ends of the cylinders to keep the
cylinders full of oil and prevent cavitation. A shock
load in the opposite direction merely reverses the
above procedure.
(No Steer, External Shock Load)
NOTES:
L05006 7/98 Steering Control Valve L5-1
STEERING CONTROL VALVE
STEERING CONTROL VALVE
Removal
NOTE: Clean steering control valve and surrounding
area carefully to help avoid contamination of
hydraulic oil when lines are opened.
1. Shut down engine and bleed down steering cir-
cuit.
NOTE: To insure the hydraulic oil has completely
drained from the accumulators, turn the steering
wheel. If the wheels do not turn, all the hydraulic
pressure has been drained from accumulators
2. Disconnect hydraulic lines. Plug lines securely
to prevent spillage and possible contamination
to the system. Tag each line as removed for
proper identification during installation.
nation.
3. Loosen capscrew (5, Figure 5-1). Remove cap-
screws and nuts (4) from steering valve mount-
ing bracket and remove control valve.
Installation
1. Insert stub column through opening in deck and
align spline shaft with U-joint (6, Figure 5-1).
Install capscrews and nuts (4). Tighten cap-
2. Install capscrew, lockwasher and nut (5)
through lower yoke (6) and tighten to 40 ft. lbs
(54 N.m) torque.
FIGURE 5-1. STEERING CONTROL VALVE
1. Steering Control
Valve
2. Capscrew and Nuts
3. Deck
4. Capscrews and Nuts
5. Capscrew and Nut
6. U-J oint
FIGURE 5-2. STEERING COLUMN & CONTROL
VALVE
1. Steering Control
Valve
2. Shaft
3. U-J oints
4. Steering Column
L5-2 Steering Control Valve L05006 7/98
3. Remove plugs from four hydraulic lines. Be cer-
tain that the previously tagged hydraulic lines
are connected to their respective ports accord-
ing to the markings on the steering control
assembly.
NOTE: Some trucks may use an inline filter to
provide additional protection to the steering control
valve (see Figure 5-3). If equipped, this filter must be
installed in the port marked P on the steering
control housing.
Serious personal injury to the Operator or to any-
one positioned near the front wheels may occur if
a truck is operated with the hydraulic steering
lines improperly installed. Improperly installed
lines can result in uncontrolled steering and/or
SUDDEN AND RAPID rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually.
After servicing the steering control assembly,
hydraulic steering lines should be checked for
correct hook-up before starting the engine.
Tools required for disassembly and assembly:
2 - Screwdrivers (4-6 in. long, 1/8 in. flat blade)
1/2 inch socket (12 point)
Breaker bar
Torque wrench, 90 ft. lbs. (120 N.m) capacity
Plastic hammer or rubber hammer
Retaining ring pliers
Fabricated spring installation tool (Figure 5-4)
NOTE: This tool is extremely helpful during centering
spring installation.
The steering control valve is a precision unit manu-
factured to very close tolerances. Complete cleanli-
ness is therefore a must when handling steering
control valve. Work in a clean area and use lint free
wiping materials or dry compressed air. Use a wire
brush to remove foreign material and debris from
around exterior joints of unit before disassembly.
Clean solvent and Type C-4 oil should be used to
insure cleanliness and initial lubrication.
Disassembly
1. Clamp unit in vise, meter end up. Clamp lightly
on edges of mounting area (See Figure 5-5).
Use protective material on vise jaws and DO NOT
overtighten jaws.
FIGURE 5-3. INLINE FILTER
1. Steering Control
Valve
2. Filter (if equipped)
FIGURE 5-4. SPRING INSTALLATION TOOL
FIGURE 5-5. CLAMPING STEERING VALVE
2. Match mark gear wheel set and end cover to
insure proper relocation during assembly. Refer
to Figure 5-6.
NOTE: Although the illustrations do not show the unit
in a vise, it is recommended that the unit be kept in
the vise during disassembly.
3. Remove end cover capscrews and washers.
Remove capscrew with rolled pin (3, Figure 5-
6). Mark location of capscrew with rolled pin to
facilitate reassembly.
4. Remove end cover (1, Figure 5-7) and O-ring
(2). Remove gear wheel set (3).
5. Remove Cardan Shaft (11, Figure 5-9) distribu-
tion plate (15) and O-ring (14).
6. Remove threaded bushing (4) and ball (3). Sep-
arate the spools from the housing. Remove O-
ring (5), kin ring (6) and bearing assembly (7).
7. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
8. Press the neutral position springs (10) out of
their slot in the inner spool.
9. Remove the dust seal (1, Figure 5-8) using a
screwdriver. Take care not to scratch or damage
the dust seal bore.
1. Clean all parts carefully with fresh cleaning sol-
vent.
2. Inspect all parts carefully and make any
replacements necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to assembly
thoroughly lubricate all parts with clean type C-4
hydraulic oil.
FIGURE 5-6. END COVER REMOVAL
PREPARATION
1. Steering Control
Valve
2. Match Marks
3. Capscrew With
Rolled Pin
4. Location Mark
FIGURE 5-7. END COVER REMOVAL
1. End Cover
2. O-Ring
3. Gear Wheel Set
4. Housing
FIGURE 5-8. DUST SEAL REMOVAL
1. Screwdriver
2. Dust Seal
3. Housing
FIGURE 5-9. STEERING CONTROL VALVE
1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-Ring
6. Pin Ring
7. Bearing Assembly
8. Ring
9. Pin
10. Neutral
Position Springs
11. Cardan Shaft
12. Spacer
13. Tube
14. O-Ring
15. Distribution Plate
16. Gear Wheel Set
17. O-Ring
18. O-Ring
19. End Cover
20. Washers
21. Rolled Pin
22. Capscrew With Bore
23. Capscrews
Assembly
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used. The reason is that in the
other end of the sleeve and spool (opposite end of
the spring slots) there are three slots in the spool and
three holes in the sleeve. These must be opposite
each other on assembly so that the holes are partly
visible through the slots in the spool, refer to Figure
5-10.
1. Assemble spool and sleeve carefully so that the
centering springs slots line up.
2. Apply a light film of clean oil to the outside
diameter of the spool. Rotate spool while sliding
parts together.
Because of close tolerances between spool and
sleeve, DO NOT use force when rotating parts
together. Be careful not to burr the sleeve.
3. Test for free rotation. Spool should rotate
smoothly in sleeve with finger tip force applied
at splined end.
4. Align springs slots of spool and sleeve, then
stand parts on bench. Insert spring installation
tool (see Figure 5-11) through spring slots of
both parts.
NOTE: If spring installation tool is not available,
follow steps a. through d. under Alternate Method.
5. Position centering springs (two sets of four
each) on the bench so that the extended edge
is down and center section is together.
6. In this position insert one end of the entire spring
set into spring installation tool (Figure 5-11).
7. Compress expanded end of centering spring
set and push into spool and sleeve assembly.
Keep pressure on spring ends when withdraw-
ing installation tool, push forward on spring set.
Alternate Method for Installing Centering Springs
a. To install the neutral position springs (without
the aid of an installation tool), place a screw-
driver in the spool slot as shown in Figure 5-
12.
b. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
screwdriver.
c. Push two curved neutral position springs in
between one side of the screwdriver blade
and a flat spring. Repeat for the opposite
side. Remove the screwdriver.
d. Slide the inner spool in the sleeve. Com-
press the ends of the neutral position springs
and push the neutral position springs in
place in the sleeve. Install the cross pin.
FIGURE 5-10. SPOOL & SLEEVE ASSEMBLY
1. Slots
2. Hole
3. Spool
4. Sleeve
FIGURE 5-11. INSTALLING CENTERING SPRINGS
1. Spring Installation
Tool
2. Centering Springs
8. Install ring (1, Figure 5-13) rear bearing race
(2), bearing (3) and front bearing race (4) in that
order. The chamfer on the rear bearing race
must be facing away from the bearing. Position
the O-ring and kin ring on the spool.
9. Place the dust seal in position. Using a flat, iron
block over the seal, tap into position.
10. Position the steering control valve so that the
housing is horizontal. Guide the spool and
sleeve with fitted parts, into the bore using light
turning movements. Refer to Figure 5-14.
NOTE: Fit spool and sleeve in the bore in such a way
that the cross pin is kept horizontal.
11. Install the check ball in the hole shown in Figure
5-15. Install threaded bushing and lightly
tighten.
12. Grease the housing O-ring with vaseline and
install in the housing groove.
13. Install the distribution plate in such a way that
the channel holes match the corresponding
holes in the housing. Guide the cardan shaft
down into the bore so that the slot in the cardan
shaft is parallel to the cross pin.
FIGURE 5-12. NEUTRAL POSITION SPRING INSTALLATION
FIGURE 5-13. BEARING INSTALLATION
1. Ring
2. Rear Bearing Race
3. Bearing
4. Front Bearing Race
5. Spool
6. Sleeve
FIGURE 5-14. SPOOL & SLEEVE INSTALLATION
1. Housing 2. Spool & Sleeve
NOTE: Position the cardan shaft as shown in Figure
5-16, so that it is held up and in position by a
mounting fork. The mounting fork can be fabricated
from a small piece of thin gauge metal.
14. Grease the O-rings on both sides of the gear
wheel set with petroleum jelly and install.
15. Install gearwheel set.
NOTE: The gearwheel (rotor) and cardan shaft must
be assembled in such a way that a tooth base in the
rotor is positioned in relation to the slot of the cardan
shaft as shown in Figure 5-17.
NOTE: Rotor and cross pin must now be in the
position shown in relation to each other. Refer to
Figure 5-18.
16. Install end cover. Install capscrews with wash-
ers.
NOTE: Install the special capscrews with rolled pin in
the position shown in Figure 5-6.
17. Tighten cover capscrews in a crisscross pattern
to 2 .4 ft. lbs. (3 .5 N.m) torque.
FIGURE 5-15. CHECK BALL INSTALLATION
1. Housing
2. Check Ball
3. Check Ball Hole
4. O-Ring
FIGURE 5-16. CARDAN SHAFT INSTALLATION
FIGURE 5-17. GEARWHEEL ROTOR
INSTALLATION
FIGURE 5-18. GEARWHEEL SET INSTALLATION
1. Gearwheel Set
2. Cross Pin (Outline)
3. Rotor
4. Cardan Shaft
NOTES:
L06003 3/99 Steering Circuit Component Repair L6-1
STEERING CIRCUIT COMPONENT REPAIR
UNLOADER VALVE
Removal
component connection until engine is stopped and
keyswitch has been off for at least 90 seconds.
immediately.
1. Shutdown engine and with key switch Off,
allow at least 90 seconds for steering accumu-
lators to bleed down.
2. Bleed down hydraulic brake accumulators.
3. Thoroughly clean area around unloader valve.
4. Disconnect all hydraulic lines connected to
unloader valve. Cap or plug all lines to prevent
contamination of hydraulic system.
5. Remove capscrews securing valve to its mount-
ing bracket and move valve to clean work area
for disassembly.
Installation and Adjustment
1. Install valve on mounting bracket and secure in
place with capscrews.
2. Uncap hydraulic lines and reconnect to valve
body.
3. Connect a 3000 psi (21 MPa) pressure gauge
to the pressure tap on the unloader valve.
4. Start engine and run at low idle.
5. Observe pressure gauge and turn adjusting
screw on pilot unloading valve until gauge reads
2500 psi (17.5 MPa).
NOTE: Adjusting screw must be turned and then
unloader must be cycled, repeat procedure while
observing pressure gauge until correct pressure is
reached.
6. After pressure is established, replace and
tighten adjusting screw cover.
REBUILDING UNLOADER VALVE
When repairing the unloader valve, kits are available
(refer to parts catalog) to replace the complete check
valve assembly, sensing unit assembly or to replace
O-rings in the valve body. The poppet valve is
matched to the valve body and must be replaced by
a new valve assembly. When replacing check valve
or sensing unit, disassemble entire valve for cleaning
and inspection.
Disassembly
1. Remove differential pressure valve. Refer to
Figure 6-1. Disassemble differential pressure
valve. Remove and discard poppet seal ring.
2. Remove pilot unloading valve. Disassemble
pilot unloading valve. Remove and discard all
seal rings, O-rings and back-up rings.
3. Remove steering circuit check valve using tool
shown in Figure 6-2. Remove check valve seal
ring.
L6-2 Steering Circuit Component Repair L06003 3/99
Clean and Inspect
Clean and inspect all parts. Replace all O-rings,
back-up rings and seal rings. If internal parts of any
valve are damaged, the entire valve cartridge must
be replaced.
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
of #242 Loctite (or equivalent) on the threads
6. Insert a tool through the SYS port and stake
threads as shown in Figure 6-3.
FIGURE 6-2. STEERING CIRCUIT CHECK VALVE TOOL
FIGURE 6-3. CHECK VALVE INSTALLATION
BLEEDDOWN MANIFOLD
Removal
NOTE: Bleeddown Manifold may not have to be
removed from the truck to replace components. If
problem area has been isolated simply remove bad
component and replace with a new one.
Adjusting Relief Valve
1. Bleed down the system and install a 5000 psi
(35 MPa) pressure gauge in the pressure test
port (6, Figure 6-5) of the bleeddown manifold.
2. Start engine and run at low idle speed.
3. Loosen locknut on relief valve (4). Loosen lock-
nut on unloader valve sensing unit.
4. Adjust the unloader valve sensing unit, raising
unloader cut-out pressure until bleeddown man-
ifold relief valve opens at 3000 psi (21 MPA).
NOTE: To increase unloader pressure it will be
necessary to cycle unloader valve while observing
pressure gauge.
5. If bleeddown manifold system relief valve set-
ting is below 3000 psi (20.6 MPa) it may be nec-
essary to carefully raise both bleeddown relief
valve pressure setting and unloader cut-out
pressure until 3000 psi (20.6 MPa) is obtained.
NOTE: Each 1/16 turn of the adjusting screw is
equivalent to a setting change of approximately 100
psi (689 kPa).
6. Secure bleeddown manifold system relief valve
with locknut, install acorn nut and tighten.
7. Adjust unloader valve sensing unit to 2500 psi
(17.2 MPa). Secure sensing unit with locknut
and lockwire.
FIGURE 6-4. BLEEDDOWN MANIFOLD
Testing and Adjustment
1. Shut down engine, bleed down steering accu-
mulators before opening circuit to take mea-
surements, make repairs or to install or remove
a gauge.
2. Check for leakage of the bleed down manifold
at the return hose connection (3, Figure 6-16).
NOTE: Plug the connection at the hoist valve during
the bleed down valve manifold leakage test.
3. Start engine and run at low idle.
4. Check leakage; maximum allowable leakage is
1 oz. (33 mi) per minute.
Never shut off key switch to activate accumulator
bleeddown with steering return lines open.
Return lines will contain accumulator oil flow
during the bleeddown cycle.
5. If leakage is excessive, reconnect return line at
hoist valve.
6. Turn key switch to the Off position and allow at
least 90 seconds for the accumulators to bleed
down.
7. Remove the bleeddown solenoid valve and the
3000 psi (21 MPa) relief valve and replace O-
rings.
8. Repeat test procedure.
9. If leakage is still excessive, replace both the
bleeddown solenoid valve and the 3000 psi (21
MPa) relief valve.
FIGURE 6-5. BLEEDDOWN MANIFOLD
1. Brake Circuit Supply
3. Return to Tank
4. Pressure Relief
Valve
5. Check Valve
6. Test Port
7. From Accumulator
8. To Flow Amplifier
9. From Flow Amplifier
10. Accumulator
Bleeddown Solenoid
FLOW AMPLIFIER
Removal
and other lines. Tighten all connections before
applying pressure.
immediately.
1. Turn key switch Off and allow 90 seconds for
the accumulators to bleed down. Disconnect,
plug, and identify and tag each hydraulic line.
2. Support the flow amplifier valve and remove the
mounting capscrews. Remove valve.
3. Move valve to a clean work area for disassem-
bly.
Installation
1. Support the flow amplifier and move into posi-
tion.
2. Install mounting capscrews and tighten to stan-
dard torque.
3. Identify hydraulic line location, unplug lines and
connect at proper location. Tighten fittings
securely. Use new O-rings on the flange fittings.
Disassembly
The flow amplifier valve is a precision unit manufac-
tured to close tolerances, therefore complete cleanli-
ness is a must when handling the flow amplifier
valve. Work in a clean area and use lint free wiping
materials or dry compressed air. Use a wire brush to
remove foreign material and debris from around the
exterior of the valve before disassembly. Clean sol-
vent and type C-4 hydraulic oil should be used to
insure cleanliness and initial lubrication.
1. Remove counterpressure valve plug (17, Figure
6-6), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove relief valve plug (18) and seal (19).
Using an 8 mm hex head allen wrench, remove
the relief valve assembly (20) if installed.
Remove steel seal (21).
3. Remove capscrew (37) and capscrews (36)
using a 10 mm and 13 mm hex head allen
wrench. Remove lockwashers (38 & 39).
Remove end cover (47).
4. Remove spring stop (41) and spring (42).
Remove spring stop (34) and springs (32 & 33).
Remove O-rings (40 & 49) and seal plate (50).
5. Remove spring control (31) and main spool
(29). Remove priority valve spool (43). Remove
spring control (25), springs (23 & 24) and spring
stop (22)
6. Remove amplifier valve spool assembly (51).
Set amplifier valve spool assembly aside for fur-
ther disassembly, if required.
7. Remove shock and suction valve (28). Set
shock and suction valve aside for further disas-
sembly, if required.
8. Remove capscrews (1 & 3) using a 10 mm and
13 mm hex head allen wrench. Remove lock-
washers (2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and seal plate (9).
Remove spring (55).
10. Remove shock and suction valve assembly
(12). Set the shock and suction valve aside for
further disassembly, if required. Remove orifice
screw (13).
11. Remove orifice screw (53). Remove check valve
(54).
NOTE: If further disassembly is required for the
shock and suction valves refer to Figure 6-7.
FIGURE 6-6. FLOW AMPLIFIER VALVE
1. Capscrew
2. Lockwasher
3. Capscrews
4. Lockwasher
5. Cover
6. O-Ring
7. O-Ring
8. O-Ring
9. Item not used
10. O-Ring
11. O-Ring
12. Shock/Suction Valve (Complete)
13. Orifice Screw
14. Valve Housing
15. Counterpressure Valve (Complete)
16. O-Ring
17. Plug
18. Plug
19. Seal
20. Relief Valve (Complete) or Plug
21. Steel Seal
22. Stop
23. Spring
24. Spring
25. Spring Control
26. Orifice Screw
27. O-Ring
28. Shock/Suction Valve (Complete)
29. Main Spool
30. O-Ring
31. Spring Control
32. Spring
33. Spring
34. Spring Stop
35. Orifice Screw
36. Capscrews
37. Capscrew
38. Lockwasher
39. Lockwasher
40. O-Rings
41. Stop
42. Spring
43. Spool
44. Name Plate
45. Orifice Screw
46. Spring
47. Cover
48. Pins
49. O-Rings
50. Item not used
51. Amplifier Spool Assembly (Complete)
52. O-Ring
53. Orifice Screw
54. Check Valve
55. Spring
NOTE: The flow amplifier valve is equipped with two
shock and suction valves and they are identical. The
shock and suction valves are only serviced as
complete valve assemblies. O-rings 1 & 3, Figure 6-7
are replaceable. Relief valve (if installed) (20, Figure
6-6) check valve (54) and counterpressure valve (15)
are also serviced only as assemblies.
NOTE: Disassembly of the amplifier spool assembly
is only necessary should O-ring (2, Figure 6-8),
spring (9) or orifice screw (11) require replacement,
otherwise replace the amplifier spool assembly as a
complete unit. For complete disassembly refer to
steps 12 & 13.
12. Remove retaining ring (7), remove pin (5).
Remove plug (10) and spring (9). Remove
retaining ring (6) and pin (4) and remove inner
spool (8).
13. Unthread check valve (1) and remove. Remove
O-ring (2). Remove orifice screw (11) from plug
(10).
14. Clean and inspect all parts carefully. Make any
replacements necessary.
FIGURE 6-7. SHOCK AND SUCTION VALVE
ASSEMBLY
1. O-Ring
2. Pilot Section
3. O-Ring
Assembly
1. Thoroughly lubricate each part prior to installa-
tion using clean, type C-4 hydraulic oil.
2. Reassemble the Amplifier spool assembly in
reverse order. Refer to steps 12 & 13, and Fig-
ure 6-8 under disassembly.
3. Install orifice screw (13, Figure 6-6). Tighten ori-
fice screw to 4 in. lbs. (.5 N.m) torque.
4. Install check valve (54). Tighten check valve to
8 in. lbs. (1 N.m) torque.
5. Install orifice screw (53). Tighten orifice screw
to 8 in. lbs. (1 N.m) torque.
NOTE: Late model trucks are not equipped with relief
valve assembly (20).
6. Install seal (21). Install relief valve assembly
(20), seal (19), and plug (18). Tighten plug to 22
7. Install counterpressure valve assembly (15).
Install plug (17) using new O-ring (16).
8. Install both shock and suction valves (12 & 28)
as complete units. Install spring stop (22)
springs (23 & 24) and spring control (25). Install
orifice screws (26 & 35) if removed from main
spool (29). Install main spool (29).
9. Install amplifier spool assembly (51). Install pri-
ority valve spool (43) and spring (42). Install
spring (55).
10. Install spring control (31), springs (32 & 33) and
spring stop (34).
11. Lubricate O-rings (6, 7 & 8) with molycote
grease and position on cover (5) with seal plate
(9). Install end cover (5). Install capscrews (3)
with lockwashers (4). Tighten capscrews to 2 ft.
lbs. (2.7 N.m) torque. Install capscrew (1) and
lockwasher (2). Tighten capscrew to 6 ft. lbs. (8
N.m) torque.
12. Lubricate O-rings (40 & 49) with molycote
grease and install on cover (47). Position seal
plate (5) on end cover. Install end cover (47).
Install capscrews (36) with lockwashers (39).
Tighten capscrews to 2 ft. lbs. (2.7 N.m) torque.
Install capscrew (37) with lockwasher (38).
Tighten capscrew to 6 ft. lbs. (8 N.m) torque.
13. To prevent contamination, fit plastic plugs to
each valve port.
FIGURE 6-8. AMPLIFIER SPOOL ASSEMBLY
1. Check Valve
2. O-Ring
3. Spool
4. Pin
5. Pin
6. Retaining Ring
7. Retaining Ring
8. Inner Spool
9. Spring
10. Plug
11. Orifice Screw
ACCUMULATORS
Removal
1. Insure key switch has been Off for at least 90
seconds to allow accumulator oil to drain back
to tank.
2. Remove charging valve guard (3, Figure 6-10)
and loosen small hex on charging valve three
complete turns. Depress the valve core until all
nitrogen pressure has been relieved.
Make certain only the small swivel hex nut
turns. Turning the complete charging valve
assembly may result in the valve assembly being
forced out of the accumulator by the nitrogen
pressure inside.
Wear protective face mask when discharging
nitrogen gas.

3. Remove oil lines from bottom of accumulators.
Plug all hoses and openings to prevent possible
contamination of the system. Disconnect and
mark electrical wiring to pressure switch.
4. Attach a lifting device to the top of the accumu-
lator to be removed.
5. Loosen the mounting band capscrew and
remove the mounting band (4, Figure 6-9).
6. Raise the accumulator until clear of mounting
bracket and move to a clean work area for dis-
assembly.
Installation
1. Lift accumulator into position on the mounting
bracket (3, Figure 6-9). Accumulator should be
positioned with the antirotation block positioned
between the two stop blocks on the lower
mounting bracket.
2. Secure the accumulator to the mounting
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.
FIGURE 6-9. ACCUMULATOR PRESSURE
SWITCH
1. Accumulators
2. Pressure Switch (Oil)
3. Mounting Bracket
4. Mounting Band
FIGURE 6-10. PRESSURE SWITCHES
1. Accumulator
2. Pressure Switch
Cover
3. Charging Valve
Guard
4. Charging Valve
Disassembly
1. Remove charging valve (3, Figure 6-11).
2. Use a spanner wrench (Part Number TN0058)
to remove gland (4).
NOTE: Some accumulators may be equipped with a
screw-in type lower gland.
3. Remove plug (11). Using a round rod, push pis-
ton (6) out of accumulator.
1. Clean parts using fresh cleaning solvent, lint
free wiping cloth and filtered compressed air. All
parts must be absolutely free of any foreign
matter larger than 3 microns.
2. Check piston bearings (7 Figure 6-11) for
excessive wear.
3. Minor defects may be corrected by lapping or
stoning. Clean parts to remove abrasive residue
after lapping or stoning.
4. Replace all O-rings and backup rings (5).
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.
6. If equipped with a threaded bottom gland,
tighten gland to 850 ft. lbs. (1152 N.m) torque.
7. Install charging valve (3) with new O-ring.
Tighten charging valve large hex nut to 16.5 ft.
lbs. (22.3 N.m) torque.
FIGURE 6-11. ACCUMULATOR ASSEMBLY
1. Capscrew
2. Cover
3. Charging Valve
4. Gland
5. O-Ring & Backup
Ring
6. Piston
7. Bearing
8. T-Ring Seal
9. Tube
10. Plug
11. Plug
1. Capscrew
2. Cover
3. Charging Valve
4. Gland
5. O-Ring & Backup
Ring
6. Piston
7. Bearing
8. T-Ring Seal
9. Tube
10. Plug
11. Plug
STEERING ACCUMULATOR CHARGING
PROCEDURE
component until engine is stopped and key
switch has been Off for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the steering accumulators. The accidental
charging of oxygen or any other gas in this com-
partment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the
accumulators.
When charging or discharging the nitrogen gas in
the accumulators, be sure the warning labels are
observed and the instructions regarding the
charging valve are carefully read and understood.
1. With engine shut down and key switch in the
Off position, allow at least 90 seconds for accu-
mulators to bleed down. Turn steering wheel to
be certain no oil remains in accumulators.
2. If present, remove charging valve guards.
If nitrogen pressure is present in the accumula-
tors, make certain only the small swivel hex nut
is turned during the next step. Turning the com-
plete valve assembly may result in the valve
assembly being forced out of the accumulator by
the nitrogen pressure inside.
3. Remove charging valve cap (1, Figure 6-12).
Turn small swivel hex nut (4) three complete
turns counterclockwise.
4. Depress the valve stem and hold down until all
nitrogen has been released.
5. If a loss in nitrogen pressure is &(the reason for
recharging, inspect the charging valve and
accumulator for damage. Replace or repair
items, as necessary, before charging procedure.
6. Connect the nitrogen charging kit to the charging
valves. Open the regulator and charge the accu-
mulators simultaneously to 1050 psi (7.2 MPa).
NOTE: If a loss in nitrogen pressure occurred during
operation, oil may still be present in the accumulator
below the piston. This oil can be bled off during the
nitrogen charging procedure by turning the steering
wheel back and forth or by actuating the bleed down
solenoid by turning the key switch On and then
Off.
NOTE: When charging the accumulators, allow
adequate time for the system to fully charge. Insure
all oil has returned from the accumulators to the
hydraulic tank.
7. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 1050 psi
(7.2 MPa) continue charging procedure until
pressure is stabilized.
8. Remove the charging kit and tighten small hex
nut on charging valve to 4 ft. lbs. (5.4 N.m)
torque.
NOTE: If a new charging valve was installed, the
valve stem must be seated as follows:
a. Tighten small hex swivel nut to 10.5 ft. lbs.
(14.2 N.m) torque.
b. Loosen swivel nut.
c. Retighten swivel nut to 10.5 ft. lbs. (14.2
N.m) torque.
d. Again, loosen swivel nut.
e. Finally, tighten swivel nut to 4 ft. lbs. (5.4
N.m) torque.
9. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 25 ft. lbs. (33.9 N.m) torque.
10. Operate truck and check steering.
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
STEERING CYLINDERS
The steering cylinders and tie rod are mounted in the
same manner. The removal and installation instruc-
tions can be used for both. See Section G.
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
1. Install new rod seal (10, Figure 6-14), rod wiper
(11), backup ring (7) and O-ring (8) in gland (9).
2. Push rod (12) through top of gland, slowly
advancing rod over rod seal and rod wiper.
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)
torque.
NOTE: Installation of the piston seal (4) may require
the following:
a. Heat piston seal (4) in boiling water for 3 to 4
minutes.
b. Remove piston seal from water and assem-
ble on piston. DO NOT take longer than 5
seconds to complete as seal will take a per-
manent set.
c. If seal has taken a slightly larger set (loose
on piston) a belt type wrench or similar tool
can be used to compress O.D. of seal to
desired O.D. seal must be tight on piston.
4. Carefully install rod and gland assembly into
cylinder (6). Insure backup ring (7) and O-ring
(8) are not damaged during installation of gland.
5. Install capscrews (5). Tighten capscrews to 500
ft. lbs. (675 N.m) torque.
FIGURE 6-13. STEERING CYLINDER REMOVAL
1. Nut
2. Pin
4. Spindle
5. Tie Rod
6. Spindle Arm
FIGURE 6-14. STEERING CYLINDER
1. Piston
2. Locknut
3. Piston Bearing
4. Piston Seal
5. Capscrew
6. Cylinder
7. Backup Ring
8. O-Ring
9. Gland
10. Rod Seal
11. Rod Wiper
12. Rod
STEERING CIRCUIT FILTER (OPTIONAL)
Removal
The optional brake and steering circuit filter is located
on the left frame rail, forward of the hydraulic tank.
applying pressure.
immediately.
1. With the key switch Off allow at least 90 sec-
onds for the accumulators to bleed down.
2. Remove plug (10, Figure 6-15) and drain oil
from the housing into a suitable container.
nation!
3. Remove housing (8) and element (7).
4. Replace O-ring (4) and backup ring (5) in filter
head.
Installation
1. Install new element (7). Install housing (8) and
tighten.
2. Replace drain plug (10), and O-ring (9).
NOTE: The indicator switch (2, Figure 6-15) is not
repairable. If the indicator switch is inoperative,
replace as a unit. The indicator switch is factory
preset to actuate at 40 psi (276 kPa). Switch
adjustment is not necessary or recommended.
FIGURE 6-15. STEERING CIRCUIT FILTER
1. Head
2. Indicator Switch
3. O-Ring
4. O-Ring
5. Backup Ring
6. Bypass Valve
7. Filter Element
8. Housing
9. O-Ring
10. Plug
STEERING CIRCUIT TEST PROCEDURE
PRESSURE ADJ USTMENT PROCEDURE
1. Shut down the engine, bleed down the steering
circuit before opening circuits to take measure-
ments, to make repairs, or to install or remove a
gauge.
Be sure accumulator oil pressure has been bled
down. Turn the steering wheel; the wheels
should not move if oil pressure has been
relieved.
2. Install a calibrated 4000 psi (27.6 MPa) pres-
sure gauge at the bleeddown manifold test port.
3. Before checking relief pressures the flow ampli-
fier relief valve must be checked. (Some flow
amplifier valves are equipped with an adjustable
relief valve.) Remove external 8mm plug. Using
a 524 mm hex (Allen) wrench, bottom out the
flow amplifier relief valve. Replace external
8mm plug.
NOTE: The flow amplifier relief valve is to remain in
the bottomed out position. The steering circuit
pressure is controlled by the unloader valve.
4. Fill the hydraulic tank, if required.
5. Start the engine and check that the low idle
engine speed is between 725-800 RPM. All
tests that require low idle engine speed MUST
be made with the engine speed between 725-
800 RPM. If adjustment is necessary, refer to
Section C.
Before raising body to full Up position, be sure
there is adequate clearance between body and
any overhead structures or electric power lines.
6. Raise and lower the dump body and turn the
steering wheel from lock to lock to bring the oil
up to normal operating temperature.
7. Shut down the engine, turn the key switch off
and wait 90 seconds, then observe the pressure
gauge indicates zero.
NOTE: If the pressure gauge indicates a pressure
greater than 0.0 psi, check for defective components
in the bleeddown circuit. A restricted tank vent filter
may cause a pressure build up from 0-15 psi (0-
103.4 kPa).
8. Start the engine. Immediately after starting,
check gauge pressure. Pressure should rise
quickly to accumulator nitrogen pressure, 1050
psi (7.2 MPa), pause momentarily, and then
increase to steering pressure, 2500 psi (17.5
MPa). Allow the unloader valve to cycle at
lea57st 5 times to stabilize temperatures.
NOTE: If nitrogen pressure is incorrect, charge the
accumulators with nitrogen before proceeding.
(Follow the accumulator nitrogen charging procedure
in this Section.)
9. Adjust the steering pressure at the unloader
valve to 3000 psi (20.7 MPa) by rotating the
adjusting stem of the pilot unloading valve
clockwise.
NOTE: It should not be possible to adjust the
steering pressure (at the pilot unloading valve)
HIGHER than 3000 psi (20.6 7 MPa), because the
3000 psi (20.7 MPa) relief valve in the bleeddown
manifold should begin relieving at this pressure if it
has been properly adjusted. Adjust bleeddown
manifold relief valve at this time, if necessary.
NOTE: If necessary, the shock and suction valve
settings can be checked without moving the gauge.
To check, go to Step 10. If not necessary, go to Step
11.
10. To check shock and suction valve setting in the
flow amplifier valve, steer away from cylinder
stop then steer into stop and continue to turn
steering wheel. Pressure should be 2900 psi
(20.3 MPa). Turn steering wheel in opposite
direction and continue to turn steering wheel.
Pressure should be 2900 psi (20.3 MPa).
NOTE: Shock and suction valves in the flow amplifier
valve can not be adjusted. If pressure is not correct,
replace flow amplifier valve parts as necessary.
11. Return to the unloading valve and adjust the
pilot unloading valve pressure to 2500 psi (17.5
MPa) by rotating adjusting stem counterclock-
wise. Replace adjusting stem cap nut.
NOTE: The hoist relief valve pressure can be
checked and adjusted at this time without moving the
gauge. To check the hoist relief valve pressure, go to
Step 12. If the hoist relief valve pressure is not
checked, go to Step 13.
12. Hoist relief pressure should be checked by
allowing steering pressure to decrease from9;
2500 psi (17.5 MPa) to 2400 psi (16.8 MPa).
Accelerate the engine to high idle. Move the
hoist control lever to the Power Down position
and hold for approximately 3 seconds for the
pressure to stabilize. Pressure gauge should
show 2400 - 2700 psi (16.8 - 18.9 MPa). If pres-
sure is not correct, replace hoist relief valve.
13. Steer slowly both left and right at least five times
to stabilize the steering circuit temperatures
(both nitrogen and oil). With the engine at low
idle and no steering, begin timing the steering
pressure leak down cycle at the point where the
unloader valve shifts from the steering circuit
(2500 psi (17.5MPa) to the hoist circuit. When
the unloader valve shifts back to steering supply
of 2100 psi (14.7 MPa) the leakdown cycle is
complete. If cycle time is very rapid (1.5 to 2.0
minutes) do not replace any component until
leakage testing is completed.
Be sure the wheels are blocked so the truck can
not roll away. With brake accumulators bled
down, the service brake is inoperable.
a. Shut down the engine and turn off key
switch, then wait 90 seconds for steering
accumulators to bleeddown. Be sure the
steering accumulator pressure has been
bled down. Turn the steering wheel; the
wheels should not move. Open T handles
on brake accumulators to bleed pressure in
the brake circuit. Turn key switch ON (do
not start engine) and apply Brake Lock
switch. The service brake light should not
come on.
b. Disconnect the brake circuit pressure line at
the bleeddown manifold. Cap the line and
plug the manifold port.
c. Start engine and recheck the cycle time. If
cycle time is within limits, refer to section J
for Brake Circuit Checkout and Adjustment
before continuing with this procedure.
d. If cycle time is not acceptable, proceed to
Component Leakage Test in this section.
14. If cycle time is acceptable, shut down engine
and turn off key switch, then wait 90 seconds for
steering accumulators to bleed down. Pressure
gauge should show 0 psi (0 MPa). Remove
pressure gauge at bleeddown manifold.
Replace test port plug.
NOTE: The time it takes to charge the steering circuit
from 2100 psi (14.7 MPa) to 2500 psi (17.5MPa)
should be approximately 6 seconds with engine at
low idle.
FIGURE 6-16.
1. Brake Circuit Supply
3. Return to Tank
4. Pressure Relief
Valve; 3000 psi
(21 MPa)
5. Check Valve
6. Test Port
7. From Accumulators
8. To Flow Amplifier
9. From Flow Amplifier
10. Accumulator
Bleeddown Solenoid
COMPONENT LEAKAGE TEST
1. Shut down the engine and turn off key switch,
then wait 90 seconds for steering accumulators
to bleed down.
2. Disconnect steering return line (9, Figure 6-16)
from flow amplifier to the bleeddown manifold at
the flow amplifier. Cap the line to the bleeddown
valve. Start engine and measure leakage. Maxi-
mum combined allowable leakage of steering
control valve and flow amplifier is 33.2 oz (984
ml) per minute with 120
F (49
C) oil tempera-
ture. If leakage is excessive, refer to Step 3. for
steering control valve leakage.
3. The steering control valve can be isolated for
leakage by disconnecting the steering control
valve return hose at the flow amplifier valve.
Plug flow amplifier port. Use container to
receive oil leakage. The maximum allowable
leakage from the steering control valve return
hose is 5.5 oz (163 ml) per minute. If excessive
leakage from the steering control valve is found,
turn steering wheel and let valve recenter itself
again. Check leakage rate again. If l leakage is
still excessive, rebuild unit as per instructions in
this Section.
4. Measure leakage from the flow amplifier return
hose. Leakage is not to exceed 27.7 oz (820 ml)
per minute. If leakage is excessive, replace the
flow amplifier valve.
5. To check for leakage from the bleeddown mani-
fold:
a. Disconnect the tank line from the unloader
valve to the bleeddown manifold at the mani-
fold. Cap the port on the manifold and place
the line from the unloader valve in a con-
tainer. Some leakage from the line will occur
while the steering circuit is charged.
b. Disconnect the return hose connection from
the bleeddown manifold (3, Figure 6-16).
NOTE: Plug the connection at the hoist valve during
the bleeddown manifold leakage test.
c. Maximum allowable leakage from the return
hose is 1.1 oz (33ml) per minute.
6. If excessive leakage from the bleeddown mani-
fold is found, it may be caused by the bleed-
down solenoid valve (10, Figure 6-16) or the
3000 psi (21 MPa) relief valve (4). Verify 3000
psi (21 MPa) relief setting. The excessive leak-
age may be caused by the O-rings on these
valves. Remove valves and replace O-rings.
Recheck for leakage.
7. If excessive internal leakage from the bleed-
down manifold is still present, remove the steer-
ing bleeddown solenoid valve and replace valve
assembly. If internal leakage is still excessive,
replace 3000 psi (21 MPa) relief valve.
8. Check the unloader valve for leakage. This can
be done by shutting down engine (without turn-
ing off the key switch) and listening at the
unloader valve for sounds of leakage. If valve is
determined to be leaking, repair according to
instructions in this section.
NOTE: Trucks equipped with DDEC engines,
disconnect the 33J wire in the steering bleeddown
timer during the test for leakage of the unloader
valve. After test is completed, reconnect wire 33J in
the bleeddown timer.
9. After the leakage tests are complete and the
leakage rates are satisfactory, be sure all return
hoses which were disconnected are recon-
nected properly and tightened securely.
10. Fill the hydraulic tank, if required.
TROUBLE: Slow Steering, Hard Steering, or Loss of Power Assist.
Overloaded Steering Axle. Reduce Axle Loading.
Malfunctioning flow amplifier valve allowing system
pressure to be lower than specified.
Repair or replace flow amplifier valve.
Worn or malfunctioning pump. Replace pump.
TROUBLE: Drift - Truck Veers Slowly In One Direction
Rod end of cylinder slowly extends without turning the
steering wheel.
A small rate of extension may be normal on a closed cen-
ter system.
Worm or damaged steering linkage. Replace linkage and check alignment or toe-in of the
front wheels.
TROUBLE: Wander - Truck Will Not Stay in Straight Line
Air in system due to low oil level, pump cavitation,
leaking fitting, pinched hoses, etc.
Correct oil supply problem and/or oil linkage.
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
Leakage of cylinder piston seals. Replace seals.
Worn steering control unit meter. Replace steering control unit.
TROUBLE: Spongy or Soft Steering Replace the solenoid valve assembly.
Low oil level. Service hydraulic tank and check for leakage.
Air in hydraulic system. Most likely air trapped in cylin-
ders or lines.
Bleed air from system. Placing ports on top of cylinder
will help avoid trapping air.
TROUBLE: Erratic Steering
Air in system due to low oil level, cavitating pump,
leaky fittings, pinched hose, etc.
Correct condition and add oil as necessary.
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
or damaged.
Repair or replace steering column.
No flow to steering unit can be caused by:
1. Low oil level.
2. Ruptured hose.
3. Broken gerotor drive pin.
1. Add oil and check for leakage.
2. Replace hose.
3. Replace drive pin.
TROUBLE: Excessive Free Play at Steered Wheels
Broken or worn linkage between cylinder and steered
wheels.
Check for loose fitting bearings at anchor points in steer-
ing linkage between cylinder and steered wheels.
Leaky cylinder seals. Replace cylinder seals.
TROUBLE: Binding or Poor Centering of Steered Wheels
Binding or misalignment in steering column or splined
column or splined input connection.
Align column pilot and spline to steering control unit.
High back pressure in tank can cause slow return to
center. Should not exceed 300 psi (2068 kPa).
Reduce restriction in the lines or circuit by removing
obstruction or pinched lines, etc.
Large particles can cause binding between the spool
and sleeve in the steering control valve.
Clean the steering control unit and filter the oil. If another
component has malfunctioned generating contaminating
materials, flush the entire hydraulic system.
TROUBLE: Steering Control Unit Locks Up
Large particles in meter section. Clean the steering control unit.
Insufficient hydraulic power. Check hydraulic power supply.
Severe wear and/or broken pin. Replace the steering control unit.
TROUBLE: Steering Wheel Oscillates or Turns By Itself
Lines connected to wrong ports. Check line routing and connections.
Parts assembled wrong. Steering control unit improp-
erly timed.
Reassemble correctly and retime control unit.
TROUBLE: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel
Lines connected to wrong cylinder ports. Check proper line connections.
L07014 Hoist Circuit L7-1
HOIST CIRCUIT
HOIST CIRCUIT OPERATION
The following hoist circuit operation description
describes the basic hoist circuit. Further circuit
description is outlined under the individual compo-
nent descriptions.
Hydraulic fluid is supplied by a tank located on the left
frame rail. The tank's service capacity is approximately
134 gal. (507 L). Refer to (10, Figure 7-1), Hoist Circuit
Schematic. Hydraulic oil is routed to a tandem vane
type pump, (9). The pump is driven by an accessory
drive at the end of the traction alternator.
Pump output is directed to two high pressure filters
(5), one mounted to the inboard side of the right hand
frame rail near hydraulic pump, and the other on the
outside of the left frame rail near the hydraulic tank.
Hydraulic oil from the filters is directed to the hoist
valve (2) which is mounted to the inboard side of the
left hand frame rail.
The hoist valve directs oil to the body hoist cylinders
(1) for raising and lowering of the dump body. The
hoist valve functions are controlled by the operator
through the lever connected to the hoist pilot valve (6)
located below the floor of the operators cab. There is
also a hoist limit solenoid located to the inboard side
of the left hand frame rail near the hydraulic tank. The
hoist-up limit solenoid prevents the hoist cylinders
from extending to maximum physical limit.
Hydraulic hoses deteriorate with age and use.
Prevent possible malfunctions by inspecting all
hoses periodically. Replace any hose showing
wear, damage, or deterioration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC
1. Hoist Cylinder
2. Hoist Valve
3. Pilot Operated Check
Valve
4. Hoist Up Limit
Solenoid
6. Hoist Pilot Valve
7. Unloader Valve
8. Return From Brake &
Flow Amplifier Valve
9. Pump
10. Hydraulic Tank
11. Quick Disconnect
12. Snubber Valve
14. To Steering & Brake
Accumulator
L7-2 Hoist Circuit L07014
Hydraulic Tank
The hydraulic tank supplies hydraulic oil for the hoist,
steering and brake circuits. The tank is located on the
left hand frame rail forward of the rear wheels. The
service capacity of the tank is 134 gal. (507 l). Type
C-4 hydraulic oil is recommended for use in the
hydraulic system. Oil used in the hoist circuit flows
through a 100 mesh wire suction strainer to the inlet
housing of the pump. Air drawn into the tank during
operation is filtered by dual air filters located on the
top of the tank. Oil level can be checked visually at
sight glasses located on the front face of the tank.
Hydraulic Pump
The hydraulic pump is a tandem, vane type pump
driven by a drive shaft passing through the end of the
alternator. The pump has a total output of 143 GPM
(541 l) at 1900 RPM. The front (shaft end) cartridge
delivers oil to the hoist valve and the rear (cover end)
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
hoist valve.
Hoist pressure is regulated by relief valves located
within the hoist control valve. Pressure test ports are
located at the outlet port of each pump cartridge.
High Pressure Filters
Hoist pump output oil is directed to the high pressure,
7 micron filters, one mounted to the inboard side of
the right hand frame rail near hydraulic pump, and
the other on the outside of the left frame rail near the
hydraulic tank. The filter assemblies are equipped
with a bypass valve which permits oil flow should the
filter element become plugged.
Flow restriction through the filter element is sensed
by an indicator switch. This switch will turn on an
instrument panel mounted red warning light to indi-
cate filter service is required. The indicator light will
illuminate when restriction reaches approximately 40
psid (276 kPa). Actual filter bypass will result when
the filter element restriction reaches approximately
60 psid (414 kPa).
Hoist Valve
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).
The hoist valve is a split spool design. (The term
split spool describes the spool section of the valve.)
The spools operate in synchronization with, or in
opposition to its mate. The main valve precisely fol-
lows differential pressure input signals generated by
the hoist pilot valve.
The inlet section of the hoist valve consists of the fol-
lowing components: (Refer to Figure 7-3.)
Flow control and main relief valve
(system relief) (1)
Low pressure relief valve (3)
Load check poppet (18)
Anti-void poppet (17)
The flow control portion of the flow control and main
relief valve allows pump flow to return directly to tank
through the inlet section with low pressure loss. The
relief portion of the valve is direct acting and has the
capacity to limit the working pressure at full pump
flow.
The low pressure relief is located between the low
pressure core and the outlet, and provides a con-
trolled back pressure in the low pressure core when
oil is returning to tank.
FIGURE 7-2. HOIST VALVE
1. Outlet Section
2. Spool Section Cover
3. Spool Section
4. Inlet Section
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core and prevents flow from the high
pressure core to the low pressure core.
The spool section of the hoist valve consists of the
following components:
Pilot ports
Main spools
Work ports
Check poppets
The pilot ports are located in the spool section cover.
These ports provide connections for a pilot line to the
hoist pilot valve. Each work port has a corresponding
pilot port.
The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
spool for each work port is spring biased at both ends
to block the work port from the high and low pressure
cores when there is no flow through the spool cross
holes. When there is flow through the pilot ports to
the spools, a positive differential pressure at the top
of the spool will overcome the bottom spring bias and
the spool will shift to connect the work port to the
high pressure core. When there is flow from the main
valve work port to the pilot port through the cross-
holes, a positive differential pressure at the bottom of
the spool will overcome the top spring bias and the
spool will shift to connect the work port to the low
pressure core. The check poppets located in the
spool section permit free flow from the work port to
the pilot port and restrict flow from the pilot port to the
work port. These check poppets control spool
response and spool movements during void condi-
tions.
Hoist Pilot Valve
The hoist pilot valve is mounted on the cab floor, on
the left side of the operator's seat. The hoist pilot
valve spool is spring centered to the neutral position.
The hoist valve is controlled directly by the operator
through a lever mounted on the valve assembly.
When the operator pulls the lever to the rear, the pilot
valve spool moves and transfers the small pilot flow
from the main valve into control signals which cause
the main valve spools to direct the working flow.
The hoist pilot valve is equipped with a one way load
check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
Hoist-up Limit Solenoid
The hoist-up limit solenoid (13, Figure 7-3) is used in
the hydraulic circuit to prevent maximum hoist cylin-
der extension.
The solenoid valve is "normally open", allowing pilot
pressure oil to pass through the valve. When the
body is nearly fully raised, the body activates the
magnetic proximity switch (located on the right frame
rail near the body pivot). The proximity switch then
sends 24 volts to the body up solenoid valve. The
solenoid valve is actuated and diverts the flow of pilot
oil (from the pilot valve) to the tank. The pilot port (on
the solenoid valve) that is connected to the hoist
valve is closed, and the pilot pressure area in the
hoist valve neutralizes, allowing the main spools (7 &
8) to center, and shuting off hydraulic flow to the hoist
cylinders (6).
Pilot Operated Check Valve
The Pilot Operated Check Valve (21, Figure 7-3) is
opened by power down pilot pressure to allow oil in
the raise port to by-pass the hoist up limit solenoid for
initial power down operation while the solenoid is
activated by the hoist limit switch.
Hoist Valve Operation
The following outline describes the hoist circuit oper-
ation in the float, power up, hold, and power down
positions. (Refer to Figures 7-3 through 7-7.)
Float Operation
Figure 7-3 shows float operation when pilot valve is
in float and body is coming down. Once body is com-
pletely down and resting on the frame rails, the Hoist
Valve components (3, 7 & 8) are in position shown in
Figure 7-5. Oil from the hoist pump enters the inlet
section of the Hoist Valve in Port (11), passes
through check valve (18), and stops at the closed
High Pressure Passage (19) at the two main spools.
Pressure builds to approximately 60 psi (414 kPa) on
the pilot of the Flow Control Valve (2) causing the
valve to compress the spring and open, allowing the
oil to return to the tank through Hoist Valve Port (10).
Oil also flows out Hoist Valve Port (12) to Port (12) on
the Pilot Valve, through the Hoist Pilot Valve spool,
and out Pilot Valve Port (10) to the tank. This oil flow
is limited by orifices in the inlet sections of the Hoist
Valve and therefore has no pressure buildup.
FIGURE 7-3. FLOAT POSITION
1. Hoist Relief Valve 2500
psi (17,238 kPa)
2. Flow Control Valve
3. Low Pressure Relief
Valve 75 psi (517 kPa)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
10. Return Port
11. Supply Port
12. Pilot Supply Port
13. Hoist Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
17. Anti-void Check Valve
18. Load Check Valve
19. High Pressure
Passage
20. Low Pressure
Passage
Valve
Power Up Operation (Figure 7-4)
The Hoist Pilot Valve spool is moved to the Power Up
position when the operator moves the lever in the
cab. The pilot supply oil coming in Port (12) is pre-
vented from returning to the tank and, instead, is
directed out Port (14) through hoist limit solenoid (13)
and into Port (14) of the Hoist Valve. There it goes to
the top of the Head End Spool (8), builds pressure on
the end of the spool, causes the spool to move down
compressing the bottom spring, and connects the
High Pressure Passage (19) to Head End Port (9).
Working oil flow in the High Pressure Passage is now
allowed to flow through the spool and out Port (9) to
extend the hoist cylinders. Even though a small
amount of oil flows through the check poppet in the
top of Spool (8), raise pilot pressure at Ports (14)
increases to slightly higher pressure than the
required hoist cylinder pressure. As a result, the pilot
supply pressure in Ports (12) also increases causing
back pressure to occur in the spring area of Flow
Control Valve (2). This overcomes the pilot pressure
on the other end of the Flow Control Valve causing it
to close and direct the incoming pump oil through
Head End Spool (8) to the hoist cylinders to extend
them.
If at any time the resistance to the flow of the pump
oil coming into the inlet section causes the pressure
to increase to 2500 psi (17,238 kPa), the pilot pres-
sure against Hoist Relief Valve (1) causes it to open
and allow flow to exit out Port (10) and return to the
tank.
As the hoist cylinders extend, oil in the annulus area
of the second and third stages must exit from the cyl-
inders. Initially, the Rod End Spool (7) ports are
closed. As the returning oil entering Port (5) builds
low pressure, it flows through the check-poppet in the
top of the spool, through Ports (15), through the Pilot
Valve spool, and out Port (10) of the Pilot Valve to the
tank. No pressure is present on the top of Spool (7).
Cylinder return pressure passes through the check-
poppet in the bottom of Spool (7) to build pressure
under the spool which moves the spool upward com-
pressing the top spring. This movement allows the
returning cylinder oil to flow into the Low Pressure
Passage (20) to the Low Pressure Relief Valve (3).
Approximately 75 psi (517 kPa) causes this valve to
open, allowing the oil to flow out Port (10) to the tank.
If the load passing over the tail of the body during
dumping attempts to cause the body to raise faster
than the oil being supplied by the pump, the oil
returning from the annulus area of the hoist cylinders
passing through the Snubber Valve (4) controls how
fast the hoist can extend because of the external
force of the load. The speed is controlled by the
restriction of the Snubber Valve. When the operator
releases the lever, the valves change to the HOLD
position.
If the body raises to the position that activates the
Hoist Limit Switch located above the right rear sus-
pension before the operator releases the lever, the
Hoist Limit Solenoid (13) is energized. The solenoid
valve closes the raise pilot Port (14) on the hoist and
releases the Hoist Pilot Valve raise pilot pressure at
Port (14) to tank, allowing the Head End Spool (8) to
center and shut off supply of oil to the hoist cylinders.
This prevents maximum extension of the hoist cylin-
ders.
FIGURE 7-4. POWER UP POSITION
psi (17,238 kPa)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
19. High Pressure
Passage
20. Low Pressure
Valve
Hold Operation (Figure 7-5)
The Pilot Valve spool is positioned to allow the pilot
supply oil entering Port (12) to return to the tank
through Port (10). Pilot supply pressure in Ports (12)
then decreases to no pressure allowing Flow Control
Valve (2) to open and return the incoming pump oil to
the tank through Port (10). Both pilot Ports (14&15) in
the Pilot Valve are closed by the Pilot Valve spool. In
this condition pressure is equalized on each end of
each main spool allowing the springs to center the
spools and close all ports to trap the oil in the cylin-
ders and hold the body in its current position.
FIGURE 7-5. HOLD POSITION
psi (17,238 kPa)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
19. High Pressure
Passage
20. Low Pressure
Passage
Valve
Power Down Operation (Figure 7-6)
When the operator moves the lever to lower the
body, the Hoist Pilot Valve is positioned to direct the
pilot supply oil in Ports (12) through Ports (15) to the
top of the Rod End Spool (7). Pilot pressure
increases to move the spool down compressing the
bottom spring. Movement of the spool connects the
High Pressure Passage (19) to the rod end (annulus
area) of the hoist cylinders. At the same time, the
Flow Control Valve (2) is forced to close as pilot pres-
sure increases thus directing the incoming pump oil
to the hoist cylinders through Spool (7) and Snubber
Valve (4) rather than back to the tank.
If the body is at the maximum up position, the hoist
limit switch has the hoist limit solenoid activated,
therefore closing the raise port (14) on the hoist
valve. Power down pilot pressure in Ports (15)
pushes open the pilot operated check valve (21) so
the pilot pressure in Ports (14) is open to tank
through the Pilot Valve spool. As oil attempts to
return from the head end of the hoist cylinders, it ini-
tially encounters the closed Head End Spool (8).
Pressure increases on the bottom end of the spool
causing it to move upward. This allows the returning
oil to go into the Low Pressure Passage (20), build
up 75 psi (517 kPa) to open the Low Pressure Relief
(3), and exit the Hoist Valve through Port (10) to the
tank. As the body descends and the hoist limit sole-
noid is no longer activated, the pilot operated check
valve is no longer necessary.
FIGURE 7-6. POWER DOWN POSITION
psi (17,238 kPa)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
19. High Pressure
Passage
20. Low Pressure
Passage
Valve
Float Operation (Figure 7-7)
When the operator releases the lever as the body
travels down, The Hoist Pilot Valve spool returns to
the FLOAT position. In this position all ports (10, 12,
14, & 15) are common with each other. Therefore,
the pilot supply oil is returning to tank with no pres-
sure build-up thus allowing the Flow Control Valve (2)
to remain open to allow the pump oil to return to the
tank through Hoist Valve Port (10). With no blockage
of either Raise or Down Pilot Ports (14&15) in the
Pilot Valve, there is no pressure on the top of either
main spool. The oil returning from the Head End of
the hoist cylinders builds pressure on the bottom of
the Head End Spool (8) exactly like in Power Down
allowing the returning oil to transfer to the Low Pres-
sure Passage (20). The back pressure in the Low
Pressure Passage created by the Low Pressure
Relief Valve (3) causes pressure under the Rod End
Spool (7) to move the spool upward. This connects
the Low Pressure Passage to the Rod End of the
hoist cylinders. The 75 psi (517 kPa) in the Low Pres-
sure Passage causes oil to flow to the rod end of the
cylinders to keep them full of oil as they retract.
When the body reaches the frame and there is no
more oil flow from the cylinders, the Main Spools
center themselves and close the cylinder ports and
the High and Low Pressure Passages.
FIGURE 7-7. FLOAT POSITION
psi (17,238 kPa)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
19. High Pressure
Passage
20. Low Pressure
Passage
Valve
NOTES :
L08012 7/95 Hoist Circuit Component Repair L8-1
HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE
Removal
applying pressure.
1. Be certain the area above the truck is clear of
all obstacles so body can be fully raised without
hitting anything. Raise the body and install the
body sling cable and locking pin.
2. Shut down engine and turn key switch to the
Off position. Relieve hydraulic pressure in
hoist system by slowly moving hoist control
lever to the "lower" position and gently lower
body so body lock pin and/or sling cable is hold-
ing body up.
3. Drain hydraulic tank.
4. Thoroughly clean the exterior of the hoist valve.
5. Disconnect and cap (or plug) all connections
from hoist valve to prevent contamination.
the hoist valve to its mounting bracket.
(Hoist)
2. Hose
3. Hydraulic Pump
4. Suction Hose
5. Capscrew
6. Hoist Valve
7. Hoist Inlet (From
Unloader)
9. Unloader Valve
(Steering & Brakes)
11. Hydraulic Tank
12. Hoist Cylinder
14. Snubber Valve
15. Manifold
16. Pressure Line
(to Hoist Valve)
L8-2 Hoist Circuit Component Repair L08012 7/95
NOTE: The hoist valve weighs approximately 320
lbs. (145 Kg). Use a suitable lifting device that can
handle the load safely.
7. Attach a suitable lifting device to the hoist valve
and remove from truck.
Installation
1. Move the hoist valve into position and secure in
place with capscrews, nuts and lockwashers.
Alternately tighten capscrews to standard
torque.
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.
3. Connect pilot supply lines, tighten fittings
securely. Close body creep down valve on
hydraulic tank.
4. If hydraulic tank was drained, add type C-4 oil.
5. Start the engine. Raise the body to remove the
body sling cable. Lower and raise body to check
for proper operation. Observe for leaks.
6. Service hydraulic tank if necessary.

Disassembly
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless
emergency field repair is required to replace the O-
rings between sections to prevent leakage.
Loosening and retorqueing of the main valve tie rod
nut could cause distortion resulting in binding or
severely sticking plungers, poppet and spools.
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.
FIGURE 8-2. HOIST VALVE
1. Outlet Section
2. Spool Section Cover
3. Spool Section
4. Inlet Section
5. Tube
6. Tie Rods
7. Nuts and Washers
8. Inlet Section Cover
FIGURE 8-3. TIE ROD INSTALLATION
FIGURE 8-4. TORQUE SEQUENCE
5. A torque wrench should be used to torque the
nuts in the pattern shown in Figure 8-4. The tie
rods should be torqued evenly to 105 ft. lbs.
(217 N.m) torque in the following sequence.
a. Torque nuts evenly to 15 ft. lbs. (20 N.m)
torque in order 1, 4, 2, 3.
b. Torque nuts evenly to 32 ft. lbs. (43 N.m)
c. Torque nuts evenly to 105 ft. lbs. (142 N.m)
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
O-rings (8). The main relief valve (4) is factory
preset at 2500 psi (17,238 kPa). Replace only
as a complete assembly. If adjustment is neces-
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.
4. Remove sleeve (6, Figure 8-6), backup ring (5),
O-ring (4), and backup ring (3). Remove restric-
tor poppet (2).
FIGURE 8-6. RESTRICTOR POPPET REMOVAL
1. Inlet Cover
2. Restrictor Poppet
3. Backup Ring
4. O-Ring
5. Backup Ring
6. Sleeve
FIGURE 8-5. INLET SECTION DISASSEMBLY
1. Capscrew
2. Inlet Cover
3. Spring
4. Main Relief Valve
5. Spring
6. Sleeve
8. O-Rings
9. Inlet Valve Body
10. O-Rings
11. Poppets
12. Springs
13. Cover
14. Capscrews
1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect poppets in their respective bore for fit.
Poppets should move freely, without binding,
through a complete revolution.
5. Inspect fit and movement between sleeve and
low pressure relief valve.
Reassembly
1. Coat all parts including housing bores with
clean type C-4 hydraulic oil. Lubricate O-rings
lightly with a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install poppets (11, Figure 8-5) in their respec-
tive bores. Install springs (12).
4. Install O-rings (10), and cover (13). Install cap-
screws (14). Tighten capscrews to 60 ft. lbs.
(81 N.m) torque.
5. Install low pressure relief (7) in sleeve (6) and
install assembly in housing (9). Install main
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.
SPOOL SECTION
Disassembly
NOTE: It is not necessary to remove the inlet or
outlet sections to accomplish spool 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. Remove capscrews and remove spool section
cover (2, Figure 8-2). Remove and discard O-
rings (4 & 5, Figure 8-8).
3. Remove poppet (1, Figure 8-7). Remove and
discard O-ring (2).
NOTE: The poppet (1) is equipped with a small steel
ball (2). Do not misplace.
4. Remove restrictor poppet (1, Figure 8-8).
Remove and discard O-ring (2) and backup ring
(3). Note the position of the restrictor when
removed to insure correct reassembly.
5. Remove springs (4, Figure 8-9) and spool
assemblies (15). Note location of V groove on
end of spools.
6. Remove the spool washers and restrictor pop-
pets.
FIGURE 8-7. POPPET AND BALL
1. Poppet
2. Steel Ball
3. O-Ring
FIGURE 8-8. RESTRICTOR POPPET REMOVAL
2. O-Ring
3. Backup Ring
4. O-Ring
5. O-Ring
FIGURE 8-9. SPOOL SECTION ASSEMBLY
1. Poppet
2. O-Ring
3. Backup Ring
4. Spring (4)
5. Spool Housing
6. Restrictor Poppet (Blue)
7. O-Ring
8. Spool Washer (4)
9. O-Ring (4)
10. Spool Cover
11. Poppet
12. O-Ring (2)
13. O-Ring
14. Plug
15. Spool (2)
16. Poppet (White)
17. Poppet (White)
18. Spool Cover
20. O-Ring
21. Ball
NOTE: Pay special attention to poppets (6, 16, and
17, Figure 8-9) during removal to ensure proper
location during reassembly. Poppets may be
identified with a colored dot; white or blue. If poppets
are not color coded, use the chart in Figure 8-11 for
identification.
7. Remove cover (10), and O-rings (9 & 12).
8. Remove Poppet (11) from spool section hous-
ing.
9. Remove plug (14) and O-ring (13).
1. Discard all O-rings and backup rings. Clean all
parts in solvent and blow dry with compressed
air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect all poppets in their respective bore for
fit. Poppets should move freely, without binding,
Reassembly
1. Using a new O-ring, install plug (14, Figure 8-9)
in cover (10).
2. Install poppet (11). Lubricate O-rings (9 & 12)
with clean hydraulic oil and install cover (10) on
the spool housing (5). Secure cover in place
with capscrews. Tighten capscrews to 60 ft.
3. Lubricate O-rings (7) and install on spool wash-
ers (8). Insert poppets (6, 16, & 17) in the
proper location in each spool (15) and insert the
spool washers to hold in place.
NOTE: Poppets 6, 16 and 17 may be color coded
and must be installed in their original location.
Refer to the chart, Figure 8-11 for identification
information.
4. Install spool springs (4). Carefully insert lubri-
cated spool assemblies into their original bores
in the spool housing (15), with the V groove
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).
7. Install new O-ring (20, Figure 8-9) on poppet
(1). Make sure the small steel ball (21) is
installed in poppet. Install poppet in cover (18,
Figure 8-9).
8. Install cover (18, Figure 8-9). Secure cover in
place with capscrews. Tighten capscrews to 60
ft. lbs. (81 N.m) torque.
POPPET
COLOR
ORIFICE
DIAMETER
DRILL
SIZE
Red .140 in. (3.556 mm) 9/64
Green .093 in. (2.362 mm) #35
Black .078 in. (1.981 mm) #42
White .063 in. (1.600 mm) #52
Blue .046 in. (1.168 mm) #56
Gray .035 in. (0.889 mm) #65
FIGURE 8-10. SPOOL ASSEMBLY REMOVAL
1. V Groove
2. Spool Assembly
3. Spool Section
FIGURE 8-11. POPPET IDENTIFICATION
HOIST PILOT VALVE
Removal
1. Place the hoist control lever in the body down
position. Make sure the body is in the full down
position. Release the hoist control lever to return
the hoist valve spool to the neutral position.
2. Disconnect hydraulic lines at the hoist pilot
valve. Tag all hydraulic lines for identification
and cap openings to prevent contamination.
3. In the operator cab, remove capscrews & wash-
ers (3 & 4, Figure 8-11) and plate/gasket (2).
4. Remove the hoist pilot valve mounting cap-
screws, washers, and nuts (5, 6, 7, 8). Remove
hoist pilot valve (10). Handle Assembly (1) will
come with valve.
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.
Disassembly
1. Thoroughly clean the exterior of the valve. Place
the valve in a clean work area for disassembly.
2. Remove the handle assembly, seal plate (25,
Figure 8-12), wiper (13) and O-ring (12).
FIGURE 8-11. HOIST CONTROL/PILOT VALVE
1. Handle Assembly
2. Plate & Gasket
3. Capscrew
4. Flatwasher
5. Capscrew
6. Flatwasher
7. Lockwasher
8. Nut
9. Floor Plate
10. Pilot Valve Body
FIGURE 8-12. HOIST PILOT VALVE
1. Snap Ring
2. Ball (4)
3. Detent Pin
4. Spring
5. Spacer
6. Capscrew
7. Housing
8. Nut
9. Tie Rod
10. Nut
11. O-Ring
12. O-Ring
13. Wiper
14. Spool
15. Housing
16. O-Ring
17. Wiper
18. Seal Retainer
19. Spring Seat
20. Spring
21. Ball (1)
22. Detent Sleeve
23. Spacer
24. Cap
25. Seal Plate
3. Remove snap ring (1), capscrews (6), cap (24),
spacer (23), and detent sleeve (22). Detent
Balls (2) and (21) will fall free when the cap and
detent sleeve are removed. Separate cap (24),
spacer (23) and detent sleeve (22), as this will
be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing. Remove seal retainer (18), wiper (17)
and O-ring (16) from spool (14).
5. Insert a rod in the cross holes of the detent pin
(3) and unscrew from spool (14). Slight pres-
sure should be exerted against the detent pin
as it disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove plugs from the spool housing.
8. Match mark the housings (7 & 15) in relation-
ship to the spool housing to insure correct loca-
tion during reassembly.
9. Remove nuts (8) and (10) and remove tie rods
(9). Separate the valve housings. Remove O-
rings (11). Remove the check poppet (2, Figure
8-13) and spring (3) from the spool housing.
1. Clean all parts including housings in solvent
and blow dry with compressed air.
2. Inspect seal counter bores, they must be free of
nicks or grooves.
3. Examine springs for breaks or distortion
.
4. Inspect spool (14, Figure 8-12). The spool must
be free of longitudinal score marks, nicks or
grooves.
5. Test spool (14) in spool housing for fit. Spool
must fit freely, without binding when rotated
NOTE: The spool housing, spool, and side housings
are not serviced separately. Should any of these
parts require replacement, the entire control valve
must be replaced.
Reassembly
1. Thoroughly coat all parts including housing
bores with clean type C-4 hydraulic oil.
2. Install check poppet (2, Figure 8-13) and spring
(3) in spool housing (1).
3. Install new O-ring (4) in spool housing. Align the
housing (5), spool housing (1) and opposite
side housing and insert the tie rods (9, Figure 8-
12) through all three housings.
4. Install tie rod nuts. Tighten tie rod nuts to the
torques shown in Figure 8-14.
5. Install a new O-ring (16, Figure 8-12) and wiper
(17). Install seal retainer (18).
6. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the
detent spring. Tighten detent pin 84-96 in. lbs.
(9-11 N.m) torque. Install spring (20). Carefully
install spool into spool housing.
7. Apply grease to the cross holes of the detent
pin (3) to hold balls (21) and (2).
FIGURE 8-13. CHECK POPPET LOCATION
1. Spool Housing
2. Check Poppet
3. Spring
4. O-Ring
5. Housing
FIGURE 8-14. TIE ROD NUT TORQUE
1. Nut
2. Tie Rod
3. Nut
4. Tie Rod
5. Housing
8. Slide detent sleeve (22) into cap (24) and place
over a punch. Using this punch, depress ball (21)
and insert balls (2) in detent pin cross holes.
9. While holding down on ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
the detent pin (3). Continue to insert detent
sleeve (22) until it contacts spring seat (19).
10. Secure cap (24) in place with capscrews (6).
Tighten capscrews to 5 ft. lbs. (7 N.m) torque.
Install spacer (23) and snap ring (1).
11. Install a new O-ring (12) and wiper (13). Install
seal plate. Using new O-rings, install plugs.
HOIST CYLINDERS
Removal
1. Be certain engine and key switch has been Off
for at least 90 seconds to allow accumulators to
bleed down.
applying pressure.
The hoist cylinder weighs approximately 1700 lbs
(772 kg). Make sure lifting device is adequate and
provide support to prevent cylinder from falling
or causing injury when cylinder is removed from
truck.
2. To relieve all hydraulic pressure form the hoist
circuit, slowly move hoist control lever to the
"lower" position and gently lower body so it is
completely resting on frame rails.
3. Disconnect hydraulic lines from connection on
hoist cylinders. Cap and plug lines and ports to
prevent excessive spillage and contamination.
Strap cylinder in place to prevent movement.
FIGURE 8-15. HOIST CYLINDER MOUNT (TOP)
1. Retainer Plate
2. Capscrew &
Lockwasher
3. Pin
4. Snap Ring
5. Bearing
6. Hoist Cylinder
FIGURE 8-16. HOIST CYLINDER MOUNT
(LOWER)
1. Capscrew &
Lockwasher
2. Retainer Plate
3. Locking Plate
4. Snap Ring
5. Bearing
6. Spacer
4. At the pivot point under the body, remove cap-
screws and lockwashers (2, Figure 8-15).
Remove retainer plate (1). Using a brass drift,
drive pin (3) from bore of mounting bracket.
5. Carefully lower cylinder until it lays against the
inside dual tire. Attach a lifting device to the
upper cylinder mounting eye.
6. At the pivot point on the frame, remove cap-
screws and lockwasher (1, Figure 8-16) secur-
ing retainer (2). Remove locking plate (3).
7. Install retaining strap or chains to prevent
extension of hoist cylinder while handling.
8. Pull cylinder from the pivot point on the frame
and remove from machine
.
NOTE: Do not lose spacer (6) between cylinder
bearing and frame.
9. Clean the exterior of the cylinder thoroughly
and move to a clean work area for disassembly.
Installation
The hoist cylinder weighs approximately 1700 lbs
(772 kg). Make sure lifting device is adequate and
provide support to prevent cylinder from falling
or causing injury when cylinder is removed from
truck.
Use chain or strap to prevent cylinder extension
1. Raise the hoist cylinder into position. Install
spacer (6, Figure 8-16) and lower hoist eye over
the frame pivot.
2. Install retainer plate (2) and secure in place with
capscrews and lockwashers (1). Tighten cap-
screws to 220 ft. lbs. (298 N.m) torque.
3. Align the top hoist eye with the bore of the body
mounting bracket. (See Figure 8-15).
NOTE: Make sure air bleed vent located on top of
hoist cylinder is toward front of truck.
4. Install pin (3, Figure 8-15) and retaining plate
(1). Secure retaining plate in place with cap-
screws and lockwashers (2). Tighten capscrews
to standard torque.
5. Close body creep down valve. Start engine and
raise and lower body several times. Observe for
leaks.
6. Service hydraulic tank if necessary.
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (4, Figure 8-15)
and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180
.
3. Position cylinder with the cover (10, Figure 8-
17) mounting eye on top. Remove capscrews
(11) and lockwashers retaining cover to housing
(4).
4. Using two 0.88 in. dia. x 9 in. long, threaded
capscrews, thread them into the two threaded
holes in the cover. Screw the capscrews in
evenly until the cover can be removed. Lift
cover (10) straight up until quill assembly (22) is
clear. Remove O-ring (12) and backup ring (23).
5. Remove capscrews (7) and flatwashers (5)
attaching the rod bearing retainer (6) to the rod
(1). Remove the seal (8).
6. Fabricate a retainer bar using a 1/4" x 1" x 18"
(6 x 25 x 460 mm) steel flat. Drill holes in the
bar to align with a pair of tapped holes spaced
180
apart in the housing. Attach bar to housing

using capscrews (11).
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when
the housing is inverted.
7. Rotate the cylinder assembly 180
, until the
lower mounting eye is at the top. Hook a lifting
device to the eye on the rod (1) and lift the rod
and third stage cylinder assembly out of cylin-
der housing.
NOTE: As internal parts are exposed

8. Rotate the cylinder housing 180
. Remove the
retainer installed in step 6.
9. Fabricate a round disc 12.5 in. (318 mm) in
diameter 0.38 in. (10 mm) thick with a 0.56 in.
(14 mm) hole in the center. Align the disc over
the second (2) and first (3) stage cylinders at
the bottom of the cylinder housing.
FIGURE 8-17. HOIST CYLINDER
1. Rod & Third Stage
2. Second Stage
Cylinder
3. First Stage Cylinder
4. Housing
5. Flatwasher
6. Piston Bearing
Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cover
11. Capscrews
12. O-Ring
13. Bearing
14. Bearing
15. Seal
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
10. Insert a 0.50 in. (13mm) dia. X 52 in. (1320 mm)
threaded rod through the top and through the
hole in the disc. Thread a nut on the bottom end
of the threaded rod below the disc.
11. Screw a lifting eye on the top end of the rod.
Attach it to a lifting device and lift the second
and first stage cylinders out of the housing.
12. Remove lifting tools from the second and first
stage cylinder assembly.
13. Slide the second stage cylinder (2) down inside
the first stage cylinder (3). Remove snap ring
(9) from inside the first stage cylinder.
14. Remove second stage cylinder from first stage
cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals
from the hoist cylinder parts.
NOTE: Use only fresh cleaning solvent, lint free
wiping cloth and dry filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean hydraulic oil (Type C-4).
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or exces-
sive wear.
3. If cylinder bores or plated surfaces are exces-
sively worn or grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. The quill (2, Figure 8-18) should be checked for
tightness if it has not previously been tack
welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-18) and applying a
tightening torque of 1000 ft. lb. (1356 N.m).
b. If the quill moves, remove quill, clean
threads in cover assembly and quill, and
reinstall using the procedure in "Quill Instal-
lation".
5. When a cylinder assembly is dismantled, the
capscrews (7, Figure 8-17) should be checked
carefully for distress and, if in doubt, replace
them. New washers (5) are to be used. The new
washer can be distinguished from the previous
washer by the thickness and fit to the bolt:
New Washer 5/32" Thick; Plated; Close Fit;
Old Washer 3/32" Thick; Non-plated; Loose Fit.
NOTE: SS1143 Tightening Tool can be made locally.
Request the following drawings from your Area or
Regional Service Manager.
SS1143 Tightening Tool - Assembly Drawing
SS1144-Square Tube (3.50 x 3.50 x 0.19 wall
x2.0 long)
SS1145-Plate (2.50 x 2.50 x 0.25 thick)
SS1146-Square Tube (3.00 x 3.00 x 0.25 wall
x 15.50 long)
SS1147-Tube, Brass (1.75 O.D. x 1.50 I.D.
x 13.50 long)
SS1148-Square Cut (2.50 x 2.50 x 0.75 thick)
SS1149-Hex Drive (1.75 Hex stock x 2.50 long)
All materials are 1020 Steel except SS1147.
FIGURE 8-18. QUILL INSTALLATION
1. Cap Assembly 2. Quill Assembly
ASSEMBLY OF QUILL AND CYLINDER
NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
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 (VJ 6863, 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.
6. Tack weld quill in 2 places as shown in Figure 8-
19.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary, unless it has loosened or is
damaged. Removal, if necessary, will require a
break-loose force of at least 2000 ft. lbs. (2712 N.m)
torque after the tack welds are ground off.
FIGURE 8-19. PLUG AND CHECK BALL
INSTALLATION
1. Cover Assembly
2. Quill Assembly
3. Plug
4. Check Ball
Installation Of Check Balls And Plugs In Quill
The check balls (4, Figure 8-19) in the side of the
quill assembly (2) are held in place with threaded
plugs (3).
If a plug is missing and the check ball is not found in
the cylinder, the opposite side hoist cylinder and the
plumbing leading to the hoist valve should be exam-
ined for damage. The hoist valve itself should also be
checked to see if the ball or plug has caused internal
damage to the spool. Peening of the necked down
sections of the spool may result. Spool sticking may
also occur under these circumstances.
Refer to Figure 8-20 for SS1158 tool that can be
made for installing or removing the check ball plugs.
Plugs should be checked during any cylinder repair
to be sure they are tight. If found to have any move-
ment, they should be removed and the ball seat in
the quill checked to see if it is deformed.
If deformation of the ball seat has occurred, the
quill should be replaced.
If the ball seat area is not deformed, measure the
plug thickness as shown in Figure 19:
Older Plug is 0.25 0.02 in. thick.
Newer plug is 0.38 0.02 in. thick.
1. Use the newer plugs and make certain threads
in quill tube and on plugs are clean and dry
(free of oil and solvent).
2. Use Loctite "LOCQUIC" Primer "T" (TL8753, or
equivalent), and spray mating threads of both
plugs (3, Figure 8-19) and quill assembly (2).
3. Apply Loctite Sealant #277 (VJ 6863, or equiva-
lent) to mating threads of both plugs and quill
assembly.
4. Place check balls (4) in quill tube (2) and install
plugs (3) with concave side facing ball. Using
SS1158 tool, tighten plugs to 70 ft. lbs. (95
N.m) torque. Allow parts to cure for 2* hours
before exposing threaded areas to oil.
* NOTE: If "LOCQUIC" primer "T" (TL8753) was not
hours.
5. Stake plug threads in two places (between
holes) as shown in Figure 8-19 to prevent loos-
ening of plug.
If removal of the plug is necessary in a later rebuild, it
will be necessary to carefully drill out the stake marks
and destroy the plug. A new plug should be installed
and staked as previously detailed.
FIGURE 8-20. SS1158 TOOL PLUG
INSTALLATION/REMOVAL
Assembly of Cylinder
1. Install seals (15, Figure 8-17) and bearing (14)
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
(21) on first stage cylinder. Lubricate with clean
hydraulic oil (Type C-4).
2. Align and slide the second stage cylinder (2)
inside the first stage cylinder (3). Allow the second
stage to protrude far enough to install the snap
ring (9) on the inside of the first stage cylinder.
3. Mount the housing (4) in the fixture with the
cover end positioned at the top. Install bearings
(19) and buffer seal (18), rod seal (20) and rod
wiper (21) in the housing.
4. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
5. Install bearings (13) on the first stage cylinder
(3). Lift and align this assembly over the hous-
ing (4). Lower the second and first stage cylin-
ders into the housing.
6. Install retainer used during disassembly to hold
the second and first stage cylinder in place
when the housing is rotated. Rotate housing
180
to position the lower mounting eye at the

top.
7. Install bearings (19) and buffer seal (18), rod
seal (20) and rod wiper (21) in the second stage
cylinder (2).
8. Attach a lifting device to the rod eye (1) and
align it over the housing (4). Lower the rod into
the housing. Lubricate the rod with hydraulic oil.
9. Rotate housing 180
to position the cover end at

the top. Remove retainer installed in Step 6.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).
10. Thread two guide bolts, 4 in. (100 mm) long, in
the end of the rod (1). Install seal (8) on the end
of the rod.
11. Align piston bearing retainer (6) over guide bolts
and lower it over the end of the rod (1).
12. Remove guide bolts.
13. Make certain threads on capscrews (1, Figure
8-21) and threads in piston are clean and dry
(free of oil and solvent).
14. Using Loctite "LOCQUIC" Primer "T" (TL8753,
or equivalent), spray mating threads on cap-
screws and threads in piston.
15. Apply Loctite Sealant #277 (VJ 6863, or equivalent)
to threads of capscrews and threads in piston.
NOTE: New washers (2, Figure 8-21) are to be used.
The new washer can be distinguished from the
previous washer by the thickness and fit to the bolt:
New Washer 5/32" Thick; Plated; Close Fit;
Old Washer 3/32" Thick; Non-plated; Loose Fit.
16. Install capscrews (1) with hardened washers (2)
and tighten capscrews to 175 ft. lbs. (146 N.m)
torque.
NOTE: Allow parts to cure for 2* hours before
exposing threaded areas to oil.
* NOTE: If "LOCQUIC" primer "T" (TL8753) was not
hours.
17. Install O-ring (12, Figure 8-17) and backup ring
(23) on cover (10). Align and lower cover onto
housing (4). Install capscrews (11) and lock-
washers. Tighten capscrews to standard torque.
18. Install hoist cylinder eye bearing (5, Figure 8-
15) and retainer rings (4) if removed.
FIGURE 8-21. 3rd STAGE PISTON
1. Capscrew
2. Hardened
Flatwasher
3. Piston
HIGH PRESSURE FILTERS
Removal
The hoist circuit filter is located on the right inside
frame rail opposite the hydraulic pump. The steering
circuit filter is located to the outside of the left hand
frame rail near the hydraulic tank.
applying pressure.
immediately.
1. With key switch OFF allow at least 90 seconds
for the accumulators to bleed down.
2. Remove plug (10, Figure 8-22) and drain the oil
from the housing into a suitable container.
nation!
3. Remove housing (8) and element (7).
4. Replace O-ring (4) and back-up ring (5) in filter
head (1).
Installation
1. Install new element (7). Install housing (8) and
tighten.
2. Replace drain plug (10) and O-ring (9).
NOTE: The indicator switch (2, Figure 8-22) is not
repairable. If the indicator switch is inoperative,
replace as a unit. The indicator switch is factor preset
to actuate at 40 psi (276 kPa). Switch adjustment is
not necessary, or recommended.
FIGURE 8-22. HOIST CIRCUIT FILTER
1. Head
2. Indicator Switch
3. O-Ring
4. O-Ring
5. Back-Up Ring
6. Bypass Valve
7. Filter Element-7
Micron
8. Housing
9. O-Ring
10. Plug
BODY UP LIMIT SOLENOID
The body up limit solenoid valve is located inside the
left hand frame rail, ahead of the hoist valve. This
valve has no serviceable parts except for O-ring
replacement. Should the solenoid valve malfunction,
replace as a unit.
PILOT OPERATED CHECK VALVE
The pilot operated check valve is located inside the
left hand frame rail, ahead of the hoist valve. This
valve has no serviceable parts except for O-ring
replacement. Should the pilot operated check valve
malfunction, replace as a unit.
CHECKING HOIST SYSTEM PRESSURE
RELIEF VALVE
NOTE: If relief valve or hoist valve assembly has
been replaced or rebuilt, hoist relief pressure should
be checked.
applying pressure.
1. Install a 0-5000 psi (0-35,000 kPa) pressure
gauge on the pressure test port coupling on the
flange at the shaft end of the hoist pump.
2. To check system relief pressure, start engine
and allow accumulators to charge.
3. With engine at high idle speed, move hoist pilot
valve lever to "power down" position and hold;
check pressure gauge. Pressure should be
2500 100 psi (17,238 - 690 kPa). Release
hoist pilot valve lever. If pressure is within spec-
ifications, proceed to Step 5.
4. If pressure is incorrect, adjust relief pressure as
follows:
a. Place hoist control lever in float position.
Shut down engine and wait at least 90 sec-
onds for accumulators to bleed down.
b. Be certain body is completely down and rest-
ing on frame rails. Relieve all hydraulic pres-
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
of the truck. Remove cover from hoist valve
and spring (3) from relief valve.
d. Loosen jam nut on relief valve (4) and turn
screw "in" (clockwise) to increase pressure
or "out" (counter-clockwise) to decrease
pressure.
NOTE: Each 1/4 turn of the adjustment
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.
FIGURE 8-23. INLET SECTION
1. Capscrew
2. Inlet Cover
3. Spring
4. Main Relief Valve
5. Spring
6. Sleeve
8. O-Rings
9. Inlet Valve Body
NOTES:
M01022 7/95 Index M1-1
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-2
ANSUL FIRE CONTROL - MANUAL SYSTEM (M02004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
ANSUL FIRE CONTROL - CHECKFIRE PNEUMATIC SYSTEM (M02002) . . . . . . . . . . . . . . .M2.2-1
ANSUL FIRE CONTROL - CHECKFIRE ELECTRIC SYSTEM (M02003). . . . . . . . . . . . . . . . .M2.3-1
AUTOMATIC LUBRICATION SYSTEM (M03001). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M3-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M3-1
General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M3-3
Troubleshooting Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M3-3
System Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M3-5
ALTERNATOR AND WHEELMOTOR COOLING AIR FILTER SYSTEM (M04002) . . . . . . . . . . . . . . . M4-1
System Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M4-1
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M4-1
Blower Drive Motor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M4-4
Blower Bearing Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M4-7
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M4-8
WIGGINS QUICK FILL FUEL SYSTEM (M05002) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1
Tank Breather Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1
Fuel Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-2
FAN DRIVE CLUTCH (M06001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-1
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-1
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-4
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-6
Field Check Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-7
Thermal Sensor and Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-8
Troubleshooting Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-11
Component Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-15
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-22
Inspection of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-33
Rebuild Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-37
ENGINE COOLANT HEATER (M07001). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
Heating Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-2
ENGINE OIL HEATERS (M07003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
Heating Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
M1-2 Index M01022 7/95
ENGINE COOLANT & OIL HEATERS, 440 VOLT (M07004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
Coolant Heater Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Oil Heater Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
SPECIAL TOOLS (M08006) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
AIR CONDITIONING SYSTEM (M09003). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1
Principles of Refrigeration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-2
Air Conditioner System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-3
System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-6
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-22
HEATER/AIR CONDITIONER SERVICE (M09004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1
Component Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1
AFTERCOOLER (BRAKEMASTER) (M10002). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-1
Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-3
AIR DRYER (AEROFINER III) (M10003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-2
Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-3
CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-3
PURGE VALVE and HEATER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-4
AFTERCOOLER (SALEM) (M10004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-1
Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-1
Assembly and Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M10-1
OPTIONAL ISINGHAUSEN OPERATOR SEAT (M14001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M14-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M14-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M14-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M14-2
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M14-4
Air Suspension Cam Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M14-5
Seat Maintenance and Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M14-6
M01022 7/95 Index M1-3
T.D.I. AIR TURBINE STARTER (M15001). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-8
INGERSOLL-RAND TURBINE POWERED AIR STARTER (M15002) . . . . . . . . . . . . . . . . . . . . . . . . M15-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1
Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-4
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-8
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-16
ELECTRIC START SYSTEM (M17001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M17-1
ON-BOARD WEIGHING SYSTEM (M20001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
DDEC II ELECTRONIC ENGINE CONTROL (M21001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M21-1
DDEC III ELECTRONIC ENGINE CONTROL (M21002) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M21-1
M1-4 Index M01022 7/95
NOTES:
M02002 Ansul Checkfire Pneumatic Automatic Fire Control System M2.2-1
ANSUL AUTOMATIC FIRE CONTROL SYSTEM
(CHECKFIRE PNEUMATIC)
The complete CHECKFIRE PNEUMATIC is com-
posed of components which combine to provide
automatic fire detection and an actuation signal when
the fire is detected.
A CHECKFIRE PNEUMATIC system has four basic
parts: The Detection Tubing (1, Figure 2.2-1), the
Detection and Actuation Device (DAD) (2), the Pres-
sure Make- up Device (PMD) (3) and the Low Pres-
sure Warning Device (4).
DETECTION TUBING
The detection tubing passes through each area iden-
tified as a hazard and is terminated at the pressure
make-up device at one end and the detection and
actuation device at the other. It is pressurized with
nitrogen at 70-90 psi (483-621 kPa). If the tube tem-
perature should reach about 355 10F (179
5C), it is designed to burst, relieving the pressure
and actuating the detection and actuation device.
Detection And Actuation Device (DAD)
The detection and actuation device (DAD) is illus-
trated in Figure 2.2-2. The internal pressure of 70-90
psi (483-621 kPa) from the detection tubing provides
the force required to counteract the spring force on
the piston, holding the piston in the up position. If the
tubing bursts (Refer to Figure 2.2-3) and the pres-
sure is relieved, the spring will dislodge the piston
causing the actuation gas cartridge to be punctured.
The pressure from the cartridge provides the actua-
tion signal to the fire suppression system.
PRESSURE MAKE-UP DEVICE (PMD)
During normal operation, a small amount of nitrogen
pressure will escape from the Detection and Actua-
tion device. To counteract the escape of nitrogen
pressure a Pressure Make-Up Device is included in
the basic system. The detection tubing pressure is
monitored in the low pressure chamber of the PMD
(Refer to Figure 2.2-4). Reduction in pressure allows
the spring to move the piston. The tip of the piston
then actuates a valve allowing nitrogen to flow from
the high pressure cartridge into the low pressure
chamber.
FIGURE 2.2-1. ANSUL FIRE CONTROL SYSTEM
1. Detection Tubing
2. Detection & Actuation Device
3. Pressure Make Up Device
4. Low Pressure Warning Device
M2.2-2 Ansul Checkfire Pneumatic Automatic Fire Control System M02002
When sufficient pressure has built up in the low pres-
sure chamber [approximately 80 psi (552 kPa)], the
piston is forced back allowing the valve to close. This
process repeats itself every time the low pressure
side drops below 65 psi (448 kPa).
The pressure switch assembly is connected in series
with the detection tubing. When the SCAD system
pressure falls to about 45 psi (310 kPa), the pressure
switch closes and the warning light flashes and
instrument panel horn sounds. This indicates that the
SCAD pressure is below required levels and should
be serviced or a fire has caused the pressure to drop.
NOTE: The system pressure must drop to 21 psi
(145 kPa) before the DAD will actuate.
LOW PRESSURE WARNING DEVICE
The low pressure warning device is used to provide
visual indication when pressure in the detection tub-
ing has fallen below 45 psi (310 kPa). This normally
indicates that replacement of the PMD cartridge is
required.
There are two separate components to the complete
pressure warning device, a pressure switch assem-
bly (Figure 2.2-5) and a warning light and horn.
FIGURE 2.2-2. DETECT & ACT (DAD)
(System Charged)
FIGURE 2.2-3. DETECT & ACT DEVICE (DAD)
(System Fired)
FIGURE 2.2-4. PRESSURE MAKE-UP DEVICE
DAILY INSPECTION
1. Check the system for general appearance,
mechanical damage and corrosion.
2. The system should be checked daily for signifi-
cant pressure leaks.
NOTE: The pressure in the detection system will
have a tendency to go up when the temperature
goes up, and to go down when the temperature goes
down. To minimize the effects of temperature
changes on the pressure readings, daily checks at
approximately the same time of day should be
recorded.
If the pressure drop is significant - 2 psi (14
kPa) per day on the DAD gauge, or 10 psi (69
kPa) per day on the PMD gauge, than a critical
leak is present.
3. The operator should check both the PMD and
DAD gauges as part of the daily procedure to
determine their condition. If a gauge shows in
the red zone, refer to Troubleshooting Guide.
Inspection and Maintenance
It is imperative that the Ansul fire control system is
inspected at least every six months. To insure that it
will operate effectively:
2. Remove the cartridge from the DAD.
3. Pull and release pressure relief valve on DAD to
simulate actuation. Refer to Figure 2.2-7.
NOTE: DAD should actuate (puncture pin down) and
immediately recock (puncture pin up).
Residual pressure will escape through safety
pressure relief hole when receiver/adapter is
backed-off approximately 15 full turns. DO NOT
remove receiver/adapter until all pressure has
been relieved.
4. Remove PMD receiver/adapter cartridge/assy.
5. Remove cartridge from receiver/adapter.
6. Check all mounting bolts for tightness.
7. Check all detection tubing fittings for tightness.
8. Inspect detection tubing as follows:
a. Check for wear due to abrasion (at frame
mounting around corners, etc.).
b. Check for damage from direct impact or
other abuse.
c. Check mounting locations for tightness.
FIGURE 2.2-5. PRESSURE SWITCH ASSEMBLY
FIGURE 2.2-6. PRESSURE GAUGES
FIGURE 2.2-7. DAD PRESSURE RELIEF VALVE
(Detection & Actuation Device)
d. Make sure mounting hardware has not come
loose or been broken, either of which would
allow the tubing to sag or droop from its orig-
inal location.
9. Weigh the actuation cartridge on the DAD.
Replace cartridge if the weight is 1/4 oz. (7 g)
less than that stamped on the cartridge. Check
the cartridge threads for nicks, burrs, cross
threading and rough or feathered edges. Exam-
ine gasket in bottom of DAD for elasticity. If the
temperature is below freezing, warm the gasket
with body heat to ensure a good seal. Clean
and coat lightly with high heat resistant grease.
10. Recharge system following "Charging Proce-
dure".
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.
NOTE: If either O-ring is dry, remove and lubricate
with silicone or similar grease before proceeding with
installation.
4. Check to see that the puncture pin O-ring is in
position. Refer to Figure 2.2-10.
5. Insert the cartridge through the preventer on the
cartridge receiver/adapter assembly and hand
tighten firmly. Refer Figure 2.2-11.
! CAUTION ! When installing the cartridge
receiver/adapter onto the PMD, the puncture pin
will gradually penetrate the seal on the cartridge.
At about the two thirds point of turning the
assembly onto the PMD, the nitrogen gas will
begin to escape the cartridge, flowing through
the detection tubing and on into the DAD.
The pressure within the DAD should reach a level
of approximately 85 psi (586 kPa) when the PMD
cartridge is fully installed.
FIGURE 2.2-8. RECEIVER/ADAPTER REMOVAL
FIGURE 2.2-9. RECEIVER/ADAPTER O-RING
SEAL
FIGURE 2.2-10. PUNCTURE PIN O-RING
For best results, turn the cartridge receiver/
adapter assembly onto the PMD as quickly as
possible. A slight resistance to turning will be
encountered when the puncture pin begins to
penetrate the cartridge seal. Do not stop at this
point. Continue to turn the cartridge receiver/
adapter assembly onto the PMD until it is in its
fully installed position. Then tighten as firmly as
possible by hand.
6. When the internal DAD pressure exceeds 65 psi
(448 kPa) a short spurt of gas will exit from the
bleed holes on the DAD signifying that the DAD
is fully charged and operative. The warning
module pressure switch will trip to the open
position causing the light on the instrument
panel to go out.
NOTE: Should the system be over-pressurized, a
pressure relief valve on the DAD will activate at 140
psi (965 kPa), avoiding any damage to the DAD
components.
7. Install the PMD cartridge.
8. Once the PMD cartridge is fully installed, per-
form the following tasks:
a. Check the gauge pressure on the DAD and
record. Pressure should be 70-90 psi (483-
621 kPa).
b. Check the gauge pressure on the PMD and
record. Pressure should be 200-1800 psi
(1.38-12.4 MPa).
c. Use a soap or similar leak check solution at
all detection tubing connections to check for
obvious, rapid leaks. If any occur, tighten
these fittings.
9. Install an LT-10-R cartridge onto the DAD.
Tighten as firmly as possible by hand.
10. Install the cartridge guards on both the DAD and
PMD.
FIGURE 2.2-11. CARTRIDGE INSTALLATION
CORRECTIVE ACTION
1. Check system and recharge SCAD and extin-
guishing systems if fired.
2. Replace the PMD cartridge.
3. Remove the DAD cartridge and actuate SCAD
system by operating the pressure relief valve
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.
4. Replace the DAD gauge.
5. Check system's wiring for problems. Look for
wiring short. Repair or replace. If no problem
exists, remove DAD cartridge and cycle system
by pulling pressure relief valve on DAD. If light
does not flicker on and off, replace pressure
switch.
If during troubleshooting, any cartridge needs
replacing, follow instructions provided in this
section for changing or charging cartridges as
needed.
Warning Light DAD Gauge PMD Gauge Probable Cause Corrective Action
On Red Red Fired or Near Fired System 1 or 2
Off Red Red Near Fired System 2
On Red Green Faulty PMD Valve Core 3
Off Red Green Faulty DAD Gauge 4
On Green Red PMD Cartridge Low 2
Off Green Red PMD Cartridge Low 2
On Green Green Faulty Switch or Wiring 5
Off Green Green System Operational None
M02003 Fire Control System M2.3-1
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1
The Checkfire Electric Detection and Actuation Sys-
tem - Series 1 (Figure 2.3- 2) uses linear detection
wire. This is a two conductor heat rated thermo
cable. When the detection cable is subjected to
221F (105C) the insulating coating of the cable
melts allowing the conductors to short together clos-
ing the electric circuit to the squib which detonates
to depress the puncture pin and actuate the expel-
lant cartridge.
Components of the Checkfire Electric Detection and
Actuation System are shown in Figure 2.3-2.
Control Module (Figure 2.3-1):
Provides the electrical connections necessary
between the power lead and the linear detection
wire to the power lead supplying electrical power,
via the squib, to the actuator. Also provides a visual
check of power availability - pressing the switch but-
ton will illuminate the green indicator light if electri-
cal power is available in the system.
FIGURE 2.3-1. CONTROL MODULE
FIGURE 2.3-2. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM
1. Control Module
2. Manual/Automatic Actuator
3. Linear Detection Wire
4. Power Wire
5. Test Kit (Not Shown)
M2.3-2 Fire Control System M02003
Actuator (Figure 2.3-3):
Provides automatic and manual means of fire sup-
pression system actuation. By pulling the ring pin
under the knob and then depressing the red knob,
the puncture pin will rupture the diaphragm in the
actuator and apply the system. Automatically, the
squib is fixed to rupture the cartridge disc when the
linear detection wire is exposed to temperatures in
excess of its rated range.
Linear Detection Wire (Figure 2.3-4):
Consists of a two conductor heat rated thermo cable.
The temperature rating of the cable is 221F 105C)
black wire or 356F (180C) using red wire. When the
cable is subjected to temperatures in excess of this
rating the insulating coating melts allowing the con-
ductors to short together, closing the actuating circuit
to fire the squib.
Power Wire (Figure 2.3-5):
Consists of a battery connector and conductor lead
wires to connect the actuation system to the truck
electrical system (battery circuit). The battery con-
nector is equipped with a 5 ampere in line fuse
(replaceable).
Test Kit (Figure 2.3-6):
Provides for checking of electrical continuity and con-
sists of an indicator light assembly and an End-of-
Line linear detection wire jumper assembly.
Squib (Figure 2.3-7):
Is an electrically detonated component containing a
small exact charge of powder. When the actuation
circuit is closed by the linear detection wire melting,
an internal wiring bridge in the squib heats up caus-
ing the power charge to detonate, forcing the punc-
ture pin to rupture the cartridge disc to release the
nitrogen gas charge.
FIGURE 2.3-3. MANUAL/AUTOMATIC
ACTUATOR
FIGURE 2.3-4. LINEAR DETECTION WIRE
FIGURE 2.3-5. POWER WIRE
FIGURE 2.3-6. TEST KIT
1. Indicator Light Assembly
2. End-of-Line Detection Wire J umper Assembly
FIGURE 2.3-7. SQUIB
Securing the Detection Wire
After the linear detection wire has been loosely
installed, secure it to the equipment being protected
as follows:
1. Begin at the control module with the first section
of detection wire. If this section is sufficient to
cover the total hazard area, no additional
lengths are required. If additional lengths are
required, remove blank plugged connector from
the end of first length and add lengths until the
total hazard area(s) is covered.
NOTE: Remember to leave closed blank plug
connection on the last length of detection wire.
When making connection, push plug into receptacle
until a "click" is heard (Figure 2.3-8). Plugs and
receptacles are keyed to allow insertion only in one
direction. After "click" is noted, apply a small amount
of back pull to confirm connection has been made.
2. Secure the wire every 12-18 in. (30-45 cm)
throughout the hazard area(s) using the black
nylon cable ties provided. Secure more often if
desired, or to keep the wire out of the way.
Secure the wire to mounting surfaces, decks,
struts, hydraulic hoses in the area, or any
secure, non-moving part of the protected equip-
ment. Always keep the previously mentioned
guidelines in mind when installing the wire.
Preliminary Test Before Final Hook-Up
All necessary linear detection and power wire instal-
lation is now completed. Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly.
1. The Power Wire
a. Depress the button on top of the control
module and note green indicator light (Figure
2.3-9). With button, depressed, light should
be on. This indicates the power wire is
installed correctly to the control module. If
light does not appear, check all connections
to insure they are snapped together. Retest
by depressing button. If light is not ON refer
to "Troubleshooting Section" covered in this
section.
b. If battery power is correct, proceed to check-
ing total system power.
Do Not install squib to power lead at this time
(Figure 2.3-10).
FIGURE 2.3-8. LINEAR DETECTION WIRE
CONNECTOR
FIGURE 2.3-9. POWER CHECK
FIGURE 2.3-10. DO NOT CONNECT SQUIB
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-
shooting" section.
c. Proceed to the end of the last length of
detection wire and remove the jumper
assembly (Figure 2.3-12). Finally, put original
plugged blank connector onto detection wire.
The test module light should immediately go
out. If light does not go out refer to "Trouble-
shooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2.3-14). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper to prevent fire suppression sys-
tem from discharging when squib is installed in
Electric Detection And Actuation System.
FIGURE 2.3-11. INSTALL J UMPER
FIGURE 2.3-12. INSTALL TEST MODULE
ASSEMBLY
FIGURE 2.3-13. REMOVE J UMPER ASSEMBLY
FIGURE 2.3-14. REMOVE INDICATOR LIGHT
ASSEMBLY
Installation Procedure for Squib
After all testing has been completed and all test kit
components removed, proceed to arm the system.
Using wrench, insert squib into upper right inlet hole
on actuator body and firmly tighten (Figure 2.3-15).
After installing squib into actuator body, loosen pro-
tective shipping cap from squib and remove bridge
(Figure 2.3-16).
Always install squib into actuator body first,
before installing connector onto threaded body
of squib. Possible injury could result if squib was
actuated outside of actuator body.
Install squib connector onto threaded stud of squib
(Figure 2.3-17). Hand tighten as firmly as possible.
Placing the Electric Detection & Actuation Sys-
tem Into Service
To place the Electric Detection and Actuation System
into service, proceed as follows:
1. Check all fasteners for tightness. Insure jam nut
on actuator body is securely tightened.
2. Before installing actuator cartridge, push manual
puncture lever several times to insure smooth
operation.
3. Insert ring pin in hole and attach lead wire seal
(See Figure 2.3-18).
4. Insert LT-5-R cartridge (PB0674) into lower
actuator body and hand tighten firmly.
5. Record date that system was placed in service.
FIGURE 2.3-15.
FIGURE 2.3-16.
FIGURE 2.3-17.
FIGURE 2.3-18. INSTALL ACTUATOR CARTRIDGE
INSPECTION AND MAINTENANCE
SCHEDULES FOR ELECTRIC DETEC-
TION AND ACTUATION SYSTEM
Proper inspection and maintenance procedures
must be performed at the specified intervals to
be sure that the Electric Detection and Actuation
System will operate as intended.
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.
Normal Maintenance Based On Actual Operating
Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck mainte-
nance to perform total system check.
NOTE: The squib should be replaced after being in
service for five years. The proper disposal of the old
squib should be done by actuating the squib within
the actuator body. To do this, remove actuator LT-5-R
cartridge (PB0674) from body. Install test jumper
assembly to end of linear detection wire assembly.
This jumper will service as a wiring short and cause
the squib to discharge.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
System is now back in service.
Record date of installation of new squib.
1. Check all mounting bolts for tightness.
2. Check all wiring connectors for tightness and
possible evidence of corrosion.
3. Inspect detection and power wire as follows:
a. Check for wear due to abrasion (at wall pen-
etrations, around corners, etc.).
b. Check for damage from direct impact or
other abuse.
c. Check mounting locations for tightness.
d. Insure mounting hardware has not come
loose or been broken, either of which would
allow the wire to sag.
4. Weigh the actuation cartridge on the Electric
Detection and Actuation System. Replace car-
tridge if the weight is 1/4 oz. (7 g) less than that
stamped on cartridge. Check the cartridge
threads for nicks, burrs, cross threading and
rough on feathered edges. Examine gasket in
bottom of Electric Detection and Actuation Sys-
tem for elasticity. If the temperature is below
freezing, warm the gasket with body heat to
insure a good seal. Clean and coat lightly with a
high heat resistant silicone grease.
Do Not reinstall cartridge at this time.
5. Test system power by depressing button on con-
trol module. Note illumination of light while but-
ton is depressed.
6. Remove squib connector before proceeding with
next series of checks (Figure 2.3-19).
7. Using the furnished test kit assembly, proceed to
the end of the last length of detection wire.
Remove the plugged blank connector and
install the jumper assembly (retain plugged
blank connector to be reinstalled after testing is
completed).
8. With jumper in place, screw the squib connector
into receptacle on test module (Figure 2.3-20).
Light on the test module should immediately
illuminate. This test confirms that the detection
wire is properly installed and will function as
intended.
FIGURE 2.3-19. REMOVE CARTRIDGE
AND DISCONNECT SQUIB
If test module light does not illuminate, refer to "Trou-
bleshooting" covered in this section.
9. Proceed to the end of the last length of detection
wire and remove the jumper assembly. Put orig-
inal plugged blank connector back on detection
wire. Test module light should immediately go
out. If light does not go out, refer to "Trouble-
shooting" covered in this section.
10. Remove the test kit from the system by discon-
necting the squib connector from the test mod-
ule (Figure 2.3-21).
Failure to remove jumper assembly will cause
system discharge when squib is installed into
Electric Detection and Actuation System.
11. Remove squib from actuator body and check
that it has not been fired. Reinstall squib and
wrench tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on Electric Detection and Actuation
System actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
14. Install actuation cartridge back into lower actua-
tor body and tighten firmly by hand.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the
event of a fire, the following steps should be taken:
1. Turn the machine OFF.
2. Manually activate fire suppression system, if
possible.
3. Move away from the machine taking a hand por-
table extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put
out any possible re- ignition of the fire after the
fire suppression system is expended.
Explanation of the above steps.
1. If you leave the machine running, it may add
fuel to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
4. Having a hand portable fire extinguisher is
advised because remaining heat may cause
part of the fire to re-ignite after the fire suppres-
sion system has discharged. Depending on the
heat that remains, this may occur a number of
times, so remain alert until the equipment cools
and you are assured that re-ignition is not likely.
FIGURE 2.3-20. ATTACH INDICATOR LIGHT
ASSY. (Test Module)
FIGURE 2.3-21. REMOVE TEST MODULE
What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.
What to Do After the Fire is Out
The machinery should not be restarted until it has
been serviced and cleaned (water spray or steam
may be used to remove the dry chemical). If the Elec-
tric Detection and Actuation System cannot be
recharged immediately, at least recharge the remain-
der of the fire suppression system so that manually
actuated protection is available.
Recharging the Electric Detection and Actuation
System
The recharge of the Electric Detection and Actuation
System is similar to the original procedure for install-
ing and placing the automatic detection system into
service. Follow these procedures as outlined previ-
ously in this manual, omitting the section which deals
with mounting the bracket and power wire.
Replace the entire length(s) of detection wire
involved in the fire area.
Before the system is put back into service, it is impor-
tant that the inside chamber of the actuator be
cleaned thoroughly. Failure to do so may cause
excessive carbon build-up on the internal O-ring and
piston chamber. This build- up will also stop the
puncture pin from returning to its up-most position.
To clean actuator (See Figure 2.3-22):
1. Remove squib.
2. Remove actuator from bracket and loosen upper
portion of body.
3. Apply pressure to the bottom of the puncture
pin. This will force out the puncture pin and
spring.
4. Thoroughly clean carbon deposits from base of
stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push button manually
several times to insure free movement of punc-
ture pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2.3-22).
FIGURE 2.3-22. ACTUATOR ASSEMBLY
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM
TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
POSSIBLE CAUSES
Blown fuse in battery connector assembly
Battery connection loose
Connector between power wiring unsnapped or wire
broken
Dead battery
Bulb burned out
SUGGESTED CORRECTIVE ACTION
Look for possible short in external power wiring and
change fuse
Clean and tighten
Reconnect/install new length
Charge battery or install new one
Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate.
POSSIBLE CAUSES
J umper assembly not in place on end of detection
zone wiring
Connector apart on either power or detection zone
wiring
Bulb burned out
Blown fuse in battery connector assembly
Wire broken
Dead battery
Battery connection loose
Install jumper assembly
Reconnect
Loosen green lens, install new bulb
Look for possible short in external power wiring and
change fuse
Install new length
Charge battery or install new one
Clean and tighten
TROUBLE: Test Module Light Will Not Go Out
POSSIBLE CAUSES
J umper assembly left in place on end of detection wire
Damaged section at detection wire
Remove jumper. Reinstall plugged blank connector
Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib
POSSIBLE CAUSES
Check for previous fire condition
Detection wire too close to heat source
Test jumper assembly left in place after testing
Replace length(s) of detection zone wire. Replace
squib and recharge
Check for broken points of security, move away from
heat source, and recharge
Remove jumper, reinstall plugged end of line connector
and recharge
NOTES
M02004 Fire Control System M2-1
FIRE CONTROL SYSTEM (MANUAL)
The fire control system aids in protecting the
machine in the event of a fire. The system consists
of:
Actuators
Pneumatic Actuator/Cartridge Receivers
Pressure Relief Valve
Check Valves
Dry Chemical Tanks
Hoses And Nozzles.
When either actuator is depressed, a nitrogen car-
tridge will pressurize the dry chemical tank. Once the
dry chemical tank has pressurized to a sufficient
pressure, a bursting disc in the tank outlet will break,
allowing the fluidized chemical to flow to the nozzles.
The nozzles will direct the agent at the fire and extin-
guish the flames.
Operation
To actuate the fire control system, pull the safety ring
on either of the actuators and depress the lever. One
actuator is located in the cab near the operator.
Another actuator is located on the left fender struc-
ture near the bumper.
NOTE: Operating either actuator will activate fire
control system.
Inspection and Maintenance
It is imperative that the fire control system is
inspected at least every six months. To insure that it
will operate effectively:
2. Inspect each chemical tank fill cap gasket for
damage and replace if necessary. Examine cap
for nicks, burrs, cross threading or rough edges.
3. Check the level of dry chemical. The level
should not be less than three inches (76 mm)
from bottom of fill opening. Dry chemical must
be free flowing, with no caking.
4. Insure that the vent in the fill opening threads is
not obstructed.
5. Remove the cartridge from the extinguisher and
examine the disc-seal. Replace seal if neces-
sary. Install cartridge hand tight.
FIGURE 2-1. FIRE CONTROL SYSTEM
1. Cab Actuator
2. Remote Actuator
3. Safety Relief Valve
4. Check Valves
5. Actuator Receiver
6. Cartridge
7. Bursting Disc Union
8. Dry Chemical Tank
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
M2-2 Fire Control System M02004
6. Inspect lines, fittings and nozzles for mechanical
damage and cuts.
7. Check nozzle openings. The openings should
be packed with silicone grease or equipped with
plastic blow-off caps if equipped with nozzles as
shown in Figure 2-2. Nozzles of the type shown
in Figure 2-3 are not to be packed with grease.
Only the protective caps shown are to be used
on this type of nozzle.
8. Remove and inspect the cartridge of the remote
actuators. Replace if ruptured. Check operation
of puncture pin.
9. Replace any broken or missing lead and wire
seals.
Recharging Procedures
After actuating the fire control system, the system
should be recharged. Follow the procedure below for
each dry chemical tank and actuator installed:
1. Relieve the pressure from the lines by pulling
the ring on the safety relief valve.
2. Disconnect line from tank actuator and remove
line from the bursting disc union.
3. Remove each extinguisher from its bracket.
4. Disassemble bursting disc union and replace the
ruptured bursting disc with flat side toward
extinguisher.
5. Fill tank with dry chemical to not more than three
inches (76 mm) from the bottom of the fill open-
ing.
6. Inspect fill opening threads and gasket. If neces-
sary clean threads.
7. Install the fill cap and tighten the cap hand tight.
8. Remove the cartridge guard from the dry chemi-
cal tank and remove the cartridge.
9. Insure that the cartridge puncture pin is fully
retracted.
10. Weigh the new cartridge. The weight must be
within 0.25 ounce (7.0 grams) of the weight
stamped on the cartridge.
11. Screw the new cartridge onto the actuator
assembly, hand tight.
12. Replace the cartridge guard and install the dry
chemical tank into its bracket.
13. Connect line at the bursting union, and line at
the tank actuator.
14. Remove the cartridge guard from the remote
actuators and replace the cartridges.
15. Replace the cartridge guards, and install ring
pins on the push buttons.
16. Inspect hose, fittings and nozzles for mechanical
damage. Replace all hose that has been
exposed to fire areas.
17. Clean the nozzles and repack the openings with
silicone grease or install blow-off caps. Use
caps for new designed nozzles shown in Figure
2.1-2.
FIGURE 2-3. NOZZLES AND BLOW-OFF CAP
M03001 12/98 Lincoln Automatic Lube System M3-1
LINCOLN AUTOMATIC LUBRICATION SYSTEM
OVERVIEW
Operation
The automatic lubrication system (Figure 3-1) is con-
trolled by an electric timer and an electrically operated
solenoid valve. During truck operation, the timer peri-
odically operates a switch which energizes the sole-
noid air valve. As the solenoid air valve opens,
regulated air enters the pump air motor, and the pump
begins to operate, delivering lubricant through the
supply lines to each injector. At the same time, as reg-
ulated air is applied to the air motor, regulated air is
applied to the vent valve which keeps the vent valve
closed until the 3-way solenoid air valve is denergized.
After the injectors have cycled, lubricant pressure
rises quickly to 2500 psi (17.5 MPa), and the pump
stalls against this pressure. The pump will remain
stalled for a few seconds until the timer switch con-
tact is broken and the solenoid air valve is de-ener-
gized, shutting off the air supply. Trapped air
exhausts, the vent valve opens, and lubricant pres-
sure in the supply line is vented back to the reservoir.
The injectors reload and the system is reset and
ready for the next lube cycle.
Figure 3-1 shows input air supply to the pump going
through the solenoid air valve, then through an air
regulator to the air powered pump. A branch line of
regulated air is routed directly to the vent valve.
Components
The system is comprised of seven basic elements
plus the necessary hoses and lube lines:
1. Air Pressure
2. Air Regulator and Gauge
3. 24 VDC Solid State Timer
4. 3-way Solenoid Air Valve
5. Lube Injectors
6. Grease Reservoir
7. Air Pump Motor
Description of Components
1. Air Powered Reciprocating Pump
a. 50:1 Pressure Ratio.
b. Reservoir Grease Capacity of 60 lbs. (27.2 kg).
2. Air Regulator and Gauge
a. Normal Operation - regulator output should
be set at 60-65 psi (414-448 kPa).
b. Extreme Winter Conditions - regulator output
may be reset to 90 psi (621 kPa).
3. 24 VDC Solid State Timer:
Operating Temperature Range -20
F to 131
F
(-29
C to 55
C). The timer is mounted in the cab

to help insure temperature stability.
FIGURE 3-1. TYPICAL AUTOMATIC LUBRICATION SYSTEM
1. Air Supply
2. D.C. Timer
3. Solenoid Air Valve
4. Air Regulator & Gauge
5. Vent Valve
6. Unloader
7. Pump
8. To Lube Point
9. To Next Injector Group
10. Injectors
11. Lubricant Reservoir
12. Lubricant Supply Line
13. Pipe Plug
14. Pipe Plug or
Grease Coupler
M3-2 Lincoln Automatic Lube System M03001 12/98
4. Solenoid Air Valve - Three-way
a. Routes system air to the appropriate loca-
tions in the lube system.
b. Power requirement for solenoid air valve and
timer is 15 watts.
5. Injectors (SL-1)
a. Each lube injector services only one grease
point.
b. Injectors are available in banks of two, three,
four and five as well as single replacement units.
c. Injector output is adjustable:
Maximum output =0.08 in (1.31 cc).
Minimum output =0.008 in (0.13 cc).
d. In case of air pump malfunction, each injector
is equipped with a covered grease fitting to
allow the use of external lubricating equipment.
GENERAL INSTRUCTIONS
Lubricant Required for System
Refer to Lubrication Chart, Lube Key E, for correct
lubricant specification and for specific lube points for
a specific truck model.
1. Above 90
F (32
C) - Use NLGI No.2 multipur-

pose grease (MPG).
2. -25
to 90
F (-32
to 32
C) - Use NGLI No. 1 MPG.

3. Below -25
F (-32
C) - Refer to local supplier for

extreme cold weather lubricant requirements.
Initial Reservoir Fill
1. Remove 0.50 in. (1.27 cm) pipe plug (13, Figure
3-1) from upper portion of lubricant reservoir.
This will prevent damage to reservoir by allow-
ing air to escape as reservoir is being filled.
NOTE: The 830E is factory equipped with a fill line
attached to a plate, mounted on the right side of the
front bumper and connected to grease coupler (14)
on lower portion of reservoir.
2. Clean grease coupler (14) on lower portion of
reservoir.
3. Attach supply hose from external fill source to
coupler (14).
4. Fill reservoir with approximately 60 lbs. (27.24
kg) of grease. When reservoir is filled, grease
will appear at upper pipe plug hole (13).
5. Remove supply hose from grease coupler (14).
Remove excess grease from coupler. Install
pipe plug (13) and tighten to standard torque.
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the
primary or secondary lubrication lines were replaced,
it will be necessary to reprime the system to eject all
entrapped air. To run the air pump when priming the
lube system, connect a jumper wire between the igni-
tion and solenoid posts on the solid state timer.
FIGURE 3-2. REAR LUBE INJ ECTOR INSTALLATION (TYPICAL)
1. Suspension, Lower,
LH
2. Hoist Cyl., Top LH
3. Hoist Cyl., Lower LH
4. Suspension, Top LH
5. Body Pivot LH
6. Body Pivot RH
7. Suspension, Top RH
8. Grease Supply Line
9. Suspension, Lower
RH
10. Hoist Cyl., Top RH
11. Hoist Cyl., Lower RH
12. Axle Pivot Pin
13. Anti-Sway Bar, LH
14. Anti-Sway Bar, RH
1. Fill lube reservoir with lubricant, if necessary.
2. Remove plugs from all injector manifold dead
ends and supply lines.
3. Turn air pump vent plug counterclockwise one
full turn. To expel trapped air between air pump
and supply line connection, run air motor until
grease flows freely from the vent plug. Close
vent plug clockwise.
4. Continue to run air pump until grease flows from
any one plug opening in the system. Replace
plug in this opening.
5. Repeat step 4 until all lines are full and all plugs
replaced.
NOTE: Fill each feed line with grease before
connecting lines to the injector outlets and bearings.
This will prevent having to cycle the individual
injectors once for each 1.0 in. (25 mm) length of feed
line between the injector and bearing fitting.
SYSTEM CHECKOUT
To check system operation (not including timer), pro-
ceed as follows:
1. Lift the passenger seat and connect a jumper
wire between SOL terminal and LUBE SW
terminal on the 24 VDC solid state lube timer.
Turn keyswitch "ON". Pump should operate.
NOTE: If terminal post identification on the solid state
timer is not legible, refer to Figure 3-5 for terminal
positions.
2. Keep jumper wire connected until the pump
stalls.
3. Disconnect jumper wire. System should vent.
Turn keyswitch OFF".
24 VDC SOLID STATE TIMER CHECK
To check the solid state timer operation without wait-
ing for the normal timer setting, proceed as follows:
1. Remove timer dust cover.
NOTE: The timer incorporates a liquid and dust
tight cover which must be in place and secured
at all times during truck operation.
2. Adjust timer to 5 minute interval setting.
3. The timer should cycle in five minutes if the
truck is operating.
NOTE: If the timer check is being made on a cold
start, the first cycle will be approximately double the
nominal setting. All subsequent cycles should be
within the selected time tolerance.
4. Voltage checks at the timer should be accom-
plished if the above checks do not identify the
problem.
a. Insure timer ground connection is clean and
tight.
b. Using a Volt-Ohm meter, read the voltage
between positive and negative posts on the
solid state timer with the truck keyswitch
"ON".
Normal reading should be 18-26 VDC,
depending upon whether or not the engine is
running.
24 VDC Solid State Timer Adjustment
The timer is factory set for a nominal 2.5 minute (off
time) interval. Dwell time is approximately 1 minute,
15 seconds. A longer interval (off time) is obtained by
turning the Selector knob (3, Figure 3-3) to the
desired position..
NOTE: Set timer by turning the Selector knob (3) to
the 2.5 minute setting point. Then, turn the Selector
clockwise, one detent at a time, to the desired
setting, or until the maximum limit of eighty minutes
is reached.
The solid state timer is a sealed unit, do not
attempt disassembly.
FIGURE 3-3. TIMER (TOP COVER REMOVED)
1. Timer
2. Red LED (Light
Emitting Diode)
indicates pump
solenoid is ON.
3. Timer Selector
INJECTORS (SL-1 SERIES " H" )
NOTE: The Piston Assembly (8) has a visible
indicator pin at the top of the assembly to verify the
injector operation.
Injector Specifications
a. Each lube injector services only one grease
point. In case of pump malfunction, each
injector is equipped with a covered grease
fitting to allow the use of external lubricating
equipment.
b. Injectors are available in banks of two, three,
four and five as well as single replacement
units.
c. Injector output is adjustable:
Maximum output =0.08 in (1.31 cc)
Minimum output =0.008 in (0.13 cc)
d. Operating Pressure:
Minimum - 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Maximum Vent Pressure - (Recharge)
600 psi (4 137 kPa)
Injector Adjustment
The injectors may be adjusted to supply from 0.008
in to 0.08 in (0.13 cc to 1.31 cc) of lubricant per
injection cycle. The injector piston travel distance
determines the amount of lubricant supplied. This
travel is in turn controlled by an adjusting screw in
the top of the injector housing.
Turn the adjusting screw (1, Figure 3-4) counter-
clockwise to increase lubricant amount delivered and
clockwise to decrease the lubricant amount.
When the injector is not pressurized, maximum injec-
tor delivery volume is attained by turning the adjust-
ing screw (1) fully counterclockwise until the
indicating pin (8) just touches the adjusting screw. At
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.
FIGURE 3-4. TYPE SL-1 INJ ECTOR (SINGLE)
1. Adjusting Screw
2. Locknut
3. Piston Stop Plug
4. Gasket
5. Washer
6. Viton O-Ring
7. Injector Body
Assembly
8. Piston Assembly
9. Fitting Assembly
10. Plunger Spring
11. Spring Seat
12. Plunger
13. Viton Packing
14. Inlet Disc
15. Viton Packing
16. Washer
17. Gasket
18. Adapter Bolt
19. Adapter
20. Viton Packing
FIGURE 3-4A. INJ ECTOR (MANIFOLD TYPE)
INJECTOR OPERATION
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).
Injector is now ready for the next cycle.
TROUBLE: Pump Does Not Operate
Low air pressure. Adjust air pressure to 60 - 65 psi (414 - 448 kPa), if nec-
essary [90 psi (621 kPa) during cold weather].
Lube system not grounded. Correct grounding connections to pump assembly and
truck chassis.
Electrical power loss. Locate cause of power loss and repair. 24 VDC power
required; be sure keyswitch is ON.
Timer malfunction. Replace timer assembly.
Solenoid valve malfunctioning. Replace the solenoid valve assembly.
Pump malfunction. Replace pump assembly.
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.
TROUBLE: Pump Will Not Prime
Low lubricant supply. Check lubricant level in reservoir and service reservoir
with specified grease until grease weeps from vent plug.
Dirt in reservoir, pump inlet clogged. Clean reservoir completely, remove and clean pump
assembly thoroughly.
Air trapped in pump. Open vent plug counterclockwise with pump running.
When grease flows freely from vent, close vent plug
clockwise.
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.
Safety unloader valve faulty. Replace safety unloader valve.
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.
TROUBLE: Pump Will Not Build Pressure
Pump not primed. See items in Pump Will Not Prime.
Air trapped in lubricant supply line. Prime system to remove trapped air.
Lubricant supply line leaking. Check lines and connections to repair leakage.
Vent valve leaking. Clean or replace vent valve.
Pump cylinder scored, by-passing air. Repair or replace pump cylinder or pump assembly.
TROUBLE: Injector Indicator Stem Does Not Operate
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
pump building pressure and then venting.
Replace individual injector assembly.
All injectors inoperative - pump buildup not sufficient to
cycle injectors.
Service and/or replace pump assembly.
FIGURE 3-5. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE
1. Solenoid Air Valve
2. Main Air Supply
3. To Air Pump Motor
4. Timer*
*Keyswitch (6) must
be closed (ON) to energize
Timer (4).
5. Fuse Holder
6. Keyswitch
7. To Battery (+)
8. To Ground (-)
9. Solenoid
10. Relay
11. Timer (Solid State)
12. Timer (Housing)
13. Battery
14. Keyswitch
15. 7.5 Amp Fuse
NOTES:
M04002 12/89 Alternator and Wheel Motor Cooling Air Filter System M4-1
ALTERNATOR AND WHEELMOTOR COOLING AIR FILTER SYSTEM
The cooling air for the alternator and wheel motors
passes through a filter assembly prior to entering the
blower on rear of alternator. The filter housing is
mounted on the inlet of the air duct. The dirt removed
by the filter is drawn off each end of the filter housing
by a hydraulic motor driven blower and discharged to
atmosphere.
The hydraulic circuit for the evacuation fan consists
of the following:
Main Hydraulic Reservoir
Engine Driven Pump
Remote Mounted Relief Valve
Hydraulic Motor
Supply and Return Piping
The pump is located at left rear of the engine. The
relief valve and fan motor are mounted on deck near
the control cabinet.
Oil from reservoir flows to inlet side of a gear type
pump. The outlet from the pump flows to a gear type
motor and direct acting relief valve. Oil flows through
the motor and returns to the main reservoir. The flow
is blocked at the remote mounted relief valve.
At engine high idle pump flow is approximately 12
GPM (45 lpm). Maximum relief setting is 1000 50
psi (7 0.35 MPa).
SYSTEM ADJUSTMENT
Before opening blower drive hydraulic system,
be sure steering accumulators are completely
bled down. Turn steering wheel to check that
accumulators have bled down.
1. nstall 0-2000 psi (0-14 MPa) gauge in tee
where motor supply line connects to line routed
to relief valve.
2. Remove line from tee to motor and plug.
3. nstall cap on tee.
4. Loosen jam nut on circuit relief and back out
relief adjusting screw.
5. Start engine and slowly increase engine speed
to high idle while observing gauge.
There is no directional control valve in this circuit
to divert flow to tank. if gauge reading increases
rapidly, immediately shutdown engine.
6. With engine speed at high idle, slowly turn in
relief adjusting screw until 1000 50 psi (7
0.35 MPa) is observed on gauge. Tighten jam
nut.
7. Return engine to idle speed and shutdown
engine. Be sure steering accumulators are bled
down.
8. Remove gauge, install plug in tee. Connect sup-
ply line to tee.
PUMP
Before removing hydraulic lines from pump, be
sure steering accumulators are completely bled
down. Turn steering wheel to check that accumu-
lators have bled down.
RemovaI
1. Disconnect lines from pump and cap to prevent
contamination.
2. Remove nuts from mounting studs and slide
pump from mount studs.
DisassembIy
1. Clean pump before disassembly.
2. Remove nuts (16, Figure 4-2) and lockwashers
(15) from pump body studs (14).
3. Separate front cover (10) from center section
(8).
4. Remove wear plate (9) and center section (8).
5. Remove gears (6 & 7) and wear plate (4) from
rear cover (1).
M4-2 Alternator and Wheel Motor Cooling Air Filter System 12/89 M04002
FGURE 4-1. BLOWER AR FLTERNG SYSTEM
1. Air Filter Assembly
2. Mounting Hardware
3. Scavenge Tubing Elbow
4. Relief Valve
5. Hydraulic Motor
6. Blower Discharge
7. Evacuation Blower
8. Electrical Control Cabinet
Inspection
a. nspect wear plate for scoring and erosion.
b. nspect gears for wear.
c. nspect center section for scoring and
scratches.
d. Check all bushings for scoring.
e. f any damage is found to these components,
replace pump assembly. Only seals are
available for pump repair.
AssembIy
1. nstall seal retainer (3) and seal gland (2), flat
side of seal retainer against wear plate face (4).
2. nstall wear plate (4) on rear cover, bronze side
toward gears.
3. Position center section on rear cover wear plate.
4. nstall idler and drive gears (6 & 7).
5. nstall front wear plate (9), bronze against gears.
nstall seal retainer (3) and seal gland (2).
FGURE 4-2. HYDRAULC PUMP
1. Rear Cover
2. Seal
3. Seal Retainer
4. Rear Wear Plate
5. Notch
6. Driver Gear
7. Drive Gear
8. Center Section
9. Front Wear Plate
10. Front Cover
11. Plug
12. Shaft Seal
13. Snap Ring
14. Stud
15. Lockwasher
16. Nut
6. nstall front cover, tighten nuts to 115 ft.Ibs.
(156 N-m) torque.
7. Pack grease in spring side of shaft seal and
install into bore of front cover.
8. nstall snap ring (13).
9. nstall outer seal. Pack spring side of seal before
installation.
10. After assembly is complete, 3 ft. Ibs. (4 N-m)
torque should rotate shaft.
InstaIIation
1. With a new gasket, install pump on mounting
studs.
2. Tighten nuts to standard torque.
3. Pour hydraulic oil into pump.
4. Connect hoses, O-rings and split flange clamps.
Tighten outlet split flange to standard torque.
5. With suction hose loose, temporarily pressurize
the hydraulic tank with 15 psi (103 kPa) regu-
lated air pressure. Be sure oil is present at
pump. Tighten suction line split flange cap-
BLOWER DRIVE MOTOR
Before removing hydraulic lines from motor be
sure steering accumulators are completely bled
down. Turn steering wheel to check that accumu-
lators have bled down.
FGURE 4-3. BLOWER AND HYDRAULC MOTOR ASSEMBLY
1. Fan Assembly
2. Blower Shaft
3. Flex Coupling
4. Hydraulic Motor
5. Motor Mounting Capscrews
6. Locking Collar
7. Bearings
RemovaI
1. Disconnect hoses from fan motor. Cap lines to
2. Loosen set screw of flex coupling (3, Figure 4-3)
connecting motor shaft to blower wheel shaft.
3. Remove motor mounting capscrews (5) and
washers.
4. Slide motor out of flex coupling.
DisassembIy
1. Using solvent and brush to clean outside of
motor thoroughly.
2. Mark the motor plates nearest to drive shaft
extension side. These marks can be used for
matching in reassembling motor.
3. Place motor in machinist vise. Use blocks of
wood or cardboard between motor and vise
jaws.
4. Loosen and remove capscrews (13) and wash-
ers (14).
5. Remove motor from vise. Using wood mallet or
plastic hammer, tap connector bosses to loosen
cover plate (15). Lift plate straight up off gear
journals.
6. Remove O-ring (16), pressure balance O-ring
(11), and back-up ring (12).
7. Remove pressure plate (17). Remove O-rings
(10) from journal bores of pressure plate.
8. Lift drive gear (1) and idler gear (6) straight up
out of gear plate.
9. Tap edges of gear plate (9) with mallet or plastic
hammer to loosen. f gear plate does not move
by this method, lift the plates up off work bench
slightly and tap the ears of flange plate lightly.
10. Dowels (4, Figure 4-5) are pressed into gear
plate. There are four dowels on each side and
unless gear plate is to be replaced, it is not nec-
essary to remove them.
FGURE 4-4. HYDRAULC MOTOR
1. Gear and Shaft
2. Key
3. Shaft Seal
4. Snap Ring
5. Mounting Flange
6. dler Gear
7. Bushing
8. O-Ring
9. Gear Plate
10. O-Ring
11. O-Ring
12. Backup Ring
13. Capscrew
14. Washer
15. Cover Plate
16. O-Ring
17. Pressure Plate
a. To remove the dowels, use a rod or punch
and hammer to drive them out. Place driver
inside of dowel and against end of dowel on
opposite side and tap out.
11. Repeat steps 6 and 7 for remaining seals.
12. Slide a punch of appropriate size through the
bearing and against the metal casing of the seal
(3, Figure 4-4). Hold the punch away from the
bearings and drive the seal out without damag-
ing seal bore or bearing. Move the punch
around the seal as it is driven out. Do not allow
the punch to rest against the seal bore or bear-
ing while driving the seal out.
13. Check the seal bore for scratches. f scratches
are apparent, us a four hundred grit sandpaper
to clean up the bore. Do not use coarse grit
sandpaper. t will cut heavy grooves in the bore
and will allow the seal to leak around the O.D.
14. Wash all motor parts in clean solvent and wipe
dry with clean shop towel or blow dry with shop
air.
Inspection Of Parts
Visually inspect all parts. After a visual inspection
those parts which are in questionable condition
should be replaced with new ones.
1. Examine the bores in the gear plate.
a. f any grooves are cut deeper than 0.015"
(0.38 mm) or the plate is cracked or dam-
aged in some other way, it should be
rejected.
2. Examine the gears.
a. f excessive wear is visible on the journals,
sides, or faces of the gears, or at the point
where the drive gear shaft rotates in the lip
seal, reject them. f keyway is excessively
worn, replace the drive gear.
3. Examine the pressure plates.
a. They should not show excessive wear on the
bronze side. f deep curved wear marks are
visible, replace the plate with a new one.
4. Shaft seals should be replaced. All O-ring seals
and back-up rings or strips should be replaced
with new.
5. Bearing .D.'s should have a gray coating.
a. f bronze can be seen shining through the
teflon on the inlet side, the bearings and
plate they are in, should be replaced.
AssembIy
1. Using an arbor press, press the new seal (3,
Figure 4-4) into flange bore.
a. Center the seal over the seal bore with metal
face of the seal facing out.
b. Make sure the seal is started and pressed
straight into the bore.
c. Place a socket wrench (having an O.D. just
slightly smaller than seal bore) against seal.
d. Press against socket and press seal in until
seal has just cleared snap ring groove in seal
bore.
2. Apply two or three drops of # 290 Locite against
seal bore and O.D. of seal.
a. Hold the flange at a 45 degree angle and
rotate it slowly to allow the locite to flow all
the way around the O.D. of the seal.
3. nstall the snap ring and wipe the excess Locite
out of seal bore and seal lip.
4. nstall O-ring (1, Figure 4-5) in cover plate (5).
After O-ring has been placed in groove, spread
a light coat of grease on the O-ring to hold it in
place.
5. f for any reason, gear plate (3, Figure 4-6) had
to be replaced, dowels (4) must be pressed into
both sides of replacement gear plate before
assembling it to cover plate. Dowels can be
tapped in with hammer, but it is best to use a
dowel guide and press. Whichever method is
used, make sure they are straight in dowel
bores. f press is used, do not apply rapid force
on dowels. f a hammer is used, do not drive the
dowels in aggressively. Tap them lightly until
they are against the shoulder.
6. With matching marks made in step 2 toward
you, and the four cast recesses in the outer
edge of gear plate toward cover plate, line up
dowels. Tap gear plate lightly until it is against
O-ring in cover plate.
7. nstall back-up ring (3, Figure 4-5) and O-ring
(2).
8. nstall O-ring (5, Figure 4-6) in pressure plate
(2). With trap (small oblong hole) in pressure
plate toward inlet side of gear plate and bronze
side up, slide pressure plate down gear bores.
9. nstall drive gear in gear bore nearest to match-
ing mark and idler gear in opposite bore.
10. nstall O-ring in remaining pressure plate. With
trap toward inlet side and bronze side down,
place pressure plate down against gear faces.
11. nstall back-up ring, O-ring, and O-ring in flange
plate. Use clean, heavy grease to hold O-rings
in grooves.
12. Attach a piece of tape over shaft keyway to pro-
tect seal during assembly.
13. With O-ring in flange plate facing down and
keeping plate true with shafts, slide it down until
it contacts dowels in gear plate. Bump flange
very lightly with hands or plastic hammer to
force the plate down on dowels, at the same
time making sure grease is holding O-rings in
grooves. Once plate is in position, remove tape
protecting seal from shaft keyway.
14. Coat capscrew (13, Figure 4-4) threads with
clean hydraulic oil. nstall washers (14) on cap-
screws. Tighten to 80 ft. Ibs (108 N-m) torque.
15. Using a twelve inch wrench, check to see if shaft
will turn. t will be tight but should turn free with
a 15 Ibs (6.8 Kg) maximum force on wrench.
InstaIIation
1. Slide motor shaft with key into flex coupling on
blower wheel shaft. Tighten set screw of flex
coupling to 65 ft. Ibs. (88 N-m) torque.
2. nstall motor mounting capscrews, tighten to
standard torque.
3. Connect all hoses, tighten split flange cap-
BLOWER BEARING REPAIR
RemovaI
1. Remove blower inlet and outlet hoses.
2. Loosen setscrew in flex coupling (3, Figure 4-3)
on blower wheel shaft.
3. Remove all nuts, washers and capscrews secur-
ing housing halves. Remove inlet half of blower
housing.
4. Loosen setscrews in blower wheel. Slide wheel
from shaft.
5. Remove four blower housing retainer plates
from blower housing and mount bracket.
6. Slide bearing housing and remaining blower
housing half from mount brackets and flex cou-
pling.
RepIacement
1. Loosen clamp ring setscrew in locking collar (6,
Figure 4-3) of one bearing.
2. Push other bearing with shaft out of housing.
3. Remove bearing remaining in housing.
FGURE 4-5. COVER PLATE SEALS
1. 1. O-Ring
2. 2. O-Ring
3. 3. Backup Ring
4. Dowel
5. Cover Plate
6. Drive Gear Bore
FGURE 4-6. PRESSURE PLATE
NSTALLATON
1. Trap
2. Pressure Plate
3. Gear Plate
4. Dowel
4. Remove bearing from shaft.
5. Clean all parts and inspect shaft and housing.
Remove any scores or burrs from shaft. f either
shaft or housing are damaged beyond use, the
complete bearing housing assembly must be
replaced. The shaft and housing are not ser-
viced separately.
6. Remove the following from the new bearings:
a. Remove snap ring from outer race and dis-
card.
b. Remove felt from side of bearings that will be
pushed into housing.
7. Press bearing into housing, slide shaft through
this bearing until 4 in. (102 mm) extends from
drive motor end of housing.
8. Fill cavity between bearings with grease.
9. Press remaining bearing into housing, check
that 4 in. (102 mm) of shaft extends from drive
motor end of housing.
10. Tighten bearing locking collar setscrews to 65
in. Ibs. (7.35 N-m) torque.
AssembIy
1. Position mounting half of blower housing
against bearing housing. nstall two flat head
capscrews, lockwashers and nuts.
2. nstall blower housing, bearing housing assem-
bly to mount structure engaging shaft into flex
coupling.
3. nstall remaining two flathead capscrews, retain-
ing bars, lockwashers and nuts. Align retaining
bars with tapped holes in mount structures.
nstall retaining bar capscrews. Tighten nuts
and capscrews to standard torque.
4. Remove nuts from first two taper head cap-
screws. Repeat Step 3. Tighten flex coupling
setscrews to 65 in.Ibs. (7.35 N-m) torque.
5. Slide blower wheel onto key and shaft. Tighten
both setscrews to 65 in.Ibs. (7.35 N-m) torque.
6. nstall inlet half of blower housing and tighten
nuts to standard torque.
7. Rotate shaft by hand to insure wheel rotates
freely.
8. nstall inlet duct hose and clamp.
9. nstall outlet hose and clamp.
AIR CLEANER
AssembIy
The air cleaner separates dirt from air entering the
cooling blower at the rear of the main alternator.
f excess dirt builds up in tubes of air cleaner and
cannot be cleaned by blowing with compressed air,
the unit can be removed from front of the duct and
washed.
RemovaI
1. Remove scavenge tubing from each end of air
cleaner.
2. Support air cleaner so it will not drop when
mounting hardware is removed.
3. Remove mounting capscrews, nuts, and lock-
washers.
4. Attach lifting device and remove air cleaner from
truck.
Washing Air CIeaner
1. Submerge filter assembly in a solution of
Donaldson D-1000 and warm water. Mix solu-
tion according to instructions on Donaldson D-
1000 package.
2. Soak for 30 minutes, remove from solution, rinse
with fresh water and blow dry.
AssembIy
1. Lift filter assembly and align with air inlet duct.
2. nstall all mounting capscrews, lockwashers and
nuts. Tighten to standard torque.
3. nstall scavenge tubing and clamps.
M05002 10/96 Wiggins Quick Fill Fuel System M5-1
WIGGINS QUICK FILL FUEL SYSTEM
FUEL RECEIVER
The fuel receiver (3, Figure 5-1) is normally
mounted on the fuel tank (1). Optional locations are
the left hand frame rail (Figure 5-3) or at the Service
Center in front.
Keep the cap on the receiver to prevent dirt build up
in valve area and nozzle grooves. If fuel spills from
tank breather valve, or tank does not completely fill,
check breather valve to see that float balls are in
place and outlet screen is clean. If valve is operating
properly, the problem will be with the fuel supply
system.
FIGURE 5-1. FUEL TANK BREATHER & RECEIVER INSTALLATION
1. Fuel Tank
2. Breather Valve
3. Fuel Receiver
4. Fuel Level Gauge
NOTE: This illustration represents a typical installation. Fuel tanks may vary in size,
shape, and location depending on truck model.
M5-2 Wiggins Quick Fill Fuel System 10/96 M05002
TANK BREATHER VALVE
Removal
Unscrew breather valve (2, Figure 5-1) from tank (1).
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
1. Tapered Spring
2. Float Balls
3. Cover and Screen
4. Spring Clamp
5. Nut
6. Cover
7. Spring
8. Steel Ball
9. Valve Assembly
M05002 10/96 Wiggins Quick Fill Fuel System M5-3
LEFT SIDE FILL
This location permits fueling the truck from the left
side.
Keep the cap on the receiver to prevent dirt build up
in valve area and nozzle grooves. If fuel spills from
tank breather valve, or tank does not completely fill,
check breather valve to see that float balls are in
place and outlet screen is clean. If valve is operating
properly, the problem will be with the fuel supply
system.
FIGURE 5-3. LEFT SIDE FILL
1. Hydraulic Tank
2. Filler Hose
3. Frame Rails
4. Fuel Tank
5. Filler Cap
6. Receiver Assembly
7. Refueling Box
8. Capscrew
9. Tapped Bar
NOTE: This illustration represents a typical installation. Installation may vary depending on truck model.
M5-4 Wiggins Quick Fill Fuel System 10/96 M05002
NOTES
M06001 Fan Drive Clutch M6-1
FAN DRIVE CLUTCH
GENERAL DESCRIPTION
The Fan Drive Clutch is an oil pressure actuated, oil
cooled and lubricated, multi-plate clutch designed for
continuous, infinite fan-to-engine pulley speed ratios
assuring prescribed engine coolant temperatures
and minimum engine horsepower losses. Engine
(sump) lubricating oil is piped to the fan clutch to pro-
vide a supply of filtered and cooled oil.
Engine cooling temperature demands are automati-
cally transmitted to the clutch through a thermal sen-
sor and solenoid valve. The fan clutch automatically
adjusts the fan to the precise minimum speed neces-
sary to maintain specified coolant temperature.
Modulated control by the thermal sensor and sole-
noid valve cause the fan speed to be increased or
decreased smoothly without shock loads. Oil cooled
plates permit continuous clutch slip to give variable
fan speeds.
The fan clutch shaft is a permanent, integral part of
the shaft and bracket assembly, and acts as a bear-
ing surface for the moving parts. Internal ports and
orifices distribute lubricating/cooling oil, and oil con-
trol pressure which controls fan speed and modu-
lates the engagement and disengagement of the fan
clutch.
COMPONENTS
Input
(Refer to Figure 6-2): The input for the clutch is
through the pulley (1) and bearing retainers (2,3)
which are bolted together forming the pulley cavity.
The pulley cavity is sealed at the shaft (5) and fan
mounting hub (4) by rotating seals and is supported
by heavy duty ball bearings (6). The slotted cup sec-
tion of the front bearing retainer drives the externally
tanged steel clutch plates (7) and the clutch piston
(8).
FIGURE 6-1. FAN CLUTCH ASSEMBLY
FIGURE 6-2. INPUT COMONENTS
1. Pulley
2. Front Bearing
Retainer
3. Rear Bearing
Retainer
4. Front Oil Seal
5. Rear Oil Seal
6. Ball Bearings
7. Steel Clutch Plates
8. Clutch Piston
M6-2 Fan Drive Clutch M06001
Output
(Refer to Figure 6-3): The output for the clutch is
through the clutch facing plates (1) which are splined
to and drive the clutch hub (2). The inside diameter of
the hub is splined to and drives the fan mounting hub
(3). The fan is bolted to the fan mounting hub. A fan
spacer (4) is used on the fan mounting hub to posi-
tion the fan relative to the radiator.
Stationary Components
(Refer to Figure 6-4): The shaft & bracket assembly
(1) is bolted to the engine and supports the fan clutch
components. Pilot tubes (2) secured to the shaft
pump oil from the clutch, directing it back to the oil
reservoir (engine oil pan).
OPERATION MODES
(Refer to Figure 6-5): With no control pressure in the
pressure cavity, the fan clutch is always disengaged.
The thermal sensor (2) senses engine coolant tem-
perature through its thermal tip. The sensor is cali-
brated to respond within a specific coolant
temperature range by sending an electrical signal to
drive the solenoid (1). The operating range of the
thermal sensor can be determined by the tag
attached to the body. Some applications require mul-
tiple thermal sensors. (Refer to Section "C", Cooling
System.) Engine lubrication oil enters the solenoid
through the inlet (NO) port. The pressure out (COM)
opening of the solenoid valve is connected by a line
to the "control pressure" port of the fan clutch
bracket. The solenoid valve controls the speed of the
vehicle cooling fan by regulating the amount of oil
pressure supplied to engage, modulate, and allow
release of the fan clutch. Oil exiting the solenoid
valve (and fan clutch) is directed to sump through the
"oil out" (NC) port in the solenoid valve.
Fully Engaged
When engine coolant temperature at the thermal tip
reaches the top of the designed temperature range of
the thermal sensor, full oil pressure is directed by the
solenoid valve into the pressure cavity of the fan
clutch. The control pressure forces the piston against
the clutch plates, clamping the disc stack against the
front bearing retainer. When the clutch plates are
fully clamped, the input and output are fully con-
nected constituting a 1:1 drive through the clutch.
The fan is thus driven at pulley speed.
FIGURE 6-3. OUTPUT COMPONENTS
1. Facing Plates
2. Clutch Hub
3. Fan Mounting Hub
4. Fan Spacer
FIGURE 6-4. STATIONARY COMPONENTS
1. Shaft/Bracket
Assembly (Typical)
2. Pilot Tubes
Modulated Variable Speed
As the engine coolant temperature decreases within
the designed operating range of the controls, the
thermal sensor responds, causing the solenoid valve
to gradually diminish the amount of oil pressure
being directed into the fan clutch pressure cavity. Oil
slowly exhausts from the clutch, through the (NC)
port of the solenoid valve to sump. The pressure
drop inside the pressure cavity reduces the clamping
force of the clutch piston. The clutch plates begin to
slip, reducing fan speed. If engine coolant tempera-
ture begins to increase, the above action is reversed,
and the fan increases in speed. When engine water
temperature stabilizes, fan speed stabilizes. The infi-
nite slip ratios of (input) pulley speed to (output) fan
speed in the fan clutch are controlled by the thermal
sensor's sensitivity to engine coolant temperatures,
and the solenoid valve's ability to respond to the sen-
sor's signal by modulating the oil pressure being
used to control the (modulated) engagement of the
fan clutch.
Fully Released
When engine coolant temperature is at or below the
lower limit of the designed temperature range of the
thermal sensor, no oil pressure is directed into the
pressure cavity. Existing pressure in the cavity vents
to sump through the solenoid valve. NO clamping
force is applied to the clutch plates, and the drive to
the fan is disconnected. At this time, the fan merely
idles (at less than 300 rpm) due to viscous oil drag of
the cooling oil passing between the facing plates and
external clutch plates.
Remember:
1. When the upper limit of the designed tempera-
ture limit of the thermal sensor is reached, full
oil pressure is passed through the solenoid
valve, and the clutch fully locks up for a 1:1 pul-
ley-to-fan drive.
2. Modulated oil pressure from the solenoid valve
produces and controls the variable slip ratios of
pulley rpm -to- fan rpm.
3. When the lower limit of the designed tempera-
ture of the thermal sensor is reached, minimum
oil control pressure exists in the pressure cavity
allowing the clutch to fully release.
4. If the truck is equipped with two thermal sen-
sors, either sensor can control the solenoid
valve.
Lubricating & Cooling Oil
(Refer to Figure 6-6): Lubricating and cooling oil is
supplied to the fan clutch from the engine oil pres-
sure supply system. The fan clutch oil supply origi-
nates at an engine oil pressure port which supplies
cooled, filtered oil. The exact location varies on differ-
ent engine makes and models. A flow-limiting orifice
fitting is factory-installed in the fan clutch "oil in" port
of the shaft and bracket assembly to regulate the
amount of oil supplied to the clutch. Engine oil travels
through the oil supply line from the engine to the "oil
in" port on the fan clutch bracket.
FIGURE 6-5. THERMAL SENSOR AND SOLENOID VALVE
1. Solenoid Valve 2. Thermal Sensor #1 3. Thermal Sensor #2 (Optional)
Oil then travels through the orifice, through the
bracket, and into the fan clutch shaft. Oil passages in
the shaft distribute lubricating oil to the bearings and
other internal parts, and into the clutch hub cavity.
Centrifugal force drives oil through holes in the clutch
hub to cool the clutch plates. The grooved configura-
tion of the facing plates allows oil to pass over the
clutch plates at all times. It is this flow of cooling oil
over the clutch plates which permits continuous
clutch slip and variable fan speeds.
Centrifugal force carries the oil outward to the inside
diameter of the pulley. The rotational movement of
the pulley carries the oil in the direction of input rota-
tion. Pilot tubes face into the direction of input rota-
tion. The rotational movement of the oil rams the oil
into the pilot tubes, which direct the oil through a pas-
sage into and through the fan shaft and bracket, to
an external "out" port. A line from the "out" port car-
ries the oil to a non-pressurized port on the engine
where the engine oil is returned to the engine oil
sump.
The pilot tubes pump oil from the pulley, main-
taining low internal pressure in the fan clutch. Do
not run the engine without belts driving the fan
clutch pulley.
MAINTENANCE
The fan drive system requires a minimum of mainte-
nance. A few simple checks made periodically will
assure correct operation and long life.
Observe all safety precautions when working in
the area of the fan. If working with a running
engine, the fan will come on automatically with-
out warning when engine temperature rises.
Maintenance Checks To Be Made
1. Fan bracket to engine bolts: Check torque after
first week of operation and every 500 hours
thereafter.
2. Fan-to-fan mounting hub bolts: Check torque
after first week of operation and every 500
hours thereafter.
3. Fan belts: Maintain proper belt tension. Refer to
Section "C" for belt tension adjustment.
4. Hoses and fittings: Check all hoses and fittings
every 500 hours. Replace all soft, brittle or
frayed hoses. Tighten all loose or leaking fit-
tings.
5. Thermal sensor(s): Check corrosion buildup on
thermal tip after each 5000 hours. Clean if nec-
essary and check for proper operation.
DO NOT DISASSEMBLE OR DISTURB THERMAL
SENSOR SETTING.
6. Electrical: All electrical connections should be
checked for tightness after each 5000 hours. All
electrical lines should be checked for breaks
and frays. Check to insure all grounding points
are intact.
7. Shutters (Optional): After each 1000 hours, visu-
ally check the shutters to make sure they com-
pletely open before the fan comes on.
FIGURE 6-6. LUBRICATING AND COOLING OIL
8. Thermostat: The engine thermostat operation
should be checked according to engine manu-
facturer's specifications and recommendations.
9. Fan clutch: After each 1000 hours, the fan clutch
should be checked for signs of internal wear as
follows:
a. Bearing wear: With the engine off and no oil
supply to the fan clutch, push the fan for-
ward-rearward. No movement of the fan
mounting hub should occur.
NOTE: For the next tests, it is necessary to
provide an external supply of oil pressure at 40
psi (275 KPa) minimum, 100 psi (689 KPa)
maximum. The oil supply should be compatible
with the oil being used in the engine.
b. Clutch Plate Drive Slot Wear: With the
engine off and the clutch locked up, rotate
the fan with a light force clockwise-counter-
clockwise. Movement at the tip of a 68 in.
(1.7 M) Dia. fan blade should not exceed
1.12 in. (28.4 mm). Excess movement indi-
cates excessive wear at the drive tangs.
c. Clutch Plate Wear: With the engine off, apply
40 psi (275 kPa) oil pressure to lockup the
clutch. Using a pull type scale connected to
the fan blade 30 in. (76 cm) from the center
of fan, a pull of no less than 250 lbs. (1023
N) should be required to rotate the blade
independent of the pulley.
TROUBLE SHOOTING
Observe all safety precautions when working in
the area of the fan. If working with a running
engine, the fan may come on automatically, with-
out warning, when engine temperature rises.
Basic Preliminary Checks
BEFORE troubleshooting the fan drive system, the
following basic principles should be understood:
1. The fan drive clutch is NOT A SNAP OFF-SNAP
ON type. It is a modulating drive with infinite
variable speeds. A thermal sensor(s) and sole-
noid valve are used to obtain a modulated
engagement.
2. At idle with a cold engine, the fan clutch will be
disengaged, but the fan will turn at approxi-
mately 100-300 RPM due to viscous drag of the
oil between the clutch plates.
3. Oil control pressure locks up the clutch. Without
pressure to the clutch it is disengaged (free-
wheeling).
4. The solenoid valve, which receives its oil supply
from the engine oil pump, regulates the amount
of pressure directed to the clutch control pres-
sure cavity. Control pressure will vary from 0.0
psi (0.0 KPa) to maximum engine oil pressure
supplied, depending upon engine temperature
and condition.
5. The thermal sensor is sensitive to engine water
temperature. As engine water temperature rises
above the minimum specified temperature, the
thermal sensor signals the solenoid valve to
increase control pressure going to the clutch,
thus increasing fan speed. As engine water
temperature drops, the thermal sensor signals
the solenoid valve to decrease control pressure
going to the clutch, thus decreasing fan speed.
In cooling systems equipped with two thermal sen-
sors, either one or both sensors can control the sole-
noid valve depending upon coolant temperature and
the operating range of the thermal sensor.
Several thermal sensors are available, each with a
different operating range. The sensor(s) used with a
particular installation have been selected based upon
many factors such as engine horsepower rating,
cooling system design etc. Each thermal sensor has
a tag attached to the body which specifies the oper-
ating range. When testing operation of the thermal
sensor, refer to this tag for the proper operating tem-
perature range. Currently available thermal sensor
operating ranges are:
190F - 200F (87.8C - 93.3C)
180F - 190F (82.2C - 93.C)
120F - 130F (48.9C - 54.3C)
(NOTE: The thermal sensor rated for 120F - 130F
(48.9C - 54.3C) is used in the engine intercooler
circuit of trucks rated at 2200 horsepower, utilizing a
"Dual Path" cooling system.)
DO NOT replace a defective thermal sensor with one
of a different operating range. Use the exact replace-
ment part only! DO NOT substitute a non-modulating
type thermal sensor.
6. The fan free-wheels when engine coolant tem-
perature is below the thermal sensor's operat-
ing range because minimum control pressure is
supplied to the clutch.
7. The fan rotates at same speed as the fan pulley
when engine water temperature is at the ther-
mal sensor's maximum specified operating tem-
perature, because maximum control pressure is
supplied to the clutch.
8. There should be no axial movement of the fan
with or without control pressure applied to the
clutch. The fan mounting hub should not move
out or in, or front to rear, between the radiator
and the engine.
9. With maximum control pressure supplied to the
fan clutch by an external source, total rotational
movement allowable when measured at the tip
of the fan blade is shown in the table below:
10. Oil lubricates the bearings and cools the clutch
plates in the fan clutch. Filtered engine oil is
piped from an engine oil port through an orifice
fitting in the oil "IN" port on the fan clutch
mounting bracket. The pilot tubes inside the
clutch pump the oil out of the clutch through the
oil "OUT" port in the fan clutch mounting bracket
to the engine oil sump.
FAN DIAMETER MAX. ROTATIONAL
MOVEMENT
INCHES METERS INCHES MILLIMETERS
68 1.7 1.12 28.4
FIELD CHECK DIAGNOSIS
ANY TIME THE ENGINE IS OPERATING :
Never work in close proximity to fan.
Never try to keep the fan from rotating by
holding fan.
Never tie down fan with straps, chains or
other restraints.
Never shut off oil supply to fan clutch.
When performing the following tests:
VISUALLY AND SAFELY determine whether the
fan is locked up or not.
A locked up fan running at high speed will create
a significantly greater air flow (and noise level)
than will a free-wheeling fan.
Preliminary Checks With Engine Off
1. Inspect Hoses and fittings and repair any leaks.
2. Check fan belt condition and tension. (Refer to
Section "C" for belt tension specification.)
3. Check condition of wiring, connectors, and
grounds.
Check Clutch Release
The clutch should be released when NO control pres-
sure is supplied to the Control Pressure Port. This
normally occurs only under two conditions: (1) The
engine is not running, or (2) the engine is running but
the coolant system temperature is below the lower
operating temperature of the thermal sensor. The fol-
lowing procedures should be followed if it is sus-
pected the fan clutch is not disengaging properly:
4. With the engine off, check by rotating the fan
blades:
a. If the fan can be rotated, the clutch plates
should be releasing properly.
b. If the fan blades will not rotate, Internal fan
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:
a. Disconnect the control pressure line at the
fan clutch control pressure port and cap the
hose.
b. Start the engine and visually check the
speed of the fan. If the fan appears to rotate
at reduced speed (100 to 300 RPM), a prob-
lem with the control system is indicated.
Refer to instructions which follow for testing the ther-
mal sensor and solenoid valve.
Check Clutch Lock-up
To test the clutch lock-up function, the clutch must be
supplied with a minimum of 40 psi (275 KPa) oil pres-
sure applied to the Control Pressure port. The oil
supply can be from an external source capable of
supplying engine oil at a minimum of 40 psi (275
KPa) and limited to a maximum of 100 psi (689 KPa)
or can be supplied by the engine running with a cool-
ant temperature within or above the thermal sensor
operating range. Refer to the operating temperature
rating tag on the thermal sensor to determine the
actual operating range.
6. Perform check in step 4 above to ascertain the
fan clutch will release and that an internal fail-
ure has not occurred which could prevent nor-
mal release.
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
"Pressure Control" port. Cap or plug all open
connections.
8. Start the engine:
a. The fan clutch should be locked-up providing
a minimum of 40 psi (275 KPa) engine oil
pressure is available.
b. If the fan clutch does not lock-up (rotate at
pulley speed), an internal fan clutch problem
is indicated.
If an external source of oil supply is available, lock-up
can be tested with the engine shut down. Also, the
minimum clutch plate torque capacity specification
can be checked. Refer to 9c, Clutch Plate Wear, in
"Maintenance" for this procedure.
Overheating Complaint
Any time an overheating complaint is being investi-
gated, the fan clutch can be operated temporarily in
the lockup mode. In the lockup mode, the fan clutch
functions as would a standard (no clutch) fan hub.
To put the fan clutch in lockup:
1. Stop the engine.
2. Disconnect the control pressure line from the
solenoid to the fan clutch at the fan clutch.
3. Disconnect the ("control pressure") oil supply
line at the solenoid and reroute engine oil pres-
sure directly into the "control pressure" port in
the fan clutch.
4. Operate the vehicle in a work cycle similar to
that during which the complaint was noted. If
overheating still exists, the source of the prob-
lem lies within components of the cooling sys-
tem other than the fan clutch, thermal sensor
or solenoid valve. Engine oil pressure of 40 psi
(275 KPa) or more should lock up the fan
clutch.
5. If the solenoid is functioning properly and the
fan clutch is capable of full lock-up, the fan
may be placed in the lock-up mode by discon-
necting either of the solenoid valve wires.
Thermal Sensor And Solenoid Valve
On Truck Test
NOTE: If the engine can be safely operated and the
temperature gauge is accurate, the test may be
conducted without removing the components from
the engine.
1. Install a "T" fitting and a 0 - 150 psi (0-1034
KPa) pressure gauge in the line between the
solenoid valve "COM" port and the fan clutch
"Control pressure Port".
2. Place the vehicle in a work cycle of sufficient
severity to heat the engine into the operating
range of the thermal sensor.
a. As engine temperature increases through
the range of the thermal sensor, control
pressure should smoothly increase toward
the maximum pressure being supplied to
the solenoid and fan speed should smoothly
increase. The clutch should lock up at or
before 30 psi (207 KPa) is reached. Control
pressure must reach maximum at the upper
limit of the thermal sensor.
FIGURE 6-7. THERMAL SENSOR AND SOLENOID TEST SETUP
1. Thermometer 2. Oil Pressure Gauge 3. Voltmeter
THERMAL SENSOR AND SOLENOID TEST SPECIFICATIONS
TEST CONDITION SENSOR VOLTAGE SOLENOID PRESSURE
Temperature Below Thermal Sensor Operating Range +24 VDC
0.0 psi (0.0 kPa)
(1)
Temperature Within Thermal Sensor Operating Range
+24 VDC - 0.0 VDC
(2)
0.0 - Max.psi (0.0 - Max. kPa)
(1)
Temperature Above Thermal Sensor Operating Range 0.0 VDC Max. Supplied Pressure
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.
NOTE: At any point in the thermal sensor operating
range the increasing fan speed may draw sufficient
air to arrest and stabilize engine temperature. If this
occurs, control pressure to the fan clutch will stop
increasing (will stabilize) and will not increase or
decrease until a change in engine temperature
occurs.
a. As engine temperature decreases through
the range of the thermal sensor, control
pressure should smoothly decrease. Fan
speed should smoothly decrease to idle.
Control pressure must reach less than 8 psi
(55KPa) when coolant temperature has
decreased to the lower limit of the thermal
sensor operating range.
NOTE: Engine temperature may stabilize at any
temperature during a "cool down" cycle as
explained in above.
If the thermal sensor does not perform as described
in 2.a and 2.b above, replace the thermal sensor.
The thermal sensor cannot be repaired or cali-
brated.
Off Truck Test
Test Conditions and Requirements:
1. The thermal sensor must be tested under load.
2. Water must be flowing across the thermal tip.
3. Water temperature at the tip must be accurately
measured.
4. Voltage output from the thermal sensor must be
measured.
5. Pressurized oil, 40 psi min.-100 psi max. (275
min. - 689 max. KPa), must be supplied to the
solenoid.
6. Attach pressure gauge and drain line to the
solenoid. (Pressure from the solenoid must be
measured.)
TEST:
1. Set up equipment per figure 6-7.
2. Heat the water gradually.
3. Read temperature vs. voltage vs. pressure out
of solenoid.
4. Refer to operating temperature range tag on
the thermal sensor and chart below for condi-
tions and proper operation.
NOTES
PROBABLE CAUSES SUGGESTED CORRECTIVE ACTIONS
TROUBLE: Engine runs hot, Fan does not lock up, Fan idles continuously.
Coolant level low.
Electrical Wiring Problems
Radiator or front mounted condenser plugged inter-
nally or externally
Cooling system not properly pressurized.
Fan belt slipping.
Shutters remain closed.
Thermal sensor or solenoid valve not operating.
Clutch plates worn out.
Fan does not turn at maximum pulley speed.
Thermostat not operating.
Water pump defective.
Fill radiator to correct level.
Insure tight connections, good grounding points, no
bad wires.
Clean radiator and/or condenser coil.
Eliminate source of pressure leak.
Replace belt if worn. Repair or replace belt tensioning
mechanism. Tighten loose belt.
Repair shutters and/or shutter control.
Read control pressure between solenoid and fan
clutch. Replace thermal sensor or solenoid valve if not
to specs. (See page M6-8)
See 9c on page M6-5. If below specs, replace clutch.
Read control pressure between solenoid valve and
fan clutch. Read voltage output of thermal sensor.
Replace faulty control(s). (See page M6-9)
Replace thermostat.
Replace water pump.
TROUBLE: Engine runs cold, Fan runs continuously at engine speed.
Thermal sensor or solenoid valve not operating prop-
erly, keeping full pressure on clutch at all times.
Excessive length of bolts that bolt fan to fan mounting
hub.
Manual override switch. (Some vehicles are equipped
with a manual override switch in the cab which over-
rides the control of the thermal sensor.)
Test and replace defective thermal sensor or solenoid
valve.
If bolts extend through hub and contact front of bear-
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.)
Turn switch to OFF or replace defective switch.
TROUBLE: Engine runs cold, Fan runs continuously at engine speed.
Control pressure line restricted, not allowing oil to
exhaust from clutch.
Cooling system bypassing excessive water.
Thermostat seal leaking.
Thermostat stuck open.
Compressor override system (If vehicle is equipped
with air conditioning and override controls).
Relieve Restriction.
Repair in accordance with engine manufacturer's rec-
ommendations.
Replace seal and/or thermostat.
Replace thermostat.
Check components of the system to insure false sig-
nal is not being sent to solenoid causing full lockup.
TROUBLE: Fan drive cycles off and on continuously at abnormally high rate.
Coolant level low.
Radiator partially plugged internally or externally
causing too much heat retention.
Heat range setting of thermostat and thermal sensor
not compatible.
Fill radiator to proper level.
Clean radiator.
Replace either thermostat or thermal sensor with cor-
rect temperature setting to obtain proper sequential
operation. (Refer to Parts Catalog).
TROUBLE: Noisy operation
Noise originating elsewhere, but "telegraphing" to
appear as though fan clutch is noisy.
Internal wear.
On some engines, a severe noise originates in the air
conditioner compressor and telegraphs thru belts to
be heard in fan clutch. Check using steps below. If
OK, fan clutch is OK.
Move fan blade tip in and out between engine and
radiator. There should be no forward-rearward move-
ment of the fan mounting hub. If movement exists,
replace or repair fan drive.
With clutch locked up by an external oil pressure
source, rotate fan tip clockwise-counterclockwise. OK
if within specs shown in item 9b page M6-5. If exces-
sive movement is found, replace or repair fan drive.
Excessive wear has occurred between tangs of steel
plates and driving slots in bearing retainer.
TROUBLE: Fan clutch squeals as it engages
Bolts securing fan to fan mounting hub too long and
contacting front retainer.
Check for forward-reverse and axial movement on
fan. If movement exists . . . .
Remove and replace with bolts of proper length.
Grade 8 bolts required. Check to insure bearings in
clutch are not damaged.
Replace or repair fan clutch. Bearings may be failed.
Determine cause of oil starvation.
TROUBLE: Fan Clutch squeals as it engages
Fan belts loose and slipping.
Failed bearing(s)
Repair worn out belt tensioning mechanism. Readjust
belt tension to specs.
Replace or repair fan clutch.
TROUBLE: Oil leaking from seals
Incorrect bolts holding fan to hub.
No orifice in "oil in" port.
Oil drain line restricted.
Belt tension of drive belts excessive.
Oil seals cocked (improperly installed during clutch
rebuild).
Oil leaking under wear sleeve.
If too long and contacting pulley, replace bolts. If leak
continues, replace or repair fan clutch.
Install orifice. Refer to Parts Catalog for proper part
number. If seals continue to leak, replace fan clutch.
Remove restriction.
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.
Rebuild correctly using tools and procedures as spec-
ified.
Rebuild or repair.
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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
mounting hub (2) up. Support beneath the pul-
ley. Remove bolts (14) with lockwashers (15).
2. Separate the front bearing retainer from the pul-
ley, lift it off, and set it aside on the bench. (A
small screwdriver may be used at the split-line
to break the bearing retainer loose from the pul-
ley).
3. Remove O-Ring seal (13).
4. Support the bearing retainer sub-assembly on
the bench with the clutch hub (7) up. Remove
external snap ring (8).
5. Remove clutch hub (7).
6. Position the sub-assembly beneath the ram of a
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.
7. Remove the front oil seal (11).
8. Remove internal snap ring (28).
9. Turn the bearing retainer over on the press bed.
Press the front bearing (5) out of the bearing
retainer.
10. Remove the wear sleeve (4). Split the wear
sleeve with a chisel to loosen it.
NOTE: IF THE RETAINER/SEAL ASSEMBLY IS
NOT DAMAGED, WORN OR OTHERWISE IN
NEED OF REPLACEMENT, REMOVAL MAY BE
OMITTED.
11. Remove the front retainer/seal assembly (3).
Wedge a large chisel or other appropriate tool
behind the retainer to force it off the fan mount-
ing hub.
12. Support beneath the fan mounting hub with the
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.
13. Place a piece of bar stock 2.93 in. (74.4 mm)
dia. against sleeve bearing (9). Press the
sleeve bearing downward to press it out of the
fan mounting hub. The second sleeve bearing
(10) will be pressed out at the same time.
NOTE: A #4 arbor press or a small hydraulic
press will be needed to press the sleeve bearings
out.
14. Remove the stack of facing plates (6) and steel
clutch plates (16) from inside the pulley.
15. Remove external snap ring (29), shim (30), and
spring washer (27).
16. Turn the pulley/shaft sub-assembly over on the
bench. The piston (17) will usually fall out when
the pulley is turned over on the bench. Remove
it.
17. Remove the seal rings (18 and 26) from the pis-
ton.
18. Support beneath the pulley to prevent it from
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.
19. Remove the shaft and rest it on the mounting
bracket with the nose up. Insert a phillips-head
screwdriver into the pitot tubes (33) to loosen
and remove them from the shaft. Rotate the
pitot tube until the sealant holding it tight is bro-
ken loose. Then, grip the pitot tube with a pair of
pliers, and gently tap on the pliers to remove the
pitot tubes from the hole in the shaft.
20. Remove both seal rings (32).
21. Remove external snap ring (38).
22. Remove internal snap ring (25).
23. Support beneath the bearing retainer (as close
as possible to the bearing bore, but not so close
as to damage the retainer/seal assembly).
Press the shaft out of bearing (37).
24. Remove oil seal (24).
25. Press the rear bearing (37) out of the rear bear-
ing retainer (23).
26. Remove the wear sleeve (34). Split the wear
sleeve with a chisel to loosen it. Use care not to
damage shaft.
NOTE: IF THE RETAINER/SEAL ASSEMBLY IS
NOT DAMAGED, WORN OR OTHERWISE IN
NEED OF REPLACEMENT, REMOVAL MAY BE
OMITTED.
27. Remove the rear retainer/seal assembly (36).
Drive the assembly off the shaft or wedge a
large chisel or other appropriate tool behind the
retainer to force it off.
DISASSEMBLY OF THE FAN CLUTCH IS
COMPLETE.
DO NOT ATTEMPT TO DISASSEMBLE FURTHER.
REASSEMBLY OF THE FAN CLUTCH
NOTE: The fan clutch is reassembled using Loctite (or equivalent) sealants. Follow manufacturer's
recommendations regarding minimum cure time to prevent oil from washing the sealant from the sealing surfaces.
28. Press the front retainer/seal assembly (3) onto
the fan mounting hub (2). The inner race of the
retainer should be recessed 0.040 in. (1.0 mm)
below the shoulder.
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
wear sleeve diameter of the shaft with Loctite
#290 (or equivalent). NOTE: The front wear
sleeve (4) is NOT interchangeable with rear
(notched) wear sleeve (34). Press the wear
sleeve onto the shaft, flush with the shoulder.
30. Using a proper installation tool, press the rear
sleeve bearing (9) into the fan mounting hub
until the rear end of the sleeve is just below the
chamfer.
31. Turn the fan mounting hub over on the bed of the
press. Again using a proper installation tool,
press the front sleeve bearing (10) into the fan
mounting hub until the front end of the sleeve is
0.25 in.- 0.28 in. (6.3 - 7.1 mm) below the shoul-
der.
32. Coat the bore of the fan mounting hub (2) with a
thin coating of Loctite#290 (or equivalent).
FREEZE THE END CAP IN A FREEZER OR
DRY ICE FOR 15 MINUTES TO 1/2 HOUR.
When frozen, press the end cap (1) into the fan
mounting hub, to the bottom of the bore.
Note: When the end cap is properly seated, it's O.D.
will be tight against the fan mounting hub.
33. Press the rear retainer/seal assembly (36) onto
the shaft (31). The inner race of the retainer
should be recessed 0.040 in. (1.0 mm) below
the shoulder.
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.
34. Coat the I.D. of the rear, (notched) wear sleeve
(34), and the wear sleeve diameter of the fan
mounting hub with Loctite#290 (or equiva-
lent). Locate the sleeve so the notch in the
sleeve will be aligned with the small lube hole in
the shoulder. Press the wear sleeve onto the
fan mounting hub, flush with the shoulder.
NOTE: The rear wear sleeve (34) is notched to
allow oil to flow from the shaft. This notch
MUST BE ALIGNED with the hole in the shaft!
35. Install the rear bearing (37) in the rear bearing
retainer (23). Press ONLY on the outer race of
the bearing, and press it to the bottom of the
bore.
36. Install internal snap ring (25).
37. Turn the retainer over on the press bed. Coat the
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.
38. Place the shaft sub-assembly on the press bed.
Coat the bearing I.D., O.D., shaft, and bearing
retainer bore with Loctite#609 (or equivalent).
Install the rear bearing retainer sub-assembly in
place on the shaft. Press the bearing onto the
shaft until it stops at the bottom of the shoulder.
Spin the bearing retainer to be sure there is no
sound or other indication of contact between the
retainer/seal assembly and the bearing retainer.
If interference is found, remove the bearing
retainer and eliminate the point of interference.
39. Install external snap ring (38).
40. Be sure the pitot tube holes in the shaft are
clean and free of burrs and staking material, to
allow the pitot tubes to fit into the holes and seat
completely to the bottom. Apply a thin coating of
Loctite#609 (or equivalent) on the straight
end of one pitot tube (33). Coat the tube to
approximately 0.75 in. (20 mm) from the end.
Push the pitot tubes to the bottom of the hole.
The outer end of the tube should be located well
within the pulley-locating shoulder of the bear-
ing retainer. Rotate the tube so the open, bent
end faces in a counter-clockwise direction, and
is EXACTLY parallel to the surface of the bear-
ing retainer. (A large phillips-head screwdriver
inserted in the end of the tube can be conve-
niently used as an alignment gage).
Install the second pitot tube in the same manner
as the first. Stake each pitot tube in three
places, (at the 9, 12, and 3 o'clock positions) to
prevent the tubes from rotating in operation.
41. Install both hook-type seal rings (32) in the
grooves in the shaft.
42. Install the front bearing (5) in the front bearing
retainer (12). Press ONLY on the outer race of
the bearing, and press it to the bottom of the
bore.
43. Install internal snap ring (28).
44. Turn the retainer over on the press bed. Coat the
O.D. of front oil seal (11) with Loctite#290 (or
equivalent). Install the oil seal in the front bear-
ing retainer, flush with the front face.
45. Place the fan mounting hub sub-assembly on
the press bed.
Coat the bearing O.D., I.D., fan mounting hub
bearing journal and front bearing retainer bore
with Loctite#609 (or equivalent). Install the
front bearing retainer sub-assembly in place on
the fan mounting hub. Press the bearing down
until it stops at the bottom of the shoulder.
Spin the bearing retainer to be sure there is no
sound or other indication of contact between the
retainer/seal assembly and the bearing retainer.
If interference is found, remove the bearing
retainer and eliminate the point of interference.
46. Install the clutch hub (7) on the fan mounting hub
splines with the open end down.
47. Install external snap ring (8) to hold the clutch
hub in place.
48. Install the small seal ring (26) in the piston (17).
Lubricate the seal ring groove with an oil-solu-
ble lubricant. Squeeze the "L shaped" seal ring
to form it into a tight "V" shape all the way
around its diameter. Then install the seal ring
into the groove.
Note the shape of the groove. It will properly
accept the seal ring in only one way.
49. Install the large seal ring (18) in the piston (17),
as was done with the small seal ring.
Lubricate the seal ring groove with an oil-solu-
ble lubricant. (petroleum jelly or a 50%-50%
mixture of engine oil and STP work well).
Squeeze the "L shaped" seal ring to form it into
a tight "V" shape all the way around its diame-
ter. Then install the seal ring into the groove.
Note the shape of the groove. It will properly
accept the seal ring in only one way.
50. Install the piston in the pulley. First lubricate the
internal and external surfaces the seal rings (18
& 26) will contact, with an oil-soluble lubricant
such as was described above. Carefully place
the piston in the pulley.
DO NOT PUSH THE PISTON INTO PLACE!
Without pressing down on the piston, rotate it
slowly clockwise-counterclockwise until it falls
into place. Forcing the piston will usually cause
the seal rings to be cut.
51. Align the tangs of the piston for easy final
assembly of the fan clutch. Place the front bear-
ing retainer sub-assembly in place on the pul-
ley. While doing so, the slots of the front bearing
retainer will engage the tangs, and the retainer
will rest against the pulley.
Then, rotate the bearing retainer (and therefore,
the piston) until the bolt holes align in the bear-
ing retainer and pulley. Remove the bearing
retainer sub-assembly.
52. Install spring washer (27). Then install shim (30)
on the spring washer. Install the spirolock ring
(29) in the groove. It will be necessary to press
downward to compress the spring washer, while
forcing the spirolock to properly seat in the
groove. The shim must then be centered on the
spring washer to prevent it from interfering with
the movement of the piston.
53. Place the front bearing retainer sub-assembly on
the bench with the clutch hub up. Dip the fac-
ing plates (6) in engine oil to get them wet.
Install one steel clutch plate (16) in place in the
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.
54. Using petroleum jelly or an oil-soluble grease,
"stick" the front O-Ring seal (13) in the pulley
groove.
55. Install a guide-bolt in one bolt hole of the pulley.
Turn the pulley over on the bench and lift with a
hoist. Carefully lower the pulley until it rests on
the front bearing retainer.
56. Install and snug 3 or 4 bolts (14) with lockwash-
ers (15).
57. Using petroleum jelly or an oil-soluble grease,
"stick" the rear O-Ring seal (22) in the pulley
groove.
58. Lubricate the bore of the pulley, and carefully
lower the shaft sub-assembly into the pulley
bore and onto the pulley until the retainer rests
on the pulley.
59. Install bolts (21) with lockwashers (20), and
torque each one to 38-42 ft. lbs. (5-57 N-m).
60. Install orifice fitting (35) in the "oil in" port of the
bracket.
61. Turn the assembly over on the bench. Install the
remaining bolts (14) with lockwashers (15), and
torque all to 38-42 ft. lbs. (51-57 N.m).
ASSEMBLY OF THE FAN CLUTCH IS COMPLETE
REF. DESCRIPTION
20 Lockwasher
21 Bolt
22 O-Ring Seal
23 Rear Bearing Retainer
24 Rear Oil Seal
25 Internal Snap Ring
31 Shaft / Bracket Assembly
REF. DESCRIPTION
32 Seal Rings
33 Pitot Tubes
34 Rear Wear Sleeve
35 Orifice
36 Rear Retainer / Seal Assembly
37 Rear Bearing
38 External Snap Ring
REF. DESCRIPTION
17 Piston
18 Seal Ring (large)
19 Pulley
26 Seal Ring (small)
REF. DESCRIPTION
27 Spring Washer
30 Shim
REF. DESCRIPTION
5 Front Bearing
6 Facing Clutch Plate
7 Clutch Hub
11 Front Oil Seal
12 Front Bearing Retainer
REF. DESCRIPTION
13 O-Ring Seal
14 Bolt
15 Lockwasher
16 Steel Clutch Plate
28 Internal Snap Ring
REF. DESCRIPTION
1 End Cap
2 Fan Mounting Hub
3 Front Retainer / Seal Assembly
REF. DESCRIPTION
4 Front Wear Sleeve
9 Sleeve Bearing
10 Sleeve Bearing
INSPECTION OF PARTS
(31): Shaft & Bracket Assembly
Bearing journal for bearings (10) and (9)
Bearing journal for rear bearing (37)
Groove width for snap ring (38)
General:
2.7480 in. (69.799 mm) minimum-no steps in surface
3.7398 in. (94.991 mm) minimum
0.145 in. (3.683 mm) maximum
Do not separate shaft from bracket.
Do not remove tube from center bore.
Pipe plugs may be removed for cleaning.
Replace with sealant on threads.
Snap ring grooves must have straight sides and
square corners.
(35): Orifice
Re-use
(4), (34): Wear Sleeve
Replace if damaged or worn.
(11), (24): Oil Seal
Replace
(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.
(23): Rear Bearing Retainer
Bore For Bearing (37)
Bore for rear oil seal (24)
General:
5.7088 in. (145.004 mm) maximum
5.1265 in. (130.213 mm) maximum
Bearing bore must have straight sides, square bottom,
and not be oval due to wear.
Oil seal bore must not have nicks that extend above
the bore surface. All sealants must be removed.
Pilot diameter for pulley must be free of nicks that
extend above the pilot surface.
Flat surface that mates with pulley must be free of
nicks that extend above the surface.
PART INSPECTION WEAR LIMITS
(14), (15), (20), (21): Bolts and Lockwashers
Re-use if not damaged.
(5), (37): Bearing Assembly
Replace
(8), (29), (38): External Snap Ring
Re-use unless worn, damaged, or distorted.
(32): Seal Rings
Replace
(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.
(18), (26): Piston Seal Rings
Replace
(7): Clutch Hub
Replace if I.D. teeth are severely worn.
Replace if wear notches made by facing plates have
straight sides.
If the wear marks have smooth entry and exit marks
the notches will not restrict plate movement and the
clutch hub can be re-used.
(6): Facing Clutch Plates
Must pass between two plate surfaces 11 x 11 in. (280
x 280 mm) spaced 0.188 in. (4.78 mm) apart set at
45 angle. Facing grooves are 0.005 in. (0.127 mm)
minimum deep when new. Plate is worn out at the bot-
tom of the grooves.
Internal teeth must not be worn in excess of 0.005 in.
(0.127 mm) per side and the tooth driving contact sur-
face must not be worn to a point or to a wedge shape.
(16): Steel Clutch Plates
Must pass between two plate surfaces 11 x 11 in. (280
x 280 mm) spaced 0.130 in. (3.30 mm) apart, set at a
45 angle.
Replace if wear on drive surfaces of the external
tangs exceeds 0.005 in. (0.127 mm) per side.
Minimum thickness: 0.121 in. (3.07 mm).
Replace if "tracked" with grooves, darkened or discol-
ored by heat, damaged, or warped.
(2): Fan Mounting Hub
Groove for snap ring (8)
Wear Sleeve Diameter
Bore for bearings (9) and (10)
Bearing journal for (5) bearing
End Cap Bore
General:
0.145 in. (3.683 mm) maximum
Free of Nicks above surface.
2.9370 in. (74.600 mm)
3.7401 in. (94.999 mm) minimum
Free of nicks, 3.378 in. (85.80 mm)
Snap ring grooves must have straight sides and
square edges.
Bearing bore must not have nicks or scratches which
extend above the bore surface.
Splines must not be excessively worn.
Bolt holes must not be worn or damaged severely.
(9), (10): Sleeve Bearings
Replace if necessary.
See Figure 6-8 for information concerning determina-
tion of amount of wear.
(1): End Cap
O.D. free of nicks above the surface.
(12): Bearing Retainer
Bore for bearing (5)
Bore for oil seal (11)
General:
5.7088 in. (145.004 mm) maximum
5.1265 in. (130.213 mm) maximum
Bearing bore must have straight sides, square bottom,
and not be oval due to wear.
Oil seal bore must not have nicks that extend above
the bore surface. All sealants must be removed.
Pilot diameter for pulley must be free of nicks that
extend above the pilot surface.
Flat surface that mates with the pulley must be free of
nicks that extend above the surface.
Slots in the bearing retainer must not have worn
notches with straight sides. Maximum depth of the
wear mark should not exceed 0.020 in.(0.51 mm), but
if the notches have smooth entry and exit sides the
notch will not resist movement of the steel plate (16).
(3), (36): Retainer / Seal Assembly
Replace if damaged, worn, or distorted.
(25), (28): Internal Snap Ring
Re-use unless damaged, worn, or distorted.
(33): Pitot Tubes
Replace
(13), (22): O-Ring Seal
Replace
(27): Spring Washer
Replace
(30): Shim
Replace
FIGURE 6-8. SLEEVE BEARING WEAR
Condition of bearing surface:
Running in completed.
Low wear rate starts when
bronze is exposed.
Typical appearance
after half useful life.
Bronze beginning
to smear near end
of useful life.
REBUILD TOOLS
The tools illustrated below are necessary for proper
installation of the Retainer/Seal Assembly, Sleeve Bearings,
and Wear Sleeves. These tools can be fabricated from locally.
FIGURE 6-9. SLEEVE BEARING (9), (10) REMOVAL AND INSTALLATION TOOL
FIGURE 6-10. RETAINER / SEAL ASSEMBLY (3), (36) INSTALLATION TOOL
FIGURE 6-11. WEAR SLEEVE (4), (34) INSTALLATION TOOL
M07001 03/95 Engine Coolant Heater M7-1
ENGINE COOLANT HEATER
To aid in cold weather starting, the truck can be
equipped with cooling system heaters. Two high
capacity coolant heating units are mounted under the
engine on the power module subframe. The system
includes:
Heaters
Thermostats
Coolant Shutoff Valves and Hoses
220 volt Receptacle
Power Cables, Thermostat Wiring, and J unction
Box
Heater operation is controlled by a thermostat
mounted on the intake end of the heating units. The
thermostat turns the heater ON at 120F (48C) and
OFF at 140F (60C). Shutoff valves allow heater
element or thermostat sensor replacement without
loss of engine coolant.
Do not operate engine while the cooling system
heater is plugged in. The flow check valve elimi-
nates coolant flow through the heater while the
engine is running. This will cause a lack of circu-
lation in the heater and burn out the heating ele-
ments.
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-
minals and check for operating voltage (220
to 230 volts) while coolant temperature is
below 120F (48C). If correct voltage is
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.
HEATING ELEMENT
Removal
1. Disconnect the external power source at the
plug-in receptacle.
2. Close the shut-off valves located at the inlet and
outlet ports.
3. Remove heating element.
a. Remove the two Phillips head screws from
cover at power cable entry. Slide cover out of
the way.
b. Disconnect the two electrical leads and
remove heating element from the cartridge.
Installation
1. Install new heating element.
a. Cover the new heating element threads with
an anti-seize thread compound.
FIGURE 7-1. COOLANT HEATER
1. Thermostat
2. Heater Assembly
3. Water Outlet Port
4. Heating Element
5. Cover
6. Terminals
M7-2 Engine Coolant Heater 03/95 M07001
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.
4. Open shut-off valves.
5. Plug in the external power source. After allowing
time for the element to warm up, outlet hoses
should feel warm to the touch.
6. Check for leaks and proper coolant level.
THERMOSTAT
Removal
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.
Installation
1. Install a new temperature sensing unit and
secure in place with two setscrews.
3. Move cover into position and secure in place
with screws.
4. Plug in the external power source.
After allowing time for the element to warm up, outlet
hoses should feel warm to the touch.
FIGURE 7-2. THERMOSTAT ASSEMBLY
1. Cover
2. Temperature
Sensing Unit
3. Housing
4. Setscrew
M07003 Engine Oil Heaters M7-1
ENGINE OIL HEATERS
Three engine oil heaters, located in the engine oil
pans, are provided for Detroit Diesel engines. The
front pan has a 230 volt, 300 watt heater installed in
the left side and another of the same rating in the
right side. The rear pan contains one 230 volt, 600
watt heater located on the left side. Operation of the
heaters is controlled by the coolant system heater
thermostats.
Cummins engines utilize two 230 volt, 600 watt heat-
ers in a single oil pan.
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-
ment leads.
3. If voltage is not present, check the thermostat
circuit at the engine coolant heaters. (Refer to
"Engine Coolant Heaters".) Also check circuits
between heaters and the plug-in receptacle.
4. If no heat is detected, but voltage is correct, the
heating element must be replaced.
HEATING ELEMENT
Removal
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.
5. Loosen the setscrew (3, Figure 7-3) and remove
the heater element from the cover.
FIGURE 7-1. ENGINE OIL HEATER
1. Heater Assembly
2. Power Cord
3. Oil Pan Mounting
Boss
FIGURE 7-2. HEATER ASSEMBLY
1. Power Cord
2. Cover
3. Washer
4. Rubber Bushing
5. Housing
6. Element Cover
7. Housing Cap
8. Electrical Leads
9. Wire Connectors
M7-2 Engine Oil Heaters M07003
Installation
1. Install a new heater element and secure in
place with the setscrew (3, Figure 7-3).
The Detroit Diesel front pan requires 300 watt ele-
ments. The rear requires one 600 watt element.
Do not interchange.
2. Coat the threads of the element cover with an
anti-seize compound and install the housing (5,
Figure 7-2).
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. IIf engine oil was drained, refill the crankcase
with fresh oil.
FIGURE 7-3. HEATING ELEMENT REMOVAL
1. Element Cover
2. Heating Element
3. Element Retaining
Setscrew
M07004 Engine Coolant and Oil Heaters, 440 Volt M7-1
ENGINE COOLANT & OIL HEATERS, 440 VOLT
To aid in cold weather starting, the truck can be
equipped with optional cooling system and engine oil
heaters. Two high capacity coolant heating units are
mounted under the engine on the power module sub-
frame. Engine Oil heaters are mounted in each oil
pan.
The system includes:
Heaters
Thermostats
Coolant Shutoff Valves and Hoses
Power Receptacle
Magnetic Contactor
Power Cables, Thermostat Wiring, and J unction
Box
The 440 volt engine oil and coolant heater system
utilizes a magnetic contactor in the electrical circuit to
apply line voltage to the heater elements when cool-
ing system temperature drops below 120F (48C)
and the thermostats close. Thermostat contact clo-
sure energizes the magnetic contactor and supplies
line voltage to the heating elements. When coolant
temperature exceeeds 140F (60C), the thermostat
contacts open and de-energize the magnetic contac-
tor. The thermostats are located at the inlet of each
coolant heater assembly.
Shut-off valves allow coolant heater element or ther-
mostat sensor replacement without loss of engine
coolant. Engine oil heater elements can be replaced
without draining the engine oil.
Do not operate engine while the heater system is
operating. Lack of coolant circulation in the heat-
ers will burn out the heating elements.
FIGURE 7-1. ENGINE HEATERS INSTALLATION
1. Power Module
2. Contactor J unction Box
3. Coolant Shut-Off Valve
4. RH Oil Heater
5. Lower Coolant Heater
6. Upper Coolant Heater
7. LH Oil Heater
8. Thermostat
9. Mounting Bracket
10. Outlet Hose
M7-2 Engine Coolant and Oil Heaters, 440 Volt M07004
Troubleshooting
To check for proper operation of the heating units,
the coolant outlet water hoses (10, Figure 7-1) and
the oil pan heater mounting bosses (3, Figure 7-4)
If none or only several of the heaters feel warm to the
touch after allowing sufficient time for warm-up, per-
form the following checks:
1. Open the magnetic contactor box located on the
lower left of the radiator shroud (2, Figure 7-1).
Visually check all electrical connections in the
box and to the heating units.
2. With line voltage applied to the system, verify a
nominal 440 volts across terminals "84" and
"87" at the magnetic contactor (3, Figure 7-2).
3. With the coolant temperature below 120F
(48C), verify a nominal 440 volts across termi-
nals "85" and "86".
4. If voltage is not present on terminals "85" and
"86", disconnect the power cable at the junction
box receptacle and check the thermostat con-
tacts using an ohmmeter. Verify continuity
across terminals "87" and "88" at the magnetic
contactor.
5. If the circuit between terminals "87" and "88" is
open:
a. Remove each of the thermostat covers 1,
Figure 7-7) and check for continuity between
the terminals.
b. If no continuity exists and coolant tempera-
ture is below 120 (48C), the thermostat is
defective and should be replaced. (Refer to
"Thermostat".)
6. If the circuit between terminals "87" and "88" at
the magnetic contactor is closed, but operating
voltage was not present at terminals "85" and
"86", the magnetic contactor is defective and
must be replaced.
FIGURE 7-2. HEATER SYSTEM ELECTRICAL HOOKUP
1. Line Power Receptacle
2. Contactor J unction Box
3. Magnetic Contactor
4. Cord Grip
7. If the circuit between terminals "87" and "88" at
the magnetic contactor is closed, and operating
voltage was present at terminals "85" and "86",
check for burned out heating elements:
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
120F (48C). If correct voltage is present,
the heating element is defective and should
be replaced. Refer to "Coolant Heater Ele-
ment".
Oil Heaters:
a. Disconnect the power cable at the junction
box.
b. Remove the housing cap and wire connec-
tors at each heater assembly. Reconnect the
power cable and apply power. Measure the
voltage at the wires and verify approximately
440 volts.
c. If voltage is present but no heat is detected,
the heating element must be replaced. Refer
to "Oil Heater Element".
COOLANT HEATER ELEMENT
Removal
plug-in receptacle.
2. Close the shut-off valves (3, Figure 7-1).
3. Remove heating element (4, Figure 7-3).
a. Remove the two Phillips head screws from
cover at power cable entry. Slide cover (5)
out of the way.
b. Disconnect the two electrical leads and
remove heating element from the cartridge.
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.
3. Slide element cover into position and secure
with screws.
4. Open shut-off valves (3, Figure 7-1).
time for the element to warm up, outlet hoses
6. Check for leaks and proper coolant level.
FIGURE 7-3. ENGINE COOLANT HEATER
1. Thermostat
2. Heater Assembly
3. Water Outlet Port
4. Heating Element
5. Cover
6. Terminals
FIGURE 7-4. ENGINE OIL HEATER
1. Heater Assembly
2. Power Cord
3. Oil Pan Mounting
Boss
OIL HEATER ELEMENT
Removal
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).
3. Remove cord grip cap (2) and remove power
cord (1) from the housing (5).
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.
time for the element to warm up, the heater
mounting boss on the oil pan should feel warm
to the touch.
FIGURE 7-5. ENGINE OIL HEATER ASSEMBLY
1. Power Cord
2. Cover
3. Washer
4. Rubber Bushing
5. Housing
6. Element Cover
7. Housing Cap
8. Electrical Leads
9. Wire Connectors
FIGURE 7-6. OIL HEATER ELEMENT
1. Element Cover
2. Heating Element
3. Element Retaining
Setscrew
THERMOSTAT
Removal
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).
3. Move cover (1) into position and secure in place
with screws.
4. Plug in the external power source.
5. After allowing time for the elements to warm up,
coolant outlet hoses and oil heater mounting
bosses should feel warm to the touch.
FIGURE 7-7. THERMOSTAT ASSEMBLY
1. Cover
2. Temperature Sensing
Unit
3. Housing
4. Setscrew
NOTES
M08006 Special Tools M8-1
SPECIAL TOOLS
PART
NUMBER DESCRIPTION USE
VD4665 Nitrogen
Charging Kit
Suspension and
accumulator nitro-
gen charging
PART
FA4429 Roll-Out
Assembly
Power module
removal
PART
TG1106 Lifting Eye Miscellaneous
M8-2 Special Tools M08006
PART
PB6039 Female
Coupling
Hydraulic brake
system diagnostics
PART
TA8545
TA8546
Seal Installa-
tion Tool
Installation of front
wheel bearing face
seals
PART
TW9425 Wrench Accumulator rebuild
PART
VN1388
VN1392
Special
Wrench
Rear suspension
ball stud retaining
ring and locknut
PART
VL0293 Chain Wrench Miscellaneous
PART
TL9422 Box End
Wrench
Rear suspension
ball stud lock nut
PART
TB2555
TB2557
TB2559
TB2561
TY0026
Spanner
Wrench
Hoist cylinder
glands
PART
TB2575
TB2829
TB2832
Clamp
Hoist cylinder stage
removal and
installation
PART
SS1134 Special
Wrench
Unloader valve,
check valve
removal, and instal-
lation
PART
VS5386 Puller Steering wheel
removal
PART
VS5388 Lock plate
compressor
Steering column
lock plate removal
PART
VS5389 Pivot pin tool Removal and
installation of
steering column tilt
pivot pin
PART
VS5387 Clamp tool Support steering
column in bench
vise during rebuild
NOTES:
M09003 11/95 Air Conditioning System M9-1
for R-12 Refrigerant
AIR CONDITIONING SYSTEM
ENVIRONMENTAL IMPACT
Environmental studies have indicated a weakening of
the earth's protective Ozone (O
3
) layer in the outer
stratosphere. Chloro-flouro-carbon compounds
(CFC's), such as R-12 refrigerant (Freon
), com-
monly used in mobile equipment air conditioning sys-
tems, has been identified as a possible contributing
factor to the Ozone depletion.
Consequently, legislative bodies in more than 130
countries have mandated that the production and
distribution of R-12 refrigerant be discontinued after
1995. In addition, the practice of releasing refrigerant
to the atmosphere during the charging/recharging
procedure is now prohibited.
FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL)
1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
6. Temperature Sensor
91.Evaporator
2. Expansion Valve
3. Suction Line
10. Test Gauges &
Manifold
11. Compressor
12. Refrigerant Container
13. Magnetic Clutch
14. Compressor
Drive Pulley
15. Receiver/Drier
16. Discharge Line
17. Condenser
M9-2 Air Conditioning System M09003 11/95
These new restrictions require the use of new equip-
ment and new procedures which are significantly dif-
ferent from those traditionally used in air conditioning
service techniques. The use of new equipment and
techniques permits the complete recovery of refriger-
ant, which will not only help to protect the environ-
ment, but through the re-cycling of the refrigerant,
will preserve the physical supply as well as help to
reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING
Mining and construction vehicles have unique char-
acteristics of vibration, shock-loading, operator
changes, and climate conditions that present differ-
ent design and installation problems for Air Condi-
tioning systems. Off-highway equipment, in general,
is unique enough that normal automotive or highway
truck engineering is not sufficient to provide the reli-
ability to endure the various work cycles encoun-
tered.
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of tempera-
ture, humidity, cleanliness, and circulation of air. In
the broad sense, a heating unit is as much an air
conditioner as is a cooling unit. The term Air Condi-
tioner is commonly used to identify an air cooling
unit. To be consistent with common usage, the term
Air Conditioner will refer to the cooling unit utilizing
the principles of refrigeration; sometimes referred to
as the evaporator unit.
The cab tightness, insulation, and isolation from heat
sources is very important to the efficiency of the sys-
tem. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.
The general cleanliness of the system and compo-
nents is important. Dust or dirt collected in the con-
denser, evaporator, or air filters decreases the
system's cooling capacity.
The refrigerant pump (compressor), condenser,
evaporator units, hoses and fittings must be installed
clean and tight and be capable of withstanding the
strain and abuse they are subjected to from off-high-
way vehicles.
Equipment downtime costs are high enough to
encourage service areas to perform preventive main-
tenance at regular intervals on vehicle air-condition-
ing systems. (Cleaning, checking belt tightness, and
operation of electrical components).
PRINCIPLES OF REFRIGERATION
A review of the principles of air conditioning will
relate the function of the components, the technique
of trouble shooting and the corrective action neces-
sary to keep the A/C unit into top operating efficiency.
Too frequently, the operator and the serviceman
overlook the primary fact that no A/C system will
function properly unless it is operated within a com-
pletely controlled cab environment. The circulation of
air must be a directed flow. The cab must be sealed
against seepage of ambient air. The cab interior must
be maintained for cleanliness, dust, and dirt which, if
picked up in the air system, will clog the intake side of
the evaporator coil.
Refrigeration - The Act Of Cooling
There is no process for producing cold; there is
only heat removal.
Heat is always drawn toward cold objects. This
principle is the basis for the operation of a cooling
unit. As long as one object has a temperature
lower than another, this heat transfer will occur.
Temperature is the measurement of the intensity
of heat in degrees. The most common measuring
device is the thermometer.
All objects have a point at which they will turn to
vapor. Water boiling is the most common
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not
increase in temperature once brought to a boil.
The heat energy is used in the vaporization
process. The boiling point of a liquid is directly
affected by pressure. By changing pressure, we
can control the boiling point and temperature at
which a vapor will condense. When a liquid is
heated and vaporizes, the gas will absorb heat
without changing pressure. This gas is in a
superheated condition.
Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air is attracted to a cooler object.
Usually the moisture in the cooled air will
condense on the cooler object.
Refrigerant: Only R-12 refrigerant should be used
in mobile systems designed for R-12.
Do not mix refrigerants! Damage to
equipment and components will result!
R-12 refrigerant has a boiling point of -21F
(atmospheric pressure). If released in a room, it
would absorb heat from the air and immediately
vaporize. R-12, because of its low boiling point,
has a great capacity for heat absorption.
The Refrigeration Cycle
In an air conditioning system, the refrigerant is circu-
lated under pressure through the five major compo-
nents in a closed circuit. At these points in the
system, the refrigerant undergoes predetermined
pressure and temperature changes.
The compressor (refrigerant pump) takes in low pres-
sure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressur-
izes the heat laden refrigerant and forces it through
the discharge valve (high side) on to the condenser.
Ambient air, passing through the condenser removes
the heat from the circulating refrigerant resulting in
the conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the filter-receiver
drier where impurities are filtered out, and moisture
removed. This component also serves as the tempo-
rary storage unit for the liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
vapor.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
causing it to become cold. The hot, humid air of the
cab is pulled through the evaporator by the evapora-
tor blower. Since the refrigerant is colder than the air,
it absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the evapora-
tor and drops into the drain pan from which it drains
out of the cab.
The cycle is completed when the heated low pres-
sure gas is again drawn into the compressor through
the suction side.
This simplified explanation of the principles of refrig-
eration does not call attention to the fine points of
refrigeration technology and the design of air condi-
tioning systems. Some of these will be covered in the
following discussion of the components, controls,
and techniques involved in preparing the unit for effi-
cient operation.
AIR CONDITIONER SYSTEM
COMPONENTS
Compressor (Refrigerant Pump)
The compressor separates the low pressure and the
high pressure sides of the system. It concentrates
the refrigerant returning from the evaporator (low
side) creating a temperature much higher than the
outside air temperature. The high temperature differ-
ential between the refrigerant and the outside air is
necessary to aid rapid heat flow in the condenser
from the hot refrigerant gas to much cooler outside
air.
To create high pressure concentration, the compres-
sor draws in refrigerant through the suction valve and
forces it out through the discharge valve. During the
suction part of the cycle, the reed valve is opened to
allow low pressure gas to enter. During discharge,
refrigerant is forced through the discharge valve.
The compressor is driven by the engine through a v-
belt driving an electrically operated clutch mounted
on the compressor drive shaft.
Service Valves
Service valves are provided for servicing the unit. A
manifold gauge set is connected into the system at
the service valve ports and all procedures, such as
discharging, evacuating and charging the system,
are performed through the service valves.
Condenser
The condenser receives the high pressure, high-tem-
perature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cool-
ing of the refrigerant changes the vapor to liquid.
Heat exchange is accomplished using cooler air flow-
ing through the condenser. The condenser can be
cooled with ram air provided by vehicle movement
and sometimes aided by electric or hydraulic fans or
by using the air movement provided by the radiator
fan.
Ram air condensers depend upon the vehicle move-
ment to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually
located in front of the radiator or on the roof of the
truck. Refrigerant temperature in the condenser var-
ies from 120
to 170
F (49
to 77
C) with pressure
ranging from 150 to 300 psi. (27 to 54 kg/cm).
Condensing of the refrigerant is the change of state
of the refrigerant from a vapor to a liquid. The action
is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
pressure in an A/C system is the controlled pressure
of the refrigerant which affects the temperature at
which it condenses to liquid, giving off large quanti-
ties of heat in the process. The condensing point is
sufficiently high to create a wide temperature differ-
ential between the hot refrigerant vapor and the air
passing over the condenser fins and tubes. This dif-
ference permits rapid heat transfer from the refriger-
ant to ambient air.
Filter Receiver-drier
The receiver-drier is an important part of the air con-
ditioning system. The drier receives the liquid refrig-
erant from the condenser and removes any moisture
and foreign matter present which may have entered
the system. The receiver section of the tank is
designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
temporary and is dependent on the demand of the
expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers. Sometimes it is simply placed in a
metal mesh or wool felt bag. Filtering is accom-
plished by a separate strainer screen on the pickup
tube.
Some systems may utilize an accumulator instead of
a receiver-drier. If an accumulator is used, an expan-
sion (fixed-orifice) tube is used instead of the thermo-
static expansion valve described below. When used,
the expansion tube is located inside the inlet tube of
the evaporator and is used to restrict, but still allow a
continuous flow of refrigerant to the evaporator coil.
Fusible Pressure Relief Plug
Some receiver driers have a fusible plug which melts
between 218
- 230
F (103
- 110
C). This plug serves

as a safety valve in the event the condenser safety
switch malfunctions, allowing the relief of excessive
internal pressures which would damage the system.
Some systems employ a spring loaded pressure
relief valve which performs the same function.
Thermostatic Expansion Valve
The thermostatic expansion valve controls the amount
of refrigerant entering the evaporator coil. Both inter-
nally and externally equalized valves are used.
The expansion valve is located near the inlet of the
evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to
the evaporator coil.
The refrigerant flows through a restriction, creating a
pressure drop across the valve. Since the expansion
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the
valve is warm to hot high pressure liquid; exiting it is
low pressure liquid and gas. The change to low pres-
sure allows the flowing refrigerant to immediately begin
changing to gas as it goes toward the evaporator.
The amount of refrigerant metered into the evapora-
tor varies with different heat loads. The valve modu-
lates from wide open to the nearly closed position,
seeking a point between for proper metering of the
refrigerant.
The expansion valve is controlled by both the tem-
perature of the power element bulb and the pressure
of the liquid in the evaporator. As the load increases,
the valve responds by opening wider to allow more
refrigerant to pass into the evaporator. As the load
decreases, the valve reacts and allows less refriger-
ant into the evaporator. It is this controlling action that
provides the proper pressure and temperature con-
trol in the evaporator.
Some systems may use an internally equalized,
block type expansion valve. With this type valve, the
refrigerant leaving the evaporator coil is also directed
back through the valve so the temperature of the
refrigerant is monitored internally rather than by a
remote sensing bulb.
NOTE: It is important that the sensing bulb, if
installed, is tight against the output line and protected
from ambient temperatures with insulation tape.
Evaporator
The evaporator cools and dehumidifies the air before
it enters the cab. Cooling a large area requires that
large volumes of air be passed through the evapora-
tor coil for heat exchange. Therefore, a blower
becomes a vital part of the evaporator assembly. It
not only draws heat laden air into the evaporator, but
also forces this air over the evaporator fins and coils
where the heat is surrendered to the refrigerant. The
blower forces the cooled air out of the evaporator into
the cab.
Heat exchange, as explained under condenser oper-
ation, depends upon a temperature differential of the
air and the refrigerant. The greater the temperature
differential, the greater will be the amount of heat
exchanged between the air and the refrigerant. A
high heat load condition, as is generally encountered
when the air conditioning system is turned on, will
allow rapid heat transfer between the air and the
cooler refrigerant.
The change of state of the refrigerant in and going
toward the evaporator coil is as important as that of
the air flow over the coil. All or most of the liquid that
did not change to vapor in the expansion valve or
connecting tubes boils (expands) and vaporizes
immediately in the evaporator, becoming very cold.
As the process of heat loss from the air to the evapo-
rator coil surface is taking place, any moisture
(humidity) in the air condenses on the cool outside
surface of the evaporator coil and is drained off as
water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
in the evaporator must be controlled so that the water
collecting on the coil surface does not freeze on and
between the fins and restrict air flow. The evaporator
temperature is controlled through pressure inside the
evaporator, and temperature and pressure at the out-
let of the evaporator.
Superheat
The liquid refrigerant admitted to the evaporator coil
is usually completely vaporized before reaching the
coil outlet. Since liquid R-12 is vaporized at relatively
low temperature, it can be seen that the vapor
remains cold, even though the liquid is completely
evaporated.
The cold vapor flowing through the remainder of the
coil continues to absorb heat, becoming super-
heated. This means that the temperature of the
refrigerant has been raised above the point at which
it evaporated without an increase in pressure.
As the refrigerant vaporizes through the absorption
of the heat in the evaporator, the temperature of the
vapor rises at the coil outlet and reaches a difference
of about 5
F (3
C) between the vaporizing tempera-

ture and outlet refrigerant temperature.
The difference in this temperature is called super-
heat. All expansion valves are adjusted at the factory
to operate under superheat conditions present in the
particular type of unit for which they are designed.
ELECTRICAL CIRCUIT
The air conditioner's electrical circuit is fed from an
accessory circuit and is normally protected with a 30-
ampere fuse or circuit breaker.
The blower control is a switch which provides a
range of blower speeds from fast to slow. When the
blower switch is turned on, current is fed to the ther-
mostat. Once the blower is turned on, fan speeds
may be changed without affecting the thermostat
sensing level.
The thermostat reacts to changing temperatures
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the
crankshaft to turn which starts the refrigeration cycle.
When the temperature of the evaporator coil drops to
a predetermined point, the contacts open and the
clutch disengages.
When the clutch is disengaged, the blower remains
at the set speed. After the evaporator temperature
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refriger-
ation cycle resumes.
Thermostat
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Coil temperature is then main-
tained by the cycling action of the clutch.
The thermostat is simply a thermal device which con-
trols an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have
a positive OFF position as a means to turn the clutch
OFF regardless of temperature.
The bellows type thermostat is connected to a capil-
lary tube filled with refrigerant. The capillary tube is
attached to the bellows inside of the thermostat.
Expansion of the gases inside the capillary tube
exerts pressure on the bellows, which in turn closes
the contacts at a predetermined temperature.
Compressor Clutch
An electromagnetic clutch is used in conjunction with
the thermostat to disengage the compressor when it
is not needed, such as when a defrost cycle is indi-
cated in the evaporator, or at other times when the air
conditioner is not being used.
The stationary field clutch is the most desirable type
since it has fewer parts to wear out. The field is
mounted to the compressor by mechanical means
depending on the type field and compressor. The
rotor is held on the armature by a bearing and snap
rings. The armature is mounted on the compressor
crankshaft.
When no current is fed to the field, there is no mag-
netic force applied to the clutch and the rotor is free
to turn on the armature, which remains stationary on
the crankshaft.
When the thermostat or switch is closed, current is
fed to the field. This sets up a magnetic force
between the field and armature, pulling it into the
rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
remains stationary. This causes the compressor
crankshaft to turn, starting the refrigeration cycle.
When the switch or thermostat is opened, current is
removed. The armature snaps back out and stops
while the rotor continues to rotate. Pumping action of
the compressor is stopped until current is again
applied to the field.
SAFETY SWITCHES (NOT USED IN ALL
SYSTEMS)
Condenser Safety Switch (Overheat Switch)
The condenser safety switch shuts off the air condi-
tioner when the refrigerant temperature reaches
approximately 190
F (88
C) at the outlet of the con-

denser.
Since the refrigerant will break down at about 232
F
(111
C), the 190
F (88
C) cut off point gives ample

protection. The switch is fully automatic and will turn
the unit back on when the refrigerant temperature
reaches 150
F (66
C).
Refrigerant Loss (Low Pressure) Switch
The refrigerant loss switch prevents the clutch from
engaging in the event the system loses its refrigerant
charge, or if the refrigerant pressure drops below 5
psi (0.89 Kg /cm).This is a simple breaker-type
switch at 5 psi (0.89 Kg/cm).
SYSTEM SERVICING
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors
involved in the refrigerant quality and quantity in an
air conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration
when anything causes this pressurized, sealed con-
dition to change. The following warnings are pro-
vided here to alert you to their importance BEFORE
you begin learning the correct procedures. Read,
remember, and observe each warning as you begin
actual system servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using the new R-134a
refrigerant, it is essential that servicing tools (gauge
sets, charging equipment, recovery/recycle
equipment etc.) be dedicated to one type refrigerant
only to prevent cross contamination.
Federal regulations prohibit venting R-12 or other
refrigerants into the atmosphere. An SAE and UL
approved recovery/recycle station must be used
to remove refrigerant from the AC system.
Although accidental release of refrigerant is a
remote possibility when correct service proce-
dures are followed, the following warnings must
be observed when servicing AC systems:
Provide appropriate protection for your eyes
(goggles or face shield) when working around air
conditioning refrigerant.
Because R-12 refrigerant boils at a normal sea
level temperature of -21.6
F (-30
C), a drop of the

liquid on your skin will cause frostbite. Wear
gloves and exercise extreme care when handling
refrigerant.
If even the slightest trace of refrigerant enters
your eye, flood the eye immediately with cool
water and seek medical attention as soon as pos-
sible.
When exposed to flames or sparks, the compo-
nents of R-12 refrigerant change and become
deadly phosgene gas. This poison gas will dam-
age the respiratory system if inhaled. NEVER
smoke in an area where R-12 is used or stored.
Never direct a steam cleaning hose or torch in
direct contact with components in the air condi-
tioning system. Localized heat can raise the
pressure to a dangerous level.
Do not heat or store refrigerant containers above
120
F (49
C).
Do not flush or pressure test the system using
shop air or other compressed air sources. Shop
air supplies contain moisture and other contami-
nants that could damage system components.
R-12 Containers
Two basic, readily available containers are used to
store R-12 refrigerant: the 30 or 60 pound bulk canis-
ters (Figure 9-2).
Always read the container label to verify the contents
are correct for the system being serviced. R-12 and
R-134a refrigerants must not be mixed.
FIGURE 9-2. REFRIGERANT CONTAINERS
1. 30 Pound Cylinder 2. 60 Pound Cylinder
SERVICE TOOLS AND EQUIPMENT
Recovery/recycle Station
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station (Figure 9-3) performs
both recovery and recycle procedures which follows
the new guidelines for handling used refrigerant. The
recovered refrigerant can then be recycled to reduce
contaminants, and reused in the same machine or
fleet.
NOTE: To be re-sold, the gas must be re-claimed
which leaves it as pure as new, but requires
equipment normally too expensive for all but the
largest refrigeration shops.
Equipment is also available to just remove or extract
the refrigerant. Extraction equipment does not clean
the refrigerant. It is used to recover the refrigerant
from an AC system prior to servicing.
To accomplish this, the recovery/recycle station sep-
arates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
Mixing different types of refrigerant will damage
equipment. Dedicate one recovery/recycle sta-
tion to each type of refrigerant processing to
avoid equipment damage.
Disposal of the gas removed requires laboratory
or manufacturing facilities.
Recycle equipment must meet certain standards as
published by the Society of Automotive Engineers
and carry a UL approved label. The basic principals
of operation remain the same for all machines, even
if the details of operation differ somewhat.
Leak Detector
Two basic types of leak detectors are used on air
conditioning systems today to locate suspected
leaks. The propane, or halide type detector (Figure 9-
4) uses a flame which changes colors (from pale blue
- normal to purple/blue/violet for a large leak to light
green/yellow for a small leak) to successfully detect
leaks.
The halide type consists of a hose for leak searching,
a burner, tank, and a control valve. Safety is a vital
concern with this type, as the fumes can be poison-
ous. Refer to WARNING on page M9-7.
FIGURE 9-3 RECYCLE/RECOVERY UNIT
FIGURE 9-4 HALIDE (PROPANE) LEAK
DETECTOR
1. Burner
2. Search Hose
3. Cylinder
4. Shut-off Valve
One of the most common types is the electronic
detector (Figure 9-5) which tends to be safer and
more accurate. It is a small hand-held device with a
flexible probe used to seek leaks. A buzzer, alarm or
light will announce the presence of even the smallest
leak.
Note that electronic leak detectors are available for
use only with R-12 or only with R-134a, while other
models are suitable for use with either.
Vacuum Pump
The vacuum pump is used to completely evacuate all
refrigerant, air, and moisture from the system by
deliberately lowering the pressure within the system
to the point where water turns to a vapor (boils) and
together with all air and refrigerant is withdrawn
(pumped) from the system. Normally the vacuum
pump is only used when a system has completely
lost its charge of refrigerant.
FIGURE 9-5 TYPICAL ELECTRONIC LEAK
DETECTOR
FIGURE 9-6 TYPICAL VACUUM PUMP
SERVICE VALVES
Because an air conditioning system is a sealed sys-
tem, two service valves are provided on the compres-
sor to enable diagnostic tests, system charging or
evacuation. Connecting the applicable hoses from the
manifold gauge set to the compressor service valves
enables each of these to be readily performed.
Air conditioning systems designed for R-134a
refrigerant are equipped with a different type ser-
vice valve designed to prevent accidental use of
R-12 in the system. Be certain the servicing
equipment is compatible with R-12 refrigerant.
Stem Type
Service valves may be one of two types. The stem
type valve (Figure 9-7) is capable of being placed in
three positions: front seat; intermediate (mid); and
back seat. Each position represents a specific func-
tion desired when testing the system.
Schrader Type
The Schrader type service valve (Figure 9-8), similar
in appearance and function to the valve in a truck tire
(the rubber compound and spring pressures being
quite different) is becoming more common due to its
capacity for easier accessibility. The Schrader valve
can be mounted almost anywhere in the system. Two
positions are possible with this valve: Closed and
Open, each serves a specific function during testing.
Protective caps are provided for each service valve
when not being used for servicing purposes. These
caps must be kept on each valve to prevent contami-
nation or damage to the valve core.
FIGURE 9-7 STEM TYPE SERVICE VALVE
FIGURE 9-8
MANIFOLD GAUGE SET
The manifold gauge set consists of a manifold with
two screw-type hand valves, one for low side and
one for the high side of an air conditioning system,
located at each end of the manifold (Figure 9-9).
Three fittings are provided between these two
valves. The first fitting connects the low side hose to
the suction side of the compressor or the evaporator
outlet. The second (center) fitting is provided to con-
nect to the servicing canister to charge the system or
for other service procedures. The third fitting con-
nects to the system high side (discharge) hose lead-
ing from the compressor. Shut-off valves are required
within 12 in. of the hose ends to minimize refrigerant
loss.
Low Side Gauge
The Low Side Gauge, registers both vacuum and
pressure. The vacuum side of the scale is calibrated
from 0 to 30 inches of mercury (in. Hg). The pressure
side of the scale is calibrated to 150 psi, however,
normal pressures seldom exceed 75 - 80 psi.
Never open the hand valve to the high side at
anytime when the air conditioning system is
operating. High side pressure, if allowed, may
rupture charging containers and potentially
cause personal injury.
High Side Gauge
The High Side Gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated from 0 to 500 psi, though normal
pressures are usually 300 psi or less.
Installing Manifold Gauge Set
Before attempting to service the air conditioning sys-
tem, a visual inspection of both the engine and sys-
tem components is recommended. Particular
attention should be paid to the belts, hoses, tubing
and all attaching hardware plus the radiator cap, fan
clutch, and thermostat. Inspect both the condenser
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.
Shut off engine. DO NOT attempt to connect ser-
vicing equipment when the engine is running.
1. Be sure all valves on the manifold are closed all
the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service fit-
tings, clean and remove their protective caps.
(See Figure 9-10)
4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
pressor. (High side to compressor discharge
valve and low side to compressor suction side.)
The gauge hook-up process will be the same,
regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the con-
nections are the same. The procedures performed
next will vary depending on what type of equipment
is being used. If a recovery/recycling station is being
used, complete servicing can be accomplished.
Using only a set of gauges will limit the servicing to
adding refrigerant or observing pressures.
FIGURE 9-9 MANIFOLD GAUGE SET
Purging Air From Service Hoses
The purpose of this procedure is to remove all the air
trapped in the hoses prior to actual system testing.
Environmental regulations require that all service
hoses have a shutoff valve within 12 in. of the service
end. These valves are required to ensure only a min-
imal amount of refrigerant is lost to the atmosphere.
The initial purging is best accomplished when con-
nected to recovery or recycle equipment. With the
center hose connected to the recovery station, ser-
vice hoses connected to the high and low sides of the
system, purging of the system can begin. (See Fig.
9-11.)
The manifold valves should be closed. Activating the
vacuum pump will now evacuate any air or moisture
out of the center hose. This will require only a few
minutes of time as the hose is the only component
being placed in a vacuum. Closing the valve will then
insure the hose is purged. It is now safe to open the
other manifold valves.
FIGURE 9-10 SERVICE HOSE HOOK-UP
FIGURE 9-11 PURGING SYSTEM
Adding Refrigerant to the System
(without a charging station)
After determining that the system is low and addi-
tional refrigerant is required, perform the following:
1. Connect the center hose from the manifold
gauge set to the refrigerant dispensing valve on
the container as shown in Figure 9-12.
2. Start the engine and set the idle at 1200 to 1500
RPM and then turn on the air conditioning.
3. Open the refrigerant dispensing valve on the
container and then the low pressure hand valve
on the manifold. This will allow the refrigerant to
enter the system as a gas on the low pressure
or suction side of the compressor. The com-
pressor will pull refrigerant into the system.
4. Continue adding refrigerant until the gauge
reads in the normal range and/or the sight glass
(if equipped) is clear. The sight glass may not
be clear for a moment just before or after the
clutch cycles on and off, but should generally be
clear. Gauge readings will fluctuate as the com-
pressor cycles on and off.
Pressures within the air conditioning system
vary with ambient temperature. A normal pres-
sure range is defined as follows:
Low side - 15 - 30 PSI
High side - 150 - 280 PSI
5. When the gauges show a normal reading and/
or the sight glass (if equipped) is clear, close the
hand valve on the refrigerant container.
FIGURE 9-12 TYPICAL CANISTER HOOKUP
1. Gauge Manifold
2. Low Side Hand Valve
3. High Side Hand Valve
4. High Side Service Valve
5. Low Side Service Valve
6. Service Hose
7. Refrigerant Charging Container
8. Shut-Off Valves
9. Compressor
Stabilizing the AC System
Operating the system at full cooling capacity for a few
minutes after purging ensures that temperatures and
pressures within the system will stabilize, allowing
system testing.
During this stabilization period, do not open
hand valves on manifold for any reason. Equip-
ment damage and personal injury may result.
1. Leave test equipment attached to the system
but ensure it is clear of any moving compo-
nents.
2. Start engine. Allow to operate approximately
1200 - 1500 RPM.
3. Set air conditioning system to maximum cooling
capacity (blower at full speed, temperature set-
ting at coldest point).
4. Open all truck windows and doors briefly to
exhaust any buildup heat in cab. Close windows
and doors.
5. Allow to operate in this manner for a minimum
of five minutes. System should stabilize.
NOTE: If necessary, provide a fan in front of
condenser coils large enough to develop air flow
comparable to normal ram air.
6. Place a thermometer in the air conditioning vent
closest to the evaporator. Wait five minutes to
establish that thermometer reflects tempera-
ture inside cab, then check thermometer. At out-
side ambient temperature of 80
to 100
F,
reading should be between 38
and 45
F.
7. Check sight glass; bubbles may indicate system
is low on refrigerant.
NOTE: If low refrigerant is indicated by lower than
normal pressure readings and bubbles in sight glass,
add refrigerant to enable adequate system testing
Adding Refrigerant and Stabilizing the System
(with a recovery/recycling station)
When using a recovery/recycling station, the proce-
dure is the same as previously described. The differ-
ence is that instead of just opening the refrigerant
container, the refrigerant should be added 0.5 to 1
pound at a time. After each instance of adding the
refrigerant, pause long enough to observe the gauge
reading and/or the sight glass (if equipped) to deter-
mine if the system is full. Use the pressures listed on
the previous page.
Do not open high side hand valve. High side sys-
tem pressure is greater than refrigerant con-
tainer. Serious personal injury may result if the
container explodes.
Use hand valve to regulate low side reading dur-
ing charging. DO NOT EXCEED 40 psi maximum.
Exceeding this pressure may cause compressor
failure.
RECOVERING AND RECYCLING THE
REFRIGERANT
Draining the Oil from the Previous Recovery Cycle
1. Place the power switch and the controller on the
recovery unit in the OFF position.
2. Plug in the recovery station to the correct power
source.
3. Drain the recovered oil through the valve
marked OIL DRAIN on the front of the machine.
4. Place the controller knob in the ON position.
The low pressure gauge will show a rise.
5. Immediately switch to the OFF position and
allow the pressure to stabilize. If the pressure
does not rise to between 5 psi and 10 psi,
switch the controller ON and OFF again.
6. When the pressure reaches 5 to 10 psi open
the OIL DRAIN valve, collect oil in an appropri-
ate container, and dispose of container as indi-
cated by local, state or Federal Regulation.
THE OIL IS NOT REUSABLE, DUE TO CON-
TAMINANTS ABSORBED DURING ITS PREVI-
OUS USE.
Performing the Recovery Cycle
1. Be certain the equipment being used is
designed for the refrigerant intended to be
recovered.
2. Observe the sight glass oil level. Having
drained it, it should be zero.
3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
enough capacity.
4. Confirm that all shut-off valves are closed
before connecting to the AC system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment as per the manufacturer's instruc-
tions.
7. Continue extraction until a vacuum exists in the
AC system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the mani-
fold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.
9. Check the system pressure after the recovery
equipment stops. After five minutes, system
pressure should not rise above 0 gauge pres-
sure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
cycle should continue until the system is void of
refrigerant.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
11. Mark the cylinder with a RECOVERED (red)
magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Keep a
record of the amount of refrigerant recovered, if
possible.
Performing the Recycling Procedure
The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
equipment manufacturer's instructions for this proce-
dure.
Evacuating and Charging the AC System
Evacuate the system once the air conditioner compo-
nents are repaired or replacement parts are secured,
and the AC system is reassembled. Evacuation
removes air and moisture from the system. Then, the
AC system is ready for the charging process, which
adds new refrigerant to the system.
Evacuating the System
1. Attach the high and low side hoses to the
appropriate connections.
2. Start the vacuum pump and run it for five min-
utes.
3. Check the gauge readings for five minutes. If
the gauge needle moves up, the system is not
sealed. The vacuum that was just created did
not hold, air and moisture are being sucked into
the system by that same vacuum.
4. Tighten any loose connections. Re-start the
pump, and open the hand valves on the gauges
again. Repeat the vacuum test.
5. If the leak has been repaired, run the vacuum
pump for at least an hour to remove any mois-
ture from the system.
The moisture must turn to gas before the pump can
pull it out. The moisture takes time to boil away, so
that it can be drawn out of the system. The vacuum
pump can draw most of the air out quickly, but a deep
vacuum requires more time; the deeper the vacuum,
the more time required.
Charging the AC System
When adding a full charge of refrigerant, it is possible
to put it in as a gas or as a liquid. Adding refrigerant
as a liquid is faster but can damage the compressor if
not done correctly. The procedure used, and where
the refrigerant is added in the AC system makes a
difference. When using refrigerant as a liquid, never
add more than two thirds of system requirements as
a liquid. Finish charging the system using gas.
SYSTEM PERFORMANCE TEST
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Start engine and operate at 1200 - 1500 RPM.
2. Place fan in front of condenser to simulate nor-
mal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
closest to evaporator.
4. Evaluate the readings obtained from the
gauges against those in Figure 9-19. In addi-
tion, consult each applicable diagnosis situa-
tion in this section.
As preliminary steps to begin checkout of the system,
perform the following:
1. Close all windows and doors in the cab.
2. Set air conditioning system at maximum cooling
and blower to high speed operation.
3. Read indication on the two manifold gauges.
Readings should be within normal range,
adjusted for current ambient temperature.
4. Observe sight glass. It should be clear of bub-
bles.
5. Compare evaporator discharge air temperature
reading against specifications shown in Figure
9-19.
6. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for
even temperatures, if outlet is cooler than inlet,
a restriction is indicated.
7. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
8. Check the operation of the temperature control
switch to ensure the compressor drive clutch
engages and disengages. A 5
_
10
F evaporator
air temperature rise between the cut-off and
cut-in points of control switch is not uncommon.
9. If these conditions are met, the system is con-
sidered normal. Shut down engine. Backseat
service valves, if used. Remove gauges and
install the caps on the service valves.
10. If conditions are not met, refer to Diagnosis
section.
SYSTEM LEAK TESTING
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting in inad-
equate or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the sys-
tem is operated and lubricant wets the seal, the leak
may stop. Such leaks can often be located visually,
or by feeling with your fingers around the shaft for
traces of oil. (The R-12 itself is invisible, odorless,
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.)
A second common place for leaks is the nylon or rub-
ber hoses where they are crimped or clamped to the
fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear indi-
cation of a leak.
To locate a leak, four common types of leak detectors
are used. Usually, a 50% charged system is enough
to find most leaks. If the system is empty, connect the
manifold gauge set to the system and charge at least
one (1) lb. of refrigerant into the system.
Use extreme caution leak testing a system while
the engine is running. Stay clear of all moving
components, and don't allow high side pressure
to exceed 300 psi.
In its natural state, R-12 refrigerant is a harmless,
colorless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
When using a halide torch for detecting air condi-
tioning system leaks, always insure that the area
is adequately ventilated. Do not breathe fumes
from the torch and keep flames away from flam-
mable material.
NOTE: R-12 refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the undersurface of all components to
locate leak.
Electronic leak detector
(Refer to Figure 9-5). As the test probe is moved into
an area where traces of R-12 are present, a visual or
audible announcement indicates a leak. Audible units
usually change tone or speed as intensity changes.
Halide (propane) Torch
1. Light the torch (Figure 9-4) by opening the pro-
pane can and igniting the flame; carefully adjust
the flame to a height sufficient to heat the reac-
tion plate to a cherry red color.
2. As plate turns red, adjust flame to a height
slightly above the plate and high enough to sus-
tain the cherry red color.
Too high a flame will overheat and destroy the
reaction plate.
3. Slowly and carefully move the pickup hose
around the various components of the system.
Don't rush testing as R-12 must travel length of
hose to reach flame.
4. Observe the flame for any noticeable change in
color.
Tracer dyes
Tracer dyes are available that can be added to the
system as R-12 is added. The system is then oper-
ated to thoroughly circulate the dye. As R-12
escapes, it leaves a trace of the dye at the point of
leakage, which is then detected using an ultraviolet
light, revealing a bright fluorescent glow.
Soap and water
Soap and water can be mixed together and applied
to system components. Bubbles will appear to pin-
point the specific location of leaks.
After determining the location or source of leak(s),
repair or replace leaking component(s).
Engine must not be running during this proce-
dure. Supply adequate ventilation and extinguish
any nearby flame sources.
FLUSHING AIR CONDITIONER COMPO-
NENTS
The flushing process is used to remove contaminants
from hoses, lines and some of the other system com-
ponents. DO NOT flush the compressor, expansion
valve or metering device or screens. These are
bench checked, cleaned and repaired or replaced. A
receiver-drier, accumulator, expansion valve and
tube are never flushed, they are replaced. When you
disassemble and flush components and hoses
(lines), it is best to REVERSE FLUSH. Flush in the
opposite direction of R-12 flow. Flush the system
using R-11 or R-13 or other commercial solvent sold
for that purpose. Figure 9-13 illustrates the use of a
flushing kit.
Always wear protective goggles and provide ade-
quate ventilation when flushing components.
Never use R-12 as a flushing agent.
When opening the AC system, plug any open lines
except when flushing. Fill the cylinder of the flushing
gun with solvent. Insert the rubber gun probe into the
outlet of each component and dispense solvent
(reverse flush). Unless there is a serious blockage,
the solvent will appear at the other end of the compo-
nents. Flush the next component in turn until all parts
are flushed.
FIGURE 9-13 FLUSHING COMPONENTS
Allow solvent to evaporate completely (about 30 min-
utes) and then assemble the system replacing parts
where necessary.
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible. Always
replace the receiver-drier when assembling the AC
system after flushing.
Before system assembly, check the compressor
oil level and fill to manufacturer specifications.
SYSTEM REPAIR
The following service and repair procedures are not
any different than typical vehicle service work. How-
ever, AC system components are made of soft met-
als (copper, aluminum, brass, etc.). Comments and
tips that follow will make the job easier and reduce
unnecessary component replacement.
All of the service procedures described are only
performed after the system has been discharged.
Never use regular shop oil or joint compound to
lubricate or seal any AC connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings or components as soon as they are
disconnected. Keep all connections clean (also caps
and plugs used) so debris can't enter accidentally. As
a general rule, replace any gaskets and O-rings with
new ones. Use fresh refrigeration oil to lubricate
connections, gaskets and O-rings.
Hoses and Fittings
When replacing hoses, be sure to use the same type
and ID hose you removed. After lubricating the hose
and fitting, slide the hose over the fitting. The hose
clamp should be on the hose before it is pushed onto
the fitting and seated. The hose should be fully
seated or pushed in to a locating bead if present.
When hoses or fittings are shielded or clamped to
prevent vibration damage, be sure these are in posi-
tion or secured.
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.
Expansion Valve
When removing the expansion valve from the sys-
tem, remove the insulation, clean the area and dis-
connect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the fil-
ter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
Receiver-Drier
The receiver-drier can not be serviced or repaired. It
should be replaced whenever the system is opened
for any service. If the receiver-drier has a pressure
switch to control the clutch, it should be removed and
installed on the new unit.
Thermostat
A thermostat can be stuck open or closed due to con-
tact point wear or fusion. The thermostat temperature
sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evapo-
rator temperature.
When thermostat contact points are stuck open or
the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no AC
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat con-
tact or just no contact. A quick method of trouble-
shooting is to bypass the thermostat by hot wiring the
clutch coil with a fused lead. If the clutch engages,
replace the thermostat.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are
a faulty switch that could be due to fatigue. The ther-
mostat must be replaced. When the clutch will not
disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
There will also be below normal pressure on the low
side of the system.
Side effects can be compressor damage caused by
oil accumulation (refrigeration oil tends to accumu-
late at the coolest spot inside the system) and lower
than normal suction pressure that can starve the
compressor of oil.
Clutch
Clutch problems include electrical failure in the clutch
coil or lead wire, clutch pulley bearing failure, worn or
warped clutch plate or loss of clutch plate spring tem-
per. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat dam-
age, replace the whole assembly.
The fast way to check electrical failure in the lead
wire or clutch coil is to hot wire the coil with a fused
lead. This procedure bypasses clutch circuit control
devices.
Clutch pulley bearing failure is indicated by bearing
noise when the AC system is off or the clutch is not
engaged. Premature bearing failure may be caused
by poor alignment of the clutch and clutch drive pul-
ley. Sometimes it may be necessary to use shims or
enlarge the slots in the compressor mounting bracket
to achieve proper alignment.
Excessive clutch plate wear is caused by the plate
rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal
gap between the clutch pulley and the clutch plate is
0.030 to 0.040 in., with 0.060 in. maximum. If the gap
is too wide, the magnetic field created when the
clutch coil is energized will not be strong enough to
pull and lock the clutch plate to the clutch pulley.
Compressor
The compressor can fail due to shaft seal leaks (no
R-12 in the system), defective valve plates, bearings,
other internal parts or problems associated with high
or low pressure, heat or lack of lubrication. Be sure
the compressor is securely mounted and the clutch
pulley is properly aligned with the drive pulley.
You may use a mechanics stethoscope to listen for
noises inside the compressor, loose wrist pins, piston
slap, noisy valves or bearings. Feel the compressor
body and note if the lower part of the crankcase is
extremely hot. This indicates the compressor is low
on or may be starved for oil. Compressor lockup is an
indication of a broken piston or connecting rod.
CHECKING COMPRESSOR OIL LEVEL
Every air conditioning system and compressor
depends on refrigeration oil for lubrication and safe
operation.
Refrigerant oil, under normal circumstances inside
the sealed system, cannot go anywhere, and there is
no need to check the oil at such times. It is a highly
refined, pure mineral oil, containing no additives,
waxfree and contained in a dehydrated form. For this
reason, always keep a cap on an oil container except
when in use. Moisture is quickly absorbed by the oil.
Whenever a system is opened for service, the com-
pressor oil level should be checked and clean refrig-
eration oil added as required by the manufacturer's
specifications (usually located on compressor).
York Compressor Oil Level Check
(2 cylinder model)
NOTE: The York compressor need not be removed
from the system to be checked. If system has been
discharged, steps 1 through 3 will not apply.
1. Run compressor for 10 to 15 minutes to allow
oil to thoroughly circulate through the system.
Stop engine.
2. Connect manifold gage set to compressor ser-
vice valves.
3. Refer to Performing the Recovery Cycle.
4. Unscrew oil check plug five full turns to bleed off
remaining pressure until gauge reads 0.
NOTE: Suction pressure may rise slowly to 5 psi
gauge pressure after both valves are closed.
5. Remove oil check plug and O-ring to check oil
level with dipstick. (See Figure 9-14 for details
and Figure 9-15 for location.)
6. Check the findings against the values in the
table in Figure 9-14.
7. If necessary to add oil, add only the type speci-
fied by the system manufacturer (never more
than 10 ounces).
8. Slip the O-ring over the oil fill plug threads,
being careful not to twist the O-ring. Insert oil
plug in oil filler opening and snug-tighten.
Sanden Compressor Oil Level Check
(5-Cylinder)
NOTE: This check can be better performed with the
compressor out of the system and on the bench. If
system has been discharged, steps 1 and 2 will not
apply.
OIL CHARGE VS. DIPSTICK DEPTH
Oil Charge
Ounces 6 8 10 12 16
Horizontal
Mount
13/16 1 1-3/16 1-5/8 1-15/16
Vertical
Mount
7/8 1 1-1/8 1-7/16 1-7/8
FIGURE 9-14 OIL LEVEL CHECK
(York Compressor)
FIGURE 9-14. DIPSTICK DIMENSIONS & DETAILS
(2 Cylinder York)
1. Run compressor for 10 minutes to allow oil to
thoroughly circulate through the system.
2. Stop engine; recover refrigerant.
3. Remove compressor from the system by loos-
ening mounting bolts and removing drive belt.
Place compressor on bench with oil fill plug at
top dead center.
4. Using an angle gage, determine the mounting
angle across the two mounting ears flat sur-
faces. After centering the bubble on the gage,
check the angle of mounting to the closest
degree.
5. Remove oil filler plug slowly to release pres-
sure. Using figure 9-16 as a guide, peer through
oil filler hole to rotate the clutch front plate to
place internal parts of compressor as shown in
illustration.
6. If the compressor is right-mounted (facing
clutch) (See Figure 9-17), position the parts as
though they were moving toward the rear of the
compressor (equal to the discharge stroke of
piston).
7. If the compressor is left-mounted (facing the
clutch) (See Figure 9-17), position the parts as
though they were moving to the front of the
compressor (equal to the suction stroke of pis-
ton).
NOTE: Either step will clear the path of internal parts
so as to allow dipstick insertion to its full depth.
8. Insert dipstick (Sanden p/n 32447) through oil
filler hole until stop point is reached. (See Fig-
ure 9-17). Use the following as a guide to deter-
mining the correct angle of the dipstick for each
type of mounting (right or left):
If mounting angle is to the RIGHT, point of
angle should be to LEFT.
If mounting angle is to the LEFT, point of
angle should be to RIGHT.
In both, bottom surface of angle must be
flush with surface of oil filler hole.
Remove the dipstick and count the increments of oil
(numbers on dipstick). (Refer to Figure 9-18 for cor-
rect mounting angle/oil level determination.)
10. Add or subtract oil to reach a mid-range of value
if the actual reading is not exactly on the dip-
stick increment.
Exercise care not to overtighten plug to stop a
leak in step 11. Remove plug instead and install
new O-ring.
11. Insert the oil filler plug, checking that O-ring is
not twisted. Torque the plug to 6 to 9 ft. lbs. (8 -
12 N.m).
FIGURE 9-15 LOCATING INTERNAL PARTS
FIGURE 9-16 MOUNTING ANGLE FOR DIPSTICK
INSERTION
EVACUATING THE SYSTEM
Evacuating the complete air conditioning system is
required in all new system installation. Also, when
repairs are made on systems requiring a component
replacement (system opened) or a major loss of
refrigerant has occurred. All will require that a vac-
uum be pulled using a vacuum pump that completely
removes any moisture from the system. Once prop-
erly evacuated, the system can be recharged with
refrigerant again.
Using a pump to create a vacuum in the air condition-
ing system effectively vaporizes any moisture, allow-
ing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (212
F at sea level with 14.7 psi). In

a vacuum, water will boil at a lower temperature
depending upon how much of a vacuum is created.
As an example, if the ambient air outside the truck is
75
F at sea level, by creating a vacuum in the system

so that the pressure in inches of mercury is below
that of the outside air (in this case, at least 29.5
inches of vacuum is needed), the boiling point of
water will be lowered to 72
F. Thus any moisture in

the system will vaporize and be drawn out by the
pump if the pump is run for approximately an hour.
The following steps indicate the proper procedure for
evacuating all moisture from the heavy duty air con-
ditioning systems.
Do not use the air conditioning compressor as a
vacuum pump or the compressor will be dam-
aged.
NOTE: Lower the vacuum requirement one inch for
every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected
(after discharging the system), connect the cen-
ter hose to the inlet fitting of the vacuum pump
as shown in Figure 9-19. Then open the low
side hand valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge out-
let. Turn the pump on and watch the low side
gauge. The pump should pull the system into a
vacuum (if not, the system has a leak).
3. Run the pump for five minutes, close the hand
valves and shut off the pump.
MOUNTING
ANGLE
(Degree)
ACCEPTABLE OIL LEVEL
IN INCREMENTS
Model 505 507 508 510
0
10
20
30
40
50
60
90
4-6
6-8
8-10
10-11
11-12
12-13
12-13
15-18
3-5
5-7
6-8
7-9
8-10
8-10
9-11
9-11
4-6
6-8
7-9
8-10
9-11
9-11
9-11
9-12
2-4
4-5
5-6
6-7
7-9
9-0
10-12
12-13
FIGURE 9-17 VACUUM PUMP HOOKUP
1. Low Pressure Hand
Valve
2. High Pressure Hand
Valve
3. Vacuum Pump
FIGURE 9-18. MOUNTING ANGLE/OIL LEVEL
DETERMINATION
4. Observe gauge reading and wait 10 minutes.
Reading should not vary more than 1-2 in. hg.
After waiting, if more vacuum is lost than this, a
serious leak is indicated and the system must
be recharged, leak tested, repaired and evacu-
ated.
5. Turn on pump, open hand valves and continue
evacuation for at least one hour.
NOTE: If system has excessive amounts of moisture,
60 minutes evacuation may not be sufficient since
the water must turn to a vapor to be drawn out of the
system. If a sealed system is known to be, and
gauge readings increase after 1 hour, extend the
evacuation time to ensure total moisture removal.
6. Close the manifold hand valves and turn off
vacuum pump, watching the low side gauge
reading. If vacuum remains for a few minutes,
the system is ready for charging.
TROUBLESHOOTING
PRE-DIAGNOSIS CHECKS
A lot of time and frustration can be saved if obvious
causes of system problems are checked before con-
necting the manifold gauge set. If the system indi-
cates Insufficient cooling or no cooling, the following
points should be checked before proceeding with the
system diagnosis procedures.
PREPARING FOR DIAGNOSIS
Successfully servicing an air conditioning system,
beyond the basic procedures outlined in the previous
section, requires additional knowledge of system
testing and diagnosis.
A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air con-
ditioning system. An accurate testing sequence is
usually the quickest way to diagnose an internal
problem. When correctly done, diagnosis becomes
an accurate procedure rather than guesswork.
Compressor Belt - Must be tight, and
properly aligned.
Compressor Clutch - The clutch must
engage. If it does not, check fuses, wiring,
and switches.
Oil Leaks - Inspect all connection or
components for refrigeration oil leaks
(especially in the area of the compressor
shaft). A leak indicates an R-12 refrigerant
leak.
Electrical Check - Check all wires and
connections for possible open circuits or
shorts. Check all system fuses.
NOTE: Some systems use different safety devices in
the compressor circuit to protect the compressor.
Check the thermal fuse, the low pressure cutout
switch, high pressure cutout switch or trinary
pressure switch if equipped.
Cooling System - Check for correct cooling
system operation. Inspect the radiator
hoses, heater hoses, clamps, belts, water
pump, thermostat and the radiator for
condition or proper operation.
Radiator Shutters - Inspect for correct
operation and controls, if equipped.
Fan and Shroud - Check for proper
operation of fan clutch. Check installation of
fan and shroud.
Heater/Water Valve - Check for malfunction
or leaking.
System Ducts and Doors - Check the ducts
and doors for proper function.
Refrigerant Charge - Make sure system is
properly charged with the correct amount of
refrigerant.
PRELIMINARY STEPS
The following steps outline the correct procedures
necessary to prepare the truck and the system for
testing and diagnosis:
1. Correctly connect the manifold gauge set to the
system. Refer to the connection and purging
procedures outlined in this section.
2. Run the engine with the air conditioning system
on for five to ten minutes to stabilize the system.
3. With the engine and the system at normal oper-
ating temperature, conduct a Performance Test
as outlined in this section.
DIAGNOSIS OF GAUGE READINGS &
SYSTEM PERFORMANCE
The following Troubleshooting Chart lists typical mal-
functions encountered in air conditioning systems.
Indications and or problems may differ from one sys-
tem to the next. Read all applicable situations, ser-
vice procedures, and explanations to gain a full
understanding of the system malfunction. Refer to
Suggested Corrective Action for suggested service
procedures.
TROUBLE: Insufficient Cooling
Indications:
Low side pressure LOW
High side pressure LOW
Discharge air is only slightly cool
Bubbles observed in sight glass
Low R-12 charge, causing pressures to be slightly
lower than normal.
Check for leaks by performing leak test.
No leaks found. 1. Charge System
2. Performance Test System
Leaks Found. 1. Discharge R-12 from system.
2. Repair leaks as necessary.
3. Check and replace any compressor oil lost due to
leakage.
4. Evacuate system
5. Charge system
6. Performance test system
TROUBLE: Little or No Cooling
Indications:
Low side pressure VERY LOW
High side pressure VERY LOW
Discharge air warm
No bubbles observed in sight glass
May show oil streaks
R-12 sensing pressure switch may have compressor
stopped.
R-12 Refrigerant excessively low; leak in system.
1. Add Refrigerant (make sure system has at least
50% of its normal amount) and leak test system
2. It may be necessary to use a jumper wire to enable
the compressor to operate if it has shut down due to
pressure sensing switch.
3. Discharge system, and repair leak
4. Check and replace any compressor oil lost due to
leakage.
5. Evacuate system.
6. Charge system
7. Performance test system.
TROUBLE: Insufficient or No Cooling
Indications:
Low side pressure TOO HIGH
High side pressure TOO HIGH
Discharge air not cool
Occasional bubbles appear in sight glass
Air and/or moisture in system

Large amounts of air will indicate higher gauge
readings since the air is non-condensable under these
pressures. Hot gas (air) enters the evaporator, taking
space of R-12, causing temperature and pressure to
increase.
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.
1. Since system is saturated with air/moisture, Dis-
charge R-12
2. Replace receiver/drier (desiccant)
3. Change refrigerant oil
4. Flush system components
5. Evacuate system thoroughly
6. Charge system
TROUBLE: Insufficient or No Cooling
Indications:
Low side pressure HIGH
High side pressure NORMAL TO HIGH
Discharge air is warm
Suction hose shows heavy sweating
(considerable moisture)
Expansion Valve Malfunction (stuck open)
Expansion valve isn't providing the restriction needed
for a proper pressure drop, R-12 flow is excessive and
condenser cannot remove enough B.T.U.'s causing
higher pressures and temperatures.
1. Operate system and spray liquid R-12 onto the cap-
illary tube (thermal bulb) or the head of the expan-
sion valve. Low side should drop into a vacuum,
indicating valve is all right. Clean surfaces of ther-
mal bulb and contact area, secure in place and
install insulating material.
2. If low side does not drop into a vacuum when valve
is cooled, discharge system and replace expansion
valve.
3. Evacuate system
4. Charge system
TROUBLE: Insufficient Cooling
Indications:
Low side pressure TOO LOW (VACUUM)
High side pressure NORMAL TOO LOW
Discharge air only slightly cool
Expansion valve outlet frosty or sweaty
Expansion valve malfunction (stuck closed)
Restriction near expansion valve (valve itself, inlet or
outlet screen clogged) or lost charge in thermal bulb
causing compressor to evacuate low side, R-12 super
cools in condenser because of restricted flow, lowering
temperature and pressure.
1. Operate system and warm up expansion valve &
thermal bulb area (hair dryer or with hand). Low side
pressure should increase, indicating valve is all
right. Clean surfaces, secure in place and insulate.
2. If no change is observed, discharge system and
replace expansion valve.
3. Evacuate system
4. Charge system
MANIFOLD GAUGE READING (PSI)
AMBIENT
TEMPERATURE
(
F)
Low Side High Side
EVAPORATOR
OUTLET TEMP.
(F)
60 0-4 95-115
65 4-8 105-125
70 8-12 115-135
35-55
75 12-14 130-150
80 12-18 150-170
85 16-20 165-185
90 18-22 175-195
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.
M09004 Heater/Air Conditioner Service M9-1
HEATER/AIR CONDITIONER SERVICE
COMPONENT SERVICE
When a component connected to the refrigerant cir-
cuit, other than the compressor head gasket, requires
replacement, the proper procedures must be followed
to release the refrigerant charge in the system before
removal of any hoses. After component replacement,
follow the procedure described under Evacuation and
Charging to remove the moisture from the system,
check for leaks, and to replace the refrigerant. Keep all
hoses and components capped to prevent entry of
moisture and foreign material during repair. If the com-
pressor head gasket is the only component to be
removed, adjust the service valves to the front seated
position as shown in Figure 9-5 in Air Conditioning
System. This position isolates the compressor from
the rest of the system and prevents loss of refrigerant.
To remove the refrigerant charge prior to removing any
other component or hose, follow the procedure below:
Refrigerant Discharge
1. Attach the gauge manifold to the compressor
service valves as shown in Figure 9-12 in Air
Conditioning System. Do not install a refriger-
ant container on the center hose.
2. Turn the gauge manifold valves fully clockwise
to the closed position.
3. Adjust the service valves to the mid position as
shown in Figure 9-5 in Air Conditioning Sys-
tem.
4. Connect the gauge manifold center hose to a
recovery/recycle station as shown in Air Condi-
tioning System to permit discharge of the refrig-
erant.
5. Slowly de-pressurize the system by opening the
low pressure valve a slight amount and allowing
the refrigerant to discharge slowly from the system.
FIGURE 9-1. AIR CONDITIONER COMPRESSOR MOUNTING
1. Compressor
2. Compressor Driven
Pulley and Clutch
3. Mounting Bracket
4. Shims
5. Low Pressure Inlet
Hose
6. High Pressure
Discharge Hose
7. Adjustment Locking
Capscrew
8. Engine Mount Bracket
9. Compressor Drive
Belt
10. Belt Tension Adjuster
11. J am Nut
M9-2 Heater/Air Conditioner Service M09004
6. After the system is nearly discharged, open the
high pressure valve very slowly and allow any
refrigerant remaining in the compressor and
high pressure line to discharge.
COMPRESSOR
A defective compressor will cause insufficient cooling
and/or loss of refrigerant. Refrigerant loss past the
head gaskets or shaft seal can easily be detected by
using a leak detector. If the manifold gauges indicate
high suction and low discharge pressures, the trou-
ble can probably be traced to a defective head gas-
ket or valve assembly in the compressor. Additional
compressor repair information can be found in Air
Conditioning System.
Cylinder Head (Gasket) Removal
1. Adjust the compressor service valves to the
front seated position.
2. Remove the cylinder head capscrews and lift
cylinder head off.
3. Inspect compressor and replace parts as
required.
Installation
1. Install new gasket and position cylinder head
over compressor.
2. Install capscrews.
3. Torque capscrews to proper torque and in the
correct sequence as recommended by the com-
pressor manufacturer.
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
pulley.
5. Remove hardware loosened in step 4 and
remove compressor from the engine brackets.
Note position of any shims removed for pulley
alignment during reinstallation.
Installation
1. Align compressor with brackets on engine and
install attaching hardware.
2. Using a straight edge, check alignment of
engine drive pulley and compressor clutch
driven pulley. Shim if necessary for proper
alignment.
3. Install compressor drive belt and adjust belt ten-
sion adjuster to allow .50 in. (12.7 mm) maxi-
mum belt deflection measured at the middle of
the belt span. Tighten adjuster jam nut.
4. Tighten all compressor mounting hardware and
recheck belt tension.
5. Attach refrigerant system hoses and clutch
wire.
6. Install belt guard and verify proper clearance to
prevent contact with the belt or pulley.
7. Evacuate and recharge the system as
described in Air Conditioning System.
CONDENSER
A dirty or clogged condenser through which air flow is
restricted will cause high head pressure in the com-
pressor. The condenser usually may be cleaned by
using a fiber bristled brush and compressed air.
Extensive clogging may require use of soapy water
and brush wash and complete flushing with fresh
water to remove all foreign materials. If the condenser
has been damaged and is leaking, remove the con-
denser assembly and install a new component.
FIGURE 9-2. CONDENSER INSTALLATION
1. Outlet Hose
2. Inlet Hose
3. High Temperature
Switch
Removal
1. Discharge system refrigerant as described ear-
lier.
2. Remove grille covering condenser assembly.
3. Loosen hose fittings at condenser hose inlet
and outlet bulkhead fittings. (Refer to Figure 9-
2.)
4. Disconnect wires attached to the high tempera-
ture switch (3)
5. Remove the six capscrews, washers, and nuts
attaching the condenser to the vertical mount-
ing brackets. Remove the condenser assembly.
6. Remove the short hoses connected to the coil
tubes for reuse if condition is acceptable.
Installation
1. Install new condenser assembly with hardware
removed above. Tighten to 65 ft. lbs (88.1 N-m)
torque.
2. Install inlet and outlet hoses.
3. Connect wires to high temperature switch.
4. Check system for leaks and evacuate and
recharge system as described in Air Condi-
tioning System.
5. Install grille over condenser assembly.
RECEIVER/DRYER
A dirty or restricted receiver/dryer will cause a sys-
tem malfunction and will be indicated by loss of cool-
ing, low suction and discharge pressures. When the
system is in operation, a defective receiver/dryer
may be detected by the outlet fitting being cooler
than the inlet fitting. Replace any unit which is sus-
pected of being restricted.
Removal
1. Discharge refrigerant from system.
2. Disconnect wires from low pressure switch.
3. Loosen and remove hoses at inlet and outlet
ports.
4. Remove clamps securing receiver/dryer to the
mounting brackets and remove assembly.
Installation
1. Attach receiver/dryer to shroud brackets with
mounting clamps.
2. Attach hoses at inlet and outlet ports.
3. Connect wires to the low pressure switch.
4. Check hose connections for leaks and evacuate
and recharge the system per instructions in Air
Conditioning System.
EVAPORATOR COIL, THERMOSTAT
SWITCH, AND EXPANSION VALVE
A dirty or plugged evaporator coil will restrict flow of
air and reduce cooling. Clean the coil in the same
manner as for the condenser coil. if ice forms on the
evaporator coil (restricting air flow) the thermostat
should be checked for serviceability and proper loca-
tion and mounting. A defective unit should be
replaced with a new component.
The thermostat switch controls the temperature of
the air entering the truck cab. If the unit is not cool-
ing, make sure the control lever is adjusted past the
OFF position. Also check that the switch capillary
tube is properly mounted in the evaporator coil fins. If
cooling still is not proper, perform the following
check:
1. Disconnect the thermostat leads and attach an
ohmmeter. There should be no continuity
between these terminals.
2. Rotate the thermostat arm towards the MAX
position and note the continuity. The resistance
value should change as the arm is moved. If
not, the thermostat switch must be replaced.
FIGURE 9-3. RECEIVER/DRYER INSTALLATION
1. Receiver/Dryer
2. Outlet Hose
3. Sight Glass
4. Low Pressure Switch
5. Inlet Hose
6. Radiator Shroud
EXPANSION VALVE
A faulty expansion valve could cause the evaporator
coil to be starved for, or flooded with refrigerant.
If the manifold gauge shows low suction pressure or
a vacuum, the evaporator coil is being starved of
refrigerant. To check the expansion valve, remove
the sensing bulb from the evaporator coil discharge
tube and warm it by holding it in your hand. If suction
pressure does not return to normal, the expansion
valve is probably defective and should be replaced.
Before replacing the expansion valve though, run
your hand the length of the tube between the con-
denser and the receiver/dryer, if the tube is warm
along its length the expansion valve definitely is
defective. If the receiver/dryer is cooler than the
hose, the receiver/dryer is restricted or defective and
should be replaced.
If the manifold gauge shows high suction pressure,
the evaporator coil is being flooded with refrigerant.
Check the sensing bulb to be sure it is rigidly con-
nected to the evaporator coil discharge tube and is
properly insulated. If the proper bulb mounting does
not correct the problem, the expansion valve is prob-
ably contaminated internally and should be replaced.
For a further check of the operation of the expansion
valve, insert the sensing bulb in a container of ice
water. If the suction pressure does not return to nor-
mal, replace the expansion valve.
Removal
Refer to Figures 9-4 and 9-5 for the following proce-
dure:
1. Discharge refrigerant from system as described
earlier.
FIGURE 9-4. EVAPORATOR COIL INSTALLATION
1. Cabinet
2. Blower Motor Assembly
3. Heater Core
4. Thermostat Switch
5. Evaporator Outlet
6. Extension Fitting
7. Expansion Valve
8. Capillary Tube
9. Evaporator Coil
2. Remove covers from heater/air conditioner cab-
inet (1, Figure 9-4) for access to components.
3. Remove hoses from expansion valve extension
(7) and evaporator coil outlet (5).
4. Remove heater hoses per instructions in Blower
Removal.
5. Remove thermostat control cable (1, Figure 9-
5) and wires from thermostat switch (3).
6. Loosen and remove thermostat mounting
screws.
Use extreme care in removing the thermostat
switch sensing capillary tube. If tube is damaged
or kinked, it must be replaced.
7. Carefully pull the end of the thermostat switch
capillary tube (8, Figure 9-4) from bottom of
evaporator coil (9) and bend and straighten just
enough to allow removal from top side of coil.
Remove thermostat switch and capillary tube.
8. Slide evaporator coil assembly out of heater/air
conditioner cabinet.
9. Remove insulating tape from expansion valve
and bulb.
10. Replace components as required.
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.
6. Feed thermostat switch capillary tube through
grommet in side of cabinet.
a. Route capillary tube above and to the center
of the evaporator coil.
b. Route tube down through the fins at a point 5
in. (127 mm) from the right side of the cabi-
net.
c. Bend the tube and route it horizontally and
insert tip up through evaporator lower sur-
face. (Refer to Figure 9-4.)
7. Reinstall cables, hoses and covers.
8. Check for leaks, evacuate and recharge the
system per instructions in Air Conditioning
System.
BLOWER MOTOR ASSEMBLY
The engine cooling system is pressurized by sys-
tem air pressure and by thermal expansion of
coolant during operation. DO NOT remove the
radiator cap while the engine is hot. Severe
scalding burns can result.
FIGURE 9-5. EVAPORATOR ASSEMBLY
COMPONENTS
1. Thermostat Control
Cable
2. Capillary Tube
4. Sensing Bulb
5. Pressure Equalizing
Capillary Tube
6. Expansion Valve
Removal
1. Relieve radiator pressure by loosening the radi-
ator cap slowly.
2. To minimize spillage of antifreeze in the truck
cab, set the temperature control to OFF. Close
shut-off valve on engine block. Disconnect
heater hose from shut-off valve.
3. Remove access cover from outer right front of
the truck cab.
4. Loosen clamp securing heater return line (line
without valve) to heater core. Loosen line until it
starts to leak, then move temperature control
lever to ON position. Heater core will drain
through hose removed from the shut-off valve
on the engine block.
NOTE: Make certain return line loosened in Step 4 is
sucking air to prevent siphoning coolant from radiator
and engine.
FIGURE 9-6. HEATER/AIR CONDITIONER ASSEMBLY
1. Cover Assembly
2. Inlet Ring
3. Wheel
4. Housing (Right Side)
5. Blower Mounting
Bracket
6. Heater Core Support
7. Heater Core
8. Evaporator Coil
9. Cabinet
10. Damper Assembly
11. Evaporator Closeout
13. Grommet
14. Grommet
15. Evaporator
Plate Assembly
16. Extension Tube
17. Expansion Valve
18. Heater Core
Connector
19. Housing (Left Side)
20. Gasket
21. Motor Assembly
5. Remove cover (1, Figure 9-6) from heater
assembly by removing two screws on each side
and two screws at lower front of the cover.
6. Remove both hoses and clamps from heater
core fittings.
7. Remove air conditioner thermostat switch (12,)
by removing two mounting screws and discon-
necting operating cable.
Use care removing upper screw from the thermo-
stat switch to prevent bending of capillary tube in
switch area. Bending or cracking of the capillary
tube will cause the sensing switch to be inopera-
tive.
8. Carefully pull capillary tube from unit.
9. Remove fittings from heater core (7).
10. Slide heater core from unit.
11. Disconnect electrical wiring from blower motor.
Wires are color coded for easy identification,
note the proper connection locations.
12. Remove motor blower assembly (2, Figure 9-4)
by removing mounting screws on each side of
cabinet (1). Inside the cabinet, raise end of
blower assembly on right side and lower left end
to remove blower from the cabinet.
Installation
1. Reassemble, if necessary, and install motor
blower assembly into the casing assembly (23).
Secure with machine screws removed at disas-
sembly.
2. Using notes made at removal, reconnect all
electrical wiring to the blower motor.
3. Slide heater core into the casing assembly and
seat fully.
NOTE: Cores being installed should be sealed with
silicone rubber sealant (Part Number VJ6937). DO
NOT overtighten the heater core fittings to prevent
possible distortion of the core end shell.
4. Install fittings on the heater core tubes.
5. Carefully install thermostat switch and capillary
tube. Take care not to kink or otherwise damage
the capillary tube. Connect operating cable to
the sensing switch.
6. Connect coolant lines from engine to the heater
core fittings and tighten securely. Do not over-
tighten.
7. Install cover assembly (1, Figure 9-6).
8. Replace outer access cover on right front of
truck cab.
9. If removed, reconnect heater hose to shut-off
valve on engine block. Open the shut-off valve.
10. Check coolant level in radiator and service with
appropriate mix of antifreeze as necessary.
11. Start engine and move temperature control to
the ON position. Run engine for a short time
for coolant to completely fill the heater circuit
and lines. Shut down engine, recheck coolant
level and add coolant mix if necessary.
Blower Disassembly
1. Remove screws holding blower housing (4, 19,
Figure 9-6) to blower mounting plate (5).
2. Remove two nuts securing each end of motor to
blower housings.
NOTE: Mark position of blower housing and fan with
respect to motor to insure proper fan rotation at
assembly.
3. With blower motor held securely, bring blower
housing evenly in contact with rear of fan and
apply pressure on blower housing forcing fan
from motor shaft.
NOTE: It is not necessary to remove snap ring from
fan hub for assembly or disassembly.
4. Unplug motor wire and repeat fan removal pro-
cedure at other end of the motor shaft.
Blower Assembly
1. Install gasket (5) and blower housing (3) on
blower mount (4).
NOTE: To insure proper fan rotation, reassembly unit
using match marks made at disassembly.
2. Press fan (6) onto motor shaft Install two nuts
securing blower housing to end of motor.
3. Repeat Steps 1 & 2 for the other fan and hous-
ing assembly.
4. Install both fan housing assemblies on the
blower mounting plate and secure with machine
screws.
NOTES:
M10002 Aftercooler Operation and Repair M10-1
AFTERCOOLER OPERATION AND REPAIR
OPERATION
The aftercooler is designed to remove suspended
water and oil particles from air before going to the air
tank. Air from the compressor enters the aftercooler
inlet port and is directed upward between the deflec-
tor and the outer shell. The air cools as it moves
upward condensing water and oil droplets which drop
to the sump of the aftercooler housing. Air then
passes through the filter media which removes dirt
particles. As the air moves up through the filter, the
moisture content is progressively decreased. Cool air
then flows through the cap, check valve and into the
air tank.
When the air tank is fully charged, air pressure from
the governor unloader line is ported to the after-
cooler. This pilot pressure opens the purge valve,
discharging accumulated oil and water from the
sump. Each time the governor cuts out, the air dryer
is purged of oil and water which has accumulated in
the deflector. When air compression resumes, the
unloader line is exhausted to the atmosphere, the
purge valve closes and the cooling process is
repeated.
MAINTENANCE
Removal
1. Tag or mark air lines before disconnecting.
NOTE: If replacement of the filter assembly is the
only service required, the aftercooler does not have
to be removed from the truck. Proceed to the
disassembly procedure for filter replacement
2. Remove outlet air line leading to air tank.
3. Remove air line from inlet port.
4. Remove electrical connection from heater
assembly if aftercooler is equipped with this
option.
5. Remove nuts securing aftercooler assembly to
mounting bracket. Remove aftercooler and
place in a clean work area for disassembly.
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.
FIGURE 10-1. AFTERCOOLER
M10-2 Aftercooler Operation and Repair M10002
Disassembly
1. Unscrew nut (13, Figure 10-2) from aftercooler
bottom cap (12)
.
2. Remove O-ring (14). Remove sleeve (15), cup
(16) and piston (17). Remove large spring (18).
3. Pull spindle assembly from aftercooler bottom
cap (12) and remove retaining ring (19), spring
(20), seat ring (21) and spindle (22).
4. Remove capscrews (5) securing aftercooler
upper cap (4) to aftercooler body.
5. Remove cap (1, Figure 10-3), spring (2) and
gasket (3) from aftercooler.
6. Remove filter (1, Figure 10-4).
FIGURE 10-2. AFTERCOOLER ASSEMBLY
1. Body
2. Deflector Assembly
3. Spring
4. Top Cap
5. Capscrew
6. Gasket
7. Filter Cup
8. Filter
9. Seal Ring
10. Gasket
11. Gasket
12. Bottom Cap
13. Nut
14. O-Ring
15. Sleeve
16. Cup
17. Piston
18. Spring
19. Retainer
20. Spring
21. Seat Ring
22. Spindle
23. Capscrews
FIGURE 10-3. TOP CAP REMOVAL
1. Top Cap
2. Spring
3. Gasket
FIGURE 10-4. FILTER REMOVAL
1. Filter Assembly 2. Body
M10002 Aftercooler Operation and Repair M10-3
7. Remove seal ring (1, Figure 10-5).
8. If replacement of the bottom cap (12, Figure 10-
2) or deflector (2) is necessary, remove cap-
screws (23), bottom cap (12) gaskets (10 and
11) and deflector (2).
1. Disassemble filter assembly (1, Figure 10-4)
wash stainless steel filter element in cleaning
solvent. Blow dry with compressed air. Wipe
nylon parts of assembly to remove dirt etc.
2. Inspect body for damage.
3. Clean the body fins. Inspect fins for damage.
NOTE: Never paint or cover the exterior of the
aftercooler. Cooling capacity will be reduced.
Assembly
1. If removed, install deflector (2, Figure 10-2).
2. Install new gaskets (10 and 11) and end cap
(12).
3. Install capscrews (23). Tighten capscrews to 12
to 15 ft. lbs. (16.2 to 20.3 N.m) torque.
4. Install new seal ring (1, Figure 10-5).
5. Install filter assembly (1, Figure 10-3).
6. Install new gasket (3, Figure 10-3). Install spring
(2) and cap (1). Secure cap in place with cap-
screws tightened to 12 - 15 ft.lbs. (16.2 - 20.3
N.m) torque.
7. Install spindle (22, Figure 10-2) in seat ring (21).
Install spring (20) and retainer ring (19).
8. Install spindle assembly in bottom cap (12).
Install large spring (18), piston (17), cup (16)
and sleeve (15).
9. Install O-ring (14) on nut (13). Install nut (13)
and tighten securely.
FIGURE 10-5. SEAL RING REMOVAL
1. Seal Ring 2. Body
M10-4 Aftercooler Operation and Repair M10002
NOTES:
M10003 6/97 AEROFINER III M10-1
AIR DRYER (AEROFINER III)
AIR DRYER
The AEROFINER III air dryer removes moisture from
the air system by passing the air through a desiccant
medium.
The air dryer is designed to remove suspended water
and oil particles from air before going to the main air
tank. Air from the compressor enters the air dryer inlet
port and is directed downward between the desiccant
canister and the outer shell. The air cools as it moves
downward, condensing water and oil droplets which
drop to the sump of the air dryer housing. Air then
passes through the oil separator which removes dirt
particles, oil and water mist. As the air moves up
through the desiccant material, the moisture content
is progressively decreased. Dry air then flows through
the cap, check valve and into the main air tank.
When the main air tank is fully charged, air pressure
from the governor unloader line is ported to the Air
port on the air dryer. This pilot pressure opens the
purge valve discharging accumulated oil and water
from the sump. As long as the compressor is not deliv-
ering compressed air, the purge valve remains open. A
small amount of air that was trapped in the cap is now
metered down through the purge plate forcing oil and
water down through the desiccant material and out the
purge port. Each time the governor cuts out, the desic-
cant material in the air dryer is purged of oil and water
which has accumulated in the canister assembly.
When air compression resumes, the unloader line is
exhausted to the atmosphere, the purge valve closes
and the drying process is repeated.
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.
Indications To Change Desiccant
Fresh desiccant material is a light brown color. As the
desiccant material absorbs moisture, the color
becomes a very dark brown and its consistency
thickens. Change desiccant.
In addition, as the desiccant material absorbs mois-
ture, there will be a noticeable increase in the time
required to charge the air system.
Desiccant replacement, check valve service and
purge valve and heater service can all be performed
with the dryer still mounted on the truck.
FIGURE 10-1. AIR DRYER OPERATION
M10-2 AEROFINER III M10003 6/97
Removal
1. Discharge air pressure from main air tank. Tag
or mark air lines before disconnecting.
2. Remove outlet air line from discharge port (33,
Figure 10-2) leading to main air tank.
3. Remove air line from inlet port (23). Remove air
line from purge line port (24).
4. If air dryer is equipped with heater, remove
electrical connection.
5. Remove capscrews securing air dryer assembly
to truck. Remove air dryer and place in a clean
work area for disassembly.
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.
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.
FIGURE 10-2. AIR DRIER
M10003 6/97 AEROFINER III M10-3
Assembly
1. Install new mesh separator pad on bottom of
tube assembly. Insert in canister and secure
with retaining ring (34, Figure 10-2). Install
lower retainer plate and new cloth filter pad. Be
sure that cloth filter pad lays flat against retainer
screen.
2. Set canister upright and pour in new desiccant.
Gently tap side of canister several times with
rubber mallet to settle the desiccant. Fill only up
to the inner tube retaining ring groove. Any
excess desiccant may be discarded.
3. Install upper retainer screen and new cloth filter
pad over the inner tube, cloth pad against the
desiccant. Push the retainer screen down until
the small retaining ring (35) can be inserted in
groove on inner tube.
4. Insert recharged desiccant canister (11) into
lower housing (1). Replace all O-rings. with new
O-rings and lubricate them.
5. Stack desiccant spring (12) and purge plate
(13) on top of canister and reassemble with
purge plate nut (15) with new (and lubricated)
seal washer (14). Tighten purge plate nut (15)
to 200 in. lbs. (22.6 N.m) maximum torque.
6. Install new O-ring (20) in cap (17).
7. Be certain large thin O-ring (16) is seated in
groove on housing (1). Push lower housing
assembly with recharged canister up into cap
assembly (17) with a twisting motion. Replace
V-band coupling over flanges and tighten nut to
35 in lbs. (4 N.m) torque.
CHECK VALVE
Removal
1. Discharge air pressure from main air tank.
2. Disconnect the hose from the air dryer outlet
port (33, Figure 10-2).
3. Remove retaining ring (32) with snap ring pliers.
Remove spring (27) and poppet assembly (21)
with O-ring (19).
Installation
1. Install new O-ring (19, Figure 10-2) onto the
poppet (21) and coat the entire O-ring poppet
assembly with a light petroleum grease. The
sealing surface in the valve body must be
smooth and clean. Inspect thoroughly before
installing new check valve components.
2. Place the O-ring/poppet assembly into the
check valve body, O-ring end first. Needle nose
pliers may be used to guide the poppet into
place.
3. Place new spring (27) in back of the poppet with
small end of spring facing poppet.
4. Install retaining ring (32) in groove behind the
spring.
5. To check valve operation, remove cap assem-
bly and push the nose of the poppet several
times. Free movement with a positive return
should be observed. After functional testing, the
spring must still be retained fully by the retaining
ring.
M10-4 AEROFINER III M10003 6/97
PURGE VALVE & HEATER
Removal
1. Disconnect purge control line and heater wires.
2. Loosen V-band coupling nut far enough that
coupling will clear flanges and remove coupling
from unit.
3. Twist and pull down on housing (1, Figure 10-2)
and remove assembly from cap (17).
4. Remove purge cap nut (15), purge plate and
spring (12). Complete desiccant canister
assembly (11) can now be removed from hous-
ing and set aside.
5. Place purge valve body in vise so that vise jaws
engage with flats on valve body. Turn housing
counterclockwise to remove housing from purge
valve body.
6. Unscrew threaded shaft assembly from valve
body exposing springs and valve.
7. Remove purge valve (5), springs (7 & 8) and U-
cup seal (6) from valve body and discard.
Inspection
The inside of valve body must be wiped clean and be
free from burrs and scratches before assembly.
Installation
1. Lubricate new valve O-ring (4, Figure 10-2) and
U-cup (6). Insert U-cup (6) into valve body first.
Care must be taken not to damage the seal lips.
2. Install O-ring (4) onto the new valve and insert
into the valve body. Place new springs (7 & 8)
on top of valve.
Care must be taken not to damage the seal lips
3. Lubricate new O-ring (4) on center shaft assem-
bly. Thread center shaft assembly into valve
body, wrench tight. Do not over tighten.
The valve body is aluminum and care must be
taken not to cross thread the shaft assembly
when starting threads against the spring pres-
sure.
4. Lubricate threads inside housing (1). Thread
housing onto valve body (3).
5. Insert recharged desiccant canister into lower
housing. Replace all O-rings with new ones and
lubricate them.
6. Stack desiccant spring (12) and purge plate
(13) on top of canister and reassemble with
purge plate nut (15) with new (and lubricated)
seal washer (14). Tighten purge plate nut (15)
to 200 in. lbs. (22.6 N.m) maximum torque.
7. Be certain large thin O-ring is seated on groove
on housing. Push lower housing assembly with
canister up into cap assembly with a twisting
motion. Replace V-band coupling over flanges
and tighten nut to 35 in lbs. (4 N.m) torque.
8. Reconnect all air lines and heater wires. Check
for air leaks.
FIGURE 10-3. END VIEW OF AIR DRIER
1. Purge Valve Cover
Plate
2. Drive Screw
3. Heater & Thermostat
Assembly
4. Aerofiner Housing
M10004 Salem Aftercooler M10-1
SALEM AFTERCOOLER (AIR DRYER)
AFTERCOOLER/AIR DRYER
The aftercooler (commonly called an air dryer) is
designed to remove moisture and heat from the truck
air system. Air, leaving the compressor, enters at the
top of the dryer and heat is dissipated through the
body fins. As the air cools, the moisture condenses
and collects in the bottom of the dryer. Air passes
through a steel mesh unit, which collects any oil in
the air. The cool, filtered air passes through the
scrubber through the outlet port of the dryer.
The moisture drain valve is actuated by control air
from the air governor. Control air enters the drain
valve and forces a piston off its seat. Moisture in the
bottom of the dryer is then forced past a valve seat
and out a drain port. The air dryer is also equipped
with a heater to prevent freezing of the moisture.
Removal
1. Relieve the system air pressure and disconnect
the air lines on the dryer. Disconnect heater
wire. Remove the capscrews securing the dryer
to its support bracket and remove from truck.
2. Clean the exterior thoroughly with quality clean-
ing solvent. Place the assembly in a clean work
area.
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. Disassemble scrubber (8) and clean steel ele-
ment (9) with quality cleaning solvent.
2. Inspect scrubber poppet for damage. Replace if
necessary.
3. Check air inlet and outlet flange for damage.
Replace outlet flange if necessary.
4. Clean moisture drain valve with cleaning sol-
vent. Replace piston seal and O-rings.
5. Clean hardware and check for cross-threading
and damage. Replace as necessary.
Reassembly and Installation
1. Place scrubber (8) in body and assemble body
halves.
2. Reassemble moisture drain valve and mount on
body.
3. Install outlet flange and gasket on body.
4. Secure drain valve heater (7) to moisture drain
valve (18).
5. Install air dryer on truck and connect air lines
and heater wire.
M10-2 Salem Aftercooler M10004
FIGURE M10-1. SALEM AFTERCOOLER
1. Mounting Bracket
2. Capscrew - 3/8
3. Lockwasher - 3/8
4. Seal
5. Flange
6. Separator Body
7. Heater
8. Scrubber
9. Coalescer
10. Retainer
11. Seal
12. Lockwasher - 5/16
13. Nut - 5/16 - 24NF
14. Bottom Cap
15. Gasket
16. Bottom Cap
17. Seat Bolt
18. Moisture Drain Valve
19. Seat Washer
20. Seat Spacer
21. Valve Seat
22. Piston Seal
23. Piston
24. O-Rings
25. Spring Seat Washer
26. Spring (Large, outer)
Spring (Small, inner)
27. Spring Cap
28. Shoulder Bolt
29. Dust Cap
30. Seal
31. Capscrew
M14001 Isringhausen Operator Seat M14-1
OPTIONAL OPERATOR SEAT
The optional operators seat provides a fully adjust-
able cushioned ride for the drivers comfort and ease
of operation.
The seat is independently mounted from the cab for
easy removal for repair or maintenance.
SEAT
Removal
1. Relieve system air pressure.
2. Disconnect air supply tube routed to rear of seat
base at the union.
3. Remove four capscrews, washers and nuts
securing seat base to riser.
4. Remove seat for further maintenance.
Installation
1. Install seat assembly on riser and align mount-
ing capscrew holes.
2. Install capscrews, lockwashers, and nuts and
tighten to 21 ft. lbs. (28.5 N.m) torque.
3. Connect air supply tube from seat base to union
fitting.
ARMRESTS
Rotate control knob at end of
armrest to change angle.
Pivot up and back for entering
and exiting seat.
SEAT ADJ USTMENT INSTRUCTIONS
SLIDE, FRONT TO REAR
Lift lever and hold while slid-
ing seat to desired position.
Release handle to lock.
AIR SUSPENSION
The seat will automatically
adjust to a mid-ride position
after several seconds when
occupied,
HEADREST
Pull up or push down for vertical
adjustment. Pivot forward or
rearward for horizontal adjust-
ment.
BACKREST
Rotate control handle upward
and hold, select desired back-
rest angle, release handle.
CAUTION!
Do not attempt to adjust until
operator is seated.
SEAT HEIGHT ADJ USTENT,
FRONT OR REAR
Lift front or rear handle up and
hold to release lock for spring
loaded seat. Adjust by shifting
body weight at front or rear of
cushion. Release handle to
lock.
LUMBAR SUPPORT
Each rocker switch controls an
air pillow. To inflate, press on
top of rocker switch. To deflate,
press on bottom of rocker
switch.
M14-2 Isringhausen Operator Seat M14001
Disassembly
1. Remove capscrew securing the backrest in
place, refer to Figure 14-1. Access to the cap-
screw can be gained by compressing the lower
left corner of the backrest cushion.
2. Remove seat cushion by removing the retaining
screws at the front lower edge of the seat cush-
ion. Lift the cushion up and out.
3. Slide the seat frame forward and remove the
capscrews securing the seat frame to the sus-
pension assembly, refer to Figures 14-2 and 14-
3. Slide the seat frame rearward and remove
the two remaining capscrews, separate seat
frame from suspension assembly.
4. If backrest spring replacement is necessary,
remove the backrest handle (1, Figure 14-4).
Handle can be removed by carefully pulling han-
dle off control arm. Remove locking clip and
remove cover (2). Install new spring as shown in
Figure 14-5. Replace cover and handle.
FIGURE 14-1. BACKREST REMOVAL
1. Capscrew
2. Backrest Cushion
3. Seat Frame
FIGURE 14-2. SEAT FRAME REMOVAL
1. Seat Frame
2. Capscrew
3. Rubber Boot
FIGURE 14-3. REMOVING SEAT FRAME
1. Seat Frame
2. Suspension
Assembly
3. Rubber Boot
FIGURE 14-4. BACKREST SPRING REMOVAL
1. Handle 2. Cover
5. If height and tilt handles or slide springs require
replacement, proceed as follows:
a. Remove connector spring (1, Figure 14-6).
Remove both handle springs (5).
b. Remove slide spring (2).
c. Remove height and tilt handles (3 and 4).
Handles are press fit.
d. Remove handle arms if replacement is nec-
essary by removing handle arm retainer (1,
Figure 14-7). Use care during retainer
removal to prevent retainer breakage.
6. Remove "E" washer from pins (1, Figure 14-8).
Remove slide stop (2). Remove slide assembly
(3).
FIGURE 14-5. BACKREST SPRING INSTALLATION
FIGURE 14-6. SPRING REMOVAL
1. Connector Spring
2. Fore and Aft Slide
Springs
3. Height Handle
4. Tilt Handle
5. Handle Springs
FIGURE 14-7. HANDLE ARM REMOVAL
1. Handle Arm Retainer
2. Height Handle
3. Tilt Handle
FIGURE 14-8. SLIDE REMOVAL
1. Pins
2. Slide Stop
3. Slide Rail
7. Remove and inspect the nylon slide assem-
blies, replace if required, refer to Figures 1 4-9
and 14-10.
8. Carefully pry button plugs securing the rubber
boot to the suspension assembly.
9. Cam removal can be accomplished by remov-
ing "E" washer (1, Figure 14-11). Pull cam (2)
off support shaft (3).
10. Disconnect air lines (6, Figure 14-11). Remove
nuts securing air regulator (4) to suspension
assembly. Remove air regulator. Further disas-
sembly of the air regulator is not required.
Replace air regulator as a unit.
11. Disconnect air line (6) to air spring (5). Remove
air line fitting. Remove capscrew (7), spread the
suspension assembly and remove air spring
(5). Further disassembly of the air spring is not
required. Replace air spring as a unit. If shock
absorber (8) replacement is necessary, remove
mounting hardware and remove shock
absorber.
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.
2. If removed, replace air spring. Extend the sus-
pension frame and install air spring. Install air
spring retaining capscrew with lockwasher.
Tighten capscrew to standard torque. Connect
air line and fitting to air spring.
3. If removed, install air regulator valve. Install
retaining nuts and tighten. Connect air lines.
4. If removed, install cam. Secure cam on support
shaft with "E" washer.
NOTE: If a new cam is being installed, adjustment
may be necessary. Refer to Air Suspension Cam
Adjustment Procedure.
FIGURE 14-9. NYLON SLIDE REMOVAL
1. Nylon Slide 2. Slide Rail
FIGURE 14-10. NYLON SLIDE REMOVAL
1. Nylon Slide 2. Seat Frame
FIGURE 14-11. CAM REMOVAL
1. E Washer
2. Cam
3. Support Shaft
4. Air Regulator
5. Air Spring
6. Air Lines
7. Capscrew
8. Shock Absorber
5. Install rubber boot and secure in place with but-
ton plugs.
6. Install slide rails if removed. Install slide rail
stops. Secure slide rail stops in place with "E"
washers.
7. Position seat frame on suspension assembly.
Secure seat frame in place with capscrews.
8. Install seat cushion. Secure cushion in place
with screws. Tighten screws securely. Install
backrest. Secure backrest in position with cap-
screw and lockwasher (1, Figure 14-12). Apply
Loctite #242 or equivalent to threads. Tighten
capscrew to standard torque.
9. Replace slide springs, tilt and height springs
and connector spring if removed. Replace tilt
and height handle if removed.
Air Suspension Cam Adjustment
1. Connect air supply.
2. Turn adjustment screws (4 and 5, Figure 14-13)
counterclockwise until the end of the screws are
flush with the inside diameter of the cam.
3. Compress and hold the suspension height to
4.13 inches (105 mm). Refer to Figure 14-13.
4. Rotate screw (4) clockwise very slowly and stop
when the suspension valve is opened and air
starts flowing into the air spring.
5. Measure the overall height of the suspension. If
the height is less than 6.69 inches (170 mm)
compress the suspension to a height of 3.54
inches (90 mm) to allow air to enter the air
spring. Repeat this procedure until the height of
the suspension is greater than 6.69 inches,
(170 mm).
6. Compress and hold the suspension height to
6.38 inches (162 mm), refer to Figure 14-13.
7. Turn screw (5) clockwise very slowly and stop
when air begins to exhaust through the air regu-
lator valve.
FIGURE 14-12. BACKREST INSTALLATION
1. Capscrew
2. Backrest Cushion
3. Seat Frame
FIGURE 14-13. CAM ADJ USTMENT PROCEDURE
1. Suspension
Assembly
2. Cam
3. Air Regulator
4. Adjusting Screw
5. Adjusting Screw
SEAT MAINTENANCE AND REPAIR
Headrest
1. Check upholstery covering for tears.
2. Check for proper headrest vertical and pivot
adjustments.
3. If operation or condition is unsatisfactory, head-
rest must be replaced as a complete assembly.
Backrest
1. Check upholstery and foam condition and seat
backrest angle adjustment operation.
2. If repairs are required:
a. Remove side plate cover (5, Figure 14-14)
covering backrest angle adjustment assem-
bly.
b. Remove attachment bolt (4) located inside
angle adjustment support plate.
c. Remove armrests. Remove upholstery from
frame.
1.) Widen upholstery tuck groove slightly by
prying open with a flat blade screwdriver.
2.) Remove upholstery and foam from frame
and replace parts as required.
d. Attach upholstery to frame and reinsert nylon
tuck strip into tuck groove.
1.) Gently hammer edges of tuck groove to
pinch tuck strip in place.
3. Re-install backrest assembly on frame if no fur-
ther repairs are required.
a. Apply Loctite #242 (or equivalent) Thread-
locker to threads and install bolt (4) at back-
rest support plate.
b. Apply dry lubricant between the sliding lock
toothed plate and the guide support plate.
c. Replace side plate cover.
Armrests
1. Check for excessive wear and proper move-
ment.
2. If replacement is required, remove screws
attaching armrest bracket to the seat back.
3. Install new armrests with new hardware sup-
plied with parts kit.
Seat Cushion
1. Check condition of upholstery and foam.
2. Remove cushion by removing two screws at
front and detaching from the rear mounting
brackets.
3. Replace parts as required.
Seat Frame
1. Inspect seat frame (6) for excessive wear in the
seat height and slope adjustment nylon bush-
ings.
2. If repairs are required, remove seat backrest
and seat cushion according to above instruc-
tions.
3. Remove seat frame from static spacer.
4. Inspect bushings, springs, sideplate assembly
and replace parts as required.
5. Reinstall seat frame to static spacer.
a. Insert rear swivel bolts (Bolts must be facing
out from static spacer).
b. Insert front bolts. Use self-locking nuts
only.
FIGURE 14-14. SEAT COMPONENTS
2. Union Fitting
3. Air Supply Tube
4. Backrest Mounting
Bolt
5. Slide Plate Cover
6. Seat Frame
7. Static Spacer
8. Slide Assembly
9. Suspension
Assembly
10. Boot
Slides
1. Inspect for excessive wear or binding.
2. Lubricate the slide rails (8, Figure 14-14) and
nylon slides/rollers and the handle pivot post on
the inside of both rails.
3. If replacement is necessary, install slide assem-
bly replacement parts kit. Individual parts are
not serviced.
a. Install slide rails, making certain the left and
right rails are aligned parallel.
b. Check fore and aft alignment to be certain
the handle locks rail securely.
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.
NOTES:
M15001TC TDI AIR STARTER TABLE OF CONTENTS M15.TC-1
M15001 - TDI AIR STARTER
TABLE OF CONTENTS
MODEL DIFFERENTIATION
The TDI Air Starter may be either a single-stage, or a two-stage model. Determine whether the unit is the
single-stage or two-stage model by viewing the overall external appearance of the unit.
Figure 15TC-1 illustrates the single-stage model. Figure 15TC-2 illustrates the two-stage model.
FIGURE 15TC-1. SINGLE-STAGE AIR STARTER
FIGURE 15TC-2. TWO-STAGE AIR STARTER
SINGLE STAGE AIR STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1
Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-1
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-5
Parts Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-5
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-8
M15.TC-2 TDI AIR STARTER TABLE OF CONTENTS M15001TC
SINGLE STAGE AIR STARTER (CONTINUED)
Automatic Trip Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-12
Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-12
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-12
Operation Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-13
TWO-STAGE AIR STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-15
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-15
Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-15
Description of Basic Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-18
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-20
Parts Inspection Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-20
Parts Dimensions Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-21
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-22
Torque Values Table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-22
Trouble Shooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M15-28
M15001 6/97 TDI Air Starter M15-1
TDI SINGLE STAGE AIR STARTER
STARTER
The optional TDI starter utilizes a single stage, tur-
bine driven air motor design to reduce air consump-
tion and improve cranking power at lower air
pressures than vane motor type starters. No external
lubrication is required resulting in reduced mainte-
nance requirements. An automatic trip valve,
mounted at the air supply inlet, shuts off air flow if the
cranking speed exceeds 4200 RPM to prevent
excessive starter speed. The starter assembly
weighs approximately 55 lbs (25 kg).
The following instructions provide information for ser-
vicing, parts replacement and reassembly of the
starter. The parts illustration (Figure 15-2) identifies
parts which can be disassembled and replaced by
field service personnel. Parts that are identified as
assemblies should not be disassembled as individual
replacement parts are not available.
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.
2. Lower starter assembly into position and align
the mounting flange holes using match marks
made during removal with the tapped holes in
the engine.
3. Install the three capscrews and lockwashers
4. Install starter relay valve (if removed) at the inlet
port and attach hoses.
5. Install the main air inlet hose. Tighten all hoses
securely.
Disassembly
NOTE: Note the number and thickness of any shims
removed during disassembly.
1. Remove the six screws (1, Figure 15-2) attach-
ing the exhaust closure plate (2) to the air motor
assembly and remove.
2. Remove the six screws (3, Figure 15-1), auto-
matic trip valve inlet housing(2), and gasket.
The automatic trip valve is doweled to the turbine
housing. The valve housing must be lifted off ver-
tically to prevent damage to the nylon trip rod.
3. Match mark the Bendix drive housing relative to
the gearbox housing. Remove the six cap-
screws (52, Figure 15-2) and nuts (51) and pull
the drive housing from the gearbox.
FIGURE 15-1. ATV REMOVAL
1. Motor Housing
2. Automatic Trip Valve
3. Mounting Screw
M15-2 TDI Air Starter M15001 6/97
1. Screw
2. Exhaust Plate
Assembly
3. Screw
4. Washer
5. Turbine Wheel
6. Spacer
7. Bearing
8. O-Ring
9. Spring Seat
10. Spring
11. Spacer
12. Plug
13. Screw
14. Dowel
15. Screw
16. Automatic Trip Valve
17. Screw
18. Gasket
19. Setscrew
20. Motor Housing
21. Bearing
22. Key
23. Sungear & Shaft
24. Ring Gear
25. Retainer Plate
26. Screw
27. Plug
28. Screw
29. Hammer Assembly
30. Retainer Ring
31. Planet Gear Carrier
32. Thrust Washer
33. Planet Gear
34. Needle Bearing
35. Planet Shaft
36. Bearing
37. Spring Washer
38. Gearbox Housing
39. Screw
40. Lockwasher
41. Spacer
42. Bearing
43. Retainer Plate
44. Screw
45. Retainer Nut
46. Spring
47. Keys
48. Set Screw
49. Bendix Assembly
50. Needle Bearing
51. Nut
52. Screw
53. Bendix Drive Housing
4. Locate the bendix assembly setscrew (2, Figure
15-3) and remove. Pull the bendix assembly
from the starter carrier output shaft.
5. Remove the spring (46, Figure 15-2) and keys
(47).
6. Inspect the bendix drive for excessive wear etc.
If broken springs, gear teeth etc. are found,
replace the entire bendix assembly. Do not
attempt to disassemble further.
7. If the drive housing needle bearing requires
replacement, tap out the welch plug and press
the bearing out.
8. Remove the six bolts (39) attaching the gearbox
(38) to the air motor housing. Remove the gear
housing.
9. To remove the hammer assembly (29, Figure
15-2), apply a small amount of heat to the
mounting screws (28) and remove. NOTE: Tem-
perature should not exceed 180
F. Do not
attempt further disassembly of the hammer
assembly.
NOTE: Special tool, part number SS1136 is available
to aid in removal of the shaft nut in the following
disassembly procedure. Refer to Figure 15-4
10. Secure the gearbox assembly to a workbench.
Bend the tab of the lockwasher (3, Figure 15-4)
away from the slot in the nut (2). Place the nut
removal tool (1) over the nut. Remove the shaft
nut and lockwasher.
FIGURE 15-3. BENDIX ASSEMBLY
1. Bendix Assembly
2. Set Screw
3. Gear Box
FIGURE 15-4. SHAFT NUT REMOVAL
1. SS1136 Tool
2. Nut
3. Lockwasher
4. Gearbox
FIGURE 15-5. CARRIER SHAFT REMOVAL
1. Shaft 2. Gearbox Housing
11. Support the gearbox housing as shown in Fig-
ure 15-5 and press the carrier shaft from the
housing. Remove spring washer (37, Figure 15-
2) and spacer (41). Attach a puller and remove
the bearing (36).
12. If the front bearing (42) requires replacement,
remove the six screws (44) and remove the
retainer plate (43). Tap the bearing out of the
bore.
13. To disassemble the planet gears, remove the
snap ring (30) at each gear pin (35) and press the
pins out by hand. Remove the planet gears (33)
and washers (32). If the planet gear bearings (34)
require removal, press the bearings out.
NOTE: Special tools are available to aid in removal
of the turbine wheel. Tool part No. SS1137 is used for
removal of the turbine wheel mounting screw. Tool
No. SS1135 is used to remove the turbine wheel from
the shaft. Refer to Figures 15-6 and 15-7.
14. Mount the special tool (5) onto the turbine wheel
as shown in Figure 15-6 using #6-32 screws.
Hold the tool with a wrench and insert a 1/4"
allen wrench (4) to remove the screw (3).
Remove the washer (2) and tool
15. Install the special tool as shown in Figure 15-7
using #6-32 screws. Grip the tool with a wrench
and rotate the T-bar to remove the turbine.
Remove the turbine shaft key (22, Figure 15-2)
and spacer (6).
FIGURE 15-6. TURBINE RETAINER SCREW
REMOVAL
1. Turbine Wheel
2. Washer
3. Screw
4. Allen Wrench
5. Special Tool SS1137
6. #6-32 Screws
FIGURE 15-7. TURBINE ROTOR REMOVAL
1. Turbine Wheel 2. Special Tool SS1135
FIGURE 15-8. TURBINE SHAFT REMOVAL
1. Shaft
2. Round Stock
3. Arbor Press
Do not allow the shaft to drop out during the next
procedure. Be prepared to catch the shaft to pre-
vent damage to the sungear.
16. Remove six screws (26) and retainer plate (25).
Support the turbine housing and using a .650 in.
(16.5 mm) maximum dia. round, press the tur-
bine shaft (1, Figure 15-8) out of the bearing.
17. Using a puller, remove the bearing (3) and
spacer (4).
18. Tap the bearing (7, Figure 15-2) lightly to
remove. Remove the spring seat (9), spring (10)
and O-ring (8).
Do not attempt further disassembly of the follow-
ing parts:
Internal ring gear (24)
Set Screw (19)
Turbine nozzle from housing
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:
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.
After parts are soaked, rinse in hot water and
blow dry with clean compressed air.
3. Clean corroded steel parts with a commercially
approved stripper.
Parts Inspection
NOTE: Refer to the chart which follows for detailed
inspection information.
1. In general, inspect all threaded parts for galled,
stripped, crossed, or broken threads. Inspect all
parts for cracks, corrosion, distortion, scoring or
damage.
2. Inspect all bearing bores for wear and scoring.
Maximum permissible scoring:
0.005 in. (0.13 mm) wide and
0.005 in. (0.13 mm) deep.
3. Check gear teeth for excessive wear (Figure
15-9). Also inspect teeth for spalling, fretting,
surface flaking, splitting, rubbing, and corrosion.
Nicks and dents that cannot be felt with a .020
in. (.50 mm) radius scribe are acceptable for re-
use.
FIGURE 15-9. GEAR TOOTH WEAR LIMITS
PARTS INSPECTION
(Refer to Figure 15-2 for reference to parts)
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.
Drive Housing (53)
Check for cracks, damage, or breakage. No cracking is acceptable.
Planet Gear (33)
Check for cracked, chipped or galled teeth.
Measure tooth wear.
External measurement over two .0864 in. (2.1496 mm)
dia pins: 2.6399 in. (67.0535 mm) minimum.
Carrier Shaft (31)
Check for cracks, scoring or raised metal in
planet shaft holes and keyways. Measure bearing
journal and bore dimensions.
Deformation or smearing in planet pin holes and keyways
not acceptable.
Scoring on bearing diameter not to exceed .005 in. (.13
mm) deep.
Bearing journal: 1.1800 in. (29.9720 mm) minimum diam-
eter.
Planet pin bore: 0.8750 in. (22.2250 mm) maximum
diameter.
Planet Pins (35)
Check for grooves, flat spots, and diameter. Bearing diameter: 0.873 in. (22.1742 mm) minimum.
No grooves or flat spots acceptable.
Thrust Washers (32)
Check for grooving and thickness dimension. Washer thickness: 0.055 in. (1.397 mm) minimum.
Sungear/shaft (23)
Check for cracks, scoring, grooves, chipped or
broken gear teeth. Check for galling or scoring
on bearing journal. Check keyway.
Bearing journal: 0.6690 in. (16.9926 mm) minimum diam-
eter.
External measurement over two .096 in. (2.4384 mm) dia.
pins: 0.808 in. (20.5232 mm) minimum.
Turbine Housing (20)
Check for corrosion, erosion or broken nozzle
edges, or cracks.
Minor damage permissible if function is not impaired.
Cracks not permitted.
Turbine Wheel (5)
Check for cracks, corrosion, erosion,
broken edges, bore and keyway wear.
Minor damage acceptable.
Bore and keyway wear not acceptable.
Spacer (11)
Check parallelism of end surfaces. Ends to be parallel within .0005 in. (.0127 mm).
No scoring or dents on end surfaces permitted.
Needle Bearings (34, 50)
Check freedom of needle rollers. Replace bearings as required.
Ball Bearings (7, 21, 36, 42)
Check for freedom of rotation without
excessive play between races.
Reuse bearings (36, 42) if acceptable.
Replace bearings (7, 21).
Assembly
NOTE: Always replace seals, gaskets, and O-rings
during reassembly. Lubricate all O-rings prior to
installation. Always replace Nylock screws (3, 26,
and 44, Figure 15-2). Always replace turbine
bearings (7, 21).
1. Press bearing (21, Figure 15-2) on sungear
shaft (23) until bearing is seated on shaft shoul-
der. (Press on bearing inner race only.)
2. Install O-ring (8) into groove in housing without
lubricant. Install shaft and bearing assembly (1,
Figure 15-10) into bore of the motor housing. If
bearing cannot be seated by hand pressure,
setup assembly in arbor press and press on
outer race only.
3. Install bearing retainer plate in housing with
notch aligned with vent hole as shown in Figure
15-11. Tighten screws (26, Figure 15-2) to 40
4. Setup housing in a press as shown in Figure
15-12. Install the bearing spacer (4) over the
shaft.
FIGURE 15-10. TURBINE SHAFT INSTALLATION
1. Sungear, Shaft, &
Bearing
2. Motor Housing
FIGURE 15-11. BEARING RETAINER
INSTALLATION
1. Bearing Retainer
2. Sungear
3. Motor Housing
FIGURE 15-12. BEARING INSTALLATION
1. Bearing
2. Spring Seat
3. O-Ring
4. Spacer
5. Spring
6. Turbine Shaft
During the next step, use care to prevent damage
to O-ring. Carefully align spring seat with hous-
ing prior pressing bearing.
5. Install spring (5) and spring seat (2). Press
bearing (1) until seated against bearing spacer.
6. Install spacer (6, Figure 15-2) and key (22) on
shaft (23).
7. Support turbine housing on press bed. Position
the turbine wheel with the lettering facing up,
align the key slot with the shaft key, and press
the turbine on the shaft until seated against the
spacer as shown in Figure 15-13.
8. Install washer and a new, nylock screw (3).
Hand tighten the screw.
9. Install special tool SS1137 to hold the turbine
wheel as the retaining screw is tightened. (See
Figure 15-14.) Insert a 1/4 in. allen wrench and
tighten to 130 in. lbs. (14.7 N.m) torque.
10. Remove the tool used above. Insert a feeler
gauge between the tips of the turbine blades
and the inner housing wall and verify proper
clearance at 90
intervals. Minimum clearance

should be 0.015 in. (0.381 mm).
11. Install gasket (3, Figure 15-15) over dowel pins
on motor housing. Lower the automatic trip
valve over the housing, aligning the dowel pins
and nylon trip rod.
12. Install screws and tighten to 130 in. lbs. (14.7
N.m) torque.
FIGURE 15-13. TURBINE WHEEL INSTALLATION
1. Spacer
2. Turbine Wheel
3. Shaft
4. Key
FIGURE 15-14. TURBINE WHEEL TORQUEING
1. Turbine Wheel
2. Washer
3. Screw
4. Allen Wrench
5. Special Tool SS1137
6. #6-32 Screw
FIGURE 15-15. ATV INSTALLATION
1. Motor Housing
2. Dowel Pin
3. Gasket
4. Screws
5. ATV
13. After ATV installation, verify the nylon trip rod
does not bind; move the trip rod up and down. If
binding exists, inspect and correct. Refer to Fig-
ure 15-16.
14. Install the gasket (11, Figure 15-22), cover plate
(12) and screws (13). Tighten the screws to 8
15. Apply a liberal coating of molybdenum disulphide
grease to the internal ring gear and sun gear.
16. If the needle bearings were removed from the
sun gears, press new bearings in place. Pack
the rollers with grease the grease specified
above. Apply a liberal coat of grease to the
thrust washers (3, Figure 15-17).
17. Position a thrust washer on each side of the
planet gears (4) and slide into the carrier slots,
aligned with the pin holes.
18. Slide the planet gear pins (2) into the carrier
bores with the snap ring groove on the bottom
as shown in Figure 15-17. Be sure the anti-rota-
tion pins are aligned with the carrier slots. Install
a snap ring (5) on each planet gear pin.
19. Press the bearing (42, Figure 15-2) into the front
(end with 12 holes) of the gearbox housing (38).
20. Install the retainer plate (43) using the six
screws (44). Tighten to 40 in. lbs. (4.52 N.m)
torque.
21. Press the carrier bearing onto the carrier shaft
as shown in Figure 15-18. Use a tool which
presses on the bearing inner race only.
FIGURE 15-16. ATV ASSEMBLY CHECK
FIGURE 15-17. PLANET GEAR INSTALLATION
1. Carrier
2. Planet Gear Pin
3. Thrust Washer
4. Planet Gear
5. Snap Ring
6. Hammer Assembly
FIGURE 15-18. CARRIER SHAFT BEARING
INSTALLATION
1. Arbor Press
2. Installation Tool
3. Rear Carrier Bearing
4. Carrier
22. Mount the spring washer (2, Figure 15-19) and
spacer (3) against the bearing. Lower the car-
rier assembly (1) into the gearbox housing (4). If
necessary, invert the assembly and apply pres-
sure to the inner race of the front bearing until
the rear bearing is seated in the housing. Refer
to Figure 15-20.
23. With assembly positioned as shown in Figure
15-21, install the locking washer (3) and nut (2)
on the carrier shaft. Tighten until nut is tight and
bend washer tang until seated in a slot of the
retainer nut.
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-
ing into the housing until flush with the bottom
surface.
28. Mount the housing over the bendix assembly
and align match marks made during disassem-
bly. Install the capscrews (56) and nuts (51) and
tighten to 150 in. lbs. (16.95 N.m) torque.
FIGURE 15-19. CARRIER & GEARBOX ASSEMBLY
1. Carrier Assembly
2. Spring Washer
3. Spacer
4. Gearbox Housing
FIGURE 15-20. GEARBOX ASSEMBLY
1. Arbor Press
2. Tool
3. Bearing Retainer
4. Front Bearing
5. Gearbox Housing
6. Rear Bearing
7. Carrier Assembly
8. Spring Washer
9. Gearbox Housing
FIGURE 15-21. RETAINER NUT INSTALLATION
1. SS1136 Tool
2. Retainer Nut
3. Lockring Washer
4. Gearbox
AUTOMATIC TRIP VALVE
Disassembly
NOTE: The ATV is a very critical component of the
starter. It is recommended that ATV assemblies be
replaced as a unit rather than disassembled and
repaired. If it is necessary to rebuild the ATV, refer to
Figure 15-22 and follow the instructions below:
1. Remove screws (13, Figure 15-22), cover plate
(12) and gasket (11).
2. Remove screws (6) and nuts (14) from the butter-
fly plate. Remove the plate (7). (If necessary, heat
nuts to 180
F maximum to break Loctite bond.)

3. Break the Loctite bond on the ends of springs
(8, 18) and pull butterfly shaft assembly out.
4. Heat lever arm stud (17) (180
F max.) to break
Loctite bond. Remove the lever arm assembly.
5. Press out the Teflon bearing (2) and, using a
sharp tool, remove bearing (1).
6. If lever arm is to be completely disassembled,
remove the snap ring (15) and remove arm (16).
Reassembly
NOTE: Clean Loctite residue off all parts prior to
reassembly.
1. Assemble arm (16) and snap ring (15) on lever
arm assembly.
2. Reassemble the butterfly shaft by installing a
new O-ring (2, Figure 15-23). Apply petroleum
jelly to the seal surface.
3. Mount the spring (1) with the long end pointed
downward.
4. Press Teflon bearings (1, Figure 15-22) then (2)
into the housing until flush with side walls.
Lubricate bearings with petroleum jelly.
5. Slide trip rod (4) into bottom hole of housing.
6. Place Loctite #680 on threads of lever arm stud
(17) and on threads in housing.
FIGURE 15-22. AUTOMATIC TRIP VALVE ASSEMBLY
1. Bearing
2. Bearing
3. Nut
4. Trip Rod
5. Dowel Pin
6. Screw
7. Butterfly Plate
8. Camshaft
Spring
9. O-ring
10. CamShaft
11. Gasket
12. Cover Plate
13. Screw
14. Nut
15. Retainer
16. Lever Arm
17. Stud
18. Lever
Arm Spring
19. Screw
20. Screw
21. Gasket
22. Dowel Pin
7. Mount spring (18) over stud with short end in
the lever arm hole. Tighten stud firmly. Place a
drop of Loctite Super Bonder 495" into small
spring hole in the housing.
8. Mount the butterfly shaft assembly, aligning
spring (8) end into small hole in housing. Place
long end of spring (18) in the same hole.
9. Push lever arm toward top and rotate cam
counterclockwise. Mount the butterfly plate on
the large flat of the shaft with the bevelled edge
up. Coat screws (6) and nuts (11) with Loctite
680 and tighten to 5 in. lbs. (.57 N.m) torque.
Operation Check
1. Push the trip rod up several times and release.
The lever arm should move back and forth eas-
ily.
2. Push up on the trip rod and hold:
a. Slowly close the butterfly and slowly allow it
to open. There should be resistance to
movement.
b. Close the butterfly and allow it to snap open.
It should open quickly and smoothly.
3. Close butterfly and release the trip rod, allowing
butterfly to snap open.
a. The lever arm should drop against the cam.
4. Press on butterfly plate with two fingers and try
to close it. The lever arm should hold the butter-
fly open.
FIGURE 15-23. BUTTERFLY SHAFT ASSEMBLY
1. Spring
2. O-Ring Seal
3. Shaft
NOTES:
TDI TWO-STAGE AIR STARTER
AIR STARTER
The optional two-stage TDI starter provides distinct
advantages of size and efficiency as compared to
electric motor, vane-type or other turbine-type air
starters. It is a turbine driven air starter with a pre-
engage starter drive and is designed for use with
compressed air. Small amounts of foreign matter or
liquid in the air stream will normally not adversely
affect it. No lubrication is required in the air supply.
The unit has a pilot air solenoid valve installed. The
exclusive electronic control module reads output
shaft speed and shuts off air to the inlet in case of an
over speed condition. This prevents excessive crank-
ing speeds, which could damage the starter or waste
compressed air.
The following instructions provide information for ser-
vicing, parts replacement and reassembly of the
starter. The parts illustrations (Figure 15-24 & 25)
identify parts which can be disassembled and
replaced by field service personnel. Parts that are
identified as assemblies should not be disassembled
as individual replacement parts are not available.
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.
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.
made during removal with the tapped holes in
the engine.
3. Install the three capscrews and lockwashers
4. Install starter relay valve (if removed) at the inlet
port and attach hoses.
5. Install the main air inlet hose. Tighten all hoses
securely.
The TDI two-stage air starter must be installed
and operated in accordance with the instructions
given in the installation and operating manuals.
Failure to properly install the starter, or failure to
operate it according to these instructions may
result in damage to the starter or engine, or per-
sonal injury.
Description of Basic Groups
The unit can descriptively be grouped into four basic
segments: (1) Inlet Housing - Nozzle/Valve Seat; (2)
Turbine Housing; (3) Stage One Gear Carrier; and (4)
Gearbox - Drive Housing. The following Disassembly
and Assembly sections will generally follow the
above mentioned groups for instruction.
The Inlet Housing-Nozzle/Valve Seat area generally
includes items (1) through (25) in Figure 15-24. It
should be noted, however, that some items, such as
control lines and muffler parts, are addressed where
they are best removed and assembled.
The Turbine Housing includes items (26) through
(38) in Figure 15-24.
The Stage One Gear Carrier area includes items (39)
through (47), plus the Ring Gear pieces (48, 49, 50)
in Figure 15-25.
The Gearbox Drive Housing area includes items (51)
through (102) in Figure 15-25. It should be noted,
however, that some items, such as control lines, are
addressed where they are best removed and assem-
bled.
FIGURE 15-24. INLET HOUSING - NOZZLE/VALVE SEAT & TURBINE HOUSING
1. Capscrew
2. Threaded Inlet Flange
3. O-Ring
4. Hex Plug
5. Inlet Housing
6. Capscrew
7. Capscrew
8. O-Ring
9. No longer required
11. O-Ring Cap
12. Spool Valve
13. O-Ring
14. O-Ring
15. O-Ring
16. Nozzle/Valve Seat
17. Liner
18. Containment Ring
19. Long Male Elbow
20. Hose Assembly
21. See FIG. 15-25
22. Muffler Element
23. Button Head Screw
24. Muffler Retainer Plate
25. Muffler Retainer
26. Socket Screw
27. Rotor Washer
28. Turbine Rotor
29. Square Key
30. Labyrinth Spacer
31. No longer required
32. Turbine Housing
33. Ball Bearing
34. Retainer Ring
36. Bearing Spacer
37. O-Ring
38. Turbine Shaft
FIGURE 15-25. STAGE ONE GEAR CARRIER & GEARBOX - DRIVE HOUSING
21. Male Elbow
40. Shaft Retention Plate
41. Roll Pin
41A.Roll Pin
42. Planet Gear Shaft
43. Gear Shim
44. Gear Spacer
45. Needle Bearing
46. Planet Gear
47. Gear Carrier
48. O-Ring
49. Ring Gear
50. O-Ring
51. Gear Spacer
52. Needle Bearing
53. Planet Gear
55. Carrier/Output Shaft
56. Shaft Retention Plate
58. Bronze Bearing
59. Hose Assembly
60. Controller
61. Capscrew
62. Capscrew
63. Solenoid Valve
64. Capscrew
65. O-Ring
66. Gearbox Housing
67. Capscrew
68. O-Ring
69. Bearing Hub
70. O-Ring
71. Lip Seal
72. Thrust Washer
73. Retainer Ring
74. O-Ring
75. Pre-Engage Piston
76. O-Ring
77. Split Ring
78. Drive
80. Retaining Ring
81. Bearing
82. Seal
83. O-ring
84. Pinion Housing
85. O-Ring
86. Mounting Flange
87. Capscrew
88. Pinion Collar
89. Pinion
90. Split Washer
91. Capscrew
92. Gasket
93. Dowel Pin
94. Magnet
95. Connector
96. Connector Gasket
97. Connector Screw
98. Connector
99. Security Cap
100.Terminal
101.wire Seal
102.Capscrew
Disassembly
1. Mark each section of the starter for reference
during assembly: mounting flange (86), gearbox
housing (66), ring gear (49), containment ring
(18), and inlet housing (5). Note the location of
the long male elbow (19) in the nozzle/valve
seat (16). Note that the control line access hole
in the containment ring (18) and the port in the
nozzle/valve seat (16) must line up when re-
assembled.
2. Mark the turbine rotor (28) and note its direction
of rotation.
3. Have a complete set of o-rings, seals, screws
and miscellaneous hardware available for
assembly.
Do not wash bearings (33, 45, 52, 81) or the
starter drive (78) in cleaning solvents.
4. Remove the two control line hoses (20, 59) and
four elbows (19, 21).
5. Disconnect the solenoid valve (63) from the
control module (60). Remove the three screws
(62) and the solenoid valve (63).
6. Remove the four screws (61) and the control
module (60) and the gasket (92).
The drive housing - gearbox housing is spring
loaded. Exercise caution when separating the
pinion housing (84) from the gearbox housing
(66).
7. Remove screw (91) and separate pinion collar
(88), pinion (89), split washer (90) and screw
(91) from drive (78).
8. Remove the twelve screws (102) and separate
the pinion housing (84) from the gearbox hous-
ing (66). Remove retaining ring (80).
9. Check the condition of the roller bearing (81).
Press out if damaged or suspect.
10. Remove the compression spring (79) and the
starter drive (78) from the gearbox housing (66).
The two split rings (77) will come out with the
starter drive (78).
11. Remove twelve screws (87) and separate
mounting flange (86) and o-ring (85) from pinion
housing (84).
12. Check condition of lip seal (82). If damaged,
press out of pinion housing (84).
Hold a rag over the output shaft (55) and gearbox
housing (66) to stop the pre-engaged piston (75)
when applying low pressure air to remove it from
the gearbox housing (66).
13. Apply low pressure air to the solenoid port on
the gearbox housing (66) to force the pre-
engage piston (75) out of the gearbox housing
(66). Refer to WARNING above.
14. Remove the seven screws (67) and separate
the gearbox housing (66), ring gear (49), stage
one gear carrier (47), turbine housing (32) and
inlet housing - nozzle/valve seat (5, 16). Anti-
rotation pin (93) should remain pressed into
gearbox housing (66).
15. Remove the retainer ring (73) and two thrust
washers (72) from the output shaft (55).
16. Remove the gear carrier/output shaft (55) from
the gearbox housing (66).
17. Remove the four screws (64) and the bearing
hub (69). Press out the lip seal (71).
18. Check the condition of the bronze bearing (58).
19. Remove the three screws (57) and gear shaft
retainer plate (56).
20. Press out the three stage two planet gear shafts
(54) and remove the gears (53) and gear spac-
ers (51).
21. Check the condition of the needle bearings (52).
22. Remove the two shims (43) from the sun gear.
23. Remove the three screws (39) and the stage
one planet gear shaft retention plate (40). Press
out the three shafts (42) and remove the gears
(46) and gear spacers (44).
24. Check the condition of the needle bearings (45).
25. Remove the six screws (23), three retainer
plates (24), and muffler retainer (25) from the
containment ring (18). Remove the three muffler
elements (22) and discard.
26. Remove the turbine housing assembly (32)
from the containment ring (18).
27. Remove the rotor retention screw (26) and rotor
washer (27) from the turbine shaft (38).
NOTE: It is suggested that you hold the sun gear end
of the turbine shaft (38) in a soft-jawed (aluminum)
vise while removing the rotor retention screw (26).
28. Remove the turbine rotor (28) from the turbine
shaft as shown in Figure 15-26. Hold on to the
puller tool with an open end wrench.
NOTE: Install the three puller screws hand tight to
the turbine rotor (28). Before installing the puller tool,
check to make sure that the face of the t-screw is
smaller than the diameter of the turbine shaft (38).
29. Remove the 1/8" key (29) from the turbine shaft
(38).
30. Press the turbine shaft (38) from the turbine
housing (32). The bearing spacer (36) should
come out also. Remove the bearing spacer (36)
from the turbine shaft (38).
The shaft pressing tool must be smaller in diame-
ter than the turbine shaft (1/2" ).
31. Press the ball bearing (33) from the turbine
shaft (38).
32. Remove the compression spring (35) from the
turbine housing (32).
33. Remove the o-ring (37) from the turbine housing
(32).
34. Remove the retainer ring (34) from the turbine
housing (32).
35. Remove the ball bearing (33) from the turbine
housing (32).
NOTE: You should be able to push the ball bearing
(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).
The spool valve - nozzle is spring loaded. Exer-
cise caution when separating the inlet housing
(5) from the nozzle/valve seat (16).
40. Remove the spring (10) from the spool valve
(12). Remove the o-ring cap (11) from the spool
valve (12). Remove the shock dampener from
the spool valve (12), if present.
FIGURE 15-26. TURBINE ROTOR REMOVAL
1. T-Handle
2. Turbine Rotor Tool
3. Screw
41. Remove and discard the o-rings (3, 8, 13, 14,
15, 37, 48, 50, 65, 68, 70, 74, 76, 83, 85) from
the threaded inlet (2), inlet housing (5), spool
valve (12), nozzle/valve seat (16), turbine hous-
ing (32), ring gear (49), gearbox housing (66),
bearing hub (69), pre-engage piston (75) and
pinion housing (84).
1. Degrease all metal parts except bearings and
the starter drive (78) using commercially
approved solvents. Dry parts thoroughly.
Never wash the starter drive (78) or shielded
bearings (33, 81) in cleaning solvents.
2. Clean aluminum parts using an approved alumi-
num cleaning solution. Soak for five minutes.
Remove parts, rinse in hot water, and dry thor-
oughly.
3. Clean corroded steel parts with commercially
approved stripper.
TABLE 15-1 - PARTS INSPECTION
PART DESCRIPTION CHECK FOR
REQUIREMENTS
Defective Parts Must be Replaced
Starter Drive (78) Worn, loose, missing, or damaged
parts.
Use Table 15-2 for acceptable wear
guidelines.
Pinion Housing (84) Cracks and breakage. Cracks and breakage not acceptable.
Carrier Shaft (55) & Gear Carrier
(47)
Wear-created grooves or flat spots.
Wear beyond limits per Table 15-2.
Deformation or metal smearing in
planet shaft holes not acceptable.
Scoring on bearing journal not to
exceed .005 (0.127 mm) depth.
Stage One and Stage Two Planet
Gears (46) and (53)
Cracked, chipped, or galled teeth.
Wear beyond limits per Table 15-2.
There shall be no evidence of wear
beyond limits per Table 15-2.
Turbine Shaft (38) Cracks, scoring, grooves, chipped or
broken teeth; galling or scoring on
shaft bearing journals. Raised metal
in keyway.
There shall be no evidence of wear
beyond limits per Table 15-2.
Turbine Housing (32) and Nozzle-
Valve Seat (16)
Corrosion, cracks, and erosion on
nozzle edges.
Cracks not permitted. Minor wear or
erosion acceptable if operation not
impaired.
Turbine Rotor (28) Corrosion, erosion, broken edges,
bore and keyway wear. Tip wear.
Minor tip rub acceptable. Bore and
keyway wear not acceptable. Play
exceeding 0.005 (0.127 mm) radial
and 0.005 (0.127 mm) axial not
acceptable.
Lip Seals (31) and (71) Wear and cracks. None permitted.
Labyrinth Spacer (30) Grooves and scoring. Wear groove not acceptable over
0.002 (0.051 mm).
Needle Bearings (45) and (52) and
Roller Bearings (81)
Rotation, scoring, or flat spots. Bearings should rotate freely.
Bearing Spacer (36) and Bronze
Bearing (58)
Parallelism of end surfaces. Ends shall be parallel within 0.0005
(0.0127 mm). Dented surfaces not
acceptable.
Ball Bearings (33) Freedom of rotation. Excessive play
between races.
Replace bearings if play is excessive.
4. Clean corroded aluminum parts by cleaning as
stated in item 2 above and then immersing the
parts in a chromic-nitric- phosphoric acid-pickle
solution [Mix 8 lb. (3.6 kg) of chromic acid, 1.9
gallon (7.19 l) of phosphoric acid, 1.5 gallon
(5.67 l) of nitric acid with enough water to make
10 gallons (37.85 l).] Rinse in hot water and dry
thoroughly.
5. Use Table 15-1 as a guide to check for accept-
able condition of the parts listed.
6. Check all threaded parts for galled, crossed,
stripped, or broken threads.
7. Check all parts for cracks, corrosion, distortion,
scoring or general damage.
8. Check the nozzles (16) for wear, chipping, or
breakage, especially on the trailing edges.
9. Check the spool valve (12) and valve seat in the
nozzle (16) for wear.
10. Check all bearing bores for wear and scoring.
Bearing bores shall be free of scoring lines not
to exceed .005 in. (0.127 mm) width and .005
in. (0.127 mm) depth.
TABLE 15-2 - PARTS DIMENSIONS
DIMENSIONS
PART DESCRIPTION
NEW
Inches (Millimeters)
MAX. ALLOWABLE WEAR
Inches (Millimeters)
PLANET GEAR STAGE 1 & STAGE 2 (20:1)
(46) & (53)
Measurement over two 0.1080 diameter pins 1.391-1.388 (35.33-35.26) 1.387 (35.23)
PLANET GEAR STAGE 2 (16:1) (53)
Measurement over two 0.1080 diameter pins 1.202-1.199 (30.53 - 30.45) 1.198 (30.43)
PLANET GEAR SHAFT
Outside Diameter - Stage 1 (42)
Stage 2 (54)
0.6299-0.6296 (16.000-15.992)
0.5003-0.5001 (12.708-12.703)
0.6294 (15.987)
0.4999 (12.697)
TURBINE SHAFT (38)
Bearing J ournal - O.D. 0.5119-0.5116 (13.002-12.995) 0.5114 (12.990)
SUN GEAR - STAGE 1
Measurement over two 0.1080 diameter pins 1.144-1.141 (29.06-28.98) 1.140 (28.96)
SUN GEAR - STAGE 2 (47)
Measurement over two 0.1080 diameter pins
(20:1)
(16:1)
1.144-1.141 (29.06-28.98)
1.520 - 1.517 (38.61-38.53)
1.140 (28.96)
1.516 (38.51)
RING GEAR (49)
Measurement between two 0.1050 diameter
pins 3.3654-3.3632 (85.481-85.425) 3.3664 (85.507)
OUTPUT SHAFT (55)
Sleeve Bearing J ournal - O.D.
Roller Bearing J ournal - O.D.
0.8712-0.8707 (22.128-22.116)
0.747-0.746 (18.974-18.948)
0.8697 (22.090)
0.745 (18.923)
CARRIERS (47) AND (55)
Planet Pin Bore - Stage 1
- Stage 2
0.6301-0.6306 (16.005-16.017)
0.5005-0.5010 (12.713-12.725)
0.6307 (16.020)
0.5011 (12.728)
PINION SHAFT BEARING J OURNAL (78) 1.5000-1.4994 (38.100-38.085) 1.4984 (38.059)
11. Check gear teeth for wear. If wear is apparent,
check gear teeth dimensions in accordance
with Table 15-2.
Assembly
Always press the inner race of ball bearings when
installing onto a shaft. Always press the outer race of
ball bearings when installing into a housing.
The rotor retention screw (26) must be replaced each
time the turbine rotor (28) is removed.
Degrease all parts (EXCEPT BEARINGS) and clean
aluminum parts per the cleaning and inspection pro-
cedures earlier in this section.
NOTE: It is recommended to use NYE 377AL grease
on all gears and bearings in the turbine carrier
sections and gear carrier sections. Aeroshell #6 is
recommended for use on all parts on the output side
of the gearbox - drive housing and the sliding o-rings
on the pre-engage piston and spool valve. Pre-lube
all stationary o-rings with Parker o-ring lube or
petroleum jelly.
The turbine housing o-ring (37) must not be lubri-
cated. It is to be installed dry.
For overhaul, the turbine ball bearings (33) should be
replaced.
For torque values, refer to Table 15-3.
All screw threads are treated at the factory with a
fastener retention compound. Every screw, 1/4
inch diameter or larger, must have a drop of Loc-
tite 290 applied to the threads before being re-
used; screws smaller than 1/4 inch diameter
must have a drop of Loctite 222 applied to the
threads.
1. Lube with Aeroshell #6 and install o-ring (8)
onto the inlet housing (5).
2. Lube with Aeroshell #6 and install the o-rings
(13) and (14) onto the spool valve (12).
3. Lube with o-ring lube and install o-ring (15) onto
the nozzle/valve seat (16).
4. Lube the ID of the spool valve (12) and the ID of
the nozzle/valve seat (16) with Aeroshell #6.
Insert the spool valve (12) into nozzle/valve
seat (16). Push, by hand, until seated.
5. Install the o-ring cap (11) onto the spool valve (12).
6. The lip on the o-ring cap (11) must extend over
o-ring (13). Set the compression spring (10)
onto the o-ring cap (11).
NOTE: Visually align the inlet housing (5) with the
nozzle/valve seat (16) so the piston hose port will
align with the containment ring (18) in the proper
orientation. (Refer to Disassembly #1).
TABLE 15-3 - TORQUE VALUES
PART DESCRIPTION
TORQUE
Lb-In (Lb-Ft) Nm
Screw, inlet housing to valve
seat (6)
64 (5) 7.2
Screw, inlet housing to con-
tainment ring (7)
150 (12) 16.9
Screw, inlet flange to inlet
housing (1)
840 (70) 94.9
Screw, rotor retention (26) 100 (8) 11.3
Screw, control module to
gearbox housing (61)
15 1.69
Screw, bearing hub to gear-
box housing (64)
64 (5) 7.2
Screw, mounting flange to
pinion housing (87)
170 (14) 19.2
Screw, stage two retention
plate (57)
45 (4) 5.1
Screw, gearbox housing to
containment ring (67)
150 (12) 16.9
Screw, muffler retainer (23) 45 (4) 5.1
Screw, stage one retention
plate to gear carrier (39)
45 (4) 5.1
Screw, solenoid valve to
gearbox housing 62)
64 (5) 7.2
Screw, pinion to pinion drive
shaft (91)
1590 (133) 179.6
Screw, pinion housing to
gearbox housing (102)
150 (12) 16.9
7. Install the inlet housing (5) onto the nozzle/
valve seat (16). Push together to compress the
spring (10). While holding these pieces
together, line up the five screw holes and install
the five screws (6).
NOTE: It is recommended to alternately tighten two
opposite screws to ensure a straight pull before
tightening all five screws (6).
8. Tighten the five screws (6) to 64 Lb-in (7.2 Nm)
torque.
9. Position the nozzle liner (17) in the containment
ring (18) so that the holes through one wall align.
NOTE: Visually align the control line access hole in
the containment ring (18) with port in the nozzle/
valve seat (16). (Refer to Disassembly #1.) It is
recommended to alternately tighten two opposite
screws to ensure a straight pull before tightening all
four screws (7).
10. Install the inlet housing (5) onto the containment
ring (18). Install the four screws (7) and tighten
to 12 Lb-Ft. (16.9 Nm) torque. Start the long
male elbow (19) into the nozzle/valve seat (16)
port to prevent the nozzle liner from rotating.
11. Lube with o-ring lube and install the o-ring (3)
into the inlet (5). Install the inlet insert (2) onto
the inlet housing (5). Install the four screws (1)
and tighten to 70 Lb- Ft (94.9 Nm) torque.
NOTE: Apply pipe thread sealant to fittings before re-
assembly.
12. Install the long male elbow (19) into the port in the
nozzle/valve seat (16) and install the male elbow
(21) into the inlet housing (5). Be sure to put these
into the correct ports. (Refer to Disassembly #1.)
13. Install the ball bearing (33) into the turbine
housing (32) by hand. Install the retainer ring
(34) into the turbine housing (32) to secure the
bearing (33).
The turbine housing o-ring (37) must not be lubri-
cated. It is to be installed dry.
14. Install the o-ring (37) into the turbine housing (32).
15. Install the compression spring (35) into the tur-
bine housing (32).
NOTE: The compression spring (35) must be shoved
past the o-ring (37) as far as possible.
16. Press the ball bearing (33) onto the turbine shaft
(38) as shown in Figure 15-27.
17. Install the bearing spacer (36) onto the turbine
shaft (38).
18. Place the turbine housing (32) onto the turbine
shaft (38) and press into position until seated as
19. Install the labyrinth spacer (30) over the turbine
shaft (38).
20. Install the 1/8" key (29) into the turbine shaft
keyway (38).
21. Press the turbine rotor (28) onto the turbine
shaft (38) until seated.
FIGURE 15-27. BALL BEARING INSTALLATION
1. Ram
2. Bearing Pressing
Tool
3. Table
FIGURE 15-28. TURBINE SHAFT INSTALLATION
1. Ram
2. Bearing Pressing
Tool
3. Table
Be sure to check the rotation of the starter motor
and the correct installation of the turbine rotor
(28). Turbine rotor buckets must flow in the same
direction as the nozzles on the nozzle/valve seat
(16).
Be sure to check the alignment of the turbine
rotor (28) and key (29).
22. Install the rotor washer (27) and rotor retention
screw (26) into the turbine shaft (38). Tighten to
8 Lb-Ft (11.3 Nm) torque.
NOTE: It is suggested that you hold the sun gear end
of the turbine shaft (38) in a soft-jawed (aluminum)
vise while torquing the rotor retention screw (26).
23. Slide the three needle bearings (45) into the
three stage one planet gears (46). Use NYE
377AL to grease the bearings (45).
24. Install one gear spacer (44) on each side of the
three gears (46).
25. Install three anti-rotation roll pins (41) into the
three stage one planet gear shafts (42). Tap the
pins (41) into position with a small hammer.
26. Insert the three gears (46) into the stage one
gear carrier (47) and align the shaft bores.
27. Hand install the three gear shafts (42) into the
gear carrier (47) and tap into position.
The gear shafts (42) must be inserted from the
stage one sun gear (38) side of the gear carrier
(47). Be sure to align the anti-rotation pins on the
gear shafts (42) with the slots in the gear carrier
(47).
28. Set the shaft retention plate (40) on the gear
carrier (47). Be sure to properly align the screw
holes.
29. Install the three screws (39); tighten to 45 Lb-in
(5.1 Nm) torque.
Check gear rotation. The gears (46) must rotate
freely in the gear carrier (47).
30. Press the oil impregnated bronze bearing (58)
into the bearing hub (69) until seated.
31. Press the lip seal (71) into the bearing hub (69)
until seated as shown in Figure 15-29.
Be sure that the lip on the seal (71) faces down
into the hub (69).
32. Lube with o-ring lube and install the o-ring (68)
into the recess on the internal face of the gear-
box housing (66).
33. Lube with Aeroshell #6 and set the o-ring (70)
onto the bearing hub (69). Roll the o-ring (70)
into position on the bearing hub (69).
34. Set the bearing hub (69) into the gearbox hous-
ing. Take care to line up the four screw holes.
35. Install the four screws (64) to secure the bearing
hub; tighten to 64 Lb-in (7.2 Nm) torque.
Be sure to hold the bearing hub (69) and the gear-
box housing (66) firmly together while installing
the screws (64) to prevent the o-ring (68) from
shifting out of position.
FIGURE 15-29. HUB LIP SEAL INSTALLATION
1. Ram
2. Seal Pressing Tool
3. Table
36. Lube with Aeroshell #6 and install the o-rings
(74) and (76) onto the pre-engage piston (75).
37. Use Aeroshell #6 to grease the inside of the
gearbox housing (66) and the inside and out-
side of the pre-engage piston (75).
38. Hand press the pre-engage piston (75) into the
gearbox housing (66) and onto the bearing hub
(69). Set the gearbox housing (66) aside.
The more deeply recessed end of the pre-engage
piston (75) must be fitted onto the bearing hub
(69).
39. Press the three needle bearings (52) flush into
the three stage two planet gears (53).
The bearings (52) have a flat end and a radius
end. Be certain to press against the flat end.
Press each bearing (52) flush with the face of the
gear (53).
40. Install three anti-rotation roll pins (41A) into
three stage two planet gear shafts (54). Tap the
pins (41A) into position with a small hammer.
41. Place one of the gear spacers (51) on each side
of the stage two planet gears (53).
42. Insert the three gears (53), with spacers (51),
into the gear carrier (55) and align the shaft
bores.
43. Hand install the three gear shafts (54) into the
gear carrier (55) and tap into position.
The gear shafts (54) must be inserted from the
output shaft side of the gear carrier (55). Be sure
to align the anti-rotation pins on the gear shafts
(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.
45. Install the three screws (57) and tighten to 45
LB-in (5.1 Nm) torque.
NOTE: Coat the bronze bearing (58) with NYE
377AL Grease.
46. Insert the seal positioning tool through the lip of
the seal (71).
47. Install the gearbox housing (66) onto the output
shaft of the gear carrier (55).
48. With the gearbox housing (66) in place, remove
the seal positioning tool.
While handling the gearbox housing/gear carrier,
do not let the gear carrier (55) fall out of the gear-
box housing (66) or the lip seal procedure on seal
(71) will have to be repeated. If the lip on the lip
seal (71) becomes reversed during assembly of
the gearbox housing (66) onto the output shaft
(55), the lip seal (71) must be replaced.
49. Install the two thrust washers (72) onto the out-
put shaft (55).
50. Install the retainer ring (73) onto the output shaft
(55).
51. Set the inlet housing - containment ring (5, 18)
assembly on the inlet housing (5).
52. Install the turbine assembly (32) into the con-
tainment ring (18).
NOTE: Since the major components must attach to
each other, be sure to align the components for both
the proper general orientation and for screw holes.
53. Lube with o-ring lube and install the o-rings (48,
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.
NOTE: NYE 377AL grease can be used to hold these
shims (43) in position during assembly.
Use NYE 377AL grease to coat the interior of the
ring gear (49), the stage one gear carrier/second
stage sun gear (47) and the stage two gear carrier
(55).
55. Install the stage one gear carrier (47) into the
ring gear (49) and onto the turbine shaft sun
gear (38). Rotate the carrier (47) until fully
seated.
56. Check that the anti-rotation pin (93) is firmly
secured in the gearbox housing (66).
57. Install the gearbox housing - gear carrier
(66,55) onto the ring gear (49) and onto the sun
gear of the carrier (47). Rotate fully to seat.
NOTE: Recheck component orientation and screw
hole alignment.
58. Install the seven screws (67) to secure the gear-
box housing (66) through to the containment
ring (18).
opposite screws, to ensure a straight pull, before
tightening all seven screws (67).
59. Carefully tighten the seven screws (67) to
ensure that the o-rings (48, 50) on the ring gear
(49) are not cut. Tighten the four screws (67) to
12 LB-Ft (16.9 Nm) torque.
60. Using Aeroshell #6, grease inner diameter of
split rings (77) and inside diameter of starter
drive spline (78). Install the two split rings (77)
onto the starter drive (78).
61. Install the starter drive (78) onto the output shaft
(55) and into the pre-engage piston (75).
Ensure that the split rings (77) remain in position
so that the starter drive (78) seats into the pre-
engage piston (75).
62. Install the compression spring (79) onto the
starter drive (78).
63. Press the lip seal (82) into the pinion housing
(84). The lip must be face down, or toward the
pinion (89).
64. Press the roller bearing (81) into the pinion
housing (84) until seated. Use NYE 377AL to
grease the roller bearing (81).
65. Install the retainer ring (80) in the pinion housing
(84).
66. Lube with Aeroshell #6 and install the o-ring
(83) onto the pinion housing (84).
67. Attach the pinion housing (84) to the gearbox
housing (66).
opposite screws, to ensure a straight pull, before
tightening all twelve screws (102).
68. Hold the pinion housing (84) firmly against the
gearbox housing (66) and install the twelve
screws (102).
69. Carefully tighten the twelve screws (102) to
ensure that the o-ring (83) is not cut. Tighten
the twelve screws to 12 Lb-Ft (16.9 Nm)
torque.
NOTE: Align the mounting flange (86) with the pinion
housing (84) so that component orientation is correct
for final assembly and installation. (Refer to
Disassembly #1)
70. Lube with Aeroshell #6 and install o-ring (85)
onto the pinion housing (84).
71. Attach the mounting flange (86) to the pinion
housing (84) using twelve screws (87).
72. Carefully tighten the twelve screws (87) to
ensure that the o-ring (85) is not cut. Tighten
the twelve screws (87) to 14 Lb-Ft (19.2 Nm)
torque.
73. Place the pinion collar (88) and the pinion (89)
onto the drive (78). Attach the pinion (89) to the
drive (78) with the split washer (90) and screw
(91). Hold the pinion (89) in a soft-jaw vise and
tighten the screw (91) to 133 Lb-Ft (179.6 Nm)
torque.
Check the rotation of the gear carrier/output
shaft (55). The gear carrier (55) and gears (53)
should all rotate freely.
74. Install three new muffler elements (22) into the
containment ring (18). Position the muffler
retainer (25) and install the three muffler
retainer plates (24) with the six screws (23).
Tighten the six screws (23) to 45 LB-In (5.1
Nm) torque.
75. Position the gasket (92) on the gearbox housing
so that the four holes align with the four tapped
holes.
76. Install the control module (60) onto the gearbox
housing (66).
Ensure that the speed sensor probe on the con-
trol module (60) seats into the counterbore in the
gearbox housing (66).
77. Install the four screws (61) to secure the control
module (60). Tighten to 15 Lb-In (1.69 Nm)
torque.
78. Lube with o-ring lube and install o-ring (65) onto
the gearbox housing (66). Set the solenoid
valve (63) onto the gearbox housing (66) and
secure with the three screws (62). Tighten to 64
Lb-In (7.2 Nm) torque.
79. Install the two male elbows (19 and 21). Item 19
goes into the gearbox housing (66) and Item 21
goes into the solenoid valve (63).
NOTE: Apply pipe thread sealant to fittings before re-
assembly.
80. Install the inlet-to-solenoid hose (59) and the
piston-to-valve hose (20).
81. Attach the solenoid leads to the control module
(60) unmarked terminal strip screws or reattach
the Hirschmann Connector (95) using the con-
nector screw (97). Place the connector gasket
(96) between the male and female Hirschmann
connectors before securing the screw. There is
no positive or negative for these leads.
TDI TWO-STAGE AIR STARTER TROUBLESHOOTING GUIDE
Release all system air pressure before attempt-
ing to work on starter system components.
TROUBLE PROBABLE CAUSE SOLUTION
1. Air always flows through
starter.
A. Spool Valve is not sealing cor-
rectly.
A. Check for damaged or contaminated valve seat, dam-
aged O-ring, or damaged spring.
B. Solenoid is not sealing correctly. B. Check solenoid potential at solenoid lead to ground;
should be zero. If not, see 2.C below. Check hose connec-
tions; supply air connects to NC, COM connects to pis-
ton air port on gearbox housing. Check function of solenoid
by disconnecting from control module and applying 12
VDC. Check for damaged or contaminated valve seat.
2. Starter doesnt run; no air
flow from exhaust.
A. Low air pressure; pinion doesnt
engage.
A. Check air pressure at air tank. Air pressure must be in
the 150-80 PSIG range.
B. No power to control module. B. Check electrical system powering control module; bat-
tery, keyswitch, start switch, wire continuity, fuse.
C. Power to control module; sole-
noid doesnt open.
C. Check voltage potential at solenoid lead to ground;
should be 12 VDC after power is applied to control module.
If not, disconnect solenoid from control module. Apply 12
VDC to solenoid; should click open. Verify by applying air to
NC. If solenoid functions correctly, replace control mod-
ule.
D. Air pressure correct; pinion
doesnt engage.
D. Replace damaged piston O-rings. Manually check for
correct piston operation. Check for obstructions in air pas-
sages.
3. Starter doesnt run; normal
air flow from exhaust.
A. Broken turbine rotor. A. Replace turbine rotor. If turbine hoop failed due to over-
speed, reason for overspeed must be determined. Examine
gear train and control module functions.
B. Obstruction or damage in gear
train.
B. Repair or replace.
4. Starter runs; engine cranks
slowly or not at all.
A. Low inlet pressure. A. Inlet air pressure must be in 150-80 PSIG range.
B. Excessive back pressure. B. Replace muffler elements.
C. Damaged turbine nozzles. C. Replace nozzle/valve seat.
D. Broken pinion. D. Replace starter drive.
5. Engine cranks too quickly,
causing premature starter cut-
out.
A. Inlet pressure too high. A. Inlet air pressure must be in 150-80 PSIG range.
6. Starter continues to operate
after starter button is released.
A. Solenoid is stuck open. A. See 1.B above.
B. Spool Valve is not sealing cor-
rectly.
B. See 1.A above.
7. Tank pressure decays after
extended shutdown.
A. Air connections are not tight. A. Disconnect fittings at tank, starter, and solenoid. Inspect
for damage. Repair or replace. Reconnect; use pipe joint
compound at all connections.
B. Air lines are damaged. B. Replace damaged lines.
C. Spool Valve is not sealing cor-
rectly.
C. See 1.A above.
D. Solenoid is open. D. See 1.B above.
M15002 Ingersoll-Rand Turbine Powered Starter M15-1
INGERSOLL-RAND TURBINE POWERED STARTER
The Ingersoll-Rand Pre-engaged Turbine Powered
Air Starter is supplied as a customer specified option.
It requires a dry air supply providing 70 -150 PSI (483
- 1034 kPa) operating pressure.
The dry weight of the starter assembly is approx-
imately 70 lbs. (32 kg). Be certain that adequate
lifting devices are available when Removing or
Installing starter.
MAINTENANCE
Removal
1. Mark or tag all air supply lines.
2. Discharge system air pressure completely.
3. Remove all air lines connected to starter
assembly. Cap all connectors to prevent
entrance of dirt.
5. Remove capscrews securing starter to engine
flywheel housing. Remove starter from the truck
and move to work area for repair.
Installation
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.
Disassembly Tips
The following are a few recommended procedures
which will help avoid unnecessary delay in assembly
of the air starter.
1. Always punch mark or scribe adjacent parts on
the motor housing cover, motor housing, gear
case and drive housing, so these members can
be located in the same relative position when
the starter is reassembled.
NOTE: The relative assembled position of the motor
housing cover (6, Figure 15-1), motor housing (13),
gear case (29), and drive housing (58), may vary with
different starter models. If for some reason (parts
replaced), original orientation is lost, refer to Figure
15-22. This starter model orientation code is 1H.
2. Do not remove any part which is a press fit in or
on a sub assembly, unless the removal of that
part is necessary for replacement or repairs.
3. Never save old seals or O-rings for reuse.
4. When grasping a part in a vise, always use
leather covered or copper covered vise jaws to
protect the surface of the part and help prevent
distortion. This is particularly true of threaded
members.
5. Do not press any needle bearings from a part,
unless new needle bearings are to be installed.
Needle bearings are always damaged during
the removal process.
M15-2 Ingersoll-Rand Turbine Powered Starter M15002
FIGURE 15-1. STARTER ASSEMBLY
1. Deflector Retaining Screw
2. Deflector Return Spring
3. Splash Deflector
4. Starter Assembly Cap Screw
5. Cap Screw Washer
6. Housing Exhaust Cover
7. Housing Exhaust Cover Seal
8. Motor Assembly Cylinder O-ring Seal
9. Motor Assembly Housing O-ring Seal
10. Motor Assembly
11. Motor Housing Plug Inlet Boss
12. Motor Housing Plug
12A.Motor Housing Plug
13. Motor Housing
14. Rear Gear Frame Bearing
15. Gear Shaft Retaining Washer
16. Planet Gear Frame
18. Bearing Spacer
19. Planet Gear
20. Planet Gear Needle Roller
21. Front Bearing Spacer
22. Planet Gear Frame Shaft Seal
23. Front Gear Frame Bearing
24. Rear Gear Case O-ring
25. Intermediate Gear Case
26. Front Gear Case O-ring
27. Intermediate Pinion
28. Intermediate Pinion Retaining Screw
29. Gear Case
30. Drive Gear Shaft Bearing Retainer
31. Rear Drive Gear Bearing
32. Drive Gear Bearing Retainer
33. Drive Gear
34. Bulkhead Retainer
35. Outer Bulkhead O-ring
36. Bulkhead Kit
37. Inner Bulkhead O-ring
38. Piston O-ring
39. Spacer Ring
40. Piston
41. Clutch Spring Cup Retainer
42. Clutch Spring Cup
43. Clutch Spring
44. Clutch J aws
45. Front Drive Gear Bearing
46. Drive Gear Screw O-ring
47. Drive Gear Cup
48. Drive Gear Lock Washer
49. Drive Gear Screw
50. Drive Shaft
51. Rear Drive Shaft Bearing
52. Large Drive Shaft Bearing Retainer
53. Piston Return Spring
54. Spring Seat
55. Front Drive Shaft Bearing
56. Drive Housing Seal
57. Drive Housing O-ring
58. Drive Housing
59. Drive Housing Cap Screw Lock Washer
60. Drive Housing Cap Screw
61. 61. Drive Housing Vent Plug
62. Pinion Spring
63. Pinion Spring Sleeve
64. Drive Pinion
65. Drive Pinion Washer
66. Drive Pinion Retaining Screw
FIGURE 15-1. STARTER ASSEMBLY
Disassembly -
Housing Exhaust Cover, Motor Assembly, and
Motor Housing
Punch or scribe marks on each housing section
for proper alignment and orientation of compo-
nents during re-assembly.
1. If replacing the motor assembly (10, Figure 15-
1), remove both housing plugs (11) and (12)
and drain the oil from the gearing before begin-
ning disassembly of the starter. Inspect the
magnetic housing plugs (11) and (12) for metal
particles. Very fine metal particles are normal.
Remove particles and reinstall plugs. Large par-
ticles or chips are an indication of a problem
requiring disassembly and inspection of gear
case (29).
2. Using a 8 mm hex head wrench, loosen and
remove capscrews (4, Figure 15-2) and wash-
ers (5).
3. Pull the housing exhaust cover (6) from the
motor housing (13). To dislodge the housing
exhaust cover, rotate it until the ears clear the
motor housing. Using a plastic hammer, tap the
ears alternately until the housing exhaust cover
can be removed from the motor housing.
4. Remove the deflector retaining screw (1, Figure
15-3), deflector retaining spring (2) and the
splash deflector (3) from the housing exhaust
cover (6).
5. Tap the motor housing (13, Figure 15 4) with a
plastic hammer to dislodge it from the interme-
diate gear case (25).
FIGURE 15-2. STARTER DISASSEMBLY
FIGURE 15-3.
FIGURE 15-4.
FIGURE 15-5.
6. Grasp the rear of the motor assembly (10, Fig-
ure 15-5) and pull it from the rear of the motor
housing. If the motor assembly is difficult to
remove, lightly push the motor pinion which is
on the front of the motor assembly toward the
exhaust side of the motor housing in order to
free motor assembly.
7. Tap the intermediate gear case (25, Figure 15-
6) with a plastic hammer to dislodge it from the
gear case (29).
8. Position the intermediate gear case on a bench
in a copper faced vise so that the intermediate
pinion (27, Figure 15-7) is secured in the jaws of
the vise. Tighten the vise only enough to hold
the intermediate pinion securely.
9. Loosen the intermediate pinion retaining screw
(28) 1 1/2 turns only. Do not remove.
If the intermediate gear case is not supported on
a bench and if the intermediate pinion retaining
screw is completely removed, the intermediate
gear case and components could fall causing
injury to personnel and/or damage to part.
Tap the intermediate pinion lightly to back the
planet gear frame assembly (Figure 15-8) out of
the intermediate gear case (25).
10. Remove the intermediate gear case assembly
from the vise and remove the intermediate pin-
ion (27). Remove the rear case O-ring (24, Fig-
ure 15-1) and front gear case O-ring (26) from
the intermediate gear case.
11. Remove the planet gear frame assembly (Fig-
ure 15-8) from the intermediate gear case (25).
Using a sleeve that contacts the outer race of
the front gear frame bearing (23), press the
planet gear frame shaft seal (22) and the front
gear frame bearing (23) from the front end and
out of the rear of the intermediate gear case
(25).
FIGURE 15-6.
FIGURE 15-7.
FIGURE 15-8.
12. Using a bearing puller, remove the rear gear
frame bearing (14, Figure 15-9) from the planet
gear frame (16) and remove the gear shaft
retaining washer (15).
13. Remove the planet gear shafts (17), planet
gears (19), planet gear bearings (20) and bear-
ing spacers (18).
14. Using a bearing puller, remove the front bearing
spacer (21) and the gear shaft retaining washer
(15) from the front of the planet gear frame by
pressing on the front of the planet gear shaft.
Remove the gear shaft retaining washer only if
the washer or front bearing spacer is damaged.
Disassembly - Drive Housing
Punch or scribe marks on each housing section
for proper alignment and orientation of compo-
nents during re-assembly.
1. Grasp the drive pinion (64, Figure 15-1) in a
copper faced vise with the starter supported on
the workbench.
2. Remove the drive pinion retaining screw (66).
NOTE: This model uses a left-hand thread.
3. Remove the starter from the vise.
4. Remove the drive pinion washer (65) and the
drive pinion (64).
5. Slide the pinion spring sleeve (63) and the pin-
ion spring (62) off the drive shaft (50).
6. Using an impact wrench with a 5/16" x 8" long
(8 mm x 203 mm) hex inserted into the end of
the drive shaft screw (49), loosen and remove
the drive housing cap screws (60) and lock
washers (59).
7. Tap the drive housing (58) with a plastic ham-
mer to help dislodge it from the gear case (29).
Failure to follow this procedure could result in
injury to personnel because of unexpected sepa-
ration of the components.
8. Place the drive housing in an arbor press, pin-
ion end up. Apply a load to the piston (40) using
the arbor press to compress the piston return
spring (53) before removing the bulkhead
retainer (34).
(Do not use compressed air to load the piston.)
9. Using a screwdriver, remove the bulkhead
retainer while the component is still mounted on
the arbor press.
Make sure the tension of the spring pushes the
bulkhead out of the drive housing before remov-
ing the drive housing from the arbor press.
10. Remove the bulkhead (36) from the piston (40).
11. Remove the outer bulkhead ring (35) and the
inner bulkhead ring (37).
12. Slide the drive shaft (50) from the drive housing.
13. Pull the piston return spring (53) off the drive
shaft.
Do not remove the front drive shaft bearing (55)
or the drive housing seal (56) unless replacement
is necessary and new parts are available. The
bearing and/or the seal will always be damaged
when removed from the drive housing.
FIGURE 15-9.
14. Remove the piston ring (38, Figure 15-1) from
the piston.
This operation will damage the piston seal.
Therefore, a replacement piston seal must be on
hand.
15. Press the clutch spring cup (42) down and
remove the clutch spring cup retainer (41).
16. Remove the clutch spring cup and clutch spring
(43).
17. Remove the two clutch jaws (43).
18. Remove the front drive gear bearing (45), drive
gear cup (47), drive gear lock washer (48), drive
gear screw ring (46) and drive gear screw (49).
19. Using a screwdriver, remove the large drive
20. Press the rear drive shaft bearing (51) and drive
shaft (50) out of the piston. If the rear drive shaft
bearing needs to be replaced, proceed as follows:
a. Using a small chisel, cut and remove the
small drive shaft bearing retained in the drive
shaft.
b. Press the rear drive shaft bearing (51) off the
drive shaft.
21. Place the gear case (29) on a workbench.
the access holes in the gear web, remove the
drive gear bearing retainer (32, Figure 15-10).
23. Pull the drive gear (33, Figure 15-1) out of the
gear case (29).
Do not disassemble the drive gear and clutch
parts for this starter. If the drive shaft is defec-
tive, install a new or rebuilt unit.
24. Using retaining ring pliers, remove the drive
gear shaft bearing retainer (30).
25. Remove the rear drive gear bearing (31) from
the drive gear (33).
FIGURE 15-10.
Assembly Tips
1. Always press on the inner ring of a ball type
bearing when installing the bearing on a shaft.
2. Always press on the outer ring of a ball type
bearing when pressing the bearing into a bear-
ing recess.
3. Whenever grasping a starter or part in a vise,
always use leather covered or copper covered
vise jaws. Take extra care with threaded parts
or housings.
4. Except for bearings, always clean every part,
and wipe every part, with a thin film of oil before
installation.
5. Check every bearing for roughness. If an open
bearing must be cleaned, wash it thoroughly in
a suitable cleaning solution and dry with a clean
cloth. Sealed or shielded bearings should never
be cleaned. Work grease thoroughly into every
open bearing before installation.
6. Apply a film of O-ring lubricant to all O-rings
before final assembly.
7. Unless otherwise noted, always press on the
stamped end of a needle bearing when install-
ing the needle bearing in a recess. Use a bear-
ing inserting tool similar to the one shown in
Figure 15-11.
8. Always look for punch or scribe marks on the
motor housing cover, motor housing, gear case
and drive housing, so these members can be
located in the same relative position when the
starter is reassembled.
NOTE: The relative assembled position of the motor
housing cover (6, Figure 15-1), motor housing (13),
gear case (29), and drive housing (58), may vary with
different starter models. If for some reason (parts
replaced), original orientation is lost, refer to Figure
15-22. This starter model orientation code is 1H.
Lubrication
1. Lubricate all O-rings with O-ring lubricant.
2. Coat the front bearing spacer (21, Figure 15-1)
with gear lube before installing.
3. Add approximately 1/3 pint (175 ml) of Dextron
II Automatic Transmission Fluid through the
side plug hole in the motor housing (13).
4. Lubricate the front drive gear (33) with Mobil Oil
Company - Mobilith SHC 007.
5. Lubricate the inside diameter of the drive shaft
(50) with Mobil Oil Company - Mobilith SHC
007.
6. Lubricate the pinion end of the drive shaft with
Tenneco Chemicals - Andersol 786.
7. Wipe a thin film of Mobil Oil Company - Mobilith
SHC 007 in the drive housing (58).
8. Roll the pinion return spring (53) in Mobil Oil
9. Coat the outside of the piston (40) with Mobil Oil
FIGURE 15-11.
Assembly - Gear Case and Drive Housing
1. Place the drive gear bearing retainer over the
rear end of the drive gear.
2. Using an arbor press, press the rear drive gear
bearing (31, Figure 15-1) onto the rear end of
the drive gear (33).
3. Using a plastic hammer, seat the rear drive gear
bearing into the gear case (29) by tapping the
opposite end of the drive gear.
4. Using retaining ring pliers install the drive gear
the access holes in the gear web, install the
drive gear bearing retainer (32, Figure 15-12).
6. Lubricate the drive gear with Mobil Oil Com-
pany - Mobilith SHC 007.
7. Press the rear drive shaft bearing (51, Figure
15-1) onto the drive shaft.
8. Slide the small bearing retainer convex side
first, onto the drive shaft. Press it into position.
9. Assemble the drive gear screw (49), drive gear
lock washer (48), drive gear cup (47) and drive
gear screw O-ring (46).
10. Grasp the drive shaft (50) in a vise, external
splined end down. Place assembled drive shaft
screw unit into the drive shaft, screwhead down.
Lubricate the inside diameter of the drive shaft
with Mobil Oil Company - Mobilith SHC 007.
11. Slide the front drive gear bearing (45) into the
drive shaft (50).
12. Lubricate with Mobil Oil Company - Mobilith
SHC 007 grease and install the driving clutch
jaw teeth (44) facing up and driven clutch jaw
teeth facing down into the drive shaft (50).
13. Insert the clutch spring (43) into the drive shaft
(50).
14. Insert the clutch spring cup (42) into the drive
shaft (50).
15. Press the inserted parts into the drive shaft (50),
and install the clutch spring cup retainer (41).
If it is necessary to replace the drive housing (58)
and drive components, make sure that the piston
seal has been removed from the rear of the new
piston (40). The piston seal must be removed to
prevent pressure build up which will cause
movement of the planet gear frame shaft seal
(22). If this condition occurs, the piston cannot
retract and the drive pinion (64) will remain in
engagement with the flywheel, causing damage
to the starter drive train and/or starter motor. To
remove the piston seal, insert a screwdriver
inside the lip of the seal and pry it loose from the
piston.
16. Install the piston (40) onto the drive shaft (50)
until the rear drive shaft bearing (51) seats into
the piston.
17. Using a thin flat blade screwdriver to assist in
this operation, coil the large drive shaft bearing
retainer (52) into the groove of the piston to
retain the outer race of the drive shaft bearing
(51).
18. Using O-ring lubricant, lubricate the piston O-
ring (38) and install it in the groove of the Piston.
19. Position the drive housing (58) in an arbor
press, pinion end down. Using a pressing
sleeve of the proper size, press the seal (56)
into the drive housing (58) so that the lip of the
seal faces away from the drive pinion.
20. Using a sleeve that contacts the outer race of
the front drive shaft bearing (55), press the
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 15-12.
21. Slide the piston return spring (53) onto the drive
shaft and snap it into the front of the piston so
that it is against the large drive shaft bearing
retainer (52).
22. Lubricate and insert the assembled drive shaft
into the drive housing.
outer bulkhead O-ring (35) and the inner bulk-
head O-ring (37) on the bulkhead (36).
24. Slide the bulkhead onto the piston.
25. With the drive housing in the arbor press, press
down on the rear face of the piston.
Feel the underside of the drive housing to make
sure the drive shaft passes through the bearing.
26. Using a screwdriver, install the bulkhead
retainer (34).
Make sure the bulkhead retainer (34) is properly
seated in the drive housing groove before easing
off the arbor press. Improperly retained parts will
allow parts to separate when removed from the
arbor press causing possible injury to personnel.
27. Remove the drive housing (58) from the arbor
press.
drive housing O-ring (57) in the groove of the
drive housing.
29. Position the assembled gear case (29) on a
workbench. The assembled unit must be
upright to accept the drive housing (58).
30. Carefully position the assembled drive housing
(58) onto the gear case (29) so as not to dam-
age the piston seal. Align the punch marks of
the gear case and drive housing.
31. Install the drive housing capscrew lock washers
(59) and the drive housing capscrews (60) and
tighten to 28 ft. lb. (38 N.m) torque.
32. Using an impact wrench with a 5/16" x 8" (8 mm
x 203 mm) long hex inserted into the end of
drive shaft, tighten the drive gear screw (49) to
57 ft. lb. (77.3 N.m) torque.
33. Lubricate using Tenneco Chemicals - Andersol
786 grease, slide the pinion spring (62) and pin-
ion spring sleeve (63) over pinion end of drive
shaft.
34. Lubricate the pinion end of the drive shaft with
Tenneco Chemicals - Andersol 786 grease and
install the drive pinion (64).
35. Grasp the drive pinion in a leather covered or
copper covered vise with the starter supported
on a workbench.
36. Place the drive pinion washer (65) onto drive
pinion retaining screw (66).
This starter model has a left hand thread. Install
the drive pinion retaining screw (66) into the end
of the drive shaft and tighten to 80 ft. lb. (108.5
N.m) torque.
Assembly -
Intermediate Gear Case, Motor Housing, Motor
Assembly, and Housing Exhaust Cover
1. Using a bearing pressing tool of the proper size,
press the front gear frame bearing (23, Figure
15-13) into the rear of the intermediate gear
case (25). Place spacer ring (39) on bearing.
2. Using sleeve which contacts the outer ring of
the seal, press the planet gear frame seal (22)
into the rear of the intermediate gear case over
the front gear frame bearing.
Make sure that the flat side of the seal is installed
against the bearing.
FIGURE 15-13.
3. Install the rear gear case O-ring (24) in the
groove at the rear of the Intermediate gear case
and the front gear case O-ring (26) in the
groove at the front of the intermediate gear
case. Coat both O-rings with O-ring lubricant.
4. Install one gear shaft retaining washer (15, Fig-
ure 15-14) on the front of the planet gear frame
(16). Press the front bearing spacer (21) on the
front shaft of the planet gear frame to hold the
gear shaft retaining washer firmly in position.
Coat the front bearing spacer with gear lube
before installing it. Be careful not to gouge or
scratch the front bearing spacer during installa-
tion as this could result in leakage between the
planet gear frame and gear case
5. Place planet gear frame on a bench, shaft side
down. Place the planet gear bearing (20) inside
the planet gear (19). Place bearing spacer (18)
on top and bottom of bearing and gear. Slide
the components into the slots in the side of the
planet gear frame. Align holes in spacers and
bearings with holes in planet gear frame and
insert planet gear shaft (17), integral keyed end
down, through the spacers and bearing so that
the larger portion of the keyed end of the shaft
contacts the planet gear shaft retaining washer.
Repeat the procedure for the two remaining
planet gears and components.
Do not move or turn over the planet gear frame
until steps 6 and 7 have been completed. Move-
ment of the planet gear frame assembly could
dislodge assembled components, making it nec-
essary to repeat step 5.
6. Install the other planet gear shaft retaining
washer over the shaft at the rear of the planet
gear.
7. Using the proper size bearing inserting tool,
press the rear gear frame bearing (14) on the
shaft at the rear of the planet gear frame.
8. Slide the planet gear frame assembly, coupling
end first, into the rear of the intermediate gear
case (25, Figure 15-15), making sure that the
planet gears mesh with the ring gear. Use care
so as to not damage the seal.
FIGURE 15-14.
FIGURE 15-15.
FIGURE 15-16.
9. Install the intermediate pinion (27, Figure 15-
16) making sure that the notches at the rear of
the pinion align with the notches and tangs in
the shaft of the planet gear frame.
10. Clean the threads of the intermediate pinion
retaining screw (28) and apply 2-3 drops of
Permabond HM118 to the threads approxi-
mately 3 mm from the end of the screw and
tighten enough to hold assembly together.
11. For final tightening, position the intermediate
gear case so the intermediate pinion is secured
in the jaws of a leather-covered or copper-faced
vise. Tighten the intermediate pinion retaining
screw to 90 ft. lb. (122 N.m) torque.
12. Remove the intermediate gear case from the
vise and set it on a bench.
The intermediate gear case will work in only one
orientation.
Align the punch marks on the intermediate gear
case (25, Figure 15-17) and the gear case (29)
and using a plastic hammer, tap the intermedi-
ate gear case until it seats in the rear of the
gear case. Make sure the intermediate pinion
meshes with the drive gear.
13. Before installing the motor assembly, coat the
O-rings on the motor assembly and the inside of
the cylinder with O-ring lubricant. Install the
motor assembly through the rear of the motor
housing with the geared end of the rotor toward
the front. Refer to Figure 15-18.
Turn the intermediate pinion so that the gear on
the rotor meshes with the planet gears. Make
sure that the rotor of the motor assembly is
installed flush with the rear of the cylinder.
14. Align the punch marks on the motor housing
(13, Figure 15-19) with the punch marks on the
intermediate gear case (25) and using a plastic
hammer, tap the motor housing until it seats on
the rear of the intermediate gear case.
FIGURE 15-17.
FIGURE 15-18.
FIGURE 15-19.
15. Install the splash deflector (3, Figure 15-20),
deflector retaining spring (2) and deflector
retaining screw (1) in the rear of the housing
exhaust cover (6).
Coat the threads of the deflector retaining screws
with non hardening No. 2 Permatex or Locktite
Pipe Sealant.
16. Coat the exhaust cover seal (7, Figure 15-1)
with O-ring lubricant and install in the groove on
the housing exhaust cover.
17. Align the punch marks on the housing exhaust
cover (6, Figure 15-21) with the punch marks on
the motor housing (13) and using a plastic ham-
mer, tap the housing exhaust cover until it
seats.
18. Install the housing exhaust cover (6) on the rear
of the motor housing (13) using the starter
assembly cap screws (4) and cap screw wash-
ers (5). Use an 8 mm hex head wrench to
tighten each gradually to a final torque of 45 to
50 ft. lb. (61 to 68 N.m).
Use non hardening No. 2 Permatex or Locktite
Pipe Sealant.
19. Install the bottom housing plug (12A, Figure 15-
1) and the housing plug inlet boss (11). Put the
starter on its side with the side plug (12) hole
upward. Be certain to keep starter level. Using
Dextron II Automatic Transmission Fluid, add 1/3
pint (175 ml) [or until fluid just begins to come out
of hole] through the side plug (12) hole in the
motor housing (13).
CAUTION - Do not overfill!
Install the side housing plug (12) and tighten all
plugs to 5 to 10 ft. lb. (6.8 to 13.6 N.m) torque.
FIGURE 15-20.
FIGURE 15-21.
FIGURE 15-22. STARTER CASE ORIENTATION CODES
TEST AND INSPECTION PROCEDURE
Inadvertent application of air pressure to the
" OUT" port will result in drive malfunction (Pin-
ion will fail to retract). If this condition occurs,
loosen the drive housing cap screws (60, Figure
15-1) to vent the gear case (29). Also, loosen
housing plugs (11) and (12) to vent the motor.
1. Clutch Ratcheting - Turn the drive shaft pinion
(64, Figure 15-1) by hand in the direction of
starter rotation. The clutch should ratchet
smoothly with a slight clicking action.
2. Motor and Gearing Freeness - Turn the drive
shaft pinion (64, Figure 15-1) opposite the
direction of starter rotation. The drive shaft pin-
ion should turn by hand.
3. Pinion Engagement - Plug the "OUT" port in the
drive housing (58, Figure 15-1). Apply 70 psi
(483 kPa) as needed. In its normal position, the
distance from the mounting flange to the end of
the drive shaft (50) should be 1-3/4". In its
extended position, the distance from the mount-
ing flange to the end of the drive shaft should be
2-7/8". While the drive shaft is extended, push
the drive pinion (64) back on the helical splined
shaft. The rear face of the drive pinion must
move back 0.47" 0.035".
4. Motor Action - Secure the starter in a vise and
apply 90 psi (620 kPa) pressure using a 3/8" (9
mm) supply line to the inlet of the motor. Starter
should run smoothly.
5. Motor Seals - Plug the exhaust and slowly apply
20 psi (138 kPa) pressure to the inlet of the
motor. Immerse the starter for 30 seconds in a
nonflammable, bubble producing liquid. If the
starter is properly sealed, no bubbles will
appear.
6. Gear Case Seals - Plug the exhaust and slowly
apply 20 psi (138 kPa) pressure to the inlet of
the motor. Immerse the starter for 30 seconds in
a nonflammable, bubble-producing liquid. There
should be no leakage in the housing joints in the
gear case area or in the shaft seal in the inter-
mediate gear system. If the starter is properly
sealed, no bubbles will appear.
7. Confirm Motor Rotation - Remove housing plug
(12, Figure 15-1). Use a 1/4" hex drive to rotate
the motor to verify proper motor adjustment.
Intermediate gearing output should rotate oppo-
site the required starter rotation while observing
from the pinion side. Replace the housing plug
when finished.
8. Confirm Drive Rotation - Apply low pressure to
the motor and observe rotation. The drive pinion
(64, Figure 15-1) must rotate in the direction
stamped on the nameplate. Chamfer on pinion
teeth should be on the trailing edge of the gear
tooth.
9. Drive Housing Function - Apply 150 psi (1034
kPa) to the "IN" port of the drive housing (58,
Figure 15-1). Cycle five times. Air should
exhaust through the "OUT" port during each
cycle.
10. Exhaust Deflector Operation - Install starter on
testing fixture. Apply low air pressure to the
motor and observe. The deflector must return to
its normal position after operation of the starter.
11. Drive Housing Leakage - Plug the drive housing
(58, Figure 15-1) "OUT" port and apply 150 psi
(1034 kPa) to the "IN" port to extend the drive
shaft (50). There should be no leakage.
12. Drive Shaft Seal Leakage - Plug the "OUT" port
on the drive housing (58, Figure 15-1). Apply 90
psi (620 kPa) to the "IN" port and 20 psi (138
kPa) to the vent hole. After five seconds, there
should be no leakage.
TROUBLE: Motor will not run.
No air supply. Check for blockage or damage to air supply lines or tank.
Damaged motor assembly. Inspect motor assembly and power train and repair or
replace if necessary.
Foreign material in motor and/or piping. Remove motor assembly and/or piping and remove
blockage.
Blocked exhaust system. Remove housing exhaust cover and check for blockage.
Defective control valve or relay valve. Replace control valve or relay valve.
TROUBLE: Loss of Power.
Low air pressure to starter. Check air supply.
Restricted air supply line. Check for blockage or damage to air lines.
Relay valve malfunctioning. Clean or replace lines or relay valve. Lube relay valve.
Exhaust flow restricted. Check for blocked or damaged piping. Clean or replace
piping. Check for dirt or foreign material and clean or
remove. Check for ice build-up. Melt ice and reduce
moisture build-up to starter.
Damaged motor assembly. Replace motor assembly.
TROUBLE: Drive will not engage.
No pressure to drive housing port. Check air supply.
Internal drive housing ports blocked. Remove blockage.
Fluid in drive unit components. Remove fluid.
Damaged or worn piston assembly, O-rings, or seals. Replace damaged or worn parts.
O-rings and seals dry. Re-lube O-rings and seals.
Severe wear in steering control unit. Repair steering control unit.
TROUBLE: Motor runs, pinion engages, but does not rotate flywheel.
Damaged or broken drive train. Disassemble drive train and replace worn or damaged
parts.
TROUBLESHOOTING CHART (Continued)
TROUBLE: Excessive butt engagement.
Damaged drive pinion or flywheel. Inspect drive pinion and flywheel and replace if neces-
sary.
Damaged starter drive or components. Inspect drive components and replace worn or damaged
parts.
Low air pressure. Check air supply.
Wrong drive pinion. Replace with proper drive pinion.
TROUBLE: Oil blowing out of exhaust.
Oil in air supply line. Inspect air line and remove source of oil.
Splash deflector retaining screw or pipe plug missing. Install splash deflector retaining screw or pipe plug.
Worn or damaged rotor seals or static O rings. Replace static seals on outside of motor.
TROUBLE: Oil leaking from gear case.
Worn or damaged O rings. Replace O-rings.
Loose joints. Make sure that joints fit properly and that starter assem-
bly cap screws are tightened to 60 ft lb. Make sure that all
seals and O rings fit and seal properly at their perimeters.
If they do not, replace with new seals and o rings.
Excessive high speed operation. Operate according to recommendations.
High number of start cycles. Replace worn components.
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.
TROUBLESHOOTING CHART (Continued)
.
.
TROUBLE: Air or gas leakage.
Loose joints. Insure that joints fit properly and that starter assembly
capscrews are tightened to 60 ft lb. Make sure that all
seals and O rings fit and seal properly at their perimeters.
If not, replace with new seals and O rings.
Excessive high speed operation. Operate according to recommendations.
High number of start cycles. Replace worn components.
Loose or leaking pipe plugs. Tighten or replace pipe plugs using proper pipe sealant.
Splash deflector retaining screw loose or pipe
plug missing.
Tighten splash deflector retaining screw or replace pipe
plug.
M17001 8/91 24 VDC Electric Start System M17-1
24 VDC ELECTRIC START SYSTEM
The 140M, 210M, 325M, and 385M model trucks use
a single cranking motor and magnetic switch. All
other models use two cranking motors and two mag-
netic switches. Refer to pages M17-9 and M17-10 for
the appropriate schematic.
OPERATION
Heavy duty batteries supply 24VDC to each of the
cranking motors through magnetic switches activated
by the key switch on the instrument panel.
When the keyswitch is placed in the Start position,
the magnetic switches close, connecting the motor
solenoid S terminals to the batteries. When the
solenoid windings are energized, the plunger (56,
Figure 17-3) is pulled in, moving the starter drive (71)
assembly forward in the nose housing to engage the
engine flywheel ring gear. Also, when the solenoid
plunger is pulled in, the main solenoid contacts close
to provide current to the motor armature and crank-
ing takes place. When the engine starts, an overrun-
ning clutch in the drive assembly protects the
armature from excessive speed until the keyswitch is
released. When the keyswitch is released, a return
spring causes the drive pinion to disengage.
After the engine is running, a normally closed pres-
sure switch senses engine oil pressure and opens
the electrical circuit to prevent actuation of the
motor(s) after the engine has started.
CRANKING MOTOR
Removal
1. Disconnect battery power using the appropriate
procedure below:
a. If truck is equipped with a battery equalizer,
place the ATEC or DDEC power switch in the
Off position.
b. Open the battery disconnect switch to
remove power from the system.
c. If not equipped with a battery disconnect
switch, remove battery cables using the fol-
lowing sequence if equipped with battery
equalizer:
1.) Remove the battery positive (+) cables
first.
2.) Remove the negative (-) cables last.
2. Mark wires and cables and remove from motor
(1, Figure 17-1) and solenoid (3) terminals.
3. Remove motor mounting capscrews and lock
washers (2).
4. Remove motor assembly from flywheel hous-
ing.
Installation
1. Align motor (1, Figure 17-1) housing with the
flywheel housing adaptor mounting holes and
slide into position.
2. Insert motor mounting capscrews and lock
washers (2).
3. Connect marked wires and cables to motor and
solenoid terminals.
4. If the truck is equipped with a battery equalizer,
no battery disconnect and the battery cables
were removed, reinstall in the following
sequence:
a. Install the negative (-) cables first.
b. Install the positive (+) cables.
c. Turn the ATEC or DDEC switch On.
5. On other models, close battery disconnect
switch or connect battery cables to the battery if
not equipped with a battery disconnect switch.
FIGURE 17-1. TYPICAL STARTER INSTALLATION
1. Cranking Motor
2. Capscrews &
Washers
3. Solenoid
M17-2 24 VDC Electric Start System M17001 8/91
CRANKING MOTOR
TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
Batteries - Verify the condition of the
batteries, cables, connections and charging
circuit. Refer to Section D for additional
information.
Wiring - Inspect all wiring for damage or
loose connections at the keyswitch,
magnetic switches, solenoids and cranking
motor(s). Clean, repair or tighten as
required.
If the above inspection indicates the starter motor to
be the cause of the problem, remove the motor and
perform the following tests prior to disassembly to
determine the condition of the motor and solenoid
and repairs required.
Preliminary Inspection
1. Check the starter to be certain the armature
turns freely.
a. Insert a flat blade screwdriver through the
opening in the nose housing.
b. Pry the pinion gear to be certain the arma-
ture can be rotated.
2. If the armature does not turn freely, the starter
should be disassembled immediately.
3. If the armature can be rotated, perform the No-
Load Test before disassembly.
No-Load Test
Refer to Figure 17-2 for the following test setup.
Be certain switch is open before connections or
disconnections are made during the following
procedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal
to the motor frame.
b. Use an RPM indicator to measure armature
speed.
c. Connect a carbon pile across one battery to
limit battery voltage to 20 VDC.
Do not apply voltages in excess of 20 volts.
Excessive voltage may cause the armature to
throw windings.
d. Connect the motor and an ammeter in series
with two fully charged 12 volt batteries.
e. Connect a switch in the open position from
the solenoid battery terminal to the solenoid
switch terminal.
2. Close the switch and compare the RPM, cur-
rent, and voltage reading to the following speci-
fications:
RPM: 5500 Minimum to 7500 Maximum
AMPS: 95 Minimum to 120 Maximum
VOLTS: 20 VDC
Interpreting Results of Tests
1. Rated current draw and no-load speed indi-
cates normal condition of the cranking motor.
2. Low free speed and high current draw indi-
cates:
a. Too much friction; tight, dirty, or worn bear-
ings, bent armature shaft or loose pole shoes
allowing armature to drag.
b. Shorted armature. This can be further
checked on a growler after disassembly.
c. Grounded armature or fields. Check Further
after disassembly.
FIGURE 17-2. NO-LOAD TEST CIRCUIT
3. Failure to operate with high current draw indi-
cates:
a. A direct ground in the terminal or fields.
b. Frozen bearings (this should have been
determined by turning the armature by hand).
4. Failure to operate with no current draw indi-
cates:
a. Open field circuit. This can be checked after
disassembly by inspecting internal connec-
tions and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commuta-
tor for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high
insulation between the commutator bars or
other causes which would prevent good con-
tact between the brushes and commutator.
5. Low no-load speed and low current draw indi-
cates:
a. High internal resistance due to poor connec-
tions, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.
Disassembly
Normally the cranking motor should be disassembled
only as far as necessary to repair or replace defec-
tive parts.
1. Note the relative position of the solenoid (53,
Figure 17-3), lever housing (78), nose housing
(69), and C.E. frame (1) so the motor can be
reassembled in the same manner.
2. Disconnect field coil connector (42) from sole-
noid motor terminal, and lead from solenoid
ground terminal.
3. Remove the brush inspection plates (52), and
brush lead screws(15).
4. Remove the attaching bolts (34) and separate
the commutator end frame (1) from the field
frame (35).
5. Separate the nose housing (69) and field frame
(35) from lever housing (78) by removing
attaching bolts (70).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).
7. Separate solenoid (53) from lever housing by
pulling apart.
1. The drive (71), armature (45) and fields (46)
should not be cleaned in any degreasing tank,
or with grease dissolving solvents, since these
would dissolve the lubricant in the drive and
damage the insulation in the armature and field
coils.
2. All parts except the drive should be cleaned
with mineral spirits and a clean cloth.
3. If the commutator is dirty, it may be cleaned with
No. 00 sandpaper.
NOTE: Never use emery cloth to clean commutator.
4. Inspect the brushes (13, Figure 17-3) for wear.
a. If worn excessively when compared with a
new brush, they should be replaced.
b. Make sure the brush holders (10) are clean
and the brushes are not binding in the holders.
c. The full brush surface should ride on the
commutator to give proper performance.
Check by hand to insure that the brush
springs (16) are giving firm contact between
the brushes (13) and commutator.
d. If the springs (16) are distorted or discolored,
they should be replaced.
Armature Servicing
If the armature commutator is worn, dirty, out of
round, or has high insulation, the armature (45)
should be put on a lathe and the commutator turned
down. The insulation should then be undercut .031
in. (.79 mm) wide and .031 in. (.79 mm) deep, and
the slots cleaned out to remove any trace of dirt or
copper dust. As a final step in this procedure, the
commutator should be sanded lightly with No. 00
sandpaper to remove any burrs left as a result of the
undercutting procedure.
The armature should be checked for opens, short cir-
cuits and grounds as follows:
1. Opens are usually caused by excessively long
cranking periods. The most likely place for an
open to occur is at the commutator riser bars.
Inspect the points where the conductors are
joined to the commutator bars for loose connec-
tions. Poor connections cause arcing and burn-
ing of the commutator as the cranking motor is
used. If the bars are not too badly burned,
repair can often be effected by resoldering or
welding the leads in the riser bars (using rosin
flux), and turning down the commutator in a
lathe to remove the burned material. The insula-
tion should then be undercut.
2. Short circuits in the armature are located by use
of a growler. When the armature is revolved in
the growler with a steel strip such as a hacksaw
blade held above it, the blade will vibrate above
the area of the armature core in which the short
circuit is located. Shorts between bars are
sometimes produced by brush dust or copper
between the bars. These shorts can be elimi-
nated by cleaning out the slots.
3. Grounds in the armature can be detected by the
use of a 110-volt test lamp and test points. If the
lamp lights when one test point is placed on the
commutator with the other point on the core or
shaft, the armature is grounded. Grounds occur
as a result of insulation failure which is often
brought about by overheating of the cranking
motor produced by excessively long cranking
periods or by accumulation of brush dust
between the commutator bars and the steel
commutator ring.
Field Coil Checks
The field coils (46, figure 17-3) can be checked for
grounds and opens by using a test lamp.
1. Grounds - The ground connections must be dis-
connected during this check. Connect one lead
of the 110 volt test lamp to the field frame (35)
and the other lead to the field connector (42). If
the lamp lights, at least one field coil is
grounded and must be repaired or replaced.
2. Opens - Connect test lamp leads to ends of
field coils (46). If lamp does not light, the field
coils are open.
Field Coil Removal
Field coils can be removed from the field frame
assembly by using a pole shoe screwdriver. A pole
shoe spreader should also be used to prevent distor-
tion of the field frame. Careful installation of the field
coils is necessary to prevent shorting or grounding of
the field coils as the pole shoes are tightened into
place. Where the pole shoe has a long lip on one
side and a short lip on the other, the long lip should
be assembled in the direction of armature rotation so
it becomes the trailing (not leading) edge of the pole
shoe.
FIGURE 17-3. CRANKING MOTOR ASSEMBLY
1. C.E. Frame
2. Washers
3. O-Ring
4. Insulator
5. Support Plate
6. Brush Plate
Insulator
7. Washers
8. Plate & Stud
9. Plate
10. Brush Holder
11. Lockwasher
12. Screw
13. Brush
(12 required)
14. Lockwasher
15. Screw
16. Brush Spring
17. Screw
18. Screw
19. Screw
20. Lockwasher
21. Plate
22. Brush
Holder Insulator
23. Screw
24. Lockwasher
25. Washer
26. O-Ring
27. Bushing
28. Insulator
29. Washer
30. Lockwasher
31. Nut
32. Nut
33. Lockwasher
34. Screw
35. Field Frame
36. Stud Terminal
37. Bushing
38. Gasket
39. Washers
40. Washer
41. Nut
42. Connector
43. Lockwasher
44. Nut
45. Armature
46. Field Coil
(6 Coils)
47. Shoe
48. Insulator
49. Screw
50. Washer
51. O-Ring
52. Inspection Plug
53. Solenoid
Housing
54. Lockwasher
55. Screw
56. Plunger
57. Washer
58. Boot
59. Washer
60. Spring
61. Retainer
62. Snap Ring
63. Shift Lever
64. Nut
65. O-Ring
66. O-Ring
67. Snap Ring
68. Lever Shaft
69. Drive Housing
70. Screw
71. Drive Assembly
72. Gasket
73. Plug
74. Gasket
75. Brake Washer
76. Screw
77. Lockwasher
78. Lever Housing
79. Washer
80. O-Ring
Solenoid Checks
A basic solenoid circuit is shown in Figure 17-4.
Solenoids can be checked electrically using the fol-
lowing procedure.
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).
To prevent overheating, do not leave the pull-in
winding energized more than 15 seconds. The
current draw will decrease as the winding tem-
perature increases.
4. Use the carbon pile to decrease the battery volt-
age to 5 volts. Close the switch and read current.
a. The ammeter should read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding.
Low readings indicate excessive resistance.
5. To check for grounds, move battery lead from
G (Figure 17-5) and from MTR (Figure 17-6)
to the solenoid case. Ammeter should read
zero. If not, the winding is grounded.
FIGURE 17-4. SIMPLIFIED SOLENOID CIRCUIT
FIGURE 17-5. SOLENOID HOLD-IN WINDING
TEST
FIGURE 17-6. SOLENOID PULL-IN WINDING TEST
Assembly
Lubricate all bearings, wicks, and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before
pressing into place.
2. Install wick, soaked in oil, prior to installing
bearings.
3. Do not attempt to drill or ream sintered bear-
ings. These bearings are supplied to size. If
drilled or reamed, the I.D. will be too large and
the bearing pores will seal over.
4. Do not cross-drill bearings. Because the bear-
ing is so highly porous, oil from the wick touch-
ing the outside bearing surface will bleed
through and provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking.
The clearance between this bearing and the
armature shaft is large compared to the end
frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the
field frame as follows:
a. Insert the armature (45, Figure 17-3) into the
field frame (35). Pull the armature out of the
field frame just far enough to permit the
brushes to be placed over the commutator.
b. Place the end frame (1) on the armature
shaft. Slide end frame and armature into
place against the field frame.
c. Insert screws (34) and washers (33) and
tighten securely.
2. Assemble lever (63) into lever housing (78) If
removed.
3. Place washer (79) on armature shaft and install
new O-ring (80). Position drive assembly (71) in
lever (63) in lever housing. Apply a light coat of
lubricant (Delco Remy Part No. 1960954) on
washer(75) and install over armature shaft.
Align lever housing with field frame and slide
assembly over armature shaft. Secure with
screws (76) and washers (77).
4. Assemble and install solenoid assembly
through lever housing and attach to field frame.
Install nut (64) but do not tighten at this time.
Install brush inspection plugs (52).
5. Using a new gasket (72), install drive housing
(69) and secure with screws (70).
6. Assemble field coil connector (42) to solenoid.
7. Adjust pinion clearance per instructions on the
following page.
8. After pinion clearance has been adjusted, install
gasket (74) and plug(73).
Pinion Clearance
To adjust pinion clearance, follow the steps listed
below.
1. Make connections as shown in Figure 17-7.
2. Momentarily flash a jumper lead from terminal
G to terminal MTR. The drive will now shift
into cranking position and remain so until the
batteries are disconnected.
3. Push the pinion or drive back towards the com-
mutator end to eliminate slack movement.
4. The distance between the drive pinion and
housing should be between .330 in. to .390 in.
(8.3 mm to 9.9 mm) as shown in Figure 17-8.
5. Adjust clearance by turning shaft nut (64, Fig-
ure 17-3).
FIGURE 17-7. PINION CLEARANCE CHECK
CIRCUIT
Magnetic Switch
The magnetic switch is a sealed unit and not repair-
able.
Removal
1. Remove battery power as described in Crank-
ing Motor Removal, page M17-1.
2. Disconnect cables from the switch terminals
and wires from coil terminals (Figure 17-9).
NOTE: If the magnetic switch has a diode across the
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.
3. Install the diode across the coil terminals if
required. Be certain diode polarity is correct.
(Refer to the wiring diagrams on the following
pages.) Attach wires from the truck harness to
the coil terminals (See Figure 17-9).
4. Connect battery power as described in Canking
Motor Installation, page M17-1.
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
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
reading, the coil is grounded and the switch
must be replaced.
3. The ohmmeter should display when the
probes are placed across the switch terminals.
NOTE: The switch terminals should show continuity
when 24 VDC is applied to the coil terminals,
however high resistance across the internal switch
contacts due to arcing etc. could prevent the switch
from delivering adequate current to the cranking
motor. If the coil tests are satisfactory but the switch
is still suspect, it should be replaced with a new part.
FIGURE 17-8. CHECKING PINION CLEARANCE
FIGURE 17-9. MAGNETIC SWITCH ASSEMBLY
ELECTRIC START SYSTEM WIRING DIAGRAMS
The following wiring diagrams represent the starter system hookup for various
truck models. Refer to the schematics in Section R for additional components
and wiring information.
M20001TC 6/96 Index M20-1
ON-BOARD WEIGHING SYSTEM
ON-BOARD WEIGHING SYSTEM INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3
DECK MOUNTED LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
OPERATIONS AND FUNCTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
DISPLAY LOGIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
METRIC/SHORT TON SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
DATA STORAGE LOGIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
DATA PRINT OUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
CLEAR MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
SETTING THE TIME OF DAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
CALIBRATING THE PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
DIMMING THE PAYLOAD METER DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
ERROR CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
SERVICING THE PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
REPLACING PRINTER PAPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
To Replace Paper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Troubleshooting Paper Printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
REPLACEMENT OF PRINTER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Printer Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Printer Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
M20-2 Index M20001TC 6/96
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
To Perform Sensor Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
RELAYS and Data Storage Trigger Module (DSTM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
PAYLOAD METER SELF TEST FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
ON-BOARD WEIGHING SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
TROUBLESHOOTING THE HAULPAK
ON-BOARD WEIGHING SYSTEM. . . . . . . . . . . . . . M20-15 - 18

EXPANDED MEMORY BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
GETTING STARTED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-20
INITIAL START UP OF THE EXPANDED MEMORY BOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-20
COMMON PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-21
DOWNLOAD PROGRAM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22
PAYLOAD BOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22
Download from Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
Set Date and Time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
Clear Box Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
SPECIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Set Max Loads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Clear Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Box Info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Set Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
View Data in Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Set Comm Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
HELP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
ANALYSIS PROGRAM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Data Tables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Graphics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Print Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
SET UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Printer Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
HELP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
PAYLOAD DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
EXPANDED MEMORY BOX SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
TROUBLESHOOTING EXPANDED MEMORY BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38
M20001C1 12/94 Haulpak
Payload Meter M20-3

On-Board Weighing System
HAULPAK
ON-BOARD WEIGHING SYSTEM (OBWS)

GENERAL INFORMATION
The HAULPAK
On Board Weighing System displays

and records the payload weight. The system consists
of a payload meter, pressure sensors, deck mounted
lights and an inclinometer.
The payload meter calculates the payload weight by
sensing the difference in pressure in each Hydrair
suspension cylinder between an empty truck and a
loaded truck. The payload weight can be displayed in
short tons or metric tons. Up to two hundred haul
cycles of payload data can be stored in the payload
meter memory. The stored data is backed up by an
internal battery and can be printed out on demand.
A pressure sensor, mounted on each suspension cyl-
inder, signals the payload meter of the pressure
inside each suspension cylinder.
There are three external deck-mounted lights on
each side of the truck. The lights indicate payload
weight as divided into three stages. A forecast fea-
ture will flash a deck mounted light predicting the
payload weight after the next bucket of material is
dropped into the body.
The inclinometer measures the pitch of the truck to
accurately determine the payload if it is loaded on a hill.
TIPS FOR OPERATION
To assure that the On Board Weighing System
records the most accurate and consistent data, these
important steps should be followed:
Use only the Brake Lock switch at the loading
and dumping area to hold the truck stationary.
Any other method will not allow the system to
properly store load data in the memory.
Do not activate "Lamp Test" switch during
loading. Inaccurate and inconsistent data may be
stored.
At the loading area, DO NOT RELEASE the
Brake Lock switch UNTIL LOADING IS
COMPLETE and the load shock of the last load
pass has settled.
The loading area surface must be maintained
as flat and level as possible. The On Board
Weighing System can compensate for slight
variances in grade and unevenness, but ruts,
berms, rocks, etc. will cause the system to record
inaccurate and inconsistent data.
Regularly remove "carryback" from the dump
body.
FIGURE 20-1. FRONT PANEL CONTROLS
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.

M20-4 Haulpak
Payload Meter M20001C1 12/94

DECK MOUNTED LIGHTS
The Payload Meter controls three light relays. The
relays operate six deck mounted lights. There is one
green light, one amber light and one red light on each
side of the truck (Figure 20-2). While hauling a load,
the appropriate lights will remain on according to the
following schedule:
The shovel or loader operator can predict the pay-
load weight by observing these lights. During the
loading operation, a forecast feature flashes a deck
mounted light predicting the payload weight after the
next bucket of material is dropped into the body. The
logic is as follows:
1. If the measured payload is varying 3% or less of
the rated load for more than 0.5 second, the
current load is deemed a steady value.
2. If the difference between the previous steady
value and the current steady value is greater
than 15% of rated load or greater than 10 tons,
the difference is taken to be the size of the cur-
rent bucket.
3. The average size of previous buckets is added
to the current load. The deck mounted light that
will turn on if another "average" size bucket load
is dropped in the body will blink at one second
intervals. The light will stop blinking when the
wheel brake lock switch is turned "off".
OPERATION AND FUNCTIONS
When power is applied to the payload meter, a self
test function illuminates all LED segments and the
deck mounted lights. The LED segments will illumi-
nate for 3 seconds. Then the time of day is displayed
for 7 seconds. When the 10 second self test is com-
plete, the deck mounted lights turn off and normal
display logic begins.
DISPLAY LOGIC
The Payload Meter displays payload weight, the time
of day, or 0 according to the following logic.
1. Time of day is displayed if the wheel brake lock
is off.
2. Payload weight is displayed when the wheel
brake lock is on and the payload is greater than
5% of rated payload.
3. 0 is displayed:
a. For one second after the wheel brake lock is
switched off.
OR
b. The wheel brake lock is on and the payload
is less than 5% of rated payload.
OR
c. The body is up.
METRIC/SHORT TON SELECTION
The payload meter can display either metric tons or
short tons. The displayed payload weight can be
changed to metric tons by installing an EB0865
jumper wire in the plug socket provided in the pay-
load meter harness. The jumper wire connects pin
number 1 on the payload meter to ground.
To display and store short tons - no jumper.
To display and store metric tons - install jumper.
DATA STORAGE LOGIC
Load data is stored in the battery-backed memory
after the truck is loaded, when the wheel brake lock
switch is turned "off", if:
1. The previous payload has been reduced to a
level lower than 20% of rated payload.
AND
2. The current payload is greater than 50% of
rated payload.
NOTE: This logic prevents the payload meter from
recording the current payload weight more than once
if the wheel brake lock is used while the truck is
loaded.
DECK MOUNTED LIGHTS PAYLOAD WEIGHT
OFF OFF GREEN 50% and Greater
OFF AMBER GREEN 50% and Greater
RED AMBER GREEN 50% and Greater
FIGURE 20-2. DECK MOUNTED LIGHTS
Payload Meter M20-5

The payload meter has the capacity to store data for
two hundred haul cycles. A "FULL" error code will
appear when two hundred haul cycles have been
stored. Additional haul cycles will not be recorded
until the memory is cleared. Print out data to avoid
losing important information before clearing memory.
DATA PRINT OUT
The data stored in memory will be printed when the
"PRINT" button is pushed for one second. If data has
been cleared from memory with the clear function the
message "NO DATA" will be printed.
NOTE: This is a sample print-out only. Actual data
will vary according to truck model, payload capacity,
location and operating conditions.
DO NOT exceed the factory recommended
MAXIMUM PAYLOAD RATING.
DATE OF PRINT OUT.
NUMBER OF LOADS
DUMPED.
TOTAL PAYLOAD
HAULED SINCE LAST
CLEAR.
LOAD NUMBER.
TIME WHEN WHEEL
BRAKE LOCK SWITCH
WAS TURNED OFF
(TRUCK LOADED,
LEAVING SHOVEL).
PAYLOAD WEIGHT IN
TONS.
CLEAR MEMORY
NOTE: Print out all data stored in memory before
clearing memory to avoid losing important data.
1. Push the "CLEAR" button for 1 second. Display
will blink "CLEA".
2. Push the "CLEAR" button again. Display will
show "CLEA" for 3 seconds then return to nor-
mal display logic.
NOTE: To cancel clear operation when display is
blinking "CLEA", push "CAL".
SETTING THE TIME OF DAY
1. Press the "ADJ " button and hold until the digits
begin blinking.
2. Press the "INC" button to change the blinking
digits. The time is displayed as a 24 hour clock.
3. Press the "SFT" button to blink the hours digits,
then month, day and year digits.
4. Press the "ADJ " button to end the time setting
function.
The clock accuracy is 3 minutes per month.
FIGURE 20-3. PRINT OUT
M20-6 Haulpak

CALIBRATING THE PAYLOAD METER
The calibration function measures and stores in
memory the empty truck sprung weight. This data is
subtracted from live load data to calculate payload
weight. During calibration, suspension pressure sen-
sors and inclinometer outputs are acquired and aver-
aged over a 30 second interval while the empty truck
is driven at a steady 6 MPH on a level smooth haul
road. This data is not lost when power is removed
from the payload meter. Carry out the calibration pro-
cedure:
After delivery of the machine.
After adjusting suspension oil/gas charge.
After modifying the machine.
After adjusting tire pressure.
After replacing a sensor or inclinometer.
After a sensor check indicates the no load weight
has changed.
To perform calibration:
1. Stop the truck and set the wheel brake lock.
NOTE: If the "CAL" button is pressed while the wheel
brake lock is off, the "CAL" button will be ignored.
2. Press the "CAL" button. The display will start
blinking "CAL".
NOTE: To cancel, press the "CAL" button again. The
display will blink "SCH". Press the "CAL" button one
more time and the display will return to normal
display logic.
3. Release wheel brake lock and begin driving the
empty truck at 6 MPH on a level smooth haul
road. Press the "CAL" button again. "CAL" will
be displayed continuously. Continue driving the
truck. After 30 seconds, the display will return to
the time of day and calibration will be complete.
DIMMING THE PAYLOAD METER DIS-
PLAY
Press the "LIGHT" button and hold. The LED display
will dim in ten steps. Release the button at the
desired level.
ERROR CODES
The payload meter continually monitors the status of
the sensor inputs and relay driver outputs. If an
abnormality is found, an error code is displayed and
all deck lights will illuminate. Refer to " TROUBLE-
SHOOTING THE HAULPAK ON-BOARD WEIGH-
ING SYSTEM" for complete error code information.
SERVICING THE PAYLOAD METER
Service to the payload meter is limited to the follow-
ing items: replacement of the printer paper; replace-
ment of the internal battery that backups the payload
meter memory; replacement of the printer head mod-
ule; and, replacement of the complete payload meter.
Only the printer paper can be replaced without first
removing the complete unit from its cab installation.
Payload Meter Removal
1. Remove 4 screws at the corners of the payload
meter face and two screws that support the pay-
load meter at the lower rear.
2. Pull the complete payload meter unit forward to
gain access to wiring connectors. Remove the
connectors.
Payload Meter Installation
1. Install wiring connectors to rear of payload
meter unit.
2. Insert the payload meter in its cab installation
and secure with six screws (4 at the corners of
the payload meter face and two at the lower
rear).
REPLACING PRINTER PAPER
A roll of printer paper is 26 ft. (7.9 m) long. This will
print about 1900 lines of data. When there is 12 in.
(30 cm) of paper from the end of the roll, a red line
will appear to indicate replacement of the paper roll is
necessary.
NOTE: The printer head is of a thermal type. Only
original equipment, thermal sensitive paper (P/N
VE5548), should be used.
FIGURE 20-4. PRINTER PAPER
Payload Meter M20-7

Replacing Paper
1. Press the "FEED" button to roll out the remain-
ing paper. Do not forcibly pull the paper out!
2. Pull the cover open from the top.
3. Unroll about 3 in. (8 cm) from a new roll of
paper.
4. Hold the new roll in front of the printer paper
input with the 3 in. (8 cm) leader coming from
the top of the roll.
5. Insert the leader into the printer paper input and
press the "FEED" button. Hold the button until
about 6 in. (15 cm) has fed through the printer.
6. Pass the paper through the cover slot and
close.
NOTE: Paper path must be properly aligned before
going through printer; if not, paper path will become
jammed. Improper cutting off and "yanking" on
printed data report will contribute to this problem.
Troubleshooting Paper Printer
1. If the printer's FEED and PRINT switches don't
work, check the printer paper for clogging. Cut
off the paper as indicated (Figure 20-5), then
slowly pull out the upper side of the paper that
remains inside of the printer.
2. After removing the paper, replace the printer
paper roll as described above.
3. If the printer starts working normally after the
paper replacement, the cause of the trouble
was probably improper alignment of the paper.
4. If the printer still doesn't work properly, the
printer module should be replaced.
REPLACEMENT OF PRINTER MODULE
Printer Module Removal
WHEN HANDLING PAYLOAD METER
Electronic parts are easily affected by static
electricity. Anyone servicing payload meter
should be certain that body is grounded.
Take special care not to leave anything,
particularly metallic matter, in the payload
meter.
Don't touch or remove the printer head
(white). If removed, it will become impossible
to repair.
Don't touch the electronic parts on the printed
cards; these parts are easily broken.
Handle the harness and the printer cable with
great care. Avoid kink, tight bends and
contact with other parts. Don't put too much
force on them.
If the battery in the payload meter is removed,
it will cause loss of data.
Avoid heavy shock - Do not drop!
1. Remove 11 screws from the payload meter
(Figure 20-6), and remove the top cover.
FIGURE 20-5. CLEARING PAPER PATH
FIGURE 20-6. COVER MATERIAL
M20-8 Haulpak

2. Remove connector 1 and connector 2 carefully
from the PRINTER CARD A. Pull connectors in
the direction parallel to the card (Figure 20-7).
Do not bend pins on CN1 and CN2 terminals!
3. Remove the printer cover by removing the 2
screws which hold the cover (Figure 20-8).
4. Remove the 2 screws and holders (Figure 20-9)
which hold the printer head to payload meter.
5. Remove 3 screws (Figure 20-10) from
PRINTED CARD A and carefully remove card.
6. If PRINTER CARD A was removed because of
paper jam, check for paper debris under white
printer head - DO NOT TOUCH! (Figure 20-10).
When using tweezers to remove paper caught between
printer head and guide, use finger to push guide away
from printer head to open gap for paper removal.
Printer Module Installation
1. Attach PRINTED CARD A to the payload meter
by 3 screws (Figure 20-12). The jumper wiring
harness should be connected at one corner of
the PRINTED CARD A as shown below.
2. Fasten the printer on the payload meter with the
holders by using 2 screws (Figure 20-9).
3. Attach printer cover by 2 screws (Figure 20-8).
4. Firmly insert connector 1 and connector 2 to
CN1 and CN2 terminals on PRINTED CARD A
(Figure 20-7).
5. Attach the top cover by 11 screws (Figure 20-6).
(screw torque is 8 to 10 kgcm).
FIGURE 20-7.
FIGURE 20-8.
FIGURE 20-9.
FIGURE 20-10.
FIGURE 20-11.
FIGURE 20-12.
Payload Meter M20-9

BATTERY (P/N EC2453)
Up to two hundred haul cycles of payload data can
be stored in the payload meter memory. This data is
backed up by an internal battery which maintains the
memory when the 24V vehicle power is removed.
If this internal battery fails, or is disconnected for
any reason, the data stored in memory will be lost!
Battery life is about 2 years. If battery voltage drops,
the payload meter display will show "E-33" and bat-
tery should be replaced.
Removal
1. Turn keyswitch ON; do not start engine. Push
PRINT switch more than 2 seconds. Print all
available data from memory. Turn keyswitch
OFF.
2. Remove the payload meter from cab installa-
tion. Refer to " Payload Meter Removal" . Refer
to " Printer Module Removal" , " CAUTIONS" ,
and step 1 (Figure 20-6) to remove the top
cover.
3. Remove nut and washer (2, Figure 20-13)
retaining the clamp and battery (1).
4. Carefully disconnect the plug-in connector for
battery lead and discard battery.
Installation
1. Connect battery lead plug-in connector to
socket on printed circuit board.
2. Install battery clamp on stud and secure with
washer and nut.
3. Install payload meter cover with screws removed
during " Removal" . Connect wiring harness to
rear of payload meter and install in truck with
screws removed in " Removal" , step 1.
4. Turn keyswitch ON. Push "CLR" switch 2 times
to delete memory (1st time display will flash,
2nd time it will indicate Load).
5. Refer to "CALIBRATING THE PAYLOAD
METER" and do calibration process.
6. After calibration, with engine running and body
empty, move the hoist lever from FLOAT to
LOWER to FLOAT (once only) to prepare mem-
ory to record haul cycle data.
PRESSURE SENSOR
The pressure sensors are mounted on top of each
suspension. The sensors produce a current signal
from 4 to 20 milliamps. The output varies from 4 mA
at 0 psi to 20 mA at 2845 psi (200 kg/cm) in a
straight line.
NOTE: The payload meter displays sensor pressures
in kg/cm during the "Self Test Function". To change
kg/cm to psi, multiply kg/cm by 14.22 .
The pressure sensor is mounted to the suspension
cylinder using a schrader valve assembly, adapter
and sensor. The sensor can be replaced without
releasing the pressure in the suspension by remov-
ing the sensor with the adapter.
To Perform A Sensor Check:
A sensor check is performed to determine if the
empty condition of the truck has changed or a sen-
sor's sensitivity has changed. Pressure and inclinom-
eter outputs are measured under the same
conditions as the calibration procedure. An error
code will be displayed if a sensor is out of order. See
Error Code Table. If an error code is displayed, carry
out the calibration procedure.
1. Stop the truck and set the wheel brake lock.
NOTE: If the "CAL" button is pressed while the wheel
brake lock is off, the "CAL" button will be ignored.
2. Press the "CAL" button. The display will blink
"CAL".
3. Press the "CAL" button again. The display will
blink "SCH". To cancel, press the "CAL" button
one more time and the display will return to nor-
mal.
FIGURE 2-13. BATTERY LOCATION
1. Battery
2. Nut and Washer
3. Connector
M20-10 Haulpak

4. Begin driving the empty truck at 6 MPH on a
level smooth haul road. Press the "CAL" button
again. The display will stop blinking and "SCH"
will be displayed. Continue to drive the truck.
After 30 seconds the display will return to the
time of day display or an error code will be dis-
played and the sensor check will be complete.
Removal
Make certain the adapter and sensor are removed
together from the valve assembly. Removing the
complete valve assembly or just the sensor may
result in the component being forced out of the
1. Disconnect sensor from truck wiring harness.
NOTE: The schrader valve in the valve assembly will
prevent gas from escaping when adapter and
sensor are removed together. If entire valve
assembly is turned allowing nitrogen gas to escape,
recharging of the suspension will be required.
2. Hold valve (2, Figure 20-14) with wrench while
removing the adapter/sensor assembly (3
and 4).
3. Remove sensor (4) from adapter (3).
Installation
1. Install new O-ring on sensor (4, Figure 20-14)
and install sensor into adapter (3). Tighten sen-
sor to 22-29 ft. lbs. (3039 N.m) torque.
2. Install new O-ring on adapter (3) and install com-
plete adapter/sensor assembly into valve (2).
Hold valve body and tighten adapter/sensor
assembly to 103 ft. lbs. (176 N.m) torque.
3. Connect sensor wiring to truck wiring harness.
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution
between the front and rear axles changes. To com-
pensate for this, the inclinometer measures the incli-
nation of the truck. This data is then sent to the
payload meter so it can calculate the correct payload
weight. The inclinometer is located behind the pas-
senger seat.
Removal
4. Disconnect inclinometer wire lead from har-
ness.
5. Remove the three capscrews, nuts and lock-
washers (4, Figure 20-15) and inclinometer (3).
Installation
1. Install inclinometer (3, Figure 20-15) with cap-
screws, nuts and lockwashers (4).
2. Connect inclinometer wire lead to truck har-
ness.
3. Refer to "Check Out Procedure" to adjust incli-
nometer.
FIGURE 20-14. PRESSURE SENSOR
1. Schrader Valve
2. Valve Assembly
3. Adapter
4. Sensor
Payload Meter M20-11

RELAYS AND
DATA STORAGE TRIGGER MODULE
(DSTM)
There are three light relays and one data storage
trigger module relay (TR-1) located inside the cabinet
with the payload meter. To gain access to these
relays, the top cover of the cabinet must be removed.
FIGURE 20-15. INCLINOMETER
1. Passenger Seat
Frame
2. Bracket
3. Inclinometer
4. Capscrew, Nut, and
Lockwasher
PAYLOAD METER SELF TEST FUNCTIONS
Press and hold self test ST switch for two seconds. Display begins blinking CHEC.
To leave check mode, press and hold self test switch again for two seconds.
Test Desired Keypad Strokes Results
Program
Number Check
Push CAL Display indicates a series of information.
First four digits =Program number (i.e. 300A)
Second four digits =Program number version (i.e. -04)
Third four digits =date (i.e. 07-1) 07 is month, 1 is first digit of day of mo.
Fourth four digits =date (i.e. 6-91) 6 is second digit of day, year is 1991
(Third & Fourth together) =7-16-91 which is the date of programming.
Printer Check Push PRINT Test payload meter printer. Prints date followed by ASCII character set.
Push ADJ
Push CAL to
cycle through
these checks.
Code =model select inputs. 1 =Ground 0 =Open
Digital Inputs
Check
PA =neural signal.
0 =Wheel lock off, switch closed
1 =Wheel lock on, switch open
bF =Body up signal.
0 =Body down, switch open
1 =Body up, switch closed
Analog Inputs
Check
Push SFT
Push CAL to
cycle through
these checks
SU-1 =right rear, kg/cm
SU-2 =left rear, kg/cm
SU-3 =right front, kg/cm
SU-4 =left front, kg/cm
SLOP =inclinometer angle in degrees, positive =nose up
Adj =gain trimmer input
CELL =battery voltage
Push PRINT for
one second
The date is printed, followed by all analog input data
M20-12 Haulpak

CHECK OUT PROCEDURE
Deck Mounted Lights
1. Turn the key switch to the "on" position. The
payload meter will automatically perform a 10
second self test. During the self test, the deck
mounted lights will illuminate. If a light does not
illuminate, check for defective wiring or bulbs.
2. After successful completion of the self test, the
time of day or "0" will be displayed depending
on whether the brake lock switch is in the "off"
or "on" position respectively.
Pressure Sensor Location
Insure the proper pressure sensor is connected to
the correct payload meter connector pin.
1. Turn the key switch to the "on" position.
2. After self test is complete, disconnect a pressure
sensor at the suspension cylinder. Wait for 5 sec-
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.
NOTE: Refer to Error Code Table for error codes.
3. Reconnect the sensor. Clear the error by push-
ing the "CAL" button on the payload meter.
4. Perform steps 2 and 3 to the remaining three
pressure sensors. If an error code does not
match the disconnected sensor, refer to the
payload meter wiring schematic to correct the
sensor connections.
Error Codes
The payload meter continually monitors the status of
the sensor inputs and relay driver outputs. If an abnor-
mality is found, an error code is displayed and all deck
lights will illuminate. Once an error code has
appeared, it may be canceled by pressing the "CAL"
button or cycling the power after the error is corrected.
For complete diagnosis and error code corrections,
refer to " TROUBLESHOOTING THE HAULPAK
ON-BOARD WEIGHING SYSTEM" .
Print data
acquired at last
calibration
Push CLS fol-
lowed by PRINT
for one second
CALP is displayed.
The date is printed, followed by:
CODE =model select inputs at cal
CRR =right rear pressure, kg/cm
CRL =left rear, pressure, kg/cm
CFR =right front pressure, kg/cm
CFL =left front pressure, kg/cm
CINC =incline in degrees, +=nose up
R.cal =total rear susp force, Mton
F.cal =total front susp force, Mton
EMP,W =R.cal +F.cal
Print all
current data
Push INC fol-
lowed by PRINT
for one second
ALLP is displayed
The date is printed, followed by:
CODE =model select inputs, d3d2d1
RR =right rear pressure, kg/cm
RL =left rear pressure, kg/cm
FR =right front pressure, kg/cm
FL =left front pressure, kg/cm
INC. =incline in degrees, +=nose up
RW =total rear susp force, Mton
FW =total front susp force, Mton
EMP.W =R.cal +F.cal, see above
NET.W =displayed payload, M or S ton
Payload Meter M20-13

Data storage trigger module
1. Drive to a loading area, turn the brake lock
switch to "on" and load the truck.
2. When loaded, the payload meter should indi-
cate the payload in tons.
3. Turn the brake lock switch to "off". The display
should change to "0" for one second, then
change to the time of day. Turn the brake lock
switch "on". The display should change back to
tons without indicating "0" for one second.
Inclinometer
1. Park the loaded truck on a 0% grade. Use the
self test switch to put the payload meter into the
CHECK mode and call up "SLOP" (slope) on
the display.
2. Loosen the three inclinometer mounting cap-
screws (4, Figure 20-15) and rotate the incli-
nometer until 0.0 is indicated on the display.
Tighten the three mounting capscrews and ver-
ify that the inclinometer remained at 0.0.
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.
ERROR
CODE
ERROR CODE TABLE
DESCRIPTION
DETECT TIME
DELAY
E-31
E-32
E-33
18 Volt sensor power short circuit to ground.
Relay short circuit.
Backup battery voltage less than 2.6 volts.
5.0 sec.
0.1 sec.
5.0 sec.
E-01
E-02
E-03
E-04
Right rear sensor disconnected - circuit 39FA.
Left rear sensor disconnected - circuit 39FB.
Right front sensor disconnected - circuit 39FC.
Left front sensor disconnected - circuit 39FD.
5.0 sec.
E-11
E-12
E-13
E-14
Right rear sensor short circuit.
Left rear sensor short circuit.
Right front sensor short circuit.
Left front sensor short circuit.
5.0 min.
E-41
E-42
Inclinometer output >=+10 degrees.
Inclinometer output <=- 10 degrees.
5.0 min.
PAPE Paper jammed. 10 sec.
FULL Memory full (200 haul cycles).
E-21
E-22
E-23
E-24
Right rear sensor check error.
Left rear sensor check error.
Right front sensor check error.
Left front sensor check error.
Once an error code has appeared, it may be cancelled by pushing the CAL button or cycling the power.
M20-14 Haulpak

FIGURE 20-16. ON-BOARD WEIGHING SYSTEM SCHEMATIC
M20001C2 6/96 Troubleshooting the On-Board Weighing System M20-15
TROUBLESHOOTING THE HAULPAK
ON-BOARD WEIGHING SYSTEM (OBWS)

ERROR CODES
Most problems with the ON-BOARD WEIGHING SYSTEM (OBWS) will be represented by an error code that is dis-
played on the digital readout on the front of the OBWS Computer. If an error code is displayed on the digital display,
all six loading lights will be illuminated to indicate to ground personnel a problem exists in the system. Once the
error is corrected, the code can be cleared by cycling the key switch, or by pressing the "CAL" button. When the
code is cleared, the lights are turned off and the digital display shows the time. The only tool required for trouble-
shooting the system is a digital or analog multimeter with ohms and voltage reading capability.
The following are procedures for troubleshooting each code in the system.
PROBLEM: CODE E-01, E-02, E-03, or E-04 IS DISPLAYED.
Explanation: The OBWS computer is unable to receive a signal from one of the four suspension pressure trans-
ducers. Refer to Table A to determine the malfunctioning circuit.
PROBLEM: CODE E-11, E-12, E-13, or E-14 IS DISPLAYED.
Explanation: The OBWS computer has detected a short from one of the pressure sensor circuits to ground. Refer
to Table B to determine the malfunctioning circuit.
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
POSSIBLE CAUSES CORRECTION
Disconnected pressure transducer. Examine transducer connector and wiring for loose-
ness.
Open in harness in above circuits. Trace harness for open.
Open in circuit 39F. Trace circuit 39F for opens.
Faulty pressure transducer. Replace transducer if no other problems can be found.
TABLE B
CODE SUSPENSION
TRANSDUCER
CIRCUITS
E-11 RIGHT REAR 39FA
E-12 LEFT REAR 39FB
E-13 RIGHT FRONT 39FC
E-14 LEFT FRONT 39FD
M20-16 Troubleshooting the On-Board Weighing System M20001C2 6/96
PROBLEM (Continued): CODE E-11, E-12, E-13, or E-14 IS DISPLAYED.
PROBLEM: CODE E-21 THROUGH E-24 IS DISPLAYED.
Explanation: The truck empty weight has changed enough to require recalibration of the computer. These codes
can show up during the sensor check procedure. If one of them is displayed, clear the code and calibrate the com-
puter.
PROBLEM: CODE E-31 IS DISPLAYED.
Explanation: The 18 volt power circuit, 39F, is shorted to ground. 39F provides power for the four pressure trans-
ducers, the inclinometer, and the Data Storage Trigger Module (DSTM).
Explanation: One of the circuits from the computer to the three light relays, circuits 39A, 39B, or 39C is shorted to
ground, or there is a short circuit between the +18 volt sensor supply (circuit 39F) and any of the four pressure sen-
sor inputs to the computer (circuits 39FA, 39FB, 39FC, or 39FD).
Damaged wiring and/or connectors on pressure trans-
ducers.
Examine wiring and connectors.
Damaged harnesses to pressure transducers. Trace harnesses for shorts.
Damaged wiring and/or connectors on pressure trans-
ducers.
Examine wiring and connectors.
Damaged wiring and/or connectors on inclinometer. Examine wiring and connectors.
Shorted connections on DSTM. Examine wiring for shorts.
Damaged harnesses to pressure transducers or incli-
nometer.
Trace harnesses for shorts.
Internal short. Replace payload meter computer.
Damaged or loose connections inside payload meter
housing.
Examine wiring inside payload meter housing for shorts.
External two wire cable to pressure sensor(s) is dam-
aged and the two wires are shorted together.
Examine wiring harness to pressure sensor(s) for
shorts, etc.
Damaged and/or shorted pressure sensor. Disconnect a suspected sensor.
Clear E-32 error code by pushing CAL button.
If E-32 code is displayed again, the problem was
not in that sensor. Reconnect sensor and repeat
with a different sensor.
If within 5 seconds, "E-01", "E-02", "E-03", or "E-
04" (corresponding to disconnected sensor), is dis-
played, this sensor is defective and should be
replaced.
M20001C2 6/96 Troubleshooting the On-Board Weighing System M20-17
Explanation: The back-up battery inside the payload meter controller is almost dead and needs replacement.
Refer to the OBWS manual for instructions on replacement.
After replacing the battery, recalibrate the payload meter computer and reset the time and date.
PROBLEM: CODE E-41 or E-42 IS DISPLAYED.
Explanation: The inclinometer output is greater than +10
for code 41, or less than -10
for code 42.

PROBLEM: CODE 'PAPE' IS DISPLAYED.
Explanation: The printer paper is jammed in the printer. Open the printer paper door and gently clear the jam from
the printer.
Do not tug or pull hard on the paper as this will damage the printer.
PROBLEM: CODE 'FULL' IS DISPLAYED.
Explanation: The 200 haul cycle memory is full of data. Additional loads will be ignored until the memory is
cleared. Print out the data, if desired, and clear the memory.
OTHER PROBLEMS:
A problem may be suspected with the system that does not show an error code.
Some of the common occurrences are outlined below.
PROBLEM: Load data will not store in memory.
Truck ascending or descending grades in excess of 10
. Normal.
Open or short in circuit 39FE. Examine wiring on inclinometer and housing for opens.
Open in circuit 39F at inclinometer. Examine wiring for opens.
Faulty inclinometer. Replace if no shorts or opens in wiring are found.
Broken inclinometer mounting. Repair mount.
Operators not using brake lock switch at loading area. Remind operators to use brake lock switch at loading
area and at dumping area.
Memory is full. Clear memory if "FULL" error code is displayed.
Excess carryback in body. Remove carryback to allow system to reset to record
next load.
Fault in DSTM wiring or module. Check for proper operation of DSTM, check wiring, and
replace module if necessary.
Fault in TR1 wiring. Troubleshoot wiring and replace relay if necessary.
Fault in body up circuit (63L) from AID module. Troubleshoot wiring.
Material in body is less than 50% of rated payload. Normal.
M20-18 Troubleshooting the On-Board Weighing System M20001C2 6/96
PROBLEM: Readings are suspected of being inaccurate.
PROBLEM: Printing is faint or blotchy.
PROBLEM: Lights are not working.
PROBLEM: System is not working, display is blank.
Computer in need of calibration. Calibrate computer.
Loading area uneven or rutted. Grade loading area to provide a smooth level surface.
Low charge in suspension, especially oil level in rears. Recharge suspension and recalibrate computer.
Operators are backing truck up on rocks, berms, or
bank at loading area.
Remind operators not to back up on such obstacles.
Operators releasing brake lock switch too soon after
last pass is dropped in body.
Remind operators to wait several seconds after last
pass before releasing brake lock to allow suspension
pressures to stabilize.
Inclinometer out of adjustment.
Adjust inclinometer to read 0.0 0.1
on level surface.
Operators are not using brake lock switch properly. Remind operators of proper use of switch.
Unit is set for metric tons when short tons are desired. Check to see if jumper wire structure is installed in har-
ness inside payload meter housing.
Malfunction in brake lock hydraulics, allowing front and
rear brakes to energize during brake lock (all trucks
except 830E).
Troubleshoot system.
Pressure sensors wired in incorrect sequence. Verify proper sequence as outlined in checkout proce-
dure.
Printer paper exposed to bright sunlight, heat, or cold
and has become inactive.
Replace paper with fresh roll.
Printer is cold. Warm up cab interior to warm up the printer.
Foreign material in printer. Carefully clean printer assembly.
Printer paper inserted upside-down. Remove and insert paper correctly.
Defective printer assembly. Replace printer cartridge.
Burned out light bulbs. Replace burned out bulbs.
15 amp circuit breaker in circuit 39A is tripped. Look for shorts and reset circuit breaker.
5 amp circuit breaker in circuit 39G is tripped. Look for shorts and reset circuit breaker.
Open circuit to computer. Verify +24V on 39G when key and control power are on,
and verify ground (710) connections.
M20001C3 4/92 Expanded Memory Box (Version 1.00) M20-19
ON-BOARD WEIGHING SYSTEM EXPANDED MEMORY BOX
The On-Board Weighing System expanded memory
box provides additional storage space for payload
data recorded by the payload meter. As the payload
meter records each load, the payload data is simulta-
neously transferred to the expanded memory box by
means of a cable. Every payload is recorded in both
places, but only the data in the expanded memory
box is accessible by using a personal computer (PC).
Load data for 3000 loads can be stored in the
expanded memory box.
To access the payload data, a personal computer
(IBM compatible), a special serial cable, and a disc
copy of the expanded memory box software pro-
grams is needed. The expanded memory box soft-
ware programs can be operated from a floppy disc or
from a hard drive. It is recommended that the pro-
grams are copied to and operated from a hard drive,
as the storage space for the payload data is limited
on a floppy disc.
Before a truck is placed in service, the expanded
memory box must be "set-up" in order to record the
payload data correctly. The payload data contains a
truck identification number, payload weight and the
date and time of each payload. Refer to "INITIAL
START UP OF THE EXPANDED MEMORY BOX" for
start up instructions.
The customer must choose a method to store and
analyze all the data that is collected from the
expanded memory box from the fleet of trucks. There
are several options available depending on the use
of the payload data. For more information on storing
payload data, refer to "PAYLOAD DATA".
The On-Board Weighing System expanded memory
software has two programs that perform different
functions. One is called DOWNLOAD and the other
is ANALYSIS.
DOWNLOAD
This program provides a means to view and/or down-
load data that is stored in the expanded memory box.
The payload data can be downloaded from the box
and into a PC and stored into a new file, or added to
an existing file.
ANALYSIS
The analysis program is used to view or print payload
data that has already been downloaded and stored in
a file on the PC. The payload data can be viewed as
a data table or as a graph. The Data Table will dis-
play a complete payload history of a particular file.
The Graph Data will display payload data in bar
graphs. To print payload data, in either table or graph
form, the correct printer must be selected in the
"SETUP" option in the Analysis program. Refer to the
"SETUP" option for more information on printers.
Tips For Operation
To leave a screen and return to the previous
screen without saving any changes, just press
the "ESC" key.
Use the "TAB" and "ARROW" keys to highlight
the desired command, then press "ENTER" to
execute the command.
If directions say type "download", type on the key
board only the letters between the " " and not the
parenthesis.
To exit either program and return to the DOS
prompt, hold down the "ALT" key and press the
"X" key.
Press the F1 key at any time for help. Can be
used before selecting a menu option for general
information or, after selecting a menu option for
more detailed information on that selection.
The expanded memory box program disc
contains two sample payload data files called
"ATEST" and "BTEST". These files were included
so personnel can examine them and become
familiar with payload data files ahead of time.
Before the expanded memory box system is
placed into service for the first time, the box must
be "set up" in order to record data correctly. Refer
to "Initial Start Up Of The Expanded Memory
Box".
A method of recording and storing payload data
must be determined. Refer to "Payload Data" for
more information.
Refer to the Analysis program for printing
options.
M20-20 Expanded Memory Box (Version 1.00) M20001C3 4/92
GETTING STARTED
Determine if the program has been loaded onto the
PC hard drive or if the program is located on an aux-
iliary disc.
Installing The Software
1. Power up (turn on) the personal computer.
2. Insert the floppy disc containing the expanded
memory box program into the drive bay.
3. The screen prompt should be the "C:\". Change
the C:\>>to A:\>>by typing "A:", then press
"ENTER". The prompt should now be "A:\>>".
4. At the A:\>>, type "install", then press "ENTER".
This will create a new subdirectory on the hard
drive called "PAYLOAD". The entire program
will be copied from the floppy disc to the pay-
load subdirectory on the internal hard disc.
When the transfer is complete, the prompt on
the screen should be "C:\>>".
5. Using the special serial cable supplied with the
unit, connect the personal computer to the
6. With the ignition key switch and the PC turned
on, the system is ready for use.
7. To start the program, type "DOWNLOAD" or
"ANALYSIS".
NOTE: To start the program on the floppy drive, omit
step 4 completely.
INITIAL START UP OF THE EXPANDED
MEMORY BOX
When the expanded memory box is placed into ser-
vice for the first time, the box must be "set up" in
order to record data correctly. Obtain a PC with the
expanded memory program on it and perform steps
5-7 in "Getting Started". Then perform steps 1-4 to
"set up" the expanded memory box.
1. Communication Port
Tells the PC which serial communication port to use
to communicate to the expanded memory box.
a. At the C:\>> prompt, type "download" and
press "ENTER".
b. Hold down the "Alt" key and press "S".
c. Use the arrow keys to highlight "Set Comm
Port" and press "ENTER". Use the tab and
arrow keys to select the proper comm port
that the cable (from the expanded memory
box) is connected to and press "ENTER".
NOTE: If incorrect comm port is selected, an error
message will appear in the next step. Change the
comm port selection, quit the program, open
download program again and try again to access the
box.
2. Set Truck Number
This is the vehicle identification number that will
appear in all payload data that is stored or printed
out.
a. Hold down the "Alt" key and press "S".
b. Use the arrow keys to highlight "Set Truck
Number" and press "ENTER".
c. Press the tab key to highlight the truck num-
ber box. Type the appropriate truck number
in the empty box and press "ENTER".
3. Set Maximum Loads
This should be set at 199 loads.
a. Hold down the "Alt" key and press "S".
b. Use the arrow keys to highlight "Set Max
Loads" and press "ENTER".
c. Type "199" in the box and press "ENTER" to
save the desired selection.
4. Set Date & Time
This is for setting the date and time. This information
is stored in the expanded memory box for document-
ing each payload.
a. Hold down the "Alt" key and press "P".
b. Use the arrow keys to highlight "Set Date &
Time" and press "ENTER".
c. Use the tab key to highlight the date and time
boxes and type in the appropriate informa-
tion. Press "ENTER" to save and store the
information.
NOTE: The day of the week is determined by Sunday
being day 1, Monday is day 2, etc.
COMMON PROCEDURES
The following steps are the most common proce-
dures that will be used. A short cut method for per-
forming these procedures are given by using the
function keys. It will be assumed that a PC with this
program is already connected to the expanded mem-
ory box and both devices are turned on.
For additional information covering these proce-
dures, refer to the appropriate program description.
To download data from the expanded memory
box to a PC.
1. Type "download", press "ENTER" two times.
2. Press "F3".
3. Type in a new file name in the window or, use
the "tab" and "arrow" keys to select a file to add
data to. Press "ENTER". Press "ENTER" again
to down-load data. Screen will display the
downloaded data.
NOTE: For more information on selecting a file name
and file management, refer to "Payload Data".
To view current box set up information.
2. Press "F5".
To view payload data stored in expanded memory
box.
2. Press "F7".
To view data in a file. (Not in expanded memory
box.)
1. Type "analysis", press "ENTER" two times.
2. Press "F3".
3. Use "tab" key and "arrow" keys to select (high-
light) desired file. Press "ENTER".
To view a file in graph form. (Not in expanded
memory box.)
2. Press "F5".
To print data in a file.
2. Press "F7".
DOWNLOAD PROGRAM
This program provides a means to view and/or download data that is stored in the expanded memory box. The
payload data can be downloaded from the box and into a PC and stored into a new file, or added to an existing file.
1. At the C:\>>prompt, type "download" and press the "ENTER" key two times.
The download screen will appear as shown in Figure 20-17. Any of the functions across the top can be selected by
holding down the "ALT" key and pressing the first letter that appears in the desired selection.
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".
FIGURE 20-17. PAYLOAD SCREEN
FIGURE 20-18. PAYLOAD MENU OPTIONS
Download from Box F3 - This selection will allow downloading of payload data from the expanded memory
box to a PC. Two options are available to download payload data. One is to make a new file name to store the
payload data into and the other is to add the payload data to an existing file. Can also press "F3".
NOTE: When the expanded memory is downloaded into a file, all the data in the expanded memory box will be
erased. The data in the payload meter memory will not be erased, but is no longer accessible electronically. A
printout from the payload meter can provide data since the last CLEAR of the meter.
1. The computer screen will ask for a file name to save the data under. If the data is to be added into an existing
file, go to Step 2. If the data is to be stored under a new name, go to Step 3.
2. If the data is to be added into an existing file, press the "TAB" key. Then use the arrow keys to highlight the file
that the data is to be added to, then press "ENTER". Now go to Step 4.
3. The data can be given a file name using letters or numbers up to eight characters long. Do not add a period
and any characters after the eight character file name. The program will automatically assign a .DB extension
to the file name. After selecting a file name, press "ENTER".
4. The screen will provide the approximate time that will be required to download the data.
5. Press "ENTER" again to download the data. The screen will then display the data just retrieved from the
memory box and is now stored in a file.
6. Push "Esc" key to return to main menu screen.
Set Date & Time
This selection is for setting or changing the date and time. The Set Date & Time menu screen will appear as shown
in Figure 20-19. This information is stored in the expanded memory box for documenting each payload.
1. Arrow down to highlight "Setting Date and Time". Press "ENTER".
2. Using the "TAB" key, highlight date or time to be changed. Type in new information if desired.
3. Press "ESC" to cancel the command and return to the previous screen, or press "ENTER" to execute the
command and save any changes.
NOTE: The day of the week is determined by Sunday being day 1, Monday is day 2, etc.
FIGURE 20-19. PAYLOAD SET DATE & TIME INPUT SCREEN
Clear Box Data
Selecting this option from the download screen will clear all memory stored in the expanded memory box. It will not
clear data stored in the payload meter.
NOTE: Once this is selected, a confirmation screen will appear. Be sure this information has been downloaded into
a file before clearing the memory. The data in the payload meter memory will not be erased, but is no longer
accessible electronically. A printout from the payload meter can provide data since the last CLEAR of the payload
meter.
1. Arrow down to highlight "Clear Box Data ". Press "ENTER".
2. Using the "tab" key, select "YES", "NO" or "CANCEL" and press "ENTER".
FIGURE 20-20. PAYLOAD CLEAR DATA MENU OPTIONS
SPECIAL
To select the special menu, hold down the "Alt" key and press "S". The Special menu screen will appear as shown
in Figure 20-21. Use the arrow keys to select the desired menu items listed below 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.
FIGURE 20-21. SPECIAL MENU OPTIONS
FIGURE 20-22. SPECIAL SET MAX LOADS SCREEN
Clear Meter - This selection will clear all payload data stored in the Payload Meter memory.
NOTE: The data in the expanded memory box will not be cleared.
1. Arrow down to highlight "Clear Meter". Press "ENTER".
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.
FIGURE 20-23. SPECIAL BOX INFO SCREEN
Set Truck Number - This selection allows you to enter the truck identification for storage into the expanded
memory box. All future download information retrieved from this payload system will be identified by the
number you enter here.
1. Arrow down to highlight "Set Truck Number". Press "ENTER".
2. Press tab key to select the change box and then enter the truck identification number.
3. Press "ESC" to cancel the command or press "ENTER" to execute the command and save any changes.
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.
FIGURE 20-24. SPECIAL SET TRUCK NUMBER SCREEN
Set Comm Port - This option tells the PC which serial communication port to use to communicate to the
1. Arrow down to highlight "Set Comm Port". Press "ENTER". The screen will appear as shown in Figure 20-25.
2. Press tab key.
3. Use the arrow keys to select the comm port desired. Press "ENTER" to select the comm port.
NOTE: If the incorrect communication port is selected, an error message will appear the next time the PC tries to
access the expanded memory box. Change communication port selection, close out of the PAYLOAD PROGRAM,
open the PAYLOAD program and try again.
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.
FIGURE 20-25. SPECIAL COMM PORT SCREEN
FIGURE 20-26. SPECIAL HELP SCREEN
ANALYSIS PROGRAM
The analysis program is used to view or print payload data that has already been downloaded and stored in a file
on the PC. The payload data can be viewed or printed as a data table or as a graph. The Data Table will display a
complete payload history of a particular file. The Graph will display payload data in bar graphs. To print payload
data, in either table or graph form, the correct printer must be selected in the "SETUP" option in the Analysis pro-
gram. Refer to the "SETUP" option for more information on printers.
To start the Analysis program:
1. At the C:\>>disc drive prompt, type "analysis" and press the "ENTER" key The analysis screen will appear as
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".
FIGURE 20-27. ANALYSIS SCREEN
FIGURE 20-28. ANALYSIS MENU SCREEN
Data Tables - This selection will allow you to view any stored data file for analysis. This function is also directly
accessible from the main menu screen by pressing "F3".
1. Arrow down to highlight "Data Tables". Press "ENTER". The screen will appear as shown in Figure 20-29.
2. Press the "TAB" key and then use the "ARROW" keys to highlight the desired file.
3. After selecting a file, press "ENTER" to display the stored information in the file. Use the arrow (or pg down or
pg up) keys to move through and view the file. For more information on data files, refer to "PAYLOAD DATA"
in this section.
Graphics - This selection will provide a bar graph view of any selected data file.
1. Arrow down to highlight "Graphics". Press "ENTER". The screen will appear as shown in Figure 20-29.
2. Press the "TAB" key and then use the "ARROW" keys to highlight the desired file.
3. After highlighting a file, press "ENTER" to display the stored information in graph form. All of the data stored in
the file will be displayed in graph form. The vertical column (Number of Loads) indicates the number of loads
hauled for each payload range. The horizontal column (Payload, Tons) indicates the payload ranges in tons.
The bar graph scales will automatically adjust based on the amount of data stored in the file. For more infor-
mation on data files, refer to "PAYLOAD DATA" in this section.
4. (OPTIONAL) To print the graph, connect a compatible printer to the PC and press "P" while the graph is dis-
played on the screen.
NOTE: Refer to the "Setup" menu to select the correct printer before printing. If an attempt to print is made without
a printer connected, the program will "lock up" and a warm boot (press "ctrl", "alt" and "del" at the same time) will
be required to reset the PC.
FIGURE 20-29. ANALYSIS DATA TABLE MENU SCREEN
Print Report - This selection will allow you to print a report identical to the screen display seen in "Data Tables"
in this section for the selected file. Refer to the "Setup" menu to select the correct printer before printing. For
more information on printed reports, refer to "Load Data ".
NOTE: Refer to the "Setup" menu to select the correct printer before printing. If an attempt to print is made without
a printer connected, the program will "lock up" and a warm boot (press "ctrl", "alt" and "del" at the same time) will
be required to reset the PC.
1. Arrow down to highlight "Print Report". Press "ENTER".
2. Use "tab" key to highlight the file selection box and use "arrow" keys to highlight the desired file to print. Press
"ENTER" to send file data to the printer.
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.
FIGURE 20-30. ANALYSIS SETUP SCREEN
Refer to the Printer Chart below for additional printers that do not appear on the menu screen in Figure 20-31.
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 J et/
HP Desk J et
All HP Laser J ets and
Emulators
HP Desk J et
Toshiba 24 pin Toshiba 24 pin printers
FIGURE 20-31. SPECIAL PRINTER MENU SCREEN
HELP MENU
This selection provides information about the analysis program.
Help - Access information about the program.
1. Hold down the "Alt" key and press "H".
2. Select Help and press "ENTER".
About - Access information about the program.
1. Arrow down to highlight "About". Press "ENTER". Version and date of software is displayed.
FIGURE 20-32. ANALYSIS SETUP SCREEN
PAYLOAD DATA
The customer must choose a method to store and analyze all the data that is collected from the expanded memory
box from the fleet of trucks. There are several options available depending on the use of the payload data.
Each truck that is equipped with an expanded memory box must be given a truck identification number containing
10 characters or less (done during initial setup). The truck I.D. number is stored in the expanded memory box and
is part of the payload data information. When the payload data is downloaded into a PC, a computer file name must
be chosen containing 8 characters or less.
Payload data records can be maintained separately for each truck in one particular computer file, and can be
added to at any time by downloading more data from the same truck into the same computer file. In this case, a
computer file name that reflects that particular truck may work best for record keeping.
OR, over a given time span, (one week for example) the payload data from all trucks can be added together into
one file. In this case, a file name that reflects that particular week may work the best. Several truck I.D. numbers
will show up in the payload data file. (See Figure 20-17, sample print out of ATEST.DB data file.) If this method is
used, it is recommended that only the same size of trucks have their data added together into one file. Otherwise,
the payload data in a particular file will not accurately reflect the possibility of the trucks being underloaded or over-
loaded because different truck payload capacities are represented.
The payload data stored in a file is not sorted by payload size or date. It will appear in the order that the data was
transferred into the file. If the payload data needs to be sorted by date, payload size, etc, the "PARADOX Data
Base Program" is compatible with the payload data files created by the expanded memory box program. The PAR-
ADOX Data Base Program is available at most computer retail outlets or mail order companies.
When the data file is viewed, a summary of the file is shown in the upper left corner. The data file name is also
shown.
FIGURE 20-33. LOAD DATA IN TABLE FORM (File ATEST.DB)
When a payload data file is viewed in the graph form, it will appear as shown in Figure 20-18. All payloads are
sorted by payload tons across the bottom and the number of loads carried along the side. The scales for tons and
the number of loads carried automatically adjust to best suit the size and volume of data in the file.
FIGURE 20-34. LOAD DATA IN GRAPH FORM (File ATEST.DB)
SERVICE
NOTE: Download all payload data from the
expanded memory box to a PC before making any
repairs to avoid loosing payload data. If the battery
goes dead or is unplugged from the payload memory
card, all payload data, truck I.D. number and date will
be erased. Refer to "Initial Start Up Of The Expanded
Memory Box" to reset the truck I.D. number and date.
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.
2. Install box and tighten mounting hardware.
3. Connect wire harnesses to appropriate connec-
tors.
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).
3. Unlock lever (5) and carefully pull payload
memory card from the box using handle (1, Fig-
ure 20-20).
4. Loosen the four corner screws retaining end
cover (4, Figure 20-19). Do not remove screws
from end cover as they are held in place by the
gasket. Remove end cover.
FIGURE 20-35. EXPANDED MEMORY BOX
1. End Cover
2. Connector (To PC)
3. Box
4. End Cover
5. Lever
6. Payload Memory
Battery Replacement
NOTE: If the battery goes dead or is unplugged from
the payload memory card, all payload data, truck I.D.
number and date will be erased. Refer to "Initial Start
Up Of The Expanded Memory Box" to reset the truck
I.D. number and date.
1. Carefully unplug battery connector (5, Figure
20-20) from payload memory card (3).
2. Remove nut, screw and washer and remove
battery (2) from clamp.
3. Install new battery in clamp and attach to pay-
load memory card with screw, washer and nut.
4. Carefully plug battery connector (5) into pay-
load memory card (3).
Assembly
1. Install end cover (4, Figure 20-19) with gasket
and four screws.
2. With lever (5, Figure 20-19) in the unlocked
position, carefully install payload memory card
(6) into box using slots highlighted with white
paint. Wiggle the card slightly to engage the
card pins into the receptacle. Be certain that the
card is fully seated and the pins are fully
engaged. Press lever (5) over to lock card into
place.
3. Connect wire lead from end cover (1) to card
(6).
4. Install end cover (1) with gasket and four
screws.
Wire Connections
Refer to Figure 20-21 for wire connections made on
the expanded memory box.
FIGURE 20-36. PAYLOAD MEMORY CARD
1. Handle
2. Battery
3. Payload Memory
Card
4. Pin Connector
5. Battery Connector
FIGURE 20-37. END PLATE
1. End Plate
2. Power Connector
3. Dust Cap
4. Connector (To
Modular Mining or
Truck Harness
5. Connector (To
Payload Meter)
TROUBLESHOOTING EXPANDED MEMORY BOX
PC Will Not Communicate To Expanded Memory
Box
The expanded memory box must have 24 volt power
to function and be connected to a PC.
1. Check truck key switch. Should be in the "on"
position.
2. Check the special serial cable and the connec-
tions that link the PC to the expanded memory
box.
3. Check the communication port on the PC to
which the special serial cable is connected to.
The software program DOWNLOAD must have
the same communication port selected as the
one the special serial cable is connected to.
Refer to the Special menu selection and select
"Set Comm Port" to determine which port the
Download program is using for communica-
tions.
4. Check truck harness terminal for proper voltage
(24-28 Volts) at the expanded memory box.
5. Check circuit breaker.

PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE
MANUFACTURED UNDER LICENSE FROM
L. G. HAGENBUCH holder of
U.S. Patent Numbers 4,831,539 and 4,839,835
DDEC II ELECTRONIC ENGINE CONTROL
GENERAL DESCRIPTION
The Electronic Engine Control system provides an
electronic method for determining engine fuel require-
ments and controlling engine speed. Engine perform-
ance is continuously monitored by various sensor
inputs to microprocessors and compared to operating
parameters stored in memory to provide engine opera-
tion controls. Operator demand for power is provided
by an electronic foot pedal while engine mounted
sensors provide information on engine crankshaft po-
sition and RPM. Extensive operation and diagnostic
information is stored and made available for trou-
bleshooting engine problems and monitoring engine
performance.
Electronic engine control eliminates the need for air
operated throttle pedals, cylinders, and mechanical or
hydraulic governors.
The following major components are required for the
system:
Electronic Control Module
Electronic Unit Injectors
Engine and cooling system sensors
Operator input controls
Engine protection indicator lights
Wire harness/connector assemblies
Diagnostic Data Reader
91466
FIGURE 21-1. ELECTRONIC CONTROL MODULE (ECM)
1. Fuel (Cooler) Ports
2. Injector Harness Connectors
3. Power Harness Connector
4. Truck Harness Connector
5. Engine Harness Connector
M21001 Electronic Engine Control M21-1
The ECM contains the microprocessor which receives
information from the various system sensors and op-
erator input. All sensor circuits are constantly moni-
tored during operation for correct voltage levels,
sensor failure, and open or shorted electrical circuits.
The incoming information is compared to stored infor-
mation which determines acceptable operating pa-
rameters for oil pressure, coolant level, etc. for current
operating conditions. If all conditions are acceptable,
calculated information is then sent to driver circuits to
control the fuel injectors for controlling engine perform-
ance. If conditions are not within the programmed
operation limits, a warning system alerts the driver of
possible problems and, depending on the malfunction
and vehicle application, may initiate an engine protec-
tion sequence.
Various forms of information storage memory are used
to store engine operation parameters and diagnostic
data. Performance information for a particular applica-
tion is programmed into the system memory by the
manufacturer prior to final testing. Information regard-
ing accumulated engine operation hours, fuel con-
sumption, and engine idle hours is stored for retrieval
by service personnel. Various functions can be re-pro-
grammed by the user through the use of a portable
diagnostic data readout device. Unauthorized re-pro-
gramming is prevented by use of a security password
prior to re-programming.
If a malfunction occurs in the main fuel control circuits
or power supply, a backup fuel control system will
maintain engine operation at a reduced performance
level. If the system is operating in the backup mode,
the amber Check Engine Light (CEL) on the instrument
panel will illuminate.
Two ECMs are required for the 12V149 and 16V149
engines, a master and a secondary unit. The master
(front) ECM controls fuelling in the front 6-8 cylinders
and the secondary (rear) ECM controls fuelling in the
rear 6-8 cylinders. Fuel control information is sent
across an electrical harness (data link) from the main
to the secondary unit.
Since the ECM is designed to operate from a 12 volt
DC supply, a battery equalizer system is required to
provide the proper voltage and extend the life of the
batteries. The battery equalizer is mounted on the right
hand deck next to the battery box. The equalizer sys-
tem also incorporates a device to warn the operator of
a failure of the equalizer system by illuminating a warn-
ing light on the instrument panel.
The ECM electronics are cooled by passing engine fuel
through a plate mounted on the ECM. Internal elec-
tronic components are attached to this plate which acts
as a heat sink to remove excessive heat.
Fuel is delivered to the cylinders by the electronic unit
injectors (EUI). Fuel is pressurized by a mechanical
cam and controlled electronically by the ECM through
a solenoid operated valve on each injector. The ECM
computes fuel timing and quantity and actuates the
solenoids through high current, pulse width modulated
drivers located inside the ECM.
When the ECM begins sending a pulsed signal to the
injector, the solenoid valve closes, pressurization of the
fuel occurs and the injection cycle begins. The pulse
width (length of time energized) delivered to the sole-
noid determines the quantity of fuel injected. When the
pulse is removed and the solenoid valve opens, fuel
pressure decays and the injection cycle ends.
91468
FIGURE 21-2. ELECTRONIC UNIT INJECTOR (EUI)
1. Connector Terminal
2. Solenoid
3. Fuel Return
4. Fuel Inlet
M21-2 Electronic Engine Control M21001
System Sensors and Operator inputs
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
The oil temperature sensor (OTS) monitors oil tem-
perature in the turbocharger supply line.
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
to an interface module, located in the electrical cabinet
junction box, which conditions the signal for use by the
ECM.
EFPA
The electronic foot pedal assembly (EFPA) (Figure
21-4) is the accelerator pedal controlled by the opera-
tor to vary the power demand.
TPS (PTO Counts)
NOTE: The TPS signal enters the ECM on the PTO
(Power Take-Off) pin. To check TPS counts using the
DDR, select PTO Counts.
The throttle position sensor (TPS) (Figure 21-4) is con-
tained in the electronic foot pedal. When the operator
depresses the accelerator pedal, a variable voltage
signal is sent to the ACC/RET interface ACC card
located in the control cabinet and then to the ECM. The
ACC card also provides the ECM with a fixed voltage
signal for increased engine RPM during dynamic re-
tarding and when truck speed is over 3 MPH (4.83
km/h) if the engine idle switch is placed in the high idle
position.
TBS
The turbo boost pressure sensor (TBS) (Figure 21-5)
monitors turbocharger boost pressure and sends a
voltage signal porportional to pressure to the ECM.
OPS
The oil pressure sensor (OPS) monitors engine oil
pressure.
91470
FIGURE 21-3. COOLANT LEVEL SENSOR (CLS)
91471
FIGURE 21-4. ELECTRONIC FOOT PEDAL
ASSEMBLY (EFPA)
91467
FIGURE 21-5. TURBOCHARGER BOOST
PRESSURE SENSOR (TBS)
ENGINE PROTECTION SYSTEM
Engine Check Main
Engine Check Second
The amber "Engine Check Main" or "Engine Check
Second" indicator light will illuminate if a malfunction is
detected in the electronic engine control system. If this
indicator illuminates, alert maintenance personnel
as soon as possible.
If this light illuminates, a code is stored in the ECM
memory describing the fault.
This light will remain on for approximately five seconds
after the key switch is turned on. If the light remains on,
a problem exists within the system. If a problem occurs
but clears itself (for example, a loose connection), an
error code will be stored in the ECM memory which can
be recalled by using the diagnostic data reader.
Engine Monitor Main
Engine Monitor Second
The red "Engine Monitor Main" or "Engine Monitor
Second" indicator light will illuminate and an alarm horn
will sound if a serious engine malfunction is detected
by the electronic engine control system. Electric pro-
pulsion to the wheelmotors will be discontinued. Dy-
namic Retarding will still be available to slow or stop
the truck. The maximum engine speed will be reduced
to 1675 RPM. Stop the truck as quickly and safely as
possible. Apply parking brake. SHUT DOWN THE
ENGINE IMMEDIATELY. Additional engine damage is
likely to occur if operation is continued.
Low coolant level, low engine oil pressure, high crank-
case pressure, and/or high oil temperature can cause
this to occur. If one of these conditions is detected,
both lights are illuminated, the error code is logged,
and the ECM begins a programmed engine protection
sequence. High idle speed is reduced to 1675 RPM and
the "AS" signal is interupted to stop propulsion.
The red "Engine Monitor Main" or "Engine Monitor
Second" light will illuminate for approximately five sec-
onds after the key switch is turned on.
NOTE: The amber and red "Main" lights receive input
from the master ECM while the amber and red "Sec-
ond" lights receive input from the receiver ECM.
DIAGNOSTICS
The ECM continuously monitors itself and other system
components including sensors, injectors and associ-
ated wiring and connectors. If a fault is detected, the
ECM illuminates the Check Engine light and stores a
malfunction code. These codes can be read out by
using a Diagnostic Data Reader (DDR) as shown in
Figure 21-6.
Whenever a fault is detected, the ECM will substitute a
default value for the component or circuit that has
failed. If the fault clears up, the actual sensor value is
again used.
If the ECM detects a potential engine damaging condi-
tion (low oil pressure, low coolant, high crankcase
pressure, or high oil temperature), both the Check
Engine and Stop Engine lights are illuminated. In addi-
tion, an associated malfunction code is logged.
When using the DDR, codes are broken down into two
types:
Active Codes These codes are currently
causing the Check Engine light to illuminate.
Historical Codes These codes can be either
currently active or active in the past. Certain
codes on the DDR will also display an audit trail
of their occurrence(s).
FIGURE 21-6. DIAGNOSTIC DATA READER (DDR)
In addition to displaying codes, the DDR is capable of:
Displaying sensor values and switch positions
Simultaneous display of current operating pa-
rameters such as engine RPM, injector timing,
fuel rate and turbocharger boost pressure.
Cutting out cylinders to detect weak cylinders
Erasing codes
Limited data logging as an aid to intermittent fault
diagnosis
Programming the EEPROM (Electrically Eras-
able Programmable Read Only Memory) in the
ECM for specific operation requirements.
The DDR includes a customer replaceable PROM (Pro-
grammable Read Only Memory). As new diagnostic
techniques are developed which make use of the DDR,
they can be programmed on a PROM by the manufac-
turer and installed in the field by DDR users.
The DDR is attached to the diagnostic connector lo-
cated below the instrument panel. Refer to the DDEC
II Diagnostic Troubleshooting Guide for complete in-
formation on its use and procedures to follow for sys-
t emat i cal l y t roubl eshoot i ng engi ne probl ems,
retrieving stored data, etc.
BATTERY EQUALIZER
The majority of the accessory and control circuits
operate at 24VDC. The Electronic Engine Controls
however, require 12VDC. A battery equalizer system is
utilized to obtain the required 12VDC and insure that
the two 12 volt, series wired batteries are charged and
discharged equally. A monitoring device warns the
operator of a malfunction in the battery equalizer sys-
tem or the battery charging alternator by illuminating
an amber light on the instrument panel.
The battery equalizer is mounted in a box on the right
hand deck. This box also contains the battery equalizer
monitor, circuit breakers, and the main battery discon-
nect switch. (See Figure 21-7.)
FIGURE 21-7. BATTERY EQUALIZER BOX
1. Battery Equalizer Box
Assembly
2. Battery Equalizer
3. Battery Equalizer
Monitor
4. Circuit Breakers
5. Battery Disconnect
Switch
6. Disconnect Switch
Handles
Troubleshooting
Normal battery maintenance procedures should be
followed according to the intervals specified in the
Lubrication and Service section of this manual. Refer
to the Battery information in this section for detailed
instructions regarding proper battery maintenance and
service procedures. Prior to troubleshooting the bat-
tery equalizer system, inspect all battery circuit con-
nections for excessive corrosion, loose cables, ground
connections etc. Use the following procedure to check
the system if the warning light on the instrument panel
illuminates during truck operation:
1. Check the circuit breakers.
a. If a circuit breaker has opened, check circuits
and repair cause.
b. Reset circuit breaker.
2. Check battery voltage with the battery equalizer
connected and the engine running.
a. Verify battery charging alternator output is 27.8
to 28.2 volts.
3. If alternator voltage is outside above limits, adjust
voltage regulator as described in Battery Charg-
ing System.
4. With the engine running, verify voltages at the
battery equalizer terminals.
a. Measure the voltage between the 24 volt and
12 volt terminals.
b. Measure the voltage between the 12 volt
terminal and ground.
5. If the difference between the voltage measure-
ments above exceeds 0.75 volts, the battery
equalizer is defective and should be replaced.
6. If the alternator voltage regulator is operating
within limits and the voltage measured in step 2.
is within limits, the Battery Equalizer monitor is
defective and should be replaced.
Always open main battery disconnect switch prior
to removing or connecting any wires or cables in
the Battery Equalizer box.
Always open main battery disconnect switch prior to
welding on the truck.
.
DDEC III ELECTRONIC ENGINE CONTROL
GENERAL DESCRIPTION
The Detroit Diesel Electronic Control (DDEC III) system
provides an electronic method for determining engine
fuel requirements and controlling engine speed.
Engine performance is continuously monitored by vari-
ous sensor inputs to microprocessors and compared
to operating parameters stored in memory to provide
engine operation controls. Operator demand for power
is provided by an electronic foot pedal and/or the
Statex III engine control system while engine mounted
sensors provide information on engine crankshaft po-
sition and RPM. Extensive operation and diagnostic
information is stored and made available for trou-
bleshooting engine problems and monitoring engine
performance.
Electronic engine control eliminates the need for air
operated throttle pedals, cylinders, and mechanical or
hydraulic governors.
The following major components are required for the
system:
Engine and cooling system sensors
Operator input controls
Engine protection indicator lights/circuits
Wire harness/connector assemblies
Diagnostic Data Reader
FIGURE 21-1. ELECTRONIC CONTROL MODULE (ECM)
1. Electronic Control Module
2. Vehicle Interface Harness Connector
3. Optional Communication Harness Connector
4. Power Harness Connector
5. Sensor Harness Connector
6. Injector Harness Connector (2)
M21002 DDEC III Electronic Engine Control M21-1
The ECM contains the microprocessor which receives
information from the various system sensors and op-
erator input. All sensor circuits are constantly moni-
tored during operation for correct voltage levels,
sensor failure, and open or shorted electrical circuits.
The incoming information is compared to stored infor-
mation which determines acceptable operating pa-
rameters for oil pressure, coolant level, etc. for current
operating conditions. If all conditions are acceptable,
calculated information is then sent to driver circuits to
control the fuel injectors for controlling engine perform-
ance. If conditions are not within the programmed
operation limits, a warning system alerts the driver of
possible problems and, depending on the malfunction
and vehicle application, may initiate an engine protec-
tion sequence.
Various forms of information storage memory are used
to store engine operation parameters and diagnostic
data. Performance information for a particular applica-
tion is programmed into the system memory by the
manufacturer prior to final testing. Information regard-
ing accumulated engine operation hours, fuel con-
sumption, and engine idle hours is stored for retrieval
by service personnel. Various functions can be re-pro-
grammed by the user through the use of a portable
diagnostic data readout device. Unauthorized re-pro-
gramming is prevented by use of a security password
prior to re-programming.
If a malfunction occurs in the main fuel control circuits
or power supply, a backup fuel control system will
maintain engine operation at a reduced performance
level. If the system is operating in the backup mode,
the amber Check Engine Light (CEL) on the instrument
panel will illuminate or a Check Engine message will be
displayed on the HMS overhead display panel. The two
digit Statex III display will display code 78.
Two ECMs are required for the 16V149 engine, a main
and a secondary unit. The front (main) ECM controls
fueling in the front 8 cylinders and the rear ECM con-
trols fueling in the rear 8 cylinders. Fuel control infor-
mation is sent across an electrical harness (data link)
from the main to the secondary unit. The 20V149 en-
gine has three ECMs.
The ECM electronics are cooled by passing engine fuel
through a plate mounted on the ECM. Internal elec-
tronic components are attached to this side of the ECM
which acts as a heat sink to remove excessive heat.
Fuel is delivered to the cylinders by the electronic unit
injectors (EUI). Fuel is pressurized by a mechanical
cam and controlled electronically by the ECM through
a solenoid operated valve on each injector. The ECM
computes fuel timing and quantity and actuates the
solenoids through high current, pulse width modulated
drivers located inside the ECM.
When the ECM begins sending a pulsed signal to the
injector, the solenoid valve closes, pressurization of the
fuel occurs and the injection cycle begins. The pulse
width (length of time energized) delivered to the sole-
noid determines the quantity of fuel injected. When the
pulse is removed and the solenoid valve opens, fuel
pressure decays and the injection cycle ends.
System Sensors and Operator inputs
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.
91468
FIGURE 21-2. ELECTRONIC UNIT INJECTOR (EUI)
1. Connector Terminal
2. Solenoid
3. Fuel Return
4. Fuel Inlet
M21-2 DDEC III Electronic Engine Control M21002
TRS
The Timing Reference Sensor (TRS) monitors crank-
shaft rotation and determines when any cylinder is
about to fire.
OTS
The Oil Temperature Sensor (OTS) monitors oil tem-
perature in the turbocharger supply line.
PTO Counts
WITH OUT FUEL - SAVER:
NOTE: The throttle signal enters the ECM on the PTO
(Power Take-Off) pin. To check throttle input counts
using the DDR, select PTO Counts.
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
is sent to the ACC/RET interface ACC card located in
the control cabinet and then to the ECM. The ACC card
also provides the ECM with a fixed voltage signal for
increased engine RPM during dynamic retarding and
when truck speed is over 3 MPH (4.83 km/h) if the
engine idle switch is placed in the high idle position.
WITH FUEL SAVER
The Throttle Position Sensor (Figure 21-4) is contained
in the electronic foot pedal control. When the operator
depresses the accelerator pedal, a variable voltage
signal is sent to the Statex III Card Panel (FL 275) and
based on other truck operating conditions inputs to the
panel (temperature, truck speed, idle switch position)
the panel will provide a frequency signal to the DDEC
ECMs to control engine speed. The Statex III system
will control the engine RPM for all operating conditions.
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
to an interface module, located in the electrical cabinet
junction box, which conditions the signal for use by the
ECM.
EFPA
The Electronic Foot Pedal Assembly (EFPA) (Figure
21-4) is the accelerator pedal controlled by the opera-
tor to vary the power demand.
91470
FIGURE 21-3. COOLANT LEVEL SENSOR (CLS)
FIGURE 21-4. ELECTRONIC FOOT PEDAL
ASSEMBLY (EFPA)
TBS
The Turbo Boost Pressure Sensor (TBS) (Figure 21-5)
monitors turbocharger boost pressure and sends a
voltage signal proportional to pressure to the ECM.
OPS
The Oil Pressure Sensor (OPS) monitors engine oil
pressure.
ENGINE PROTECTION SYSTEM
CEL
The amber Check Engine Light (or Check Engine mes-
sage on HMS equipped trucks) is used to inform the
operator that a problem has occurred in the DDEC
system and the problem should be investigated. If this
light illuminates (or message occurs), a code is stored
in the ECM and Statex III memory describing the fault.
If this indicator illuminates (or message occurs),
alert maintenance personnel as soon as possible.
On standard truck control systems (with out HMS), this
light on the instrument panel will remain on for approxi-
mately five seconds after the key switch is turned on.
If the light remains on, a problem exists within the
system. If a problem occurs but clears itself (for exam-
ple, a loose connection), an error code will be stored
in the ECM memory which can be recalled by using the
diagnostic data reader.
SEL
On standard truck control systems (with out HMS), the
red Stop Engine Light will illuminate for approximately
five seconds after the key switch is turned on. If the
Stop Engine light and Check Engine light turn on during
operation, a potentially damaging condition has been
detected. Stop the truck as quickly as possible in a safe
area. Apply parking brake. SHUT DOWN THE EN-
GINE IMMEDIATELY.
On HMS equipped trucks, if the Stop Engine message
occurs during operation, a potentially damaging con-
dition has been detected. Stop the truck as quickly as
possible in a safe area. Apply parking brake. SHUT
DOWN THE ENGINE IMMEDIATELY.
Low coolant level, low engine oil pressure, high crank-
case pressure, high oil temperature, high coolant tem-
perature, high intercooler temperature, low coolant
pressure can cause this to occur.
If one of the above conditions is detected, both lights
are illuminated and an alarm horn will sound (or on
HMS equipped trucks, the check engine and stop
engine message will be displayed), the error code is
logged and the ECM begins a programmed engine
protection sequence. Maximum engine speed is re-
duced to 1675 RPM and the "AS" signal is interrupted
to stop propulsion. Retarding is available if it is needed
to slow or stop the truck.
The DDR should be used to determine which system
caused fault. The problem should then be corrected.
91467
FIGURE 21-5. TURBOCHARGER BOOST
PRESSURE SENSOR (TBS)
FIGURE 21-6. DIAGNOSTIC DATA READER (DDR)
DIAGNOSTICS
The ECM continuously monitors itself and other system
components including sensors, injectors and associ-
ated wiring and connectors. If a fault is detected, the
ECM illuminates the Check Engine light (or a check
engine message on the HMS overhead display) and
stores a malfunction code. These codes can be read
out by using a Diagnostic Data Reader (DDR) as shown
in Figure 21-6.
Whenever a fault is detected, the ECM will substitute a
default value for the component or circuit that has
failed. If the fault clears up, the actual sensor value is
again used.
When using the DDR, codes are broken down into two
types:
Active Codes These codes are currently
causing the Check Engine or Stop Engine lights
to illuminate (or Check Engine or Stop Engine
message on the HMS overhead display).
Historical Codes These codes can be either
currently active or active in the past. Certain
codes on the DDR will also display an audit trail
of their occurrence(s).
In addition to displaying codes, the DDR is capable of:
Displaying sensor values and switch positions
Simultaneous display of current operating pa-
rameters such as engine RPM, injector timing,
fuel rate and turbocharger boost pressure.
Cutting out cylinders to detect weak cylinders
Erasing codes
Limited data logging as an aid to intermittent fault
diagnosis
Programming the EEPROM (Electrically Eras-
able Programmable Read Only Memory) in the
ECM for specific operation requirements.
The DDR includes a customer replaceable PROM (Pro-
grammable Read Only Memory). As new diagnostic
techniques are developed which make use of the DDR,
they can be programmed on a PROM by the manufac-
turer and installed in the field by DDR users.
The DDR is attached to the diagnostic connector lo-
cated on the panel behind the passenger seat and in
the electrical cabinet.
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.
NOTES
N01007 Index N1-1
SECTION N
OPERATORS CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
DOOR WINDOW SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2
CAB DOOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Door Latch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
WINDSHIELD AND REAR WINDOW SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-3
WINDSHIELD WIPER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
WINDSHIELD WASHER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-2
WIPER CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
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
N1-2 Index N01007
NOTES:
N02005 Truck Cab N2-1
TRUCK CAB
TRUCK CAB
Removal
The operators cab shell is removable as an assembly
to provide clearance for all interior cab components if
this is desirable.
1. To remove the cab shell, disconnect electrical
wiring to dome lights and/or fans if these are
installed. Disconnect windshield wiper and
remove windshield washer bottle.
2. Remove the threshold plate (2, Figure 2-1) from
both door openings. Remove capscrews, flat
washers and lockwashers securing the cab
shell perimeter to the truck deck.
3. Loosen the lower heater mounting hardware
and bracket to break the seal between the
heater and filter plenum.
4. Position a wide, (6 in. [150 mm] minimum) nylon
lifting strap through both door openings and
attach to an overhead crane, have the doors
open, do not lift on top edges of the doors. Mak-
ing sure all necessary disconnects have been
made, lift cab shell carefully straight up until
clear of the instrument panel and seats. Move
cab shell clear of truck and move to work area
for necessary service.
Installation
1. When service procedures are complete, lift cab
back into position on the truck deck, making
sure the rubber sealing strips are in good condi-
tion and properly located.
2. Position the two threshold plates in the door
openings. Secure the cab to the truck deck with
capscrews. Tighten capscrews to 25 ft. lbs. (34
N.m) torque.
3. Reconnect all wiring and air lines disconnected
at removal. Install windshield washer bottle.

FIGURE 2-1. CAB ASSEMBLY
1. Door Assembly
2. Threshold Plate
3. Side Glass
4. Cover
5. Air Filter Element
6. Windshield Wiper
7. Sliding Window
N2-2 Truck Cab N02005
OPTIONAL R-8 INSULATION EQUIPPED CABS
If cab is equipped with the optional R-8 insulation
package, the glass assemblies for the windshield,
back window, and right side window must be
replaced as a complete unit.
When servicing this cab, damaged glass and
frames are removed and replaced by removing the
mounting capscrews and acorn nuts. Replacement
assemblies are then bolted into the original open-
ing
Left door glass replacement procedures are identi-
cal to the standard cab instructions.
DOOR WINDOW SERVICE
The repair procedures for the right and left sliding glass
windows are identical. (See the special note which fol-
lows concerning the optional R-8 insulation cab.)
The sliding glass window assembly in the door
should be removed from the door assembly if either
of the glass panels are to be replaced.
NOTE: The door sliding glass window is available as
an assembly or individual parts can be replaced.
FIGURE 2-2. DOOR WINDOW ASSEMBLY
1. Handle
2. Catch
3. Weather Strip
4. Glass & Channel
5. Glass & Channel
6. Window Locking Knob
7. Rivet
8. Machine Screw
9. Machine Screw
Removal
1. Remove capscrews, washers and acorn nuts
securing the window assembly in the door.
Remove window assembly (7, Figure 2-1).
Installation
1. Install window assembly (7, Figure 2-1) into
door opening, secure with capscrews, flat wash-
ers and acorn nuts. Tighten nuts to 7 ft. lbs.
(9.5 N.m) torque.
Disassembly
1. The inside rear surface of the window assembly
is riveted together. These rivets (7, Figure 2-2)
must be removed to remove the window panes.
At the forward edge of the stationary glass pane
there is a screw, top and bottom. Remove these
two screws to free the stationary pane.
2. The outer window frame may now be spread
sufficiently at the rear to allow removal of both
the sliding and stationary window panes.
3. On one edge of each window pane assembly
are two screws (8) which secure the inner frame
of the assembly. Remove these screws. The
broken or defective glass may now be removed
from the inner frame along with the rubber seal.
Insure that the frame channel is completely
clear and clean before attempting to install new
glass and/or rubber seal.
NOTE: Windows are available with or without the
outside channel.
Assembly
1. After the glass panes have been replaced and
the two window assemblies are complete, install
the stationary window into the frame in the outer
channel.
2. Install sliding pane into inner channel.
3. Install the two square recess drive screws at top
and bottom of stationary window and install stiff-
ening block and two square recess drive screws
to secure open end of frame assembly together.
CAB DOOR
The cab door assemblies are similar except for the
hinge side, each is hinged on the rear edge with
three heavy duty hinges. For repairs on the door
latches or sliding windows it is usually best to remove
the door from the cab and lower it to the floor for ser-
vice (the cab does not need to be removed to remove
either door assembly).
Removal
1. Remove the screw and spring retainer clip from
the travel limiting rod at the top of the door and
unhook the limiting rod.
2. Remove acorn nut from the center hinge pin on
the door.
3. Attach sling and hoist to door assembly, lift door
vertically until clear of the hinge pins and lower
to floor for service. Place door on blocks or on a
work bench to protect the window glass and/or
foam insulating material in the lower section.
Installation
1. Attach sling and hoist to door assembly, lift door
up to the deck and position door hinges to cab
hinges.
2. Align door on hinges and install hinge pins,
install acorn nut on the center hinge.
3. Attach the travel limiting rod at the top of the
door and fix in place with the screw and spring
retainer clip.
Door Adjustment
If adjustment is necessary to insure tight closure of
door, loosen mounting capscrews and reposition
striker as necessary.
A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
exclude dirt and drafts. This sealer strip should be
kept in good condition and replaced if it becomes
torn or otherwise damaged.
Door Latch
The cab doors are equipped with recessed, lockable
latches for cab security both during operation and
while the truck is parked unattended. The latch han-
dle assemblies (inner and outer) and the latch
assembly are not serviceable. If they become inoper-
ative, they should be replaced by a new part. The
outer latch handle assembly on each door is fur-
nished with a key operated lock to enable the opera-
tor to lock the truck.
Removal
1. Removing the access panel in the door allows
removal of latch handle assembly.
Installation
1. The latch handle assembly components may be
installed exactly as removed. For ease of instal-
lation, leave mounting screws and nuts slightly
loose until all actuating rods are installed into
their lever assembly. Tighten all fasteners
securely. Check for operation of both the inner
and outer handles and locks to insure that oper-
ation is proper and the door is secure when
closed. Install access panel using machine
screws.
Disassembly
1. Unclip locking clips from lock and actuator rods
(3, 5, & 6, Figure 2-3). These rods need only to
be disconnected at one end. Pull rod ends from
their respective levers.
2. Remove machine screws to remove inner latch
handle assembly and armrest which is attached
to the same panel. The armrest need not be
removed from the panel unless it must be
repaired. Note the nut retaining the inner latch
handle assembly in the panel like the one that
secures the outer latch assembly. Remove this
nut to free the inner latch handle assembly from
the panel. Do not attempt to disassemble latch
handle assembly. If defective or inoperative
after checking and lubricating the pivot points, it
should be replaced with a new assembly.
3. If outer locking latch assembly is defective,
remove by removing retaining nut and sliding
latch assembly from door. Do not attempt to dis-
assemble latch assembly. Replace if defective.
4. If door latch assembly is broken or inoperative,
remove capscrews and lockwashers and lift
latch from the door (the actuator rod must be
disconnected).
Assembly
1. If door latch assembly is replaced, attach with
capscrews and lockwashers. Reconnect the
actuator rod.
2. If outer locking latch assembly is replaced,
attach with retaining nut.
3. If the inner latch handle assembly has been
replaced, lubricate and attach to panel with
retaining nut.
4. Attach panel to door with machine screws.
5. Assemble rod ends into the proper levers (3, 5,
& 6) and attach with locking clips.
FIGURE 2-3. DOOR LATCH LINKAGE
1. Latch
2. Clip/Rod Retainer
3. Rod
4. Handle
5. Rod
6. Rod
7. Lever
8. Housing
9. Handle
10.Retaining Ring
WINDSHIELD AND REAR WINDOW
SERVICE
NOTE: Rear window glass replacement procedures
are the same as windshield replacement. See
special note on page N2-2 regarding optional cabs
equipped with the R-8 insulation package.
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.
NOTES:
N03004 Cab Components N3-1
CAB COMPONENTS
WINDSHIELD WIPER - AIR OPERATED
Early model HAULPAK
Trucks are equipped with an

air operated windshield wiper. Air for the wiper motor
is controlled by an air valve located on the lower left
side of the instrument panel.
Compressed air from the wiper valve enters the
motor and forces the paddle assembly to the oppo-
site end of the motor housing. When the paddle
nears the end of its travel, a valve stop in the motor
assembly operates a valve within the motor housing.
The valve then ports the compressed air to the other
side of the paddle assembly to reverse its direction.
The back and forth motion of the paddle is transmit-
ted to the wiper blade by the paddle shaft.
Removal
1. Relieve all system air pressure prior to discon-
necting any air lines.
2. Remove wiper blade and arm(1, Figure 3-1).
Disconnect windshield washer tubing (2).
3. Remove the capscrews securing the motor to
its mounting bracket, and disconnect air line
connections at the wiper motor.
Installation
1. Install wiper motor to mounting bracket and
connect air lines at air connections and secure
wiper motor to mounting bracket.
2. Connect wiper blade arm and windshield
washer tubing.
3. Recharge system air pressure and check for
proper operation of wiper motor and wiper blade
position.
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.
1. Wash all metal parts in approved cleaning sol-
vent.
2. Discard O-rings and replace with new.
3. Inspect all internal components and replace 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).
2. Replace O-ring (11) and secure cover (12),
using capscrews (16).
3. If valve and shuttle (5), exchange valve (15) or
batter (4) were removed, replace at this time.
4. Replace O-ring (3) and end cover (2) using
machine screws (1).
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION
1. Wiper Arm and Blade
2. Washer Hose
3. Wiper Motor
Assembly
4. Air Supply Manifold
5. Wiper Control Switch
6. Run Port
7. Park Port
8. System Air Inlet
Port
N3-2 Cab Components N03004
WIPER CONTROL VALVE
The windshield wiper control valve contains a filter
which should be replaced if restriction occurs. A parts
kit is available to replace leaking valve sealing com-
ponents.
Removal
1. Relieve all system air pressure prior to discon-
necting the air lines.
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.
Installation
1. Insert valve through mounting hole in instru-
ment panel.
2. Align valve in mounting hole and attach washer
and mounting nut.
3. Attach tubing to inlet, park, and run ports.
(Refer to Figure 3-1.)
4. Charge truck air system and verify operation of
windshield wipers.
FIGURE 3-2. WINDSHIELD WIPER MOTOR ASSEMBLY
1. Machine Screw
2. End Cover
3. O-Ring
4. Batter
5. Valve & Shuttle
6. Plug
7. Keeper Ring
8. Flatwasher
9. Shaft & Paddle
10. Motor Housing
11. O-Ring
12. Motor Cover
13. Flatwasher
14. Keeper Ring
15. Exchange Valve
16. Capscrew
N03004 Cab Components N3-3
ELECTRIC WINDSHIELD WIPER
Later model HAULPAK
Trucks are equipped with an

electric windshield wiper. The windshield wiper is
operated by a 24 volt electric motor. The wiper can
be adjusted for a variable intermittent delay or a con-
stant low or high speed by the switch mounted on the
instrument panel.
Removal
1. Remove the access panel (1, Figure 3-3) above
the windshield (3).
2. Disconnect motor wiring at the connector. Dis-
connect radio if equipped.
3. Remove the windshield washer hose.
4. Lift wiper arm cover (1, Figure 3-4) and remove
arm retaining nut (2) and spring washer (3).
5. Note position of arm and remove arm.
6. Remove cap (4), nut (6) and washer (7) from
pivot.
7. Remove capscrews and remove wiper motor
assembly.
Installation
1. Insert wiper motor assembly pivot (5, Figure 3-
4) through hole in windshield frame and install
mounting capscrews and washers.
2. Install pivot washer (7), nut (6) and cap (4).
3. Install wiper arm (1) in location noted during
removal and install spring washer (3) and
retaining nut (2).
4. Connect windshield washer hose and motor
wire connector.
5. Install access panel and machine screws.
6. Verify proper operation and arc of wiper arm.
Reposition arm on pivot splines if blade con-
tacts windshield weather-strip.
FIGURE 3-3. WINDSHIELD WIPER INSTALLATION
1. Access Panel
2. Wiper Motor
Assembly
3. Windshield
FIGURE 3-4. WIPER ARM DETAIL
1. Wiper Arm
2. Nut
3. Spring Washer
4. Cap
5. Pivot
6. Nut
7. Washer
N3-4 Cab Components N03004
WINDSHIELD WASHER
Operation
The windshield washer assembly (Figure 3-5) is a 1
gal. (3.8 lt) plastic container with a 24 volt electric
pump mounted as an integral part of the cover. The
washer is controlled by a single-pole toggle switch
that is mounted on the instrument panel (see NOTE
below). The toggle switch returns automatically to the
Off position when it is released. When the switch is
activated, washing solution is fed to a jet located in
the windshield wiper arm.
NOTE: On HAULPAK
Trucks equipped with electric

wipers, the washer system is activated by
momentarily pushing in on the wiper control knob.
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.
AIR HORN
The air horn is actuated by depressing the horn but-
ton in the center of the steering wheel. When the but-
ton is depressed, the air horn solenoid is activated
allowing system air pressure to pass through the
horn mechanism.
If the horn doesn't work, check the horn button, the
solenoid, and horn diaphragm. Replace defective
parts.
FIGURE 3-5. WINDSHIELD WASHER ASSEMBLY
1. Cap & Pump
2. Outlet Hose
3. Suction Hose
4. Strainer
5. J ar
6. Bracket
N04006 Operator Comfort N4-1
OPERATOR COMFORT
OPERATOR SEAT
The operator's seat provides a fully adjustable cush-
ioned ride for the driver's comfort and ease of opera-
tion. The seat is independently mounted from the cab
for easy maintenance and repair.
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:
a. Turn knob Weight Adjust (3).
b. Moving knob clockwise decreases cushion-
ing effect of seat and turning counterclock-
wise increases cushioning effect.
c. Proper adjustment results in Weight Indicator
(4) being flush with seat base while operator
is seated.
4. To adjust seat cushion:
a. Raise Cushion Tilt Latch lever (3, Figure 4-
2) on left side of seat.
b. When lever is unlatched, choose between
two different positions.
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
1. Mount seat assembly to seat riser. Install cap-
screws, lockwashers and nuts. Tighten cap-
screws to 35 ft. lbs. (47.5 N.m) torque.
2. Install stop cable ends (2, Figure 4-2) if they
were removed.
FIGURE 4-1. SEAT ADJ USTMENT CONTROLS
1. Height Adjustment
2. Slide Adjustment
3. Weight Adjustment
4. Weight Indicator
5. Lower Housing
6. Boot
7. Capscrews,
Lockwashers & Nuts
FIGURE 4-2. STOP CABLE & TILT LATCH
1. Capscrew, Washer &
Nut
2. Stop Cable
3. Tilt Latch
4. Capscrew
N4-2 Operator Comfort N04006
Disassembly
1. Remove springs (3, Figure 4-3) from spacer bar
(39) and link (2).
2. Remove bolts and washers (9) and nuts (4)
securing back cushion (5) to side brackets (1 &
7) and remove cushion.
3. Remove link (2) from back of cushion only if
replacement is necessary.
4. Before starting any further disassembly, adjust
the seat height to highest position and turn the
weight adjustment lever clockwise to release
tension from spring (18).
5. Remove suspension boot (33).
6. Remove spring (8) from side brackets and
cushions (6).
7. Remove capscrews, nylon washers and nuts
(10) securing seat cushion to side brackets.
Remove seat cushion.
8. Remove bolts, washers and nuts (41) securing
cables (40) and spacer bar (39) to side brack-
ets.
9. Remove locknuts and washers (37) securing
side brackets to cross link assembly (36).
Remove side brackets.
10. Remove locknuts (32) and nylon bearings (20)
from bearing shafts (19).
Seat spring (18) is under pressure. Use care
when removing bearing shafts from seat suspen-
sion.
11. Remove bearing shafts (19) from seat suspen-
sions (16).
12. Remove upper housing (34) and cross link
assembly (36) as an assembly.
13. Remove capscrews (38) and springs (35) from
cross links only if replacement is necessary.
14. Remove nylon bearing and locknut (29) from
shoulder bolts (24) securing shock absorber to
lower housing (27). Remove shock absorber.
15. Remove spring (18) and spring pad (23).
16. Remove nylon slider blocks (17) from seat sus-
pension (16).
17. Remove slide stop (26) and lower housing (27)
from slide track (28).
18. Remove rollers (25) from lower housing if
replacement is necessary.
Inspection
1. Check the shock absorber (30) for oil leakage
around shock absorber shaft. The unit should
have a stiff action in one direction, if not,
replace with a new unit.
2. Check and clean nylon tube bearings (20) and
nylon slider block bearings (17).
3. Check rollers (25) for wear. Bearings are sealed
units and cannot be greased.
4. Clean and inspect slide track (28) and slide
latch assembly (22) on lower housing (27).
5. Inspect teeth on gear and shaft assemblies (14
& 15).
6. Inspect spring (12) and teeth on latch (13).
7. Check spring (18) and spring pad (23) for dam-
age.
8. Check rubber bumpers (11) for wear.
9. Add grease where necessary. Clean all parts
before assembling seat.
Assembly
1. Mount rollers (25) onto lower housing (27) if
removed or replaced.
2. Mount lower housing (27) into slide track (28)
and install slide stop (26).
3. Install nylon tube bearings (20) onto bearing
shafts (19).
4. Mount spring (18) and spring pad (23) on lower
housing.
5. Install nylon slider blocks (17) onto seat sus-
pension (19).
6. Mount seat suspension (16) between lower
housing (27) and upper housing (34).
7. Slide lower bearing shaft (19) through lower
housing (27) and seat suspension (16). Slide
upper bearing shaft through upper housing (34),
shock absorber (30) and nylon bearing (31).
8. Install lower part of shock absorber (30) and
nylon bearings (29) onto lower housing (27)
with shoulder bolts (24) and locknuts.
FIGURE 4-3. OPERATOR SEAT
1. Left Side Bracket
2. Tilt Back Link
3. Spring
4. Nut
5. Back Rest Cushion
6. Seat Cushion
7. Right Side Bracket
8. Spring
9. Bolt & Washer
10. Capscrew,
Nylon Washers, & Nut
11. Bumper
12. Spring
13. Latch
14. Gear & Shaft
Assembly
15. Gear & Shaft
Assembly
16. Seat Suspension
17. Nylon Slider Block
18. Spring
19. Bearing Shaft
20. Nylon Tube Bearing
21. Spring
22. Slide Latch Assembly
23. Spring Pad
24. Shoulder Bolt
25. Roller
26. Slide Stop Spacer &
Capscrew
27. Lower Housing
28. Slide Track
29. Nylon Bearing &
Locknut
30. Shock Absorber
31. Nylon Bearing
32. Locknut
33. Suspension Boot
34. Upper Housing
35. Spring
36. Cross Link Assembly
37. Locknut & Washer
38. Capscrews
39. Spacer Bar
40. Cable
41. Bolt, Washer, & Nut
9. Mount cross link assembly (36) and springs
(35) onto lower housing with capscrews (38) if
removed or replaced.
10. Install side brackets (1 & 7) onto cross link
assembly (36) with nuts and washers (37).
11. Install seat cushion (6) onto side brackets and
secure with capscrews, nylon washers and nuts
(10).
12. Mount spacer bar (39) and cables (40) to side
brackets with capscrews, washers and nuts
(41).
13. Install springs (8) to side brackets and bottom of
seat cushion.
14. Mount link (2) onto cushion, if removed or
replaced.
15. Mount back cushion (5) to side brackets with
capscrews and washers (9).
16. Install springs (3) to spacer bar (39) and link (2).
17. Mount suspension boot (33) onto upper and
lower housings.
HEATER
Heat for the cab is provided by passing coolant from
the engine cooling system through a heater core.
Blowers move air across the heating core which
warms the air for heating or defrosting.
For heater operation, start the engine and allow it to
warm up. Move the control lever to the heat position
and turn the blower to 1, 2, or 3 for desired air flow.
To increase the temperature, move the TEMP lever
to ON. The nearer the TEMP lever gets to ON,
the higher the output of the heater. Move the control
lever between ON and OFF to select a comfort-
able temperature.
NOTE: Figure 4-4 illustrates the parts contained in
the heater assembly. Refer to Section M for
detailed information regarding air conditioning
system maintenance and repair if equipped.
WATER CONTROL VALVE
The water control valve is controlled by a cable lead-
ing to the TEMP control lever. The lever opens or
closes the valve in varying degrees according to the
position of the TEMP lever.
A leaky control valve will allow heated water to pass
through the hose between the valve and the heater
core. If the hose is warm and the TEMP lever is in
the OFF position, check cable adjustment to be cer-
tain that the control valve is being completely closed.
If the hose is still warm after these checks the control
valve is leaking and should be replaced. The control
valve has a directional arrow stamped on the body,
this arrow must point in the direction of flow for valve
to operate properly.
BLOWER AND HEATER CORE
Removal
Coolant system is pressurized by regulated air
pressure and thermal expansion of water. DO
NOT remove radiator cap while engine is hot.
Severe burns may result.
1. Relieve radiator pressure by slowly loosening
radiator cap.
2. To minimize coolant inside operator's cab, place
temperature control in Off position. Close
shut-off valve on engine block attached to
heater inlet hose. Remove hose from valve.
3. Remove access cover on outside right front sur-
face of operator's cab.
4. Loosen clamp securing heater return line (line
without valve) to heater core. Loosen line until it
starts to leak, then move temperature control to
On position. Heater core will drain through
hose removed from shut-off valve on engine
block.
NOTE: Make sure return line loosened in Step 4 is
sucking air to prevent siphoning of radiator and
engine block coolant.
5. Remove cover (1, Figure 4-4) from heater
assembly by removing screws on each side and
screws at lower front of cover.
6. Remove both hoses and clamps from heater
core fittings.
7. Slide heater core (7) out of heater.
8. Unplug electrical wires from blower motor.
Wires are color coded for easy identification,
note hook-up locations.
9. Remove blower motor assembly mounting
screws from each side of casing assembly.
Inside housing, raise end of blower assembly
on right side and lower other end to remove
blower assembly from casing assembly.
Installation
1. Install motor blower assembly into casing
assembly. Secure blower assembly with screws
removed previously.
2. Using identification markings made during
removal, reconnect all electrical wiring.
3. Slide heater core into heater assembly.
4. Attach fittings to heater core.
FIGURE 4-4. HEATER ASSEMBLY
1. Cover Assembly
2. Inlet Ring
3. Wheel
4. Housing (Right Side)
5. Blower Mounting Bracket
6. Heater Core Support
7. Core
8. Casing Assembly
9. Damper Assembly
10. Evaporator Closeout
11. Housing (Left Side)
12. Gasket
13. Motor Assembly
NOTE: Use G. E. Silicone Rubber Sealant (Part
Number VJ6937) on the fittings. Do not use
excessive torque when tightening fittings. Excess
tightening can distort the end shell of the core.
5. Connect both hoses to heater core fittings.
6. Install cover assembly (1, Figure 4-4).
7. Replace access cover on outside right front of
operator's cab.
8. Connect hose to shut-off valve on engine block.
Open shut-off valve.
9. Check coolant level in radiator and service if
necessary.
10. Start engine and place temperature control to
On position. Allow a few minutes to circulate
coolant through heater core and recheck cool-
ant level in radiator. Service, if necessary.
Disassembly
1. Remove screws holding fan housings to blower
mounting plate (5, Figure 4-4).
2. Remove two nuts securing each end of motor
(21) to blower housings.
NOTE: Mark position of blower housing and fan with
respect to motor to insure proper fan rotation.
3. With blower motor held securely, bring blower
housing evenly in contact with rear of fan (3)
and apply pressure on blower housing forcing
fan off motor shaft.
NOTE: It is not necessary to remove snap ring from
fan hub for assembly or disassembly.
4. Unplug motor wire and repeat fan removal pro-
cedure at other end of motor.
Assembly
1. Install gasket (20) and blower housing on
blower motor.
NOTE: To insure proper fan rotation, align match
marks made during disassembly.
2. Press fan onto motor shaft. Install two nuts
securing blower housing to end of motor.
3. Repeat Steps 1 & 2 for other fan and housing
assembly.
4. Install both fan housings to blower mounting
plate (5) using screws previously removed.
HEATER COVER
Installation
When performing maintenance, it is NOT necessary
to fit the heater cover (1, Figure 4-4) lower edge into
the heater casing structure groove if it was removed
for service. The sheet metal cover can be fastened
along the sides and along the bottom with evenly
spaced sheet metal screws. (Refer to Figure 4-5).
This will also facilitate subsequent service.
FILTER
Service
1. Inlet filters in the heater cover and the cab
access panel need periodic cleaning to prevent
restrictions in air circulation. The recommended
interval for cleaning and inspection is 250
hours, but in extremely dusty conditions, the fil-
ters may need daily service and inspection,
especially the outer panel filter on the cab shell.
The filter elements should be cleaned with
water and dried in a dust free environment
before reinstallation. Replace the filter element
every 2000 hours or sooner if inspection indi-
cates a clogged or damaged filter.
FIGURE 4-5. HEATER COVER MODIFICATION
NOTES:
N05019 7/95 Operator Controls N5-1
OPERATOR CONTROLS
STEERING COLUMN
The steering column and steering wheel in the
HAULPAK
truck will adjust through a tilt angle to

provide the most comfortable wheel position for all
operators. Adjusting the tilt of the steering wheel is
done by pulling the tilt adjustment lever (1, Figure 5-
1) toward the steering wheel and moving the wheel
to the desired angle, releasing the lever will lock the
wheel in the desired location.
NOTE: Several special tools are available to aid in
disassembly and re-assembly of the steering column.
These tools are referred to by part number in the
following repair procedures and are available from
the HAULPAK
Distributor. (Refer to Section M for

tool illustrations.)
Removal
1. Shut down engine and relieve hydraulic pres-
sure from steering accumulators. Chock wheels
and disconnect positive battery cable at the bat-
teries.
NOTE: Lower steering shaft sections need not be
removed from the truck for steering column service
unless parts are damaged or worn to the point of
replacement.
2. Remove electrical wiring that would prevent
steering column from being removed. Remove
capscrew, lockwasher and nut to disconnect
steering column assembly from the steering
shaft assembly at the upper end of the universal
joint. The universal joint may be removed by
removing the lower fasteners.
3. Support the steering wheel and column assem-
bly and remove mounting bolts from the upper
and lower column mount.
4. Move the steering column assembly to work
area for service.
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).
5. Mount steering column assembly in vise using
holding bracket VS5387.
6. Remove steering shaft bumper (2, Figure 5-5).
7. Push hazard warning plunger in and remove
knob.
FIGURE 5-1. STEERING COLUMN INSTALLATION
1. Tilt Control Lever
2. Steering Column
3. Upper Mount
4. Lower Mount
5. Universal J oint
6. Lower Steering Shaft
7. Steering Control Unit
N5-2 Operator Controls N05019 7/95
The carrier assembly below the shaft lock is
spring loaded. Use care when removing the shaft
lock.
8. Remove carrier retainer (3, Figure 5-5).
9. Using spring removal tool VS5388 (1, Figure 5-
3), pull lock retainer (3) from slot in steering
shaft.
10. Remove steering shaft lock (5, Figure 5-5), car-
rier assembly (6) and upper bearing spring (7)
from steering shaft.
11. Remove tilt control lever.
12. Remove upper steering shaft (1, Figure 5-4).
13. Remove turn signal switch actuator arm screw
(2, Figure 5-6).Remove actuator arm (1).
NOTE: Units not equipped with turn signals will still
contain the turn signal switch and wiring. Wire leads
from the turn signal actuation unit will be capped and
taped to the steering column.
14. Remove machine screws (8, Figure 5-5) secur-
ing turn signal switch assembly (3, Figure 5-6)
to housing column.
15. Carefully remove turn signal switch assembly.
Switch assembly wiring must be disconnected
at bottom of steering column before pulling
through cover and cap assembly.
16. Remove housing cover machine screws (14,
Figure 5-5) and cover assembly (15).
17. Remove bearing inner race (13, Figure 5-5) and
race seat (12).
18. Install tilt release lever and place column in full
Up position. Remove tilt spring retainer (1,
Figure 5-7) using screwdriver blade that just fits
into opening. Insert screwdriver and press in
approximately 0.19 in. (5 mm), turn approxi-
mately 1/8 turn counterclockwise until ears align
with grooves in housing, remove spring and
guide.
FIGURE 5-2. STEERING WHEEL INSTALLATION
1. Horn Button
2. Nut
3. Retainer
4. Lower Contact
Assembly
FIGURE 5-3. LOCK RETAINER REMOVAL
1. VS5388 Tool
2. Turn Signal Lever
3. Lock Retainer
4. Steering Shaft Lock
FIGURE 5-4. UPPER SHAFT REMOVAL
1. Upper Steering
Shaft
FIGURE 5-5. STEERING COLUMN ASSEMBLY
1. J am Nut
2. Steering Shaft Bumper
3. Carrier Retainer
4. Lock Retainer
5. Steering Shaft Lock
6. Carrier Assembly
7. Upper Bearing Spring
8. Machine Screw
9. Turn Signal Switch
Assembly
10. Turn Signal Assembly
11. Machine Screw
12. Race Seat
13. Inner Race
14. Machine Screw
15. Cover Assembly
16. Actuator Pivot
17. Preload Spring
18. Pivot Pin
19. Cover End Cap
20. Tilt Lever Shield
21. Connector
22. Bearing Assembly
23. Spring Retainer
24. Tilt Wheel Spring
25. Spring Guide
26. Column Housing
27. Pivot Pin
28. Wheel Lock Shoe
29. Wheel Lock Shoe
30. Shoe Spring
31. Release Spring
32. Release Pin
33. Telescope Locking
Rod
34. Upper Steering Shaft
35. Locking Wedge
36. Yoke Assembly
37. Centering Sphere
38. Preload Spring
41. Housing Support
42. Dowel Pin
43. Lock Plate
44. Housing Shroud
45. Turn Signal Rod
46. Turn Signal Spring
47. J acket Assembly
48. Bearing Adapter
49. Bearing Assembly
50. Steering Shaft Spacer
19. Remove two pivot pins using special tool
VS5389 as shown in Figure 5-8.
20. Remove column housing (26, Figure 5-5) by
pulling on tilt lever and disengaging lock shoes.
Remove housing assembly by pulling upward to
extend rack full down and moving housing
assembly to the left to disengage rack from
actuator. Remove actuator rod assembly.
21. Remove lower steering shaft assembly (39, Fig-
ure 5-5.)
22. Disassemble steering shaft assembly by remov-
ing centering spheres (37, Figure 5-5) and pre-
load spring (38).
23. Remove machine screws (40) and support
housing (41).
24. Turn signal rod (45) will be removed with sup-
port housing assembly.
1. Clean all parts with a lint free cloth lightly satu-
rated with a cleaning solvent.
2. Check all parts for excessive wear and/or dam-
age, replace any parts which are damaged.
Assembly
1. Reassemble turn signal rod (45, Figure 5-5) in
support housing (41).
2. Assemble lock plate (43) and housing shroud
(44) to housing support (41) and jacket assem-
bly (47). Secure with machine screws (40).
Tighten screws to 5.7 ft. lbs. (7.8 N.m) torque.
3. Assemble lower steering shaft (39) to yoke
assembly (36) using centering sphere (37) and
preload spring (38).
4. Install bearing adapter (48), bearing assembly
(49) and steering shaft spacer (50) in bottom of
jacket (47).
FIGURE 5-6. TURN SIGNAL SWITCH REMOVAL
1. Actuator Arm
2. Arm Retaining Screw
3. Turn Signal Switch
Assembly
FIGURE 5-7. TILT SPRING REMOVAL
1. Spring Retainer 2. Tilt Wheel Spring
FIGURE 5-8. PIVOT PIN REMOVAL
1. Pivot Pin 2. VS5389 Tool
5. Install wheel lock shoes (28 & 29), springs (30
& 31) and shoe release lever if removed.
6. Install lower steering shaft assembly. Install tilt
lever in column housing (26).
7. While holding up on tilt lever to disengage lock
shoes, install column housing over steering
shaft. Push housing down until pivot pin holes
are in alignment.
8. Install pivot pins as shown in Figure 5-8.
9. Tilt column housing in full Up position. Install
tilt wheel spring (24, Figure 5-5), spring retainer
(23) and spring guide (25).
10. Install bearing (22), inner race (13) and race
seat (12).
11. Install cover (15) and machine screws (14).
Tighten machine screws to 7.4 ft. lbs. (10 N.m)
torque.
12. Wiring harness must be carefully threaded
between column housing and cover assembly.
Secure turn signal switch assembly (9) using
machine screws (8). Tighten machine screws to
2.5 ft. lbs. (3.4 N.m) torque.
NOTE: Units not equipped with turn signals still
contain the turn signal switch and wiring. Wire leads
from the turn signal actuation unit should be capped
and taped to the steering column.
13. Install turn signal switch actuator arm (1, Figure
5-6) and actuator arm screw (2). Tighten screw
to 1.7 ft. lbs. (2.3 N.m) torque.
14. Install upper steering shaft (34, Figure 5-5) with
telescope locking rod (33). Hold locking wedge
(35) in place during assembly. Refer to Figure
5-4 for assistance.
15. Install upper bearing spring (7, Figure 5-5), car-
rier assembly (6) and steering shaft lock (5).
16. Using special tool VS5388, compress upper
bearing spring and steering shaft lock. Install
lock retainer (3, Figure 5-3).
17. Install carrier retainer (3, Figure 5-5).
18. Install hazard warning plunger knob.
19. Install steering shaft bumper (2, Figure 5-5)
lower contact assembly (4, Figure 5-2), and
steering wheel.
20. Install jam nut (1, Figure 5-5). Tighten jam nut to
21. Install retainer (3, Figure 5-2).
22. Connect horn button wire.
23. Snap horn button (1) into top casting.
THROTTLE PEDAL (1, Figure 5-9)
The Throttle Pedal is a foot operated pedal which
allows the operator to control engine RPM.
The throttle will control engine RPM between low idle
and high idle.
When truck is operating and the Engine Idle Switch is
in the Low Idle position, the operator can control
engine RPM between low idle and full load RPM at
any speed up to the truck MPH overspeed setting.
When the truck is operating and switch is in High
Idle, the operator can control engine RPM between
low idle and full load RPM when truck speed is under
3 MPH. When truck speed is over 3 MPH operator
can control engine RPM, between retard engine
speed and full load RPM, for speeds up to overspeed
(MPH) setting.
If the throttle pedal is depressed in either Low Idle
or High Idle and the retard pedal is depressed,
BRAKE PEDAL (2, Figure 5-9)
The Brake Pedal is a foot operated pedal controlling
a hydraulic valve, which applies the service brakes.
DIMMER SWITCH (3, Figure 5-9)
The dimmer switch is a foot actuated electric switch.
If headlights are on low beam, depression of the
switch will change headlights to high beam. Depress-
ing switch again changes headlights back to low
beam.
DYNAMIC RETARDING PEDAL
(4, Figure 5-9)
The Dynamic Retarding Pedal is a foot operated
pedal which allows the operator to slow the truck
without the use of the service brakes to maintain a
safe productive speed. The Dynamic Retarding
should be used to control the speed of the truck
except to bring the truck to a complete stop. Service
brakes are required to bring the truck to a complete
stop.
The Dynamic Retarding System will also be automat-
ically applied if operator allows speed of truck to
reach the predetermined overspeed retard setting or
if the Retard Speed Control is activated.
FIGURE 5-9. OPERATOR CONTROLS
1. Throttle Pedal
2. Retard Pedal
3. Dimmer Switch
4. Brake Pedal
5. Hoist Control Valve
6. Selector Switch
7. Engine Shutdown
Switch
8. Engine Idle Switch
9. 12VDC Power Supply
10. Computer Diagnostic
Port
11. Data Store Switch
HOIST CONTROL VALVE (5, Figure 5-9)
The hoist control valve is a three position hand oper-
ated device located to the left of the operator seat.
Pulling the lever to the rear actuates the hoist circuit
causing the body to raise. Hold lever in hoist position
until load is dumped. Releasing the lever from the
hoist position will place the body in a hold posi-
tion.
To lower body, move hoist lever forward to the down
position and release. Releasing the lever places the
hoist control valve in the float position, allowing the
body to return to the frame.
Refer to "Operating Instructions" - Dumping, in the
OPERATOR HANDBOOK, for more specific details.
OPERATOR CAB CENTER CONSOLE
(6-11, Figure 5-9)
The Operator Cab Center Console is located to the
right of the operator's seat and includes the F-R
Selector Switch handle (6, Figure 5-9), an Engine
Shutdown Switch (7), an Engine Idle Switch (8), the
12VDC Power Supply (9), the Computer Diagnostic
Port (10), and the Data Store Switch (11).
Selector Switch (6)
The Selector Switch is a three position switch
("FOR"-"N"-"REV") which controls the directional
motion of the truck. When the Selector Switch handle
is straight forward, it is in the center "N" position and
is in "Neutral". Handle must be in neutral to start
the truck. The operator can select FORWARD drive
by moving the handle left to "FOR" or REVERSE
drive by moving handle right to "REV".
Engine Shutdown Switch (7)
This Engine Shutdown Switch is a spring-loaded
push button connected to a fuel solenoid on the
engine, and must be held down to de-energize fuel
pump solenoid until engine stops. In certain "fault"
conditions, the engine may not shut down with the
keyswitch as it normally should. This switch must
then be used to shut down the engine.
NOTE: This switch is Engine Shutdown ONLY. The
keyswitch must still be turned "off" to turn off 24VDC
accessories and activate the hydraulic bleeddown
sequence.
A similar switch is located in a box on left front corner
of frame, behind front bumper. This allows engine to
be shut down from the ground.
Engine Idle Switch (8) (Not Functional W/Statex III
& Fuel Enhancement)
The Engine Idle Switch controls the engine idle RPM.
When switch lever is moved forward toward the
"engine running" symbol, the operator can control
engine speed anywhere between low idle and high
idle settings. This is the "low" engine idle position.
This position should be used when maneuvering in
confined areas.
When the switch lever is moved rearward toward the
"engine running & rabbit" symbol and truck speed is
above 3 mph (4.8 kph), the operator may control
engine speed only between dynamic retard engine
speed (1675 RPM) and high idle. This is the "haul-
ing" position. During hauling operations, Engine Idle
Switch should be in this position. When truck speed
is below 3 mph (4.8 kph), truck operates the same as
"low" idle position.
12vdc Power Supply (9)
This connection is located on the lower right side of
the center console and provides a power source for a
computer with a 12 Volt power supply adapter.
Computer Diagnostic Port (10)
This connection provides a port to plug in a computer
for Statex III diagnostics.
Data Store Switch (11)
The DATA STORE should be used ONLY when the
engine is running.
When the DATA STORE switch is pressed, the
Statex III computer controlling the electric drive sys-
tem is caused to "take a snap shot" of all systems
being monitored at that time. This information is then
available later for qualified maintenance personnel to
access and analyze. This function should be used
anytime the operator might suspect a system mal-
function.
FIGURE 5-10. INSTRUMENT PANEL (LEFT SIDE)
INSTRUMENT PANEL
FIGURE 5-11. INSTRUMENT PANEL (RIGHT SIDE)
INSTRUMENT PANEL
INSTRUMENT PANEL
INSTRUMENT PANEL
Because of the wiring and plumbing associated with
the instrument panel, extra caution should be used
when removing gauges or components from the
instrument panel.
Shut down engine, relieve system air pressure,
and disconnect truck batteries prior to removing
instrument panel lights, gauges, or switches.
The instrument panel consists of five basic units
attached to the instrument panel shell by machine
screws accessible from the front side.
Light sockets are push-in type sockets, utilizing push
and twist type bulbs. Toggle switches are secured
with a locknut on the front side of the instrument
panel.
Gauges and instruments are mounted through the
front side of the instrument panel and secured to
brackets with locknuts on the back side of the panel.
The operator must understand the function and oper-
ation of each instrument and control. Many control
functions are now identified with International sym-
bols that the operator should learn to recognize
immediately. This knowledge is essential for proper
and safe operation of the machine.
Refer to the OPERATOR HANDBOOK located in the
truck cab for detailed information and descriptions of
the symbols.
INSTRUMENTS AND INDICATORS
The operator must understand the function and oper-
ation of each instrument and control. Many control
functions are now identified with International sym-
bols that the operator should learn to recognize
immediately. This knowledge is essential for proper
and safe operation of the truck.
NOTE: Items that are marked OPTIONAL do not
apply to every truck.
Refer to Figures 5-10 and 5-11 for the location of
the following items:
(1) KEY SWITCH
The key switch is a three position (Off, Run, Start)
switch. When switch is rotated one position clock-
wise, it is in the "Run" position and all electrical cir-
cuits (except "Start") are activated. To start engine,
move Selector Switch to "Neutral", then rotate key-
switch fully clockwise to the "Start" position and hold
this position until engine starts. "Start" position is
spring-loaded to return to "Run" when key is
released.
NOTE: If truck is equipped with the Cummins Engine
Prelube System, a noticeable time delay will occur
(while engine lube oil passages are being filled)
before starter engagement and engine cranking will
begin.
With truck stopped, turn keyswitch counterclockwise
to "Off" for normal shutdown of engines equipped
with Detroit Diesel electronic engine controls
("DDEC"), or Cummins Centry
Fuel Control. If engine

does not shutdown with keyswitch, use center console-
mounted engine shutdown (see 7, Figure 5-9).
NOTE: A switch is located at lower left front of truck
for ground level engine shutdown.
(2) ENGINE SHUTDOWN (OPTIONAL)
If installed, this OPTIONAL Emergency Engine Shut-
down button must be depressed and held until
engine stops.
NOTE: This switch is Engine Shutdown ONLY. The
keyswitch must still be turned "off" to turn off 24VDC
accessories and activate the hydraulic bleeddown
sequence.
(3) WINDSHIELD WIPER/WASHER
SWITCH
The windshield wiper control switch is a four position
rotary switch with intermittent wiper delay and wash
feature. "Off" position is the detented position when
the knob is rotated fully counterclockwise against the
stop.
The intermittent wiper position is located between off
and the first detent position when rotating the knob
clockwise. Rotating the knob closer to the first detent
position decreases the time interval between wiper
strokes. Rotate the knob clockwise to the first detent
position for slow speed. Rotate the knob to the sec-
ond detent position for fast speed.
Push the knob in to activate the windshield washer
system.
(4) LIGHT SWITCH
The instrument panel lights, clearance lights, and the
headlights are controlled by this three position rotary
type switch. "Off" is the full counterclockwise position
of the switch. Turning the switch clockwise from the
"Off" position to the second position completes the
circuit from the battery to the instrument panel lights,
clearance lights, and taillights. Turning the switch
clockwise to the third position completes the circuit to
the headlights, in addition to the panel lights, clear-
ance lights, and taillights.
(5) ENGINE STARTING AID (OPTIONAL)
The OPTIONAL Engine Starting Aid switch is spring-
loaded to the "Off" position. Use only when ambient
temperature is below 50
F (10
C). When switch is

held in the "On" position, ether is injected into the
engine intake manifold to aid engine starting in cold
weather. Move the Engine Starting Aid switch to the
"On" position while cranking engine, for three (3) sec-
onds maximum, and then release Engine Starting
Aid. If engine does not start, wait at least fifteen (15)
seconds before repeating the procedure.
Refer to "Operating Instructions" in the OPERATOR
HANDBOOK, for more specific operating details.
(6) LADDER LIGHT SWITCH
The switch turns ladder light On or Off after or
before using ladder. A similar switch is mounted at
front left of truck near the base of ladder.
(7) MANUAL BACKUP LIGHT SWITCH
The Manual Backup Light Switch allows backup
lights to be turned On providing added visibility and
safety when the F-R Selector Switch is not in REV
position. When the lever is moved upward to the on
position, the MANUAL BACK UP LIGHT indicator
(27) will be illuminated.
(8) FOG LIGHTS (OPTIONAL)
Fog Lights are optional equipment that are useful in
foggy conditions and heavy rain. Moving the lever
upward turns lights On. Downward is Off.
(9) HIGH-MOUNTED HEADLIGHTS
(OPTIONAL)
When optional headlights are mounted at top of grille
structure, this switch controls these lights. Moving the
lever upward turns lights On. Downward is Off.
(10) PANEL LIGHT DIMMER
The panel light dimmer control is a rheostat which
allows the operator to vary the brightness of the
instruments and panel lights. Rotating knob to the full
counterclockwise position turns panel lights On to
brightest condition. Rotating knob clockwise continu-
ally dims lights until Off position is reached at full
clockwise rotation.
(11) WATER TEMPERATURE GAUGE
The water temperature gauge indicates the tempera-
ture of the coolant in the engine cooling system. The
temperature range after engine warm-up and truck
operating under normal conditions should be:
165
-195
F (74
-91
C)
(12) ENGINE OIL PRESSURE GAUGE
The engine oil pressure gauge indicates pressure in
the engine lubrication system in pounds per square
inch (psi). Normal operating pressure after engine
warm up should be:
Idle: 20 psi (138 kPa)
Rated Speed: 45 to 70 psi (310 to 483 kPa)
(13) AIR PRESSURE GAUGE
The air pressure gauge indicates the pressure in the
air tank. A pressure reading of 115-135 psi (790-930
kPa) should be indicated on the gauge before operat-
ing the truck. Until air pressure reaches or drops
below 90 psi (621 kPa), a warning buzzer will sound,
indicating low air pressure.
(14) SPEEDOMETER
The speedometer indicates the truck speed in miles
per hour (MPH). A speedometer that displays kilome-
ters per hour (KM/H) is available.
(15) LEFT TURN SIGNAL INDICATOR
This indicator illuminates to indicate the left turn sig-
nals are operating when the turn signal lever on the
steering column is moved downward. Moving the
lever to its center position will turn indicator "Off".
(16) HIGH BEAM INDICATOR
The high beam indicator when lit, indicates that the
truck headlights are on High beam. To switch head-
lights to High or Low beam, depress dimmer
switch located on the floor between service brake
and retard pedals.
(17) RIGHT TURN SIGNAL INDICATOR
This indicator illuminates to indicate the right turn sig-
nals are operating when the turn signal lever on the
steering column is moved upward. Moving the lever
to its center position will turn indicator "Off".
(18) VOLTMETER
The voltmeter indicates the voltage of the 24V battery
system. Normal indicated voltage at high RPM is 27
to 28 volts with batteries in fully charged condition.
When key switch (1) is "On" and engine NOT running,
the voltmeter indicates battery charge condition.
(19) WARNING DECAL
A warning is mounted on top of the instrument panel
above the voltmeter and ammeter. This decal warns
operator that operating truck with less than 26 volts
may result in a loss of dynamic retarding.
(20) BLANK
This space not currently used. Reserved for future
use.
(21) TACHOMETER
The tachometer registers engine crankshaft speed in
revolutions per minute (RPM).
Governed RPM:
Low Idle: 750 RPM (650 RPM with DDEC Fuel
Saver)
Detroit Diesel: High Idle, No load - 2040 20
RPM (1920 RPM with DDEC option)
Cummins: High Idle, No load - 2150 RPM
Maximum
CAUTION INDICATOR LIGHTS
Indicator lights (22) through (33) are amber in color
and alert the operator of the status of truck functions
and that some precaution may be required when
lighted.
(22) DYNAMIC RETARDING
The dynamic retarding indicator light glows when the
retarder pedal is operated, RSC (Retarder Speed
Control) is activated or the automatic overspeed
retarding circuit is energized, indicating the dynamic
retarding function of the truck is operating.
(23) BODY UP
The Body Up indicator, when lit, shows that the body
is not completely down on the frame. Truck should
not be driven until body is down and light is off.
(24) SERVICE BRAKE
The service brake indicator light will glow when the
service brake pedal is applied or when wheel brake
lock (or emergency brake, if equipped) is applied. Do
not attempt to drive truck from stopped position with
service brakes applied.
(25) PARKING BRAKE
The parking brake indicator will glow when the park-
ing brake is applied. Do not attempt to drive truck
with parking brake applied.
(26) ACCUMULATOR BOOSTER
(OPTIONAL)
Indicates the accumulator booster system is function-
ing.
(27) MANUAL BACK UP LIGHT
Indicates backup lights are On. Works with Manual
Backup Light switch.
(28) LOW FUEL (OPTIONAL)
Indicates low fuel in fuel tank. Light will come on and
buzzer will sound. Approximately 25 gal. (95 l) of
usable fuel is left when light comes on.
(29) HIGH PRESSURE FILTER (Optional)
This light indicates a restriction in the high pressure
filter assembly for either the steering or hoist circuit.
This light will come on before filters start to bypass.
Notify maintenance personnel at earliest opportunity
after light comes on.
(30) ENGINE CHECK MAIN ("DDEC"
Electronic Engine Controls or Cummins
Engines Equipped With Centry
Fuel
Control)
When the keyswitch is turned "On" (before starting
engine), this amber "Engine Check Main" indicator
light will illuminate for about 2 seconds and then turn
off, if no "faults" are detected in the system. If this
indicator remains "On" (or flashes with Cummins
Centry
Fuel Control system), alert maintenance

personnel as soon as possible.
Detroit Diesel Engines w/DDEC II or III -
The amber "Engine Check Main" indicator will illumi-
nate if a malfunction is detected in the "DDEC" elec-
tronic engine control system. If this indicator
illuminates, alert maintenance personnel as soon
as possible.
Cummins Engines w/Centry
Fuel Control -
If truck is equipped with a Cummins engine and Cen-
try
Fuel Control system, this indicator monitors the

Centry
fuel system. During engine operation, if a

"fault" is detected in the system, the light will turn ON
and stay on for "Warning" faults, or it will turn ON and
FLASH for more "Severe" faults that can affect
engine operation and require immediate attention.
"Warning" faults (light ON) are ones that require
attention in the near future, but in most conditions
will not greatly affect governing performance.
"Severe" faults (light FLASHING) are ones that
require immediate attention, because Centry
governor performance could be significantly

affected, resulting in a backup mode of operation.
Active fault conditions MUST be corrected as
soon as possible.
Refer to "(59), Lamp Test/Diagnostic Test Switch"
for additional description of this lights function.
(31) Engine Check Second (Used Only
with "DDEC II" - Controlled Engine)
The amber "Engine Check Second" indicator will illu-
minate if a malfunction is detected in the electronic
engine control system. If this indicator illuminates,
alert maintenance personnel as soon as possible.
(32) Battery Check
("DDEC" - Controlled Engines Only)
The battery check indicator light will illuminate if a
malfunction is detected in the battery equalizer sys-
tem. The system should be inspected and repaired
as soon as possible.
(33) CIRCUIT BREAKER TRIPPED
This light will illuminate if any of the circuit breakers
in the relay circuit control boards are tripped. The
relay circuit boards are located in the electrical con-
trol cabinet.
(34) PARKING BRAKE CONTROL
The Parking Brake is for parking only. Truck must be
completely stopped before applying parking brake or
damage may occur to parking brake components.
Parking brake is not designed to stop a moving
truck.
Stop truck, then move switch to "ON" to apply parking
brake. When the parking brake is applied, Parking
Brake indicator (26) will be illuminated on the instru-
ment panel. To release, move switch to "OFF". Park-
ing brake is spring applied and hydraulically
released; hydraulic pressure must be available to
release.
(35) SECONDARY BRAKE CONTROL
The Secondary Brake switch (when switched "ON")
applies full brake pressure at all four wheels. It
should be used ONLY if the service brake treadle is
inoperative.
(36) DRY ROAD/SLIPPERY ROAD
SWITCH
The Dry/Slippery road control switch permits the
operator to select either full braking capability at all
wheels for "dry" road or reduced braking at the front
wheels for "slippery" road.
Slippery road position reduces front wheel brak-
ing effort while maintaining full braking of the
rear wheels. Reduced braking of the front wheels
assists in steering control on slippery roads, but
increases stopping distance.
(37) WHEEL BRAKE LOCK
The Wheel Brake Lock should be used (with engine
running) ONLY at the dump and loading operations.
When pulling into shovel or dump area, stop the truck
using the service brake pedal. When truck is com-
pletely stopped and in position, apply brake lock by
moving switch lever to "ON". This control applies
brake pressure to the REAR WHEEL BRAKES
ONLY. Front wheel brakes are NOT applied. DO
NOT use for stopping or for parking truck with engine
shut down.
DO NOT USE BRAKE LOCK FOR PARKING!
Use of the brake lock with the engine shut down
will allow the brakes to release.
RETARD SPEED CONTROLS (RSC)
(38, 39, & 40, FIGURE 5-11)
Indicator (38) and controls (39, 40) are used to moni-
tor and control the Retard Speed Control (RSC).
(38) RETARD SPEED CONTROL
INDICATOR
The amber light is illuminated when the RSC switch
(39) is pulled out to the "On" position.
(39) RETARD SPEED CONTROL (RSC)
SWITCH
The retard speed control switch turns system "on" or
"off". Pull out to turn "on", push in to turn "off".
See Operator Handbook for explanation of symbols.
(40) RSC ADJ UST DIAL
The RSC Adjust Dial allows operator to adjust safe
productive downhill retarding speed of truck.
When Dial is rotated counter-
clockwise toward this symbol,
RSC is set for slower speeds.
When Dial is rotated clockwise
toward this symbol, RSC is set
for faster speeds.
Throttle pedal position will override RSC setting. If
operator depresses throttle pedal to increase truck
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.
To adjust RSC control, pull switch (39) "On" and start
with dial rotated toward fastest speed while driving
truck at desired maximum speed. Relax throttle pedal
to let truck coast and turn RSC Adjusting Dial (40)
slowly counterclockwise until Dynamic Retarding (22)
is activated. Dynamic Retarding will now be activated
automatically anytime the "set" speed is reached, the
RSC switch is "On", and throttle pedal is released.
With RSC switch "On" and dial adjusted, the system will
function as follows: As truck speed increases to the
"set" speed and throttle pedal released, Dynamic
Retarding will come on. As truck speed tries to
increase, the amount of retarding effort will automati-
cally adjust to keep the selected speed. When truck
speed decreases, the retarding effort is reduced to
maintain the selected speed. If truck speed continues
to decrease to approximately 3 mph (4.8 kph) below
"set" speed, Dynamic Retarding will turn off automati-
cally. If truck speed must be reduced further, the opera-
tor can turn Adjust Dial to a new setting or depress the
foot operated retard pedal. If the operator depresses
the foot operated retard pedal and the retard effort
called for is greater than that from the automatic sys-
tem, the foot pedal retard will override RSC.
For normal truck operation, only dynamic retarding
should be used to slow and control the speed of the
truck. The Grade/Speed Chart (refer to decal in oper-
ator's cab or WARNINGS AND CAUTIONS section)
should be followed to determine MAXIMUM safe
truck speeds for descending various grades with a
loaded truck. Service brakes should be applied only
when dynamic retarding requires additional force to
slow the truck speed quickly and to bring the truck to
a complete stop.
(41) OVERRIDE PUSHBUTTON
This push-button switch is
spring-loaded to the "OFF" posi-
tion. When pushed in and held,
this switch may be used for sev-
eral functions.
1. The override switch permits the operator to
move the truck forward when the dump body is
raised and the brakes are released.
Use of the override switch for this purpose is
intended for emergency situations only.
2. If the operator stops the truck on an uphill
incline, the override switch can be used to set
up forward propulsion while the brakes are
applied. As soon as forward propulsion is felt,
completely release the brakes and a few sec-
onds later, release the override switch.
3. The push button deactivates the retard pedal
function when speed of truck is below 3 mph
(4.8 kph).
4. The override switch is also used to reset the
Electric System Fault (55) when indicated by
the red warning light.
NOTE: STATEX III records the number of " faults/
events" . When a predetermined number of
" faults/events" are recorded within a given time
frame, the operator will not be able to reset the
fault/event by using the override switch.
If this occurs, notify maintenance personnel
immediately.
(42) WARNING DECAL
A warning is mounted at the bottom of the instrument
panel to the right of operator and beneath the warn-
ing indicator light panel. Truck should not be oper-
ated with any red warning lights on. If any of the red
warning lights, (43) through (58), are illuminated, the
truck should be safely stopped, engine shut down.
Truck should not be operated with any red warning
lights on.
(43) LOW STEERING PRESSURE
If the steering system pressure drops to 1850 psi
(12.7 MPa) the steering pressure warning light will
come on and a buzzer will sound.
If the low steering warning light continues to
glow and the alarm continues to sound, low
steering pressure is indicated. The remaining
pressure in the accumulators allows the operator
to control the truck to a stop. Do not attempt fur-
ther operation until the malfunction is located
and corrected.
(44) LOW ACCUMULATOR PRECHARGE
The low accumulator precharge warning light, if illu-
minated, indicates low steering accumulator nitrogen
precharge. To check for proper accumulator nitrogen
precharge, engine must be stopped and hydraulic
system completely bled down; then turn keyswitch to
Run position. Warning light will NOT illuminate if
system is properly charged. The warning light will
flash if the nitrogen precharge within the accumula-
tor(s) is below 975 psi (6.7 MPa).
If low accumulator precharge warning light
flashes, notify maintenance personnel. Do not
attempt further operation until the accumulators
have been recharged with nitrogen to 1050 psi
(7.24 MPa). Sufficient energy for emergency
steering may not be available, if system is not
properly charged.
NOTE: After turning keyswitch Off, engine must be
allowed to completely stop, and hydraulic system
must have time to bleed down completely
(approximately 90 seconds) before turning keyswitch
On and checking for Steering Accumulator Nitrogen
Precharge. A false indication of Low Steering
Accumulator Nitrogen Precharge may result if these
instructions are not followed.
(45) HIGH HYDRAULIC OIL
TEMPERATURE (OPTIONAL)
This warning light indicates high oil temperature in
the hydraulic tank. Truck should not be operated
because hydraulic components may be damaged.
Light turns on at 225
F (107
C); notify maintenance

personnel immediately.
(46) LOW HYDRAULIC TANK LEVEL
(OPTIONAL)
This warning light indicates the oil level in the
hydraulic tank is below recommended level. Damage
to hydraulic pumps may occur if operation continues.
Shut truck down and notify maintenance personnel
immediately.
(47) HIGH COOLANT TEMPERATURE
(Not Used With Flight/Engine Saver or
DDEC- Controlled Engine)
This warning light will flash on and off when the
engine cooling system temperature is higher than
recommended. The alarm horn will also sound. Con-
tinued operation could cause engine damage.
If the high coolant temperature warning light
glows, bring truck to a safe stop out of the way of
traffic as soon as possible. Move Selector Switch
to Neutral and run engine at 1500 RPM until
light goes out or for about three minutes. If light
does not go out, shut engine down and call main-
tenance personnel to correct problem.
NOTE: Warning indicator lights 47, 48, and 49 will
illuminate with the Lamp Test Switch, but are NOT
used with the DDEC engine option. Warning indicator
lights 47 and 49 are NOT used with the Engine
Saver engine option. These functions are monitored
by the electronic control systems, but OTHER Red
indicator lights will be illuminated if a malfunction is
detected by the systems.
(48) LOW COOLANT LEVEL
(Not Used With DDEC - Engine)
The low coolant level warning light will flash on and
off indicating insufficient engine coolant level. The
warning horn will also sound. Stop the truck immedi-
ately as serious damage could result to engine and
cooling system components. Notify maintenance per-
sonnel.
(49) LOW OIL PRESSURE
(Not Used With Engine Saver or
DDEC - Engine)
The engine oil pressure warning light, when flashing,
indicates the engine oil pressure is below normal
operating range. The alarm horn will also sound
when the light flashes. Shut down engine and notify
maintenance personnel.
Shut down engine immediately if the low oil pres-
sure warning light comes on. Serious damage
may result to engine and engine lubricating sys-
tem components.
(50) LOW OIL LEVEL (OPTIONAL)
This light indicates engine oil level is below recom-
mended safe level. Shut down engine if this light
comes on. Serious damage to engine may result.
Shut down engine and notify maintenance personnel.
(51) Used ONLY With
Electronic-Controlled Engine Options
ENGINE MONITOR
(Used for Flight/Engine Saver Option)
ENGINE MONITOR MAIN - (DDEC)
The RED engine monitor warning light will illuminate
and an alarm horn will sound if a serious engine mal-
function is detected by the electronic engine control
system. Electric propulsion to the wheelmotors will
be discontinued. Dynamic Retarding will still be avail-
able to slow or stop the truck.
For DDEC ONLY, the maximum engine speed will be
reduced to 1675 RPM.
Stop the truck as quickly and safely as possible.
Apply parking brake. SHUT DOWN THE ENGINE
IMMEDIATELY. Additional engine damage is likely to
occur if operation is continued.
(52) CRANKCASE PRESSURE
WARNING LIGHT
(Used Only for Detroit Diesel Engine
Without DDEC Controls)
The engine crankcase pressure warning light indi-
cates high engine crankcase pressure when flashing.
The flashing warning light will be accompanied by the
alarm horn. If this light flashes during engine opera-
tion, stop the truck. Shut down engine and alert
maintenance.
(53) LOW BRAKE PRESSURE
This light indicates a malfunction within the hydraulic
brake circuit. If this light comes on and buzzer
sounds, stop the truck as quickly as possible in a
safe area and immediately notify maintenance per-
sonnel.
(54) ENGINE MONITOR SECOND
(Used Only With DDEC II Electronic-
Controlled Engine Option)
The RED engine monitor warning light will illuminate
and an alarm horn will sound if a serious engine mal-
function is detected by DDEC II the electronic engine
control system. Electric propulsion to the wheel-
motors will be discontinued. Dynamic Retarding
will still be available to slow or stop the truck. For
DDEC II ONLY, the maximum engine speed will be
reduced to 1675 RPM. Stop the truck as quickly and
safely as possible. Apply parking brake. SHUT
DOWN THE ENGINE IMMEDIATELY. Additional
engine damage is likely to occur if operation is con-
tinued.
(55) ELECTRIC SYSTEM FAULT
The Electric System fault warning light will flash on
and off when a malfunction occurs in the electrical
system. The warning horn will also signal intermit-
tently. When light comes On, propulsion will be
dropped automatically. Reset by pushing override
button. If fault repeats, stop truck and reset by turn-
ing key switch Off, then On. If fault repeats again,
stop truck and report problem to maintenance per-
sonnel.
NOTE: STATEX III records the number of " faults/
events" . When a predetermined number of
" faults/events" are recorded within a given time
frame, the operator will not be able to reset the
fault/event by using the override switch.
If this occurs, notify maintenance personnel
immediately.
(56) MOTOR BLOWER OFF
The motor blower warning light will flash on and off
and an alarm will sound if a malfunction occurs in the
cooling air circuit for the alternator and motorized
wheels. Stop the truck immediately and notify main-
tenance personnel if warning light glows. Damage to
electrical components may result without proper ven-
tilation of rotating equipment.
(57) HIGH MOTOR TEMPERATURE
(OPTIONAL)
When this light is lit and alarm sounds, high wheel
motor temperature is indicated. Stop truck, place
Selector Switch in Neutral and raise engine RPM to
high idle for several minutes to cool wheel motors. If
indicator does not turn off, notify maintenance.
(58) BLANK
Not currently used. Reserved for future use.
(59) LAMP TEST and Cummins Centry

Diagnostic Test Switch (if equipped)
This switch may be used for
Lamp Test, or for diagnostic tests
of a Cummins Centry
Fuel Con-
trol system (if equipped).
The Lamp Test Switch is provided for the operator
to test the warning and indicator lights before engine
startup. To test lamps, turn key switch to "run" posi-
tion and move switch lever to the right for the "On"
position. This action will complete a circuit to the
warning and indicator lights. The warning horn will
also sound. All red warning lights and amber indica-
tor lights should light up except those that are
"BLANK" and not currently used (see description of
indicators and warning lights in this section also see
"NOTE:" following Indicator #47). Releasing the
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-
tics" at the end of this section.
(60) HEATER TEMPERATURE CONTROL
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
temperatures can be regulated by moving the control
lever to the right. Moving the control lever to the far
right selects the warmest temperature for cold
weather operation.
(61) DEFROSTER/HEAT CONTROL
LEVER
The defroster/heater control lever permits the opera-
tor to select either defroster or heater.
Moving the control lever to the far left position directs
heated air to the cab floor for most efficient heating of
cab air.
Moving the lever to the far right selects the defroster
function. This directs heated air to the windshield.
Selecting a center position for the control lever
divides the air to both floor heat and defroster.
(62) OUTSIDE/INSIDE AIR CONTROL
LEVER
The outside/inside air control lever is connected to a
vent which allows either outside or inside air to be cir-
culated through the cab heater assembly.
Moving the lever to the left directs outside air to be
circulated through the heater assembly.
Moving the lever to the right directs inside air to be
recirculated through the heater assembly.
(63) AIR CONDITIONER CONTROL
(OPTIONAL)
The Air Conditioner control lever is moved from left
(off) to right to cool the cab air.
Full right position is coldest setting.
(64) FAN CONTROL KNOB
The fan control knob is provided to control the cab air
fan motor. The fan motor is a 3-speed motor (low,
medium and high) which are selected by rotating the
control knob clockwise to the desired position. Off
position is marked by symbol on panel.
(65) AIR CLEANER SERVICE VACUUM
GAUGE
The air cleaner service gauge provides a continuous
reading of maximum air cleaner restriction reached
during operation. The air cleaner(s) should be ser-
viced when the gauge(s) shows the following maxi-
mum recommended restriction:
20 inches H
2
O vacuum for Detroit Diesel engine.
25 inches H
2
O vacuum for Cummins engine.
After service, push the reset pin on face of gauge to
allow the gauge to reset to zero.
When truck is equipped with a Cummins engine of
LESS THAN 2000 HP (1491 kW), the instrument
panel will contain only two (2) Air Cleaner Service
gauges.
(66) FUEL LEVEL GAUGE (OPTIONAL)
Allows operator to be aware of fuel status without
viewing fuel tank at ground level.
(67) HOURMETER
The hourmeter registers the total number of hours
the engine has been in operation.
(68) OVERSPEED ALARM HORN
(OPTIONAL)
This alarm will sound when truck speed reaches
overspeed setting. Dynamic Retarding and Dynamic
Retard Indicator light will also come on. Refer to
speed grade decal in operator's cab for downhill
hauling speeds.
(69) CIRCUIT BREAKERS
The circuit breakers are provided to protect various
circuits from an excess current condition. If a mal-
function in the circuitry occurs, the appropriate circuit
breaker will open the circuit. After the circuit breaker
cools, it can be reset by pushing the button.
Report any faulty circuit that is protected by a cir-
cuit breaker, as serious damage may result from
overcurrent conditions.
FIGURE 5-12. CIRCUIT BREAKER PANEL
1. Hoist Limit (15 amp.)
2. Volt Meter/Turn Signal/Relay
Coils/Status Lights (15 amp.)
3. Heater Blower (15 amp.)
4. Dry/Slippery
Road (5 amp.)
5. Rad. Pre-Charge Solenoid
(5 amp.)
6. Eng. Temp. & Fuel Gauges
(5 amp.)
7. Heater Drain Valve and Air Dryer
(5 amp.)
8. Lincoln Lube Timer (10 amp.)
9. 12VDC Power Supply (Lower
Right Side Center of Console)
(10 amp.)
10. Keyswitch to Starter Solenoid
(10 amp.)
11. Windshield Washer (10 amp.)
12. Alarm (see NOTE)
13. Engine Service, Ladder Lights, &
Opt. Fog Lights (15 amp.)
14. Cigar Lighter (20 amp. Fuse)
NOTE: Alarm Horn (12) alerts the operator of a malfunction within a system. When the alarm horn sounds during
operation, a warning light will flash to provide a visual aid for determining which system is malfunctioning.
CENTRY
FUEL SYSTEM DIAGNOSTICS

- CUMMINS ENGINE ONLY -
If the truck is equipped with a Cummins engine and
Centry
Fuel Control system, the ENGINE CHECK

MAIN Indicator Light (30, FIGURE 5-10) monitors the
Centry
fuel system. When the keyswitch is turned

"On", this light should illuminate for about 2 seconds
and then turn "Off", if no "faults" are detected in the
system. If the light stays ON, or FLASHES, then
active "faults" have been detected by the system and
the engine should not be started.
Refer to DETERMINING "FAULT" CODES.
During engine operation, if a "fault" is detected in the
system, the light will turn ON and stay on for "Warn-
ing faults", or it will turn "ON and FLASH" for more
severe faults that can affect engine operation and
require immediate attention.
"Warning" faults (light ON) are ones that require
attention in the near future, but in most conditions
will not greatly affect governing performance.
"Severe" faults (light FLASHING) are ones that
require immediate attention, because Centry
governor performance could be significantly

affected, resulting in a backup mode of operation.
Active fault conditions MUST be corrected as
soon as possible.
The Lamp Test/Diagnostic Test Switch (59, FIGURE
5-11) may be used to activate the Centry
Fuel Sys-
tem diagnostic codes. When the Centry
fuel system
detects a "fault" and the ENGINE CHECK MAIN indi-
cator light (30, FIGURE 5-10) illuminates as
described above, this switch will permit determination
of the kind of "fault(s)" detected.
DETERMINING "FAULT" CODES
Centry
fault codes consist of three numerical digits.

Each digit is indicated with up to five light flashes
(ENGINE CHECK MAIN indicator light) per each
digit. There is a short pause between each digit of
the fault code. Once all three digits are flashed, there
is a longer pause, followed by a repeating of the
same fault code sequence.
1. To determine an active Centry
"fault", turn the

keyswitch to the OFF position. Be sure engine
completely stops, if it was running.
2. Turn keyswitch to ON position (engine not run-
ning) and move Lamp Test switch lever to the
right (ON) for 1-2 seconds, then release switch
(switch is spring-loaded to the left, "OFF" posi-
tion).
NOTE: Since this is the Lamp Test switch, all
red warning lights and amber indicator lights
should light up except those that are "BLANK".
The warning horn will also sound.
3. If there is an active fault after releasing the
switch, there will be a short pause, followed by
the first fault code.
4. Moving the Lamp Test switch lever to the right
will advance to the next fault code. Once all
active fault codes have been displayed, the fault
code display sequence will be repeated, starting
from the first fault code.
EXITING THE DIAGNOSTICS MODE
Starting the engine or turning the keyswitch to the
OFF position will EXIT the diagnostics fault flash
mode.
If active fault codes have been determined as
described previously, refer to the Cummins Engine
Centry
System "Troubleshooting and Repair Man-

ual", Bulletin No. 3666070, or contact an Authorized
Repair Location.
NOTES:
P01012 Index P1-1
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
Anti-Freeze Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
Hydraulic Tank Service (Filling Instructions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
LUBRICATION CHART (Oil & Grease Specifications) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-2
10 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
50 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
100 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6
250 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
500 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
1000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9
5000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
10000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
MOTORIZED WHEEL MAINTENANCE SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P4-1
P1-2 Index P01012
NOTES:
P02017 1/95 Lubrication and Service P2-1
LUBRICATION AND SERVICE
Preventive maintenance will contribute to the long life
and dependability of the truck and its components.
The use of proper lubricants and the performance of
checks and adjustments at the recommended inter-
vals is most important.
Lubrication requirements are referenced to the lube
key found in the Truck Lubrication Specifications
Chart. For detailed service requirements for specific
components, refer to the service manual section for
that component (i.e. Section H for Suspensions,
Section L for Hydraulic System, etc.).
Refer to manufacturer's service manual when servic-
ing any components of the General Electric System.
Refer to engine manufacturer's service manual when
servicing the engine or any of its components.
The service intervals presented here are in hours of
operation. These intervals are recommended in
lieu of an oil analysis program which may deter-
mine different intervals. However, if truck is being
operated under extreme conditions, some or all, of
the intervals may need to be shortened and the ser-
vice performed more frequently.
Many Haulpak Trucks are equipped with an optional
Automatic Lubrication System. The initial setup for
this system provides for nominal amounts of lubricant
to be delivered to each serviced point. The lubrica-
tion injectors can be adjusted to vary the amount of
lubricant delivered. In addition, the timer for lubrica-
tion intervals is normally adjustable. Consult the
Options and Accessories section of the truck ser-
vice manual for adjustments to these devices.
HYDRAULIC TANK SERVICE
There are two sight gauges on the side of the
hydraulic tank. With engine stopped, keyswitch OFF,
hydraulic system bled down and body down, oil
should be visible in either top or lower sight gauge.
If hydraulic oil is not visible in the lower sight gauge,
follow Adding Oil instructions below.
Adding Oil
Remove any dirt build-up around fill cap and breath-
ers and clean fill area thoroughly before removing fill
cap. To reduce chances of system contamination,
DO NOT allow the system to be open to atmo-
sphere any longer than absolutely necessary.
Service the tank with clean Type C-4 hydraulic oil
only. All oil being put into the hydraulic tank should
be filtered through 3 micron filters.
1. With engine stopped, keyswitch OFF, hydraulic
system bled down and body down, check to
see that hydraulic oil is visible in the top or
lower sight gauge.
2. If hydraulic oil is not visible in the lower sight
gauge, remove the tank fill cap and add clean,
filtered C-4 hydraulic oil (Lubrication Chart,
Lube Key D) until oil is visible in the top sight
gauge. Replace fill cap.
3. Start the engine, then raise and lower the dump
body three times. Shutdown engine. Check for
hydraulic oil level at the top sight glass.
4. If oil is not visible in top sight glass, repeat
Steps 1 through 3, until oil is maintained in the
top sight glass with engine stopped.
630E/685E SERVICE CAPACITIES
Liters
U.S.
Gallons
Engine Crankcase:
(including lube oil filters).
Detroit Diesel
Cummins
189
214
50.0
56.6
Cooling System: 630E
685E
314
409
83
108
Hydraulic System:
Refer to Hydraulic Tank Service 507 134
Wheel Motor Gear Box 776
(each side) 788
17.0 4.5
Fuel Tank (Diesel Fuel Only) 4542 1200
COOLING SYTEM
ANTI-FREEZE RECOMENDATIONS
(Ethlyene glycol permanent Type Anti-Freeze
Percentage of
Anti-Freeze
Protection
To:
10 +23F -5C
20 +16F -9C
25 +11F -11C
30 +4F -16C
35 -3F -19C
40 -12F -24C
45 -23F -30C
50 -34F -36C
55 -48F -44C
60 -62F -52C
Use only anti-freeze that is compatible with engine
as specified by engine manufacturer.
P2-2 Lubrication and Service P02017 1/95
10 HOUR (SHIFT) LUBRICATION AND MAINTENANCE CHECKS
Prior to each operating shift, a walk around inspec-
tion should be performed. Check the truck for general
condition. Look for evidence of hydraulic leaks;
check all lights and mirrors for clean and unbroken
lenses; check operator's cab for clean and unbroken
glass; check frame, sheet metal and body for cracks.
Notify the proper maintenance authority if any dis-
crepancies are found. Give particular attention to the
following:
Truck Serial Number _________________________
Site Unit Number ____________________________
Date: __________ Hour Meter _________________
Name of Service Person ______________________
COMMENTS CHECKED INITIALS
1. FAN DRIVE AND TURBOCHARGERS -
Check for leaks, vibration or unusual noise.
Check alternator and fan belts for condition,
proper tension, and for alignment.
2. RADIATOR - Check coolant level and fill with
proper mixture as shown in Cooling System
Recommendation Chart. Refer to Engine Man-
ual for proper DCA levels.
3. ENGINE - Check oil level.
Refer to engine manufacturers service man-
ual for oil recommendations. (Lube Key A).
4. FUEL FILTERS - Drain water from bottom of
filter housing.
5. FUEL STRAINER - Drain water and sediment
at drain cock.
6. MOTORIZED WHEEL GEARCASE AND
SPEED SENSOR - Refer to G.E. Planned
Maintenance Manual. (Lube Key C & E).
7. HYDRAULIC TANK - Check oil level in tank.
Oil should be visible in sight glass, add oil if
necessary.
Refer to Hydraulic Tank Service.
DO NOT OVERFILL. (Lube Key D).
8. AIR TANK (NOT SHOWN) - Drain water from
tank.
9. BATTERIES (NOT SHOWN) - Check electro-
lyte level and add water if necessary.
10. AIR CLEANERS (NOT SHOWN) - Check air
cleaner vacuum gauges in operator cab. The
air cleaner(s) should be serviced, if the
gauge(s) shows the following maximum
restriction:
20 in. of H
2
O vacuum for Detroit Diesel
engine.
25 in. of H
2
O vacuum for Cummins engine.
NOTE: Lube Key references are to the Lubrication
Specification Chart.
10 HOUR (SHIFT) LUBRICATION AND MAINTENANCE CHECKS
(continued)
10. AIR CLEANERS (continued)-
See Section C of the service manual for ser-
vicing air cleaner elements. Empty air cleaner
dust caps.
After service, push the reset button on face of
gauge (if equipped) to allow the needle to
return to zero.
11. WHEELS AND TIRES -
a. Inspect tires for proper inflation and wear.
b. Inspect for debris embedded in tread or
cuts.
After each wheel mounting operation,
recheck wheel mounting capscrew tightness
after approximately five hours of operation,
again at the end of the shift, and then period-
ically until all capscrews hold at the pre-
scribed 450 ft. lbs.(610N.m) torque. This
requirement is prescribed for both front and
rear wheels.
12. BODY-UP SWITCH (NOT SHOWN) - Clean
sensing area of any dirt accumulation.
13. FUEL TANK - Fill as required.
14. HOIST LIMIT SWITCH (NOT SHOWN) -
Clean sensing area of any dirt accumulation.
15. CAB AIR FILTER (NOT SHOWN) - Under nor-
mal operating conditions, clean every 250
hours. In extremely dusty conditions, service
as frequently as required. Clean filter element
with mild soap and water, rinse completely
clean and air dry with maximum of 40 psi (275
kPa). Reinstall filter.
50 HOUR LUBRICATION AND MAINTENANCE CHECKS
Maintenance for every 10 hours/shift checks should
also be carried out at this time.
NOTE: Lube Key references are to be Lubrication
Site Unit Number ____________________________
Date: __________ Hour Meter _________________
1. FAN - After the first 50 hours of operation (new
truck or new fan installation), check the torque
for the fan blade mounting capscrews - 90 ft.
lbs. (122 N.m).
2. FINAL DRIVE PIVOT PIN - Add one or two
applications of grease at grease fitting. Lube
Key E.
3. HYDRAIR
SUSPENSION - Check the torque

on the ball stud locknut after the first 50 oper-
ating hours (new truck) or first 50 operating
hours since installation (replacement Hyd-
rair
). Ball stud locknut torque should be 2770

ft. lbs. (3775 N.m).
Maintenance for every 10 & 50 hour Lubrication and
Maintenance Checks should also be carried out at
this time.
Site Unit Number ____________________________
Date: __________ Hour Meter _________________
1. ENGINE - Change engine lube oil filters.
NOTE: When installing spin-on filter elements,
thread onto base until the seal touches the base and
then tighten only 1/2 to 3/4 additional turn by hand to
seat element fully. Do not use a wrench or strap
to tighten filter elements.
2. BODY HINGE PINS - Add one or two applica-
tions of grease to each grease fitting. Lube Key
E for the body hinge pins.
3. HOIST CYLINDER - Add one or two applica-
tions of grease to each grease fitting for bear-
ing and pivots. Use Lube Key E.
4. ANTI-SWAY BAR - Add one or two applications
of grease to each grease fitting for bearing and
pivots. Use Lube Key E.
5. REAR HYDRAIR
SUSPENSION BALL
J OINTS - Add one or two applications of
grease to each grease fitting for the upper and
lower suspension mount pins. Use Lube Key
E.
6. HYDRAULIC PUMP & U-J OINT - Add one or
two applications of grease to each grease fit-
ting on the cross and bearing assemblies and
splines. Use Lube Key F.
7. STEERING COLUMN - Add one or two appli-
cations of grease to each grease fitting on the
cross and bearing assemblies and splines.
Use Lube Key E.
8. FRONT WHEEL BEARINGS - Check oil level.
9. FUEL TANK - Drain H
2
O and sediment.
Maintenance for every 10, 50, & 100 hour Lubrication
Checks should also be carried out at this time.
Site Unit Number ____________________________
Date: __________ Hour Meter _________________
1. ENGINE - Change engine oil and spin-on lube
oil filters. Use Lube Key A.
NOTE: When installing spin-on filter elements,
thread onto base until the seal touches the base and
then tighten only 1/2 to 3/4 additional turn by hand to
seat element fully. Do not use a wrench or strap
to tighten filter elements.
2. FUEL FILTER AND STRAINER - Change filter
and strainer element.
3. STEERING CONTROL LINKAGE - Add one or
two applications of grease to each grease fit-
ting for pin and bearing. Check torque on steer-
ing pin nuts 1000 ft. lbs. (1346 N.m) torque.
Use Lube Key E.
4. AIR SYSTEM LUBRICATOR - (May not be on
later trucks.) - If equipped, fill with oil, use Lube
Key D.
5. HYDRAULIC SYSTEM OIL FILTERS - Change
filter elements after the initial 250 hours of
operation; then at each 500 hours of operation
thereafter.
6. COOLING SYSTEM DCA WATER FILTER -
Change spin-off filter. Check cooling system for
proper coolant mixture. Add water mixture as
required.
7. CAB AIR FILTER (NOT SHOWN) - Under nor-
mal operation conditions, clean every 250
hours. In extremely dusty conditions, service as
frequently as required. Clean filter element with
mild soap and water, rinse completely clean
and air dry with maximum of 40 psi (275 kPa).
Reinstall filter.
Maintenance for every 10, 50, 100, & 250 hour Lubri-
cation and Maintenance Checks should also be car-
ried out at this time.
Site Unit Number ____________________________
Date: __________ Hour Meter _________________
1. REAR AXLE CASE BREATHERS - Remove
breather elements for motorized wheels and
clean or replace elements.
2. HYDRAULIC SYSTEM FILTERS - Replace fil-
ter elements. Check oil level in tank. Oil should
be visible in sight glass, add oil if necessary.
Refer to Hydraulic Tank Service. DO NOT
OVERFILL. Lube Key D.
3. HYDRAIR
SUSPENSION - Check for correct

piston extension (front and rear).
Refer to Service Manual, Section H.
4. THROTTLE AND BRAKE PEDAL (NOT
SHOWN) - Lubricate treadle roller and hinge
pins with lubricating oil. Lift boot from mounting
plate and apply a few drops of oil between
mounting plate and plunger. (Lube Key B.
5. AIR TANK SAFETY VALVE (Not Shown) -
Check operation of safety valve.
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS
Maintenance for every 10, 50, 100, 250, & 500 hour
Lubrication and Maintenance Checks should also be
carried out at this time.
Site Unit Number ____________________________
Date: __________ Hour Meter _________________
1. HYDRAULIC TANK - Drain hydraulic oil* and
clean inlet strainer. Refill tank with oil. Refer to
Hydraulic Tank Service. DO NOT OVER-
FILL. Service the tank with clean Type C-4
hydraulic oil only. All oil being put into the
hydraulic tank should be filtered through 3
micron filters. Lube Key D.
* 1000 HR Interval can be extended to 5000
HR provided hydraulic oil sampling and analy-
sis is conducted every 250 HR.
2. HYDRAULIC TANK BREATHER - Replace
breather.
3. RADIATOR - Clean cooling system with a qual-
ity cleaning compound. Flush with water. Refill
system with DCA or anti-freeze and water solu-
tion. Check Cooling System Recommendation
Chart for correct mixture.
4. FUEL TANK - Remove breather and clean in
solvent. Dry with air pressure and reinstall.
5. ENGINE - Remove, clean and dry crankcase
breather elements.
6. OPERATORS SEAT - Apply grease to slide
rails. Use Lube Key E.
7. BRAKE ACCUMULATORS (3) -
Check precharge pressure of each accumula-
tor. Precharge pressure is 1250 25 psi
(8.6 0.17 MPa). Refer to Service Manual, Sec-
tion J , HYDRAULIC BRAKE ACCUMULA-
TORS, Charging Procedure.
Maintenance for every 10, 50, 100, 250, 500, & 1000
hour Lubrication and Maintenance Checks should
also be carried out at this time.
Site Unit Number ____________________________
Date: __________ Hour Meter _________________
Maintenance for every 10, 50, 100, 250, 500, 1000 &
5000 hour Lubrication and Maintenance Checks
should also be carried out at this time.
Site Unit Number ____________________________
Date: __________ Hour Meter _________________
1. FRONT WHEELS - Drain oil and check bearing
preload as covered in the Service Manual, Sec-
tion G. Use Lube Key C** and refill with oil.
Check the oil level at oil level sight gauge on
wheel hub.
** Use ONLY SAE 80W-90 FOR FRONT
WHEEL BEARINGS.
2. AIR CLEANER - Clean the Donaclone Tubes in
the pre-cleaner section of the air filter. Use low
pressure cold water or low pressure air to clean
tubes. Refer to the Service Manual, Section
C.
NOTE: Do not use a hot pressure washer or
high pressure air to clean tubes, high pressure
causes pre-cleaner tubes to distort.
1. FRONT WHEELS - Completely disassemble
and check all parts for wear or damage. Refer
to the Service Manual, Section G, for com-
plete Front Wheel Disassembly and Bearing
Adjustment procedure.
P04001 11/89 Motorized Wheel Maintenance Schedule P4-1
MOTOTIZED WHEEL MAINTENANCE SCHEDULE
AXLE BOX
MOTORIZED WHEEL MAINTENANCE SCHEDULE 772 776/791 787 788
WORK TO BE DONE (See Note 1) HOURS HOURS HOURS HOURS
1. Check oil level and dipstick (or oil-fill cap) gasket. Daily Daily Weekly Weekly
2. Add 0.5 ounce grease to each dirt seal grease fitting. (Note 4) Daily Daily --- ---
3. Add 1.0 ounce grease to each dirt seal grease fitting. 250 250 --- ---
4. Clean sun pinion cover magnetic plugs. 250 250 250 250
5. Clean or replace gearcase filters. 250 250 250 250
6. Check vent pipes for obstruction. 250 250 250 250
7. Check current shunts for tightness and discoloration. 250 250 250 250
8. Check cable connections for tightness and discoloration. 250 250 250 250
9. Check axle box for door seal. 250 250 250 250
10. Inspect for oil and grease leaks. 250 250 250 250
11. Take oil sample (see Note 2). 250 250 250 250
12. Clean axle box door seal. 250 250 250 250
13. Change oil (see Note 3). 500 500 1500 1500
14. Clean sump magnetic plugs. 500 500 1500 1500
15. Check drive ring internal spline wear. 500 500 2500 2500
16. Remove and inspect the sun pinion.
a. Check gear condition (visually)
b. Check spline wear (visually)
c. Check oil baffle and snap rings for damage
d. Check for sufficient clearance from cover
500 500 2500 2500
17. Check end play of gears. 1000 1000 2500 2500
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.
P4-2 Motorized Wheel Maintenance Schedule P04001 11/89
ARMATURE AREA
AT TIRE CHANGE - FOR ALL MOTORIZED
WHEELS
MOTORIZED WHEEL MAINTENANCE SCHEDULE 772 776/791 787 788
WORK TO BE DONE (See Note 1) HOURS HOURS HOURS HOURS
1. Brush length, condition, freedom of movement. 500 500 500 500
2. Brushholder condition, clearance, brush tension. 500 500 500 500
3. Commutator condition, film, ect. 500 500 500 500
4. All connections for tightness. 500 500 500 500
5. Clean Teflon** band. 500 500 500 500
6. Check coil insulation (visually). 500 500 500 500
7. Check hydraulic line connections for leakage.
Clean any fluid found in the frame.
500 500 500 500
8. Blow out brushholder and commutator area. 500 500 500 500
1. Remove dirt and grease build-up from dirt seal area.
2. Inspect dirt seal grease fittings. (If Equipped)
3. Check wear of torque tube wear band (GE772, GE776 Only).
4. Visually inspect for broken grease lines, damage to hub caps,
etc.
5. Check condition of grease line guards (if used).
6. Check tightness of exposed bolts.
7. Retorque brake adapter bolts on models equipped with disc
brakes.
P04001 11/89 Motorized Wheel Maintenance Schedule P4-3
GENERATOR / ALTERNATOR
GRID BLOWER MOTOR
CONTROL EQUIPMENT CHECKS
CONTROL MAINTENANCE SCHEDULE P.M. HOURS
WORK TO BE DONE 250 500
Brush length, condition, free moving. X X
Brushholder condition, spacing tension X X
Commutator / slip ring condition, film, etc. X X
Clean string / Teflon band. X X
Check all connections; tightness, burning, etc. X X
Blow out commutator. X X
Brush length, condition, free moving. X
Brushholder condition, spacing tension X
Commutator condition, film, etc. X
Clean string / Teflon band. X
Check all connections; tightness, burning, etc. X
Check cables for abrasion and burning X
Blow out commutator area with clean dry air, 70 psi (482 KPa) maximum. X
X
Vacuum the control cabinet. X X
Check all electrical connections for tightness. X X
Check current shunts for tightness, discoloration. X X
Check insulators, terminal strips, springs, etc. for breaks or cracks. X X
Check reverser contactors, interlocks and relays for top wear, burning, tip break,
overtravel, tip pressure and frayed, broken or discolored shunts.
X X
Check magnet valves for leaks. X X
Check condition of arc chutes. X X
Check door seal and latch. X X
P4-4 Motorized Wheel Maintenance Schedule P04001 11/89
AUXILIARY EQUIPMENT AND AIR VENTILATION
SYSTEM
VEHICLE OPERATIONS TESTS
WORK TO BE DONE
Inspect retarding grids; check for damaged parts, foreign objects. 1000
Check rectifier panel air passages. 1000
Check all connections; tightness, damaged clamps. 1000
Clean blower inlet filter or screen, make sure it is free from obstructions and foreign objects;
lubricate pillow blocks.
1000
Check flexible air ducts for damage; measure static air pressure (axle box). 250
WORK TO BE DONE P.M. HOURS
Check battery voltage. Adjust as required. 1000
Check speedometer calibrations. 1000
Check all speed events calibrations. 1000
Test ground relay operation. 1000
ENGINE CHECKS*
Check tach calibration, adjust as required. 1000
Check low idle; Retarding RPM; Top End RPM; Adjust as required. 1000
Check for proper operation of blower loss warning device 1000
Check high idle and throttle cut-off solenoid operation. 1000
Measure motor field retarding current noting generator / armature voltage. Adjust as
required.
1000
Check horsepower vs. RPM in road test statically. 1000
Check operation of grid blower in road test. 1000
Measure retarding motor armature current as a function of speed. Adjust as required in
road test or statically.
1000
Q01011 Alphabetical Index Q1-1
SECTION Q
ALPHABETICAL INDEX
A
Accumulators. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . .J 3-17
Steering. . . . . . . . . . . . . . . . . . . . . . . . . . .L6-7
Aftercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1
Aid System . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Air Cleaner. . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Air Cleaner Indicator . . . . . . . . . . . . . . . . . . N5-17
Air Compressor . . . . . . . . . . . . . . . . . . . . . . . K3-1
Air Conditioner. . . . . . . . . . . . . . . . . . . . . . . . M9-1
Air Cylinder, Throttle Control . . . . . . . . . . . . . C6-1
Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . K3-4
Air Starter. . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-4
Air Starter (TDI Option) . . . . . . . . . . . . . . . . M15-1
Air Starter Lubricator . . . . . . . . . . . . . . . . . . K4-11
Air Starter Solenoid Valve . . . . . . . . . . . . . . . K4-3
Air Starter Troubleshooting . . . . . . . . . . . . . K4-10
Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1
Lubricator . . . . . . . . . . . . . . . . . . . . . . . . K3-4
Schematic . . . . . . . . . . . . . . . . . . . . . . . . K1-2
Air Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-2
Alarm Indicating System (A.I.D.) . . . . . . . . . . D3-1
Alternator (Power Module). . . . . . . . . . . . . . . C4-2
Alternator/Wheelmotor Cooling
Air Filter System (Optional). . . . . . . . . . . M4-1
Antifreeze Recommendations . . . . . . . . . . . . P3-1
Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . G4-3
AS Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
Automatic Drain Valve. . . . . . . . . . . . . . . . . . M3-1
Automatic Lubrication System. . . . . . . . . . . . K3-3
B
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Battery Charging System. . . . . . . . . . . . . . . . D2-3
Bearing, Wheel . . . . . . . . . . . . . . . . . . . . . . . G3-6
Belt Adjustment (Fan) . . . . . . . . . . . . . . . . . . C4-6
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . .L6-2
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . .L6-2
Blower Filter System . . . . . . . . . . . . . . . . . . . M4-1
Body, Dump. . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Body, Guide. . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Body, Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
Body, Position Indicator. . . . . . . . . . . . . . . . . B3-3
Body, Sling Cable . . . . . . . . . . . . . . . . . . . . . B3-3
Body Up Switch. . . . . . . . . . . . . . . . . . . . . . . D3-3
Brakes
Bleeding Procedure
Front . . . . . . . . . . . . . . . . . . . . . . . . . J 5-6
Parking . . . . . . . . . . . . . . . . . . . . . . . J 7-5
Rear. . . . . . . . . . . . . . . . . . . . . . . . . J 6-13
Front (Disc) . . . . . . . . . . . . . . . . . . . . . . . J 5-1
Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . J 7-1
Rear (Disc). . . . . . . . . . . . . . . . . . . . . . . . J 6-1
Brake, Pedal. . . . . . . . . . . . . . . . . . . . . . . . . . J 3-1
Breather (Fuel Tank). . . . . . . . . . . . . . . . . . . . B4-2
Bumper Pad (Final Drive Case) . . . . . . . . . . .G5-2
C
Cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Center Case Assembly (Rear Axle) . . . . . . . .G5-1
Charging Procedure, HYDRAIR
II . . . . . . . . H4-1
Clutch, Fan Drive . . . . . . . . . . . . . . . . . . . . . .M6-1
Compressor, Air . . . . . . . . . . . . . . . . . . . . . . . K3-1
Conditioner, Air. . . . . . . . . . . . . . . . . . . . . . . .M9-1
Cooling Blower Warning System . . . . . . . . . . E2-4
Cooling System . . . . . . . . . . . . . . . . . . . . . . . C3-1
Creep Down Valve . . . . . . . . . . . . . . . . . . . . . L7-1
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Steering . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
Throttle Control . . . . . . . . . . . . . . . . . . . . C6-1
D
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Differential Pressure Manifold . . . . . . . . . . . J 3-21
Disc Brakes
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . J 5-1
Parking. . . . . . . . . . . . . . . . . . . . . . . . . . . J 7-1
Rear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . J 6-1
Door, Cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2
Drain Valve (Automatic/Manual). . . . . . . . . . . K3-3
Drive Case Bumper Pad. . . . . . . . . . . . . . . . .G5-2
Dry/Slippery Road Solenoid. . . . . . . . . . . . . N5-13
Dual Hydraulic Brake Controller. . . . . . . . . . . J 3-1
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3
Q1-2 Alphabetical Index Q01011
E
Electrical Checkout Procedure
FL191 (PLCP) . . . . . . . . . . . . . . . . . . . . . E3-1
Electrical System Schematics . . . . . . . . . . . . R1-1
Ejector, Rock . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4-1
Engine - Alternator Mating . . . . . . . . . . . . . . . C4-2
Engine Coolant Heater. . . . . . . . . . . . . . . . . .M7-1
Engine Coolant & Oil Heaters, 440V . . . . . . .M7-1
Engine Monitor . . . . . . . . . . . . . . . . . . . . . . .M13-1
Engine Oil Heater. . . . . . . . . . . . . . . . . . . . . .M7-1
Engine Specifications . . . . . . . . . . . . . . . . . . . A2-3
F
Fan Drive Clutch. . . . . . . . . . . . . . . . . . . . . . .M6-1
Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
Filters
Air (Hydraulic Tank) . . . . . . . . . . . . . . . . L3-10
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-2
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . L8-10
Final Drive Attachment. . . . . . . . . . . . . . . . . .G4-1
Fire Control (Manual) . . . . . . . . . . . . . . . . . . .M2-1
Fire Control (Pneumatic) . . . . . . . . . . . . . . M2.2-1
Fire Control (Electric) . . . . . . . . . . . . . . . . . M2.3-1
Float Control (Creep Down) . . . . . . . . . . . . . . L7-1
Flow Amplifier Valve. . . . . . . . . . . . . . . . . . . . L6-3
Flushing, Hydraulic System . . . . . . . . . . . . . L3-13
Front Suspension, HYDRAIR
II . . . . . . . . . . H2-1
Front Wheel Brakes . . . . . . . . . . . . . . . . . . . . J 5-1
Front Wheel Hub and Spindle. . . . . . . . . . . . .G3-1
Front Wheel and Tires . . . . . . . . . . . . . . . . . .G2-1
Fuel Filter - Water Separator (Optional) . . . .M16-1
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
G
Gauge (Fuel Tank) . . . . . . . . . . . . . . . . . . . . . B4-2
Generator (Battery Charging). . . . . . . . . . . . . D2-3
Governor, Air . . . . . . . . . . . . . . . . . . . . . . . . . K3-4
Grille & Hood . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Ground Level Shut Down. . . . . . . . . . . . . . . .D3-3
Guide (Body) . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
H
Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Blower & Core. . . . . . . . . . . . . . . . . . . . . N4-4
Water Control Valve . . . . . . . . . . . . . . . . N4-4
Hitch Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
Hoist Control Valve . . . . . . . . . . . . . . . . . . . . .L8-4
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . .L8-3
Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . D3-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
Hub, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
HYDRAIR
II Suspensions
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Oil and Nitrogen Specifications. . . . . . . . H4-6
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
HYDRAIR
II, Service Kit . . . . . . . . . . . . . . . H4-1

Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Flushing . . . . . . . . . . . . . . . . . . . . . . . . .L3-13
Motor (Blower Filter System) . . . . . . . . . M4-1
Outlet Strainers. . . . . . . . . . . . . . . . . . . . L3-11
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
Schematic. . . . . . . . . . . . . . . . . . . . . . . . R1-1
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
Troubleshooting
Hydraulic Pump . . . . . . . . . . . . . . . . .L3-9
Steering Control Unit . . . . . . . . . . . .L6-16
I
Instrument Panel & Controls . . . . . . . . . . . . . N5-8
L
Logic Drive Control Panel FL236 (LDCF) . . . E4-1
Low Idle Solenoid . . . . . . . . . . . . . . . . . . . . . C6-3
Lubrication and Service. . . . . . . . . . . . . . . . . P1-1
Lubricators
Air Starter . . . . . . . . . . . . . . . . . . . . . . . . K4-4
Air System. . . . . . . . . . . . . . . . . . . . . . . . K2-3
Q01011 Alphabetical Index Q1-3
M
Main Air Schematic . . . . . . . . . . . . . . . . . . . . R1-1
Metric Conversion . . . . . . . . . . . . . . . . . . . . . A5-1
Monitor, Engine . . . . . . . . . . . . . . . . . . . . . . M16-1
Motorized Wheels (Removal) . . . . . . . . . . . . G5-1
N
Nitrogen Specifications . . . . . . . . . . . . . . . . . H4-6
O
Oil Specification, HYDRAIR
II . . . . . . . . . . . H4-6
Oiling and Charging Procedure, HYDRAIR
IIH4-1
Operator Seat . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Outlet Strainer (Hydraulic) . . . . . . . . . . . . . . .L3-11
Optional Operator Seat . . . . . . . . . . . . . . . . M14-1
P
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . .J 7-1
Pedal, Brake . . . . . . . . . . . . . . . . . . . . . . . . . .J 3-1
Plates, Warning and Caution. . . . . . . . . . . . . A4-1
Power Module . . . . . . . . . . . . . . . . . . . . . . . . C2-1
Q
Quick Fill Fuel System (Optional) . . . . . . . . . M5-1
R
Radiator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Rear HYDRAIR
II Suspension. . . . . . . . . . . H3-1
Rear Wheel Disc Brakes . . . . . . . . . . . . . . . . .J 6-1
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
S
Safety Rules. . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
Safety Valve (Air) . . . . . . . . . . . . . . . . . . . . . . K2-3
Seat (Operator) . . . . . . . . . . . . . . . . . . . . . . . N4-1
Service Kit, HYDRAIR
II . . . . . . . . . . . . . . . . H4-1
Solenoid
Bleeddown. . . . . . . . . . . . . . . . . . . . . . . . L6-2
Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . . C6-2
Specifications
HYDRAIR
II Nitrogen . . . . . . . . . . . . . . . H4-6
HYDRAIR
II Oil. . . . . . . . . . . . . . . . . . . . H4-6
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Spindle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-1
Starter, Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . K4-3
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accumulator Charging Procedure . . . . . . L6-9
Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1
Circuit Test Procedure . . . . . . . . . . . . . . L6-13
Control Unit . . . . . . . . . . . . . . . . . . . . . . . L5-1
Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
Troubleshooting. . . . . . . . . . . . . . . . . . . L6-16
Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Suspension, HYDRAIR
II
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Rear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
Body Up. . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Selector . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Q1-4 Alphabetical Index Q01011
T
Table of Contents . . . . . . . . . . . . . . . . . . . . . . A3-1
Tank
Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-2
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . L3-11
Throttle Control Air Cylinder. . . . . . . . . . . . . . C6-1
Throttle Solenoid . . . . . . . . . . . . . . . . . . . . . . C6-3
Throttle Treadle Valve. . . . . . . . . . . . . . . . . . . K5-1
Tie Rod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-7
Tires
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-3
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . .G3-10
Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Torque Table (Standard) . . . . . . . . . . . . . . . . . A5-1
Troubleshooting
Air Cleaner. . . . . . . . . . . . . . . . . . . . . . . . C5-1
Air Starter. . . . . . . . . . . . . . . . . . . . . . . . . K4-4
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . L3-1
Steering Control Unit . . . . . . . . . . . . . . . . L5-1
U
Unloader Valve. . . . . . . . . . . . . . . . . . . . . . . . L6-1
V
Valves
Bleeddown Manifold . . . . . . . . . . . . . . . . .L6-2
Creep Down . . . . . . . . . . . . . . . . . . . . . . .L7-1
Drain (Automatic/Manual). . . . . . . . . . . . K3-3
Dual Hydraulic Control . . . . . . . . . . . . . . .J 3-1
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . .L6-3
Heater Control. . . . . . . . . . . . . . . . . . . . N5-16
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
Hoist Control . . . . . . . . . . . . . . . . . . . . . . .L8-4
Hoist Relief . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Moisture Ejection . . . . . . . . . . . . . . . . . . K3-3
Regulator . . . . . . . . . . . . . . . . . . . . . . . . K3-6
Retarder Treadle. . . . . . . . . . . . . . . . . . . N5-6
Safety (Air) . . . . . . . . . . . . . . . . . . . . . . . K3-2
Solenoid (Air Start) . . . . . . . . . . . . . . . . . K4-3
Solenoid (Dry/Slippery Road) . . . . . . . . N5-13
Throttle Treadle. . . . . . . . . . . . . . . . . . . . K5-1
Unloader . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1
Wiper Control . . . . . . . . . . . . . . . . . . . . . N3-1
W
Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . A2-3
Wheel Bearing Adjustment (Field). . . . . . . . . G3-6
Wheel Cylinders (Steering) . . . . . . . . . . . . . . G3-7
Wheel Hub and Spindle. . . . . . . . . . . . . . . . . G3-1
Wheel Motor . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Wheels and Tires
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Wiggins
Fuel Receiver . . . . . . . . . . . . . . . . . . . . . M5-1
Tank Vent . . . . . . . . . . . . . . . . . . . . . . . . M5-1
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2
Windshield Washer . . . . . . . . . . . . . . . . . . . . N3-2
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . N3-1
R01022 7/94 Schematics R1-1
w/Statex III & 24 VDC Relay Circuit Boards
SECTION R
SYSTEM SCHEMATICS
INDEX
AIR SYSTEM (All Hydraulic Brake w/Air Throttle). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HA195
AIR SYSTEM (All Hydraulic Brake w/DDEC or CUMMINS CENTRY
). . . . . . . . . . . . . . . . . . . . . . .HA198
HYDRAULIC BRAKE SYSTEM SCHEMATIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH313
HYDRAULIC SYSTEM SCHEMATIC (HUSCO VALVE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH309
RETARD CONTROL PANEL SCHEMATIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HE378
DDEC ACCELERATION INTERFACE PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HE379
STATEX III POWER & EXCITATION SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HE376
TRUCK ELECTRICAL SCHEMATIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HE400
R1-2 Schematics R01022 7/94
w/Statex III & 24 VDC Relay Circuit Boards
NOTES:
-A-
ACCELERATOR BOX 70
ACCELERATOR INTERFACE CARD 70, 77
ACCUMULATOR BLEEDDOWN SOLENOID 36
ACCUMULATOR LEAK DETECTION SWITCH 66
ACCUMULATOR PRE-CHARGE INDICATOR LIGHT 50
ACCUMULATOR PRE-CHARGE PRESSURE SWITCH 51
ALARMHORN 48
AIR CONDITIONER COMPRESSOR 20
AIR CONDITIONER CONDENSOR 20
AIR CONDITIONER RECEIVER DRYER 20
AIR PRESSURE SWITCH 35
AIR START SOLENOID 7
AIR TANK DRAIN VALVE HEATER 34
ALTERNATOR 24V DC 5
AREOFINER HEATER 35
AUTOMATIC APPLY SWITCH 31
AUXILIARY BRAKE SOLENOID 31
-B-
BACK-UP HORN 27
BACK-UP INDICATOR LIGHT (MANUAL) 45
BACK-UP LIGHTS 28
BACK-UP LIGHT RELAY (MANUAL) 28
BACK-UP LIGHT SWITCH (MANUAL) 28
BATTERIES 4
BATTERY CHECK INDICATOR LIGHT 67
BATTERY EQUALIZER 3
BATTERY EQUALIZER MONITOR 3
BODY-UP INDICATOR LIGHT 62
BODY-UP RELAY 62
BODY-UP SWITCH 62
BRAKE CABINET SERVICE LIGHT 38
BRAKE LOCK LOCK-OUT RELAY 32
BRAKE LOCK SOLENOID 31
BRAKE LOCK SWITCH 31
-C-
CAB DOME LIGHTS 22
CABINET SERVICE LIGHT SWITCH (CSLS) 22
CAB THERMOSTAT 20
CHECK ENGINE MAIN INDICATOR LIGHT 67
CHECK ENGINE RECEIVER 1INDICATOR LIGHT 67
CIGAR LIGHTER 19
CIRCUIT BREAKER - 13(CB-13) 14
CLEARANCE LIGHT RELAY 14
CONTROL CABINET DIAGN. CONNECTOR (DDEC) 1, 75
CONTROL POWER RELAY (CPR) 26, 68
CONTROL POWER RELAY COIL 26
CONTROL POWER RELAY LIGHT 26
CONTROL POWER SWITCH (CPS) 26
COOLANT HIGH TEMPERATURE LIGHT 50
COOLANT LEVEL INDICATOR LIGHT 48
COOLANT LEVEL MODULE 1
COOLANT LEVEL PROBE 47
COOLANT LEVEL SENDER 2
CRANKING OIL PRESSURE INTERLOCK RELAY 8
-D-
DASH LIGHT RHEOSTAT 13
DASH LIGHTS 13
DATA STORAGE TRIGGER MODULE (DSTM) 97
DATA STORE SWITCH 39
DDEC DIAGNOSTIC CONNECTOR 1, 75
DDEC 12V DC POWER 2
DIFFERENTIAL PRESSURE SWITCH FRONT 30
DIGITAL SPEEDOMETER 13
DIGITAL TACHOMETER 13
DIMMER SWITCH 12
DIODE BOARDI (DBI)
25, 33, 37,
41
"
65, 68, 71,
74
HE400 SCHEMATIC COMPONENT INDEX AND LOCATOR
" 82, 100
DIODE BOARD2(DB2) 31, 62
DISCONNECT SWITCH 12V 3
DISCONNECT SWITCH 24V 4
DYNAMIC RETARDINDICATOR LIGHT 29, 45
-E-
ELECTRICAL SYSTEMFAILURE INDICATOR LIGHT 72
EMERGENCY ENGINE SHUTDOWN SWITCH 35
ENGINE CONTROL MONITOR (ECM) MAIN 76
ENGINE CONTROL MONITOR (ECM) RECEIVER 1 77
ENGINE HOURS OIL PRESSURE SWITCH 39
ENGINE OIL PRESSURE SWITCH (STARTER) 7
ENGINE SERVICE DASH INDICATOR LIGHT 67
ENGINE SERVICE LIGHT 17
ENGINE TEMPERATURE GAUGE 24
ENGINE TEMPERATURE SENDER 24
ENGINE WATER TEMPERATURE SENSOR 50
-F-
FAN CLUTCH SOLENOID 21
FAN SWITCH - COOLANT 21
FAN SWITCH - HEATER/AC MOTOR 19
FAN SWITCH - HEAT EXCHANGER 21
FLASHER RELAY 16
FOG LIGHTS 17
FOG LIGHT S WITCH 17
FUEL GAUGE 23
FUSE (CIGAR LIGHTER) 19
-G-
GF CONTACTOR 83
GFR CONTACTOR 84
-H-
HAZARDSWITCH 16
HEADLIGHT SWITCH 12
HIGH BEAMHEADLIGHTS 10
HIGH BEAMINDICATOR LIGHT 12
HIGH HYDRAULIC OIL TEMP.INDICATOR LIGHT 54
HIGH MOUNT HIGH BEAMHEADLIGHTS 10
HIGH MOUNT LOWBEAMHEADLIGHTS 9
HIGH PRESSURE FILTER INDICATOR LIGHT 63
HOIST LIMIT SOLENOID&SWITCH 25
HORN BUTTON 37
HORN RELAY 37
HORN SOLENOID 37
HOUR METER 39
HYDRAULIC FILTER PRESSURE SWITCH 63
-I-
ICLINOMETER 99
INTERCOOLER SOLENOID 21
INTERCOOLER SWITCH 21
-K-
KEY SWITCH 7
-L-
LADDER LIGHTS 18
LADDER LIGHT SWITCH - GROUNDLEVEL &DASH 18
LAMP TEST 46
LIGHT CONTROL RELAY 98
LEFT HIGH BEAMHEADLIGHT RELAY 10
LEFT LOWBEAMHEADLIGHT RELAY 9
LINCOLN LUBE SOLENOID 33
LINCOLN LUBE TIMER 33
LOWAUXILIARY BRAKE ACCUM. PRESSURE SWITCH 66
LOWBEAMHEADLIGHTS 9
LOWBRAKE PRESSURE INDICATOR LIGHT 66
LOWBRAKE PRESSURE WARNING BUZZER 66
LOWFUEL INDICATOR LIGHT 64
LOWFUEL LEVEL TRANSMITTER 64
LOWIDLE SOLENOID 68
LOWIDLE SWITCH 40
LOWMOUNT HIGH BEAMHEADLIGHTS 10
LOWMOUNT LOWBEAMHEADLIGHTS 9
LOWOIL LEVEL INDICATOR LIGHT 52
LOWSTEERING PRESSURE BUZZER 65
LOWSTEERING PRESSURE INDICATOR LIGHT 65
LOWSTEERING PRESSURE SWITCH 65
-M-
MFC CONTACTOR 85
MOTOR BLOWER OFF INDICATOR LIGHT 70
MOTOR BLOWER PRESSURE SWITCH 70
-O-
OIL PRESSURE GAUGE &SENDER 24
OPERATOR CAB DIAGNOSTIC CONNECTOR - DDEC 1
OVERRIDE SWITCH 40
-P-
PARKING BRAKE FAILURE RELAY (PBFR) 36
PARKING BRAKE INDICATOR LIGHT 63
PARKING BRAKE PRESSURE SWITCH 36
PARKING BRAKE SOLENOID 41
PARKING BRAKE SWITCH 42
PAYLOADLIGHTS 98
PAYLOADMETER 98
PAYLOADMETER CONTROLLER 98
POWER RECEPTACLE ACCESSORY 12V DC 1
PROPEL/LOCKOUT SWITCH 5
P1CONTACTOR 82
P2CONTACTOR 83
-R-
RADIATOR AIR PRE-CHARGE SOLONOID 23
RD1&RD2 14
REAR AXLE LIGHT &SWITCH 38
REAR BRAKE PRESS. DIFF. WARNING SWITCH (DR1) 65
REAR DYNAMIC RETARDLIGHT 28
RELAY 1(RY1) (ACC) 70
Optional components are shown in BOLDITALIC type
R E LAY 2 (R Y2) (ACC) 69
R E LAY BOAR D 1 (R B1) 15
R E LAY BOAR D 4 (R B4) 8, 36, 62
R E TAR D INTE R FACE CAR D 81
R E TAR D LIGHT R E LAY 28
R E TAR D POWE R CONTACTOR 1 (R P1) 86
R E TAR D S PE E D CONTR OL DIAL 79
R E TAR D S PE E D CONTR OL INDICATOR LIGHT 78
R E TAR D S PE E D CONTR OL S WITCH 78
R E VE R S E R 27
R E VE R S E R COILS 85
R IGHT HIGH BE AM HE ADLIGHT R E LAY 11
R IGHT LOW BE AM HE ADLIGHT R E LAY 10
-S -
S E CONDAR Y BR AKE LOCK S WITCH 31
S E LE CTOR S WITCH 7, 41
S E R IAL POR T CONNE CTOR 100, 102
S E R VICE BR AKE INDICATOR LIGHT 60
S HUTTE R S OLE NOID 19
S LIPPE R Y R OAD R E LAY 29
S LIPPE R Y R OAD S OLE NOID 30
S LIPPE R Y R OAD S WITCH 30
S TAR TE R S OLE NOIDS (E LE CTR ICAL) 5
S TAR TE R S , (E LE CTR ICAL) 5
S TE E R ING BLE E DDOWN TIME R & S OLE NOID 36
S TOP E NGINE MAIN INDICATOR LIGHT 73
S TOP E NGINE R E CE IVE R 1 INDICATOR LIGHT 74
S TOP LIGHT R E LAY 29
S TOP LIGHTS 14
S TOP LIGHT S WITCHE S 59
-T-
TAIL LIGHTS 14
THR OTTLE S OLE NOID 69
TUR N/CLE AR ANCE LIGHT R E AR 15
TUR N/CLE AR ANCE LIGHT R E LAY LE FT 15
TUR N/CLE AR ANCE LIGHT R E LAY R IGHT 16
TUR N/CLE AR ANCE LIGHTS 15
TUR N INDICATOR LIGHT LE FT 15
TUR N INDICATOR LIGHT R IGHT 16
TUR N S IGNAL FLAS HE R 16
TUR N S IGNAL S WITCH 14
TWO S PE E D S WITCH 44
-V-
VOLTME TE R 44
-W-
WAS HE R MOTOR 42
WATE R TE MPE R ATUR E GAUGE INDICATOR LIGHT 50
WE IGHT S E NS OR LE FT FR ONT 98
WE IGHT S E NS OR LE FT R E AR 98
WE IGHT S E NS OR R IGHT FR ONT 98
WE IGHT S E NS OR R IGHT R E AR 98
WHE E L MOTOR TE MPE R ATUR E INDICATOR LIGHT 72
WINDS HIE LD WAS HE R /WIPE R S WITCH 43
WIPE R MOTOR 43
HE400 JUNE 94
SECTION 1

Manual+Taller+Komatsu 630E

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Manual+Taller+Komatsu 630E

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DG675

is powered by a Detroit Diesel

Operator's Cab has been engi-

truck is equipped with a full time

II suspension cylinders located at each

operator. However, local conditions

truck. Only qualified

is not to be moved with the dump

truck decks are mounted to the

Trucks are also cov-

truck utilizes a 24 VDC electrical

C) when the specific gravity is taken,

C) is about six times that of a battery kept at 50

C) and self-discharge of a battery kept at 80

C) is about four times that one at 50

trucks is a device which is connected in the

C). Normal setting is 204

truck consists of an engine driven alterna-

trucks required system adjustments to be made by

Distributor for instructions

truck control system. This information

truck model, such

Distributor to select, via an

supplied floppy disks. Instruc-

factory are set at the default set-

. (These options cannot be

truck is equipped with a cooling

from first application. Continue this

suspension as outlined in Section "H".

Service Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1

Oil Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6

II suspensions are hydro-pneumatic

II suspension cylinder requires only

II suspensions are equipped

clockwise relative to the first refer-

II Oiling and Charging Procedure.

II repair information and instructions not

suspension oil (see Oil Specification

II suspensions are hydro-pneumatic

II suspension cylinder requires only

II suspension weighs approxi-

II "Oiling and Charging Proce-

Distributor for repair information

II suspensions which have been properly

II suspensions are charged with

Oil (See Specifications Chart)

II suspensions are charged with

apart) on each side of suspension to pro-

oil until the cylinder is full

oil until the cylinder is full to top of

II suspensions. Charging of these

Charging Kit and bottle of

suspensions are now ready for

oil until the cylinder is full to the top

II suspensions. Charging of these

Charging Kit and bottle of

suspensions are now ready for

C & above) VJ 3911

F & above (-48.5

C & above) VJ 5925

truck is equipped with all-hydraulic

truck brake system.

truck (C-4 hydraulic oil for mineral oil