960E-1 Shop Manual

CEBM021300
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS
A30003 and UP

960E-1 1
CEN00001-00
DUMP TRUCK
1SHOP MANUAL
960E-1
Machine model Serial number
960E-1 A30003 and up
00 Index and foreword
Index
Composition of shop manual ................................................................................................................................ 2
Table of contents................................................................................................................................................... 4
CEN00001-00 00 Index and foreword
2 960E-1
Composition of shop manual
The contents of this shop manual are shown together with Form No. in a list.
Note 1: Always keep the latest version of this manual in accordance with this list and utilize accordingly.
The marks shown to the right of Form No. denote the following:
: New module (to be filed additionally) : Revision (to be replaced for each Form No.)
Note 2: This shop manual can be supplied for each Form No.
Note 3: To file this shop manual in the special binder for management, handle it as follows:
Place a divider on the top of each section in the file after matching the Tab No. with No. indicated
next to each Section Name shown in the table below:
File overview and other materials in sections in the order shown below and utilize them accordingly.
Section Title Form Number
Shop Manual, contents binder, binder label and tabs CEBM021300
Index CEN00001-00
Foreword, safety and general information CEN00002-00
Operating instructions CEN00003-00
01 Specification
Specification and technical data CEN01001-00
10 Structure, function and maintenance standard
Steering circuit CEN10001-00
Hoist circuit CEN10002-00
Brake circuits CEN10003-00
Suspensions CEN10004-00
Electrical system, 24 volt CEN10005-00
Interface module (IM) CEN30006-00
Electrical system, AC drive CEN10007-00
Cab air conditioning CEN10008-00
20 Standard value table
Standard service value table CEN20001-00
30 Testing and adjusting
General information CEN30001-00
Steering, brake cooling and hoist hydraulic system CEN30002-00
Brake system CEN30003-00
Accumulators and suspensions CEN30004-00
VHMS and payload meter CEN30005-00
00 Index and foreword CEN00001-00
960E-1 3
40 Troubleshooting
Failure code table and fuse locations CEN40001-00
AC drive system fault codes CEN40002-00
Troubleshooting by failure code, Part 1 CEN40003-00
50 Disassembly and assembly
Wheels, spindle and rear axle CEN50002-00
Steering system CEN50004-00
Operator cab CEN50007-00
Body and structures CEN50008-00
90 Diagrams and drawings
Hydraulic circuit diagrams CEN90001-00
Electrical circuit diagrams CEN90002-00
4 960E-1
Table of contents
Index CEN00001-00
Composition of shop manual ....................................................................................................2
Table of contents .......................................................................................................................4
Foreword, safety and general information CEN00002-00
Foreword...................................................................................................................................4
How to read the shop manual ...................................................................................................5
General safety...........................................................................................................................7
Precautions before operating the truck...................................................................................10
Precautions while operating the truck.....................................................................................12
Working near batteries ............................................................................................................15
Precautions before performing service....................................................................................16
Precautions while performing service......................................................................................17
Tires ........................................................................................................................................19
Precautions for performing repairs..........................................................................................20
Precautions for welding on the truck.......................................................................................21
Handling electrical equipment and hydraulic components ......................................................22
How to read electric wire code................................................................................................30
Standard torque tables ............................................................................................................33
Conversion tables....................................................................................................................38
Operating instructions CEN00003-00
Preparing for operation..............................................................................................................3
Engine start-up..........................................................................................................................6
After engine start-up..................................................................................................................7
Emergency steering system......................................................................................................8
Precautions during truck operation............................................................................................9
Operating on a haul road.........................................................................................................10
Starting on a grade with a loaded truck...................................................................................10
Sudden loss of engine power.................................................................................................. 11
Fuel depletion.......................................................................................................................... 11
Towing.....................................................................................................................................12
Loading the dump body...........................................................................................................12
Dumping a load.......................................................................................................................13
Disabled truck dumping procedure..........................................................................................15
Safe parking procedure...........................................................................................................16
Normal engine shutdown procedure .......................................................................................16
01 Specification
Specification and technical data CEN01001-00
Specification drawing.................................................................................................................3
Specifications ............................................................................................................................4
Weight table ..............................................................................................................................6
Fuel, coolant and lubricants ......................................................................................................7
960E-1 5
10 Structure, function and maintenance standard
Steering circuit CEN10001-00
Steering circuit operation...........................................................................................................3
Steering circuit components......................................................................................................5
Flow amplifier operation............................................................................................................8
Steering/brake pump operation...............................................................................................17
Steering cylinder wear data.....................................................................................................20
Hoist circuit operation................................................................................................................3
Hoist circuit components...........................................................................................................4
Hoist pilot valve operation.........................................................................................................8
Hoist cylinder wear data..........................................................................................................18
Brake circuits CEN10003-00
General information...................................................................................................................3
Service brake circuit operation..................................................................................................4
Secondary braking and auto apply............................................................................................4
Parking brake circuit operation..................................................................................................6
Wheel brake lock circuit operation............................................................................................7
Brake warning circuit operation.................................................................................................7
Brake assembly wear data........................................................................................................9
Front suspension wear data......................................................................................................3
Rear suspension wear data ......................................................................................................4
Electrical system, 24V CEN10005-00
Battery supply system...............................................................................................................3
Auxiliary control cabinet components........................................................................................4
Relay boards.............................................................................................................................6
Body-up switch........................................................................................................................10
Hoist limit switch...................................................................................................................... 11
Sensors.....................................................................................................................................3
Interface module inputs and outputs.........................................................................................4
Electrical system, AC drive CEN10007-00
General system operation.........................................................................................................3
AC drive system components ...................................................................................................5
PSC software functions.............................................................................................................7
Alernator field control ..............................................................................................................12
Event detection and processing..............................................................................................14
Event logging and storage ......................................................................................................15
Serial data communications....................................................................................................17
Abnormal conditions/overriding functions ...............................................................................18
AC drive system component table ..........................................................................................20
6 960E-1
Principles of refrigeration...........................................................................................................4
Air conditioning system components.........................................................................................6
Air conditioning system electrical circuit..................................................................................10
Standard value table CEN20001-00
Standard value table for truck....................................................................................................3
Special tools ..............................................................................................................................3
Steering, brake cooling and hoist hydraulic system CEN30002-00
General information on system checkout..................................................................................3
Steering system checkout procedures ......................................................................................3
Steering system checkout data sheet........................................................................................9
Brake cooling and hoist system checkout procedures ............................................................ 11
Brake cooling and hoist system checkout data sheet .............................................................16
Hydraulic system flushing procedure ......................................................................................17
General information on system checkout..................................................................................3
Brake circuit checkout procedure..............................................................................................3
Brake system checkout data sheet .........................................................................................14
Brake piston leakage test........................................................................................................18
Wet disc brake bleeding procedure.........................................................................................18
Parking brake bleeding procedure ..........................................................................................19
Brake valve bench test and adjustment ..................................................................................20
Dual relay valve bench test and adjustment............................................................................23
Accumulators and suspensions CEN30004-00
Accumulator charging and storage............................................................................................3
Accumulator leak testing...........................................................................................................8
Suspension oiling and charging procedures ...........................................................................10
Suspension pressure test........................................................................................................17
VHMS and payload meter CEN30005-00
VHMS and payload meter software...........................................................................................3
VHMS controller initial setting procedure..................................................................................4
VHMS initialization check list................................................................................................... 11
VHMS initialization form..........................................................................................................13
Precautions for replacing VHMS controller .............................................................................14
VHMS controller checkout procedure......................................................................................19
Payload meter initial setting procedure...................................................................................22
Infterface module (IM) CEN30006-00
Interface module software.........................................................................................................3
Interface module checkout procedures .....................................................................................5
Service tools and equipment.....................................................................................................4
960E-1 7
Detecting leaks..........................................................................................................................7
System performance test..........................................................................................................8
Checking system oil ..................................................................................................................9
System flushing.......................................................................................................................10
Installing the manifold gauge set............................................................................................. 11
Recovering and recycling refrigerant ......................................................................................12
Evacuating the air conditioning system...................................................................................14
Charging the air conditioning system......................................................................................15
A/C drive belt checkout procedure..........................................................................................16
40 Troubleshooting
Fault code table and fuse locations CEN40001-00
Fault code table.........................................................................................................................3
Fuse and circuit breaker locations ............................................................................................8
AC drive system fault codes CEN40002-00
DID panel fault code tables.......................................................................................................3
Troubleshooting by fault code, Part 1 CEN40003-00
Fault Code A001: Left front suspension pressure sensor signal high.......................................3
Fault Code A002: Left front suspension pressure sensor signal low........................................4
Fault Code A003: Right front suspension pressure sensor signal high....................................5
Fault Code A004: Right front suspension pressure sensor signal low......................................6
Fault Code A005: Left rear suspension pressure sensor signal high........................................7
Fault Code A006: Left rear suspension pressure sensor signal low.........................................8
Fault Code A007: Right rear suspension pressure sensor signal high.....................................9
Fault Code A008: Right rear suspension pressure sensor signal low.....................................10
Fault Code A009: Incline sensor signal high........................................................................... 11
Fault Code A010: Incline sensor signal low............................................................................12
Fault Code A011: Payload meter speed sensor signal has failed...........................................13
Fault Code A013: Body up switch has failed...........................................................................14
Fault Code A014: Payload meter checksum computation has failed......................................15
Fault Code A016: Payload meter write to flash memory has failed........................................16
Fault Code A017: Payload meter flash memory read has failed.............................................17
Fault Code A018: Right rear flat suspension cylinder warning...............................................18
Fault Code A019: Left rear flat suspension cylinder warning..................................................20
Fault Code A022: Carryback load excessive..........................................................................22
Fault Code A100: An open circuit breaker has been detected on a relay board.....................25
Fault Code A101: High pressure detected across an hydraulic pump filter ............................26
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level .......28
Fault Code A107: GE has generated a propel system caution...............................................29
Fault Code A108: GE has generated a propel system temperature caution...........................30
Fault Code A109: GE has generated a propel system reduced level signal...........................31
Fault Code A111: Low steering pressure warning...................................................................32
Fault Code A115: Low steering precharge pressure detected................................................34
Fault Code A117: Low brake accumulator pressure warning..................................................36
Fault Code A118: Brake pressure is low while in brake lock...................................................38
Fault Code A123: GE has generated a reduced retarding caution.........................................40
8 960E-1
Fault Code A124: GE has generated a no propel / no retard warning....................................41
Fault Code A125: GE has generated a no propel warning......................................................42
Fault Code A126: Oil level in the hydraulic tank is low............................................................43
Fault Code A127: IM-furnished +5 volt output for sensors is low............................................44
Fault Code A128: IM-furnished +5 volt output for sensors is high ..........................................46
Fault Code A139: Low fuel warning........................................................................................48
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to
advance level 1 for cooling of hydraulic oil................................................................................4
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to
advance level 2 for cooling of hydraulic oil................................................................................6
Fault Code A152: Starter failure................................................................................................8
Fault Code A153: Battery voltage is low with the truck in operation.......................................10
Fault Code A154: Battery charging voltage is excessive........................................................12
Fault Code A155: Battery charging voltage is low...................................................................13
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level 14
Fault Code A166: Left rear hydraulic oil temperature sensor is low........................................16
Fault Code A167: Right rear hydraulic oil temperature sensor is low.....................................18
Fault Code A168: Left front hydraulic oil temperature sensor is low.......................................20
Fault Code A169: Right front hydraulic oil temperature sensor is low.....................................22
Fault Code A170: Left rear hydraulic oil temperature sensor is high ......................................24
Fault Code A171: Right rear hydraulic oil temperature sensor is high....................................25
Fault Code A172: Left front hydraulic oil temperature sensor is high......................................26
Fault Code A173: Right front hydraulic oil temperature sensor is high...................................27
Fault Code A184: J 1939 data link is not connected................................................................28
Fault Code A190: Auto lube control has detected an incomplete lube cycle ..........................30
Fault Code A194: Left front hydraulic oil temperature is high.................................................32
Fault Code A195: Right front hydraulic oil temperature is high...............................................33
Fault Code A196: Left rear hydraulic oil temperature is high..................................................34
Fault Code A197: Right rear hydraulic oil temperature is high................................................35
Fault Code A198: Hoist pressure 1 sensor is high..................................................................36
Fault Code A199: Hoist pressure 2 sensor is high..................................................................37
Fault Code A200: Steering pressure sensor is high................................................................38
Fault Code A201: Brake pressure sensor is high....................................................................39
Fault Code A202: Hoist pressure 1 sensor is low...................................................................40
Fault Code A203: Hoist pressure 2 sensor is low...................................................................42
Fault Code A204: Steering pressure sensor is low.................................................................44
Fault Code A205: Brake pressure sensor is low.....................................................................46
Fault Code A206: Ambient temperature sensor is high...........................................................48
Fault Code A207: Ambient temperature sensor is low............................................................49
Fault Code A212: Bad truck speed signal.................................................................................4
Fault Code A213: Parking brake should have applied but is detected as not having applied...6
Fault Code A214: Parking brake should have released but is detected as not having
released...................................................................................................................................10
Fault Code A215: Brake auto apply valve circuit is defective..................................................14
960E-1 9
Fault Code A216: An open or short to ground has been detected in the parking brake
command valve circuit.............................................................................................................16
Fault Code A223: Excessive engine cranking has occurred or a jump start has been
attempted................................................................................................................................18
Fault Code A230: Parking brake has been requested while truck still moving.......................20
Fault Code A231: The body is up while traveling or with selector in forward or neutral..........22
Fault Code A235: Steering accumulator is in the process of being bled down.......................24
Fault Code A236: The steering accumulator has not properly bled down after 90 seconds...26
Fault Code A237: The CAN/RPC connection to the display is open.......................................28
Fault Code A240: The key switch input to the interface module is open................................29
Fault Code A242: Fuel gauge within the Actia display panel is defective...............................30
Fault Code A243: Engine coolant temperature gauge within the Actia display panel is
defective..................................................................................................................................31
Fault Code A244: Drive system temperature gauge within the Actia display panel is
defective..................................................................................................................................32
Fault Code A245: Hydraulic oil temperature gauge within the Actia display panel is
defective..................................................................................................................................33
Fault Code A246: Payload meter reports truck overload........................................................34
Fault Code A247: Low steering pressure warning..................................................................36
Fault Code A248: Status module within the Actia display panel is defective..........................38
Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted.........39
Fault Code A250: Battery voltage is low with the truck parked...............................................40
Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted
to ground.................................................................................................................................42
Fault Code A252: Start enable output circuit is either open or shorted to ground...................44
Fault Code A253: Steering bleed circuit is not open while running.........................................46
Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open....................48
Fault Code A257: Payload CAN/RPC is not connected..........................................................49
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective................50
Fault Code A260: Parking brake failure....................................................................................4
Fault Code A261: Low brake accumulator pressure warning...................................................6
Fault Code A262: Steering bleed valve circuit open during shutdown......................................8
Fault Code A263: Steering bleed valve circuit shorted to ground...........................................10
Fault Code A264: Parking brake relay circuit is defective.......................................................12
Fault Code A265: Service brake failure ..................................................................................14
Fault Code A266: Selector lever was not in park while attempting to crank engine ...............16
Fault Code A267: Parking brake was not set while attempting to crank engine.....................17
Fault Code A268: Secondary engine shutdown while cranking..............................................18
Fault Code A270: Brake lock switch power supply is not on when required...........................20
Fault Code A271: Shifter not in gear.......................................................................................24
Fault Code A272: Brake lock switch power supply is not off when required............................26
Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure
switch circuit............................................................................................................................29
Fault Code A274: A brake setting fault has been detected.....................................................30
Fault Code A275: A starter has been detected as engaged without a cranking attempt........32
Fault Code A276: The drive system data link is not connected..............................................34
10 960E-1
Fault Code A277: Parking brake applied while loading...........................................................36
Fault Code A278: Service brake applied while loading...........................................................38
Fault Code A279: Low steering pressure switch is defective..................................................40
Fault Code A280: Steering accumulator bleed down switch is defective................................41
Fault Code A281: Brake lock degrade switch is defective ......................................................42
Fault Code A282: The number of excessive cranking counts and jump starts without
the engine running has reached 7...........................................................................................44
Fault Code A283: An engine shutdown delay was aborted because the parking brake
was not set..............................................................................................................................46
Fault Code A284: An engine shutdown delay was aborted because the secondary
shutdown switch was operated...............................................................................................48
Fault Code A285: The parking brake was not set when the key switch was turned off...........50
Fault Code A286: A fault was detected in the shutdown delay relay circuit............................52
Fault Code A292: The shutdown delay relay has remained on after the latched key switch
circuit is off ..............................................................................................................................54
Fault Code A303: Shifter is defective........................................................................................4
Fault Code A304: Auto lube grease level fault..........................................................................6
Fault Code A305: Auto lube circuit is defective.........................................................................8
Fault Code A307: Both GE inverters are disabled..................................................................10
Fault Code A309: No brakes applied when expected.............................................................12
Fault Code A311: Brake lock switch is on when it should not be............................................16
Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings............18
Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings...........19
Fault Code A314: DCDC converter 12 volt circuit is high........................................................20
Fault Code A315: DCDC converter 12 volt circuit is low.........................................................22
Fault Code A316: Starter engagement has been attempted with engine running...................24
Fault Code A317: Operation of brake auto apply valve without a detected response.............26
Fault Code A318: Unexpected power loss to interface module ..............................................28
Fault Code A328: Drive system not powered up.....................................................................29
Fault Code A350: Overload on output 1B ...............................................................................30
Fault Code A351: Overload on output 1E ...............................................................................32
Fault Code A352: Overload on output 1H...............................................................................34
Fault Code A353: Overload on output 1J ................................................................................35
Fault Code A354: Overload on output 1K ...............................................................................36
Fault Code A355: Overload on output 1L................................................................................38
Fault Code A356: Overload on output 1M...............................................................................39
Fault Code A357: Overload on output 1N...............................................................................40
Fault Code A358: Overload on output 1P ...............................................................................41
Fault Code A359: Overload on output 1R ...............................................................................42
Fault Code A360: Overload on output 1S ...............................................................................43
Fault Code A361: Overload on output 1T................................................................................44
Fault Code A362: Overload on output 1U...............................................................................46
Fault Code A363: Overload on output 1X ...............................................................................48
Fault Code A364: Overload on output 1Y ...............................................................................50
Fault Code A365: Overload on output 1Z................................................................................51
960E-1 11
Preliminary checks....................................................................................................................3
Diagnosis of gauge readings and system performance............................................................3
Troubleshooting by manifold gauge set readings......................................................................4
Special tools..............................................................................................................................3
Wheels, spindles and rear axles CEN50002-00
General information for tires and rims.......................................................................................3
Removal and installation of front wheel ....................................................................................4
Removal and installation of rear wheel .....................................................................................6
Removal and installation of tires ...............................................................................................8
Removal and installation of front wheel hub and spindle........................................................10
Disassembly and assembly of front wheel hub and spindle....................................................14
Removal and installation of rear axle......................................................................................19
Removal and installation of anti-sway bar...............................................................................21
Removal and installation of pivot pin.......................................................................................22
Pivot eye and bearing service.................................................................................................23
Removal and installation of wheel motor ................................................................................25
Removal and installation of brake valve....................................................................................3
Disassembly and assembly of brake valve...............................................................................4
Removal and installation of dual relay valve........................................................................... 11
Disassembly and assembly of dual relay valve.......................................................................13
Removal and installation of brake manifold ............................................................................15
Disassembly and assembly of brake manifold........................................................................16
Removal and installation of brake accumulator ......................................................................17
Disassembly and assembly of brake accumulator..................................................................18
Disassembly and assembly of wheel brake............................................................................21
Removal and installation of parking brake..............................................................................33
Disassembly and assembly of parking brake..........................................................................35
Steering system CEN50004-00
Removal and installation of steering control unit.......................................................................3
Disassembly and assembly of steering control unit..................................................................5
Removal and installation of steering column...........................................................................10
Removal and installation of steering wheel.............................................................................12
Removal and installation of bleed down manifold...................................................................13
Removal and installation of flow amplifier...............................................................................15
Disassembly and assembly of flow amplifier...........................................................................15
Removal and installation of steering cylinders and tie rod......................................................18
Disassembly and assembly of steering cylinders....................................................................20
Removal and installation of steering/brake pump...................................................................21
Disassembly and assembly of steering/brake pump...............................................................24
Removal and installation of steering accumulators.................................................................33
Disassembly and assembly of steering accumulators ............................................................34
12 960E-1
Removal and installation of front suspension............................................................................3
Minor front suspension repairs (lower bearing and seals).......................................................10
Major front suspension rebuild................................................................................................ 11
Removal and installation of rear suspension...........................................................................13
Disassembly and assembly of rear suspension......................................................................16
Removal and installation of hoist pump.....................................................................................3
Disassembly and assembly of hoist pump................................................................................5
Removal and installation of hoist valve...................................................................................13
Disassembly and assembly of hoist valve...............................................................................14
Overcenter valve manifold service..........................................................................................21
Removal and installation of hoist pilot valve............................................................................22
Disassembly and assembly of hoist pilot valve.......................................................................23
Removal and installation of hoist cylinders .............................................................................25
Disassembly and assembly of hoist cylinders.........................................................................27
Operator cab CEN50007-00
Removal and installation of operator cab..................................................................................3
Removal and installation of cab door ........................................................................................6
Disassembly and assembly of cab door....................................................................................6
Adjustment of cab door ...........................................................................................................13
Removal and installation of side window glass .......................................................................15
Removal and installation of windshield and rear window glass...............................................17
Removal and installation of windshield wiper motor................................................................18
Removal and installation of windshield wiper arm...................................................................19
Removal and installation of windshield wiper linkage .............................................................20
Removal and installation of seat .............................................................................................21
Body and structures CEN50008-00
Removal and installation of dump body....................................................................................3
Removal and installation of body pads......................................................................................5
Removal and installation of diagonal ladder/hood and grille assembly.....................................7
Removal and installation of right deck.......................................................................................8
Removal and installation of left deck.......................................................................................10
Removal and installation of fuel tank.......................................................................................12
Removal and installation of fuel gauge sender .......................................................................14
Disassembly and assembly of fuel tank breather....................................................................15
Replacement of air conditioning system components...............................................................3
Diasassembly and assembly of compressor clutch...................................................................5
90 Digrams and drawings
Hydraulic circuit diagrams CEN90001-00
Steering, hoist and brake cooling hydraulic circuit diagram.......................................... EM7616
Brake hydraulic circuit diagram..................................................................................... EM7623
Electrical circuit diagrams CEN90002-00
Electrical circuit diagram - index & symblos...................................................................XS5701
Electrical circuit diagram - circuit locator sheet..............................................................XS5702
960E-1 13
Electrical circuit diagram - circuit locator sheet.............................................................. XS5703
Electrical circuit diagram - battery box........................................................................... XS5704
Electrical circuit diagram - 24V power distribution & circuit protection........................... XS5705
Electrical circuit diagram - 24V power distribution & circuit protection........................... XS5706
Electrical circuit diagram - engine control wiring............................................................ XS5707
Electrical circuit diagram - keyswitch, timed engine shutdown & auto lube system....... XS5711
Electrical circuit diagram - engine start circuit................................................................ XS5712
Electrical circuit diagram - brake control wiring.............................................................. XS5713
Electrical circuit diagram - brake control wiring.............................................................. XS5714
Electrical circuit diagram - steering & hoist pressure switch wiring................................ XS5715
Electrical circuit diagram - operator drive system controls............................................. XS5716
Electrical circuit diagram - operator drive system controls............................................. XS5717
Electrical circuit diagram - electronic dash panel ........................................................... XS5718
Electrical circuit diagram - operator cab light controls & horn........................................ XS5719
Electrical circuit diagram - operator cab light controls & horn........................................ XS5720
Electrical circuit diagram - operator cab windows & wipers ........................................... XS5721
Electrical circuit diagram - operator cab radio & seat wiring.......................................... XS5722
Electrical circuit diagram - clearance lights, fog lights & headlights............................... XS5723
Electrical circuit diagram - hazard light wiring................................................................ XS5724
Electrical circuit diagram - heater & air conditioning controls......................................... XS5725
Electrical circuit diagram - diagnostic ports - GE ........................................................... XS5726
Electrical circuit diagram - diagnostic ports - VHMS & GE............................................. XS5727
Electrical circuit diagram - modular mining interface...................................................... XS5728
Electrical circuit diagram - interface module inputs & outputs........................................ XS5729
Electrical circuit diagram - payload meter III circuits ...................................................... XS5733
Connectors table and arrangement drawing
14 960E-1
960E-1 Dump truck
Form No. CEN00001-00
960E-1 1
CEN00002-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Foreword, safety and general information
Foreword............................................................................................................................................................... 4
How to read the shop manual ............................................................................................................................... 5
General safety....................................................................................................................................................... 7
Precautions before operating the truck............................................................................................................... 10
Precautions while operating the truck................................................................................................................. 12
Working near batteries........................................................................................................................................ 15
Precautions before performing service............................................................................................................... 16
Precautions while performing service................................................................................................................. 17
Tires.................................................................................................................................................................... 19
Precautions for performing repairs...................................................................................................................... 20
Precautions for welding on the truck................................................................................................................... 21
Handling electrical equipment and hydraulic components.................................................................................. 22
How to read electric wire code............................................................................................................................ 30
Standard torque tables........................................................................................................................................ 33
Conversion tables ............................................................................................................................................... 38
2 960E-1
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel 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 disclosed 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 obligation to install such
changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication. Customers
should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California to
cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer and
birth defects or other reproductive harm. Wash hands after handling.
960E-1 3
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.
4 960E-1
Foreword
This manual is written for use by the operator and/or
the service technician. It is designed to help these
persons to become fully knowledgeable of the truck
and all of its systems in order to keep it operating
safely and efficiently. All operators and maintenance
personnel should read and understand the
information in this manual before operating the truck
or performing maintenance and/or operational
checks on the truck. All safety notices, warnings, and
cautions should be understood and followed when
operating the truck or performing repairs on the truck.
The first section covers component descriptions,
truck specifications and safe work practices, as well
as other general information. The major portion of the
manual pertains to disassembly, service and
reassembly. Each major serviceable 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 typical of the
component shown and may not be an exact
reproduction of what is found on the truck.
This manual shows dimensioning of U.S. standard
and metric (SI) units throughout. All references to
right, left, front, or rear are made with respect to
the operator's normal seated position unless
specifically stated otherwise.
When assembly instructions are provided without
references to specific torque values, standard torque
values should be used. Standard torque values are
shown in torque charts in the General Information
section of this manual. Specific torques, when
provided in the text, are in bold face type, such as
135 Nm (100 ft lb). All torque specifications have
10% tolerance unless otherwise specified.
A product identification plate is located on the frame
in front of the right side front wheel. It designates the
Truck Model Number, Product Identification Number
(vehicle serial number), and Maximum GVW (Gross
Vehicle Weight) rating.
The KOMATSU truck model designation consists of
three numbers and one letter (i.e. 930E).
The three numbers represent the basic truck
model.
The letter E designates an Electrical wheel
motor drive system.
The Product Identification Number (vehicle serial
number) contains information which identifies several
characteristics of this unit. For a more detailed
explanation, see the end of Section A4.
The Gross Vehicle Weight (GVW) is what determines
the load on the drive train, frame, tires, and other
components. The vehicle design and application
guidelines are sensitive to the maximum GVW.
GVW is total weight: empty vehicle weight + fuel &
lubricants + payload.
To determine the allowable payload, fill all lubricants
to the proper level and fill the fuel tank of an empty
truck (which includes all accessories, body liners,
tailgates, etc.), and then weigh the truck. Record this
value and subtract it from the GVW. The result is the
allowable payload.
NOTE: Accumulations of mud, frozen material, etc,
become part of the GVW and reduces the allowable
payload. To maximize payload and to keep from
exceeding the maximum GVW rating, these
accumulations should be removed as often as
practical.
Exceeding the allowable payload will reduce the
expected life of truck components.
960E-1 5
How to read the shop manual
Composition of shop manual
This shop manual contains the necessary technical information for services performed in a workshop.
For ease of understanding, the manual is divided into the following sections.
00. Index and foreword
This section explains the shop manuals list, table of contents, safety, and basic information.
01. Specification
This section explains the specifications of the machine.
10. Structure, function and maintenance standard
This section explains the structure, function, and maintenance standard values of each component.
The structure and function sub-section explains the structure and function of each component. It serves
not only to give an understanding of the structure, but also serves as reference material for trouble-
shooting. The maintenance standard sub-section explains the criteria and remedies for disassembly
and service.
20. Standard value table
This section explains the standard values for new machine and judgement criteria for testing, adjusting,
and troubleshooting. This standard value table is used to check the standard values in testing and
adjusting and to judge parts in troubleshooting.
30. Testing and adjusting
This section explains measuring instruments and measuring methods for testing and adjusting, and
method of adjusting each part. The standard values and judgement criteria for testing and adjusting are
explained in Testing and adjusting.
40. Troubleshooting
This section explains how to find out failed parts and how to repair them. The troubleshooting is divided
by failure modes.
50. Disassembly and assembly
This section explains the special tools and procedures for removing, installing, disassembling, and
assembling each component, as well as precautions for them. In addition, tightening torque and weight
of components are also explained.
90. Diagrams and drawings
This section gives hydraulic circuit diagrams and electrical circuit diagrams.
Revision and distribution
Any additions, revisions, or other change of notices will be sent to KOMATSU distributors. Get the most up-
to-date information before you start any work.
Some attachments and optional parts in this shop manual may not be delivered to certain areas. If one
of them is required, consult KOMATSU distributors.
Materials and specifications are subject to change without notice.
Shop manuals are divided into the Chassis volume and Engine volume. For the engine unit, see the
engine volume of the engine model mounted on the machine.
6 960E-1
Symbols
This ALERT symbol is used with the signal words,
DANGER , WARNING , and CAUTION in this
manual to alert the reader to hazards arising from
improper operating and maintenance practices.
DANGER identifies a specific potential hazard WHICH WILL
RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
WARNING identifies a specific potential hazard WHICH MAY
RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
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.
960E-1 7
General safety
Safety records from most organizations will show that
the greatest percentage of accidents are caused by
unsafe acts performed by people. 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 operator. However, local conditions and
regulations may add many more to this list.
Read and follow all safety precautions. Failure to
do so may result in serious injury or death.
Safety rules
Only trained and authorized personnel may
operate and maintain the truck.
Follow all safety rules, precautions and
instructions when operating or performing
maintenance on the truck.
When working with another operator or a person
on work site traffic duty, make sure that all
personnel understand all hand signals that are to
be used.
Safety features
Make sure that all guards and covers are in their
proper position. Have any damaged guards and
covers repaired. (See Operating Instructions -
Preparing For Operation.)
Learn the proper use of safety features such as
safety locks, safety pins, and seat belts. Use
these safety features properly.
Never remove any safety features. Always keep
them in good operating condition.
Improper use of safety features could result in
serious bodily injury or death.
Fire extinguisher and first aid kit
Make sure that fire extinguishers are accessible
and proper usage techniques are known.
Provide a first aid kit at the storage point.
Know what to do in the event of a fire.
Keep the phone numbers of persons you should
contact in case of an emergency on hand.
Clothing and personal items
Avoid loose clothing, jewelry, and loose long hair.
They can catch on controls or in moving parts and
cause serious injury or death. Also, never wear
oily clothes as they are flammable.
Wear a hard hat, safety glasses, safety shoes,
mask and gloves when operating or maintaining a
truck. Always wear safety goggles, hard hat and
heavy gloves if your job involves scattering metal
chips or minute materials, particularly when
driving pins with a hammer or when cleaning air
cleaner elements with compressed air. Also,
ensure that the work area is free from other
personnel during such tasks.
8 960E-1
Leaving the operator seat
When preparing to leave the operator's seat, do not
touch any control lever that is not locked. To prevent
accidental operations from occurring, always perform
the following:
Move the directional control lever to PARK. Do
not use the wheel brake lock when the engine
will be turned off.
Lower the dump body to the frame.
Stop the engine. When exiting the truck, always
lock compartments and take the keys with you. If
the truck should suddenly move or move in an
unexpected way, this may result in serious bodily
injury or death.
Mounting and dismounting
Use the handrails and steps when getting on or
off the truck.
Never jump on or off the truck. Never climb on or
off a truck while it is moving.
When climbing on or off a truck, face the truck
and use the hand-hold and steps.
Never hold any control levers when getting on or
off a truck.
Always maintain three-point contact with the
hand-holds and steps to ensure that you support
yourself.
When bringing tools into the operator's
compartment, always pass them by hand or pull
them up by rope.
If there is any oil, grease, or mud on the hand-
holds or steps, wipe them clean immediately.
Always keep these components clean. Repair
any damage and tighten any loose bolts.
Fire prevention for fuel and oil
Fuel, oil, and antifreeze can be ignited by a flame.
Fuel is extremely flammable and can be
hazardous. Keep flames away from flammable
fluids.
Keep oil and fuel in a designated location and do
not allow unauthorized persons to enter.
When refueling, stop the engine and do not
smoke.
Refueling and oiling should be done in well
ventilated areas.
Tighten all fuel and oil tank caps securely.
960E-1 9
Precautions with high temperature fluids
Immediately after truck operation, engine coolant,
engine oil, and hydraulic oil are at high temperatures
and are pressurized. If the cap is removed, the fluids
are drained, the filters are replaced, etc., there is
danger of serious burns. Allow heat and pressure to
dissipate before performing such tasks and follow
proper procedures as outlined in the service manual.
To prevent hot coolant from spraying:
1. Stop the engine.
2. Wait for the coolant temperature to decrease.
3. Depress the pressure release button on the cap
to vent cooling system pressure.
4. Turn the radiator cap slowly to release the
pressure before removing.
To prevent hot engine oil spray:
1. Stop the engine.
2. Wait for the oil temperature to cool down.
3. Turn the cap slowly to release the pressure
before removing the cap.
Asbestos dust hazard prevention
Asbestos dust is hazardous to your health when
inhaled. If you handle materials containing asbestos
fibers, follow the guidelines below:
Never use compressed air for cleaning.
Use water for cleaning to control dust.
Operate the truck or perform tasks with the wind
to your back whenever possible.
Use an approved respirator when necessary.
Prevention of injury by work equipment
Never enter or put your hand, arm or any other part of
your body between movable parts such as the dump
body, chassis or cylinders. If the work equipment is
operated, clearances will change and may lead to
serious bodily injury or death.
Unauthorized modification
Any modification made to this vehicle without
authorization from Komatsu America Corp. can
possibly create hazards.
Before making any modification, consult the
authorized regional Komatsu America Corp.
distributor. Komatsu will not be responsible for any
injury or damage caused by any unauthorized
modification.
Precautions when using ROPS
The ROPS is intended to protect the operator if the
truck should roll over. It is designed not only to
support the load of the truck, but also to absorb the
energy of the impact.
The Rollover Protection Structure (ROPS) must
be properly installed before the truck is operated.
ROPS installed on equipment manufactured and
designed by Komatsu America Corp. fulfills all of
the regulations and standards for all countries. If
it is modified or repaired without authorization
from Komatsu, or if it is damaged when the truck
rolls over, the strength of the structure will be
compromised and will not be able to fulfill its
intended purpose. Optimum strength of the
structure can only be achieved if it is repaired or
modified as specified by Komatsu.
When modifying or repairing the ROPS, always
consult your nearest Komatsu distributor.
Even with the ROPS installed, the operator must
always use the seat belt when operating the
truck.
10 960E-1
Precautions for attachments
When installing and using optional equipment,
read the instruction manual for the attachment
and the information related to attachments in this
manual.
Do not use attachments that are not authorized
by Komatsu America Corp. or the authorized
regional Komatsu distributor. Use of unauthorized
attachments could create a safety problem and
adversely affect the proper operation and useful
life of the truck.
Any injuries, accidents, and product failures
resulting from the use of unauthorized
attachments will not be the responsibility of
Komatsu America Corp. or the authorized
regional Komatsu distributor.
Precautions for starting the truck
Start the engine from the operator seat only. Never
attempt to start the engine by shorting across the
cranking motor terminals. This may cause a fire,
serious injury or death to anyone in trucks path.
Precautions before operating the truck
Safety is thinking ahead. Prevention is the best safety
program. Prevent a potential accident by knowing the
employer's safety requirements and all necessary job
site regulations. In addition, know the proper use and
care of all the safety equipment on the truck. Only
qualified operators or technicians should attempt to
operate or maintain a Komatsu machine.
Safe practices start before the operator gets to the
equipment.
Safety at the worksite
When walking to and from a truck, maintain a
safe distance from all machines even when the
operator is visible.
Before starting the engine, thoroughly check the
area for any unusual conditions that could be
dangerous.
Examine the road surface at the job site and
determine the best and safest method of
operation.
Choose an area where the ground is as
horizontal and firm as possible before performing
the operation.
If you need to operate on or near a public road,
protect pedestrians and cars by designating a
person for work site traffic duty or by installing
fences around the work site.
The operator must personally check the work
area, the roads to be used, and the existence of
obstacles before starting operations.
Always determine the travel roads at the work site
and maintain them so that it is always safe for the
machines to travel.
If travel through wet areas is necessary, check
the depth and flow of water before crossing the
shallow parts. Never drive through water that
exceeds the permissible water depth.
960E-1 11
Fire prevention
Remove wood chips, leaves, paper, and other
flammable items that have accumulated in the
engine compartment. Failure to do so could result
in a fire.
Check the fuel, lubrication, and hydraulic systems
for leaks. Repair any leaks. Clean any excess oil,
fuel or other flammable fluids, and dispose of
them properly.
Make sure that a fire extinguisher is present and
in proper working condition.
Do not operate the truck near open flames.
Ventilation in enclosed areas
If it is necessary to start the engine within an enclosed
area, provide adequate ventilation. Inhaling exhaust
fumes from the engine can kill.
Preparing for operation
Always mount and dismount while facing the
truck. Never attempt to mount or dismount the
truck while it is in motion. Always use handrails
and ladders when mounting or dismounting the
truck.
Check the deck areas for debris, loose hardware
and tools. Check for people and objects that
might be in the area.
Become familiar with and use all protective
equipment devices on the truck and ensure that
these items (anti-skid material, grab bars, seat
belts, etc.) are securely in place.
Mirrors, windows and lights
Remove any dirt from the surface of the
windshield, cab windows, mirrors and lights.
Good visibility may prevent an accident.
Adjust the rear view mirror to a position where the
operator can see best from the operator's seat. If
any glass or light is broken, replace it with a new
part.
Make sure that the headlights, work lights, and
taillights are in proper working order. Make sure
that the truck is equipped with the proper work
lamps that are needed for the operating
conditions.
In operator cab (before starting the engine)
Do not leave tools or spare parts lying around. Do
not allow trash to accumulate in the cab of the
truck. Keep all unauthorized reading material out
of the truck cab.
Keep the cab floor, controls, steps and handrails
free of oil, grease, snow and excess dirt.
Check the seat belt, buckle and hardware for
damage or wear. Replace any worn or damaged
parts. Always use the seat belts when operating a
truck.
Read and understand the contents of this
manual. Pay special attention to the safety
information and operating instructions. Become
thoroughly acquainted with all gauges,
instruments and controls before attempting
operation of the truck.
Read and understand the WARNING and
CAUTION decals in the operator's cab.
Make sure that the steering wheel, horn, controls
and pedals are free of any oil, grease or mud.
Check the operation of the windshield wiper,
condition of wiper blades, and the washer fluid
reservoir level.
Be familiar with all steering and brake system
controls, warning devices, road speeds and
loading capabilities before operating the truck.
12 960E-1
Precautions while operating the truck
When starting the engine
Never attempt to start the engine by shorting
across cranking motor terminals. This may cause
a fire, or serious injury or death to anyone in
trucks path.
Never start the engine if a warning tag has been
attached to the controls.
When starting the engine, sound the horn as an
alert.
Start and operate the truck only while seated in
the operators seat.
Do not allow any unauthorized persons in the
operator's compartment or any other place on the
truck.
General truck operation
Wear the seat belt at all times.
Only authorized persons are allowed to ride in the
truck. Riders must be in the cab and belted in the
passenger seat.
Do not allow anyone to ride on the decks or steps
of the truck.
Do not allow anyone to get on or off the truck
while it is in motion.
Do not move the truck in or out of a building
without a signal person present.
Know and obey the hand signal communications
between operator and spotter. When other
machines and personnel are present, the
operator should move in and out of buildings,
loading areas, and through traffic under the
direction of a signal person. Courtesy at all times
is a safety precaution.
Immediately report any adverse conditions at the
haul road, pit or dump area that may cause an
operating hazard.
Check for flat tires periodically during a shift. If the
truck has been operating on a flat, do not park
the truck inside a building until the tire cools. If the
tire must be changed, do not stand in front of the
rim and locking ring when inflating a tire mounted
on the truck. Observers should not be permitted
in the area and should be kept away from the side
of such tires.
The tire and rim assembly may explode if
subjected to excessive heat. Personnel should
move to a remote or protected location if sensing
excessively hot brakes, smelling burning rubber
or observing evidence of fire near the tire and
wheel area.
If the truck must be approached to exstinguish a
fire, those personnel should do so only while
facing the tread area of the tire (front or back)
unless protected by using large heavy equipment
as a shield. Stay at least 15 m (50 ft) from the
tread of the tire.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
for at least 8 hours or until the tire and wheel are
cool.
Keep serviceable fire fighting equipment on hand.
Report empty extinguishers for replacement or
refilling.
Always place the directional control lever in the
PARK when the truck is parked and unattended.
Do not leave the truck unattended while the
engine is running.
Park the truck a safe distance away from other
vehicles as determined by the supervisor.
Stay alert at all times! In the event of an
emergency, be prepared to react quickly and
avoid accidents. If an emergency arises, know
where to get prompt assistance.
Ensuring good visibility
When working in dark places, install work lamps
and head lamps. Set up extra lighting in the work
area if necessary.
Discontinue operations if visibility is poor, such as
in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed
safely.
960E-1 13
Traveling
When traveling on rough ground, travel at low
speeds. When changing direction, avoid turning
suddenly.
Lower the dump body and set the dump lever to
the FLOAT position before traveling.
If the engine stops while the truck is in motion,
secondary steering and braking enable the truck
to be steered and stopped. A fixed amount of
reserve oil provides temporary steering and
braking to briefly allow the truck to travel to a safe
area. Apply the brakes immediately and stop the
truck as quickly and safely as possible off of the
haul road, if possible.
Traveling in reverse
Before operating the truck:
Sound the horn to warn people in the area. Make
sure that the back-up horn also works properly.
Check for personnel near the truck. Be
particularly careful to check behind the truck.
When necessary, designate a person to watch
the area near the truck and signal the operator.
This is particularly necessary when traveling in
reverse.
When operating in areas that may be hazardous
or have poor visibility, designate a person to
direct work site traffic.
Do not allow any one to enter the line of travel of
the truck. This rule must be strictly observed even
with machines equipped with a back-up horn or
rear view mirror.
Traveling on slopes
Traveling on slopes could result in the truck
tipping over or slipping.
Do not change direction on slopes. To ensure
safety, drive to level ground before turning.
Do not travel up and down on grass, fallen
leaves, or wet steel plates. These materials may
make the truck slip on even the slightest slope.
Avoid traveling sideways, and always keep travel
speed low.
When traveling downhill, use the retarder to
reduce speed. Do not turn the steering wheel
suddenly. Do not use the foot brake except in an
emergency.
If the engine should stop on a slope, apply the
service brakes fully and stop the truck. Move the
directional control lever to PARK after the truck
has stopped.
Operating on snow or ice
When working on snowy or icy roads, there is
danger that the truck may slip to the side on even
the slightest slope. Always travel slowly and
avoid sudden starting, turning, or stopping in
these conditions.
Be extremely careful when clearing snow. The
road shoulder and other objects are buried in the
snow and cannot be seen. When traveling on
snow-covered roads, always install tire chains.
Avoid damage to dump body
Always be extremely cautious when working in
tunnels, on bridges, under electric cables, or when
entering a parking place or any other place where
there are height limits. The dump body must be
completely lowered before driving the truck.
14 960E-1
Driving near high voltage cables
Driving near high voltage cables can cause electric
shock. Always maintain safe distances between the
truck and the high voltage cable as listed below.
The following actions are effective in preventing
accidents while working near high voltages:
Wear shoes with rubber or leather soles.
Use a signalman to give warning if the truck
approaches an electric cable.
If the work equipment touches an electric cable,
the operator should not leave the cab.
When performing operations near high voltage
cables, do not allow anyone to approach the
truck.
Check with the electrical maintenance
department about the voltage of the cables before
starting operations.
When dumping
Before starting the dumping operation, make sure
that there are no persons or objects behind the
truck.
Stop the truck in the desired location. Check
again for persons or objects behind the truck.
Give the determined signal, then slowly operate
the dump body. If necessary, use blocks for the
wheels or position a flagman.
When dumping on slopes, truck stability is poor
and there is danger of tipping over. Always use
extreme care when performing such operations.
Never travel with the dump body raised.
When loading
Make sure that the surrounding area is safe. Stop
the truck in the correct loading position, then load
the body uniformly.
Do not leave the operator seat during the loading
operation.
Working on loose ground
Avoid operating the truck near cliffs, overhangs
and deep ditches. If these areas collapse, the
truck could fall or tip over and result in serious
injury or death. Remember that ground surfaces
in these areas may be weakened after heavy rain
or blasting.
Freshly laid soil and the soil near ditches is loose.
It can collapse under the weight or vibration of the
truck. Avoid these areas whenever possible.
Parking the truck
Choose a flat, level surface to park the truck. If
the truck has to be parked on a slope, put blocks
behind all the wheels to prevent truck movement.
Do not activate the wheel brake lock when the
parking brake is activated. Bleed down of
hydraulic pressure may occur, causing the truck
to roll away.
When parking on public roads, provide fences
and signs, such as flags or lights, on the truck to
warn pedestrians and other vehicles. Make sure
that the truck, flags or lights do not obstruct traffic.
Lower the dump body fully, move the directional
control lever to PARK, stop the engine and lock
everything. Always take the key with you.
Towing
Improper towing methods may lead to serious
personal injury and/or damage. For towing methods,
refer to Index and foreword section Operating
instructions.
Use a towing device with ample strength for the
weight of this truck.
Never tow a truck on a slope.
Inspect towing components, such as tow bars
and couplings, for any signs of damage. Never
use damaged or worn components to tow a
disabled vehicle.
Keep a safe distance from the trucks and towing
apparatus while towing a vehicle.
When connecting a truck that is to be towed, do
not allow anyone to go between the tow vehicle
and the disabled vehicle.
Set the coupling of the truck being towed in a
straight line with the towing portion of the tow
truck, and secure it in position.
Voltage Minimum Safety Distance
6.6 kV 3 m 10 ft.
33.0 kV 4 m 14 ft.
66.0 kV 5 m 17 ft.
154.0 kV 8 m 27 ft.
275.0 kV 10 m 33 ft.
960E-1 15
Working near batteries
Battery hazard prevention
Battery electrolyte contains sulfuric acid, which
can quickly burn the skin and eat holes in
clothing. If you spill acid on yourself, immediately
flush the area with water.
Battery acid can cause blindness if splashed into
your eyes. If acid gets into your eyes, flush them
immediately with large quantities of water and
see a doctor at once.
If you accidentally drink acid, drink a large
quantity of water, milk, beaten eggs or vegetable
oil. Call a doctor or poison prevention center
immediately.
Always wear safety glasses or goggles when
working with batteries.
Batteries generate hydrogen gas. Hydrogen gas
is very explosive and can easily be ignited with a
small spark or flame.
Before working with batteries, stop the engine
and turn the key switch to the OFF position.
Avoid short-circuiting the battery terminals
through accidental contact with metallic objects,
such as tools, across the terminals.
When removing or installing batteries, check
which is the positive (+) terminal and the negative
(-) terminal.
Tighten battery caps securely.
Tighten the battery terminals securely. Loose
terminals can generate sparks and lead to an
explosion.
Starting with booster cables
Always wear safety glasses or goggles when
starting the truck with booster cables.
When starting from another truck, do not allow
the two trucks to touch.
Connect the positive (+) cable first when installing
booster cables. Disconnect the ground or
negative (-) cable first during removal.
If any tool touches between the positive (+)
terminal and the chassis, it will cause sparks.
Always be cautious when using tools near the
battery.
Connect the batteries in parallel: positive to
positive and negative to negative.
When connecting the ground cable to the frame
of the truck to be started, connect it as far as
possible from the battery.
INCORRECT
16 960E-1
Precautions before performing service
Warning tag
Starting the engine or operating the controls while
other personnel are performing maintenance on the
truck can lead to serious injurty and/or death. Always
attach the warning tag to the control lever in the
operator cab to alert others that you are working on
the truck. Attach additional warning tags around the
truck as necessary.
These tags are available from your Komatsu
distributor. Warning tag part number: 09963-03000
Stopping the engine
Before performing inspections or maintenance,
stop the truck on firm flat ground, lower the dump
body, move the directional control lever to PARK,
and stop the engine.
If the engine must be run during service, such as
when cleaning the radiator, the directional control
lever must be in PARK. Always perform this work
with two people. One person must sit in the
operator's seat to stop the engine if necessary.
During these situations, never move any controls
that are not related to the task at hand.
When servicing the truck, do not to touch any
moving parts. Never wear loose clothing or
jewelry.
Put wheel blocks under the wheels to prevent
truck movement.
When performing service with the dump body
raised, place the dump lever in the HOLD position
and apply the lock (if equipped). Install the body-
up safety pins or cable securely.
Proper tools
Only use tools that are suited to the task. Using
damaged, low quality, faulty or makeshift tools could
cause personal injury.
Securing the dump body
To avoid serious personal injury or death, the
body retention sling must be installed whenever
personnel are required to perform maintenance
on the truck while the dump body in the raised
position.
NOTE: This sling is to be used only with a Komatsu
body.
1. Raise the body to its maximum height.
2. Install two shackles and body retention sling (3,
Figure 00-1) between rear body ear (1) and axle
housing ear (2).
3. Secure the shackle pins with cotter pins.
4. After service work is completed, reverse the
installation steps to remove the sling.
FIGURE 00-1. BODY RETENTION SLING
INSTALLATION
1. Rear Body Ear
2. Axle Housing Ear
3. Body Retention Sling
960E-1 17
Precautions while performing service
NOTE: Only authorized personnel should service and
repair the truck.
Keep the truck clean
Spilled oil, grease, scattered tools, etc, can cause
you to slip or trip. Always keep your truck clean
and tidy.
If water gets into the electrical system, there is
danger that the truck may may move
unexpectedly and/or damage to components may
occur. Do not use water or steam to clean any
sensors, connectors or the inside of the
operator's compartment.
Use extreme care when washing the electrical
control cabinet. Do not allow water to enter the
control cabinet around the doors or vents. Do not
allow any water to enter the cooling air inlet duct
above the electrical control cabinet. If water
enters the control cabinet through any opening or
crevice, major damage to the electrical
components is possible.
Never spray water into the rear wheel electric
motor covers. Damage to the wheel motor
armatures may occur.
Do not spray water into the retarding grids.
Excess water in the retarding grids can cause a
ground fault, which will prevent propulsion.
Attachments
Place attachments that have been removed from the
truck in a safe place and manner to prevent them
from falling.
Working under the truck
Always lower all movable work equipment to the
ground or to their lowest position before
performing service or repairs under the truck.
Always block the tires of the truck securely.
Never work under the truck if the truck is poorly
supported.
Rotating fan and belts
Stay away from all rotating parts such as the radiator
fan and fan belts. Serious bodily injury may result
from direct or indirect contact with rotating parts and
flying objects.
Adding fuel or oil
Spilled fuel and oil may cause slipping. Always
clean up spills immediately.
Always add fuel and oil in a well-ventilated area.
When refueling, stop the engine and do not
smoke.
Tighten the cap of the fuel and oil fillers securely.
Never use fuel to wash parts.
18 960E-1
Radiator coolant level
If it is necessary to add coolant to the radiator, stop
the engine and allow the engine and radiator to cool
down before adding the coolant. Depress the
pressure release button on the cap to vent cooling
system pressure. Slowly loosen the cap to relieve any
remaining pressure.
Use of lighting
When checking fuel, oil, coolant or battery electrolyte,
always use lighting with anti-explosion specifications.
If such lighting equipment is not used, there is danger
of an explosion.
Precautions with the battery
When repairing the electrical system or performing
electrical welding, remove the negative (-) terminal of
the battery to stop the flow of current.
Handling high pressure hoses
Do not bend high pressure hoses or hit them with
hard objects. Do not use any bent or cracked
piping, tubes or hoses. They may burst during
use.
Always repair any loose or broken hoses. If fuel
or oil leaks, it may result in a fire.
Precautions when performing maintenance near
high temperature or high pressure
Immediately after stopping operation, engine coolant
and operating oils are at high temperature and under
high pressure. If the cap is removed, the oil or water
is drained, or the filters are replaced under these
conditions, it may result in burns or other injury. Wait
for the temperature to cool and pressure to subside
before performing the inspection and/or maintenance
as outlined in the shop manual.
Precautions with high pressure oil
Work equipment circuits are always under
pressure. Do not add oil, drain oil or perform
maintenance or inspections before completely
releasing the internal pressure.
Small, high-pressure pin hole leaks are extremely
dangerous. A jet of high-pressure oil can pierce
the skin and eyes. Always wear safety glasses
and thick gloves. Use a piece of cardboard or a
sheet of wood to check for oil leakage.
If you are hit by a jet of high-pressure oil, consult
a doctor immediately for medical attention.
Waste materials
Never dump oil into a sewer system, river, etc.
Always put oil drained from your truck in
appropriate containers. Never drain oil directly
onto the ground.
Obey appropriate laws and regulations when
disposing of harmful objects such as oil, fuel,
coolant, solvent, filters and batteries.
960E-1 19
Tires
Handling tires
If tires are not used under the specified conditions,
they may overheat and burst, or be cut and burst by
sharp stones on rough road surfaces. This may lead
to serious injury or damage.
To maintain tire safety, always use the specified tires.
Inflate the tires to the specified pressure. An
abnormal level of heat is generated when the inflation
pressure is too low.
The tire inflation pressure and permissible speeds are
general values. The actual values may differ
depending on the type of tire and the condition under
which they are used. For details, please consult the
tire manufacturer.
When tires become hot, a flammable gas is produced
and may ignite. It is particularly dangerous if the tires
become overheated while the tires are pressurized. If
the gas generated inside the tire ignites, the internal
pressure will suddenly rise and the tire will explode,
resulting in danger to personnel in the area.
Explosions differ from punctures or tire bursts
because the destructive force is extremely large.
Therefore, the following operations are strictly
prohibited when the tire is pressurized:
Welding the rim
Welding near the wheel or tire
Smoking or creating open flames
If the proper procedure for performing maintenance or
replacement of the wheel or tire is not used, the
wheel or tire may burst and cause serious injury or
damage. When performing such maintenance,
consult your authorized regional Komatsu distributor
or the tire manufacturer.
Storing tires after removal
As a basic rule, store the tires in a warehouse in
which unauthorized persons cannot enter. If the
tires are stored outside, always erect a fence
around the tires and put up No Entry signs and
other warning signs that even young children can
understand.
Stand the tire on level ground and block it
securely so that it cannot roll or fall over.
If the tire falls over, flee the area quickly. The tires
for dump trucks are extremely heavy. Never
attempt to hold or support the tire. Attempting to
hold or support a tire may lead to serious injury.
20 960E-1
Precautions for performing repairs
NOTE: Only qualified maintenance personnel who
understand the systems being repaired should
attempt repairs. Only a qualified operator should
move the truck under its own power in the repair
facility or during road testing after repairs are
complete.
Many components on the Komatsu truck are
large and heavy. Ensure that lifting equipment
(hoists, slings, chains, and lifting eyes) are of
adequate capacity to handle the load.
Do not work under a suspended load. Do not
work under a raised body unless body retention
sling, props or pins are in place to hold the body
in the raised position.
Do not repair the truck while the engine is
running, except when adjustments can only be
made under such conditions. Keep a safe
distance from moving parts.
When servicing any air conditioning system with
refrigerant, wear a face shield and cold resistant
gloves for protection against freezing. Follow all
current regulations for handling and recycling
refrigerants. Refer to Testing and adjusting
section Cab air conditioning.
Follow package directions carefully when using
cleaning solvents.
If an auxiliary battery assist is needed, first use
one cable to connect the 24V positive (+) post of
the disabled truck batteries to the 24V positive (+)
post of the auxiliary assist. Use a second cable to
connect the 24V negative (-) post of the auxiliary
assist battery to a frame ground (-) on the
disabled truck away from the battery.
If the truck must be towed, use a rigid tow bar.
Check the truck frame for a decal recommending
special towing precautions. Also refer to the
towing instructions in Index and foreword section
Operating instructions.
Relieve hydraulic pressure before disconnecting
any lines or hoses. Hydraulic oil escaping under
pressure can have sufficient force to enter a
person's body by penetrating the skin, resulting in
serious injury and possibly death.
After adjustments or repairs, replace all shields,
screens and clamps.
Engine shutdown procedure after AC drive
system failure
If the AC drive system is operating normally when the
engine is shut down, the system should be safe to
service. However, in the event of a drive system
failure, performing the following procedure before any
maintenance activities will ensure that no hazardous
voltages are present in the AC drive system.
1. Before shutting down the engine, verify the
status of all the drive system warning lights on
the overhead display panel. Use the lamp test
switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, do not attempt to open any cabinets,
disconnect any cables, or reach inside the
retarding grid cabinet without a trained drive
system technician present, even if the engine is
off. Only qualified personnel, specifically trained
for servicing the AC drive system, should
perform this service.
2. If all red drive system warning lights are off,
follow the normal engine shutdown procedure in
Index and foreword section Operating
instructions.
3. After the engine has been stopped for at least
five minutes, inspect the link voltage lights on
the exterior of the main control cabinet and the
DID panel on the rear wall of the operator cab.
a. If all lights are off, it is safe to work on the
retarding grids, wheel motors, alternator and
related power cables. Proceed to Step 5.
b. If any red lights continue to be illuminated
after following the above procedure, a fault
has occurred. Leave all cabinet doors in
place. Do not touch the retarding grid ele-
ments. Do not disconnect any power cables
or use them as hand or foot holds. Notify
your Komatsu service representative immedi-
ately.
4. Locate the generator field contactor (GF) switch
in the access panel on the left side of the main
control cabinet. Place the switch in the
CUTOUT position. This will prevent the
alternator from re-energizing and creating
system voltage until the switch is returned to its
former position.
5. Leave the drive system in the rest mode until
the truck is to be moved.
960E-1 21
Precautions for welding on the truck
NOTE: Before welding or repairing an AC drive truck,
notify a Komatsu service representative. Only
qualified personnel, specifically trained for servicing
the AC drive system, should perform this service.
If it is necessary to perform welding on the truck
without the field engineer present, the following
procedures and precautions must be followed to
ensure that the truck is safe for maintenance
personnel to work on and to reduce the chance for
damage to equipment.
Before opening any cabinets or touching a
retarding grid element or a power cable, the
engine must be shutdown and any red drive
system warning lights must not be illuminated.
Always disconnect the positive and negative
battery cables of the truck before doing any
welding on the unit. Failure to do so may
seriously damage the battery and electrical
equipment. Disconnect the battery charging
alternator lead wire and isolate the electronic
control components before making welding
repairs. (It is not necessary to disconnect or
remove any control circuit cards on electric drive
dump trucks or any of the AID circuit control
cards.)
Always fasten the welding machine ground (-)
lead to the piece being welded. The grounding
clamp must be attached as near as possible to
the weld area. Never allow welding current to
pass through ball bearings, roller bearings,
suspensions or hydraulic cylinders. Always avoid
laying welding cables over or near the vehicle
electrical harnesses. Welding voltage could be
induced into the electrical harness and possibly
cause damage to components.
Drain, clean, and ventilate fuel tanks and
hydraulic tanks before making any welding
repairs on the tanks.
Before welding on the truck, disconnect all
electrical harnesses from the modules and
controllers inside the auxiliary control cabinet
behind the operator cab.
Do not weld on the rear of the control cabinet!
The metal panels on the back of the cabinet are
part of capacitors and cannot be heated.
Do not weld on the retarding grid exhaust
louvers! They are made of stainless steel. Some
power cable panels throughout the truck are also
made of aluminum or stainless steel. They must
be repaired with the same material or the power
cables may be damaged.
Power cables must be cleated in wood or other
non-ferrous materials. Do not repair cable cleats
by encircling the power cables with metal clamps
or hardware. Always inspect power cable
insulation before servicing the cables and
returning the truck to service. Discard cables with
broken insulation.
Power cables and wiring harnesses should be
protected from weld spatter and heat.
Always fasten the welding machine ground (-)
lead to the piece being welded. The grounding
clamp must be attached as near as possible to
the weld area.
Always avoid laying welding cables over or near
the vehicle electrical harnesses. Welding voltage
could be induced into the electrical harness and
cause damage to components.
Before doing any welding on the truck,
disconnect the battery charging alternator lead
wire and isolate electronic control components.
Also, always disconnect the negative and positive
battery cables of the vehicle. Failure to do so may
seriously damage the battery and electrical
equipment.
Never allow welding current to pass through ball
bearings, roller bearings, suspensions or
hydraulic cylinders.
22 960E-1
Handling electrical equipment and
hydraulic components
To maintain the performance of the machine over a long period, and to prevent failures or other troubles before
they occur, correct operation, maintenance and inspection, troubleshooting, and repairs must be carried
out. This section deals particularly with correct repair procedures for mechatronics and is aimed at improving the
quality of repairs. For this purpose, it provides information on handling electrical equipment and handling hydrau-
lic equipment (particularly gear oil and hydraulic oil).
Points to remember when handling electrical equipment
1. Handling wiring harnesses and connectors
Wiring harnesses consist of wiring connecting
one component to another component, connec-
tors used for connecting and disconnecting one
wire from another wire, and protectors or tubes
used for protecting the wiring.
Compared with other electrical components fit-
ted in boxes or cases, wiring harnesses are
more likely to be affected by the direct effects of
rain, water, heat, or vibration. Furthermore, dur-
ing inspection and repair operations, they are
frequently removed and installed again, so they
are likely to suffer deformation or damage. For
this reason, it is necessary to be extremely
careful when handling wiring harnesses.
2. Main failures occurring in wiring harness
Defective contact of connectors (defective
contact between male and female)
Problems with defective contact are likely to
occur because the male connector is not prop-
erly inserted into the female connector, or
because one or both of the connectors is
deformed or the position is not correctly aligned,
or because there is corrosion or oxidization of
the contact surfaces. The corroded or oxidized
contact surfaces may become shiny again (and
contact may become normal) by connecting and
disconnecting the connector about 10 times.
Defective crimping or soldering of connectors
The pins of the male and female connectors are
in contact at the crimped terminal or soldered
portion, but if there is excessive force brought to
bear on the wiring, the plating at the joint will
peel and cause improper connection or break-
age.
960E-1 23
Disconnections in wiring
If the wiring is held and the connectors are
pulled apart, or components are lifted with a
crane with the wiring still connected, or a heavy
object hits the wiring, the crimping of the con-
nector may separate, or the soldering may be
damaged, or the wiring may be broken.
High-pressure water entering connector
The connector is designed to make it difficult for
water to enter (drip-proof structure), but if high-
pressure water is sprayed directly on the con-
nector, water may enter the connector, depend-
ing on the direction of the water jet. Accordingly,
take care not to splash water over the connec-
tor. The connector is designed to prevent water
from entering, but at the same time, if water
does enter, it is difficult for it to be drained.
Therefore, if water should get into the connec-
tor, the pins will be short-circuited by the water,
so if any water gets in, immediately dry the con-
nector or take other appropriate action before
passing electricity through it.
Oil or dirt stuck to connector
If oil or grease are stuck to the connector and an
oil film is formed on the mating surface between
the male and female pins, the oil will not let the
electricity pass, so there will be defective con-
tact. If there is oil or grease stuck to the connec-
tor, wipe it off with a dry cloth or blow it dry with
compressed air and spray it with a contact
restorer.
When wiping the mating portion of the
connector, be careful not to use excessive
force or deform the pins.
If there is oil or water in the compressed
air, the contacts will become even dirtier,
so remove the oil and water from the
compressed air completely before clean-
ing with compressed air.
24 960E-1
3. Removing, installing, and drying connectors
and wiring harnesses
Disconnecting connectors
a. When disconnecting the connectors, hold the
connectors. For connectors held by a screw,
loosen the screw fully, then hold the male
and female connectors in each hand and pull
apart. For connectors which have a lock
stopper, press down the stopper with your
thumb and pull the connectors apart. Never
pull with one hand.
b. Both of the connector and clip have stoppers,
which are engaged with each other when the
connector is installed.
When removing a connector from a clip, pull the
connector in a parallel direction to the clip for
removing stoppers. If the connector is twisted
up and down or to the left or right, the housing
may break.
c. After removing any connector, cover it with a
vinyl bag to prevent any dust, dirt, oil, or
water from getting in the connector portion. If
the machine is left disassembled for a long
time, it is particularly easy for improper con-
tact to occur, so always cover the connector.
960E-1 25
Connecting connectors
a. Check that there is no oil, dirt, or water stuck
to the connector pins (mating portion). Check
that there is no deformation, defective con-
tact, corrosion, or damage to the connector
pins. Check that there is no damage or
breakage to the outside of the connector.
If there is any oil, water, or dirt stuck to the
connector, wipe it off with a dry cloth. If
any water has got inside the connector,
warm the inside of the wiring with a dryer,
but be careful not to make it too hot as
this will cause short circuits.
If there is any damage or breakage,
replace the connector.
b. Fix the connector securely. Align the position
of the connector correctly, and then insert it
securely. For connectors with the lock stop-
per, push in the connector until the stopper
clicks into position.
Correct any protrusion of the boot and
any misalignment of the wiring harness.
For connectors fitted with boots, correct
any protrusion of the boot. In addition, if
the wiring harness is misaligned, or the
clamp is out of position, adjust it to its cor-
rect position.
If the connector cannot be corrected eas-
ily, remove the clamp and adjust the posi-
tion.
If the connector clamp has been
removed, be sure to return it to its original
position. Check also that there are no
loose clamps.
26 960E-1
Heavy duty wire connector (DT 8-pole, 12-pole)
a. For disconnection, press both sides of locks
(a) and (b) while pulling out female connector
(2).
b. For connection, push in female connector (2)
horizontally until the lock clicks.
Since locks (a) and (b) may not be set com-
pletely, push in female connector (2) while mov-
ing it up and down until the locks are set
normally.
Right half of figure: Lock (a) is pulled
down (not set completely) and lock (b) is
set completely.
Drying wiring harness
If there is any oil or dirt on the wiring harness,
wipe it off with a dry cloth. Avoid washing it in
water or using steam. If the connector must be
washed in water, do not use high pressure
water or steam directly on the wiring harness. If
water gets directly on the connector, perform the
following procedure.
a. Disconnect the connector and wipe off the
water with a dry cloth. If the connector is
blown dry with compressed air, there is the
risk that oil in the air may cause defective
contact, so remove all oil and water from the
compressed air before blowing with air.
b. If water gets inside the connector, use a
dryer to dry the inside of the connector. Hot
air from the dryer can be used, but regulate
the time that the hot air is used in order not to
make the connector or related parts too hot,
as this will cause deformation or damage to
the connector.
c. After drying, leave the wiring harness discon-
nected and carry out a continuity test to
check for any short circuits between pins
caused by water.
d. After completely drying the connector, blow it
with contact restorer and reassemble.
1. Male connector
2. Female connector
a. Lock
b. Lock
960E-1 27
4. Handling controllers
The controllers contain a microcomputer and
electronic control circuits. These control all of
the electronic circuits on the machine, so be
extremely careful when handling the controllers.
Do not place objects on top of the controllers.
Cover the controller connectors with tape or a
vinyl bag. Never touch the connector contacts
with your hand.
During rainy weather, do not leave a controller
in a place where it is exposed to rain.
Do not place a controller on oil, water, or soil, or
in any hot place, even for a short time. Place it
on a suitable dry stand.
When carrying out arc welding on the body,
disconnect all wiring harness connectors that
are connected to the controllers. Fit an arc
welding ground close to the welding point.
5. When troubleshooting electric circuits
1) Always turn the power OFF before discon-
necting or connecting any connectors.
2) Before troubleshooting, ensure that all the
related connectors are properly inserted.
Disconnect and connect the related connec-
tors several times to check.
3) Always connect any disconnected the con-
nectors before proceeding to the next step.
If the power is turned ON while the connec-
tors are still disconnected, unnecessary
fault codes will be generated.
4) When troubleshooting circuits (measuring
the voltage, resistance, continuity, or cur-
rent), move the related wiring and connec-
tors several times and check that there is no
change in the reading of the tester. If there
is any change, there is probably defective
contact in that circuit.
28 960E-1
Points to remember when handling hydraulic
equipment
With the increase in pressure and precision of hydraulic equipment, the most common cause of failure is dirt
(foreign material) in the hydraulic circuit. When adding hydraulic oil, or when disassembling or assembling
hydraulic equipment, it is necessary to be particularly careful.
1. Be careful of the operating environment.
Avoid adding hydraulic oil, replacing filters, or
repairing the machine in rain or high winds, or
places where there is a lot of dust.
2. Disassembly and maintenance work in the
field
If disassembly or maintenance work is carried
out on hydraulic equipment in the field, there is
danger of dust entering the equipment. It is also
difficult to check the performance after repairs,
so it is desirable to use unit exchange. Disas-
sembly and maintenance of hydraulic equip-
ment should be carried out in a specially
prepared dustproof workshop, and the perfor-
mance should be checked with special test
equipment.
3. Sealing openings
After any piping or equipment is removed, the
openings should be sealed with caps, tapes, or
vinyl bags to prevent any dirt or dust from enter-
ing. If the opening is left open or is blocked with
a rag, there is danger of dirt entering or of the
surrounding area being made dirty by leaking oil
so never do this. Do not simply drain oil out onto
the ground, but collect it and ask the customer
to dispose of it, or take it back with you for dis-
posal.
4. Do not let any dirt or dust get in during
refilling operations
Be careful not to let any dirt or dust get in when
refilling with hydraulic oil. Always keep the oil
filler and the area around it clean, and also use
clean pumps and oil containers. If an oil clean-
ing device is used, it is possible to filter out the
dirt that has collected during storage, so this is
an even more effective method.
5. Change hydraulic oil when the temperature is high
960E-1 29
When hydraulic oil or other oil is warm, it flows
easily. In addition, the sludge can also be
drained out easily from the circuit together with
the oil, so it is best to change the oil when it is
still warm. When changing the oil, as much as
possible of the old hydraulic oil must be drained
from the hydraulic tank. If any old oil is left, the
contaminants and sludge in it will mix with the
new oil and will shorten the life of the hydraulic
oil.
6. Flushing operations
After disassemby and assembly, or changing
the oil, use flushing oil to remove the contami-
nants, sludge, and old oil from the hydraulic cir-
cuit. Normally, flushing is carried out twice:
primary flushing is carried out with flushing oil,
and secondary flushing is carried out with the
specified hydraulic oil.
7. Cleaning operations
After repairing the hydraulic equipment (pump,
control valve, etc.) or when running the
machine, carry out oil cleaning to remove the
sludge or contaminants in the hydraulic oil cir-
cuit. The oil cleaning equipment is used to
remove the ultra fine particles (about 3 microns)
that the filter built in the hydraulic equipment
cannot remove, so it is an extremely effective
device.
30 960E-1
How to read electric wire code
In the electric circuit diagram, the material, thickness, and color of each electric wire are indicated by symbols.
The electric wire code is helpful in understanding the electric circuit diagram.
AV and AVS are different in only thickness and outside diameter of the cover. AEX is similar to AV in thickness
and outside diameter of AEX and different from AV and AVS in material of the cover.
Example: AEX 0.85 L - - -
Indicates blue, heat-resistant, low-voltage wire for automobile, having
nominal No. of 0.85
Indicates color of wire by color code.
Color codes are shown in Table 3.
Indicates size of wire by nominal No.
Size (Nominal No.) is shown in Table 2.
Indicates type of wire by symbol.
Type, symbol, and material of wire are shown in Table 1.
(Since AV and AVS are classified by size (nominal No.), they are not
indicated.)
Table 3: Type, symbol and material of electric wires
Type
Sym-
bol
Material
Using
temperature
range (C)
Example of use
Low-voltage
wire for
automobile
AV
Conducto
r
Annealed copper for
electric appliance
30 to +60
General wiring
(Nominal No. 5 and above)
Insulator Soft polyvinyl chloride
Thin-cover
low-voltage
wire for
automobile
AVS
Conducto
r
Annealed copper for
electric appliance General wiring
(Nominal No. 3 and below)
Insulator Soft polyvinyl chloride
Heat-
resistant
low-voltage
wire for
automobile
AEX
Conducto
r
Annealed copper for
electric appliance
50 to +110
General wiring in extremely
cold district, wiring at high-
temperature place
Insulator
Heat-resistant crosslinked
polyethylene
960E-1 31
NOTE: "f" of nominal No. denotes "flexible".
Table 4: Dimensions of electric wires
Nominal No. 0.5f (0.5) 0.75f (0.85) 1.25f (1.25) 2f 2 3f 3 5
Conductor
Number of
strands/
Diameter of
strand
20/0.18 7/0.32 30/0.18 11/0.32 50/0.18 16/0.32 37/0.26 26/0.32 58/0.26 41/0.32 65/0.32
Sectional
area (mm
2
)
0.51 0.56 0.76 0.88 1.27 1.29 1.96 2.09 3.08 3.30 5.23
d (approx.) 1.0 1.2 1.5 1.9 1.9 2.3 2.4 3.0
Cov-
er D
AVS Standard 2.0 2.2 2.5 2.9 2.9 3.5 3.6
AV Standard 4.6
AEX Standard 2.0 2.2 2.7 3.0 3.1 3.8 4.6
Nominal No. 8 15 20 30 40 50 60 85 100
Conductor
Number of
strands/
Diameter of
strand
50/0.45 84/0.45 41/0.80 70/0.80 85/0.80 108/0.80 127/0.80 169/0.80 217/0.80
Sectional
area (mm
2
)
7.95 13.36 20.61 35.19 42.73 54.29 63.84 84.96 109.1
d (approx.) 3.7 4.8 6.0 8.0 8.6 9.8 10.4 12.0 13.6
Cov-
er D
AVS Standard
AV Standard 5.5 7.0 8.2 10.8 11.4 13.0 13.6 16.0 17.6
AEX Standard 5.3 7.0 8.2 10.8 11.4 13.0 13.6 16.0 17.6
32 960E-1
NOTE: In a color code consisting of two colors, the first color is the color of the background and the second color
is the color of the marking. For example, GW means that the background is Green and marking is White.
Table 5: Color codes of electric wires
Color Code Color of wire Color Code Color of wire
B Black LgW Light green & White
Br Brown LgY Light green & Yellow
BrB Brown & Black LR Blue & Red
BrR Brown & Red LW Blue & White
BrW Brown & White LY Blue & Yellow
BrY Brown & Yellow O Orange
Ch Charcoal P Pink
Dg Dark green R Red
G Green RB Red & Black
GB Green & Black RG Red & Green
GL Green & Blue RL Red & Blue
Gr Gray RW Red & White
GR Green & Red RY Red & Yellow
GW Green & White Sb Sky Blue
GY Green & Yellow Y Yellow
L Blue YB Yellow & Black
LB Blue & Black YG Yellow &Green
Lg Light green YL Yellow & Blue
LgB Light green & Black YR Yellow & Red
LgR Light green & Red YW Yellow & White
Table 6: Types of circuits and color codes
Type of wire AVS or AV AEX
Type of
circuit
Charge R WG R
Ground B B
Start R R
Light RW RB RY RG RL D
Instrument Y YR YB YG YL YW Y Gr
Signal G GW GR GY GB GL G Br
Others
L LW LR LY LB L
Br BrW BrR BrY BrB
Lg LgR LgY LgB LgW
O
Gr
P
Sb
Dg
Ch
960E-1 33
Standard torque tables
This shop manual provides metric (SI) and U.S.
standard units for most specifications. References
throughout the shop manual to standard torques or
other standard values will be to one of the following
tables. For values not shown in these tables,
standard conversion factors for most commonly used
measurements, refer to "Conversion tables".
NOTE: Standard torque values are not to be used
when turn-of-the-nut tightening procedures are
recommended.
Effect of special lubricants on fasteners and
standard torque values
Komatsu does not recommend the use of special
friction-reducing lubricants, such as Copper Coat,
Never-Seez
, and other similar products, on the

threads of standard fasteners where standard torque
values are applied. The use of special friction-
reducing lubricants will significantly alter the clamping
force during the tightening process. Excessive stress
and possible breakage of the fasteners may result.
When the torque tables specify lubricated threads
for the standard torque values listed, these standard
torque values are to be used with simple lithium
based chassis grease (multi-purpose EP NLGI) or a
rust preventive grease (see the list below) on the
threads and seats unless specified otherwise.
Verify the threads and tapped holes are free of burrs
and other imperfections before installing hardware.
Suggested sources for rust preventive grease:
American Anti-Rust Grease #3-X from Standard
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 Co.
Rust Preventive Grease - Code 312 from the
Southwest Grease and Oil Company.
NOTE: This list represents the current engineering
approved sources for use in Komatsu manufacture. It
is not exclusive. Other products may meet the same
specifications of this list.
34 960E-1
Standard tightening torques for SAE hex head
capscrew and nut assemblies
The following specifications apply to required
tightening torques for all SEA hex head capscrew
and nut assemblies.
Capscrew threads and seats shall be lubricated
when assembled. Refer to "".
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.
Table 7: Standard tightening torques for
SAE hex head capscrew and nut assembly with lubricated threads
Thread
Size
Torque -
Grade 5
Torque -
Grade 8
Thread
Size
Torque -
Grade 5
Torque -
Grade 8
ft lb kgm Nm ft lb kgm Nm ft lb kgm Nm ft lb kgm Nm
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 lb =0.138 kgm =1.356 Nm
960E-1 35
Standard assembly torques for 12-point, grade 9
capscrews (SAE)
assembly torques for all 12-point, grade 9 (170,000
psi minimum tensile) capscrews.
Capscrew threads and seats shall be lubricated
when assembled. Refer to "".
Standard assembly torques for class 10.9
capscrews and class 10 nuts
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 simple lithium based chassis
grease (multi-purpose EP NLGI) or a rust preventive
grease to achieve the same clamping forces provided
in the table.
Table 8: Standard assembly torques for
12-point, grade 9 capscrews
Capscrew
size*
Torque
ft lb
Torque
kgm
Torque
Nm
0.250 - 20 12 1.7 16
0.312 - 18 24 3.3 33
0.375 - 16 42 5.8 57
0.438 - 14 70 9.7 95
0.500 - 13 105 14.5 142
0.562 - 12 150 20.7 203
0.625 - 11 205 28.3 278
0.750 - 10 360 49.7 488
0.875 - 9 575 79.4 780
1.000 - 8 860 119 1166
1.000 - 12 915 126 1240
1.125 - 7 1230 170 1670
1.125 - 12 1330 184 1800
1.250 - 7 1715 237 2325
1.250 - 12 1840 254 2495
1.375 - 6 2270 313 3080
1.375 - 12 2475 342 3355
1.500 - 6 2980 411 4040
1.500 - 12 3225 445 4375
* Shank diameter (in.) - Threads per inch
NOTE: This table represents standard values only.
Do not use these values to replace torque values
which are specified in assembly instructions.
Table 9: Standard assembly torques for
metric class 10.9 capscrews and class 10 nuts
Capscrew
size*
Torque
ft lb
Torque
kgm
Torque
Nm
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
NOTE: This table represents standard values only.
Do not use these values to replace torque values
which are specified in assembly instructions.
36 960E-1
Standard tightening torques for fittings
Table 10: Torques for JIC 37 swivel nuts
(with or without O-ring seals)
Size
code
Tube
size
(O.D.)
Threads
UNF-2B
Torque
ft lbs
Torque
Nm
2 0.125 0.31224 4 1 5 1
3 0.188 0.37524 8 3 11 4
4 0.250 0.43820 12 3 16 4
5 0.312 0.50020 15 3 20 4
6 0.375 0.56218 18 5 24 7
8 0.500 0.75016 30 5 41 7
10 0.625 0.87514 40 5 54 7
12 0.750 1.06212 55 5 74 7
14 0.875 1.18812 65 5 88 7
16 1.000 1.31212 80 5 108 7
20 1.250 1.62512 100 10 136 14
24 1.500 1.87512 120 10 162 14
32 2.000 2.50012 230 20 311 27
Table 11: Torques for O-ring boss fittings
Size
code
Tube
size
(O.D.)
Threads
UNF-2B
Torque
ft lbs
Torque
Nm
2 0.125 0.31224 4 2 6 3
3 0.188 0.37524 5 2 7 3
4 0.250 0.43820 8 3 11 4
5 0.312 0.50020 10 3 13 4
6 0.375 0.56218 13 3 18 4
8 0.500 0.75016 24 5 33 7
10 0.625 0.87514 32 5 43 7
12 0.750 1.06212 48 5 65 7
14 0.875 1.18812 54 5 73 7
16 1.000 1.31212 72 5 98 7
20 1.250 1.62512 80 5 108 7
24 1.500 1.87512 80 5 108 7
32 2.000 2.50012 96 10 130 14
960E-1 37
Table 12: Torques for O-ring face seal fittings
Size
code
Tube
size
(O.D.)
Threads
UNF-2B
Torque
ft lbs
Torque
Nm
4 0.250 0.43820 11 1 15 1
6 0.375 0.56218 18 2 24 3
8 0.500 0.75016 35 4 47 5
10 0.625 0.87514 51 5 70 8
12 0.750 1.06212 71 7 96 9
16 1.000 1.31212 98 6 133 8
20 1.250 1.62512 132 7 179 9
24 1.500 1.87512 165 15 224 20
Table 13: Torques for pipe thread fittings
Size
code
Pipe thread
size
Torque with
sealant
ft lb
Torque with
sealant
Nm
Torque without
sealant
ft lbs
Torque without
sealant
Nm
2 0.12527 15 3 20 4 20 5 27 7
4 0.25018 20 5 27 7 25 5 34 7
6 0.37518 25 5 34 7 35 5 47 7
8 0.50014 35 5 47 7 45 5 61 7
12 0.75014 45 5 61 7 55 5 74 7
16 1.000-11.50 55 5 74 7 65 5 88 7
20 1.25011.50 70 5 95 7 80 5 108 7
24 1.50011.50 80 5 108 7 95 10 129 14
32 2.00011.50 95 10 129 14 120 10 162 14
38 960E-1
Conversion tables
Common conversion multipliers
Table 14: English to metric
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
square inch (in.
2
)
square centimeter
(cm
2
)
6.45
square foot (ft
2
)
square centimeter
(cm
2
)
929
cubic inch (in.
3
)
cubic centimeter
(cm
3
)
16.39
cubic inch (in.
3
) liter (l) 0.016
cubic foot (ft
3
) cubic meter (m
3
) 0.028
cubic foot (ft
3
) liter (l) 28.317
ounce (oz ) gram (g) 28.350
fluid ounce (fl oz) milliliter (ml) 29.573
pound (lb) - mass kilogram (kg) 0.454
pound (lb) - force Newton (N) 4.448
inch pound (in lb) Newton meter (Nm) 0.113
foot pound (ft lb) Newton meter (Nm) 1.356
foot pound (ft lb) kilogram meter (kgm) 0.138
pounds/square inch
(psi)
kilopascal (kPa) 6.895
pounds/square inch
(psi)
megapascal (MPa) 0.007
pounds/square inch
(psi)
kilograms/square
centimeter (kg/cm
2
)
0.0704
short ton kilogram (kg) 907.2
short ton metric ton 0.0907
quart (qt) liter (l) 0.946
U.S gallon (gal) liter (l) 3.785
horsepower (HP) kilowatt (kw) 0.745
Table 15: Metric to English
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
square centimeter
(cm
2
)
square inch (in.
2
) 0.1550
square centimeter
(cm
2
)
square foot (ft
2
) 0.001
cubic centimeter
(cm
3
)
cubic inch (in.
3
) 0.061
liter (l) cubic inch (in.
3
) 61.02
cubic meter (m
3
) cubic foot (ft
3
) 35.314
liter (l) cubic foot (ft
3
) 0.0353
gram (g) ounce (oz ) 0.0353
milliliter (ml) fluid ounce (fl oz) 0.0338
kilogram (kg) pound (lb) - mass 2.2046
Newton (N) pound (lb) - force 0.2248
Newton meter (Nm) inch pound (in lb) 8.85
Newton meter (Nm) foot pound (ft lb) 0.7376
kilogram meter (kgm) foot pound (ft lb) 7.2329
kilopascal (kPa)
pounds/square inch
(psi)
0.1450
megapascal (MPa)
pounds/square inch
(psi)
145.038
kilograms/square
centimeter (kg/cm
2
)
pounds/square inch
(psi)
14.2231
kilogram (kg) short ton 0.0011
metric ton short ton 1.1023
liter (l) quart (qt) 1.0567
liter (l) U.S gallon (gal) 0.2642
kilowatt (kw) horsepower (HP) 1.3410
960E-1 39
Table 16: Metric to metric
From To
Multiply
by
Newton meter (Nm) kilogram meter (kgm) 0.102
kilogram meter (kgm) Newton meter (Nm) 9.807
kilograms/square
centimeter (kg/cm
2
)
kilopascal (kPa) 98.068
kilopascal (kPa)
kilograms/square
centimeter (kg/cm
2
)
0.01
40 960E-1
Temperature conversion table
When converting from Fahrenheit (F) to Centigrade (C), consider the center (boldface) column to be a table of
Fahrenheit temperatures and read the corresponding Centigrade temperature in the column at the left.
When converting from Centigrade (C) to Fahrenheit (F), consider the center (boldface) column to be a table of
Centigrade values, and read the corresponding Fahrenheit temperature on the right.
C F C F C F C F
40.4 40 40.0 11.7 11 51.8 7.8 46 114.8 27.2 81 177.8
37.2 35 31.0 11.1 12 53.6 8.3 47 116.6 27.8 82 179.6
34.4 30 22.0 10.6 13 55.4 8.9 48 118.4 28.3 83 181.4
31.7 25 13.0 10.0 14 57.2 9.4 49 120.2 28.9 84 183.2
28.9 20 4.0 9.4 15 59.0 10.0 50 122.0 29.4 85 185.0
28.3 19 2.2 8.9 16 60.8 10.6 51 123.8 30.0 86 186.8
27.8 18 0.4 8.3 17 62.6 11.1 52 125.6 30.6 87 188.6
27.2 17 1.4 7.8 18 64.4 11.7 53 127.4 31.1 88 190.4
26.7 16 3.2 7.2 19 66.2 12.2 54 129.2 31.7 89 192.2
26.1 15 5.0 6.7 20 68.0 12.8 55 131.0 32.2 90 194.0
25.6 14 6.8 6.1 21 69.8 13.3 56 132.8 32.8 91 195.8
25.0 13 8.6 5.6 22 71.6 13.9 57 134.6 33.3 92 197.6
24.4 12 10.4 5.0 23 73.4 14.4 58 136.4 33.9 93 199.4
23.9 11 12.2 4.4 24 75.2 15.0 59 138.2 34.4 94 201.2
23.3 10 14.0 3.9 25 77.0 15.6 60 140.0 35.0 95 203.0
22.8 9 15.8 3.3 26 78.8 16.1 61 141.8 35.6 96 204.8
22.2 8 17.6 2.8 27 80.6 16.7 62 143.6 36.1 97 206.6
21.7 7 19.4 2.2 28 82.4 17.2 63 145.4 36.7 98 208.4
21.1 6 21.2 1.7 29 84.2 17.8 64 147.2 37.2 99 210.2
20.6 5 23.0 1.1 30 86.0 18.3 65 149.0 37.8 100 212.0
20.0 4 24.8 0.6 31 87.8 18.9 66 150.8 40.6 105 221.0
19.4 3 26.6 0 32 89.6 19.4 67 152.6 43.3 110 230.0
18.9 2 28.4 0.6 33 91.4 20.0 68 154.4 46.1 115 239.0
18.3 1 30.2 1.1 34 93.2 20.6 69 156.2 48.9 120 248.0
17.8 0 32.0 1.7 35 95.0 21.1 70 158.0 51.7 125 257.0
17.2 1 33.8 2.2 36 96.8 21.7 71 159.8 54.4 130 266.0
16.7 2 35.6 2.8 37 98.6 22.2 72 161.6 57.2 135 275.0
16.1 3 37.4 3.3 38 100.4 22.8 73 163.4 60.0 140 284.0
15.6 4 39.2 3.9 39 102.2 23.3 74 165.2 62.7 145 293.0
15.0 5 41.0 4.4 40 104.0 23.9 75 167.0 65.6 150 302.0
14.4 6 42.8 5.0 41 105.8 24.4 76 168.8 68.3 155 311.0
13.9 7 44.6 5.6 42 107.6 25.0 77 170.6 71.1 160 320.0
13.3 8 46.4 6.1 43 109.4 25.6 78 172.4 73.9 165 329.0
12.8 9 48.2 6.7 44 111.2 26.1 79 174.2 76.7 170 338.0
12.2 10 50.0 7.2 45 113.0 26.7 80 176.0 79.4 175 347.0
960E-1 41
NOTES
42 960E-1
960E-1 Dump truck
960E-1 1
CEN00003-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Operating instructions
Preparing for operation......................................................................................................................................... 3
Engine start-up...................................................................................................................................................... 6
After engine start-up.............................................................................................................................................. 7
Emergency steering system.................................................................................................................................. 8
Precautions during truck operation....................................................................................................................... 9
Operating on a haul road.................................................................................................................................... 10
Starting on a grade with a loaded truck............................................................................................................... 10
Sudden loss of engine power...............................................................................................................................11
Fuel depletion......................................................................................................................................................11
Towing................................................................................................................................................................. 12
Loading the dump body...................................................................................................................................... 12
Dumping a load................................................................................................................................................... 13
Disabled truck dumping procedure..................................................................................................................... 15
Safe parking procedure....................................................................................................................................... 16
Normal engine shutdown procedure................................................................................................................... 16
2 960E-1
NOTES
960E-1 3
Preparing for operation
The safest trucks are those which have been properly
prepared for operation. At the beginning of each shift,
a careful check of the truck should be made before
attempting to start the engine.
Safety is thinking ahead. Prevention is the best safety
program. Prevent a potential accident by knowing the
employer's safety requirements, all necessary job site
regulations, and use and care of the safety equipment
on the truck. Only qualified operators or technicians
should attempt to operate or maintain a Komatsu
truck.
Safe practices start before the operator gets to the
equipment.
Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
Always use the personal safety equipment
provided for the operator such as hard hats,
safety shoes, safety glasses or goggles. There
are some conditions when protective hearing
devices should also be worn for operator safety.
When walking to and from the truck, maintain a
safe distance from all machines, even if the
operator is visible.
Walk-around inspection
At the beginning of each shift, a careful walk-around
inspection should be performed before attempting to
start the engine. A walk-around inspection is a
systematic ground level inspection of the truck and its
components to ensure that the truck is safe to operate
before entering the operator's cab.
Start at the left front corner of the truck (see the
illustration on the next page) and move in a
counterclockwise direction. Move front-to-rear, across
the rear, and continue forward up the opposite side of
the truck to the original starting point.
If these steps are performed in sequence and are
repeated from the same point and in the same
direction before every shift, many potential problems
may be avoided or scheduled for maintenance.
Unscheduled downtime and loss of production can be
reduced as a result.
Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
permitted, the operator should follow this routine.
High voltage may be present on this truck! DO
NOT open any electrical cabinet doors on this
truck while the engine is running. Never climb on
any power cables or use power cables for
handholds or footholds unless the engine has
been shut down and the system has been verified
to be at rest .
1. Start at left front of truck. Visually inspect all
lights and safety equipment for damage. Make
sure that the lenses are clean and unbroken.
2. Empty the dust collectors on the left side air
cleaner assemblies. A ladder may be necessary
to reach the air cleaners. Make sure that the
battery box covers are in place and secure.
3. Move in front of the left front tire. Inspect the
hub and brake assemblies for leaks and any
abnormal conditions.
4. Make sure that all suspension mounting
hardware is secure. Inspect the mounting key
area for evidence of wear. Make sure that the
suspension extension (exposed piston rod) is
correct and that there are no leaks.
5. With the engine stopped, check the engine oil
level. Use the service light, if necessary.
6. Inspect the air conditioner belts for correct
tension, obvious wear, and tracking. Make sure
that the fan guard is secure and in good
condition. When leaving this point, turn off the
service light if used.
7. Make sure that the anchor end of the steering
cylinder is secure and properly greased.
8. Move outside of the front wheel. Make sure that
all of the mounting nuts/studs are in place and
tight. Check the tires for cuts, damage, or
bubbles. Check for evidence of incorrect tire
inflation.
9. Move in behind the front wheel. Make sure that
the steering cylinder is properly greased and the
mounting hardware is tight. Check the
suspension mounting hardware and suspension
extension. Make sure that the suspension
protective boot is in good condition. Inspect the
hub and brakes for any unusual conditions.
Check the entire area for leaks.
4 960E-1
START HERE
960E-1 5
10. Inspect the sight glass on the hydraulic tank.
With the engine stopped and the body down,
the hydraulic oil level must be visible in the
center of the upper sight glass.
11. Verify that all hydraulic tank shutoff valves are
locked in their fully open positions. The valve
handle should be inline with the hose.
12. Move around the hydraulic tank and in front of
the rear dual tires. Inspect the hoist cylinder for
any damage and leaks. Make sure that both
upper and lower hoist cylinder pins are secure
and properly greased.
13. Look under the lower edge of the chassis to
make sure that the flexible duct that carries the
air from the main blower to the final drive
housing is in good condition. Also, look up at the
main hydraulic pumps to see if there is any
leakage or any other unusual condition with the
pumps or pump drive shafts.
14. Move around the left side dual tires. Make sure
that all wheel nuts/studs are in place and tight.
Inspect the wheel for any oil that would indicate
brake leakage or wheel motor leakage.
15. Check the dual tires for cuts, damage, and
bubbles. Verify that tire inflation is correct. If the
truck has been run on a flat, the tire must be
cooled before moving the truck inside. Check for
any rocks that might be lodged between the
dual tires.
16. Inspect the left rear suspension for damage,
correct rod exposure, and leaks. Ensure that the
covers over the chrome piston rod are in good
condition.
17. Open the rear hatch cover. Inspect for leaks
around the parking brakes. Make sure the
cooling air exhaust ductwork is intact and there
are no obstructions.
18. While standing at the rear hatch, look up to
check that the rear lights and back-up horns are
in good condition. Look up at the anti-sway bar
to check that it is properly greased. Also check
both body hinge pins for proper greasing and
any abnormal condition. Check the hoist limit
switch and clear any mud or debris from the
contacts.
Perform the same inspections on the right rear
suspension.
19. Move around the right side dual tires. Inspect
between the tires for rocks. Inspect the tires for
cuts, damage and proper inflation.
20. Make sure that all wheel nuts/studs are in place
and tight. Inspect the wheel for any oil that
would indicate brake leakage or wheel motor
leakage.
21. Move in front of right dual tires. Inspect the hoist
cylinder in the same manner as the left side.
Make sure the body-up limit switch is secure
and in good condition. Remove any mud or dirt
accumulation from the switch.
22. Move around the fuel tank. Make sure that the
fuel gauge agrees with the fuel gauge in the
cab. Inspect the mounting hardware for the fuel
tank at the upper saddles and at the lower back
side of the tank. Check the hoist filters for leaks.
23. Move in behind the right front wheel. Make sure
that the steering cylinder is properly greased
and the mounting hardware is secure. Check
the suspension mounting hardware and
suspension extension. Make sure that the
suspension protective boot is in good condition.
Inspect the hub and brakes for any unusual
conditions. Check the entire area for leaks.
24. Move out and around the right front wheel.
Make sure that all wheel nuts/studs are in place
and tight.
25. Move behind the front of the right front wheel.
Check the hub and brakes for leaks and any
unusual conditions. Make sure that the steering
cylinder is secure and properly greased. Inspect
the engine compartment for any leaks and
unusual conditions. Inspect the fan guard and
belts. Check for any debris behind the radiator.
26. Move around to the right front of the truck.
Empty the dust collectors on the right side air
cleaner assemblies. A ladder may be necessary
to reach the air cleaners.
27. As you move in front of the radiator, remove any
debris that is stuck in front of the radiator. Check
for any coolant leaks. Inspect the headlights and
fog lights.
28. Inspect the automatic lubrication system tank,
fittings and hoses for leaks.
29. Before climbing the ladder to the decks, make
sure that the ground level engine shutdown
switch is ON. Inspect the fire control actuator.
Make sure that the safety pin and the plastic tie
that prevents accidental actuation are in place
and in good condition. Make sure that the
battery disconnect switches are activated.
6 960E-1

Always mount and dismount ladders facing the
truck. Never attempt to mount or dismount while
the truck is in motion.
30. Always use handrails and ladders when
mounting or dismounting the truck. Clean any
foreign material such as ice, snow, oil or mud
from the ladders and handrails.
If the engine has been running, allow the coolant
to cool before removing the fill cap or draining
the radiator. Serious burns may result if skin
comes in contact with hot coolant.
31. Use the coolant level sight gauge to check the
coolant level in the radiator. If it is necessary to
remove the radiator cap, make sure that the
engine is off, then relieve the coolant pressure
by slowly removing the radiator cap.
32. Inspect the retarding grid covers. Make sure that
the latches are in place and secure. Inspect the
main air inlet to ensure that it is clear. Make sure
that all cabinet door latches are secure.
33. Move around to the rear of the cab. Open the
doors of the hydraulic brake cabinet and check
for leaks.
34. Clean the cab windows and mirrors. Clean out
the cab floor, if necessary. Make sure that the
steering wheel, operator controls, and pedals
are free of any grease or mud.
35. Stow any personal gear in the cab so that it
does not interfere with any operation of the
truck. Dirt or trash buildup, specifically in the
operator's cab, should be cleared. Do not carry
tools or supplies in the cab or on the deck.
36. Adjust the operator seat and the steering wheel
for the most comfort during truck operation.
37. Before operating the truck, read the Operation
and Maintenance Manual to understand the
locations and functions of all operator controls.
Engine start-up
Never attempt to start the engine by shorting
across the starter terminals. This may cause fire,
or serious injury or death to anyone in the
machines path. Start the engine from the
operator seat only.
If the truck is in an enclosure, make sure that
there is adequate ventilation before start-up.
Exhaust fumes are dangerous!
If the truck is equipped with an auxiliary cold
weather heater system, do not attempt to start the
engine while the heaters are in operation.
Damage to the coolant heaters will result.
1. Make sure that all personnel are clear of the
truck before starting the engine. Always sound
the horn as a warning before moving any
controls.
2. Make sure that the directional control lever is in
PARK before starting.
3. Place the rest switch in the ON position to put
drive system in rest mode. For more
information, refer to the Operation and
Maintenance Manual.
960E-1 7
Do not crank an electric starter for more than 30
seconds. Allow two minutes for cooling before
attempting to start the engine again. Severe
damage to the starter motors can result from
overheating.
4. The key switch is a three-position switch
(OFF, RUN, START).
a. Turn the key switch one position clockwise to
the RUN position. All electrical circuits except
the start circuit are activated.
b. Turn the key switch fully clockwise to the
START position and hold this position until
the engine starts. The START position is
spring-loaded and will return the switch to the
RUN position when the key is released.
NOTE: This truck is equipped with an engine prelube
system. With this feature, a noticeable time delay
may occur before engine cranking begins as the
engine lube oil passages are being filled and
pressurized.
5. After the engine has started, place the rest
switch in the OFF position to deactivate the rest
mode.
After engine start-up

Do not leave the truck unattended while the
engine is running. Move the directional control
lever to PARK and turn off the engine before
leaving the truck.
Become thoroughly familiar with the steering, braking
and emergency controls.
1. After the engine has been started and the low
pressure warning systems are normal, test the
steering by turning the steering wheel fully to
the left and right.
If the steering system is not operating properly,
turn the engine immediately. Determine the
steering system problem and have it repaired
before resuming operation.
2. Operate each of the truck's brake circuits at
least twice before operating and moving the
truck. These circuits include the service brake,
parking brake, and brake lock. With the engine
running and the hydraulic circuit fully charged,
activate each circuit individually from the
operator's cab.
If any application or release of any brake circuit
appears sluggish or improper, or if warning
alarms are activated, turn off the engine and
notify maintenance personnel immediately. Do
not operate the truck until the faulty brake circuit
is fully operational.
3. Check the gauges, warning lights, and
instruments before moving the truck to ensure
proper system operation and proper instrument
functioning. Pay special attention to the braking
and steering hydraulic circuit warning lights. If
warning lights come on, turn off the engine
immediately and determine the cause.
4. Make sure that the headlights, worklights, and
taillights are in proper working order. Check the
operation of windshield wiper. Good visibility
may help prevent an accident.
8 960E-1
Emergency steering system
Operation
This truck is equipped with an emergency steering
system. This system is a backup in the event of loss
of oil supply to the main steering system. The
emergency steering system was designed to meet or
exceed SAE J 1511 and ISO 5010 standards.
If the low steering system pressure indicator light and
alarm are activated, a failure in the hydraulic oil
supply to the steering and brake system exists. When
the alarm is activated, typically there is enough
hydraulic pressure stored in the brake and steering
accumulators to allow brief operation of the steering
and brake functions. However, this oil supply is
limited. Therefore, it is important to stop the truck as
quickly and safely as possible after the alarm is first
activated.
If the oil supply pressure drops to a predetermined
level, the low brake pressure warning light will also
illuminate. If the oil pressure continues to decrease,
the brake auto-apply feature will activate the service
brakes to stop the truck.
Pre-operation testing
NOTE: Komatsu recommends that operators perform
this test to verify that the steering accumulator
precharge pressure is adequate at the beginning of
each shift before operating the truck.
1. Park the empty truck on flat, level ground.
Lower the dump body onto the frame and stop
the engine. Make sure that the key switch is in
the OFF position.
2. Wait at least 90 seconds to verify that all
hydraulic pressure has been relieved from the
steering accumulators. Turn the steering wheel
from stop to stop. If the front wheels do not
move, there is no hydraulic pressure.
3. Check the hydraulic tank oil level. The oil level
must be visible in the center of the upper sight
glass and must not cover the entire upper sight
glass. Add oil if necessary. Do not overfill.
4. Turn the key switch to the ON position, but do
not start the engine.
a. Steering system pressure: Verify that the low
steering pressure warning light is illuminated.
If it is not illuminated, immediately notify
maintenance personnel. Do not operate the
truck until the problem is corrected.
b. Steering accumulator precharge: Verify that
the low accumulator precharge warning light
is not illuminated and the warning buzzer is
not sounding. If the warning light is
illuminated and the buzzer is sounding,
immediately notify maintenance personnel.
Do not operate the truck until the problem is
corrected.
5. Start the engine and allow the steering
accumulators to fully charge. Turn the steering
wheel so that the front wheels are straight.
6. Check the hydraulic tank oil level while the
engine is on.
a. If the oil level is visible in center of the lower
sight glass and does not cover the entire
lower sight glass, the steering accumulators
are adequately charged. Proceed to Step 7.
b. If the oil level is below the lower sight glass,
the steering accumulators are not adequately
charged. Stop the engine and turn the key
switch to the OFF position. Immediately
notify maintenance personnel. Do not
operate the truck until the problem is
corrected.
7. If the steering accumulators are adequately
charged, stop the engine by using the engine
shutdown switch. Leave the key switch in the
ON position. This allows the steering
accumulators to retain their hydraulic charge.
The low steering pressure warning light and the
low accumulator precharge warning light should
not illuminate.
8. Turn the steering wheel from stop to stop. The
front wheels should turn fully to the left and to
the right. Also, the low steering pressure
warning light should illuminate and the warning
buzzer should sound.
If the front wheels cannot be turned fully to the
left and right, or if the warning light and buzzer
do not activate, immediately notify maintenance
personnel. Do not operate the truck until the
problem is corrected.
If the truck passes this test, the emergency steering
system is functioning properly.
960E-1 9
Precautions during truck operation
After the engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to ensure 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 the
truck as soon as possible and turn off the engine.
Have the problem corrected before resuming
truck operation.
The truck is equipped with slip/slide control. If
this function becomes inoperative, operating the
truck with stalled or free spinning wheel motors
may cause serious damage to the wheel motors.
If the truck does not begin to move within 10
seconds after depressing the throttle pedal with
the directional control lever in a F or R position,
release the throttle pedal and allow the wheels to
regain traction before accelerating again.
Operate the truck only while properly seated with
seat belt fastened. Keep hands and feet inside
the cab while the truck is in operation.
Do not allow unauthorized personnel to ride in or
on the truck. Do not allow anyone to ride on the
ladder of the truck.
Always look to the rear before backing the truck.
Watch for and obey the ground spotter's hand
signals before making any reverse movements.
The spotter should have a clear view of the entire
area at the rear of the truck.
When backing up the truck, give a back-up signal
of three blasts on the horn. When starting
forward, give two blasts on the horn. These
signals must be given each time the truck is
moved forward or backward.
Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
Check the gauges and instruments frequently
during operation for proper readings.
Observe all regulations pertaining to the job site's
traffic pattern. Be alert to any unusual traffic
pattern. Obey the spotter's signals.
Match the truck speed to haul road conditions.
Slow down the truck in congested areas. Keep a
firm grip on the steering wheel at all times.
Do not allow the engine to run at idle for extended
periods of time.
When the truck body is in the dump position, do
not allow anyone beneath it unless the body-up
retaining pin or cable is in place.
Do not use the brake lock for parking. With the
engine stopped, hydraulic pressure will bleed
down, allowing the brakes to release.
Check the brake lock performance periodically for
safe loading and dump operation.
Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges or the edge of a fill area.
Do not drive over unprotected power cables.
Check the tires for proper inflation periodically
during your shift. If the truck has been run on a
flat or under-inflated tire, it must not be parked
in a building until the tire cools.
10 960E-1
Operating on a haul road
Always stay alert! If you are unfamiliar with the
haul road, drive with extreme caution. The cab
doors should remain closed at all times if the
truck is in motion or unattended.
Obey all road signs. Keep the truck under control
at all times. Govern the truck speed according to
the road conditions, weather, and visibility. Report
poor haul road conditions immediately. Muddy or
icy roads, pot holes, or other obstructions can
present hazards.
Initial propulsion with a loaded truck should begin
from a level surface whenever possible. If starting
on a hill or grade cannot be avoided, refer to
"Starting on a grade with a loaded truck".
Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
Maintain a safe distance when following another
vehicle. Never follow another vehicle in the same
lane closer than 15 m (50 ft), or 30 m (100 ft) on a
downgrade.
Do not pass another truck on a hill or blind curve.
Only use areas designated for passing. Before
passing, make sure that the road ahead is clear. If
a disabled truck is blocking your lane, slow down
and pass with extreme caution.
Do not stop or park on a haul road unless it is
unavoidable. If you must stop, move the truck to a
safe place, move the directional control lever to
PARK and turn off the engine before leaving the
cab. Chock the wheels securely and notify
maintenance personnel for assistance.
Before driving uphill or downhill, maintain a speed
that will ensure safe driving and provide effective
retarding under all conditions. Refer to the grade/
speed chart in the operator cab to determine the
maximum safe truck speeds for descending
various grades with a loaded truck.
When operating the truck in darkness, or when
visibility is poor, do not move the truck unless all
headlights, clearance lights, and tail lights are on.
Do not back up the truck if the backup horn or
lights are inoperative. Always dim the headlights
when meeting oncoming vehicles.
If the emergency steering light and/or low brake
pressure warning light illuminate during
operation, steer the truck immediately to a safe
area away from other traffic, if possible, and stop
the truck.
Starting on a grade with a loaded truck
Initial propulsion with a loaded truck should begin
from a level surface whenever possible. If the truck
must be started on a hill or grade, use the following
procedure:
1. Fully depress the service brake pedal. Do not
use the retarder lever to hold the truck on the
grade. With the service brakes fully applied,
move the directional control lever to a drive
position (FORWARD or REVERSE) and
increase the engine rpm with the throttle pedal.
2. As the engine rpm approaches the maximum,
and the operator senses the propulsion effort
working against the brakes, release the brakes
and let truck movement start. Completely
release the service brake pedal. As the truck
speed increases above 5 - 8 kph (3 - 5 mph),
the propulsion system controller (PSC) will drop
the propulsion if the retarder is still applied.
NOTE: Releasing and re-applying dynamic retarding
during a hill start operation will result in loss of
propulsion.
960E-1 11
Sudden loss of engine power
If the engine suddenly stops, there is enough
hydraulic pressure stored in the brake accumulators
and steering accumulators to allow the operation of
the steering and brake functions. However, this oil
supply is limited, so it is important to stop the truck as
quickly and safely as possible after the loss of engine
power.
If the brake supply pressure drops to a pre-
determined level, the low brake oil pressure warning
light will illuminate and sonalarm will sound. If the
brake pressure continues to decrease, the auto-apply
feature will activate and the service brakes will apply
automatically to stop the truck.
1. Bring the truck to a safe stop as quickly as
possible by using the foot pedal to apply the
service brakes. If possible, safely steer the truck
to the side of the road while braking.
Dynamic retarding will not be available. Do not
use the service brakes for continuous retarding
purposes.
2. Move the directional control lever to PARK as
soon as the truck has stopped moving.
3. Turn the key switch to the OFF position and
notify maintenance personnel immediately.
4. If traffic is heavy near the disabled machine,
mark the truck with warning flags during daylight
hours or use flares at night. Adhere to local
regulations.
Fuel depletion
The high pressure injection (HPI) fuel system uses
fuel to adjust fuel delivery timing by creating a
hydraulic link between the upper plunger and the tim-
ing plunger. Metered fuel is also used for lubricating
the injector plunger and barrel. The maximum
demand for metered fuel is required during high
speed / low load conditions.
Operating the truck to fuel depletion forces the
injector train into a no-follow condition. No fuel
flow between the plungers may cause damage to
the injectors and the overhead due to adhesive
wear, resulting in costly repairs and unnecessary
downtime.
Allowing the Komatsu truck to operate until fuel
depletion can lead to unsafe operating conditions
possibly resulting in an uncontrollable vehicle
and/or personal injury.
12 960E-1
Towing
Before towing a truck, many factors must be
carefully considered. Serious personal injury
and/or significant property damage may result if
important safety practices, procedures and
preparation for moving heavy equipment are not
observed.
Do not tow the truck faster than 8 kph (5 mph).
NOTE: Information about special towing attachments
is available from your Komatsu service
representative.
A disabled machine may be towed after the following
precautions have been taken.
1. Turn off the engine.
2. If equipped, install hydraulic connections for
steering and dumping between towing and
towed vehicles. Check the towed vehicle
braking system.
3. If the truck is loaded, dump the entire load.
Never pull or tow a loaded truck. Refer to
"Disabled truck dumping procedure".
4. Make sure that the tow bar has adequate
strength (approximately 1.5 times the gross
vehicle weight of truck being towed).
5. Make sure that the towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
6. Chock the disabled trucks wheels to prevent
movement while attaching the tow bar.
7. Release the disabled trucks brakes and remove
the blocking.
Sudden movement may cause tow bar failure,
resulting in possible uncontrolled truck rolling
and serious personal injury. Smooth, gradual
truck movement will help prevent tow bar failure.
8. Minimize the tow angle at all times. Never
exceed 30 degrees. The towed truck must be
steered in the direction of the tow bar.
Loading the dump body
1. Pull into the loading area with caution. Remain
at a safe distance while the truck ahead is being
loaded.
2. When approaching or leaving a loading area,
watch out for other vehicles and personnel
working in the area.
3. When pulling in under a loader or shovel, follow
the spotter or shovel operators 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
similar pattern.
4. During loading, the operator must stay in the
cab with the engine running. Place the
directional control lever in NEUTRAL and apply
the brake lock.
5. When loaded, pull away from shovel as quickly
as possible but with extreme caution.
960E-1 13
Dumping a load
Raising the dump body
1. Pull into the dump area with extreme caution.
Make sure the area is clear of persons and
obstructions, including overhead utility lines.
Obey signals directed by the spotter, if present.
2. Avoid unstable areas. Stay a safe distance from
the edge of the dump area.
To prevent tipping or rolling, position the truck on
a solid, level surface before dumping. As the
body raises, the truck center of gravity will move.
3. Carefully maneuver the truck into the dump
position. When backing the truck into the dump
position, use only the foot-operated brake pedal
to stop and hold the truck. Do not rely on the
wheel brake lock to stop the truck. This control
is not modulated and applies the rear service
brakes only.
4. When the truck is stopped and in the dump
position, apply the brake lock and move the
directional control lever to NEUTRAL.
Dumping 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 movement
may jolt the truck violently, possibly causing
injury to the operator and/or damage to the hoist
cylinders, frame, and/or body hinge pins.
5. Pull the lever to the rear to actuate the hoist
circuit. Releasing the lever anywhere during
hoist up will hold the body at that position.
6. Raise the engine rpm to accelerate the hoist
speed.
If dumping very large rocks or sticky material,
slowly accelerate the engine to raise the body.
When the material starts to move, release the
hoist lever to the HOLD position. If the material
does not continue moving and clear the body,
repeat this procedure until the material has
cleared the body.
7. Reduce the engine rpm as the last stage of the
hoist cylinder begins to extend. Let the engine
go to low idle as the last stage reaches half-
extension.
8. Release the hoist lever as the last stage of the
hoist cylinder reaches full extension.
9. After the material being dumped clears the
body, lower the body to the frame.
14 960E-1
Lowering the dump body (on flat ground)
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
clear the material) before the body can be lowered.
1. Move the directional control lever to
FORWARD, release the brake lock, depress the
override button, and drive just far enough
forward for the body to clear the material.
2. Stop, move the directional control lever to
NEUTRAL, and apply the brake lock.
3. Move the hoist lever forward to the LOWER
position. Release the lever to place the hoist
control valve in the FLOAT position, which
allows the body to return to the frame.
If dumped material builds up at the rear of the
body and the body cannot be lowered, then per-
form the following steps:
a. Move the hoist lever back to the RAISE posi-
tion to fully raise the dump body. Then
release the hoist lever so it returns to the
HOLD position.
b. Move the directional control lever to FOR-
WARD, release the brake lock, depress the
override button, and drive forward to clear
the material.
c. Stop, move the directional control lever to
NEUTRAL, apply the brake lock, and lower
the body.
NOTE: Failure to hoist the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
Do not move the truck with the dump body raised
except in an emergency. Failure to lower body
before moving truck may cause damage to hoist
cylinders, frame and/or body hinge pins.
4. With the body returned to frame, move the
directional control lever to FORWARD, release
the brake lock, and leave the dump area
carefully.
Lowering the dump body (over a berm or into a
crusher)
1. Move the hoist lever forward to the DOWN
position. Release the lever to place the hoist
control valve in the FLOAT position, which
allows the body to return to the frame.
If dumped material builds up at the rear of the
body and the body cannot be lowered, perform
the following steps:
a. Move hoist lever back to the HOIST position
to fully raise the dump body. Release the
hoist lever so it returns to the HOLD position.
NOTE: Do not drive forward if the tail of body will not
clear the crusher wall in the fully raised position.
b. Move the directional control lever to FOR-
WARD, release the brake lock, depress the
Override button, and drive forward to clear
the material.
c. Stop, move the directional control lever to
NEUTRAL, apply the brake lock and lower
the body.
NOTE: Failure to hoist the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
Do not move the truck with the dump body raised
except in an emergency. Failure to lower the body
before moving the truck may cause damage to
the hoist cylinders, frame and/or body hinge pins.
2. With the body returned to the frame, move the
directional control lever to FORWARD, release
the brake lock, and leave the dump area
carefully.
960E-1 15
Disabled truck dumping procedure
Sometimes it is necessary to dump a load from the
body of a truck if the hoist system is inoperable. The
following instructions describe the use of a good
truck to provide the hydraulic power required to raise
the body of the disabled truck to dump the load.
Figure 00-1 illustrates a typical hookup from the good
truck. The disabled truck may be the same truck
model or a different Komatsu truck model.
Hookup
1. Make sure that there is an adequate, clear area
to dump the loaded body. Park the good truck
as close as possible to the disabled truck.
2. Turn off the engine and allow the hydraulic
system to depressurize before connecting the
hoses.
3. Attach a hose from power up quick disconnect
(4, Figure 00-1) to the power down circuit of the
disabled truck.
NOTE: The hose for the power up circuit must be
rated for at least 17 000 kPa (2,500 psi). The power
down circuit will use a smaller diameter hose.
4. Connect another hose from power down quick
disconnect (3) to the power up circuit of the
disabled truck.
NOTE: If both trucks are the same model, the hoses
will be installed at the quick disconnects shown in
Figure 00-1 and will be crossed when connected.
Raising the body
1. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist pilot valve in the HOLD position (leave
in this position during entire procedure).
2. On the good truck, start the engine, place the
hoist control in the LOWER position and
increase the engine rpm to high idle to dump the
disabled truck.
3. If the body of the disabled truck fails to raise,
increase the power down relief pressure of the
good truck as follows and repeat Step 2:
a. Turn off engine and allow the hydraulic
system to depressurize.
b. Remove the cap from the hoist pilot valve
relief valve located in the hydraulic brake
cabinet. While counting the number of turns,
slowly turn the relief valve adjustment screw
clockwise until it bottoms.
Lowering the body
1. Place the hoist lever of the good truck in FLOAT
to lower the body. If necessary, momentarily
place the hoist control in RAISE until the body is
able to descend in FLOAT. Do not accelerate
the engine.
2. After the body is lowered, turn off the engine,
allow the hydraulic system to depressurize, and
disconnect the hoses.
3. If necessary, reduce the power down relief valve
pressure of the good truck to normal by turning
the adjustment counterclockwise the same
number of turns as required in Step 2 of
"Raising the body".
4. Check the power down relief pressure of the
good truck. Refer to Testing and adjusting
section Steering, brake cooling and hoist
hydraulic system.
5. Check the hydraulic tank oil level. Add oil, if
necessary.
FIGURE 00-1. PUMP MODULE, HOSE HOOKUP
1. Hoist Valve
2. Tubes to LH Hoist Cylinder
3. Power Down Quick Disconnect
4. Power Up Quick Disconnect
5. Overcenter Manifold
16 960E-1
Safe parking procedure
Continue to use safety precautions when preparing
for parking and engine shutdown.
If the truck is being used in consecutive shifts, any
questionable truck performance the operator may
have noticed must be checked by maintenance
personnel before the truck is released to another
operator.
1. Park the truck on level ground, if possible. If the
truck must be parked on a grade, position the
truck at a right angle to the grade.
2. The directional control lever must be in PARK
and chocks must be placed in front of and
behind the wheels so the truck cannot roll. Each
truck should be parked at a reasonable distance
from one another.
Do not activate the wheel lock feature when the
parking brake is activated. Bleed down of
hydraulic pressure may occur, causing the truck
to roll away.
3. Haul roads are not safe parking areas. In an
emergency, pick the safest spot that is 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.
Normal engine shutdown procedure
1. Stop the truck out of the way of other traffic on a
level surface. Make sure that there are no
overhead power lines or other obstructions in
case the dump body must be raised.
2. Reduce the engine speed to idle.
3. Place the directional control lever in PARK.
Make sure that the parking brake applied
indicator light is illuminated.
4. Place the rest switch in the ON position to put
the AC drive system in the rest mode. Make
sure that the rest mode indicator light is
illuminated.
5. Turn the key switch to the OFF position. A
shutdown timing sequence will be activated
automatically to allow the engine to cool down
before it is turned off. The timing sequence may
last up to three minutes.
If the engine does not shut down after the timing
sequence is done, use the engine shutdown
switch on the operator cab center console. Pull
this switch up until the engine stops.
6. With the key switch OFF and engine stopped,
wait at least 90 seconds for the steering
accumulators to depressurize completely. Make
sure that the steering circuit is completely
depressurized by turning the steering wheel
back and forth several times. The front wheels
should not turn when the hydraulic pressure is
relieved. If the front wheels can still be turned,
notify maintenance personnel.
7. Make sure that the link voltage light in the
control cabinet is off. Notify maintenance
personnel if the light remains illuminated for
longer than five minutes after the engine is shut
down.
8. Close and lock all windows. Remove the key
from the key switch and lock the cab to prevent
unauthorized truck operation. Dismount the
truck properly. Put wheel chocks in place behind
and in front of each tire.
960E-1 17
NOTES
18 960E-1
960E-1 Dump truck
960E-1 1
CEN01001-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
01 Specification
Specification and technical data
Specification drawing............................................................................................................................................ 3
Specifications........................................................................................................................................................ 4
Weight table.......................................................................................................................................................... 6
Fuel, coolant and lubricants.................................................................................................................................. 7
CEN01001-00 01 Specification
2 960E-1
NOTES
01 Specification CEN01001-00
960E-1 3
Specification drawing
4 960E-1
Specifications
Specification Value
W
e
i
g
h
t
Empty 248 730 kg (548,357 lbs)
Max. load 327 332 kg (721,643 lbs)
Gross 576 062 kg (1,270,000 lbs)
W
e
i
g
h
t
d
i
s
t
r
i
b
u
t
i
o
n
Empty
front 117 845 kg (259,804 lbs)
rear 130 885 kg (288,553 lbs)
Gross
front 199 580 kg (440,000 lbs)
rear 376 482 kg (830,000 lbs)
P
e
r
f
o
r
m
a
n
c
e
Dump body capacity
Struck 191 m
3
(250 yd
3
)
Heaped (2:1) 239 m
3
(313 yd
3
)
Max. travel speed 64.5 kph (40 mph)
Gradeability 22.3% @ stall
Min. turning radius 31.9 m (104 ft 8 in)
Dumping angle 45
D
i
m
e
n
s
i
o
n
s
Overall length 15.60 m (51 ft 2 in)
Overall width 9.60 m (31 ft 6 in)
Overall height 7.37 m (24 ft 2 in)
Wheel base 6.65 m (21 ft 10 in)
Ground clearance (empty) 1.02 m (3 ft 4 in)
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Model KOMATSU SSDA18V170
Type
4-cycle, water-cooled, direct injection,
with turbocharger, aftercooler and intercooler
No. of cylinders - Bore x stroke 18 - 170 mm x 190 mm (6.7 in. x 7.5 in.)
Piston displacement 78 L (20.6 gal)
Rated output 2 611 kW (3,500 hp) @ 1,900 rpm
Max. torque 13 771 Nm (10,157 ft lb)
Min. fuel consumption 0.323 lb/hp-hr
Cranking motor 24V, 7.5 kW X 2 units
Battery charging alternator 24V, 240A
Batteries 12V, 1450 CCA, 8D type X 4 units
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Motorized wheels AC induction traction motors
Standard gear ratio 32.62:1
Continuous dynamic retarding 4476 kW (6000 hp)
960E-1 5
Specification Value
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Type Fully hydraulic
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Suspension method
Front axle Sliding pillar
Rear axle Hydro-pneumatic
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Size 56/80 R63
Min. tire pressure 600 kPa (87 psi)
Tread (standard tire)
Front wheel 105 mm (4.1 in.)
Rear wheel 105 mm (4.1 in.)
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Service brakes (front and rear) Multiple wet disc
Parking brake Multiple dry disc
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Steering/brake pump
Type Pressure compensated piston type
Delivery
@ 1900 rpm
246 liters/min (65 gpm)
Hoist/brake cooling
pump
Type Tandem gear type
Delivery
@ 1900 rpm
931 liters/min (246 gpm)
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Hoist cylinder
Type 3-stage, piston type
Bore x stroke
1st stage - 355.6 mm x 929.9 mm
(14.00 in x 36.61 in)
2nd stage - 298.5 mm x 945.9 mm
(11.75 in x 27.24 in)
3rd stage - 241.3 mm x 945.9 mm
(9.50 in x 27.24 in)
Steering cylinder
Type
Piston type, double acting
with accumulator assist
Bore x stroke
180 mm x 642.1 mm
(7.09 in x 25.28 in)
6 960E-1
Weight table
NOTE: This weight table is a guide for use when transporting or handling a component.
Component Weight
Power module 13 355 kg (29,443 lbs)
Engine assembly 10 300 kg (22,701 lbs)
Radiator and shroud assembly 2 100 kg (4,630 lbs)
Main traction alternator 4 710 kg (10,384 lbs)
Fuel tank assembly 2 056 kg (4,533 lbs)
Hydraulic tank assembly 590 kg (1,300 lbs)
Front suspension cylinder assembly 3 255 kg (7,176 lbs)
Rear suspension cylinder assembly 913 kg (2,013 lbs)
Hoist cylinder and bushing assembly 998 kg (2,200 lbs)
Steering cylinder assembly 193 kg (426 lbs)
Tie rod 365 kg (805 lbs)
Bleed down manifold 170 kg (375 lbs)
Pump/hoist valve module 750 kg (1,653 lbs)
Hoist pump 136 kg (300 lbs)
Steering/brake pump 90 kg (198 lbs)
Hoist valve 189 kg (417 lbs)
Overcenter valve manifold 114 kg (250 lbs)
Mounting structure 140 kg (309 lbs)
Spindle, hub and brake assembly 5 180 kg (11,420 lbs)
Front spindle and hub 3 370 kg (7,430 lbs)
Steering arm 346 kg (763 lbs)
Front brake assembly 1 460 kg (3,219 lbs)
Rear axle 27 457 kg (60,532 lbs)
Axle housing 7 312 kg (16,120 lbs)
Electric wheel motor 5 440 kg (11,993 lbs)
Electric wheel transmission 12 885 (28,407lbs)
Rear brake assembly 1 820 kg (4,012 lbs)
Parking brake 159 kg (350 lbs)
Final frame structure 29 177 kg (64,324 lbs)
Dump body 42 851 kg (94,470 lbs)
Cab assembly 2 268 kg (5,000 lbs)
Hydraulic brake cabinet 215 kg (475 lbs)
Main electrical control cabinet 3 176 kg (7,000 lbs)
Auxiliary control cabinet 306 kg (675 lbs)
Retarding grid 2 494 kg (5,500 lbs)
Right deck 1 024 kg (2,258 lbs)
Left deck 707 kg (1,559 lbs)
Center deck 286 kg (631 lbs)
960E-1 7
Fuel, coolant and lubricants
Mixing rate of water and anti-freeze
Reservoir Fluid type Recommended fluids
Engine oil pan
Engine oil reserve tank
Engine oil
See engine manufacturers
service manual.
Hydraulic tank Hydraulic oil C-4 type (SAE 10W)
Suspension cylinders
Suspension oil with friction
modifier
See "Suspension cylinder oil and
nitrogen specifications".
Grease fitting
Auto lube tank
Multi-purpose extreme pressure
grease
NLGI No. 2
Wheel motor Heavy duty synthetic gear oil
See drive system manufacturers
service manual.
Cooling system Coolant
service manual.
Fuel tank Diesel fuel
service manual.
Percentage of anti-freeze Protection To:
10% -5 C (23 F)
20% -9 C (16 F)
25% -11 C (11 F)
30% -16 C (4 F)
35% -19 C (-3 F)
40% -24 C (-12 F)
45% -30 C (-23 F)
50% -36 C (-34 F)
55% -44 C (-48 F)
60% -52 C (-62 F)
8 960E-1
Suspension cylinder oil and nitrogen specifications
HYDRAIR
II oil specifications
Ambient Temperature
Range
Part No. Approved Sources
-34.5C & above
(-30F & above)
VJ 3911
(need to add
6% of
AK3761)
Mobil 424
Mobil 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
AK4063
Suspension Oil (premixed with
6% Friction Modifier)
5 Gallon container
AK4064 55 Gallon container
-48.5C & above
(-55F & above)
VJ 5925
(need to add
6% of
AK3761)
Emery 2811, SG-CD,
5W-30
Mobil Delvac I, 5W-30
Petro Canada Super Arctic Motor
Oil, 0W-30
Conoco High Performance
Synthetic Motor Oil, 5W-30
AK4065
Suspension Oil (premixed with
5 Gallon container
AK4066 55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.
VJ3911 and VJ5925 oils are supplied in 19 L (5 gal) cans.
Friction modifier
Friction modifier mixing instructions
(94% suspension oil, 6% friction modifier)
Part number Amount of suspension oil Amount of friction modifier to add
AK3761
(5 Gallon container of
1 gallon of suspension oil add 7.7 oz.
5 gallons of suspension oil add 38.4 oz.
55 gallons of suspension oil add 3.3 gal.
Nitrogen gas (N
2
) specifications
Nitrogen gas used in HYDRAIR
II
Suspension Cylinders must meet or
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas
Property Value
Nitrogen 99.9% Minimum
Water 32 PPM Maximum
Dew Point -55C (-68F) Maximum
Oxygen 0.1% Maximum
960E-1 9
NOTES
10 960E-1
960E-1 Dump truck
960E-1 1
CEN10001-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
10 Structure, functions and
maintenance standard
Steering circuit
Steering circuit operation...................................................................................................................................... 3
Steering circuit components.................................................................................................................................. 5
Flow amplifier operation........................................................................................................................................ 8
Steering/brake pump operation........................................................................................................................... 17
Steering cylinder wear data................................................................................................................................. 20
CEN10001-00 10 Structure, functions and maintenance standard
2 960E-1
NOTES
10 Structure, functions and maintenance standard CEN10001-00
960E-1 3
Steering circuit operation
Steering/brake pump (8, Figure 10-1) supplies oil to
bleed down manifold (5) after passing through high
pressure filter (9). This oil supply is then distributed to
the various circuits.
The bleed down manifold performs many functions,
including distribution of the steering circuit oil supply
to steering accumulators (3) and flow amplifier (4). Oil
is also provided to the brake circuit, the hoist circuit,
the automatic lubrication system pump, and the
optional radiator shutters, if installed.
1. Steering Cylinders
2. Manifold
3. Steering Accumulators
4. Flow Amplifier
5. Bleed Down Manifold
6. Hydraulic Tank
7. Shutoff Valve
8. Steering/Brake Pump
9. High Pressure Filter
10. Hoist Pump
FIGURE 10-1. STEERING CIRCUIT COMPONENTS - TYPICAL (Bottom View)
4 960E-1
Oil pressure from the bleed down manifold is routed
back to the steering/brake pump and sensed by the
ACC port on the unloader valve located on the bot-
tom of the steering/brake pump case. The unloader
valve regulates the system pressure between 22 060
kPa (3,200 psi) and 34 130 kPa (3,500 psi). Steering
pressure switch (7, Figure 10-2) on the bleed down
manifold activates a warning on the instrument panel
if steering system pressure drops below 15 900 kPa
(2,300 psi).
Two nitrogen precharged steering accumulators (3,
Figure 10-1) are mounted on the left frame rail behind
the front tire. They provide an oil supply that is suffi-
cient to allow the operator to steer the truck off the
haul road and park in a safe area if a loss of steering
circuit oil occurs. Steering accumulator bleed down
solenoid (6, Figure 10-2) on the bleed down manifold
is electrically activated to bleed the pressurized
hydraulic oil from inside the accumulators back to the
hydraulic tank whenever the key switch it turned to
the OFF position.
The bleed down manifold and steering accumulators
supply oil to flow amplifier (4, Figure 10-1). The flow
amplifier directs oil flow to the appropriate ports on
the steering cylinders as determined by inputs from
steering control unit (1, Figure 10-3) as the operator
steers the truck.
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, which in turn provides a high volume of oil
to steering cylinders (1, Figure 10-1). Hydraulic oil at
the opposite ends of the steering cylinders flows back
through the flow amplifier and bleed down manifold to
hydraulic tank (6).
Oil flow to the brake apply circuit flows through a
check valve, preventing loss of oil in the brake circuit
if a loss of oil occurs in the steering circuit. Refer to
Structure, functions and maintenance standard sec-
tion Brake circuit for more information.
FIGURE 10-2. BLEED DOWN MANIFOLD
1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Spare Pressure Port
4. VHMS Pressure Sensor (Port TP2)
5. To Brake System
6. Steering Accumulator Bleed down Solenoid
7. Steering Pressure Switch
8. Supply To Flow Amplifier
9. Return From Flow Amplifier
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 4100 kPa (600 psi)
13. Relief Valve, 27,500 kPa (4000 psi)
14. Auto Lube Pump Supply Port
15. Hoist Up Limit Solenoid Valve
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
20. Feedback Pressure to Unloader valve
21. Supply From Pump
22. Test Port (TP3)
23. Pilot Operated Check Valve
24. Quick Disconnect, Supply Port
25. Quick Disconnect, Return Port
960E-1 5
Steering circuit components
Steering control unit
Steering control unit (1, Figure 10-2) is mounted
inside the cab and is directly coupled to the lower end
of the steering column.
Operation of the steering control unit is both manual
and hydraulic in effect. This component 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.
High pressure filter
High pressure filter (9, Figure 10-1) filters oil for the
steering and brake circuits.
If the filter element becomes restricted, a warning on
the instrument panel is activated at 241 kPa (35 psi)
differential. Oil will start to bypass the element when
the pressure differential exceeds 345 kPa (50 psi).
Steering accumulators
Two bladder type steering accumulators (3, Figure
10-1) are mounted on the left side of the truck. Each
accumulator has a capacity of 62 liters (16.5 gallons),
and each is precharged to 9 650 kPa (1,400 psi) with
pure dry nitrogen.
Oil entering the accumulators compresses the nitro-
gen in the bladder. The nitrogen pressure increases
directly with steering circuit pressure. When steering
circuit pressure reaches 34 130 kPa (3,500 psi), the
unloader valve will unload the pump. The accumula-
tors will contain a quantity of oil, under pressure and
held by check valves in the bleed down manifold, that
will be available for steering the truck. When system
pressure drops to 22 060 kPa (3,200 psi), the pump
output will again increase to refill the accumulators
and increase the steering system pressure. The
accumulators also provide oil for a limited period of
time to be used in case the steering/brake pump
becomes inoperative.
A pressure switch located in the top of each accumu-
lator monitors the precharge pressure when the key
switch is turned ON before the engine is started. If
the nitrogen pressure drops below 7 600 kPa (1,100
psi), a warning on the instrument panel is activated. A
latching circuit prevents the warning from turning off
when the engine is started and steering system pres-
sure compresses the remaining nitrogen in the accu-
mulator.
Do not operate the truck with a precharge
pressure of less than 7600 kPa (1100 psi) in the
accumulator. Low nitrogen pressure may not
provide an adequate supply of steering system
oil in some emergency conditions.
If the low precharge warning remains active, wait
approximately three minutes after the steering
accumulators are completely depressurized to
check the accumulator precharge pressure and
recharge the accumulator, if necessary.
1. Steering Control Unit T: Tank Port
L: Left Steer Port
P: Pressure Supply Port
R: Right Steer Port
LS: Load Sense Port
FIGURE 10-3. STEERING CONTROL UNIT
6 960E-1
Bleed down manifold
Bleed down manifold (5, Figure 10-1) is located on
the outside of the left frame rail just behind the accu-
mulators.
The bleed down manifold receives oil from the steer-
ing/brake pump through a high pressure filter and
directs oil to the steering accumulators, flow ampli-
fier, brake circuit, and the automatic lubrication sys-
tem pump. The manifold also provides hoist circuit
control when the body is raised.
Relief valve (13, Figure 10-2) limits the hydraulic sup-
ply pressure to the steering and brake circuits to 27
500 kPa (4,000 psi). Relief valve (12) provides maxi-
mum pressure protection of 4 100 kPa (600 psi) for
the oil returning to the hydraulic tank.
NOTE: The relief valves, steering accumulator bleed
down solenoid, and hoist up limit solenoid are factory
preset and cannot be individually rebuilt.
Steering accumulator bleed down solenoid
Each time the key switch is turned OFF with the truck
stopped, steering accumulator bleed down solenoid
(6) is energized. When the solenoid is energized, all
hydraulic steering pressure (including the accumula-
tors) is bled back to the hydraulic tank. Brake pres-
sure, however, will not bleed down due to internal
check valves in the brake manifold and bleed down
manifold.
After approximately 90 seconds, the solenoid will de-
energize to close the return port to the hydraulic tank.
By this time, all the oil in the accumulators should be
returned to the hydraulic tank. At startup, the steering
circuit and brake circuit will be charged. Steering
pressure switch (7, Figure 10-2) will activate a low
steering pressure warning until steering pressure
reaches 15 900 kPa (2,300 psi).
If steering pressure falls below 15 900 kPa (2,300
psi) during operation, the low steering pressure warn-
ing light will illuminate until pressure returns to nor-
mal.
Hoist up limit solenoid
Hoist up limit solenoid (24, Figure 10-4) is a 3-way
valve that is activated by the hoist limit switch when
the hoist cylinders approach the maximum extension
limit. When activated, the solenoid will close the
power up pilot line to the hoist valve from the hoist
pilot valve mounted in the hydraulic cabinet.
Pilot operated check valve (30) is opened by power
down pilot pressure line (19) to allow oil in the raise
port to bypass hoist up limit solenoid (24) for the ini-
tial power down operation while the solenoid is acti-
vated by the hoist limit switch.
Refer to Structure, functions and maintenance stan-
dard section Hoist circuit for more information.
Quick disconnect ports
Two quick disconnect ports on the bleed down mani-
fold allow service personnel to connect an external
hydraulic supply to allow operation of the truck steer-
ing and service brakes if the steering/brake pump or
engine is not operational.
The external supply is connected to port (24, Figure
10-2) and the return is connected to port (25). This
feature should only be used for an emergency to
allow operation of the truck to return to the shop for
service or to move the truck out of haul road traffic.
Flow amplifier
Flow amplifier (4, Figure 10-1), located on the left
frame rail in front of the accumulators, provides the
steering circuit with the high volume of oil required for
the steering cylinders.
The flow amplifier uses the amount of flow from the
steering control unit to determine a proportional
amount of flow to send from the bleed down manifold
to the steering cylinders.
960E-1 7
FIGURE 10-4. BLEED DOWN MANIFOLD SCHEMATIC
1. Steering/Brake Pump Inlet
2. VHMS Steering Pressure Test Port (TP2)
3. Steering Accumulator
4. APU Port
5. Pressure Feedback (to Steering Pump)
6. Steering Pressure Switch
7. (Not used)
8. Radiator Shutters (If installed)
10. Brake Circuit Supply
11. Steering Accumulator
12. Steering Circuit Supply to Flow Amplifier
13. Quick Disconnect, Supply Port
14. Steering Circuit Return From Flow Amplifier
15. Quick Disconnect, Return Port
16. Spare Return Port
17. Auto Lube Pump Supply
18. Hoist Pilot Return
19. Hoist Pilot Power Down
20. Hoist Pilot Power Up
21. Tank Return Port
22. Hoist Power Up
23. Hoist Power Down
24. Hoist Up Limit Solenoid
25. Relief Valve - 27 500 kPa (4,000 psi)
26. Cavity Plug
27. Steering Accumulator Bleed down Solenoid
28. Relief Valve - 4 100 kPa (600 psi)
31. Test Port (TP3)
8 960E-1
Flow amplifier operation
Refer to Figure 10-5 through Figure 10-8 for oil flow
paths during the following conditions:
No steer
Steering left
Steering right
No steer, external shock load
No steer
Refer to Figure 10-5.
High pressure oil from the steering pump and steer-
ing accumulators is available through the bleed down
manifold to the HP port on the flow amplifier.
Upon entering the priority valve, the oil 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 steering control unit, the oil goes to a
closed area in the control.
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 3 500 kPa
(500 psi), the spool moves, compressing its spring
and closing off oil supply through area A, resulting
in high pressure at PP but only 3 500 kPa (500 psi)
at the amplifier spool and steering control unit.
960E-1 9
FIGURE 10-5. FLOW AMPLIFIER - NO STEER
10 960E-1
Steering left
When the operator turns the steering wheel to the
left, the steering control unit is opened to allow oil
coming in port P to pass to the gerotor section of
the control 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 and
goes to a closed area B in the directional valve.
As pressure in area B 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
amplifier valve, through holes in sleeve E to a pas-
sage between sleeve E and valve F, and 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 outside of sleeve E, around pin
H, through orifice J to build pressure on the end of
the amplifier valve, and opens hole G just 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 pro-
portion as 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
amplifier 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, pass through the direc-
tional valve to area M, pass through return check
valve N, and exit port HT to the hydraulic reser-
voir.
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 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.
The flow amplifier valve includes a relief valve in the
priority valve spring area that is used to control maxi-
mum steering working pressure to 21 000 kPa (3,045
psi), even though supply pressure coming in to port
HP is higher. When 21 000 kPa (3,045 psi) is
obtained, the relief valve prevents the LS pressure
from increasing, thereby allowing the priority valve to
compress the spring enough to close off area A
when 21 000 kPa (3,045 psi) is present.
960E-1 11
FIGURE 10-6. FLOW AMPLIFIER - STEERING LEFT
12 960E-1
Steering right
There are only a few differences between steering
left and steering 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 oil flows through the amplifier valve in exactly the
same way. 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 to the
right.
The returning oil comes back through port CL to go
to the tank. The LS oil operates exactly the same as
steering left.
960E-1 13
FIGURE 10-7. FLOW AMPLIFIER - STEERING RIGHT
14 960E-1
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 creates a hydraulic lock on the steering cylinders
to prevent their movement.
If the tires hit an obstruction that causes a large
shock load, forcing the wheels to the left, increased
pressure will occur in the ends of the cylinders con-
nected to port CR. The shock and suction relief
valve inside the flow amplifier at port CR will open at
its adjusted setting of 24 000 kPa (3,480 psi) and
allow oil to escape from the pressurized ends of the
cylinders, preventing a higher pressure.
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 escaping
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 cylin-
ders full of oil and prevent cavitation. A shock load in
the opposite direction merely reverses the above pro-
cedure.
960E-1 15
FIGURE 10-8. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
16 960E-1
FIGURE 10-9. STEERING PUMP COMPONENTS
1. Plug
2. O-ring
3. Spring
4. Back-Up Ring
5. O-Ring
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Control Piston
15. Pin
16. Control Piston Stop Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Ball Bearing
34. Shaft Retainer Ring
35. Driveshaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assembly
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal
53. Cap
960E-1 17
Steering/brake pump operation
The steering/brake pump is mounted on the rear of
the hoist pump. The driveshaft mates with an inter-
nally splined coupling inside the hoist pump when the
pump is bolted in place.
The steering/brake pump is a pressure compensated
piston-type pump with an unloader valve. The pres-
sure compensator is adjusted to 26 200 kPa (3,800
psi). The pump-mounted unloader valve maintains
system pressure between 12 060 kPa (3,200 psi) and
24 130 kPa (3,500 psi).
Oil flow from the pump is routed through a high pres-
sure filter, then to the bleed down manifold, where
the flow is directed to the steering circuit and to the
brake apply circuit components located in the hydrau-
lic brake cabinet.
Normal operation
Driveshaft (35, Figure 10-9) runs through the center-
line of pump housing (37) and valve plate (48). Cylin-
der barrel (45) is splined to the drive shaft.
Ball bearing (33) supports the outboard end of the
driveshaft, and bushing-type bearing (47) supports
the inboard end. The pump cylinder barrel is carried
in a polymerous (journal type) bearing (41).
The valve plate has two crescent shaped ports (inlet
and outlet). Piston/shoe assemblies (44) in the cylin-
der barrel are held against swashblock (28) by shoe
retainer (17). The shoe retainer is held in position by
fulcrum ball (40), which is forced outward by retainer
springs (13). The springs act against cylinder barrel
(45), forcing it against the valve plate while also forc-
ing the piston shoes against the swashblock.
The semi-cylindrical shaped swashblock limits the
piston stroke and can be swiveled in arc shaped sad-
dle bearings (21). The cradle is swiveled by control
piston (14).
High altitude operation
Stroke adjuster (3, Figure 10-10) is set at the factory
to provide maximum pump flow so adjustment is not
normally required. If the truck is operated at high alti-
tude locations of 3 050 meters (10,000 feet) or more
above sea level, it may be necessary to readjust the
stroke control to reduce pump flow to prevent pump
cavitation under certain conditions. If the truck is
operating at high altitude and problems occur, con-
sult your Komatsu service representative for adjust-
ment procedures.
Figure 10-10 shows the steering/brake pump and the
location of the pressure control adjustments and
stroke (flow) adjuster. Refer to Figure 10-11 for the
pump pressure control schematic.
1. Outlet Port
2. Case Drain
3. Stroke Adjuster
4. Unloader Valve
Pressure Adjust
5. Compensator
Pressure Adjust
6. 4-Way Valve
7. GPA Test Port
8. GP2 Test Port
9. ACC Port
FIGURE 10-10. PUMP ASSEMBLY
18 960E-1
Neutral position
Neutral position (Figure 10-12) results when control
piston (1) centers swashblock (4). The swashblock
angle is zero and the swashblock face is parallel to
cylinder face. Therefore, no inward or outward motion
of pistons (3) exists as the piston shoes rotate around
the swashblock face. The lack of inward and outward
motion results in no fluid being displaced from the
piston bores to the crescents in the valve plate and,
subsequently, no delivery from pump ports.
FIGURE 10-11. STEERING PUMP PRESSURE CONTROL SCHEMATIC
1. 4-Way Valve
2. Unloader Control Block
3. ACC Port
4. Pressure Compensator
Control Block
5. Case Drain
6. GP2 Port
7. GP4 Port
8. GPA Test Port
FIGURE 10-12. PUMP IN NEUTRAL POSITION
1. Control Piston
2. Splined Housing
3. Piston
4. Swashblock
960E-1 19
Full pump volume
Control piston (1, Figure 10-13) controls the angle of
swashblock (4). When the control piston moves to the
full right position, the pump is at maximum pumping
capacity.
The driveshaft turns splined housing (2), which con-
tains pistons (3). When the housing is rotated, the
pistons move in and out of their bores and the piston
shoes ride against the angled swashblock.
As the cylinder rotates, the individual piston bores are
connected alternately to the left (port A) and right
(port B) crescent shaped ports in the valve plate.
While connected to left side (suction) port A, each
piston moves outward, drawing oil from port A into
the piston bore until its outermost stoke is reached.
At that point, the piston bore passes from the left
crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
B until its innermost stroke is reached. At that point,
the piston bore again passes from the right to the left
side crescent and the operating cycle is repeated.
Half pump volume
The position of control piston (1, Figure 10-14) is
near the center of its travel. Swashblock (4) is not
angled as steeply as before. Therefore, the pistons
have a shorter stroke. As the piston stroke gets
shorter, the pump output also decreases.
FIGURE 10-13. FULL PUMP VOLUME
1. Control Piston
2. Splined Housing
3. Piston
4. Swashblock
FIGURE 10-14. HALF PUMP VOLUME
1. Control Piston
2. Splined Housing
3. Piston
4. Swashblock
20 960E-1
Steering cylinder wear data
No. Check item
Criteria
Remedy
Standard
size
Tolerance
Standard
clearance
Clearance
limit
Shaft Holes
1
Clearance between
piston rod and
bushing
90
-0.036
-0.090
+0.048
+0.257
0.084 - 0.347 mm 0.647 mm Replace bushing
No. Check item
Criteria
Remedy
New bearing diameter Maximum wear - 1%
2
Spherical bearing
wear
128.02 mm (5.04 in.) 1.28 mm (0.05 in.) Replace bearing
960E-1 21
NOTES
22 960E-1
960E-1 Dump truck
960E-1 1
CEN10002-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Hoist circuit
Hoist circuit operation........................................................................................................................................... 3
Hoist circuit components....................................................................................................................................... 4
Hoist pilot valve operation..................................................................................................................................... 8
Hoist cylinder wear data...................................................................................................................................... 18
2 960E-1
NOTES
960E-1 3
Hoist circuit operation
Hydraulic fluid is supplied by a tank (1, Figure 10-1)
located on the left frame rail. Hydraulic oil is routed to
hoist pump (2). A second pump, coupled to the rear
of the hoist pump, supplies oil for the steering and
brake systems. The pumps are driven by an
accessory drive at the end of the traction alternator.
Hoist pump output is directed to a pair of high
pressure filters (3) mounted to the inboard side of the
fuel tank. Hydraulic oil from the hoist filters is directed
to hoist valve (7), which is mounted above the
pumps.
The hoist valve directs oil to hoist cylinders (10) for
raising and lowering of the dump body. Hoist valve
functions are controlled by the operator through the
hoist control lever that is connected to hoist pilot
valve (4) located in the hydraulic brake cabinet.Hoist
limit solenoid (5), located in the bleed down manifold,
shifts the hoist valve out of POWER UP before the
hoist cylinders extend to their maximum physical
limit.
When the hoist valve is in the HOLD or FLOAT
position, hoist circuit oil flows to the front and rear
service brakes, cooling the wet disc brakes during
truck operation.
FIGURE 10-1. HOIST CIRCUIT SCHEMATIC
1. Hydraulic Tank
2. Hoist Pump
3. High Pressure Filter
4. Hoist Pilot Valve
5. Hoist Limit Solenoid
7. Hoist Valve
8. Brake Cooling Oil Supply (Front)
9. Brake Cooling Oil Supply (Rear)
10. Hoist Cylinder
11. Quick Disconnect
13. Check Valve
14. Counterbalance Valve
4 960E-1
Hoist circuit components
Hydraulic tank
The hydraulic tank supplies hydraulic oil for the hoist,
steering and brake circuits. The hydraulic tank is
located on the left frame rail in front of the rear
wheels. Type C-4 hydraulic oil is recommended for
use in the hydraulic system. Oil used in the hoist
circuit flows through 100 mesh wire suction strainers
to the inlet hoses of the pump. Air drawn into the tank
during operation is filtered by air filters located on the
top of the hydraulic tank. The oil level can be checked
visually at sight glasses located on the face of the
hydraulic tank.
Hoist pump
The hoist pump is a tandem, gear type pump driven
by a driveshaft on the end of the traction alternator.
The pump has a total output of 931 L/m (246 gpm) at
1,900 rpm and 18 960 kPa (2,750 psi).
A smaller piston type, pressure compensated pump,
rated at 250 l/m (66 gpm) @ 1,900 rpm, is coupled to
the hoist pump. It supplies oil to the steering system
and brake apply system.
Hoist pressure is limited to 18 960 kPa (2,750 psi) by
internal relief valves located in the hoist control valve
inlet sections.
High pressure filters
Hoist pump output oil is directed to the high pressure
filters mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass
valve which permits oil flow if the filter element
becomes excessively restricted. Flow restriction
through the filter element is sensed by an indicator
switch which will activate a warning in the cab to
indicate that filter service is required when the
restriction reaches approximately 241 kPa (35 psi).
Actual filter bypass will start to occur when the filter
element restriction reaches approximately 345 kPa
(50 psi).
Hoist valve
The hoist valve (Figure 10-2) is mounted on a
modular assembly containing the hoist valve,
overcenter manifold, and both hydraulic pumps. This
assembly is bolted to brackets attached to the frame
rails behind the main alternator. The hoist valve is a
split spool design. The term split spool describes
the spool section of the valve.
The hoist valve precisely follows the differential
pressure input signals generated by the hoist pilot
valve when the operator moves the hoist control lever
while raising and lowering the dump body.
FIGURE 10-2. HOIST VALVE
1. Inlet Section
2. Work Ports Spool
Section
3. Tank Ports Spool
Section
4. Inlet Section
5. Inlet Port
6. Outlet Port
7. Spool Section Cover
8. Separator Plate
960E-1 5
Inlet sections
Each of the front and rear inlet sections of the hoist
valve contains of the following components:
Flow control valve and main relief valve
Secondary low pressure relief valve
Anti-void check valve
Load check valve
The flow control portion of the flow control and main
relief valves allow pump flow to be diverted to the
service brake cooling circuit unless the body is being
raised or lowered. The relief portion of this valve is
direct-acting and has the capacity to limit the
maximum working pressure at full pump flow.
The secondary low pressure relief valve is located
between the low pressure core and the outlet to the
brake cooling circuit. It provides pressure relief if
pressure spikes occur in the low pressure passage
area.
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 to the high pressure core and
prevents flow from the high pressure core to the low
pressure core.
Tank ports (front) spool section
The primary low pressure valves are located in the
front spool section of the hoist valve. These valves
maintain back pressure on the low pressure passage
and direct the hoist cylinder return oil back to the
hydraulic tank.
Work ports (rear) spool section
The rear 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 on both
ends. This blocks 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 occurs at the
top of the spool, overcomes the bottom spring bias
and causes the spool to shift, connecting 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
occurs, overcoming 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 conditions.
6 960E-1
Hoist pilot valve
Hoist pilot valve (1, Figure 10-3) is mounted in the
hydraulic components cabinet behind the operators
cab. The hoist pilot valve spool is spring centered to
the neutral position and is controlled directly by the
operator through a lever mounted on the console
between the operator and passenger seat. A cable
connects the cab mounted lever to the hoist pilot
valve in the hydraulic components cabinet.
When the operator moves the hoist control lever, the
pilot valve spool moves and directs pilot flow to the
appropriate pilot port on the hoist valve. The pilot flow
causes the main spool to direct oil flow to the hoist
cylinders.
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.
The valve also contains power down relief valve (2),
which is used to limit the power down pressure to
10 400 kPa (1,500 psi).
Bleed down manifold
The pilot valve/hoist valve hydraulic circuit is routed
through the bleed down manifold located on the left
frame rail. The hoist limit solenoid and pilot operated
check valve described below are contained in the
manifold. Refer to Structure, functions and
maintenace standard section Steering circuit for
more information about the bleed down manifold.
Hoist limit solenoid
Hoist limit solenoid (5, Figure 10-1), located on the
bottom of the bleed down manifold, is used in the
hydraulic circuit to prevent maximum hoist cylinder
extension.
The 3-way valve solenoid valve is controlled by a
proximity switch (hoist limit switch) located near the
body pivot and the right rear suspension upper
mount.
When the body is nearly fully raised, the body
activates the magnetic proximity switch, signalling the
solenoid to open the raise pilot line to the tank, and
close the raise pilot line to the hoist valve, thus
stopping further oil flow to the hoist cylinders.
Pilot operated check valve
Pilot operated check valve (6, Figure 10-1), located in
the bleed down manifold, is opened by power down
pilot pressure to allow oil in the raise port to bypass
the hoist limit solenoid for initial power down
operation while the solenoid is activated by the hoist
limit switch.
FIGURE 10-3. HOIST PILOT VALVE
2. Power Down Relief
Valve
3. Supply Port
4. To Hoist Valve
(Rod End)
5. To Hoist Valve
(Base End)
6. Return to Tank
960E-1 7
Overcenter manifold
Overcenter manifold (4, Figure 10-4) contains
counterbalance valve (2), which controls the pressure
of the cushion of oil in the annulus area of the hoist
cylinder when the body approaches the maximum
dump angle. The counterbalance valve limits the
maximum pressure buildup by relieving pressure in
excess of 20 400 kPa (3,000 psi), preventing possible
seal damage.
Quick disconnect fittings (5) allow dumping of the
load in a disabled truck by connecting jumper hoses
to the hydraulic system of an operational truck.
FIGURE 10-4. PUMP MODULE
1. Hoist Valve
2. Counterbalance
Valve
3. Needle Valve
4. Overcenter Valve
5. Quick Disconnects
7. Hoist Pump
8 960E-1
Hoist pilot valve operation
Refer to Figure 10-5 through Figure 10-9 for oil flow
paths during the following hoist circuit conditions:
Float (with body down)
Power up
Hold
Power down
Float
Float position with body down
Figure 10-5 shows the position of the hoist pilot valve
when the truck body is resting on the frame.
However, the hoist valve internal valves and spools
will be in the position shown in Figure 10-7.
Oil from the hoist pump enters the inlet sections of
the hoist valve in supply port (11), passes through
load check valve (18), and stops at closed high
pressure passage (19) at rod end spool (7) and head
end spool (8).
Pressure builds to approximately 414 kPa (60 psi) on
the pilot of flow control valve (2), causing the valve to
compress the spring and open, which allows the oil to
flow the through brake cooling circuit port (23) to the
service brakes for brake disc cooling and eventually
back to the tank. Between brake cooling circuit port
(23) and the brakes or heat exchanger, the cooling
supply tees to orificed regulator valves. If supply
pressure attempts to increase above 240 kPa (35
psi), the regulator valve opens and dumps to the
hydraulic tank.
Oil also flows out of pilot supply port (12) of the hoist
valve to pilot supply port port (12) of the hoist pilot
valve, through the hoist pilot valve spool, and out
through tank return port (10) to the hydraulic tank.
This oil flow is limited by orifices in the inlet sections
of the hoist valve and, therefore, has no pressure
buildup.
960E-1 9
1. Hoist Relief Valve (2,750 psi)
2. Flow Control Valve
3. Secondary Low Pressure
Valve (250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
11. Supply Port
12. Pilot Supply Port
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve
(1,500 psi)
17. Anti-Void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
22. Primary Low Pressure Relief
Valve (26 psi)
23. Brake Cooling Circuit Port
FIGURE 10-5. FLOAT POSITION (BODY DOWN)
10 960E-1
Power up operation
Figure 10-6.
The hoist pilot valve spool is moved to the power up
position when the operator moves the lever rearward
in the cab. The pilot supply oil coming in pilot supply
port (12) of the hoist pilot valve is prevented from
returning to the hydraulic tank. Instead, the oil is
directed out raise pilot port (14), through hoist limit
solenoid (13) in the bleed down manifold, and into
raise pilot port port (14) of the hoist valve.
From there it goes to the top of head end spool (8)
and builds pressure on the end of the spool, causing
the spool to move down and compress the bottom
spring, thus connecting high pressure passage (19)
to head end work port (9). Working oil flow in the high
pressure passage is now allowed to flow through
head end spool (8) and out head end work port (9) to
extend hoist cylinders (6).
Even though a small amount of oil flows through the
check poppet in the top of head end spool (8),
pressure at raise pilot ports (14) increases to slightly
higher pressure than the required hoist cylinder
pressure. As a result, the pressure in pilot supply
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) and to
hoist cylinders (6) to extend them. At this time, oil
flow to the brake cooling circuit is stopped.
If, at any time, the resistance to the flow of the pump
oil coming into the inlet section causes the pressure
to increase to 18 960 kPa (2,750 psi), the pilot
pressure against hoist relief valve (1) causes it to
open and allow oil to flow through brake cooling
circuit port (23) and to return to the hydraulic tank.
As the hoist cylinders extend, oil in the annulus area
of all three stages must exit sequentially from the
cylinders. Initially, rod end spool (7) ports are closed.
As the returning oil entering rod end work port (5)
builds low pressure, it flows through the check-
poppet in the top of the spool, through down pilot
ports (15), through the pilot valve spool, through tank
return port (10) of the pilot valve, to the bleed down
manifold and to the hydraulic tank.
No pressure is present on the top of rod end spool
(7). Cylinder return pressure passes through the
check-poppet in the bottom of rod end spool (7) to
build pressure under the spool, which moves the
spool upward, thus compressing the top spring. This
movement allows the returning cylinder oil to flow into
low pressure passage (20) to primary low pressure
relief valve (22). Approximately 179 kPa (26 psi)
causes this relief valve to open, allowing the oil to
flow through tank return port (10) to the hydraulic
tank.
If the load passing over the tail of the body during
dumping causes the body to raise faster than the oil
is being supplied by the pump, the return oil from the
annulus area of hoist cylinders (6) that is passing
through the counterbalance valve in overcenter
manifold (24) controls how fast the hoist cylinders
can extend due to the external force of the load. The
speed is controlled by counterbalance valve.
During the normal raise process, the raise pilot
pressure supplied to the counterbalance valve will
open the cylinder return ports fully whenever the
raise pressure is above 4 600 kPa (666 psi). As the
load shifts toward the tail of the body, the raise
pressure decreases. As it drops below 4 600 kPa
(666 psi), the counterbalance valve starts restricting
oil flow, causing a back pressure to the annulus area.
If the raise pressure were to drop to 0, return
pressure would increase to 20 400 kPa (3,000 psi)
maximum.
When the operator releases the hoist control lever,
the valves change to the HOLD position. If the body
rises to the position that activates the hoist limit
switch, located above the right rear suspension,
before the operator releases the lever, hoist limit
solenoid (13) is energized. The solenoid valve closes
raise pilot port (14) on the hoist and releases the
hoist pilot valve raise pilot pressure at port (14) to the
tank, allowing head end spool (8) to center and shut
off the supply of oil to the hoist cylinders. This
prevents maximum extension of the hoist cylinders.
960E-1 11
Valve (250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
(1,500 psi)
Valve (26 psi)
FIGURE 10-6. POWER UP POSITION
12 960E-1
Hold operation
The pilot valve spool is positioned to allow the pilot
supply oil entering pilot supply port (12) to return to
the hydraulic tank through head end work port (10).
Pilot supply pressure in pilot supply ports (12) then
decreases to no pressure, allowing flow control valve
(2) to open and route the incoming pump oil through
brake cooling circuit port (23) and back to the
hydraulic tank.
Both raise pilot port (14) and down pilot port (15) in
the pilot valve are closed by the pilot valve spool. In
this condition, pressure is equalized on each end of
each rod end spool (7) and head end spool (8),
allowing the springs to center the spools and close all
ports to trap the oil in hoist cylinders (6) and hold the
body in its current position.
960E-1 13
Valve (250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
(1,500 psi)
Valve (26 psi)
FIGURE 10-7. HOLD POSITION
14 960E-1
Power down operation
When the operator moves the hoist control lever to
lower the body, the hoist pilot valve is positioned to
direct the oil in pilot supply ports (12) through down
pilot ports (15) to the top of rod end spool (7).
Pilot pressure increases to move the spool down,
compressing the bottom spring. Movement of the
spool connects high pressure passage (19) to the rod
end (annulus area) of the hoist cylinders. At the same
time, flow control valve (2) is forced to close as pilot
pressure increases, thus directing the incoming pump
oil to the hoist cylinders through rod end spool (7)
and the check valve in the overcenter manifold rather
than back to the hydraulic tank. Oil flow to the brake
cooling circuit ceases when the flow control valve
closes.
If the body is at the maximum up position, the hoist
limit switch has the hoist up limit solenoid activated,
therefore closing raise pilot port (14) on the hoist
valve. Power down pilot pressure in ports (15)
pushes open pilot operated check valve (21), located
in the bleed down manifold, so the pilot pressure in
ports (14) is open to the tank through the pilot valve
spool.
As oil attempts to return from the head end of the
hoist cylinders, it initially encounters 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 enter low pressure passage (20), build
up 179 kPa (26 psi) to open primary low pressure
relief valve (22) and exit the hoist valve through tank
return port (10) to the hydraulic tank.
As the dump body descends and the hoist limit
solenoid is no longer activated, pilot operated check
valve (21) is no longer necessary.
960E-1 15
Valve (250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
(1,500 psi)
Valve (26 psi)
FIGURE 10-8. POWER DOWN POSITION
16 960E-1
Float operation
When the operator releases the hoist control lever as
the body travels down, the hoist pilot valve spool
returns to the FLOAT position. In this position, all
ports (10), (12), (14), and (15) are common with each
other. Therefore, the pilot supply oil is returning to the
hydraulic tank with no pressure buildup, thus allowing
flow control valve (2) to remain open to allow the
pump oil to flow through brake cooling circuit port
(23) and eventually return to the hydraulic tank.
With no blockage of either raise pilot port (14) or
down pilot port (15) in the pilot valve, there is no
pressure on the top of either main spool. The oil
returning from the head end of hoist cylinders (6)
builds pressure on the bottom of head end spool (8)
exactly like in POWER DOWN, allowing the returning
oil to transfer to low pressure passage (20). The back
pressure in the low pressure passage, created by
primary low pressure relief valve (22), causes
pressure under rod end spool (7) and moves the
spool upward. This connects the low pressure
passage to the rod end of the hoist cylinders.
The 179 kPa (26 psi) in low pressure passage (20)
causes oil to flow to the rod end of hoist cylinders (6)
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.
960E-1 17
Valve (250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
(1,500 psi)
Valve (26 psi)
FIGURE 10-9. FLOAT POSITION
18 960E-1
Hoist cylinder wear data
No. Check item
Criteria
Remedy
New Rebuilt
1 Cylinder housing I.D.
355.625 0.076 mm
(14.001 0.003 in.)
355.879 0.330 mm
(14.011 0.013 in.)
Rebuild/replace
cylinder
2
1st stage
(13.0 in. rod)
O.D.
330.175 0.025 mm
(12.999 0.001 in.)
330.175 0.025 mm
(12.999 0.001 in.)
I.D.
298.475 0.076 mm
(11.751 0.003 in.)
374.929 0.330 mm
(14.761 0.013 in.)
3
2nd stage
(10.5 in. rod)
O.D.
269.215 0.025 mm
(10.599 0.001 in.)
269.215 0.025 mm
(10.599 0.001 in.)
I.D.
241.325 0.076 mm
(9.501 0.003 in.)
241.579 0.330 mm
(9.511 0.013 in.)
4
3rd stage
(7.0 in. rod)
O.D.
177.775 0.025 mm
(6.999 0.001 in.)
177.775 0.025 mm
(6.999 0.001 in.)
No. Check item
Criteria
Remedy
New bearing diameter Maximum wear - 1%
5
Spherical bearing
wear
Upper bearing 164.465 mm (6.475 in.) 1.625 mm (0.064 in.)
Replace
bearing
Lower bearing 200 mm (7.874 in.) 2 mm (0.079 in.)
960E-1 19
NOTES
20 960E-1
960E-1 Dump truck
960E-1 1
CEN10003-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Brake circuits
General information.............................................................................................................................................. 3
Service brake circuit operation.............................................................................................................................. 4
Secondary braking and auto apply....................................................................................................................... 4
Parking brake circuit operation............................................................................................................................. 6
Wheel brake lock circuit operation........................................................................................................................ 7
Brake warning circuit operation............................................................................................................................. 7
Brake assembly wear data.................................................................................................................................... 9
2 960E-1
NOTES
960E-1 3
General information
The Komatsu truck is equipped with an all-hydraulic
actuated wet disc service brake system. The brake
system utilizes Type C-4 hydraulic oil provided by the
brake/steering pump from the main hydraulic tank for
brake application. Brake disc cooling during truck
operation is provided by the hoist circuit pump
through the hoist valve. A disc type parking brake,
located in the rear axle housing, is attached to each
wheel motor. The fundamental function of the brake
system is to provide an operator with the the
necessary control for stopping the truck in either a
slow modulating fashion or in as short a distance as
reasonably possible.
Outlined below are the functions that Komatsu feels
are necessary for safe truck operation:
Warn the operator as soon as practical of a
serious or potentially serious loss of brake
pressure so that proper action can be taken to
stop the truck before the secondary system is
exhausted of its power.
Provide secondary brake circuits so that any
single failure leaves the truck with sufficient
stopping power.
Automatically apply the service brakes if low
pressure warnings are ignored and pressures
continue to decrease.
Provide a wheel brake lock to relieve the operator
from holding the brake pedal while at the dump or
shovel.
Provide a spring-applied parking brake for
holding (not stopping) the truck during periods
other than loading or dumping.
The brake system should be easy to diagnose
and service.
The brake system consists of several major valve
components: the dual circuit brake valve, two
hydraulically-operated dual relay valves, the brake
manifold and two accumulators. The dual circuit
brake valve is the only component located in the
operator's cab. The dual relay valve for the front
brakes, the brake manifold, and the electrical
components are located in the hydraulic brake
cabinet behind the cab (see Figure 10-1). The dual
relay valve for the rear brakes is located in the rear
axle housing. The two accumulators are mounted on
the frame rail behind the right front tire.
The brake manifold contains dual circuit isolation
check valves, accumulator bleed down valves, and
valves for the brake lock, parking brake and
automatic apply functions. All of these components
are screw-in cartridge type valves.
There are two independent means of brake actuation
provided for the operator: the service brake/retarder
pedal and the wheel brake lock switch. Additionally,
the brakes will apply automatically if the brake
system supply drops below a predetermined
pressure.
NOTE: The following brake circuit descriptions
should be used in conjunction with the hydraulic
brake system schematic located in the Diagrams and
drawings section.
4 960E-1
Service brake circuit operation
This portion of the system provides the operator with
the precise control that is necessary to modulate
(feather) brake pressure to slowly stop the truck or
develop full brake effort to stop as quickly as
possible. The heart of this circuit is the foot-operated,
dual circuit brake valve located in the cab. This valve
enables the operator to control the relatively high
pressure energy within the brake accumulators
directed to the brakes.
There are two valves in the dual circuit brake valve.
One supplies pressure to dual relay valve (1, Figure
10-1) in the hydraulic brake cabinet to provide apply
pressure for the front brakes. The other supplies
pressure to a dual relay valve located in the rear axle
housing to provide apply pressure for the rear brakes.
As the brake pedal is depressed, each valve within
the dual circuit brake valve simultaneously delivers
hydraulic oil from its respective accumulator to the
dual relay valves, which then deliver hydraulic oil to
the wheel brakes at a pressure that is proportional to
both pedal position and the force being applied to the
pedal. The further the pedal is depressed, the higher
the brake force, which gives the operator a very
positive feel of control.
Brake accumulators have two functions: storing
energy for reserve braking in the event of a failure
and providing rapid oil flow for good brake response.
Depressing the brake pedal also actuates stop light
pressure switch (20), which in turn activates the
brake light on top of the cab, the stop/tail lights on the
rear axle housing and the propulsion interlock.
NOTE: For an internal view of the brake valve, refer
to Figure 10-2.
Secondary braking and auto apply
A fundamental function of the secondary brake
system is to provide reserve braking in the event of
any single failure. For this reason, the system is
divided into multiple circuits, each with its own
isolation check valve, accumulators, and circuit
regulator. The secondary system becomes whatever
circuit(s) is operable after a failure. If the failure is a
jammed treadle valve, then the brake lock becomes
the secondary system. Otherwise, either of the two
brake circuits would be the secondary system.
The brake accumulators perform two functions:
provide rapid flow for good response and store
energy for secondary braking. The check valves
ensure that this energy is retained if a failure should
occur in the brake system supply or an accumulator
circuit. An additional check valve, located between
the supply line from the steering/brake pump and the
brake manifold, provides additional protection against
pressure loss if the oil supply is interrupted.
If a failure occurs in the pump, steering, or either
brake accumulator circuit, a low brake pressure
warning light located on the overhead panel in the
cab will illuminate, and an audible alarm will sound,
indicating that the vehicle should be stopped as soon
as practical. When the pressure in one accumulator
circuit is lower than the preset level, all the service
brakes will be automatically applied. Automatic brake
application is accomplished by automatic apply
sequence valve (8, Figure 10-1) located in the brake
manifold. This valve senses the lower brake
accumulator pressure. When the pressure is less
than 11 400 kPa (1,650 psi), the valve shifts,
operating the brake treadle valve hydraulically which,
in turn, applies pressure to the dual relay valves,
applying all the brakes.
Regardless of the nature or location of a failure,
sensing the lowest brake accumulator circuit
pressure ensures two to four full brake applications
after the low brake pressure warning light and alarm
activate and before automatic apply activates. This
allows the operator the opportunity to safely stop the
truck after the warning occurs.
960E-1 5
1. Dual Relay Valve
3. Relief Valve (Hoist Power Down)
4. Brake Lock Shuttle Valve
5. Brake Manifold
6. Brake Oil Supply Pressure Test Port (SP3)
7. Rear Brake Accumulator Bleed Valve
8. Automatic Apply Sequence Valve
9. Front Brake Accumulator Bleed Valve
10. Parking Brake Solenoid Valve (SV2)
11. Brake Lock Apply Pressure Test Port (PP3)
12. Pressure Reducing Valve (PR)
13. Brake Lock Solenoid Valve (SV1)
14. Parking Brake Release Pressure (PK2)
15. Low Accumulator Test Port (LAP1)
16. Low Brake Pressure Switch
17. Parking Brake Pressure Switch
18. Automatic Brake Apply Solenoid Valve (SV3)
19. J unction Manifold
20. Stop Light Pressure Switch
21. Brake Lock Degradation Switch
22. Rear Brake Pressure Test Port (BR)
23. Front Brake Pressure Test Port (BF)
FIGURE 10-1. HYDRAULIC BRAKE CABINET
6 960E-1
Parking brake circuit operation
The parking brakes are spring applied and
hydraulically released. Whenever the parking brake
solenoid is de-energized, the spring in the solenoid
valve will shift the spool, diverting oil pressure from
the parking brakes to direct the oil back to the
hydraulic tank.
Normal operation (key switch ON, engine on)
Directional control lever in PARK
Automatic brake apply solenoid (18, Figure 10-1)
is energized, causing all four service brakes to
apply. After one second, parking brake solenoid
(10) is de-energized. The oil pressure in the
parking brake lines returns to tank and the
springs in the parking brake apply the brake.
Parking brake pressure switch (17) closes,
completing a path to ground and illuminating the
parking brake light on the status indicator dash
panel. After a 1/2 second, the automatic brake
apply solenoid is de-energized, causing the
service brakes to release.
Directional control lever in F, R, or N
The parking brake solenoid is energized. The oil
flow is routed from parking brake solenoid valve
(10) to the parking brake pistons for release. The
parking brake circuit is protected against
accidental application by monitoring a wheel
motor speed sensor to determine the truck
ground speed. The parking brake will not apply
until the truck is virtually stopped. This eliminates
parking brake damage and will extend brake
adjustment intervals. If the key switch is turned
OFF, the parking brake will not apply until the
truck speed is less than 0.5 kph (1/3 mph).
If a loss of supply pressure occurs with the directional
control lever in F, R, or N, the parking brake solenoid
will still be energized. The supply circuit that lost
pressure is still open to the parking brake pistons. To
prevent parking brake pressure oil from returning to
the supply circuit, a check valve in the parking brake
circuit traps the oil, holding the parking brake in the
released position.
NOTE: Normal internal leakage in the parking brake
solenoid may allow leakage of the trapped oil to
return to tank and eventually allow parking brake
application.
If 24 volt power to the parking brake solenoid is
interrupted, the parking brake will apply at any truck
speed. The spring in the solenoid will cause it to shift,
opening a path for the oil pressure in the parking
brake line to return to tank, and the springs in the
parking brake will apply the brake. Parking brake
pressure switch (17) will close, completing a path to
ground and interrupting propulsion.
960E-1 7
Wheel brake lock circuit operation
The primary function of the wheel brake lock is to
provide a means for the operator to hold the truck
while at the shovel or dump. The brake lock only
applies the rear service brakes. It may also provide
a secondary means of stopping the truck in the event
of a brake valve malfunction.
During normal operations, the wheel brake lock will
function only when:
the control power is ON,
the key switch is ON,
and the parking brake is not activated (directional
control lever is not in PARK).
If the wheel brake lock is applied while the truck is
moving, the brake lock function will remain applied
after the truck is stopped regardless of the conditions
stated above (except the control power must be ON
for the wheel brake lock to function). The operator
must deactivate the wheel brake lock.
When the wheel brake lock switch on the dash panel
is activated, brake lock solenoid valve (13, Figure 10-
1) and pressure reducing valve (12) will apply
unmodulated pressure oil at 13 800 kPa (2,000 psi)
to fully actuate the rear brakes. Shuttle valve (4) in
the rear brake line provides the independence from
the brake valve for brake application.
Brake warning circuit operation
The brake warning circuit is equipped with a low
brake pressure warning light on the overhead panel
and an audible alarm in the cab to alert the operator
to low brake pressures. Several electrical sensors, a
relay and delay timer are used to detect brake
system problems.
Brake Warning Relay
When the wheel brake lock switch is ON, the
brake warning relay is energized and switches
the electrical connection from the terminal to
brake lock degradation switch (21, Figure 10-1).
When the wheel brake lock switch is OFF, the
relay is de-energized and switches the
connection from the brake lock degradation
switch to the terminal.
System Supply Pressure Switch
The system supply pressure switch is located on
the pump pressure sensing manifold. When
system supply pressure drops below 15 800 kPa
(2,300 psi), the low brake pressure warning and
buzzer will activate.
Low Brake Pressure Switch
Low brake pressure switch (16) is located on
brake manifold (5) in te hydraulic brake cabinet.
When the brake accumulator with the lower
pressure falls below 12 700 kPa (1,850 psi), the
low brake pressure warning and buzzer will
activate.
Brake Lock Degradation Switch
Brake lock denegration switch (21) is located on
junction manifold (19) in the hydraulic brake
cabinet. When the wheel brake lock switch is ON,
brake lock solenoid (13) and the brake warning
relay are energized. The brake warning relay
switches the electrical connection from the
terminal to the brake lock degradation switch. If
the brake lock apply pressure is less than 6 900
kPa (1,000 psi), a path to ground will be
completed and the low brake pressure warning
and buzzer will activate.
8 960E-1
FIGURE 10-2. BRAKE VALVE
1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat
A. Adjustment Collar Maximum
Pressure Contact Area
B. Automatic Apply Piston Area
C. PX Port
D. Tank Port
E. Reactionary Pressure Area
F. Brake Apply Port
G. Orifice
H. Supply Port
Note:
B1 - Rear Brakes
B2 - Front Brakes
960E-1 9
Brake assembly wear data
No. Check item
Criteria
Remedy
New
Maximum
wear
1 Check separator plates
Overall thickness
3.70 mm
(0.15 in.)
3.40 mm
(0.13 in.)
Replace separator
plate
Flatness
0.50 mm
(0.020 in.)
0.70 mm
(0.027 in.)
Scoring -
>10% of
surface area
2 Check friction discs
Overall thickness
7.70 mm
(0.30 in.)
6.88 mm
(0.27 in.)
Replace friction disc
Flatness
0.45 mm
(0.018 in.)
0.70 mm
(0.03 in.)
Disc to disc wear
variation
-
<0.164 mm
(0.0065 in.)
Friction material
depth (each side)
1.10 mm
(0.043 in.)
0.69 mm
(0.027 in.)
Friction material
loss
-
>10% of
surface area
Friction material
flakes off easily
- -
3 Check damper Overall thickness
8.20 mm
(0.32 in.)
6.60 mm
(0.26 in.)
Replace damper
4
Check assembled thickness
10 separator plates
11 friction discs
2 dampers
Overall thickness
138.10 mm
(5.437 in.)
129.08 mm
(5.082 in.)
Replace brake
assembly
10 960E-1
960E-1 Dump truck
960E-1 1
CEN10004-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Suspensions
Front suspension wear data.................................................................................................................................. 3
Rear suspension wear data.................................................................................................................................. 4
2 960E-1
NOTES
960E-1 3
General information
The suspension system supports the weight of the
truck and absorbs the shock from uneven road
surfaces to provide a comfortable ride for the
operator. Also, the suspension system maintains the
stability of the truck by ensuring that all of the wheels
are always in contact with the ground. This allows the
truck to demonstrate its full performance in
acceleration, braking, and turning, even when
traveling at high speeds.
The suspension system uses hydro-pneumatic
suspension cylinders, which are charged with oil and
nitrogen gas. The cylinder acts as a shock absorber
by contracting and expanding the nitrogen gas and oil
to absorb the load from the road surface.
Front suspension wear data
FIGURE 10-1. FRONT SUSPENSION CYLINDER
No. Check item
Criteria
Remedy
New Maximum wear
1 Check bore diameter
457.20 -0/+0.05 mm
(18.000 -0/+0.002 in.)
457.50 mm (18.012 in.)
Replace cylinder
housing
2 Check rod diameter
422.20 +0/-0.05 mm
(16.622 +0/-0.002 in.)
422.00 mm (16.614 in.) Replace rod
4 960E-1
Rear suspension wear data
FIGURE 10-2. REAR SUSPENSION CYLINDER
No. Check item
Criteria
Remedy
New Maximum wear
1 Check bore diameter
393.70 -0/+0.05 mm
(15.500 -0/+0.002 in.)
394.00 mm (15.512 in.)
Replace cylinder
housing
2 Check rod diameter
355.52 +0/-0.05 mm
(13.997 +0/-0.002 in.)
355.32 mm (13.989 in.) Replace rod
3
Spherical bearing
wear
128.02 mm (5.04 in.) 1.28 mm (0.05 in.) Replace bearing
960E-1 5
NOTES
6 960E-1
960E-1 Dump truck
960E-1 1
CEN10005-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Electrical system, 24 volt
Battery supply system........................................................................................................................................... 3
Auxiliary control cabinet components ................................................................................................................... 4
Relay boards......................................................................................................................................................... 6
Body-up switch.................................................................................................................................................... 10
Hoist limit switch..................................................................................................................................................11
2 960E-1
NOTES
960E-1 3
Battery supply system
The truck uses a 24VDC electrical system to supply
power for the engine starting circuits and most non-
propulsion related electrical components. The 24VDC
engine starting circuit is supplied by four heavy duty,
type 8D, 12-volt storage batteries (3, Figure 10-1).
The batteries are of the lead-acid type, each
containing six 2-volt cells.
While the engine is off, power is supplied by the
batteries. During engine cranking, power is supplied
by the batteries. When the engine is running,
however, power is supplied by a high capacity
alternator that is driven by the engine.
During operation, the batteries function as an
electrochemical device that converts chemical energy
into the electrical energy that is required for operating
the accessories when the engine is off.
1. Battery Box Cover Latch
2. Auxiliary Battery Receptacles
3. Batteries
4. Battery Control Box
5. Circuit Breaker (50 amp)
6. Engine Start Relay
7. Battery Disconnect Switch
(Starter)
8. Battery Disconnect Switch
(System)
9. Isolation Diode
FIGURE 10-1. BATTERY BOX & BATTERY CONTROL BOX
4 960E-1
Battery disconnect switches provide a convenient
method of disconnecting the batteries from the trucks
electrical circuits without having to remove any
battery cables. Rearward disconnect switch (7)
opens the starter battery circuit only, preventing
engine startup while still allowing battery power to the
24VDC control system circuits, if desired. Forward
disconnect switch (8) disconnects the 24VDC system
batteries.
Two pairs of receptacles (2), located near the battery
disconnect switches, are provided to attach battery
charger leads for charging the batteries. These
receptacles can also be used for connecting external
batteries to aid engine starting during cold weather.
When external batteries are used, they should be of
the same type (8D) as the batteries installed on the
truck. Two pairs of batteries should be used. Each
pair should be connected in series to provide 24VDC,
with one pair connected to the front receptacle and
the other pair connected to the rear receptacle on the
truck.
Schottky type isolation diode (9) is used to provide
isolation between the electrical system battery
circuits and the dual starter motor start command
circuits. This device controls the direction of current
flow in high current applications. The isolation diode
allows current from the battery charging alternator to
charge the batteries, but prevents current flow from
the batteries to the starter motors when the engine is
started.
Engine start relay (6) receives the signal to begin
cranking from the start relay located on relay board
RB6 in the auxiliary control cabinet. When the engine
start relay is activated, it provides current to the
starter motors to engage the drives and begin
cranking the engine, eliminating the need for
magnetic switches.
Auxiliary control cabinet components
The auxiliary control cabinet houses various
components for the 24VDC circuits, engine related
devices, and terminal strips that connect truck wiring
harnesses with the main control cabinet and cab.
The following information describes the components
in the auxiliary control cabinet and their operation.
Additional detailed information for operation and
troubleshooting can be found in the engine
manufacturer's service publications and the
appropriate GE publications. Also refer to the
electrical schematics in the Drawings and diagrams
section.
24VDC to 12VDC converter
24VDC to 12VDC converter (7, Figure 10-2) is used
to convert the 24 volt battery system voltage to 12
volts for various truck components such as the radio/
CD player, cab power windows, and the auxiliary
power receptacles in the cab. The converter output
circuits are protected by 50 amp circuit breaker (5,
Figure 10-1) located inside the battery control box.
Diode board - DB1
Diode board (16) contains 24 replaceable diodes that
are mounted on a plug-in connector for easy
replacement. Some of the diodes are used in the coil
circuit of various relays to suppress the resultant coil
voltage spike when power is removed from the
circuit, preventing damage to other circuit
components (lamp filaments, etc.). Other diodes are
used to control the flow of current in a circuit as
required. Resistors or diodes may also be installed in
sockets P7 through P12.
Power distribution terminals
24VDC terminal (1) and 12VDC terminal (2) are
mounted on the left wall of the cabinet. These
terminals distribute battery voltage and 12VDC for
devices requiring reduced voltage. The 24VDC
terminal is a convenient test point for measuring
battery voltage during troubleshooting procedures.
960E-1 5
Pulse voltage modulator (PMV)
The Pulse Voltage Modulator (4) receives a load
curve signal from the engine controls and converts it
to a 0 to 10 volt signal for use by a PSC card in the
Integrated Control Panel (ICP).
Control power relay
Control power relay (6) is energized when the control
power switch, located in the main control cabinet, is
turned ON. This relay isolates the GE control power
from the truck circuits and provides power to non-
propulsion system 24VDC components.
1. 24VDC Terminal
2. 12VDC Terminal
3. Key Switch Power Relay
4. Pulse Voltage Modulator (PVM)
5. 12V Power Relay
6. Control Power Relay
7. 24VDC to 12VDC Converter
8. Relay Board - RB1
16. Diode Board - DB1
FIGURE 10-2. AUXILIARY CONTROL CABINET - LEFT WALL
6 960E-1
Fuse blocks
Four fuse blocks (1, Figure 10-3) and four fuse
holders (2) contain fuses that protect various circuits
on the truck. Always replace a blown fuse with a new
one of the same rating. For a listing of fuse sizes and
circuits, refer to Troubleshooting section Fault code
table and fuse locations.
Relay boards
The auxiliary control cabinet contains eight relay
boards to provide control for many of the 24VDC
circuits. Two types of boards are used. One type of
board contains circuit breakers in addition to 24VDC
relays and a PC board for special functions. The
second type of board contains relays only.
All relays are interchangeable. The circuit breakers
are also interchangeable as long as the circuit
breaker capacity is the same.
Do not interchange or replace any circuit breaker
with one of a different capacity than specified for
the circuit. Serious damage or a fire may result if
the wrong capacity breaker is used.
Refer to Figure 10-2 for the location of each relay
board.
Relay boards RB1, RB3, RB4, RB5
Each relay board of this type is equipped with four
green lights (9, Figure 10-4) and one red breaker
open light (7). Each relay board has fifth green light
(8) that has a different function on each board.
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 energized. The light will not turn on if the
relay board does not receive the 24 volt signal to turn
on a component.
If illuminated, the red breaker open light indicates
that a circuit breaker on that relay board is in the OFF
position. A light on the overhead display panel will
also illuminate, informing 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.
1. Fuse Blocks 2. Fuse Holders
FIGURE 10-3. AUXILIARY CONTROL CABINET -
FRONT VIEW
960E-1 7
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:
If a circuit breaker light is on, press all the
circuit breakers to make sure that they are
all on. There is no visual indication as to
which circuit breaker has been tripped.
Check the operation of the component. If it
trips again, check the wiring or component
for the cause of the overload.
The contacts inside the relay may not be
closing, or the contacts may be open,
preventing an electrical connection. Swap
relays and check again. Replace defective
relays. Relays may take one minute to trip
and 30 seconds before they can be reset.
Check the wiring and all of the connections
between the relay board and the
component for an open circuit.
The component may be defective. Replace
the component.
There is a poor ground at the component.
Repair the ground connection.
1. Relay Board
2. Screw
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
(RB4 only)
9. K1, K2, K3, K4 Lights (GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
FIGURE 10-4. TYPICAL RELAY BOARDS
- RB1, RB3, RB4, RB5
8 960E-1
Relay boards RB6, RB7, RB8, RB9
Auxiliary relay boards do not contain circuit breakers
or modular cards. Additional circuits may be added
by utilizing a spare relay socket. See Figure 10-5.
The control circuit for the relays are the + and -
terminals:
+ 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
terminals + & - 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).
Relay functions
The functions of each relay are described below.
Relay board 1 (RB1)
1 - Flasher Power Light (green): This light will be
illuminated when the turn signals or hazard
lights are activated.
1 light will be illuminated during right turn
signal operation
2 light will be illuminated during left turn
signal operation
3 light will be illuminated when clearance
lights are activated.
4 light will be flashing when the turn signals
or hazard lights are in operation.
NOTE: If circuit breakers CB13 and CB15 are in the
OFF position, no warning will be noticed until the
clearance light switch is turned ON.
1 - Flasher Module card
2 - 12.5 amp circuit breakers (CB13, CB15)
4 - Relays
Left Turn Light Relay (K1)
Right Turn Light Relay (K2)
Clearance Lights Relay (K3)
Flasher Relay (K4)
Relay board 3 (RB3)
1 - Light Module Display card
1 - Rev Light (green): This light is illuminated
whenever the directional control lever is in the
REVERSE position and the key switch is in the
ON position.
4 - 12.5 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
Manual Backup Lights Relay (K1)
Stop Lights Relay (K2)
Retard Lights Relay (K3) 1. Circuit Board
2. Mounting Rail
3. Screw
4. Nut
5. Mounting Plate
6. Foam Block
7. Relay
FIGURE 10-5. AUXILIARY RELAY BOARD -
RB6, RB7, RB8, RB9
960E-1 9
Relay board 4 (RB4)
1 - Steering Pressure Bleeddown Timer Module
card
1 - Bleed Down Light (green): This light is
illuminated when the bleed down solenoid is
being energized. The bleed down timer will
energize the solenoid for 90 seconds after the
key switch is turned OFF.
3 - 12.5 amp circuit breakers (CB20, CB21, CB22)
4 - Relays
Parking Brake Failure Relay (K1)
Engine Cranking Oil Pressure Interlock
Relay (K2)
Horn Relay (K3)
Body-Up Relay (K4)
Relay board 5 (RB5)
1 - Light Display Module card
1 - Lights Control Light (green): This light is
illuminated when 24 volts is being supplied to
the battery terminal of the light switch.
5 - 12.5 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
4 - Relays
Left Low Beam Relay (K1)
Right Low Beam Relay (K2)
Left High Beam Relay (K3)
Right High Beam Relay (K4)
Relay board 6 (RB6)
Backup Horn Relay (K1)
Engine Run/Ignition Relay (K2)
Auto Lube Solenoid Relay (K3)
Bleed Down Power Supply Relay (K4)
Ether Start Relay (K5)
Spare Relay (K6)
HID Headlights Relay (K7)
Spare Relay (K8)
Relay board 7 (RB7)
Brake Lock Limitation Relay (K1)
IM Warning Relay (K5)
Timed Engine Shutdown Light Relay (K6)
Timed Engine Shutdown Relay (K8)
Relay board 8 (RB8)
70% Load Signal to PSC Relay (K1)
Full Load Signal to PSC Relay (K2)
A/C Shutter Control Relay (K3)
PLMIII Lights Relay (K4)
Shutter Control Relay (K5)
PLMIII Red Lights Relay (K6)
PLMIII Amber Lights Relay (K7)
PLMIII Green Lights Relay (K8)
Relay board 9 (RB9)
Start Circuit Relay (K1)
Brake Auto Apply Power Relay (K2)
Low Steering Pressure Power Relay (K3)
Parking Brake OFF Relay (K4)
Key Switch Start Activation Relay (K5)
Low Steering Pressure Ground Relay (K6)
Spare Relay (K7)
Spare Relay (K8)
10 960E-1
Body-up switch
Body-up switch (3, Figure 10-6) is located inside the
right frame rail near the front of the body. It must be
adjusted to specifications to ensure that the proper
electrical signal is obtained when the body is raised
or lowered. The body-up switch is designed to
prevent propulsion in REVERSE when the dump
body is not resting on the frame rails. The switch also
prevents forward propulsion with the body up unless
the override button is depressed and held.
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised,
the arm moves away from the switch, opening the
contacts. The electrical signal is sent to the control
system and the body-up relay.
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.
FIGURE 10-6. BODY-UP SWITCH
1. Switch Mounting
Bracket
2. Adjustment
Capscrews
3. Proximity Switch
4. Actuator Arm
5. Adjustment
Capscrews
960E-1 11
Hoist limit switch
Hoist limit switch (5, Figure 10-7) is located inside the
right frame rail above the rear suspension, near the
body pivot pin. The hoist limit switch is designed to
stop the hoist cylinders before they reach full
extension, preventing possible damage to the dump
body or hoist cylinders.
When the hoist cylinders approach maximum stroke
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically-operated
switch to close the electrical contacts. When the
contacts close, an electrical signal is sent to the hoist-
up limit solenoid valve, located in the hydraulic brake
cabinet, to prevent further oil flow to the hoist
cylinders.
1. Body
2. Frame
3. Actuator Arm
4. Switch Mounting
Plate
5. Hoist Limit Switch
FIGURE 10-7. HOIST LIMIT SWITCH
12 960E-1
960E-1 Dump truck
960E-1 1
CEN10006-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Interface module (IM)
Sensors................................................................................................................................................................. 3
Interface module inputs and outputs..................................................................................................................... 4
2 960E-1
NOTES
960E-1 3
General information
Interface module (1, Figure 10-1) collects data from
various sensors and sends this information to the
VHMS controller through the main wiring harness.
The interface module (IM) is located in the auxiliary
control cabinet.
New IM controllers come unprogrammed and must
have the correct software installed in order to
function. Refer to Testing and adjusting section
Interface module (IM) for the correct software
installation procedures.
Sensors
Temperature sensors
Temperature sensors (Figure 10-2) monitor the
ambient air temperature and the hydraulic oil
temperature. An ambient air temperature sensor is
located on the left side of the air blower inlet duct for
the traction alternator. The hydraulic oil temperature
sensors are located at each wheel to measure the oil
temperature as it leaves each brake assembly.
Pressure sensors
Four pressure sensors (Figure 10-3) have been
added to the truck to monitor various hydraulic
circuits. The four circuits are:
both inlets to the hoist valve
steering supply circuit
front brake apply circuit
The hoist pressure sensors are both located right at
the inlet of the hoist valve. The front brake apply
pressure sensor is located in the brake circuit
junction block in the hydraulic cabinet behind the cab.
The steering pressure sensor is located on the
bleeddown manifold in the port labeled TP2.
FIGURE 10-1. INTERFACE MODULE
1. Interface Module
2. Connector IM1
3. Connector IM2
4. Connector IM3
FIGURE 10-2. TEMPERATURE SENSOR
FIGURE 10-3. PRESSURE SENSOR
1. Pin 1, Input (Brown)
2. Pin 2, Signal (Red)
3. Sensor
4 960E-1
Interface module inputs and outputs
Table 2: Pulse, PWM and analog inputs
Input
Display
type
Source
Signal
type
Input signal Configure
Connector
- Pin
Checkout
type
Parm full
scale
Truck speed 2
Digital
readout
GE Pulse
Truck speed
input +
TPU8
(1)
IM1-e
0 to 2083
Hz
0 to 2500
rpm
Truck speed
input -
IM1-f
Truck speed 1
Digital
readout
GE Pulse
Truck speed
input +
TPU5
(1)
IM1-g
0 to 4772
Hz
0 to 60
mph
Truck speed
input -
IM1-h
Radiator fan
clutch voltage
None Truck PMW
Radiator fan
clutch voltage
TPU6 and
TPU7
(2)
IM1-t 0 to 28 0 to 28V
Hydraulic oil
temp - left rear
Analog
gauge
Truck Analog
Left rear brake
oil temp
AN54 IM3-i 0 to 5.375
-57 to
150 C
Hydraulic oil
temp - right rear
Analog
gauge
Truck Analog
Right rear brake
oil temp
AN53 IM3-m 0 to 5.375
-57 to
150 C
Hydraulic oil
temp - left front
Analog
gauge
Truck Analog
Left front brake
oil temp
AN51 IM3-t 0 to 5.375
-57 to
150 C
Hydraulic oil
temp - right front
Analog
gauge
Truck Analog
Right front
brake oil temp
AN52 IM3-r 0 to 5.375
-57 to
150 C
+5V sensor
monitor
None Truck Analog
+5 volts for
sensors
AN58
(3)
IM3-j 0 to 30 0 to 30V
Battery voltage
(24V)
Analog
gauge
Truck Analog
Battery voltage,
24V
AN0
(4)
internal 0 to 40 0 to 40V
Ambient
temperature
None Truck Analog
Ambient
temperature
AN55 IM3-e 0 to 5.375
-50 to
160 C
DC converter
voltage (12V)
None Truck Analog
DC converter
voltage (12V)
AN2
(5)
IM3-h 0 to 20 0 to 20V
Battery voltage
B (12V)
None Truck Analog
Battery voltage
B (12V)
AN3
(5)
IM3-k 0 to 20 0 to 20V
Battery voltage
C (12V)
None Truck Analog
Battery voltage
C (12V)
AN48
(5)
IM3-n 0 to 20 0 to 20V
Hoist pressure 2 None Truck Analog Hoist pressure 2 AN49
(6)
IM3-q 0 to 25 ma -
Hoist pressure 1 None Truck Analog Hoist pressure 1 AN50
(6)
IM3-s 0 to 25 ma -
Steering
pressure
None Truck Analog
Steering
pressure
AN56
(6)
IM3-d 0 to 25 ma -
Brake pressure None Truck Analog Brake Pressure AN57
(6)
IM3-p 0 to 25 ma -
Fuel level
Analog
gauge
Truck Analog Fuel level AN1
(7)
IM3-g 0 to 15 -
(1)
Configure TPU for frequency input.
(2)
Configure TPU for PWM input.
(3)
Scale factor is 0.1883 V/V.
(4)
(5)
(6)
Scale factor is 200 mV/ma.
(7)
960E-1 5
Table 3: Digital inputs
Input
Display
type
Source
Signal
type
Connector
- Pin
Force to On
Circuit breaker
tripped
Amber
caution
Truck Digital
Circuit breaker
tripped
CS4, D13 IM2-g Ground 0
Hydraulic oil
filter
Amber
caution
Truck Digital Pump filter switches CS4, D5 IM2-Y Ground 1
Propulsion
system warning
Amber
caution
GE Digital
Propel system
caution switch
CS8, D15 IM2-t Ground 0
Propulsion
system temp
Amber
caution
GE Digital
Propel system temp
caution switch
CS7, D8 IM3-A Ground 0
Retard at
continuous level
Amber
caution
GE Digital
Reduced retard
level switch
CS8, D13 IM2-r Ground 0
Reduce
propulsion
Amber
caution
GE Digital
Propel system
reduced level switch
CS7, D9 IM3-B Ground 0
Low steering
pressure alert
Red light Truck Digital
Low steering
pressure switch 1
CS3, D0 IM2-S Ground 1
Low steering
precharge alert
Low steering
precharge switch 1
CS4, D3 IM2-W Ground 1
Steering accum
pressure
Amber
status
Truck Digital
Steering accum
pressure switch
CS4, D6 IM2-Z Ground 0
Composite
brake alert
Brake lock CS8, D0 IM2-i 24VDC 1
Brake accum
pressure switch
CS4, D1 IM2-U Ground 1
Brake lock degrade CS4, D2 IM2-V Ground 1
DC link voltage None GE Digital DC link voltage CS4, D8 IM2-b Ground 0
Propel system
at rest/not ready
None GE Digital
Propel system at
rest/not ready
CS4, D9 IM2-c Ground 0
Propel alert Red light Truck
Digital
No propel/retard
switch
CS8, D10 IM2-n Ground 0
Digital
No propel switch/
diode fault
CS8, D11 IM2-p Ground 0
Hydraulic tank
oil level alert
Hydraulic tank oil
level
CS8, D8 IM2-k Ground 1
Parking brake
released
Amber
status
Truck Digital
Parking brake
pressure switch
CS3, D2 IM2-M Ground 0
Selector switch
(FNR)
Amber
status
Truck Digital
Selector switch
(FNR)
CS3, D4 IM2-N 24VDC 1
Crank request None Truck Digital Crank request CS8, D1 IM2-j 24VDC 1
Key switch,
direct
Amber
status
Truck Digital Key switch CS3, D5 IM2-P 24VDC 1
Crank inhibit/
timed engine
shutdown
None Engine Digital
Crank inhibit/
timed engine
shutdown
CS7,D13 IM3-F 24VDC 1
6 960E-1
GE batt+ None GE Digital GE batt+ CS8, D12 IM3-M 24VDC 1
Snapshot in
progress
None VHMS Digital
Snapshot in
progress
CS3, D1 IM2-L Ground 0
Mode switch 1 -
left arrow
None Truck Digital - CS3, D15 IM3-H Ground 0
Mode switch 2 -
OK
None Truck Digital - CS8, D2 IM3-J Ground 0
Mode switch 3 -
down arrow
None Truck Digital - CS8, D3 IM3-K Ground 0
Mode switch 4 -
up arrow
None Truck Digital - CS4, D15 IM2-q Ground 0
Keyswitch,
override
None Truck Digital
Keyswitch
overridden by GE
CS7, D14 IM3-G 24VDC 1
Brake lock
switch power
supply
None Truck Digital
Brake lock
switch power
supply
CS7, D15 IM3-L 24VDC 1
Service brake
set
None Truck Digital
Service brake set
switch
CS7, D10 IM3-C 24VDC 1
Secondary
engine
shutdown
None Truck Digital
Secondary engine
shutdown switch
CS7, D12 IM3-E 24VDC 0
Cranking motor
1 energized
None Truck Digital
Cranking motor 1
energized
CS8, D6 IM3-R 24VDC 1
Cranking motor
2 energized
None Truck Digital
Cranking motor 2
energized
CS8, D7 IM3-S 24VDC 1
Parking brake
release request
None Truck Digital
Parking brake
release request
CS3,D12 IM3-V 24VDC 1
Crank sense None Truck Digital Crank sense CS3,D13 IM3-U 24VDC 1
Selector switch
(PARK)
Amber
status
Truck Digital
Selector switch
(PARK)
CS3,D14 IM3-T 24VDC 1
Table 3: Digital inputs
Input
Display
type
Source
Signal
type
Connector
- Pin
Force to On
960E-1 7
Table 4: Pulse outputs
Output
Display
type
Source
Signal
type
Input signal
Connector
- Pin
Checkout
type
Parm full
scale
Engine speed
Digital
readout
GE Pulse
Engine speed input + IM1-a
0 to 2083
Hz
0 to 2500
rpm
Engine speed input - IM1-b
Truck speed
Digital
readout
GE Pulse
Truck speed input + IM1-c
0 to 4772
Hz
0 to 60
mph
Truck speed input - IM1-d
Table 5: Digital outputs
Output
Function
type
Location
Signal
type
Configure
Connector
- Pin
Checkout type
Brake auto apply Control -
PWM/
digital
PCS2, CPWM4
and SPI, OUT3
IM1-R Low side switch
Auto lube solenoid Display Display
PWM/
digital
PCS2, CPWM5
and SPI, OUT4
IM1-T Low side switch
Brake cooling RPM
advance 1
Control -
PWM/
digital
PCS1, TPU11
and SPI, OUT3
IM1-L Low side switch
IM On signal Display Display
PWM/
digital
PCS1, TPU9
and SPI,OUT1
IM1-K Low side switch
Red warning lamp Display Display
PWM/
digital
TPU4 IM1-G Low side switch
Steering bleeddown
valve
Display/
control
Display
PWM/
digital
PCS2, CPWM2
and SPI, OUT1
IM1-P Low side switch
Sonalert Display Display
PWM/
digital
PCS1, TPU10
and SPI, OUT2
IM1-M Low side switch
Timed engine
shutdown relay
- - Digital
PCS1, SPI,
OUT8
IM1-H Low side switch
Start enable Control - Digital
PCS1, SPI,
OUT7
IM1-B Low side switch
Parking brake
solenoid
Control -
PWM/
digital
PCS1, TPU13
and SPI, OUT9
IM1-E Low side switch
Brake cooling RPM
advance 2
Control -
PWM/
digital
PCS1, TPU14
and SPI, OUT10
IM1-X Low side switch
8 960E-1
Table 6: Serial inputs and outputs
Input/output Type Circuit Configure
Connector
- Pin
Laptop computer (programming) RS232
IM transmit MC68376 TXD IM2-A
IM receive MC68376 RXD IM2-B
Ground - IM2-C
Monitoring bus
(PLMIII, Modular Mining Hub,
VHMS, Komatsu Display)
CAN / RPC
CAN-H MC68376 TOUCAN IM1-j
CAN-L - IM1-k
CAN-SHLD - IM1-i
Spare CAN bus CAN / RPC
CAN-H CS9, IRQ3, 82527 IM1-n
CAN-L - IM1-p
CAN-SHLD - IM1-m
J 1939 engine monitor CAN / J 1939
CAN-H CS10, IRQ4, 82527 IM1-r
CAN-L - IM1-s
CAN-SHLD - IM1-q
Text display RS422
IM T+ TPU1,TXD, UART IM2-J
IM T- - IM2-K
IM R+ TPU1,TXD, UART IM2-G
IM R- - IM2-H
K-Brick RS232
IM transmit
TPU3 (configure as
UART TXD)
IM2-D
IM receive
TPU2 (configure as
UART TXD)
IM2-E
Ground - IM2-F
Table 7: Power supplies
Power supply Type Note
Connector
- Pin
V batt 24V battery Main 24V supply IM1-A
V batt 2 24V battery Key switch 24V supply IM1-F
Ground - IM main ground IM1-C
+5 amber 5V supply 2, 3 amber indicators supply IM1-D
+5 red 5V supply 2, 3 red warning supply IM1-V
+24V out 24V supply 24V protected power supply IM1-W
+5V sensor 5V supply Precision analog supply IM3-c
+18V sensor 18V supply Precision analog supply IM3-b
AGND - Analog sensor ground IM3-a
960E-1 9
NOTES
10 960E-1
960E-1 Dump truck
960E-1 1
CEN10007-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Electrical system, AC drive
General system operation..................................................................................................................................... 3
AC drive system components ............................................................................................................................... 5
PSC software functions......................................................................................................................................... 7
Alernator field control .......................................................................................................................................... 12
Event detection and processing.......................................................................................................................... 14
Event logging and storage.................................................................................................................................. 15
Serial data communications................................................................................................................................ 17
Abnormal conditions/overriding functions ........................................................................................................... 18
AC drive system component table...................................................................................................................... 20
2 960E-1
NOTES
960E-1 3
General system operation
NOTE: The following information provides a brief
description of system operation and major
components of the AC drive system. Refer to the
appropriate GE publication for detailed information
and theory of operation.
The AC drive system consists of the following major
components:
Alternator (coupled to a diesel engine)
In-line cooling blower
Gate drive power converters
Rectifier diode modules
AC power inverters
AC induction traction motors
NOTE: Refer to Figure 10-1 for the following
description.
The alternator supplies three phase AC power for the
gate driver power converters and rectifier diode
modules. The rectifier diode modules convert the AC
power to DC power, then supply that DC power to two
AC power inverters via the DC link. Each AC power
inverter inverts the rectified DC voltage, delivering
variable voltage, variable frequency power to each of
the AC induction traction motors.
The two AC induction traction motors, each with its
own inverter, are connected in parallel across the
rectified output of the alternator. The inverters
change the rectified voltage back to AC by turning on
and off (chopping) the applied DC voltage.
The output AC voltage and frequency are controlled
to produce optimum slip and efficiency in the traction
motors. At low speeds, the rectified alternator output
(DC link or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter
operation. At higher speeds, the DC link voltage is
applied to the traction motors using square wave
inverter operation. The voltage of the DC link is
dependent upon the propulsion system controller
(PSC) and engine RPM during propulsion. The DC
link voltage will vary between 600 and 1600 volts.
The alternator field is supplied from a tertiary winding
on the alternator and is controlled by a silicon
controlled rectifier (SCR) bridge. A starting boost
circuit initially energizes the alternator from the truck
batteries until the flux builds up enough to sustain
excitation.
Cooling air for the alternator, control cabinet and
traction motors is supplied by a dual in-line fan
assembly mounted on the rear of the alternator. This
blower provides cooling air to the traction motors,
propulsion inverters, dynamic retarding choppers,
and control system.
A resistor grid package is used to dissipate power
from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
power produced by the traction motors is controlled
by the two motor inverters. The amount of retard
power dissipated by the grid package is controlled by
an IGBT chopper circuit and stage-controlled
contactors.
The PSC, which is mounted in the main control
cabinet, determines the optimum engine operating
speeds based on what the operator requests,
propulsion system requirements, and efficient fuel
usage. Interfaces between the PSC and the truck
brake system allow the PSC to provide proper
retarding, braking and wheel slide control.
The PSC interfaces with the truck control interface
(TCI), which is mounted in the same card rack as the
PSC. System status and control signals are
transmitted and received between these two
components to access real time data and event
information that is stored in the PSC. This data is
displayed on the diagnostic information display (DID)
panel located in the cab behind the operator seat.
4 960E-1
FIGURE 10-1. PROPULSION SYSTEM DIAGRAM
960E-1 5
AC drive system components
The integrated control panel (ICP) consists of three
major components: the propulsion system controller
(PSC), the truck control interface (TCI), and the
traction motor controller (TMC).
Propulsion system controller (PSC)
The PSC is the main controller for the AC drive
system. The ICP panel receives input signals from
speed sensors mounted on the alternator and
traction motors, voltage and current feedback signals
from various control devices, and status/command
inputs from the TCI. Using these inputs, the PSC
controls the two inverters, retarding circuits, relays,
contactors, and other external devices to provide the
following functions:
Propulsion and wheel slip control
Retarding and wheel slide control
Engine speed control
Event detection
Initialization of the necessary operating
restrictions, including the shut down of the truck if
a serious system fault (event) is detected. If the
fault is not serious, an indicator lamp alerting the
operator to the problem will illuminate. All event
data is recorded for future review by maintenance
personnel.
Log event data
Store statistical data of the history of various
component and system function operations.
Communicate with the TCI to exchange
propulsion system status and control data (event
data, statistical data, etc.) and to receive required
truck systems status data.
Communicate with the TCI to exchange
propulsion portable test unit (PTU) data
(propulsion real time, history, diagnostic, and
parameter data such as software code).
Drive the operator cab status and warning lamps.
The PSC contains the following internal, removable
printed circuit boards and two fiber optic boards:
System CPU Card: Provides serial
communications and control functions, RS232
communications to PTU, and microprocessor
controls for internal panel circuits.
Digital I/O Card: Receives digital inputs and
feedback information from various propulsion and
control system components. Digital outputs drive
propulsion system contactors, relays and provide
equipment enable commands.
System Analog I/O Card: Receives engine,
voltage and current signals for the main
alternator, link voltage and current, retard pedal
input, and retard lever input. Controls retard
effort, engine speed request, and AFSE firing
pulses.
Inverter 1 and 2 CPU and I/O Cards (2 each):
Receives motor speed signals, link voltage,
phase voltages, and phase currents for
microprocessor control for inverters 1 and 2.
Controls IGBT phase modules through the fiber
optic assembly. Phase module status is returned
via a separate fiber optic assembly.
Fiber Optic Assembly: Provides electrical
isolation for control and feedback signals for
phase modules and chopper modules.
6 960E-1
Truck control interface (TCI)
The TCI is the main interface between the truck
systems/devices and service personnel. This panel is
used in conjunction with the DID panel.
The TCI panel provides the following functions:
Communicates with the PSC to exchange
propulsion control system status and control data
and to provide the PSC with truck systems status
data.
Communicates with the DID panel to exchange
PSC and/or TCI diagnostic and parameter data.
Communicates with a PTU to exchange TCI data.
Communicates with a Modular Mining Dispatch
System to exchange truck status data.
Monitors engine control system, payload
information, ambient and propulsion system
temperature, operator control inputs, etc.
Controls the engine start sequence.
Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls
the parking brake solenoid.
Processes the front wheel speed signals for the
PSC and speedometer.
The TCI contains the following internal, removable
printed circuit boards:
CPU Card: Provides high speed communications
to PSC and RS232 serial communication with the
PTU.
Analog I/O Card: Provides RS232 serial
communications with the DID and an optional
Modular Mining Dispatch System. Receives
signals for front wheel speed, motor cooling and
barometric air pressures, accelerator, retard
speed setting, payload, ambient and hydraulic oil
temperature, and engine cranking voltage.
Outputs drive the cab mounted temperature
gauges.
Digital I/O Card: Receives operator control,
engine and body-up signals. Provides engine
start controls and drives the cab mounted
indicator/warning lamps.
Diagnostic information display (DID) panel
The DID panel is located in the cab behind the
operator seat. The display provides service
personnel with a means of communicating with the
TCI. See Figure 10-2.
The panel has two display lines. Each line is 40
characters long. The top line is the message line
and is used by the TCI to inform service personnel of
the truck systems and components status.
The bottom display line provides information in
addition to the top line or relates to the keypad,
displaying possible selection options and display
functions. The keypad, located below the display
lines, is used by service personnel to direct the
activity of the TCI.
The display provides service and status information
on the various truck systems and the propulsion
system by displaying system status information or
fault codes, as well as a description of the system
status or a problem on the top display line.
Information on the second display line may change to
indicate which functions are available by pressing
keys [F1] through [F5].
The DID panel can also be used to perform the self-
load test.
Refer to Troubleshooting section AC drive system
fault codes for a list of fault codes that may de
displayed on the DID panel.
FIGURE 10-2. DIAGNOSTIC INFORMATION
DISPLAY
960E-1 7
PSC software functions
The operation of the AC drive system is regulated by
a software program which resides in the propulsion
system control panel's memory. The software
program also contains instructions to test and fault
isolate the system.
This section describes the PSC software program
and its functions without regard to hardware.
Input processing
This function reads in all external inputs for use by
the PSC. The input processing function performs any
signal conditioning that is required and computes the
required derived inputs.
State machine
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 functions of truck operation.
The software implements the state machine by
keeping 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. Each
software state is defined as follows:
Startup/Shutdown state: The purpose of this state
is to ensure the system is in a desired known state
upon startup or shutdown. This is an unpowered
state.
NOTE: Powered and unpowered refer to the state
of the DC link. 600 volts or more equals powered,
50 volts or less equals unpowered.
Test state: The purpose of this state is to provide an
environment for the verification of system
functionality. The test state will support a variety of
activities, including:
Waiting for the engine to start (if needed).
Automatic testing on initial system startup or
following rest state.
Application of power to the DC link.
Externally initiated testing to clear a fault, set
temporary variables, or for maintenance
purposes.
NOTE: The test state may be either powered or
unpowered at a given point in time, depending on
which activities are being performed.
Ready state: This is the default powered state. The
system will be in this state whenever the engine and
control system are ready to provide power, but none
is requested.
Ready state is also the state where the DC link is
discharged in preparation for shutdown, rest, or in
reaction to certain event conditions. Therefore, the
ready state should not be considered strictly a
powered state (as are propel and retard).
Rest state: The purpose of this state is to conserve
fuel while the truck idles for an extended period of
time. The rest state also provides an environment
where maintenance personnel can control the engine
without causing power to be applied to the DC link.
The rest state is an unpowered state.
Propel state: The purpose of this state is to provide
the power system configuration and overall
environment for engine-powered propulsion. This is a
powered state. The system will not be allowed to
maintain the propel state without sufficient power on
the DC link.
Retard state: This state provides the power system
configuration and overall environment for retard
functions, where energy from vehicle movement is
dissipated in the retarding grid resistors in an effort to
slow the truck. The retard state is a powered state.
8 960E-1
Transitions between states under normal operational
conditions (no failures) are described as follows:
Transition to Startup/Shutdown state
(for Startup): The system will transition to the
Startup/Shutdown state for the purpose of startup
whenever execution control is initially transferred to
the application program (after application of power,
system reset, etc).
Transition to Startup/Shutdown state
(for shutdown): The system will transition to the
Startup/Shutdown state for the purpose of shutdown
from the Test, Rest, Ready, or Startup/Shutdown (if
previously entered for the purpose of startup) state if
all of the following conditions are true:
System power is removed, or the control power
switch or key switch is turned off.
The truck is not moving.
There is essentially no voltage on the DC link.
Any testing in progress is complete.
NOTE: Testing in progress does not have to be
successful, but for the purpose of ensuring an orderly
shutdown it must be complete before the current
state is exited.
Transition from Startup/Shutdown state to Test
state: This transition will occur automatically once
initialization is complete (functions performed while in
Startup/Shutdown state for the purpose of startup
have been completed).
Transition from Test state to Ready state: This
transition will occur upon completion of any required
testing if the TCI Rest state request is not active and
there is sufficient voltage on the DC link.
Transition to Rest state: This transition will occur
automatically from the Test or Ready state if a
request for Rest state is received from the TCI and all
of the following conditions are true:
Any testing in progress is complete.
The system temperatures are cool enough to
allow the Rest state (function of IGBT phase
module, chopper module, and motor
temperatures).
The AFSE panel is disconnected and there is
essentially no voltage on the DC link.
Transition from Ready state to Test state: This
transition will occur if the truck is not moving and a
request for testing is received.
Transition from Ready state to Propel state: This
transition will occur if all of the following conditions
are true:
The accel pedal is pressed.
A direction has been chosen (the truck is either in
FORWARD or REVERSE).
There is sufficient voltage on the DC link.
At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not
allowed.
c. Truck speed is less than the motor
overspeed limit.
d. The TCI accel inhibit is not active.
960E-1 9
Transition from Ready state to Retard state: This
transition will occur if truck speed is such that retard
is allowed and at least one of the following conditions
exists:
Truck speed is greater than or equal to motor
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph).
The retard pedal or lever is pressed such that a
significant amount of retarding effort is requested.
All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, or
the truck is accelerating such that the truck
speed will soon exceed the set retard speed
if no action is taken.
c. The accel pedal is not pressed and/or the
truck is configured such that accelerator
pedal signal does not override retard speed
control.
Transition from Rest state to Test state: This
transition will occur upon release of the TCI rest
request.
NOTE: A transition directly from Rest state to Ready
state is not allowed because the system is essentially
off and should be brought back on-line and checked
out before Ready state is entered.
Transition from Propel state to Ready state: This
exist:
The accelerator pedal is not pressed.
The retard pedal or lever is not pressed or is
Truck speed is less than the motor overspeed
limit.
a. Retard speed control is not selected.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort
is (currently) required to maintain this
condition.
Transition from Propel state to Retard state: This
transition will occur if at least one of the following
conditions exists:
Truck speed is such that retard is allowed, and
the retard pedal or lever is pressed such that a
significant amount of retarding effort is requested.
Truck speed exceeds the motor speed limit.
Overspeed will not be engaged such that it
prevents the truck from propelling at 40 mph (64
kph).
All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, or
the truck is accelerating such that the truck
speed will soon exceed the set retard speed
if no action is taken.
c. The truck is configured such that accelerator
pedal signal does not override the retard
speed control.
Transition from Retard state to Ready state: This
exist:
Overspeed is not active.
a. The retard pedal or lever is not pressed or is
b. Truck speed is such that retarding is not
allowed.
a. Retard speed control is not selected.
b. Truck speed is low enough such that retard
speed control is not active.
c. The accelerator pedal is pressed, and the
truck is configured such that the accelerator
pedal overrides the retard speed control.
This allows the configuration constant to
determine if pressing on the accelerator
pedal kicks the truck out of retard, even if the
retard speed control is still active.
The retard torque control logic exit sequence is
complete.
10 960E-1
DC link state
Power is provided to the inverters and motors via the
DC link. The DC link has two associated states:
powered and unpowered. The following defines the
conditions necessary to establish each state, as well
as the transitional conditions between the two states:
Powering the DC link: The PSC software will
attempt to power the DC link (command the system
configuration defined below) if all of the following
conditions are true:
Event restrictions do not prohibit power on the DC
link.
The system is in Test state and any initiated
testing is complete.
The engine is running.
The gate drive power converters have been
enabled.
Neither inverter is requesting that a low voltage
test be run.
In attempting to power the DC link, the PSC software
will establish the necessary system configuration as
follows:
1. GF is closed and GFR is picked up.
2. AFSE is enabled.
3. Alternator field reference is commanded so that
the desired DC link voltage or three-phase
voltage is maintained.
4. RP contactors open.
5. Chopper turn-on voltage is set above 600 volts.
NOTE: Before the AFSE is allowed to output firing
pulses, the RP contactors will be commanded to
open and the GF contactor will be verified to be
closed. The AFSE will not output firing pulses if it is
disabled, if GFR is dropped out, or if the alternator
reference signal is 0.
De-powering the DC link: The PSC software will
attempt to de-power the DC link (command the
system configuration defined below) if the system is
in Test or Ready state and any of the following
conditions are true:
Event restrictions prohibit power on the DC link.
The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown (all
the non-link-related conditions for Startup/
Shutdown state have been satisfied).
The system is preparing to transition to Rest state
(all the non-link-related conditions for Rest state
have been satisfied).
The engine is being shut down.
To accomplish this, the PSC software will establish
the necessary system configuration as follows:
1. Alternator field reference isset to zero.
2. AFSE is disabled.
3. GF is open and GFR is dropped out.
4. Chopper turn-on voltage is set below 600 volts.
5. RP2 is closed.
960E-1 11
Engine control
This software function generates the engine speed
command. The engine electronic fuel control is
responsible for maintaining that speed.
The desired engine speed is determined according to
the system state:
Propel state: The engine speed is commanded such
that the engine supplies only as much horsepower as
is required to achieve the desired torque.
All other states: The engine speed is a direct
function of the accelerator pedal. Additional
constraints on the engine speed command are as
follows:
If the truck is in NEUTRAL, the commanded
engine speed at full scale accelerator pedal will
be the engine's high idle. If the truck is not in
NEUTRAL, the maximum commanded engine
speed will be the engine's rated horsepower rpm.
This allows faster hoisting of the truck bed, if
desired.
During retard state the engine speed command
will not be increased to support the DC link when
retard is being ramped out at low truck speeds.
However, engine speed may be increased if
needed to support the DC link during normal
retard when wheel slides are occurring.
The following constraints are applied to generating
the engine speed command during all operating
states:
The engine speed command will always be
greater or equal to the minimum idle signal. The
TCI can request that the engine speed command
be increased by setting minimum idle.
The engine speed command will be increased if
more alternator cooling is needed.
12 960E-1
Alernator field control
The alternator is controlled by controlling the
alternator field reference sent to the AFSE panel.
The desired alternator output voltage is dependent on
the system state. The PSC will command an
alternator field reference such that the desired DC
link voltage or three-phase voltage is maintained.
Desired three-phase voltage
During all powered states, the three-phase line-to-line
voltage will not be allowed to drop below 444 volts.
This is the minimum voltage needed to supply the
gate drive power converters.
During all powered states except retard, the DC link
voltage will represent the rectified three-phase
voltage. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be
adequate.
During retard, the DC link voltage is not necessarily
related to the three-phase voltage since the motors
will be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.
Desired DC link voltage
The desired link voltage is controlled by the alternator
during all powered states except retard. The desired
voltage is based on:
1. During propel, the desired DC link voltage will be
adjusted based on motor speed and horsepower
commanded to the inverters.
2. During retard, the DC link voltage may rise
above the rectified three-phase voltage. When
this occurs, the DC link voltage is controlled by
the retard torque command, grid resistor
command and chopper start. If conditions occur
which prevent the motors from producing power
to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
600 volts on the DC link.
3. During all powered states, the DC link voltage
will not be allowed to drop below 600 volts.
4. While the DC link is being powered up, the
voltage will be controlled to the levels necessary
to support the inverter self-tests.
Self-load
During self-load, the alternator provides power to the
resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
alternator. The alternator field control will be based on
the following:
The DC link voltage will not be allowed to drop
below 600 volts.
One mode of self-load will require the alternator
output to be controlled to maintain a set desired
horsepower dissipation in the resistor grids.
Another mode of self-load will require the
alternator output to be controlled to maintain a set
desired link voltage between 600 and 1500 volts.
Propel torque control
This software function commands the appropriate
motor torque to the inverters during propel. The
torque command is primarily a function of the accel
pedal position and is limited by the physical
constraints of the system.
Each wheel torque is computed independently
because the wheels may be operating at different
speeds. Each torque command is adjusted to account
for the following constraints:
Speed override
The propulsion system will attempt to limit truck
speed to the design envelope of the wheel
motors. The torque command will be modulated
as the truck speed approaches the motor
overspeed limit so that this limit is not exceeded
if possible. Note, however, that steady state
operation is kept as close to the overspeed limit
as possible without exceeding it.
Motor torque limits
The torque command will be constrained to the
operating envelope of the inverters and the
traction motors. The maximum torque that can
be commanded is dependent on motor speed
and DC link voltage.
Gear stress
The torque commanded will not exceed that
which will produce excess gear stress.
Horsepower available
The horsepower available will be estimated from
the engine speed. Parasitic loads are taken into
account. The torque will be limited so that the
engine does not overload.
960E-1 13
Jerk limit
The torque command will be slew-rate limited to
prevent jerking motion.
Wheel spin
In the event that the inverters detect a wheel
spin condition and reduce torque in the slipping
wheel, the motor torque in the other wheel may
be increased within the above constraints such
that as much of the total desired torque as
possible is maintained.
Retard torque control
The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor grid.
The requested retard torque is based on the following
three sources:
Retard foot pedal or lever
The maximum short time retard torque (at any
speed, hence the constant torque level) will be
scaled (linearly) by the retard foot pedal input
(RPINHI) to produce the foot pedal retard torque
call.
Overspeed
While overspeed is active, the full available
retard torque will be requested.
Retard speed control (RSC)
While RSC is active, the RSC retard torque call
will be adjusted to control truck speed to the
RSC set point. Retard speed control will not
request any retard torque if RSC is not active.
The maximum torque call from the above three
sources will be selected as the retard torque call.
Retard torque limits are as follows:
The retard torque call will be limited to the
maximum torque level based on speed.
The retard torque call will be limited to the
maximum torque level available within the
thermal constraints of the motors.
The retard torque call will be limited as needed to
prevent overvoltage on the DC link.
While in retard, the minimum retard torque call
will provide enough power to support at least one
grid with 600 volts on the DC link. Retard will be
dropped if the torque call falls below this value.
At low speed, the available retard torque will be
ramped to zero.
Wheel slide control
The inverters prevent wheel slide by limiting torque to
maintain wheel speeds above preset limits. These
preset limits are a function of truck speed and the
allowable creep; additional compensation will be
applied to provide for differences between wheel
speeds during turns.
Resistor grid control
The first resistor grid (RG1) will always be engaged
when retard is active since the grid blower motors are
wired across it.
The second fixed resistor grids (controlled by RP2)
will be engaged as needed to dissipate the energy
produced in retard state.
Chopper voltage control
Chopper turn-on voltage will be set to give the motors
as much of the retard envelope as possible (i.e., keep
the voltage as close to the maximum value as
possible) and to keep the DC link voltage at or below
the maximum link voltage value.
14 960E-1
Event detection and processing
The PSC contains very powerful troubleshooting
software. The PSC software constantly monitors the
AC drive system for any abnormal conditions
(events).
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity.
Additionally, there are some elaborate tests which
may be run by an electrician with the use of DID
screens. Predictive analysis is used in some areas to
report potential problems before they occur.
The troubleshooting system is composed of two
parts:
The PSC for detection, event logging, data
storage and fault light indications.
The TCI (or a PTU) for retrieval of stored event
information, real time vehicle status,
troubleshooting, etc.
The event detection function of the software is
responsible for verifying the integrity of the PSC
hardware and the systems to which the PSC
interfaces by detecting an event. The events fall into
three detection categories.
Power-on tests
The first three power-on tests are executed once
every time power is applied to the PSC. The fourth
power-on test is executed once every 24 hours.
CPU card checks - Upon power-up, the PSC will
confirm the integrity of its CPU card hardware
before transferring execution control to the
application program residing in its flash memory.
Battery-backed RAM (BBRAM) test/adjustable
parameter initialization - A battery-backed RAM
(BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all TCI/
PTU-adjustable parameters will be initialized to
their default values.
Inverter powerup tests - The purpose of these
tests is to verify that each inverter sub-system is
functional:
1. Enabling Inverter Powerup Tests - The power-
up tests for a given inverter will be enabled if all
of the following conditions are true:
a. The system is in Test state for the purpose of
power-up.
b. The associated gate drive power converter
has been enabled.
c. The engine is running.
d. Battery voltage is at least 25 VDC.
e. The inverter is requesting that the low
voltage and/or high voltage powerup tests be
performed.
f. The inverter has not been physically cut out
of the system.
g. Active event restrictions do not preclude
powering the DC link or running the inverter.
2. Low Voltage Test - A given inverter will
automatically perform its low voltage test if
needed once inverter powerup testing is
enabled per the above requirements. The PSC
will declare the test failed and log an event if the
test does not successfully complete within an
expected time period.
3. High Voltage Test - If the low voltage testing
defined above is successful for a given inverter,
the inverter will automatically perform its high
voltage test if needed once there is sufficient
power on the DC link. The PSC will declare the
test failed and log an event if the test does not
successfully complete within an expected time
after the DC link is sufficiently powered.
960E-1 15
DC link capacitance test - This test will run once
every 24 hours when conditions allow, normally
after a VI-test during the normal power-up
sequence. This test can also be run from the DID
panel to aid in troubleshooting. During test
execution, engine speed is set to 1500 rpm and
the DC link is charged to 120 VDC. The engine is
then returned to idle while the DC link is allowed
to discharge to 100 VDC. Total link capacitance is
then calculated using the time it took to
discharge.
If capacitance is getting low, but is still OK, event
70 is logged. If capacitance is below the minimum
allowable level, event 71 is logged and the truck
is restricted to 10 MPH. If the test is not able to be
completed after numerous attempts, event 72 is
logged, indicating a problem in the truck's ground
detection circuit, and truck speed is limited to 10
mph.
Initiated tests
These tests are performed when requested by
maintenance personnel. The truck must be in the
Test state for these tests to run.
Maintenance Tests - The purpose of these tests is
to facilitate verification of system installation and
wiring, particularly the digital interfaces (relays,
contactors, etc).
Self-Load Test - Self-load testing is a means by
which the trucks diesel engine can be checked
for rated horsepower output.
Periodic tests
These automatic tests are run continuously during
the operation of the truck to verify certain equipment.
Event restrictions
The PSC software will not override an event
restriction as long as the limp home mode is not
active. Transitions to restricted states will not be
allowed. If the system is in a state which becomes
restricted, it will transition down to the highest
unrestricted state. The order of the states, from
lowest to highest, is Startup/Shutdown, Rest, Test,
Ready, Retard, Propel.
Transitions to the Test state or lower states in
reaction to event restrictions will not be allowed until
the truck is not moving. The limp home mode is a
state which is entered when the truck has suffered a
failure and is not able to continue normal operation,
but is still capable of getting back to the maintenance
area, or at least out of the way of other trucks.
Event logging and storage
This software function is responsible for the recording
of event information. There are two basic levels of
event storage: event history buffer and data packs.
The event history buffer provides a minimum set of
information for a large number of events, while data
packs provide extensive information for a limited
number of events.
The following requirements apply to both data packs
and the event history buffer:
Fault information is maintained until overwritten; it
is not cleared out following a reset. This allows
the user to examine data associated with events
that have been reset, as long as there have not
been so many new events as to necessitate
reuse of the storage space.
If a given event is active (logged and not reset),
logging of duplicate events (same event and sub-
ID numbers) will not be allowed. If the event is
reset and subsequently reoccurs, it may be
logged again. Likewise, if an event reoccurs with
a different sub-ID from the original occurrence,
the event may be logged again.
Event history buffer
Event history buffer is defined as a collection of event
history records. A buffer contains 300 entries filled
with event numbers occurring in chronological order.
Also included in this buffer will be all the input and
output values, time the event occurred, reset time,
state information, etc, for each event. This buffer is
filled continuously and overwritten (if necessary).
Limits (accept-limit) are placed on the amount of
space which a given event code may consume. This
prevents a frequently occurring event from using the
memory space at the expense of a less frequent
event. This data may be cleared (after downloading
for troubleshooting) at each maintenance interval.
16 960E-1
Data packs
A data pack is defined as an extended collection of
information relevant to a given event.
NOTE: The concepts of lockout, soft reset, and
accept limit do not apply to data packs.
Thirty (30) data packs are stored with each containing
100 frames of real time snapshot data. Snapshot data
is defined as a collection of key data parameter
values for a single point in time). The purpose of each
data pack is to show a little movie of what happened
before and after a fault.
The time interval between snapshots is default to 50
ms, but each data pack may be programmed via the
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
ms). The TIME 0:00 frame # at which the fault is
logged is default to frame #60, but each data pack is
programmable from 1 to 100.
In the above default cases, data is stored for 3
seconds (2.95 second actual) before the fault and 2
seconds after the fault.
A data pack status structure is assigned to each data
pack plus any programmable settings. This status
structure is used by the TCI (or PTU) to check for
available data (event number, id, and status, should
be set to zero if data pack is not frozen), as well as for
control of the data packs.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames,
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame
number at which the event occurred is used as a
reference to mark the end of the data pack, and data
is collected until the data pack is full. Only when the
data pack is full will the event number, id and status
be updated in the status structure.
All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is
cycled before the data pack is filled with data (the
software allows for proper recovery and then
continues to fill the data pack). Maintenance
personnel, by way of the DID (or PTU), can assign
the data pack to hold only certain event numbers (for
the case where it is desired to collect data on a
particular fault).
However, in the default case, faults will be stored as
they come until all data packs are frozen (holding
fault data). When all data packs are frozen, the data
pack with the fault that was RESET first (either
automatically or by the DID/PTU), if any, will be
unfrozen and will start storing new data in case a new
fault occurs.
To record and save a data pack to a disk:
PSC:
1. With the PTU serial cable attached to the PSC
port, type c:\ACNMENU and press {enter}.
2. Select PTU TCI and PSC and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to Special Operation and press {enter}.
6. Cursor to Event Data Menu and press {enter}.
7. Cursor to View Data Packs and press {enter}.
8. Type FLTR number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to Record Screen and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS C:>
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of filename" in the command in Step 14.
15. Press {enter}to copy the file to the disk.
960E-1 17
TCI:
1. With the PTU serial cable attached to the TCI
port, type c:\ACNMENU and press {enter}.
2. Select PTU TCI and PSC and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to Special Operation and press {enter}.
6. Cursor to Event Data Menu and press {enter}.
7. Cursor to View Data Packs and press {enter}.
8. Type PK number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to Record Screen and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS C:>
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of filename" in the command in Step 14.
15. Press {enter}to copy the file to the disk.
Event reset
There are two basic types of event resets: soft and
hard. The difference between the soft and hard reset
is that a soft reset only affects events that have not
been locked out and a hard reset affects events
regardless of lockout status.
Events will be reset:
On power-up - A soft reset will be issued against
all events at power-up.
By DID commands - The TCI can issue both hard
and soft resets.
By PTU commands - The PTU can issue both
hard and soft resets.
Serial data communications
The CPU card for the PSC uses serial data busses to
communicate with the TCI, the PTU, and the two
inverter CPU cards.
PSC to TCI communications processing
This software function performs the processing
necessary for the PSC to communicate with the TCI.
The communication is comprised of periodic data and
non-periodic data.
Periodic data is a predefined set of data which is
used for transferring real time control information
from the PSC to the TCI and from the TCI to the PSC
at a fixed rate.
The non-periodic messages are used to transfer all
background data. Background data consists of DID
commands, remote monitor data, and download
code.
Packets containing periodic data will be
asynchronously (not initiated) transmitted from the
PSC to the TCI and from the TCI to the PSC every
200 ms. The TCI initiates the transfer of non-periodic
data.
The TCI and the PSC are interfaced using the
General Electric Asynchronous Communications
Protocol (ACP). ACP provides two general types of
messages: acknowledged and unacknowledged. The
acknowledged messages are used to transmit the
background data. The unacknowledged messages
are used to transmit the periodic data.
PSC to PTU communications processing
necessary for the PSC to communicate through an
RS-232 serial link to the Portable Test Unit (PTU).
18 960E-1
Inverter communications processing
necessary for the PSC system CPU card to
communicate with both inverter CPU cards. The
communication is through a high-speed serial link
that is operated in a polled fashion with the system
CPU card initiating communications to an inverter
CPU card.
Every message transmitted across the serial link may
contain two separate sections of information: periodic
data and acknowledged data. The periodic data
format is fixed and is used for transferring control
information from the system CPU card to the inverter
CPU card and vise versa. The acknowledged data
format is used to transfer all background data. When
large amounts of background data are to be
transferred via the acknowledged data format, the
originating CPU card will break the data down into
smaller pieces and transmit each piece individually.
All acknowledged data flows are initiated from the
system CPU card with the inverter CPU card
providing a response.
The system CPU card has one high-speed channel
available for communications to the inverter CPU
cards. This channel transfers periodic data across the
serial link every 5 ms. This means that the periodic
data to each inverter CPU card is updated every 10
ms. Each inverter responds to the data when the ID
code in the periodic data matches the ID code of the
specific inverter CPU card. The ID code is hard-wired
in the card's backplane wiring.
Output processing
This software function processes all external outputs
from the PSC. Refer to the G.E. publication System
Description for a listing of the PSC outputs.
Abnormal conditions/overriding functions
The software functions discussed up to this point
have assumed that the truck is operating under
typical circumstances. The following information
defines system operation under abnormal or
exceptional circumstances. In the event of conflict
between these functions and those given for normal
operation, the following functions will take
precedence.
Fast start
A fast start software function is provided to address
the case where the PSC is reset unexpectedly
(power supply glitch, for example) while the system is
running. Its purpose will be to regain control of the
truck as quickly as possible.
Engine shutdown/Engine not running
The engine must be running to enable the gate drives
and to maintain power on the DC link. Typically, the
PSC will be given advanced warning that the engine
is about to be shut off. However, if the engine stalls or
stops because of a mechanical malfunction, the
system will most likely have no advance warning.
The system reaction to an engine not running
condition will be the same as an event carrying a no
power restriction except that no event will be
recorded and no external reset to clear the condition
will be required. The no power restriction will be
automatically lifted as soon as the engine starts
running.
If the system is given warning of an impending
engine shutdown, the existing torque commands will
be command to zero over a long ramp time (2 to 10
seconds). If no warning is given and the engine stops
running, the existing torque commands will be
command to zero over a short ramp time (0.1 to 0.5
second).
960E-1 19
Limp home mode
The purpose of limp home mode is to address the
situation where the truck has suffered a failure and is
not able to continue normal operation but is still
capable of limping (getting back to the maintenance
area or at least out of the way of other trucks). The
intent is that the limp home mode will be used by
maintenance personnel operating the truck at low
speeds with the truck unloaded. Maximum truck
speed will be limited to a reduced value while in limp
home mode.
If the TCI requests limp home mode, the state
machine will ignore the restrictions associated with
any fault for which limp home mode is possible.
The PSC will enter limp home mode if all of the
following conditions are true:
The TCI is requesting limp home mode.
The PSC is in Ready or Test state and there is no
initiated testing in progress.
At least one inverter is functional.
There are no events active for which limp home
mode is not possible.
If there are any events active for which an inverter
must be turned off or cut out before limp home
mode is allowed, those actions have been taken
(inverter is turned off or cut out as required).
NOTE: The DID panel can be used to cut out an
inverter. In some cases, certain DC link bus bars/
cables within the inverter also may need to be
removed. The DID will prompt maintenance
personnel if any of the above actions need to be
accomplished.
The PSC will exit limp home mode if either of the
following conditions occur:
The TCI stops requesting limp home mode.
An event occurs for which limp home mode is not
possible.
20 960E-1
AC drive system component table
Table 1 lists component abbreviations that are used in schematics and system function information. Refer to
Figure 10-3 through Figure 10-6 for the location of the components.
Table 1: AC drive system component descriptions
Abbreviation
Fig.
No.
Component Function
AFSE 2-4 Alternator Field Static Exciter Panel
Regulates current in the alternator field based on
firing pulses from the PSC.
AFSER 2-4 Resistor AFSE Battery boost command pull up resistor.
ALT Alternator Main alternator, propulsion and control system.
AMBTS 2-6 Ambient Temperature Sensor
Provides ambient air temperature input to the control
group.
ANALOG I/O CARD System analog input/output card
Provides signal conditioning for analog signals to
and from the TCI and PSC.
BAROP 2-4 Barometric Pressure Sensor Provides altitude input for control electronics.
BATFU1, 2 2-4 System Fuse Provides overload protection for control equipment.
BATTSW Battery Disconnect Switch
Connects and disconnects the 24 VDC truck
batteries.
BDI 2-4 Battery Blocking Diode
Works in conjunction with BFC and BLFP to
maintain battery voltage to CPU.
BFC 2-4 Battery Line Filter Capacitor
Additional capacitance for BLFP to prevent nuisance
CPU resets.
BFCR 2-4 Battery Filter Resistor
Added to replace Battery line filter that was
removed.
BM1, 2 Grid Blower Motors 1 and 2
DC motors driving blowers to provide cooling air for
the retarding grids.
BM1I / BM2I 2-3 Current Sensing Modules
Monitors current flowing through grid blower motors
#1 and #2.
CCF1, 2 2-3 DC Link Filter Capacitors
Absorbs and releases current to the DC link for the
grid resistors when a current spike occurs.
CCLR1, 2 2-3
Capacitor Charge Resistor Panels
1 and 2
Connected across the DC link to provide a voltage
attenuated sample of the DC link voltage to the
Capacitor Charge Indicating lights.
CCL1, 2 2-4
Capacitor Charge Indicating Lights
1 and 2
Illuminated when 50 volts or more is present on the
DC link (the DC bus connecting the Alternator
output, Chopper Module/Resistor Grid circuits and
traction Inverters).
CD1, 2 2-3 Chopper Diodes 1 and 2
Controls the DC voltage applied to the grids during
retarding.
CF11, 22, 21, 22 2-3 DC Link Filter Capacitors
Absorbs and releases current to the DC link for the
Traction Motors when a current spike occurs.
CGBM1, 2 2-3 Blower Motor Capacitors
Limit the rate of current increase when starting to
optimize motor commutation.
CMAF 2-4
Alternator Field Current Sensing
Module
Detects amount of current flowing through the
Alternator field winding.
CMT 2-4
Alternator Tertiary Current Sensing
Module
Detects amount of current flowing through the
Alternator tertiary winding.
CM1, 2 2-3
Chopper IGBT Phase Module 1
and 2
Controls the DC voltage applied to the grids during
retarding.
960E-1 21
CM11A - 12C
Current Sensing Modules, Phase
1A, 1B and 1C
Detects amount of current flow through the A, B and
C phases of Traction Motor 1.
CM21A - 22C
Current Sensing Modules, Phase
2A, 2B and 2C
Detects amount of current flow through the A, B and
C phases of Traction Motor 2.
CPR 2-4 Control Power Relay
Picks up when the Key Switch and Control Power
Switch are closed.
CPRD 2-4 Dual Diode Module Allows two separate voltages to control the CPR coil.
CPRS 2-4
Control Power Relay Suppression
Module
Suppresses voltage spike when CPR coil is de-
energized.
CPS 2-4 Control Power Switch Energizes CPR coil.
DCN BUS/DCP BUS 2-6 DC Link (-) and (+) Bus
The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display
Provides maintenance personnel with the ability to
monitor the operational status of certain truck
systems and perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card
Receives contactor, relay and switch feedback
signals and provides drive signals to relays,
contactors, indicator lamps, etc. Located in PSC and
TCI.
FDR 2-6 Filter Discharge Resistor
Resistor divider network connected across the DC
link, provides secondary discharge link for the DC
link. Normal discharge is through RP1.
FIBER OPTIC
ASSEMBLY
Fiber Optic Assembly
Provides voltage and electrical noise isolation for
control and feedback signals between the PSC and
Phase/Chopper Modules.
FP 2-6 Filter Panel
Filters electrical noise on 3 phases of Alternator
output.
GDPC1 2-4 Gate Driver Power Converter 1
Converts 19 to 95 VDC from the Gate Drive Power
Supply to 25 kHz, 100 VRMS, square wave power to
drive Inverter 1 IGBT Phase and Chopper Modules.
GDPC2 2-4 Gate Driver Power Converter 2
Converts 19 to 95 VDC from the Gate Drive Power
Supply to 25 kHz, 100 VRMS, square wave power to
drive Inverter 2 IGBT Phase and Chopper Modules.
GF 2-5 Alternator Field Contactor Connects the AFSE to the Alternator field.
GFBR 2-4 Resistor
Provides a small load across the contactor
feedbacks to help keep the contactors clean.
GFCO 2-4
Generator Field Contactor Cutout
Switch
Disables Alternator output.
GFM1, 2 Gate Firing Module
Receives pulses from the Analog I/O card in the
PSC, amplifies the pulses, and then splits the pulses
to drive two SCR circuits in the AFSE. Located on
AFSE panel.
GFR 2-5 Alternator Field Relay
Picks up with GF contactor and applies B+to the
AFSE (battery boost) during initial acceleration
phase.
GFRS 2-5
Alternator Field Relay Coil
Suppression Module
Suppresses voltage spikes when GF coil is de-
energized.
GFS 2-5 Suppression Module
Suppresses voltage spikes in coil circuit when GF
contactor is de-energized.
Abbreviation
Fig.
No.
Component Function
22 960E-1
GRR 2-6 Ground Resistor Panel Detects power circuit grounds.
GRR9, 10 2-4 Resistors Used with GRR to detect power circuit grounds.
ICP 2-4 Integrated Control Panel
The ICP is the main controller for the AC drive
system. The ICP is composed of the PSC, TCI and
inverter cards.
INV1 TMC CARD
Inverter 1 Central Processing Unit
Card and Input/Output Card
Generates Phase Module turn-on/turn-off
commands for the Inverter 1.
Monitors voltages and currents from various areas
for Inverter 1. Monitors Traction Motor 1 speed.
INV2 TMC CARD
Inverter 2 Central Processing Unit
Card and Input/Output Card
Generates Phase Module turn-on/turn-off
commands for the Inverter 2.
Monitors voltages and currents from various areas
for Inverter 2. Monitors Traction Motor 2 speed.
KEYSW Key Switch
Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LINK1 2-6 Link Current Sensing Module Detects amount of current flow through the DC link.
L1, 2 Cabinet Lights Provide interior cabinet illumination.
M1, 2 Motorized Wheels
Each Motorized Wheel consists of a Traction Motor
and a Transmission Assembly. The 3-phase
asynchronous Traction Motors convert electrical
energy into mechanical energy. This mechanical
energy is transmitted to the wheel hub through a
double reduction gear train (Transmission).
P11A+, 11B+, 11C+
P12A+, 12B+, 12C+
2-3 IGBT Phase Modules
Provide positive driving voltages (PWM or square
wave, depending on truck speed) for each of the
three windings of Traction Motor 1.
P11A-, 11B-, 11C-
P12A-, 12B-, 12C-
Provide negative driving voltages (PWM or square
P21A+, 21B+, 21C+
P22A+, 22B+, 22C+
Provide positive driving voltages (PWM or square
P21A-, 21B-, 21C-
P22A-, 22B-, 22C-
Provide negative driving voltages (PWM or square
PS 2-4 Power Supply
A DC to DC converter which provides regulated 24
VDC outputs from the unfiltered battery supply.
Supplies power to PSC, TCI & LEMS.
PSC Propulsion System Controller
The PSC is a part of the ICP, and is the main
controller for the AC drive system. All propulsion and
retarding functions are controlled by the PSC based
on internally stored software instructions.
RDA, B, C 2-5 Rectifier Diode Panel
Converts Alternator 3-phase, AC voltage to DC
voltage to power the two Inverters.
RG1A - 5C Retard Grid Resistors
Dissipate power from the DC link during retarding,
load box testing, and Inverter Filter Capacitor
discharge operations.
RP1, 2 2-5 Retard Contactors 1and 2
When closed, connects Grid Resistors to the DC link
during retarding, load box testing, and Inverter Filter
discharge operations.
Note: Some trucks do not have RP3 installed.
Abbreviation
Fig.
No.
Component Function
960E-1 23
RP1S, RP2S 2-5 Suppression Modules
Suppresses voltage spikes in coil circuit when RP
contactors are de-energized.
RP1BR \ RP2BR 2-4 Resistor
Provides a small load across the contactor
feedbacks to help keep the contactors clean.
R1 2-5 Battery Boost Resistor
Limits surge current in the Alternator field circuit
when GFR contacts first close.
SS1, 2 Traction Motor Speed Sensors
Each speed sensor provides two output speed
signals, proportional to the Traction Motor's rotor
shaft speed.
SYS CPU Card
System Central Processing Unit
Card
Provides control of propulsion and dynamic retarding
functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial
link.
TCI Truck Control Interface
Is a part of the ICP Panel. Provides the main
interface between the various truck systems,
controls, and equipment and is used in conjunction
with the DID by maintenance personnel.
TH1 2-5 Alternator Field Thyrite (Varistor)
Discharges the Alternator field when the AFSE is
first turned off.
VAM1 2-3 Voltage Attenuation Module
Attenuates the three high voltage outputs applied to
each phase winding of Traction Motor 1 to a level
acceptable for use by the Analog I/O card in the ICP.
Attenuates the three high voltage outputs applied to
each phase winding of Traction Motor 2 to a level
Attenuates the high voltage outputs between the
main alternator and the rectifier panel, and between
the rectifier panel and the inverters to a level
Attenuates the high voltage outputs between the
AFSE and the main alternator to a level acceptable
for use by the Analog I/O card in the ICP.
Abbreviation
Fig.
No.
Component Function
24 960E-1
FIGURE 10-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA
960E-1 25
FIGURE 10-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA
26 960E-1
FIGURE 10-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT
960E-1 27
FIGURE 10-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW
28 960E-1
960E-1 Dump truck
960E-1 1
CEN10008-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Cab air conditioning
Principles of refrigeration...................................................................................................................................... 4
Air conditioning system components .................................................................................................................... 6
Air conditioning system electrical circuit ............................................................................................................. 10
2 960E-1
NOTES
960E-1 3
General information
Environmental impact of air conditioning
Environmental studies have indicated a weakening of
the earths protective Ozone (O
3
) layer in the outer
stratosphere. Chloro-flouro-carbon compounds
(CFCs), such as R-12 refrigerant (Freon), commonly
used in mobile equipment air conditioning systems,
have been identified as a possible contributing factor
of 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. Therefore, a more environmentally-friendly
hydro-flouro-carbon.
(HFC) refrigerant, commonly identified as HFC-134a
or R-134a, is being used in most current mobile air
conditioning systems. Additionally, the practice of
releasing either refrigerant to the atmosphere during
the charging/recharging procedure is prohibited.
These restrictions require the use of equipment and
procedures which are significantly different from
those traditionally used in air conditioning service
techniques. The use of new equipment and
techniques allows for complete recovery of
refrigerants, which will not only help to protect the
environment, but through the recycling of the
refrigerant will preserve the physical supply, and help
to reduce the cost of the refrigerant.
Air conditioning for off-highway vehicles
Mining and construction vehicles have unique
characteristics of vibration, shock-loading, operator
changes, and climate conditions that present different
design and installation challenges for air conditioning
systems. Off-highway equipment, in general, is
unique enough that normal automotive or highway
truck engineering is not sufficient to provide the
reliability to endure the various work cycles
encountered.
The cab tightness, insulation, and isolation from heat
sources is very important to the efficiency of the
system. 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
components is important. Dust and dirt collected in
the condenser, evaporator, and air filters decreases
the system's cooling capacity.
The 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 on off-highway vehicles.
Equipment downtime costs are high enough to
encourage service areas to perform preventive
maintenance at regular intervals on vehicle air
conditioning systems (cleaning, checking belt
tightness, and checking operation of electrical
components).
4 960E-1
Principles of refrigeration
A brief review of the principles of air conditioning is
necessary to relate the function of the components,
the technique of troubleshooting, and the corrective
action necessary to put the air conditioning unit into
top operating efficiency.
Too frequently, the operator and the service
technician overlook the primary fact that no air
conditioning system will function properly unless it is
operated within a completely 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 kept free of dust
and dirt which, if picked up in the air system, will clog
the intake side of the evaporator coil.
Air conditioning
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of
temperature, 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
conditioner 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.
Refrigeration - the act of cooling
There is no process for producing cold; there is
only heat removal.
Heat always travels toward cooler temperatures.
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 liquids 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.
Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on
the cooler object.
Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
refrigerant.
The refrigeration cycle
In an air conditioning system, the refrigerant is
circulated under pressure through the five major
components 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
pressure heat laden refrigerant gas through the
suction valve (low side), and as its name indicates,
pressurizes the heat laden refrigerant and forces it
through the discharge valve (high side) on to the
condenser.
Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
removed. This component also serves as the
temporary storage unit for some 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. This causes the refrigerant to become cold.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
pulled through the evaporator by the evaporator
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
evaporator and drops into the drain pan from which it
drains out of the cab.
Refrigerant leaving the evaporator enters the
accumulator. The accumulator functions as a sump
for liquid refrigerant in the system. Because of its
design, the accumulator only allows vaporized
refrigerant to return to the compressor, preventing
compressor slugging from occurring. Desiccant is
960E-1 5
located at the bottom of the accumulators to remove
moisture that is trapped in the system.
The cycle is completed when the heated low
pressure gas is again drawn into the compressor
through the suction side.
This simplified explanation of the principles of
refrigeration does not call attention to the fine points
of refrigeration technology. Some of these will be
covered in the following discussions of the
components, controls, and techniques involved in
preparing the unit for efficient operation.
FIGURE 10-1. BASIC AIR CONDITIONING SYSTEM
1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
6. Temperature Sensor
7. Evaporator
8. Expansion Valve
9. 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
18. Accumulator
6 960E-1
Air conditioning system components
NOTE: Figure 10-3 illustrates both the heater system
and air conditioning system parts contained in the
cab mounted enclosure.
Relays
Three relays (9, Figure 10-3) control the damper
doors, A/C compressor clutch, temperature control
switch, water (heater) valve and the actuator motors.
Fan motor and speed control
Fan speed is controlled by the position of the fan
speed control knob on control panel (40, Figure 10-
3).
If blower assembly (3) does not operate at any of the
speed selections, verify that battery voltage is
available at the switches and relay. Refer to the
electrical schematic. If voltage is present, the blower
assembly is probably defective and should be
removed and replaced.
Cab air filter
Recirculation air filter (5, Figure 10-3) and the cab air
filter behind access panel (2, Figure 10-2) at the front
of the cab need periodic cleaning to prevent
restrictions in air circulation. Restricted filters will
decrease the performance of the heater and air
conditioner. The recommended interval for cleaning
and inspection is 250 hours, but in extremely dusty
conditions the filters 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 2,000
hours, or sooner if inspection indicates a clogged or
damaged filter.
Heater core
Heater core (2, Figure 10-3) receives engine coolant
through water valve (33) when heat is selected. If the
temperature control knob on control panel (40) is
placed in between the red and blue area, or turned
counterclockwise to the blue area, coolant flow
should be blocked.
If the temperature control knob and water valve (33)
appear to be working properly, yet no heat is
apparent in the heater core, the core may be
restricted. Remove and clean or replace the core.
Actuators
Two rotary actuators (9, Figure 10-3) are installed
inside the heater housing and are used to actuate the
damper doors for the following:
Defroster outlet
Bi-level or floor outlets
A failure to switch one of the above modes of
operation may be caused by a faulty actuator.
Visually inspect damper doors (35) and (36) and the
linkage for the function being diagnosed. Ensure that
the damper door is not binding or obstructed,
preventing movement from one mode to the other.
Verify that 24 VDC is present at the actuator when air
flow directional knob on control panel (40, Figure 10-
3) is moved through its various positions of operation.
If the correct voltages are present during operation of
the air flow knob, disconnect the actuator from the
damper door and verify that actuator force is
comparable to a known (new) actuator. If it is not,
install a new actuator.
FIGURE 10-2. CAB FILTER LOCATION
1. Access Cover 2. Cab Filter
960E-1 7
FIGURE 10-3. HEATER/AIR CONDITIONER ASSEMBLY
1. Evaporator Core
2. Heater Core
3. Blower Assembly
4. Outer Recirculation
Grille
5. Recirculation Filter
6. Inner Recirculation
Grille
7. Expansion Valve
8. Relay
9. Actuator
10. Louver
11. Thermostat
12. LH Seal
13. Front Seal
14. Top Seal
15. Screw
16. Screw
17. Cover
18. Knob
19. Seal
20. Foam
21. Foam
22. Bracket
23. Case
24. Bracket
25. Control Panel Harness
26. Main Unit Harness
27. Seal
28. Screw
29. Screw
30. Bulb
31. Pivot Bushing
32. Punched Setup
33. Water Valve
34. Drive Adapter
35. Damper Door (Up)
36. Damper Door (Side)
37. Punched Strip
38. Punched Strip
39. Blower Retainer
40. Control Panel
41. Grommet
42. Duct Adapter
8 960E-1
Compressor (refrigerant pump)
Compressor (11, Figure 10-1) is where the low
pressure side of the system changes to high
pressure. It concentrates the refrigerant returning
from the evaporator (low side), creating high
pressure and a temperature much higher than the
outside air temperature. The high temperature
differential 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
compressor draws in refrigerant from the evaporator
through the suction valve and, during compression
strokes, forces it out through the discharge valve to
the condenser. The pressure from the compressor
action moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
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
Quick-connect hose end fittings with integral service
valves attach to system service ports 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
Condenser (17, Figure 10-1) receives the high
pressure, high-temperature 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 cooling
of the refrigerant changes the vapor to liquid. Heat
exchange is accomplished using cooler air flowing
through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The
radiator fan moves more than 50% of condenser air
flow unless travel speed is at least 40 kph (25 mph).
Ram air condensers depend upon the vehicle
movement 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.
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 air conditioning system is the
controlled pressure of the refrigerant which affects
the temperature at which it condenses to liquid,
giving off large quantities of heat in the process. The
condensing point is sufficiently high to create a wide
temperature differential between the hot refrigerant
vapor and the air passing over the condenser fins
and tubes. This difference permits rapid heat transfer
from the refrigerant to ambient air.
Receiver-drier
Receiver-drier (15, Figure 10-1) is an important part
of the air conditioning system. The drier receives the
liquid refrigerant 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.
The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
sight glass is not clear, the system is low on
refrigerant.
The moisture indicator is a device to notify service
personnel that the drier is full of moisture and must
be replaced. The indicator is blue when the
component is free from moisture. When the indicator
turns beige or tan, the drier must be replaced.
960E-1 9
Expansion valve
Expansion valve (8, Figure 10-1) controls the amount
of refrigerant entering the evaporator core. Both
internally 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
pressure allows the flowing refrigerant to immediately
begin changing to gas as it moves toward the
evaporator. This produces the desired cooling effect.
The amount of refrigerant metered into the
evaporator varies with different heat loads. The valve
modulates from wide open to the nearly closed
position, seeking a point between for proper metering
of the refrigerant.
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 refrigerant into the evaporator. It is
this controlling action that provides the proper
pressure and temperature control in the evaporator.
This system uses 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. The expansion valve is
controlled by both the temperature of the power
element bulb and the pressure of the liquid in the
evaporator.
NOTE: It is important that the sensing bulb, if
present, is tight against the output line and protected
from ambient temperatures with insulation tape.
Accumulator
Accumulator (18, Figure 10-1) receives vaporized
refrigerant from the evaporator, moisture and/or any
residual liquid refrigerant is collected at the bottom of
the component. The moisture is absorbed by the
desiccant where it is safely isolated from the rest of
the system.
The storage of the liquid refrigerant is temporary.
When the liquid vaporizes into a gas it will be pulled
from the bottom of the accumulator into the
compressor. This process not only allows the
accumulator to act as a storage device, but also
protects the compressor from liquid slugging.
The low side service port is also located on the
accumulator.
Evaporator core
Evaporator core (9, Figure 10-3) cools and
dehumidifies the air before it enters the cab. Cooling
a large area requires that large volumes of air be
passed through the evaporator 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
operation, 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
through 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 evaporator 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
outlet of the evaporator.
10 960E-1
Air conditioning system electrical circuit
The air conditioner's electrical circuit is fed from an
accessory circuit and is fused with a 30-ampere
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 available at the
compressor clutch. 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
swash plate inside the compressor 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 refrigeration
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. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which
controls 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 has a capillary tube
connected to it which is 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
indicated in the evaporator, or when the system or
blower is turned off.
The stationary field clutch is the most desirable type
since it has fewer parts to wear. 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 body.
When no current is fed to the field, there is no
magnetic force applied to the clutch and the rotor is
free to rotate 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
cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the
compressor clutch electrical circuit control clutch
operation, disengaging the clutch if system pressures
are abnormal.
960E-1 11
Trinary switch
This switch is mounted on the receiver-drier and has
three functions (as implied by the name):
1. Disengage the compressor clutch when system
pressure is too high.
2. Disengage the compressor clutch when system
pressure is too low.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system
pressure.
The Trinary switch performs three distinct functions
to monitor and control refrigerant pressure in the
system. This switch is installed on the receiver-drier.
The switch functions are:
Terminals 1 and 2 are connected internally through
two, normally closed pressure switches in series, the
low pressure switch and the high pressure switch.
Terminals 3 and 4 are connected internally through a
normally open switch that is used to control the clutch
that drives the radiator fan. This switch closes and
causes the cooling fan clutch to engage when system
pressure rises to 1 379 - 1 586 kPa (200 - 230 psi).
When pressure falls to 965 - 1 344 kPa (140 - 195
psi), the switch contacts open, and the cooling fan
clutch disengages.
Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 103 - 207 kPa (15 - 30
psi) range. When pressure rises above 276 kPa
(40 psi), the switch contacts close, and the clutch
engages the compressor. Since temperature has
a direct effect on pressure, if the ambient
temperature is too cold, system pressure will drop
below the low range, and the pressure switch will
disengage the clutch.
Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
High Pressure - This switch opens and
disengages the compressor clutch if system
pressure rises above the 2068 - 2 413 kPa (300 -
350 psi) range. After system pressure drops to
1 448 - 1 724 kPa (210 - 250 psi), the switch
contacts will close and the clutch will engage.
The switch functions will automatically reset when
system pressure returns to normal.
The pressures listed above are typical of
pressures at the receiver-drier. Due to normal
system flow losses and the distance between the
service port and the receiver-drier, it is expected
that actual system pressure displayed on the
gauge will normally be approximately 138 kPa (20
psi) higher. This factor should be observed when
checking for proper operation of the switch.
NOTE: One other pressure controlling device is
installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
relief valve will open at 3 447 - 3 792 kPa (500 - 550
psi). The purpose of this valve is to protect the
compressor in the event that pressure should be
allowed to rise to that level. Damage to the
compressor will occur if pressure exceeds 550 psi.
OPENS CLOSES
Low
Pressure
103 - 207 kPa
(15 - 30 psi)
descending
pressure
276 kPa
(40 psi)
rising pressure
High
Pressure
2 068 - 2 413 kPa
(300 - 350 psi)
1448 - 1724 kPa
(210 - 250 psi)
Fan
Clutch
241 - 414 kPa
(35 - 60 psi)
below closing
pressure
1 379 - 1 586 kPa
(200 - 230 psi)
rising pressure
12 960E-1
960E-1 Dump truck
960E-1 1
CEN20001-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Standard value table
Standard value table for truck............................................................................................................................... 3
CEN20001-00 20 Standard value table
2 960E-1
NOTES
20 Standard value table CEN20001-00
960E-1 3
Standard value table for truck
Truck model 960E-1
Check item
Measurement
conditions
Unit
Standard
value for new
truck
Permissible
value
T
r
a
v
e
l

s
p
e
e
d
Maximum speed in
forward gear
0% grade
Dry road surface
Engine coolant
temperature within
operating range
Body unloaded
Travel resistance: 2.0%
Standard tires
kph
(mph)
64
(40)
64
(40)
12% grade
11.7
(7.3)
11.7
(7.3)
E
n
g
i
n
e

s
p
e
e
d
Rated
Engine coolant
temperature within
operating range
rpm
1,900 1,900
Idle 750 750
Max. overspeed 2,030 2,030
O
p
e
r
a
t
i
n
g

f
o
r
c
e
S
t
e
e
r
i
n
g

w
h
e
e
l
Stationary steering
effort
(If stationary steering is
impossible, measure
steering effort at low
speed).
On flat dry load surface
Steering wheel speed:
30 rpm
Engine low idle
N
(lb)
21.6 2.0
(4.85 0.45)
Max. 115
(Max. 25.8)
D
i
m
e
n
s
i
o
n
Play
Engine stopped
Dimension on periphery
of grip
Until front wheel starts
moving
Deg 5 5
N
u
m
b
e
r

o
f

r
o
t
a
t
i
o
n
s
Rotation range
Lock to Lock
Number
of rota-
tions
4.2 4.2 0.5
4 960E-1
O
p
e
r
a
t
i
n
g

f
o
r
c
e

a
n
d

s
t
r
o
k
e
Accelerator pedal
Operating
force
Point at
150 mm
(6 in.) from
fulcrum of
pedal
Starting
to
depress
N
(lb)
29.3 +13.0/-0
(6.6 +2.9/-0)
29.3 +13.0/-0
(6.6 +2.9/-0)
Full 58.7 +0/-13.3
(13.2 +0/-3.0)
58.7 +0/-13.3
(13.2 +0/-3.0)
Stroke
Starting
to
depress
to Full
mm
(in.)
45 5
(1.8 0.2)
45 5
(1.8 0.2)
Brake pedal
Operating
force
Retarding
N
(lb)
44.5 4.0
(10.0 0.9)
44.5 4.0
(10.0 0.9)
Braking 300.5 189.5
(67.55 42.6)
300.5 189.5
(67.55 42.6)
Stroke
Retarding
Deg
17.5 1.0 17.5 1.0
Braking 17.5 1.0 17.5 1.0
Directional control
lever
Operating
force
Measuring point:
Center of grip
N
(lb)
Max. 29.4
(Max. 6.61)
Max. 29.4
(Max. 6.61)
Stroke
mm
(in.)
24.5 1
(0.96 0.04)
24.5 2
(0.96 0.08)
H
o
i
s
t

l
e
v
e
r
Operating
force
Float to
Raise
Measuring
point:
Center of
grip
Initial
N
(lb)
Max. 35.3
(Max. 7.94)
Max. 35.3
(Max. 7.94)
Full Max. 24.5
(Max. 5.51)
Max. 24.5
(Max. 5.51)
Raise to
Hold
Must return smoothly when
engine speed is at high idle.
Hold to
Raise
Initial Max. 35.3
(Max. 7.94)
Max. 35.3
(Max. 7.94)
Full Max. 24.5
(Max. 5.51)
Max. 24.5
(Max. 5.51)
Hold to
Lower
Initial Max. 35.3
(Max. 7.94)
Max. 35.3
(Max. 7.94)
Full Max. 24.5
(Max. 5.51)
Max. 24.5
(Max. 5.51)
Lower to
Float
Must return smoothly when
engine speed is at high idle.
Stroke
Raise to
Hold
Measuring point:
Center of grip
mm
(in.)
44.8 1.9
(1.76 0.08
44.8 1.9
(1.76 0.08
Hold to
Lower
Truck model 960E-1
Check item
Measurement
conditions
Unit
Standard
value for new
truck
Permissible
value
960E-1 5
D
i
m
e
n
s
i
o
n
S
u
s
p
e
n
s
i
o
n

c
y
l
i
n
d
e
r
Installed
length
(exposed
rod)
Front
Flat dry road surface
Body unloaded
mm
(in.)
247 10
(9.3 0.4)
247 20
(9.3 0.8)
Rear
199 10
(7.8 0.4)
199 20
(7.8 0.8)
P
r
e
s
s
u
r
e
Nitrogen
gas
pressure
Front
kPa
(psi)
2 930
(425)
2 930
(425)
Rear
1 296
(188)
1 296
(188)
P
r
e
s
s
u
r
e
A
c
c
u
m
u
l
a
t
o
r
Nitrogen
gas
pressure
Front and
rear service
brakes
Atmospheric
temperature): 21 C (70
F)
kPa
(psi)
9 653 70
{1,400 10}
9 653 70
{1,400 10}
Steering

S
t
o
p

s
l
o
p
e

a
n
g
l
e

P
a
r
k
i
n
g

b
r
a
k
e
Braking capacity
With maximum allowed
payload
Machine can hold on
specified grade
% Min. 20 Min. 20

O
i
l

p
r
e
s
s
u
r
e

Release pressure
Engine running
kPa
(psi)
22 753 1 378
(3,300 200)
22 753 1 378
(3,300 200)
O
i
l

p
r
e
s
s
u
r
e

S
e
r
v
i
c
e

b
r
a
k
e
s

Operating
pressure
Front and
rear service
brakes
At full stroke
kPa
(psi)
16 545 517
(2,400 75)
16 545 517
(2,400 75)
Brake oil
pressure
Charge accumulator
and operate brake first
time
At full stroke
A
i
r

p
r
e
s
s
u
r
e
T
i
r
e
Standard
tire
56/80-R63
Machine unloaded
kPa
(psi)
600 +100/-0
(87 +14/-0)
600 +100/-0
(87 +14/-0)
Optional
tire
59/80-R63
(Bridge-
stone only)
Truck model 960E-1
Check item
Measurement
conditions
Unit
Standard
value for new
truck
Permissible
value
6 960E-1
O
i
l

p
r
e
s
s
u
r
e
S
t
e
e
r
i
n
g

v
a
l
v
e
Relief oil
pressure
At rated
speed
(1,900 rpm)
Oil temperature:
50 80 C
(122 176 F)
MPa
(psi)
20.6 0.5
(2,987 72)
20.6 0.5
(2,987 72)
At low idle
(750 rpm)
[Reference
value]
18.6 0.5
(2,697 72)
18.6 0.5
(2,697 72)
S
t
e
e
r
i
n
g

p
u
m
p

u
n
l
o
a
d
e
r
Cut-in pressure
Oil temperature:
45 55 C
(113 131 F)
High idle
21.7 0.7
(3,147 100)
21.7 0.7
(3,147 100)
Cut-out pressure
24.1 0.7
(3,495 100)
24.1 0.7
(3,495 100)
C
o
u
n
t
e
r
b
a
l
a
n
c
e

v
a
l
v
e
Relief pressure
Oil temperature:
50 80 C
(122 176 F)
Engine speed:
1,900 rpm (rated speed)
20.6 0.7
(2,988 100)
20.6 0.7
(2,988 100)

H
o
i
s
t

v
a
l
v
e

20.0 0.7
(2,900 100)
20.0 0.7
(2,900 100)
T
i
m
e
B
o
d
y
Lifting speed
Oil temperature:
50 80 C
(122 176 F)
Engine speed:
1,900 rpm (rated speed)
sec.
24 2 24 2
Lowering
speed
Power down Oil temperature:
50 80 C
(122 176 F)
Engine speed: 650 rpm
14 1 14 1
Float 24 2 24 2
Truck model 960E-1
Check item
Measurement
conditions
Unit
Standard
value for new
truck
Permissible
value
960E-1 7
NOTES
8 960E-1
960E-1 Dump truck
960E-1 1
CEN30001-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
General information
Special tool list...................................................................................................................................................... 3
CEN30001-00 30 Testing and adjusting
2 960E-1
NOTES
30 Testing and adjusting CEN30001-00
960E-1 3
Special tool list
Part number Description Qty. Use
EB1759 Nitrogen charging kit 1
Suspension and accumulator
charging
EC6027 Hydrair charging kit 1
EM3708 Rear brake wear indicator 1
Brake wear measurement
EM1275 Front brake wear indicator 1
PB6039 Female quick disconnect 4 Brake system checkout
EL8868 Belt alignment tool 1
Air conditioner drive belt inspection
XA3379 Belt tension tool 1
PB9067 Bulkhead connector 1 Auxiliary battery power source
PC2525 Harness 1 Payload meter data downloading
4 960E-1
960E-1 Dump truck
960E-1 1
CEN30002-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Steering, brake cooling and hoist
hydraulic system
General information on system checkout.............................................................................................................. 3
Steering system checkout procedures.................................................................................................................. 3
Steering system checkout data sheet................................................................................................................... 9
Brake cooling and hoist system checkout procedures.........................................................................................11
Brake cooling and hoist system checkout data sheet......................................................................................... 16
Hydraulic system flushing procedure.................................................................................................................. 17
2 960E-1
NOTES
960E-1 3
General information on system checkout
The hydraulic system checkout procedures are
intended to help the technician diagnose problems in
the steering and hoist circuits. The technician should
read the entire checkout procedure to become
familiar with the procedures and all the warnings and
cautions before performing any steps. The checkout
procedure begins by checking the basic system
before checking individual components.
A data sheet is included in this section to record the
test information obtained during the hydraulic system
checkout procedure. The data sheet is designed to
be removed, copied, and used during the checkout
procedure.
Hydraulic oil 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 familiar with this type of injury is
not received immediately.
Relieve pressure before disconnecting any
hydraulic lines. Tighten all connections securely
before applying pressure.
Before performing any testing and adjusting
procedures:
The truck must be shut down properly for service.
Refer to Index and foreword section Operating
instructions for the shutdown procedure.
The steering accumulators and the brake
accumulators must have the correct precharge
and must be at normal operating temperature.
Refer to Testing and adjusting section
Accumulators and suspensions for the
accumulator charging procedure.
Steering system checkout procedures
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Ensure that brake circuit leakage is not
excessive before troubleshooting the steering circuit.
The steering circuit hydraulic pressure is supplied
from the piston pump and steering accumulators.
Some steering system problems, such as spongy or
slow steering or abnormal operation of the low
steering pressure warning, can sometimes be traced
to internal leakage of steering components. If internal
leakage is suspected, perform the steering
component leakage tests outlined in this section.
The steering circuit can be isolated from the brake
circuit by first releasing all steering system pressure,
then releasing all pressure from the brake
accumulators and removing brake system supply line
(4, Figure 30-2) from the bleed down manifold. Plug
the brake supply line and cap the fitting at the bleed
down manifold to prevent high pressure leakage.
If the steering pump has just been installed, it is
essential that the pump case is full of oil before
starting the engine.
The following equipment will be necessary to
properly checkout the steering hydraulic circuit:
Hydraulic schematic
Three 35 000 kPa (5,000 psi) calibrated pressure
gauges and hoses
A graduated container marked to measure liquid
volume in cubic inches or milliliters
4 960E-1
Steering pump pressure control adjustments
1. Check the hydraulic oil level in the tank and add
oil if required.
2. Install an accurate 35 000 kPa (5,000 psi)
pressure gauge in pressure test port GPA (4,
Figure 30-1) located on the suction side of the
steering pump. Install a second 35 000 kPa
(5,000 psi) gauge in pressure test port TP2 (3,
Figure 30-2) in the bleed down manifold.
3. Turn unloader valve adjustment screw (2,
Figure 30-1) clockwise until it bottoms out.
4. Back out compensator adjustment screw (3) by
turning it counterclockwise.
NOTE: If equipped, ensure that the suction line
shutoff valves at the hydraulic tank are open before
starting the engine.
5. Start the engine and operate at low idle.
6. Turn the compensator adjustment screw (3)
clockwise to obtain 26 200 kPa (3,800 psi) on
the pressure gauge at the GPA pump port. Do
not exceed this pressure at any time. Tighten
the compensator jam nut.
7. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely.
8. Back out unloader valve adjustment screw (2)
completely.
9. Start the engine and allow the pump pressure to
build until the pump unloads.
NOTE: When the steering pump unloads, pump
output pressure at the GPA pressure test port will
drop to approximately 1 380 - 2 760 kPa (200 - 400
psi).
10. Turn the steering wheel to cause the
accumulator pressure to drop until the pump
loads.
FIGURE 30-1. STEERING PUMP ADJ USTMENTS
1. Stroke Control Adjustment Screw
2. Unloader Valve Adjustment Screw
3. Compensator Adjustment Screw
4. Pressure Test Port "GPA"
3. Pressure Test Port "TP2"
4. Brake System Supply Line
5. Steering System Pressure Switch
6. Steering Accumulator Bleed Down Solenoid
7. Pressure Test Port "TP3"
8. Flow Amplifier Supply Line
9. Flow Amplifier Return Line
10. Front Steering Accumulator Supply Line
11. Rear Steering Accumulator Supply Line
12. Relief Valve, 4.1 MPa (600 psi)
13. Relief Valve, 28.0 MPa (4000 psi)
14. Hoist Pilot Valve Return Line
15. Tank Return Line
17. Supply from Pump
960E-1 5
11. Adjust the unloader valve to reload the
accumulators when pressure falls to 22 062 -
22 408 kPa (3,200 - 3,250 psi). Unload pressure
will be 23 959 - 24 649 kPa (3,475 - 3,575 psi).
When the unload pressure increases to
23 959 - 24 649 kPa (3,475 - 3,575 psi), the
adjustment has been successfully
completed.
* Record on Data Sheet
12. Steer the truck slowly again while observing the
TP2 steering pressure gauge.
The pump must reload when pressure
drops to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
13. If the minimum reloading pressure in Step 12 is
not correct, repeat Steps 11 and 12.
NOTE: The critical pressure setting is the 22 062 -
22 408 kPa (3,200 - 3,250 psi) when the pump loads.
The unloading pressure follows the loading
pressure adjustment and should occur at
approximately 23 959 - 24 649 kPa (3,475 - 3,575
psi).
14. Tighten the jam nut to lock the adjustment.
15. Steer the truck several times to verify that
system pressure begins to increase (pump
cycles from unload to load) once pressure has
dropped to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
accumulators to depressurize completely. Turn
the steering wheel to verify that no pressure
remains.
17. Remove the gauges and cap the test ports.
NOTE: Stroke control adjustment screw (1, Figure
30-1) controls the volume of oil that is produced by
the steering/brake pump. Use of this feature is
required only if the truck is operated at high altitude
locations of 3 050 meters (10,000 feet) above sea
level or greater. If the truck is operating at high
altitudes, contact the Komatsu area service
representative for instructions regarding stroke
control adjustment procedures.
For trucks operating at lower altitudes, this
adjustment should not be changed from the factory
setting (adjusted fully counterclockwise). The factory
setting provides full pump flow for maximum
performance.
Steering control valve and flow amplifier
leakage test
1. Disconnect flow amplifier return line (9, Figure
30-2) at the bleed down manifold. Plug the port
on the bleed down manifold.
2. Disconnect the steering control unit return line
at the flow amplifier. Install a plug in the open
flow amplifier port. Do not turn the steering
wheel while the hoses are disconnected!
3. Start engine and allow the steering system to
reach normal operating pressure.
4. Measure leakage from the flow amplifier return
line removed in Step 1:
Maximum permissible leakage is 820 ml/
min. (50 in
3
/min.).
If leakage is excessive, the flow amplifier should
be repaired or replaced.
5. Measure leakage from steering control unit
return hose removed in Step 2:
min. (10 in
3
/min.).
If leakage is excessive, the steering control
valve should be repaired or replaced.
accumulators to depressurize completely. If all
steering system hoses are connected, turn the
steering wheel to verify that no pressure
remains.
6 960E-1
Bleed down manifold leakage test
1. With hydraulic lines still disconnected from the
"Steering control valve and flow amplifier
leakage test", disconnect hoist pilot valve return
line (14, Figure 30-2) located on the side of the
bleed down manifold. Plug the open port on the
bleed down manifold.
The hydraulic tank oil level is above the level of
the tank return line. It is necessary to draw a
vacuum on the hydraulic tank to prevent a large
amount of oil from draining from the tank with the
return line disconnected from the bleed down
manifold.
2. Disconnect tank return line (15) from the bleed
down manifold. Connect hoist pilot valve return
line (14) to the tank return port, or connect it to
the hydraulic tank fill port. Do not plug the hoist
pilot valve return line.
3. Remove the vacuum on the hydraulic tank.
4. Start the engine and allow the system pressure
to build until the unloader valve unloads the
pump. Measure the leakage at the open tank
return port on the bleed down manifold.
min. (33 in
3
/min.).
If leakage is excessive, bleed down solenoid (6,
Figure 30-2), steering system relief valve (13),
or the piloted check valve located on top of
bleed down manifold is defective and must be
replaced.
In the next step, DO NOT use the key switch to
shut off the engine. If the key switch is turned
OFF, all accumulator oil will be discharged
through the open port on the bleed down
manifold.
A suggested method to provide steering
accumulator bleed down when return hoses are
disconnected is to connect a hose/needle valve
assembly between bleed down manifold port TP3
and the hydraulic tank filler tube. This hose/valve
assembly cannot be connected or disconnected
if the accumulators are pressurized. The opposite
end of the hose can be connected to a fitting
which screws into the hydraulic tank filler tube in
place of the filler cap. Both accumulators will be
bled down when port TP3 is opened to tank,
reducing the possibility of either accumulator
being accidentally left pressurized. The hose can
be 1/4 SAE 100R2, rated for 5000 psi, or 3/8 SAE
100R2, rated for 4000 psi. Needle valves are
suggested to allow simple opening/closing, but
must be rated for 4000 psi or above.
5. After test is complete, shut off the engine by
using the engine shutdown switch on the center
console.
6. Reattach the vacuum source to the hydraulic
tank and draw a vacuum before disconnecting
the tank return hose from the hoist pilot valve
return hose. Attach the tank return hose to the
bleed down manifold, then attach the hoist pilot
valve return hose to the bleed down manifold.
7. Remove the vacuum on the hydraulic tank.
Remove all test equipment and attach all
remaining hoses to their proper locations.
8. Turn the key switch OFF to allow the steering
accumulators to depressurize.
960E-1 7
Shock and suction valve pressure tests
Before the shock and suction valves in the steering
circuit can be tested, the steering system pressure
must be increased to obtain sufficient pressure for
testing. Also, the steering relief valve pressure must
be raised above the pressure that is required to
actuate the shock and suction valves.
1. Install a 35 000 kPa (5,000 psi) pressure gauge
at pressure test port TP2 (3, Figure 30-2) in
the bleed down manifold.
2. Install a 35 000 kPa (5,000 psi) pressure gauge
in each steering cylinder manifold test port
(located on the frame cross member under the
engine).
3. Turn unloader valve adjustment screw (2,
Figure 30-1) clockwise until it bottoms out.
5. Start the engine and operate at low idle.
6. Adjust compensator adjustment screw (3) to
obtain 25 510 kPa (3,700 psi) on the pressure
gauge at the GPA pump port. Do not exceed
this pressure at any time. Tighten the
compensator jam nut.
NOTE: The steering pump will not unload at this time.
It will maintain at 25 510 kPa (3,700 psi).
7. Raise the steering relief valve pressure as
follows:
a. Use an 8 mm allen wrench to remove plug
(2, Figure 30-3) on the flow amplifier valve.
b. Insert a 5 mm allen wrench into the opening
and gently bottom out relief valve adjustment
screw (4) by turning it clockwise.
8. While observing the two gauges installed on the
steering cylinder manifold, turn the steering
wheel against the left stop.
One of the pressure gauges should read
24 000 1 000 kPa (3,480 145 psi).
10. Turn the steering wheel against the opposite
stop.
The other pressure gauge should read
24 000 1 000 kPa (3,480 145 psi).
11. If the pressure is incorrect during Step 9 or 10,
the shock and suction valves must be replaced.
NOTE: The shock and suction valves are only
serviced as complete units and cannot be adjusted
while installed in the flow amplifier valve.
12. After the test is complete, lower the steering
relief pressure to 20 690 345 kPa (3,000 50
psi) as follows:
a. Steer full left or right and maintain a slight
pressure against the steering wheel.
b. Use the 5 mm allen wrench to adjust the
steering relief valve until 20 690 345 kPa
(3,000 50 psi) is shown on the gauge.
FIGURE 30-3. STEERING RELIEF VALVE
ADJ USTMENT
1. Flow Amplifier Valve
2. Plug
3. O-ring
4. Relief Valve Adjustment Screw
8 960E-1
13. After the adjustment is complete, install plug (2)
with O-ring (3) on the valve body.
15. Turn unloader valve adjustment screw (2, Figure
30-1) clockwise until it bottoms out.
NOTE: If equipped, ensure that the shutoff valves are
open before starting the engine.
17. Start the engine and operate it at low idle.
18. Adjust compensator adjustment screw (3) to
obtain 26 200 kPa (3,800 psi) on the pressure
gauge at the GPA pump port. Do not exceed
this pressure at any time. Tighten the
compensator jam nut.
20. Back out unloader valve adjustment screw (2)
completely.
21. Start the engine and allow the pump pressure to
build until the pump unloads.
NOTE: When the steering pump unloads, pump
output pressure at the GPA pressure test port will
drop to approximately 1 380 to 2 760 kPa (200 to 400
psi).
22. Steer the truck to cause the accumulator
pressure to drop until the pump loads.
23. Adjust the unloader valve to reload the
accumulators when pressure falls to 22 062 -
22 408 kPa (3,200 - 3,250 psi). Unload pressure
will be 23 959 - 24 649 kPa (3,475 - 3,575 psi).
When the unload pressure increases to
23 959 - 24 649 kPa (3,475 - 3,575 psi), the
adjustment has been successfully
completed.
24. Steer the truck slowly again while observing the
TP2 steering pressure gauge.
The pump must reload when pressure
drops to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
25. If the minimum reloading pressure in Step 12 is
not correct, repeat Steps 11 and 12.
NOTE: The critical pressure setting is the 22 062 -
22 408 kPa (3,200 - 3,250 psi) when the pump loads.
The unloading pressure follows the loading pressure
adjustment and should occur at approximately
23 959 - 24 649 kPa (3,475 - 3,575 psi).
26. Tighten the jam nut to lock the adjustment.
27. Steer the truck several times to verify that
system pressure begins to increase (pump
cycles from unload to load) once pressure has
dropped to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
the steering wheel to verify that no pressure
remains.
29. Remove the gauges and cap the test ports.
960E-1 9
Steering system checkout data sheet
MACHINE MODEL _______ UNIT NUMBER _________ SERIAL NUMBER___________
__________Steering Accumulators charged to 9650 kPa (1400 psi).
Operate steering system to obtain proper operating temperature. Refer to Check-out
Procedures.
STEERING PUMP PRESSURE CONTROL ADJUSTMENTS
STEP 11__________Steering pump unload pressure
STEP 12__________Steering pump reload pressure
STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS
STEP 4___________Flow amplifier return hose leakage
STEP 5___________Steering control unit return hose leakage
BLEED DOWN MANIFOLD LEAKAGE TEST
STEP 4___________Tank return hose leakage
SHOCK AND SUCTION VALVES TEST
STEP 8___________Shock and suction valve pressure, left steer
STEP 10__________Shock and suction valve pressure, right steer
STEP 12__________Steering relief valve pressure setting
STEP 23__________Steering pump unload pressure
STEP 24__________Steering pump reload pressure
Name of Technician or Inspector Performing Check-Out __________________________
Date__________________________
10 960E-1
Toe-in adjustment
NOTE: Before returning the truck to operation, the
steering system must first be centered in the straight
ahead position.
1. Check the toe-in by measuring the distance
between the centers of the front tires. Measure
on the horizontal centerline at the front and rear
of the tires. Refer to Figure 30-4.
Radial tires should have equal measurements
(zero toe-in).
2. Loosen the clamp locknuts on the tie rod.
Rotate the tie rod as necessary to obtain the
correct toe-in setting. The nominal tie rod length
when installed is 3 696 mm (145.5 in.).
3. When the adjustment is complete, tighten the
clamp locknuts on the tie rod to 420 42 Nm
(310 31 ft lb).
4. Remove the blocks from the rear wheels.
FIGURE 30-4. MEASURING TOE-IN
960E-1 11
Brake cooling and hoist system checkout
procedures
NOTE: If the relief valve or hoist valve assembly has
been replaced or rebuilt, hoist valve power up
pressure should be checked. Also, check the brake
cooling circuit for correct pressures. Check hoist
system power down relief pressure if the hoist pilot
valve has been replaced or rebuilt.
properly check-out the hoist relief and brake cooling
circuit pressures:
Hydraulic schematic
Three 35 000 kPa (,5000 psi) calibrated pressure
gauges and hoses
Two 1 000 kPa (100 psi) low pressure gauges
and hoses
Pressure gauge locations
1. Install a 1 000 kPa (100 psi) low pressure gauge
at front brake cooling circuit test port (1, Figure
30-5) at the front of the hoist valve to monitor
the front brake cooling oil pressure.
2. Install a 35 000 kPa (5,000 psi) gauge in
overcenter manifold power down test port TPD
(3, Figure 30-9) located on the front face of the
manifold.
3. Install a 35 000 kPa (5,000 psi) gauge in both
hoist pump filter pressure test ports (2, Figure
30-5).
4. Install a 1 000 kPa (100 psi) low pressure gauge
at rear brake supply pressure test port (3,
Figure 30-8) in the brake/hoist return manifold to
monitor rear brake cooling supply pressure.
FIGURE 30-5. TEST PORTS
1. Front Brake Cooling Circuit Test Port
2. Hoist Pump Filter Pressure Test Port
12 960E-1
Brake cooling circuit test
NOTE: Hydraulic oil temperature should be
approximately 21 C (70 F) during this test. Do not
turn the steering wheel or apply the brakes. Do not
operate the engine at low idle for more than 30
seconds.
1. Start the engine and operate at low idle. Place
the hoist control lever in the FLOAT position.
Hoist pump outlet pressures at the filters
should be approximately 550 kPa (80 psi).
Pressure at front brake cooling circuit test
port (1, Figure 30-5) and rear brake supply
pressure test port (3, Figure 30-8) should
be approximately 172 kPa (25 psi) or less.
2. With the engine at low idle, move the hoist
control lever to the RAISE position.
Pressure at the front and rear brake cooling
circuits should drop to 0 kPa (0 psi) while
the body rises.
If the pressure is not correct, the hoist control
valve may be plumbed incorrectly or defective.
3. Increase engine speed to 1,500 rpm. Place the
hoist control lever in HOLD or FLOAT.
circuits should be approximately 345 kPa
(50 psi) or less.
4. With engine at 1,500 rpm, move the hoist
control lever to the LOWER position.
circuits should drop to 0 kPa (0 psi) while
the body lowers.
Power up relief pressure test
The hoist control valve contains two relief valves. The
rear inlet section contains the relief valve for the rear
section of the hoist pump. The front inlet section
contains the relief valve for the front section of the
hoist pump.
1. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid (located
on the top of the bleed down manifold) from the
wiring harness.
Ensure that there is adequate overhead clearance
before raising the body.
NOTE: Ensure that the gauges are properly identified
(front or rear section of the pump) when the
pressures are read.
2. Start the engine and operate at low idle. Move
the hoist control lever to the RAISE position until
the body is fully raised.
Pressure at both hoist pump filter test ports
should be 18 960 690 kPa (2,750 100
psi).
3. If the hoist power up relief pressure is incorrect
on either gauge, the corresponding relief valve
should be replaced.
a. Lower the body until it is resting on the frame
rails. Shut off the engine and wait at least 90
seconds for the accumulators to
depressurize. Turn the steering wheel to
ensure that system pressure has been
relieved.
b. Relieve all hydraulic pressure from the hoist
system.
c. Disconnect the tube from inlet cover (2,
Figure 30-6). Disconnect the hose(s) at the
top port.
d. Remove capscrews (1) and cover (2).
Remove spring (3) and relief valve (4).
e. Install new relief valve (4), spring (3), cover
(2), and new O-rings (8). Install and tighten
capscrews (1). Connect the tube to the fitting
on cover (2). Install the hose(s) at the top
port.
960E-1 13
4. Check the pressure again by repeating Step 2. If
necessary, repeat the adjustment procedure
until the correct pressure is obtained.
Power down relief pressure test
NOTE: The hoist system power down relief valve is
located on the hoist pilot valve in the hydraulic brake
cabinet behind the cab.
1. Start the engine and operate at low idle. Allow
the accumulators to fill and the steering/brake
pump to unload.
2. With the body resting on the frame, move the
hoist control lever to the LOWER position.
Pressure at the overcenter manifold test
port TPD should be 10 340 517 kPa
(1,500 75 psi).
3. If power down relief pressure is not within
specifications, adjust the relief valve as follows:
a. Remove the cap from power down relief
valve (2, Figure 30-7).
b. To increase the power down relief pressure,
turn the adjusting screw inward (clockwise).
To decrease the power down relief pressure,
turn the adjusting screw outward
(counterclockwise).
1. Capscrew
2. Inlet Cover
3. Spring
4. Main Relief Valve
5. Spring
6. Sleeve
7. Secondary Low
Pressure Valve
8. O-rings
9. Inlet Valve Body
FIGURE 30-6. INLET SECTION
NOTE: Front and rear inlet sections are identical.
1. Spool Housing
14 960E-1
4. Recheck the power down relief pressure by
repeating Step 2 after adjusting the relief valve.
Install the cap on the power down relief valve.
Remove the gauges.
Counterbalance valve pressure check
1. Ensure that the engine is off, the body is resting
on the frame or properly secured in the raised
position, the hoist valve is in the FLOAT
position, and the hydraulic system is
depressurized.
2. Loosen the locknut on needle valve adjustment
stem (9, Figure 30-9) on the overcenter
manifold. Turn the adjustment stem fully
clockwise.
1. Rear Brake Return
2. Rear Brake Supply
3. Rear Brake Supply
Pressure
4. Front Brake Supply
Pressure
5. Rear Brake Cooling
Oil (From Hoist Valve)
6. Return From Hoist
Valve
7. Return From Hoist
Valve
8. Brake/Hoist Return Oil
Manifold
9. Front Brake Bypass
Pressure
11. Hoist Return Pressure
12. Front Brake
Return Pressure
to Tank
15. Hoist Return to Tank
16. Front Brake Return
to Tank
FIGURE 30-8. BRAKE/HOIST RETURN OIL
MANIFOLD
FIGURE 30-9. OVERCENTER MANIFOLD
1. Check Valves
2. Overcenter Valve Manifold
3. Power Down Test Port (TPD)
4. Counterbalance Valve Adjustment Stem
5. Counterbalance Valve Test Port (TCBVP)
6. Power Up Test Port (TPU)
7. Test Port (TR)
8. Pilot Vent Port
9. Needle Valve Adjustment Stem
10. Counterbalance Valve Port (TCBV)
960E-1 15
3. Remove the plug from PILOT VENT port (8)
on the overcenter manifold. This port will remain
open to the atmosphere during the adjustment.
Do not allow dirt to enter the open port.
NOTE: It is suggested that a clean SAE #4 (1/4)
hydraulic hose be installed in the open pilot vent port
and pointed downward.
4. Install a 35 000 kPa (5,000 psi) gauge at test
port TR (7) on the overcenter manifold. Use a
hose that is long enough for the technician to
read the pressure gauge while in the cab of the
truck. Do not read the gauge near the
overcenter manifold or make adjustments while
the engine is running. The gauge will measure
the rod end pressure (the pressure controlled by
the counterbalance valve).
5. Start the engine and operate at low idle. If the
body is in the raised position, lower the body to
the frame.
6. Raise the body and, as it extends to the third
stage, read the pressure on the gauge
connected to the TR port. All counterbalance
valve pressures are read and adjusted while the
hoist cylinders are in the third stage.
a. If pressure is 20 700 kPa (3,000 psi) or
above, stop raising the body immediately.
The pressure is adjusted too high and must
be lowered. Refer to "Counterbalance valve
adjustment".
b. If pressure is below 20 700 kPa (3,000 psi),
lower the body, increase engine speed by
approximately 300 rpm and repeat Step 6
until the engine is at high idle or 20 700 kPa
(3,000 psi) is obtained.
c. If the gauge indicates 20 700 kPa (3,000 psi)
with the engine at high idle, the hoist control
lever in the RAISE position and the hoist
cylinders in the third stage, the
counterbalance valve adjustment is correct.
d. If the gauge still does not indicate 20 700
kPa (3,000 psi) with the engine at high idle,
the hoist control lever in the RAISE position
and the hoist cylinders in the third stage, or if
20 700 kPa (3,000 psi) was obtained before
the engine reached high idle, adjust the
counterbalance valve.
Counterbalance valve adjustment
1. With the hoist control lever in the FLOAT
position and the body resting on the frame,
loosen the locknut on counterbalance valve
adjustment stem (4, Figure 30-9). Turn the
adjustment stem fully inward (clockwise) so the
counterbalance valve pressure is as low as
possible.
2. Start the engine and operate at high idle.
Observe the pressure gauge while raising the
body.
3. Carefully turn the adjustment stem outward
(counterclockwise) to obtain 20 700 kPa (3,000
psi) with the engine at high idle, the hoist control
lever in the RAISE position and the hoist
cylinders in the third stage.
NOTE: Complete valve adjustment range is three full
turns.
4. Lower the body to the frame and operate the
engine at low idle. Repeat Step 6 of the
"Counterbalance valve pressure check"
procedure to verify proper adjustment.
5. With the body resting on the frame, install the
plug in PILOT VENT port (8). Remove the
pressure gauge.
6. Turn needle valve adjustment stem (9) fully
outward and tighten the locknut securely. The
needle valve must be fully open for normal
operation.
16 960E-1
Brake cooling and hoist system checkout data sheet
MACHINE MODEL ___________ UNIT NUMBER_______ SERIAL NUMBER___________
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out
Procedures.
BRAKE COOLING CIRCUIT TEST
STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position
_________ Brake cooling circuit pressure, low idle, FLOAT position
STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position
STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position
STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position
POWER UP RELIEF PRESSURE TEST
STEP 2 __________ Hoist relief pressure, front pump section
________ Hoist relief pressure, rear pump section
POWER DOWN RELIEF PRESSURE TEST
STEP 2 _________ Power down relief pressure
COUNTERBALANCE VALVE PRESSURE CHECK
STEP 6c _________ Counterbalance valve pressure
Name of Technician or Inspector Performing Check-Out__________________________
DATE _________________________
960E-1 17
Hydraulic system flushing procedure
Preparation
1. Properly shut down the truck for service. Refer
to Index and foreword section Operating
2. Open accumulator bleed down valves (1, Figure
30-10) and (3) on the brake manifold. This will
return contaminants in the brake accumulators
to the hydraulic tank.
3. Thoroughly clean the exterior of the hydraulic
tank. Drain the hydraulic tank, remove the
strainers and diffusers, and clean the inside of
the tank. Flush the interior of the hydraulic tank
with a cleaning solvent.
4. Inspect all hydraulic hoses for deterioration or
damage.
NOTE: If a system component fails, all hoses and
tubing should be removed and back flushed with a
cleaning solvent. Inspect for small particles which
may be trapped inside.
5. Inspect the hydraulic tank strainers and
diffusers. If damaged, install new components.
6. Install an accurate 35 000 kPa (5,000 psi)
pressure gauge in pressure test port GPA (4,
Figure 30-1) located on the suction side of the
steering pump. Install a second 35 000 kPa
(5,000 psi) gauge in pressure test port TP3 (7,
Figure 30-2) in the bleed down manifold.
Flushing procedure
1. Connect the following ports with jumper hoses:
QD SUPPLY and QD RETURN ports on
the bleed down manifold
disabled truck quick connect fittings on the
overcenter manifold
The jumper hoses must be made of 1 inch diam-
eter SAE 100R12 material rated at 27 600 kPa
(4,000 psi).
An optional hose/needle valve assembly for manually
depressurizing the steering accumulators may be
used. This hose/needle valve assembly is only for
convenience and is not required. It provides a
method for manually depressurizing both steering
accumulators at any time. The jumper hoses installed
in Step 1 are still needed.
Required materials
Needle valve rated at 27 600 kPa (4,000 psi)
Two hoses made from 1/4 inch diameter SAE
100R2 material rated at 35 000 kPa (5,000 psi)
(The length of the hoses is not critical but should
provide the best accessibility to the needle valve.)
Fittings (WB0585), (WB0692) and (WB0576)
Installation
a. Make sure that both steering accumulators
and both brake accumulators are depressur-
ized.
b. Remove the plug directly above pressure test
port "TP3" (7, Figure 30-2) on the bleed
down manifold. Install fittings (WB0585) and
(WB0692) in the unplugged port.
FIGURE 30-10. BRAKE MANIFOLD
1. Accumulator Bleed Down Valve
(Rear Brake)
2. Automatic Apply Valve
(Front Brake)
18 960E-1
c. Remove the plug from the port marked "T3"
on the right side of the brake manifold. Install
fitting (WB0576) in the unplugged port.
d. Assemble both hoses to the needle valve.
Connect one hose to the fitting installed in
the port above the "TP3" port. Connect the
other hose to the fitting installed in the "T3"
port.
NOTE: Retain the plugs that were removed
from the manifolds so they can be installed after
the hose/needle valve assembly is removed.
Once installed, the hose/needle valve assembly can
be used to depressurize both steering accumulators.
Do not disconnect the hose/needle valve
assembly while the steering accumulators are
pressurized.
2. If the brakes are not installed, connect the brake
cooling supply hoses to the brake cooling return
hoses. The service brake hoses and parking
brake hoses must be capped or connected to
brake simulators.
3. Fill the steering pump case with clean hydraulic
oil through the case drain port.
An alternate method is to leave the case drain
hose connected, then remove the plug from the
port marked "PRG" on top of the steering pump.
This will vent air from the pump case when the
hydraulic tank is filled with oil. Install the plug
when oil appears at the port opening.
NOTE: Filling the steering case pump does not
eliminate the need to bleed air from the pump suction
line.
4. If equipped, fully open all shutoff valves in the
pump suction lines. The valves are fully open
when the valve handle is in line with the hose.
Serious pump damage will occur if any shutoff
valve is not fully open when the engine is started.
5. Fill the hydraulic tank with clean type C-4
hydraulic oil. Make sure that the oil level is
visible in center of the upper sight gauge.
6. Loosen each pump suction hose at the pump
inlet to bleed any trapped air. Make sure that the
O-ring does not fall out of the groove. Retighten
the capscrews to the standard torque when oil
appears.
7. Check the hydraulic oil level. Add oil, if
necessary.
Do not apply the brakes or turn the steering
wheel at any time during this procedure.
8. Move the hoist control lever to the FLOAT
position.
10. Turn the key switch ON but do not start the
engine. Verify that the low steering accumulator
precharge warning is not displayed.
If the warning is displayed, correct the problem
before proceeding.
NOTE: The brake accumulators do not have
pressure switches to warn of low precharge pressure.
Make sure that both brake accumulators and both
steering accumulators are properly precharged to
9 650 kPa (1,400 psi). Refer to Testing and adjusting
section Accumulators and suspensions for the
960E-1 19
If, at any time, the warning indicator or buzzer is
activated, do not loosen or remove any hydraulic
hose or component. Hydraulic oil pressure may
be trapped in the system. Relieve pressure before
disconnecting any hydraulic lines. Tighten all
connections securely before applying pressure.
If fault code A236 is active, do not loosen or
remove any hydraulic hose or component. The
steering accumulators have not been properly
depressurized. Locate and correct the steering
accumulator problem. The pressure gauge
installed in bleed down manifold test port " TP3"
will show 103 kPa (15 psi) or less if the steering
accumulators are successfully depressurized.
11. Start the engine and operate at low idle for no
more than 30 seconds.
Pressure at the hoist filters should be
approximately 550 kPa (80 psi).
Pressure at steering pump test port "GPA"
should be approximately 690 kPa (100 psi).
test ports should be 172 kPa (25 psi) or less.
Do not operate the truck at low idle for more than
30 seconds. The steering pump pressure at test
port " GPA" must be at or above 1 725 kPa (250
psi) during the the flushing process to provide
adequate pump internal lubrication. Steering
pump damage will result if the pressure is below
1 725 kPa (250 psi) for more than 30 seconds.
12. Increase the engine speed as required to
increase pressure at steering pump test port
"GPA" to at least 1 725 kPa (250 psi).
13. Move the hoist control lever to the RAISE or
LOWER position. The pressure readings at the
front and rear brake cooling test ports should be
0 kPa (0 psi).
If the pressure readings do not drop to 0 kPa (0
psi), the hoist valve may be plumbed incorrectly
or the hoist valve may be defective. Correct the
plumbing error or replace the hoist valve, as
needed, then repeat this step.
14. If the pressure readings are correct, increase
the engine speed to 1,500 rpm for 20 minutes to
flush the system. Move the hoist control lever to
the RAISE position for 30 seconds, and then
move it to the LOWER position for 30 seconds.
Repeat this cycle five times. This process will
carry any system contaminants to the hydraulic
tank.
Monitor the pressure gauges at the front and
rear brake cooling test ports during this step.
The pressure readings should be 0 kPa (0 psi)
when the hoist control lever is in the RAISE and
LOWER positions and approximately 345 kPa
(50 psi) in the HOLD and FLOAT positions.
15. When the flushing process is complete, shut off
the engine and allow at least 90 seconds for the
16. Remove the jumper hoses from the overcenter
manifold and the bleed down manifold.
If the optional hose/needle valve assembly is
installed, leave it installed. If the brakes are still
not installed, leave the brake cooling supply
hoses and return hoses connected together.
necessary.
18. Close the brake accumulator bleed down valves
on the brake manifold.
20 960E-1
19. To flush the accumulators, start the engine and
operate the engine until the accumulator
pressure is approximately 23 960 kPa (3,475
psi). This is the pressure at which the unloader
valve shifts to unload the steering pump.
If the accumulator pressure does not reach
23 960 kPa (3,475 psi):
Check for any bleed down related fault codes.
Correct any problems and repeat Step 19.
If there are no such fault codes, refer to
"Steering pump pressure control
adjustments", then repeat Step 19.
20. Shut off the engine and allow at least 90
seconds for the steering accumulators to
depressurize completely. The steering pressure
reading at bleed down manifold pressure test
port "TP3" should be 103 kPa (15 psi) or less.
21. Open the brake accumulator bleed down valves
on the brake manifold to depressurize the brake
accumulators. Close the brake accumulator
bleed down valves
NOTE: Perform Steps 19 through 21 five times.
22. To flush the steering system, start engine. Allow
the accumulators to fully charge and the
steering pump to unload.
23. Turn the steering wheel full left then full right ten
times.
24. Shut off the engine and allow at least 90
depressurize completely.
necessary.
26. After the hydraulic system flushing procedure
has been completed, all system high pressure
filter elements must be replaced.
a. Close both hoist pump suction line shutoff
valves. Close the steering pump suction line
shutoff valve.
b. Remove the hoist and steering hydraulic fil-
ters. Clean the housings and install new filter
elements.
c. Check the hydraulic oil level. Add oil, if nec-
essary.
d. Open the suction line shutoff valves.
960E-1 21
NOTES
22 960E-1
960E-1 Dump truck
960E-1 1
CEN30003-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Brake system
General information on system checkout.............................................................................................................. 3
Brake circuit checkout procedure.......................................................................................................................... 3
Brake system checkout data sheet..................................................................................................................... 14
Brake piston leakage test.................................................................................................................................... 18
Wet disc brake bleeding procedure .................................................................................................................... 18
Parking brake bleeding procedure...................................................................................................................... 19
Brake valve bench test and adjustment.............................................................................................................. 20
Dual relay valve bench test and adjustment....................................................................................................... 23
2 960E-1
NOTES
960E-1 3
General information on system checkout
The brake system checkout procedures are intended
to help the technician diagnose problems in the brake
circuits. The technician should read the entire
checkout procedure to become familiar with the
procedures and all the warnings and cautions before
performing any steps. The checkout procedures
begin by checking the basic system before checking
individual components.
Data sheets are included in this section to record the
test information obtained during the brake system
checkout procedures. The data sheets are designed
to be copied and used during the checkout
procedure.
Before performing any testing and adjusting
procedures:
The truck must be shut down properly for service.
Refer to Index and foreword section Operating
The steering accumulators and the brake
accumulators must have the correct precharge
and must be at normal operating temperature.
Brake circuit checkout procedure
NOTE: The steering system supplies the brake
system with operating pressure. It is important that
the steering system be checked for proper operation
before checking the braking system. Refer to Testing
and adjusting section Hydraulic system for the
steering system checkout procedure.
This section outlines a procedure to test the
functionality of the entire brake system. Pressure
specifications and other criteria that must be
duplicated for the braking system to be considered
ready for daily operations are provided.
The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
bleed down manifold. Plug the brake supply line and
cap the port in the bleed down manifold.
properly checkout the brake hydraulic circuit:
Brake hydraulic schematic (See Section 90)
Clear plastic hose and bucket for brake bleeding
Three 24 100 kPa (3,500 psi) pressure gauges
One 34 475 kPa (5,000 psi) pressure gauge
One female quick disconnect (PB6039) and hose
long enough to reach from brake cabinet to the
inside of the operator's cab for each gauge
Accumulator charging kit (EB1759 or equivalent)
with gauges and dry nitrogen
4 960E-1
1. Dual Relay Valve
3. Relief Valve (Hoist Power Down)
4. Brake Lock Shuttle Valve
5. Brake Manifold
6. Brake Oil Supply Pressure Test Port (SP3)
7. Rear Brake Accumulator Bleed Valve
8. Auto Apply Sequence Valve
9. Front Brake Accumulator Bleed Valve
10. Parking Brake Solenoid Valve (SV2)
11. Brake Lock Apply Pressure Test Port (PP3)
12. Pressure Reducing Valve (PR)
13. Brake Lock Solenoid Valve (SV1)
14. Parking Brake Release Pressure (PK3)
15. Low Accumulator Pressure Test Port (LAP1)
16. Low Brake Pressure Switch
17. Parking Brake Pressure Switch
18. Auto Apply Solenoid Valve (SV3)
19. J unction Manifold
20. Stop Light Pressure Switch
21. Brake Lock Degradation Switch
22. Rear Brake Pressure Test Port (BR)
23. Front Brake Pressure Test Port (BF)
FIGURE 30-1. HYDRAULIC BRAKE CABINET
960E-1 5
Initial system setup
Ensure that the brakes have been properly bled to
remove any trapped air. Refer to "Wet disc brake
bleeding procedure". Also, before checking the brake
system, make sure that the parking brake is
functioning properly. Refer to "Parking brake bleeding
procedure".
1. Securely block the wheels to prevent the truck
from rolling away.
2. Move the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut off the engine and allow 90
seconds for the steering system accumulators
to depressurize.
NOTE: Leave rest switch in the ON position and the
GF cutout switch in the CUTOUT position throughout
brake tests.
3. Install wo 24 100 kPa (3,500 psi) pressure
gauges at front brake (BF) pressure test port
(23, Figure 30-2) and rear brake (BR) pressure
test port (22).
Install the 34 475 kPa (5,000 psi) pressure
gauge at low accumulator pressure test port
LAP1 (15).
4. Open bleed down valves (7) and (9, Figure 30-
1) on the brake manifold to depressurize the
brake accumulators.
5. Precharge both brake accumulators. Refer to
Testing and adjusting section Accumulators
and suspensions for the accumulator charging
procedure.
NOTE: For best performance, charge the
accumulators in the ambient conditions in which the
machine will be operating.
6. Close both brake accumulator bleed down
valves.
7. Release the brake lock.
8. Start the engine. Observe the rising brake
pressures as the system charges. The brake
pressures should begin to fall when the auto
apply valve releases. The auto apply valves
should release the front and rear brakes at
11 375 1 380 kPa (1,650 200 psi).
* Record on data sheet.
9. Partially depress the brake pedal to bleed air
from each brake. Move the directional control
lever to NEUTRAL to bleed air from the parking
brake. Then move the directional control lever to
PARK.
10. Slowly depress the brake pedal. The rear brake
pressure should begin to rise before the front
brake pressure.
Verify that the rear brake pressure is 310 -
1415 kpa (45 - 205 psi) when the front
brake pressure begins to rise.
11. Slowly depress the brake pedal. Force feedback
of the pedal on your foot should be smooth with
no abnormal noise or mechanical roughness.
Verify that the stop lights illuminate at 517
34 kPa (75 5 psi) rear brake pressure.
12. Quickly and completely depress the brake
pedal. Verify that within one second after the
brake is applied:
Rear brake (BR) pressure reads 17 235
517 kPa (2,500 75 psi).
Front brake (FR) pressure reads 17 235
517 kPa (2,500 75 psi).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
Brake lock / secondary braking checkout
13. Disconnect the lead wire from brake lock
solenoid valve (13, Figure 30-1) located on the
brake manifold in the hydraulic brake cabinet.
14. Move the directional control lever to NEUTRAL.
Press the brake lock switch. The brake lock will
not apply if the engine is not operating. Fault
code A118 will become active.
15. Depress the brake pedal until fault code A118 is
cleared, then very slowly release the pedal until
fault code A118 is active again.
Verify that the rear brake (BR) pressure
drops to 6 895 172 kPa (1,000 25 psi)
when the fault reoccurs.
NOTE: There is a three second delay between the
time that the brake lock degradation switch senses
the pressure and fault code A118 occurs. Fault code
A265 will also become active during this step.
6 960E-1
16. Connect the lead wire to brake lock solenoid
valve (13).
17. Cycle the brake lock switch several times to
ensure crisp application and release of oil
pressure and proper function of the status light.
NOTE: Check the pressure readings at pressure test
ports (BR) and (PP3). They should be identical.
Verify that the rear brake (BR) pressure is
13 790 690 kPa (2,000 100 psi) when
the brake lock is applied. Fault code A118
should also not be displayed.
18. If the brake lock does not function correctly,
make sure that all brake lock circuit plumbing is
correct.
If the plumbing is correct, disconnect wire 52B
to the brake lock solenoid at TB26-G. Apply 24V
to the disconnected wire 52B. Verify that the
pressure reading at pressure test port (PP3) is
13 790 690 kPa (2,000 100 psi). Ignore any
resulting brake lock faults.
a. If the pressure is out of range, adjust
pressure reducing valve (12, Figure 30-1) as
required.
b. If the pressure reducing valve cannot be
adjusted to achieve the correct pressure,
replace the pressure reducing valve.
c. If the brake lock solenoid cannot be
energized, verify that the wiring to the
solenoid is correct. If it is correct, then
replace the solenoid.
d. If the brake lock valve will not operate,
replace the valve.
e. Connect wire 52B to TB26-G and repeat
Step 17.
Parking brake checkout
19. Move one of the pressure gauges (BR or BF) to
parking brake release (PK3) pressure port (14,
Figure 30-1).
20. Start the engine. Move the directional control
lever to PARK, then back to NEUTRAL. The
parking brake status light should illuminate, then
go out.
Verify that the parking brake release (PK3)
pressure is 22 753 1378 kPa (3,300 200
psi).
21. Move the directional control lever to PARK.
Verify that the parking brake apply (PK3)
pressure is 0 kPa (0 psi).
22. If the parking brake does not function correctly,
make sure that all parking brake circuit
plumbing is correct.
If the plumbing is correct, disconnect wire 52CS
to the parking brake solenoid at TB26-M.
Ground the disconnected wire 52CS. Verify that
the pressure reading at pressure test port (PK3)
is 22 753 1 378 kPa (3,300 200 psi). Ignore
any resulting parking brake faults.
a. If the pressure is out of range, verify that the
steering pump pressure compensator
adjustment screw is properly adjusted.
b. If the parking brake solenoid cannot be
c. If the parking brake valve will not operate,
replace the valve.
d. Connect wire 52CS to TB26-M and repeat
Steps 21 and 22.
23. Cycle the parking brake several times (move the
directional control lever between NEUTRAL and
PARK) to ensure crisp application and release
of oil pressure and proper function of the status
light.
960E-1 7
Service brake checkout
24. Move the directional control lever to PARK and
release the brake lock.
25. Move both front brake pressure gauges to left
rear brake (LBP) pressure test port (2, Figure
30-2) and right rear brake (RBP) pressure test
port (1) on the manifold on the left side of the
rear axle housing.
brake is applied:
Left rear brake pressure reads 16 545 517
kPa (2,400 75 psi).
Right rear brake pressure reads 16 545
517 kPa (2,400 75 psi).
seconds.
27. Release the brake pedal.
Verify that both rear brake pressures return
to 0 kPa (0 psi) within two seconds. There
should be no residual pressure trapped in
the brakes.
28. Move both both rear brake pressure gauges to
to pressure test ports (LFBP) and (RFBP) on the
front brake backplates.
NOTE: These test ports are not stamped on the
spindle.
brake is applied:
Left front brake pressure reads 16 545
517 kPa (2,400 75 psi).
Right front brake pressure reads 16 545
517 kPa (2,400 75 psi).
seconds.
30. Release the brake pedal.
Verify that both front brake pressures return
to 0 kPa (0 psi) within two seconds. There
should be no residual pressure trapped in
the brakes.
Low brake accumulator pressure and auto apply
checkout
31. Move both front brake pressure gauges back to
pressure test ports (BF) and (BR) in the
hydraulic brake cabinet.
32. Start the engine and allow the low brake
accumulator pressure (LAP1) to increase to
21 718 344 kPa (3,150 50 psi).
Turn the key switch OFF and allow 90 seconds
for the steering accumulators to depressurize
completely.
34. Turn the key switch ON, but do not start the
engine. Wait for two minutes, then check the low
accumulator pressure reading at low
accumulator pressure (LAP1) test port (15,
Figure 30-1).
If the pressure is below 14 480 kPa (2,100
psi), there is excessive leakage in the
system. The source of the leakage must be
identified and repaired.
accumulator pressure (LAP1) to increase above
18 960 kPa (2,750 psi).
FIGURE 30-2. REAR BRAKE PRESSURE
TEST PORTS
1. Right Rear Brake Pressure (RBP) Test Port
2. Left Rear Brake Pressure (LBP) Test Port
8 960E-1
36. Turn the key switch OFF and allow 90 seconds
completely.
engine. Move the directional control lever to
NEUTRAL.
38. Provide a speed signal of 2.5 kph (1.5 mph)
from the DID panel on the rear wall of the
operator cab. Fault code A260 will occur 1.5
seconds later.
39. Very slowly open front brake accumulator bleed
valve (9) a small amount while observing the
decreasing pressure at low accumulator
pressure (LAP1) test port (15).
The low brake pressure fault code A261
must occur when the pressure drops to
12 755 517 kPa (1,850 75 psi).
When the low accumulator pressure
reaches 11 375 517 kPa (1,650 75 psi),
front brake pressures (BF) and (BR) should
begin to rise due to the auto apply feature.
If necessary, adjust auto apply sequence valve
(8) to obtain an auto apply pressure of 11 375
517 kPa (1,650 75 psi).
40. Close front brake accumulator bleed valve (9).
Record the front and rear brake apply pressures
after auto apply has occurred.
Front brake (BF) pressure reads 9 825 kPa
(1,425 psi) or higher.
517 kPa (2,400 75 psi) or higher.
Low brake accumulator pressure (LAP1)
reads 11 375 517 kPa (1,650 75 psi).
41. Provide a speed signal of 0 kph (0 mph) from
the DID panel on the rear wall of the operator
cab.
42. Move the directional control lever to PARK. Start
the engine and allow the low brake accumulator
pressure (LAP1) to increase to 19 305 344
kPa (2,800 50 psi).
Turn the key switch OFF and allow 90 seconds
completely.
engine.
45. Provide a speed signal of 2.5 kph (1.5 mph)
operator cab. Fault code A260 will occur 1.5
seconds later.
46. Very slowly open rear brake accumulator bleed
valve (7) a small amount while observing the
decreasing pressure at low accumulator
pressure (LAP1) test port (15).
The low brake pressure fault code A261
must occur when the pressure drops to
within 690 kPa (100 psi) of the pressure that
was recorded in Step 39.
When the low accumulator pressure
reaches within 690 kPa (100 psi) of the
pressure that was recorded in Step 39, front
brake pressures (BF) and (BR) should
begin to rise due to the auto apply feature.
47. Close rear brake accumulator bleed valve (7).
Record the front and rear brake apply pressures
after auto apply has occurred.
Front brake (BF) pressure reads 16 545
517 kPa (2,400 75 psi) or higher.
Rear brake (BR) pressure reads 9 825 kPa
(1,425 psi) or higher.
Low brake accumulator pressure (LAP1)
reads 11 375 517 kPa (1,650 75 psi).
48. Remove the speed signal from the DID panel.
Set the speed signal to 0 kph (0 mph).
960E-1 9
Reapplication
accumulator pressure (LAP1) to increase to
21 718 344 kPa (3,150 50 psi).
50. Pull up on the engine shutdown switch on the
center console to shut off the engine. Do not
turn the key switch OFF. The steering
accumulators must not be allowed to
depressurize.
Provide a speed signal of 1.0 kph (0.6 mph)
operator cab.
52. While observing the pressure gauges, make
repeated, slow brake applications until fault
code A261 occurs.
Fault code A261 must not occur before the
sixth pedal application.
Auto apply must not occur until after fault
code A261 occurs.
Parking brake control logic checkout
NOTE: The parking brake will not apply if the truck
speed is above 0.8 kph (0.5 mph). If the parking
brake is selected and the truck speed is less than 0.8
kph (0.5 mph), the following sequence will occur:
From 0 - 1 second, auto apply is applied, parking
brake is released.
From 1 - 1.5 seconds, auto apply is applied,
parking brake is applied.
After 1.5 seconds, auto apply is released, parking
brake is applied.
This sequence uses the service brakes to completely
stop the truck before allowing the parking brake to
apply.
54. Start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, then move the directional
control lever to NEUTRAL.
Verify proper operation of the parking brake and
status light. No faults should be generated.
Record the highest pressure observed at ports
(PK3), (PP3), (BF) and (BR) during the 1.5
seconds of the parking brake application
sequence.
The pressure reading at pressure test port
(PK3) should read 22 753 1 378 kPa
(3,300 200 psi), then fall to 0 kPa (0 psi).
(PP3) should read 0 kPa (0 psi).
Front brake (BF) pressure reads 17 237
517 kPa (2,500 75 psi), then fall to 0 kPa
(0 psi).
517 kPa (2,500 75 psi), then fall to 0 kPa
(0 psi).
10 960E-1
56. If the parking brake does not function correctly,
make sure that all auto apply circuit plumbing
and plumbing from the brake valve to the front
and rear brake relay valves is correct.
If the plumbing is correct but the auto apply
solenoid valve is not energizing, start the engine
and allow the steeering accumulators to fully
charge. Disconnect wire 52ABA at TB42-L.
Ground the disconnected wire 52ABA. Discon-
nect wire 71ABA at TB32-N. Apply 24V to the
disconnected wire 71ABA. Verify that the pres-
sure readings at pressure test ports (BF) and
(BR) are at 17 237 517 kPa (2,500 75 psi).
Ignore any resulting auto apply faults.
a. If the auto apply solenoid cannot be
b. If the auto apply solenoid valve will not
operate, replace the valve.
c. If the auto apply solenoid valve operates but
the readings at pressure test ports (BF) and
(BR) do not change, try to adjust auto apply
sequence valve (8, Figure 30-1) to 11 375
517 kPa (1,650 75 psi).
d. If the auto apply sequence valve cannot be
adjusted, replace the valve and verify the
pressure adjustment according to Steps 35
through 39.
e. If the auto apply solenoid energizes and the
auto apply sequence valve is operating
properly, but the pressure readings at
pressure test ports (BF) and (BR) are not at
17 237 517 kPa (2,500 75 psi), make
sure that the correct brake valve is installed
and plumbed correctly. If the correct valve is
installed and the plumbing is correct, replace
the brake valve.
f. Connect wire 52ABA at TB42-L. Connect
wire 71ABA at TB32-N. Repeat Steps 54
through 56.
turn the key switch OFF. Verify proper operation
of the parking brake and status light. No faults
should be generated. Record the highest
pressure observed at ports (PK3), (PP3), (BF)
and (BR) during the 1.5 seconds of the parking
brake application sequence.
(PP3) should read 0 kPa (0 psi).
Front brake (BF) pressure should read
17 237 517 kPa (2,500 75 psi), then fall
to 0 kPa (0 psi).
Rear brake (BR) pressure should read
17 237 517 kPa (2,500 75 psi), then fall
to 0 kPa (0 psi).
NOTE: The parking brake should apply using the
auto apply sequence when the engine is shutdown
while the directional control lever is in the NEUTRAL
position.
59. Start the engine. Move the directional control
lever to PARK. Make sure that the low brake
(3,100 psi) or higher, then turn the key switch to
OFF. Verify that the parking brake remains
applied. Record the highest pressure observed
at ports (PK3), (PP3), (BF) and (BR) when the
key switch is turned to OFF.
All the pressure readings should be 0 kPa
(0 psi).
NOTE: The parking brake should remain applied
when the directional control lever is in the PARK
position and the key switch is turned OFF.
960E-1 11
NOTE: Since the key switch is OFF, auto apply
sequencing with the parking brake will not occur in
the following step. The parking brake should apply
without the auto apply sequence when the directional
control lever is in the NEUTRAL position, the key
switch is ON and truck speed is 0 kph (0mph).
control lever to NEUTRAL and turn the key
switch to OFF. Verify that the parking brake
applies. Record the highest pressure observed
at ports (PK3), (PP3), (BF) and (BR) during the
1.5 seconds of the parking brake application
sequence.
The pressure reading at pressure test ports
(PP3), (BF) and (BR) should read 0 kPa (0
psi).
NOTE: The parking brake should apply using the
auto apply sequence when the directional control
lever is in the NEUTRAL position, the key switch is
OFF and the truck is moving.
control lever to NEUTRAL. Provide a speed
signal of 1.0 kph (0.6 mph) from the DID panel
on the rear wall of the operator cab.
62. Try to move the directional control lever to
PARK. Verify that the parking brake does not
apply and fault code A230 is activated. Record
the highest pressure observed at ports (PK3),
(PP3), (BF) and (BR).
(3,300 200 psi).
The pressure reading at pressure test ports
(PP3), (BF) and (BR) should read 0 kPa (0
psi).
Brake lock control logic checkout
64. With the engine on and the low brake
(3,100 psi) or higher, move the directional
65. Turn the brake lock switch ON and OFF. Verify
proper operation of the brake lock and status
light. No faults should be generated. Record the
highest pressure observed at ports (PK3),
(PP3), (BF) and (BR) when the brake lock is
ON.
(3,300 200 psi).
(PP3) should read 13 790 690 kPa (2,000
100 psi), then fall to 0 kPa (0 psi).
0 kPa (0 psi).
13 790 690 kPa (2,000 100 psi), then
fall to 0 kPa (0 psi).
control lever to PARK.
67. Try to turn the brake lock switch ON. Verify that
the brake lock does not apply, the status light
does not illuminate, and fault codes A272 and
A274 are not activated. Record the highest
and (BR).
(0 psi).
12 960E-1
NOTE: The parking brake will not be allowed to apply
when the parking brake is applied.
control lever to NEUTRAL and turn the brake
lock switch ON.
Verify that the parking brake applies, the brake
lock releases and the status lights operate
properly. Record the highest pressure observed
at ports (PK3), (PP3), (BF) and (BR).
17 237 517 kPa (2,500 75 psi), then fall
to 0 kPa (0 psi).
17 237 517 kPa (2,500 75 psi), then fall
to 0 kPa (0 psi).
NOTE: The brake lock will release and the parking
brake will apply when the key switch is turned OFF.
control lever to NEUTRAL and turn the brake
lock switch ON.
turn the key switch OFF. Verify that the parking
brake applies, the brake lock releases and the
status lights operate properly. Record the
highest pressure observed at ports (PK3),
(PP3), (BF) and (BR).
0 kPa (0 psi).
13 790 690 kPa (2,000 100 psi), then
fall to 0 kPa (0 psi).
NOTE: The brake lock should not be applied during a
timed engine shutdown.
72. Move the directional control lever to PARK and
start the engine. Make sure that the low brake
(3,100 psi) or higher, then turn the key switch to
OFF.
73. During the timed engine shutdown sequence, try
to turn the brake lock switch ON. Verify that the
brake lock does not apply and the status light
does not illuminate. Record the highest
and (BR).
(0 psi).
960E-1 13
NOTE: The brake lock will remain applied if the brake
lock switch is turned ON when a truck speed above
0.8 kph (0.5 mph) is detected. The switch must be
turned OFF to release the brake lock.
(3,100 psi) or higher and the directional control
lever is in PARK. Provide a speed signal of 1.0
kph (0.6 mph) from the DID panel on the rear
wall of the operator cab.
75. Turn the brake lock switch ON. Verify proper
operation of the brake lock and status light. No
faults should be generated. Record the highest
and (BR).
(PK3) should read 0 kPa (0 psi).
100 psi).
0 kPa (0 psi).
13 790 690 kPa (2,000 100 psi).
76. With the engine on, the low brake accumulator
pressure (LAP1) is 21 718 kPa (3,100 psi) or
higher, the directional control lever in PARK and
the brake lock switch ON, set the speed signal
on the DID panel to 0 kph (0 mph).
77. Verify that the brake lock remains applied. Fault
code A272 should be activated when the speed
signal is removed. Record the highest pressure
observed at ports (PK3), (PP3), (BF) and (BR).
(PK3) should read 0 kPa (0 psi).
100 psi).
0 kPa (0 psi).
13 790 690 kPa (2,000 100 psi).
78. Turn off the engine. Remove all test equipment
from the truck.
14 960E-1
Brake system checkout data sheet
MACHINE MODEL ________ UNIT NUMBER _________ SERIAL NUMBER___________
INITIAL SYSTEM SETUP
STEP 8 __________Rear brake (BR) pressure when auto apply releases
_________ Front brake (BF) pressure when auto apply releases
STEP 10__________Rear brake (BR) pressure when front brake (BF) begins to rise
STEP 11__________Rear brake (BR) pressure when stop lights come on
STEP 12__________Rear brake (BR) pressure within one second
_________Front brake (BF) pressure within one second
BRAKE LOCK / SECONDARY BRAKE CHECKOUT
STEP 15 _________Rear brake (BR) pressure at brake lock degradation warning
STEP 17__________Rear brake (BR) pressure when brake lock is applied
PARKING BRAKE CHECKOUT
STEP 20__________Parking brake release (PK3) pressure
STEP 21__________Parking brake apply (PK3) pressure
SERVICE BRAKE CHECKOUT
STEP 26__________ Left rear brake (LBP) pressure when pedal is applied
_________ Right rear brake (RBP) pressure when pedal is applied
STEP 27__________ Left rear brake (LBP) pressure when pedal is released
_________ Right rear brake (RBP) pressure when pedal is released
STEP 29__________ Left front brake (LFBP) pressure when pedal is applied
_________ Right front brake (RFBP) pressure when pedal is applied
STEP 30__________ Left front brake (LFBP) pressure when pedal is released
_________ Right front brake (RFBP) pressure when pedal is released
960E-1 15
Brake system checkout data sheet (cont.)
LOW BRAKE ACCUMULATOR PRESSURE AND AUTO APPLY CHECKOUT
STEP 34 _________ Low brake accumulator pressure (LAP1) after 2 minutes
STEP 39 _________ Pressure when low brake accumulator pressure fault occurs
________ Pressure when low brake accumulator pressure fault occurs
STEP 40 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
________ Low brake accumulator pressure (LAP1) after auto apply occurs
STEP 46 _________ Low brake accumulator pressure (LAP1) when fault occurs
________ Low brake accumulator pressure (LAP1) when auto apply occurs
STEP 47 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
________ Low brake accumulator pressure (LAP1) after auto apply occurs
STEP 52 _________ Number of brake applications before low accumulator pressure
warning occurs
PARKING BRAKE CONTROL LOGIC CHECKOUT
STEP 55 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
16 960E-1
BRAKE LOCK CONTROL LOGIC CHECKOUT
960E-1 17
Name of Technician or Inspector Performing Check-Out _________________________
DATE _________________________
18 960E-1
Brake piston leakage test
1. Remove the dust cap on diagnostic coupler (1,
Figure 30-3) on the brake backplate.
2. Remove the capnut on pressure port (2). Attach
a hydraulic pressure test device to the fitting.
3. Slowly apply pressure to bleed air from the
piston cavity.
4. Cycle the piston to full stroke ten times by
applying 2 070 kPa (300 psi) of hydraulic
pressure at bleed port (2). Observe the piston
for leakage.
5. Minor oil seepage (non-measurable) is
permissible. If the leakage is greater,
disassemble the piston assembly and determine
the cause.
Wet disc brake bleeding procedure
NOTE: Rear wheel brakes must be bled before rear
tire installation.
1. Make sure that the hydraulic brake supply
(steering circuit) is operating properly.
2. If necessary, charge the brake accumulators.
Refer to Refer to Testing and adjusting section
3. Make sure that the bleed down valves on brake
manifold are closed.
4. Check the hydraulic tank oil level and fill if
necessary.
5. With the wheels securely blocked, start the
engine and allow the accumulators to fill.
6. Slowly depress the brake pedal until the service
brake is partially applied.
Rear wheel brakes:
7. Crack open the O-ring plug located next to the
cooling oil port and brake apply port on the
brake backplate. Close the plug after the oil runs
clear and free of bubbles. Repeat for the other
rear wheel brake.
NOTE: The other cooling line has a single hex plug
located adjacent. DO NOT use this plug for bleeding
brake.
Front wheel brakes:
NOTE: The front wheel brakes are equipped with a
diagnostic coupler on the brake backplate. A hose
with a mating fitting can be attached to direct the oil
into a container during the bleeding process.
8. Attach a hose to diagnostic coupler (1, Figure
30-3) on the brake backplate (brake apply
pressure circuit).
9. Slowly depress the brake pedal until the service
brake is partially applied.
10. After the oil stream is clear of air, remove the
hose from the coupler. Release the brake pedal.
11. Repeat Steps 8 - 10 for the other front wheel
brake.
steering accumulators to depressurize
completely. Check the hydraulic tank oil level.
FIGURE 30-3. BRAKE APPLY PRESSURE PORTS
1. Diagnostic Coupler
2. Brake Apply Pressure Port
960E-1 19
Parking brake bleeding procedure
1. Securely block the wheels to prevent the truck
from rolling away.
2. Open bleed down valves (1, Figure 30-4) and
(2) to depressurize the brake accumulators.
3. To verify that the brake accumulators are
depressurized, turn the key switch ON, but do
not start the engine. Ppress the brake lock
switch and apply the service brake pedal. The
service brake light should not come on.
4. Close the accumulator bleed down valves.
5. Open the rear axle housing hatch.
6. Start the engine and allow the steering system
to fully charge (pump unloads). Then move the
directional control lever to NEUTRAL to
disengage the parking brake.
7. Connect a clear plastic hose to the bleeder
valve at the top of the parking brake. Place the
other end of hose into a container.
8. Slowly open the bleeder valve and allow
hydraulic oil to run until it is clear and free of
bubbles. Close the bleeder valve securely.
9. Repeat Steps 5 and 6 for the other parking
brake.
10. Shut off the engine. Remove the bleed
equipment and close the rear axle housing
hatch.
(Rear Brake)
(Front Brake)
20 960E-1
Brake valve bench test and adjustment
The following parts and test equipment will be
required to completely bench test and adjust the
brake valve.
Three 20 680 kPa (3,000 psi) pressure gauges
Hydraulic pressure supply, regulated to 18 960
kPa (2,750 psi)
Hydraulic test stand
Hose fittings for valve ports:
Port PX . . . . . . . . . . . . . . . . . 7/16 in., #4 SAE
Ports P1, P2, B1 and B2 . . . . . . 3/4 in., #8 SAE
Port T. . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.
FIGURE 30-5. TEST BENCH SETUP
1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shutoff Valves
9. Simulated Brake Volume
10. Rear Brake Pressure Gauge
11. Relief Valve
960E-1 21
Test setup procedure
1. Position the valve in the fixture to allow plungers
to be activated by hand using a lever. Refer to
Figure 30-5.
2. Attach the pilot input supply pressure to the pilot
port labeled PX on the rear of the valve.
3. Attach the main supply input pressure to the O-
ring ports on the rear of the valve labeled P1
and P2.
4. Attach the tank return line to the O-ring port
labeled T on the rear of the valve.
5. Attach the regulated output ports B1 and B2
to the test lines. Pressure monitoring devices in
these two lines must be capable of 20 680 kPa
(3,000 psi). Connect all ports according to the
diagram shown in Figure 30-5. All ports must be
used and connected.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can have
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
Start the hydraulic pump and regulate output
pressure to 18 960 kPa (2,750 psi) at pressure
gauge (3). Pressure gauges (7) and (10) should
read zero.
Pilot supply circuit pressure must also be 18 960
kPa (2,750 psi).
Return line pressure during this test is not to
exceed 34 kPa (5 psi).
Test the valve with ISO 32 grade hydraulic oil at
49 3 C (120 10 F).
Brake valve output pressure adjustment
1. Install the pedal pivot shaft in the actuator base
by itself without installing the pedal assembly.
2. By placing a screwdriver or pry bar under the
pivot pin and on top of the threaded plunger
assembly, each circuit can be actuated
individually. Refer to Figure 30-5.
3. Gradually apply pressure on each circuit one at
a time to check for leaks around the plunger.
Make sure that the adjustment collar is screwed
all the way down on the threads.
4. B1 Adjustment: Adjust the adjustment collar
up (counterclockwise), starting with one-turn
increments until the output pressure at port B1
is 17 235 517 kPa (2,500 75 psi) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. B2 Adjustment: Adjust the adjustment collar
up (counterclockwise), starting with one-turn
increments until the output pressure at port B2
is 17 235 517 kPa (2,500 75 psi) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
6. Tighten the set screws in the adjustment collars
to 3 - 4 Nm (25 - 30 in lb). The entire plunger
may have to be rotated to get to the set screws.
7. Check the pressures again after tightening the
set screws. If the pressures have moved out of
specified range, loosen the appropriate set
screw and re-adjust.
8. Cycle each circuit 50 times using pilot apply.
This is done by closing needle valve (5, Figure
30-5) and opening needle valve (4). Read the
pressure on gauges (7) and (10). Close valve
(4) and open valve (5). The pressure gauges
should read zero.
9. Recheck the pressures after cycling. If they
have changed, re-adjust the pressures.
22 960E-1
Final test and adjustment
1. The brake pedal actuator must be installed on
the brake valve body before the final test and
adjustment. Refer to "Disassembly and
assembly of brake valve" in Disassembly and
assembly section Brake system.
NOTE: The final test and adjustment procedure can
also be performed with the brake valve installed in
the truck. Install the gauges at the B1 and B2
diagnostic test connectors in the brake cabinet.
2. Reinstall the brake valve with the actuator pedal
attached on the test stand.
3. With the test stand pump adjusted for 18 960
kPa (2,750 psi) or with the engine running and
the brake system supply pressure at or above
18 960 kPa (2,750 psi), depress the pedal as
quickly as possible. The pressure on the output
circuits must reach at least 17 235 517 kPa
(2,500 75 psi) at port B1 and port B2 within
one second. Measurement of time begins the
moment force is applied to move the pedal.
4. With B1 and B2 plugged into a strip chart
recorder (if available), check the modulation by
slowly applying pressure until the maximum
pressure is reached. Make sure that the
pressure increase is smooth and no sticking of
the spools is observed. Fully depress the pedal.
The pressures must remain within specification
at B1 and B2 for 20 seconds.
5. Adjust the set screw until it is not touching the
actuator cap. Apply Loctite
242 to the
adjustment screw before setting the deadband.
6. Set the deadband by placing a 0.254 mm (0.010
in.) thick shim at location (9) between the pedal
structure and the return stop boss on the pivot
structure.
7. Adjust the set screw until it is just touching the
cap.
8. Continue turning the set screw until the
pressure begins to rise on one of the brake
apply pressure gauges.
9. Back off the set screw by 1/8 turn.
10. Tighten the jam nut and remove the shim that
was inserted previously.
11. Fully stroke the brake pedal actuator to verify
that the output pressures at port B1 and B2
are within specifications.
NOTE: If the pedal is adjusted properly, the spring
and spring pivots will not interfere with pedal travel.
12. If the pressures are not within specifications, re-
adjust the set screw. If the pressure is within
specifications, apply a few drops of Loctite to
the jam nut.
13. Check for internal leakage at port T. Leakage
must be less than 100 cc/minute with the valve
in the released position and system pressure
supplied to the P1 and P2 inlet ports.
14. T port leakage must be less than 250 cc/
minute with valve pilot pressure or manually
applied.
960E-1 23
Dual relay valve bench test and adjustment
The following parts and test equipment will be
required to completely bench test the dual relay
valve.
Four 20 680 kPa (3,000 psi) pressure gauges
Hydraulic pressure supply, regulated to 18 960
kPa (2,750 psi)
Hydraulic test stand
Hose fittings for valve ports:
Port PX . . . . . . . . . . . . . . . . . 7/16 in., #4 SAE
Ports B1 and B2 . . . . . . . . . . . . 3/4 in., #8 SAE
Port T . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
dual relay valve installed on the truck by using the
brake treadle valve to modulate pilot pressure and
monitoring brake apply pressure in the appropriate
brake apply pressure lines.
FIGURE 30-6. DUAL RELAY VALVE BENCH TEST SETUP
1. Motor
2. Pump
3. Main Pressure Gauge
4. Pressure Regulator
(Pilot Pressure)
5. Needle Valve
(Pilot Pressure Release)
6. Needle Valve
(Pressure Bleed to Tank)
7. Pilot Pressure Gauge
8. Dual Relay Valve
9. LH Brake Apply Pressure
Gauge
10. RH Brake Apply Pressure
Gauge
11. Needle Valve
12. Needle Valve
13. Shutoff Valves
14. Simulated Brake Volume
15. Relief Valve
24 960E-1
Test setup procedure
1. Position the valve on the test stand as shown in
Figure 30-6.
2. Attach the pilot input supply line to the port
labeled PX on the side of the valve.
3. Attach the main supply input pressure line to the
port on the front of the valve labeled P.
4. Attach the tank return line to the port labeled
T.
5. Attach the regulated output ports B1 and B2
to the test lines. Pressure monitoring devices in
these two lines must be capable of 20 680 kPa
(3,000 psi). Connect all ports according to the
diagram shown in Figure 30-6. All ports must be
used and connected.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can have
immediately.
6. Start the hydraulic pump and regulate output
pressure at 18 960 kPa (2,750 psi) at pressure
gauge (3). Pressure gauges (9) and (10) should
read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 17 235 kPa (2,500 psi) on gauge
(7).
8. Return line pressure during this test is not to
exceed zero.
9. Test the valve with ISO 32 grade hydraulic oil at
49 3 C (120 10 F).
Relay valve output pressure adjustment
1. With the pump operating and supply pressure
and pilot pressure adjusted as described earlier
inspect the valve for leakage.
2. With 17 235 kPa (2,500 psi) of pilot pressure
applied, verify that pressure gauges (9) and (10)
read 17 235 517 kPa (2,500 75 psi).
3. Close pilot supply needle valve (5) and open
pilot pressure release needle valve (6) to bleed
pressure back to the reservoir. Pilot pressure
gauge (7) and regulated output pressure
gauges (9) and (10) should drop to zero.
4. Repeat Steps 2 and 3 approximately 50 times
to cycle the valve from minimum to maximum
apply pressure.
5. Verify that the output pressure remains within
specifications. If not, the valve must be rebuilt.
6. While observing pilot pressure gauge (7) and
regulated output pressure gauges (9) and (10),
apply pilot pressure slowly and steadily until
17 235 kPa (2,500 psi) maximum pilot pressure
is obtained.
Pilot pressure and regulated output pressure
must track within 345 kPa (50 psi) after the pilot
pressure reaches 690 kPa (100 psi).
7. Reduce pilot pressure to zero. Apply 17 235
kPa (2,500 psi) of pilot pressure as quickly as
possible. Regulated output pressure must
increase to 17 235 517 kPa (2,500 75 psi)
within one second after pressure is applied to
the pilot line.
8. Check for internal valve leakage from port T
with full supply pressure (port P) applied.
With pilot pressure released, leakage must
not exceed 100 cc/minute.
With 17 235 kPa (2,500 psi) of pilot
pressure applied, leakage must not exceed
150 cc/minute.
960E-1 25
NOTES
26 960E-1
960E-1 Dump truck
960E-1 1
CEN30004-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Accumulators and suspensions
Accumulator charging and storage....................................................................................................................... 3
Accumulator leak testing....................................................................................................................................... 8
Suspension oiling and charging procedures....................................................................................................... 10
Suspension pressure test ................................................................................................................................... 17
2 960E-1
NOTES
960E-1 3
Accumulator charging and storage
Accumulator charging procedures

Do not loosen or disconnect any hydraulic line or
component until the engine is stopped and the
key switch has been OFF for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the brake accumulator. The accidental
charging of oxygen or any other gas in this
compartment may cause an explosion. Ensure
that pure dry nitrogen gas is being used to
charge the accumulator.
Before charging or discharging nitrogen gas in
the accumulator, carefully read and understand
the warning labels and instructions regarding the
charging valve.
Only precharge accumulators to 9653 kPa (1400
psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the nitrogen
precharge pressure is over 827 kPa (120 psi).
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the
accumulators.
Ensure that the nitrogen supply is shut off before
attaching the charging manifold to the nitrogen
container.
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and charged at the same time. Correct precharge
pressure is the most important factor in prolonging
accumulator life.
NOTE: Use only nitrogen that meets or exceeds CGA
(Compressed Gas Association) specification G-10.1
for type 1, grade F. The nitrogen should be 99.9%
pure. Use only nitrogen cylinders with standard CGA
number 580 connections with the appropriate high
pressure regulator.
1. Turn the key switch OFF and allow at least 90
depressurized, press the brake lock switch (key
switch ON, engine off) and applying the service
brake pedal. The service brake light should not
come on.
4. Close the bleed down valves.
5. Ensure that all hydraulic pressure has been
relieved from the hydraulic system. Remove the
bleeder plugs in the port valves of the steering
accumulators and brake accumulators to vent
any residual pressure.
NOTE: If a new or rebuilt accumulator (or any bladder
accumulator with all nitrogen discharged) is being
precharged while installed on the truck and
connected to the hydraulic system, the oil side of the
accumulator must be vented to allow proper bladder
expansion. Trapped air or oil on the hydraulic side of
the bladder will prevent the proper precharge
pressure to be obtained for safe operation.
(Rear Brake)
(Front Brake)
4 960E-1
6. Brake accumulator: Remove protective cap (1,
Figure 30-2) from the gas valve.
Steering accumulator: Remove valve guard (5,
Figure 30-3) from gas valve manifold (1).Remove the
valve cap from charging valve (6).
7. Close shutoff valves (3, Figure 30-4) on control
manifold (5).
8. Connect the nitrogen charging kit to nitrogen
container (1). Open the valve on the container.
9. Turn the T handle on charging valve adapter
(6) all the way out (counterclockwise).
10. Close the bleed valve at the bottom of the
accumulator.
11. Attach the charging valve adapter to the
charging valve on the accumulator. Make sure
that the hose does not loop or twist. Tighten the
swivel nut on the charging valve adapter finger-
tight.
12. Brake accumulator: Turn the T handle on
charging valve adapter (6) clockwise to open
the accumulator gas valve. Do not turn the T
handle all the way down as it will damage the
valve core.
Steering accumulator: Hold charging valve
body (6, Figure 30-5) with a wrench while
unscrewing swivel nut (4) three complete turns
with another wrench. This will open the poppet
inside the accumulator gas valve.
1. Protective Cap 2. Charging Valve
FIGURE 30-2. GAS VALVE COMPONENTS -
BRAKE ACCUMULATOR
1. Gas Valve Maniflod
2. O-ring
3. Capscrew
4. Lockwasher
5. Valve Guard
6. Charging Valve
7. Flat Gasket
8. Gas Valve
9. Pressure Switch
STEERING ACCUMULATOR
FIGURE 30-4. NITROGEN CHARGING KIT
1. Nitrogen Container
2. Regulator
3. Shutoff Valve
4. Pressure Gauge
5. Control Manifold
6. Charging Valve
Adapter
960E-1 5
13. Set the regulator for 172 kPa (25 psi), then
slightly open the valve on the nitrogen container
to slowly fill the accumulator.
The proper fill time for the brake accumulator is
approximately three minutes.
The proper fill time for the steering accumulator is
approximately four minutes.
If the precharge is not added slowly, the bladder
may suffer permanent damage. A starburst
rupture in the lower end of the bladder is a
characteristic failure caused by charging too
quickly.
14. When 172 kPa (25 psi) of precharge pressure is
obtained, close the nitrogen container valve. Set
the regulator for the precharge pressure based
on the current ambient temperature. Refer to
Table 1. Then, open the nitrogen container
valve again and fill the accumulator.
15. After the accumulator is charged to the desired
pressure, wait 15 minutes to allow the gas
temperature to stabilize. If the desired
precharge pressure is exceeded, close the
nitrogen container valve and slowly open the
bleed valve at the bottom of the accumulator
until the correct precharge pressure is obtained.
Refer to Table 1.
Do not reduce the precharge pressure by
depressing the valve core with a foreign object.
High pressure may rupture the rubber valve seat.
charging valve adapter (6) all the way out
(counterclockwise) to close the accumulator gas
valve.
tightening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb)
with another wrench. This will close the poppet
17. Hold the gas valve on the accumulator
stationary. Loosen the swivel nut on the
charging valve adapter to remove the nitrogen
charging kit.
18. Use a common leak reactant to check for
nitrogen leaks.
19. Brake accumulator: Install protective cap (1,
Figure 30-2) on the gas valve.
Steering accumulator: Install the valve cap on
charging valve (6, Figure 30-3) finger-tight.
Install valve guard (5) on gas valve manifold (1).
FIGURE 30-5. 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
6 960E-1
Temperature variation can affect the precharge
pressure of an accumulator. As the temperature
increases, the precharge pressure increases.
Conversely, decreasing temperature will decrease
the precharge pressure. In order to ensure the
accuracy of the accumulator precharge pressure, the
temperature variation must be accounted for.
A temperature variation factor is determined by the
ambient temperature when charging the accumulator
on a truck that has been shut down for one hour.
Refer to Table 1 for precharge pressures in different
ambient operating conditions that the truck is
currently exposed to during the charging procedure.
For example, assuming that the ambient temperature
is 10 C (50 F), charge the accumulator to 9 294 kPa
(1,348 psi).
NOTE: A precharge pressure below 8 232 kPa (1,194
psi) is not recommended because of low precharge
pressure warnings. The low accumulator precharge
warning switch activates at 7 584 310 kPa (1,100
45 psi).
Precharge maintenance
If the low accumulator precharge warning is
active when the key switch is turned ON, do not
attempt to start the engine. Permanent bladder
damage may result. Check the steering
accumulator precharge pressure and adjust it if
necessary.
1. When starting the truck, turn the key switch to
the ON position and wait to confirm that the low
accumulator precharge warning does not stay
active after the system check is complete. If the
warning stays active, do not operate the truck.
Notify maintenance personnel.
2. Check the accumulator precharge pressure
every 500 hours. If the precharge pressure is
too low, the bladder will be crushed into the top
of the shell by hydraulic system pressure and
can extrude into the gas stem and become
punctured. This condition is known as "pick out".
One such cycle is sufficient to destroy a bladder.
3. Check all sealing areas on the nitrogen side of
the accumulator (charging valve, pressure
switch, manifold, etc) during every precharge
maintenance interval to ensure that the seals do
not leak. Replace all faulty or leaking seals,
valves, etc. Failure to repair leaking nitrogen
seals may result in a failed accumulator bladder
or low performance from the accumulator.
NOTE: If the precharge pressure continues to decline
frequently between precharge maintenance intervals,
and if all nitrogen sealing areas are free of leaks, then
the accumulator bladder most likely has a small hole
in it and must be replaced.
4. Check all heat shields and exhaust blankets, as
provided, during every precharge maintenance
interval to ensure that they are in place and
good condition.
NOTE: If the truck is equipped with cold weather
bladder accumulators, the precharge pressure must
be checked every 100 hours because the nitrogen
permeates this bladder material at a much greater
rate than the standard bladder material.
Table 1: Relationship Between Precharge
Pressure and Ambient Temperature
Ambient
Temperature
Charging Pressure
70 kPa (10 psi)
-23C (-10F) and below 8 232 kPa (1,194 psi)
-17C (0F) 8 412 kPa (1,220 psi)
-12C (10F) 8 584 kPa (1,245 psi)
-7C (20F) 8 763 kPa (1,271 psi)
-1C (30F) 8 943 kPa (1,297 psi)
4C (40F) 9 122 kPa (1,323 psi)
10C (50F) 9 294 kPa (1,348 psi)
16C (60F) 9 473 kPa (1,374 psi)
21C (70F) 9 653 kPa (1,400 psi)
27C (80F) 9 832 kPa (1,426 psi)
32C (90F) 10 011 kPa (1,452 psi)
38C (100F) 10 184 kPa (1,477 psi)
43C (110F) 10 363 kPa (1,503 psi)
49C (120F) 10 542 kPa (1,529 psi)
960E-1 7
Accumulator storage procedure
Always store bladder accumulators with 690 - 827
kPa (100 - 120 psi) nitrogen precharge pressure.
This amount of pressure fully expands the
bladder and holds oil against the inner walls for
lubrication and rust prevention. Do not exceed
827 kPa (120 psi). Storing accumulators with too
much pressure is not safe due to possible
leakage.
Only precharge accumulators to 9 653 kPa (1,400
psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the
precharge pressure is over 827 kPa (120 psi).
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the
accumulators.
1. If the accumulator was just rebuilt, ensure that
there is approximately 2 liters (64 oz.) of clean
C-4 hydraulic oil inside the accumulator before
adding a precharge pressure of 690 kPa (100
psi).
2. Store bladder accumulators with a precharge
pressure of 690 - 827 kPa (100 - 120 psi). This
pressure fully expands the bladder and holds a
film of oil against the inner walls for lubrication
and rust prevention.
3. Cover the hydraulic port with a plastic plug to
prevent contamination. Do not use a screw-in
type plug.
4. Store the accumulator in an upright position.
Bladder storage
The shelf life of bladders under normal storage
conditions is one year. Normal storage conditions
consist of the bladder being heat sealed in a black
plastic bag and placed in a cool dry place away from
the sun, ultraviolet and fluorescent lights, and
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which will appear on the bladder surface as
cracks.
Installing a bladder accumulator from storage
Refer to "Accumulator charging procedures" to install
the nitrogen charging kit on the accumulator and to
check the precharge pressure.
If the precharge pressure is between 172 kPa (25
psi) and 690 kPa (100 psi), set the regulator to
690 kPa (100 psi) and slowly charge the
accumulator to 690 kPa (100 psi). Disconnect the
nitrogen charging kit from the accumulator and
install the accumulator on the truck. Charge the
accumulator to the correct operating precharge
pressure.
If the precharge pressure is less than 172 kPa
(25 psi), slowly drain off all of the precharge
pressure and use the following procedure:
1. Remove the nitrogen charging kit from the
accumulator.
2. Lay the accumulator on a suitable work bench
so that the valve port at the bottom of the
accumulator is higher than the top end of the
accumulator. Remove the protective cap from
the valve port.
3. Pour approximately 2 liters (64 oz.) of clean C-4
hydraulic oil into the accumulator through the
valve port. Allow time for the oil to run down the
inside of the accumulator to reach the other
end.
4. Lay the accumulator flat on the work bench (or
floor) and slowly roll the accumulator two
complete revolutions. This will thoroughly coat
the accumulator walls with a film of oil that is
necessary for bladder lubrication during the
charging procedure.
5. Stand the accumulator upright. Charge the
accumulator to 690 kPa (100 psi). Refer to
"Accumulator charging procedures" for the
proper charging procedure.
6. Remove the nitrogen charging kit. Install the
protective cap on the valve port.
7. Install the accumulator on the truck.
8. Charge the accumulator to the correct operating
precharge pressure. Again, refer to
"Accumulator charging procedures" for the
proper charging procedure.
8 960E-1
Accumulator leak testing
Leak testing entails checking for internal and external
leaks at high pressure. A source of 24 130 kPa
(3,500 psi) hydraulic pressure and nitrogen
precharge pressure of 9 653 kPa (1,400 psi) will be
required. A small water tank will be necessary for a
portion of the test.
1. Brake accumulator: Remove protective cap (1,
Figure 30-7) from the gas valve.
2. Steering accumulator: Remove valve guard
(5, Figure 30-8) from gas valve manifold
(1).Remove the valve cap from charging valve
(6).
3. Close shutoff valves (3, Figure 30-6) on control
manifold (5).
4. Connect the nitrogen charging kit to nitrogen
container (1). Open the valve on the container.
5. Turn the T handle on charging valve adapter
(6) all the way out (counterclockwise).
6. Close the bleed valve at the bottom of the
accumulator.
FIGURE 30-6. NITROGEN CHARGING KIT
1. Nitrogen Container
2. Regulator
3. Shutoff Valve
4. Pressure Gauge
5. Control Manifold
6. Charging Valve
Adapter
1. Protective Cap 2. Charging Valve
BRAKE ACCUMULATOR
1. Gas Valve Maniflod
2. O-ring
3. Capscrew
4. Lockwasher
5. Valve Guard
6. Charging Valve
7. Flat Gasket
8. Gas Valve Assembly
9. Pressure Switch
960E-1 9
7. Attach the charging valve adapter to the
charging valve on the accumulator. Make sure
that the hose does not loop or twist. Tighten the
swivel nut on the charging valve adapter finger-
tight.
charging valve adapter (6) clockwise to open
the accumulator gas valve. Do not turn the T
handle all the way down as it will damage the
valve core.
unscrewing swivel nut (4) three complete turns
with another wrench. This will open the poppet
9. Slowly charge the accumulator to 690 kPa (100
psi). After 690 kPa (100 psi) is obtained, the
charging rate can be increased until the
accumulator is fully charged to 9 653 kPa (1,400
psi).
charging valve adapter (6, Figure 30-6) all the
way out (counterclockwise) to close the
accumulator gas valve.
body (6, Figure 30-9) with a wrench while tight-
ening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb) with
another wrench. This will close the poppet
11. Submerge the accumulator assembly under
water and observe it for 20 minutes. No leakage
(bubbles) is permitted from the gas valve at the
top or the valve port at the bottom. If leakage is
present, proceed to Step 16.
12. Hold the gas valve on the accumulator
stationary. Loosen the swivel nut on the
charging valve adapter to remove the nitrogen
charging kit.
13. Brake accumulator: Install protective cap (1,
Figure 30-7) on the gas valve.
Steering accumulator: Install the valve cap on
charging valve (6, Figure 30-8) finger-tight.
Install valve guard (5) on gas valve manifold (1).
14. Ensure that the bleed valve at the bottom of the
accumulator is closed. Connect a hydraulic
power supply to the valve port at the bottom of
the accumulator.
15. Pressurize the accumulator with oil to 24 130
kPa (3,500 psi). This may take 6 to 8 gallons of
oil. No external oil leakage is permitted.
16. Slowly relieve oil pressure and remove the
hydraulic power supply. Install the protective
cap on the valve port to prevent contamination.
17. Install the nitrogen charging kit.
If any gas or oil leakage was present, discharge
all nitrogen gas from the accumulator. Repair the
accumulator as necessary.
If there were no leaks, adjust the precharge
pressure to 690 - 827 kPa (100 - 120 psi).
18. Verify that all warning and caution labels are
attached and legible. Install new labels as
required.
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
10 960E-1
Suspension oiling and charging
procedures
Suspensions which have been properly charged will
provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame
and improving 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 Retard chart in the operator cab will extend
the service life of the truck main frame and allow the
suspensions to produce a comfortable ride.
All Hydrair

II suspensions are charged with
compressed nitrogen gas with sufficient pressure
to cause injury and/or damage if improperly
handled. 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 basic conditions be established in the
following order:
1. The oil level must be correct.
2. The suspension piston rod extension for
nitrogen charging must be correct.
3. The nitrogen charge pressure must be correct.
For best results, Hydrair II suspensions should be
charged in pairs (fronts together and rears together).
If rear suspensions are to be charged, the front
suspensions should be charged first.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See the oil and nitrogen specification charts in the
Specifications section.
NOTE: Setup dimensions must be maintained during
oiling and charging procedures. However, after the
truck has been operated, these dimensions may vary.
Equipment list
Hydrair charging kit
J acks and/or overhead crane
Support blocks for:
Oiling height dimensions (front and rear)
Charging height dimensions (front only)
Hydrair II oil
Friction modifier
Dry nitrogen
Installing the charging kit
1. Assemble the charging kit as shown in Figure
30-10, and attach it to a container of pure dry
nitrogen (8).
2. Remove the protective covers and charging
valve caps from the suspensions.
3. Turn "T" handle valves (1) of charging valve
adapters (2) completely counterclockwise.
FIGURE 30-10. HYDRAIR

CHARGING KIT
NOTE: The arrangement of parts may vary from
the illustration depending on the kit part number.
1. T Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas Container
960E-1 11
4. Make sure that outlet valves (3) and inlet valve
(4) are closed (turned completely clockwise).
5. Turn the swivel nut (small hex) on the charging
valve three full turns counterclockwise to unseat
the valve.
6. Attach charging valve adapters (2) to each
suspension charging valve stem.
7. Turn "T" handle valves (1) clockwise. This will
depress the core of the charging valve and open
the gas chamber of the suspension.
8. Open both outlet valves (3).
NOTE: By selective opening and closing of outlet
valves (3), and inlet valve (4), suspensions may be
charged separately or together.
Removing the charging kit
1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to
release the charging valve cores.
3. Remove charging valve adapters (2) from the
charging valves.
4. Tighten the swivel nut (small hex) on the
charging valve. If a new charging valve is being
used, tighten the swivel nut to 15 Nm (11 ft lb),
then loosen and retighten the swivel nut to 15
Nm (11 ft lb). Loosen the swivel nut again and
retighten to 6 Nm (50 in lb). Install the valve cap
finger-tight.
5. Install the charging valve caps and protective
covers on both suspensions.
Support blocks for oiling and charging
dimensions
Before starting the oiling and charging procedures,
supports should be fabricated to maintain the correct
exposed piston rod extensions.
Nitrogen charging support blocks for the rear
suspension are no longer necessary. However,
oiling blocks are necessary to properly set the
oiling height.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for Hydrair II
suspensions. These dimensions are listed in the
tables below. Measure the dimensions from the face
of the cylinder gland to the machined surface on the
spindle at the front suspension. At the rear
suspension, measure from the face of the cylinder
gland to the piston flange.
Support blocks may be made in various forms. Mild
steel materials are recommended. Square stock or
pipe segments at least 25 mm (1 in.) may be used.
The blocks must be capable of supporting the weight
of the truck during oiling and charging procedures
while avoiding contact with plated surfaces and seals
on the suspension. Refer to Figure 30-10 for front
suspension support block placement and Figure 30-
12 for rear support block placement.
Table 2: FRONT SUSPENSION DIMENSIONS
(EMPTY)
OILING HEIGHT CHARGING HEIGHT CHARGING PRESSURE
25.4 mm
(1.0 in.)
219 mm
(8.62 in.)
*3 282 kPa
(476 psi)
* Charging pressures are for reference only and may vary depending
on body weights.
Table 3: REAR SUSPENSION DIMENSIONS
(EMPTY)
OILING HEIGHT CHARGING HEIGHT CHARGING PRESSURE
53.0 mm
(2.1 in.)
218 mm
(8.60 in.)
*1 351 kPa
(196 psi)
* Charging pressures are for reference only and may vary depending on
body weights.
12 960E-1
Front suspension oiling
All Hydrair

handled. Follow all the safety notes, cautions and
warnings in these procedures to help prevent
accidents during servicing and charging.
Wear a face mask or goggles while relieving
nitrogen pressure. Make sure that all personnel
are clear and support blocks are secure before
relieving nitrogen pressure from the suspension.
An unsecured block could fly loose as weight is
applied, causing 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. Park the unloaded truck on a hard, level surface
and chock the wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the
protective covers from the charging valves.
3. Position and secure oiling height dimension
blocks 180 apart to provide stability (See
Figure 30-10). When nitrogen pressure is
released, the suspensions will lower and rest on
the blocks.
Ensure that the blocks do not mar or scratch the
plated surfaces of the pistons or damage wiper
seals in the lower bearing retainer. Support
blocks must seat on the spindle and the cylinder
housing.
4. Remove the charging valve cap. Turn the swivel
nut (small hex) counterclockwise three full turns
to unseat the valve seal. Do not turn the large
hex. 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 nitrogen pressure has been
released from the suspension.
5. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen pressure has been released, the
suspension should have collapsed slowly and
be seated solidly on the support blocks.
Remove the top fill plug next to the charging
valve (See Figure 30-10).
6. Fill the suspension with clean Hydrair II oil (with
6% friction modifier) until the cylinder is full to
the top of the fill plug bore. Use drip pans and
clean all spillage from the outside of the
suspension. Allow the suspension to settle for at
least 15 minutes to clear any trapped nitrogen
and bubbles from the oil. Add more suspension
oil if necessary. Install a new O-ring on the fill
plug and install the plug.
FIGURE 30-11. FRONT SUSPENSION
960E-1 13
Front suspension nitrogen charging
Lifting equipment (crane or hydraulic jacks) must
be of sufficient capacity to lift the truck weight.
Make sure that all personnel are clear of the lift
area before the lift is started. Clearances under
the truck may be suddenly reduced.
1. If removed, install the charging valve with new
O-ring (9, Figure 30-11). Lubricate the O-ring
with clean Hydrair oil.
2. Tighten valve body (large hex) (6) to 23 Nm (17
ft lb). Swivel nut (small hex) (4) must be
unseated by turning it 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
fatalities, serious injuries and/or major property
damage. Use only nitrogen gas meeting the
specifications shown in the oil and nitrogen
specification charts in the Specifications section.
3. Install the Hydrair charging kit and a bottle of
pure dry nitrogen. Refer to "Installing the
charging kit".
4. Charge the suspensions with nitrogen gas to
50.8 mm (2 in.) greater than the charging height
listed in Table 2. Close inlet valve (4, Figure 30-
7).
NOTE: If the truck starts to lift off the blocks before
charging pressure is attained, stop charging.
5. Remove the oiling blocks from the suspensions
and install the nitrogen charging blocks. Secure
the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated
cylinder surfaces and oil seals when installing the
blocks.
6. Remove the center hose from manifold (6).
7. Open inlet valve (4) until the pressure drops
below the pressure listed in Table 2, then close
the valve.
8. Install the center hose to manifold (6).
9. Charge the suspensions to the pressure listed
in Table 2. Do not use an overcharge of nitrogen
to lift the suspensions off the charging blocks.
10. Close inlet valve (4). Leave outlet valves (3)
open for five minutes to allow the pressures in
the suspensions to equalize.
11. Close outlet valves (3). Remove the charging kit
components. Refer to "Removing the charging
kit".
12. If the charging valve is being reused, tighten
swivel nut (4, Figure 30-9) to 6 Nm (50 in lb).
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
14 960E-1
13. If a new charging valve is being used, tighten
the swivel nut to 15 Nm (11 ft lb), then loosen
and retighten the swivel nut to 15 Nm (11 ft lb).
Loosen the swivel nut again and retighten to 6
Nm (50 in lb). Install the valve cap finger-tight.
14. Install the protective guard over the charging
valve.
15. Raise the truck body in order to extend the front
suspensions, allowing for removal of the
nitrogen charging blocks. If the suspensions do
not extend after raising the body, turn the
steering wheel from stop to stop several times.
If the suspensions still do not extend enough to
allow for removal of the blocks, use a crane or
floor jacks to raise the truck and remove the
blocks.
The front suspensions are now ready for operation.
Visually check piston extension with the truck both
empty and loaded. Record the 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.
Rear suspension oiling
All Hydrair

handled. Follow all the safety notes, cautions and
warnings in these procedures to help prevent
accidents during servicing and charging.
Wear a face mask or goggles while relieving
nitrogen pressure. Make sure that all personnel
are clear and support blocks are secure before
relieving nitrogen pressure from the suspension.
An unsecured block could fly loose as weight is
applied, causing 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. Park the unloaded truck on a hard, level surface
and chock the wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the
protective covers from the charging valves.
3. Position and secure oiling support blocks (2,
Figure 30-12) in place so the blocks are seated
between main frame (1) and rear axle housing
(3). A block should be used on both the left and
right sides of the truck.
4. Remove charging valve cap (1, Figure 30-11).
Turn swivel nut (small hex) (4) counterclockwise
three full turns to unseat the valve seal. Do not
turn valve body (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 nitrogen
pressure has been released from the
suspension.
960E-1 15
5. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen pressure has been released, loosen
and remove the fill plug. The suspension should
have collapsed slowly as gas pressure was
released. The weight of the truck is now
supported by the support blocks.
NOTE: A plastic tube can be used to help bleed off
trapped air inside the piston.
6. Remove the vent plug, pressure sensor, and
charging valve (See Figure 30-13). Use one of
the open ports to fill the suspension with clean
Hydrair oil (with 6% friction modifier). Fill until
clean oil seaps from the open ports. Use drip
pans and clean all spillage from the outside of
the suspension. Allow the suspension to settle
for at least 15 minutes to clear any trapped
nitrogen and bubbles from the oil. Add more
suspension oil if necessary.
7. Install the vent plug and pressure sensor onto
the suspension.
8. Install a new O-ring onto the charging valve.
Lubricate the O-ring with clean Hydrair II oil.
9. Install the charging valve onto the suspension.
Tighten valve body (6, Figure 30-11) to 23 Nm
(17 ft lb).
FIGURE 30-13. OILING BLOCK INSTALLATION
1. Main Frame
2. Oiling Support Block
3. Rear Axle Housing
FIGURE 30-14. REAR SUSPENSION
1. Main Frame
2. Charging Valve
16 960E-1
Rear suspension nitrogen charging
Lifting equipment must be of sufficient capacity
to lift the truck weight. Make sure that all
personnel are clear of lift area before lifting is
started. Clearances under the truck may be
suddenly reduced.
Make sure that the automatic apply circuit has
not applied the service brakes during truck
maintenance. If the front brakes are applied
during rear suspension charging, the axle cannot
pivot for frame raising/lowering, and the rear
suspension may be unable to move up or down.
1. If removed, install charging valve with new O-
ring (9, Figure 30-11). Lubricate the O-ring with
clean Hydrair oil.
2. Tighten valve body (large hex) (6) to 23 Nm (17
ft lb). Swivel nut (small hex) (4) must be
unseated by turning it 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
fatalities, serious injuries and/or major property
damage. Use only nitrogen gas meeting the
specifications shown in the Specifications Chart
at the end of this section.
3. Install the Hydrair charging kit and a bottle of
pure dry nitrogen. Refer to "Installing the
charging kit".
4. Charge the suspensions with nitrogen gas to 38
mm (1.5 in.) greater than the charging height
listed in Table 3.
5. Slowly release gas until the suspensions match
the charging height listed in Table 3.
6. Close inlet valve (4, Figure 30-9). Leave outlet
valves (3) open for five minutes to allow the
pressures in the suspensions to equalize.
7. Make sure that both of the suspension cylinders
are extended the same distance 10 mm (0.39
in.). If the difference in the extension from side
to side exceeds this amount, check the front
suspensions for equal extension. Adjust the
front suspensions as necessary.
NOTE: A low left front suspension will cause the right
rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
high.
8. Close outlet valves (3). Remove the charging kit
components. Refer to "Removing the charging
kit".
9. If the charging valve is being reused, tighten
10. If a new charging valve is being used, tighten
Loosen the swivel nut again and retighten to 6
Nm (50 in lb). Install the valve cap finger-tight.
11. Install the protective guards over the charging
valves. Install the rubber covers over the piston
rods.
The rear suspensions are now ready for operation.
Visually check piston extension with the truck both
empty and loaded. Record the 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.
960E-1 17
Suspension pressure test
The suspension assembly should be tested for
leakage after rebuild procedures are completed. If
leakage occurs, the cause of the leakage must be
identified, and repaired before the suspension is
installed on the truck.
The entire suspension assembly must be placed
in a containment device that will keep the
suspension piston in the retracted position and
prevent it from extending during pressurization.
Make sure that the containment device is capable
of withstanding the applied force.
1. Collapse the suspension until the piston is fully
retracted in the housing.
2. Make sure that the charging valve and all plugs
are installed. Attach the pressurization line to
the charging valve.
3. Place the suspension assembly in a
containment device and submerge the entire
assembly in the water tank.
4. Pressurize the suspension with air or nitrogen to
7 585 1 380 kPa (1,100 200 psi).
5. Maintain pressure for a minimum of 20 minutes
and check for bubbles at the following locations:
Housing bearing/housing joint
Piston/piston seal area
Charging valve and plugs
6. After the test is complete, remove the assembly
from the water tank and release the air or
nitrogen pressure. Do not remove the charging
valve from the suspension.
7. Remove the suspension from the containment
device.
8. Coat any exposed, unpainted areas with rust
preventive grease.
9. Store the suspension in a collapsed position to
protect the piston chrome surface until it is
installed on a truck.
18 960E-1
960E-1 Dump truck
960E-1 1
CEN30005-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
VHMS and payload meter
VHMS and payload meter software...................................................................................................................... 3
VHMS controller initial setting procedure.............................................................................................................. 4
VHMS initialization check list...............................................................................................................................11
VHMS initialization form...................................................................................................................................... 13
Precautions for replacing VHMS controller......................................................................................................... 14
VHMS controller checkout procedure................................................................................................................. 19
Payload meter initial setting procedure............................................................................................................... 22
2 960E-1
NOTES
960E-1 3
VHMS and payload meter software
To work with the Vehicle Health Monitoring System
(VHMS), several special tools and software programs
are required. Refer to Tables 1 and 2 for detailed
information on VHMS software and tools.
NOTE: Be aware that the software and data files are
updated periodically. Check with the local Komatsu
distributor for the latest software versions.
VHMS Tool Box Installation
1. Insert the CD. The VHMS Technical Analysis
Tool Box software will begin installing
automatically.
2. Accept the recommended defaults and finish
installing VHMS Technical Analysis Tool Box.
3. Double-click on the new icon on the desktop,
VHMS Technical Analysis Tool Box.
4. Initialize the software by inserting the Set Up
Disk.
5. Enter the User Name. The User Name is user.
6. Enter the Password. The Password you entered
the first time will be your Password from then
forward, unless you change it.
7. VHMS Technical Analysis Tool Box is installed.
VHMS Setting Tool Installation
1. Insert the CD. If the VHMS Technical Analysis
Tool Box software begins installing
automatically, select the [Cancel] button to stop
the installation process.
2. Open My Computer.
3. Right-click on the CD drive and select Open.
4. Open the Setting Tool folder.
5. Double-click on the Setup.exe file.
6. Accept the recommended defaults and finish
installing VHMS Setting Tool.
Installing the PDM software
Insert the CD. The Payload Data Manager (PDM)
software will begin installing automatically.
If this does not happen, the software can be installed
by running the Setup.exe program on the CD ROM.
Table 1: VHMS Software
Part Number Name Description Source
Version 3.04.03.01
VHMS Technical
Analysis Tool Box
To maintain VHMS system Komatsu Distributor
Version 3.06.00.00 VHMS Setting Tool To initialize VHMS system Komatsu Distributor
1.4.7.39 PDM Payload Meter III Data Manager Komatsu Distributor
EJ 0575-5 PLM III PLM III Controller Software to work with VHMS Komatsu Distributor
Table 2: VHMS Tools
Name Description Source
Laptop PC
200 MHz or higher
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy disk drive
Windows 95/98/2000/ME/XP
Purchase Locally
Serial cable (RS232 port)
Male DB9 connector at one end
Female DB9 connector at other end
Purchase Locally
Adaptor
USB port to RS232 serial port
(If the laptop PC does not have an RS232 port,
this adaptor is required.)
Purchase Locally
4 960E-1
VHMS controller initial setting procedure
When a new VHMS-equipped truck is being
assembled, there are several procedures to perform
in order to initialize the system. Following the
procedures will ensure a smooth initialization process
which should not take longer than an hour to
complete. To ensure the initialization process has
been completed properly, check off each item on the
list below as it is done. It is important to complete the
entire procedure at one time. Submitting a data
download with a date and SMR that does not match
the VHMS initialization form will not allow the system
to be initialized.
NOTE: The interface module must be fully
operational before initializing the VHMS controller.
The initialization procedure consists of the following:
VHMS controller setup procedure
VHMS snapshot procedure
VHMS download procedure
VHMS FTP upload procedure
VHMS initialization forms
VHMS controller setup procedure
VHMS Setting Tool software program
1. Start the VHMS Setting Tool software program.
There will be three choices to choose from.
Use the [VHMS Setting] function to initialize a
truck or change a truck's settings.
Use the [When VHMS needs to be replaced]
function when replacing a truck's VHMS
controller.
Use the [Review setting information] function
when only needing to view a truck's settings.
Select operation
2. Select VHMS Setting, then click [Next].
960E-1 5
VHMS setting function
3. Select Set up & All clear if initializing a truck,
then click [Next].

Machine information setting(1)
4. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
Machine information setting(2)
5. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
Date and time setting
6. Enter the correct Time Zone, Date and Time.
Check [DST (Summer Time)] if the truck's
location uses Daylight Savings Time. Then click
[Next].
6 960E-1
GCC setting
7. Choose the correct GCC code. The GCC code
tells trucks that are equipped with Orbcomm
which satellite ground station to use. Then click
[Next].
Setting summary
8. Verify that all the setting information is correct
and click [Apply].
9. Click [YES].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will
close.
960E-1 7
VHMS snapshot procedure
A snapshot through VHMS records important data
about different systems on the truck. Take snapshots
on a periodic schedule and store them as part of the
truck history. These snapshots can then be compared
and trends can be analyzed to predict future repairs.
A single snapshot records truck data for 7.5 minutes.
NOTE: On AC drive trucks, a laptop PC should also
be connected to the GE drive system to allow for
maximum horsepower check of the engine during the
snapshot recording process.
1. Allow the truck to run until it is at normal
operating temperatures.
2. Press and hold the GE data store switch for
three seconds, then release it. The white data
store in progress LED should illuminate.
3. While the manual snapshot is being taken,
operate the truck.
a. Operate the engine at high and low idle.
b. Raise the dump body to the full dump
position.
c. Lower the dump body to the frame, then hold
it in the power down position momentarily.
d. Turn the steering wheel to full left, then full
right against the stops momentarily.
e. Travel forward to maximum speed and apply
the brakes hard.
f. Travel in reverse.
g. Perform a horsepower check using a laptop
PC connected to the GE drive system.
4. The white LED will begin flashing slowly after
five minutes has elapsed, then flash rapidly
during the last 30 seconds.
5. Wait until the LED has finished flashing. After
one more minute, turn the key switch OFF to
stop the engine. Verify that the VHMS controller
red LED display is off.
6. Use VHMS Technical Analysis Tool Box
program to download the snapshot data into a
laptop PC. Use the FTP feature to send the
download data to WebCARE.
8 960E-1
VHMS download procedure
NOTE: Always verify a full download has been taken
before disconnecting the laptop PC from the truck.
1. Turn the key switch to the OFF position to stop
the engine.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify the red
LED display starts counting up.
4. Attach the VHMS serial cable to the truck's
VHMS port and the other end to the laptop PCs
serial port.
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop.
6. Enter the appropriate User Name and Password
and click the [OK] button.
7. Double-click on the [Download] icon.
8. Select the COM port in the Port No. drop-down
box and click the [Connection] button.
9. Verify that the date and time is correct for
current local date and time. Also verify that the
displayed service meter hours are equal to the
value entered previously.
10. If this is the first time this laptop PC has been
connected to the truck, you will need to
download its definition file by clicking the [OK]
button.
11. Verify that a manual snapshot (MFAO) has been
recorded. The display should show an item
named Snapshot with the code MFAO and text
Manual Trigger.
12. On the Download screen, click the [Select All]
button. All items will become checked.
13. Click the [Download] button. The download may
take one to ten minutes. Generally, if there are
several snapshots in the download items, the
download will take longer.
14. Click the [OK] button to complete the download.
15. Verify that the Download Completed message
is displayed. Click on [Exit].
16. Select the [Machine History] option from the list
on the left side of the screen.
17. Verify that the key ON/OFF and engine ON/OFF
records are recorded correctly.
18. Exit any open windows on the laptop PC.
19. Verify that a full download has been taken. Refer
to Location of Downloaded Files on Computer
for more detailed instructions.
20. Disconnect the VHMS cable from the laptop PC
and from the truck.
21. Turn the key switch to OFF.
Location of downloaded files
When a download using VHMS Technical Analysis
Tool Box is performed, several files are downloaded
onto the computer. They are organized in a specific
way so that they can be used by VHMS Technical
Analysis Tool Box at a later time. This structure is
created automatically when the computer is used to
perform the download from the VHMS controller. The
situation may arise where the files need to be sent to
someone, or someone gives these files to you.
1. Open Windows Explorer by right-clicking on the
Start button and choosing Explore.
2. In the left frame, the computer's file structure will
be displayed. The right frame will show the
details for the folder that is highlighted in the left
frame.
3. In the left frame, navigate to the download files.
The basic path is as follows:
- Desktop
- My Computer
- Local Disk (C:)
- VHMS_Data
- Model
- Serial Number
- Date
- Check Number
NOTE: The Date folder is named in the format
YYYYMMDD.
960E-1 9
The screenshot shows the location the VHMS
download files on a computer. The Check Number
folder is named in the format CHK000#. Each time a
download is taken, it is placed in one of these folders.
The first download will be in the CHK0001 folder. If a
second download is taken on the same day, will be in
the CHK0002 folder, etc.
Once the appropriate folder is selected, the contents
will be shown in the right frame. These files can then
be e-mailed or copied to a disk.
If someone provides VHMS download files through e-
mail or on a disk, the same folder organization must
be created in order to view them in VHMS Technical
Analysis Tool Box.
VHMS FTP upload procedure
After downloading, the VHMS data resides on the
laptop PC that performed the download. At this point,
it can be reviewed and analyzed using VHMS
Technical Analysis Tool Box on this laptop PC only. In
order to make this data available to others, it must be
sent to an online database named WebCARE. Once
the data has been uploaded via FTP to WebCARE, it
is accessible to anyone with an internet connection
and an ID and password.
VHMS Technical Analysis Tool Box is used to
perform the FTP upload. Perform an FTP upload as
soon as the person who performed the download can
obtain an internet connection. All downloads should
be uploaded to WebCARE.
2. Enter the appropriate user name and password
3. Double-click the [FTP] icon.
4. At the FTP Client Login window, enter the FTP
User ID and Password.
User ID =komatsu
Password =vhms
10 960E-1
5. The target directory should be set to the laptop
PC's hard drive (usually drive C:\).
a. Double-click the VHMS_Data folder to drop
down the model folders.
b. Double-click the appropriate model folder to
drop down the serial number folders.
c. Double-click the appropriate serial number
folder to drop down the date folders.
d. Double-click the appropriate date folder to
drop down the check number folders.
e. Double-click the appropriate check number
folder to display its contents in the files
window.
6. Some models will automatically create a
sending file during the download process.
Others need to have the sending file created at
this time. A sending file is just a compressed
version of all the other downloaded files. If there
is already a sending file in the Send File
window, you do not need to perform this step. If
there is not a sending file in the Send File
window, click the [Make Sending File] button.
NOTE: The compressed sending file will look similar
to this file name, and will always end with a .K.
P_930E_-_A30462_1105208857.K
7. After selecting the correct file to send, click the
[Send (FTP)] button.
8. Click the [Yes] button to verify that you want to
upload the data to WebCARE.
9. If the sending file was uploaded successfully,
the file will appear in the OK window. If the
sending file was not uploaded successfully, the
file will appear in the NG (No Good) window.
Make sure that the laptop PC has an internet
connection.
10. Click the [OK] button, then the [Exit] button.
Close all other open windows.
VHMS initialization forms
Complete the initialization check list and initialization
forms found later in this section. Send the
initialization form to Komatsu.
Initialization is now complete.
960E-1 11
VHMS initialization check list
(Page 1 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Date of set-up (MM/DD/YY) / /
Distributor and
Branch
Person performing
initialization
Item
No.
To be checked when Check Item Results
Yes No
1. Key switch OFF Machine Model Number
Machine Serial Number
Service Meter Reading
Engine Serial Number
Alternator Serial Number
VHMS Serial Number
OrbComm Serial Number
2. Connect PC to VHMS controller Are they properly connected?
3. Key switch ON Check operation of controller LED
(after segment rotation, display to count-up).
4. Start VHMS Setting Tool program Select VHMS Setting, then Set up & All clear.
5. Initial setup of VHMS controller
Machine Information Setting(1)
Is Product Group correct? (Dump truck)
Is Machine Model correct? (ex. 930E)
Is Type correct? (ex. -2)
Is Variation Code correct? (ex. SE)
Is Serial Number correct?
6. Machine Information Setting (2) Is Engine Model - Type correct?
Is Engine Serial Number correct?
7. Date & Time Setting Is Time Zone correct?
Is Date correct?
Is Time correct?
Is DST (daylight saving time) correct?
8. GCC Setting Is correct GCC code selected for location?
9. Setting Data Verify Setting Data is Correct.
10. Setting of Payload Meter Set PLM time 2 minutes of VHMS time.
Start Time (set to 0)
Interval (set to 1)
12 960E-1
VHMS initialization check list (cont.)
(Page 2 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Item
No. To be checked when Check Item
Result
Yes No
11. With engine running, perform quick
PM with manual snapshot switch.
While recording data, the white LED should be
illuminated, indicating snapshot is in recording
stage.
12. Key switch OFF Red LED turns off?
VHMS DATA DOWNLOAD
1. Download data to laptop PC What time did download start (use wrist watch)?
Select all files, and is download complete?
Is download start time correct?
2. Download Data Check Settings correct?
SMR correct?
Manual snapshot recorded and no data missing?
Manual snapshot data recorded in fault history,
key switch ON/OFF and engine on/off records are
saved in machine history file?
3. Send download data to Komatsu Send download data to KAC Service Systems
Support at
ServicePrograms@komatsuNA.com
960E-1 13
VHMS initialization form
NOTE: This form is available in electronic fill-in format, which is preferred. If an electronic form is needed, send
request to ServicePrograms@KomatsuNA.com. After filling out the form, save the file using the Model Type,
Serial Number and VHMS Initialization in the file name. (Example: 930E-3SE-A30300-VHMS Initialization.pdf),
1. E-mail the completed form to the Service Systems Support Team at ServicePrograms@KomatsuNA.com.
2. Attach the VHMS download files and a copy of the completed Machine-Specific VHMS Initilization Check
List. The E-mail subject line should include the Model-Type, Serial Number, and VHMS Initialization.
(Example: Subject: 930E-3SE-A30300-VHMS Initialization)
The completed forms can also be faxed to: (847) 522-8005.
Customer Information
Company Name
Site Name
Customer Employee Contact
Mailing Address
Phone Number
Fax Number
E-mail
Distributor Information
Distributor Name
Distributor Service System Support Administrator Name and E-mail
Distributor Branch
Distributor Branch Employee Contact and E-mail
Distributor 4 +2 Code
Machine Information
Machine Model - Type
Machine Serial Number
Customer Unit Number
Engine Serial Number
Transmission / Alternator Serial Number
VHMS Controller Part Number
VHMS Controller Serial Number
Orbcomm Controller Part Number
Orbcomm Controller Serial Number
Setting Tool Information
Setting Date (MM:DD:YYYY)
Setting Time (HH:MM:SS)
GMT (Time Zone)
Daylight Savings Time (DST) (Yes/No)
Service Meter Reading (SMR)
GCC code (Orbcomm satellite)
Orbcomm Activation Date
Reason for Form Submittal (Check One)
Factory Installed VHMS Initialization
Retrofitted VHMS Initialization
VHMS Controller Replacement
Major Component (Engine/Transmission Replacement)
Customer or Distributor Change
Setting Tool Information Change
14 960E-1
Precautions for replacing VHMS controller
Refer to the VHMS controller removal and installation
instructions to replace a VHMS controller. Follow the
steps below when using the VHMS Setting Tool
software to save the data and settings so they can be
transferred from the old controller to the new
controller.
1. Select the [When VHMS Needs To Be
Replaced] function.
2. Select the [Save current setting before
replacement of VHMS controller] function.
3. Click the [Save] button.
4. Click the [OK] button.
5. Replace the VHMS controller.
960E-1 15
6. Select the [Use previous setting after
replacement of VHMS controller] function.
7. Verify that the data showing is the data to be
loaded and then click the [Next] button.
8. If the correct data is not showing, click the
[Select File] button and choose the correct data.
Then click the [Next] button.
9. Enter the correct Time Zone, Date and Time
information. Check [DST (Summer Time)] if the
truck's location uses Daylight Savings Time.
Click the [Apply] button.
16 960E-1
10. Click the [OK] button.
11. Click the [OK] button. The Setting Tool Program
will close.
Setting Date & Time, Satellite & Payload Meter
1. Select the [VHMS Setting] function, then click
the [Next] button.
2. Select the [Set up only] function, then click the
[Next] button.
960E-1 17
3. After selecting one of the following choices,
click the [Next] button.
Date & Time
Satellite
Payload Meter
a. Date & Time: Should be set to current date
and time. If not correct, set the correct Time
Zone, Date and Time to current time zone,
date and time. Select [DST Summer Time)] if
it applies. Click the [Apply] button.
b. Satellite: Select the correct country location
from the drop-down menu, then click the
[Apply] button to change the setting.
c. Payload Meter: Set Start Time to 0, and
Interval to 1. Then click the [Apply] button to
save the setting.
18 960E-1
Review Setting Information
1. Select the [Review setting information] function
and then click the [Next] button.
2. Review the settings for accuracy. If something is
not correct, click the [Back] button, select the
appropriate category and reset the information
to the correct settings. If everything is correct,
click the [Exit] button.
3. Click the [Yes] button to close the Setting Tool
Program.
960E-1 19
VHMS controller checkout procedure
Necessary equipment
Checkout procedure
System schematic
Laptop personal computer (PC)
VHMS Technical Analysis Toolbox software
VHMS Setting Tool software
Tera Term Pro software
Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)
NOTE: Before performing this procedure, the
interface module must be fully functional and the
VHMS controller must be initialized and fully
functional.
Preliminary
the engine. Verify that the seven segment LED
display on the VHMS controller is off.
3. Allow the VHMS controller to boot up. Watch the
red, two digit LED display on the VHMS
controller to show a circular sequence of seven
flashing segments on each digit. After a short
time the two digit display should start counting
up from 00 - 99 at a rate of ten numbers per
second.
4. Attach the VHMS serial cable to the truck's
VHMS diagnostic port (2, Figure 30-3) and the
other end to the laptop PCs serial port.
7. Check for any active fault codes. If any are
found, these circuits should be analyzed to
determine the cause of the fault and they must
be repaired before continuing.
FIGURE 30-1. VHMS CONTROLLER
1. VHMS Controller
2. LED Display
3. Connector CN3B
4. Connector CN3A
5. Connector CN4B
6. Connector CN4A
7. Connector CN1
8. Connector CN2A
9. Connector CN2B
10. PLM III Light
11. OrbComm Light
20 960E-1
8. Start the VHMS Setting Tool program by clicking
on the icon on the laptop PC screen.
9. Select the [Review setting information] function
and then click the [Next] button.
10. Review the settings for accuracy.
If everything is correct, click the [Exit] button. The
checkout procedure is complete.
If a setting is not correct, click the [Back] button,
select the appropriate category and reset the
information to the correct settings. Then proceed
to the next step.
11. If any one of the following settings was changed,
a new VHMS initialization form must be filled out
and submitted to Komatsu America Service
Systems Support Team.
VHMS controller replaced
Engine or alternator replaced
Adjusted time or time zone
12. Select [Apply] and exit the VHMS Setting Tool
program. Click [YES] when prompted to reset
the controller.
13. E-mail or fax the completed VHMS initialization
form to Komatsu America Service Systems
Support Team.
Checkout procedure
1. Connect the serial cable from the PC to the
serial port of the VHMS controller.
2. Start the serial communications software (Tera
Term).
3. Setup the serial communications software by
selecting the appropriate serial COM port, and
baud rate equal to 19200.
4. After completing the setup, wait for 5 seconds
then while holding the CTRL key, type VHMS
(Notice that nothing will display on the screen
while typing).
5. After VHMS has been typed, some text followed
by a prompt, >, will be displayed. This confirms
that proper communication between the pc and
VHMS has been established.
6. At the prompt, >, type "ver". Something similar
to the following will be displayed:
>ver
VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25
>
960E-1 21
7. At the prompt type "dispvhmsinf". Information
similar to the following will be displayed:
>dispvhmsinf
---- MACHINE INFORMATION --------
PRODUCT GROUP: Dumptruck
MACHINE_MODEL: 930E-
MACHINE_SERIAL:
ENG_MODEL: QSK60
ENG_SERIAL_NO1:
ENG_SERIAL_NO2:
PRG_NO1: 12000100100
PRG_NO2: 782613R290
---- DEVICES ------------------------
PLC NO CONNECTION
PLM23 Disabled
PLM3 CONNECTED
---- Condition --------------------
SMR: 90.0 H
DATE 04-10-25 TIME14:44:24
TIMEZONE: 0.0 H SUMMERTIME 0
----Controller Info -------------------
PartNumber: 0000000000
Serial No.: 000000
Compo Name: KDE1010
SilkyID: VA011740744
>
NOTE: Use the results of step 6 and 7 to confirm that
the correct software is installed in the VHMS
controller.
8. The VHMS controller also has two red LED
lights (10 and 11, Figure 13-6). Verify the
connection status and repair any problems.
Light (10) PLM III communication
OFF - No communication with the PLM III
controller. Troubleshoot and repair the
connection.
ON - Communication with the PLM III controller
is good.
Light (11) OrbComm
OFF - No communication with OrbComm
controller. Troubleshoot and repair the
connection.
ON - Communication with OrbComm controller
is good.
FLASHING - Satellite signal is established. This
may take as long as 15 minutes to occur.
22 960E-1
Payload meter initial setting procedure
The payload meter must be configured for operation
when it is first installed on the truck. This process
requires a laptop computer with PDM software to
make the necessary settings.
Starting communications
1. Before connecting to the payload meter, select
"Change Program Options".
a. Confirm that the program has selected the
correct serial port. Most laptop computers
use Comm 1 for serial communications.
b. The units displayed for reports and graphs by
the PDM software can be set on this form.
Click Done to return to the main menu.
2. Connect the laptop computer to the payload
meter by using the communications harness.
The download connector is located on the DID
panel in the cab.
3. From the main menu, click the "Connect to
Payload Meter" button. The laptop computer will
try to connect to the payload meter and request
basic information from the system.
In the event of communications trouble, the lap-
top computer will try three times to connect
before "timing-out". This may take several sec-
onds.
Configure payload meter
The connection menu is displayed after a serial con-
nection has been established and the PDM software
has connected to the payload meter. The connection
screen displays basic system information to the user.
Frame S/N should agree with the truck serial
number from the serial plate located on the truck
frame.
Truck Number is an ID number assigned to the
truck by the mine.
The Payload Meter Date / Time values come from
the payload meter at the moment of connection.
Number of Haul Cycle Records is the number of
haul cycles records stored in memory and
available for download.
Number of Active Alarms shows how many
alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
available for download.
PLM Software Version displays the current
version of software in the payload meter.
The information on the connection menu comes from
the configuration of the payload system on the truck.
960E-1 23
There are also many configuration and download
options available from this screen. The Connection
Menu is updated only when the connection is first
made. It does not update automatically. To view
changes made while connected, the user must close
the window and reconnect to the payload meter.
Clicking the "Configure Payload Meter" button will
bring up the Truck Configuration screen and menu.
This screen displays the latest configuration informa-
tion stored on the payload meter.
When changes are made to the configuration, press
the "Save Changes" button to save the changes into
the payload meter. To confirm the changes, exit to the
main menu and re-connect to the payload meter.
Setting date and time
The time shown on the form is the time transmitted
from the payload when the connection was first
established.
Changing the date and time will affect the haul cycle
in progress and may produce unexpected results in
the statistical information for that one haul cycle.
To change the time:
1. Click on the digit that needs to be changed.
2. Use the up/down arrows to change or type in
the correct value.
3. Press the "Save Changes" button to save the
new time in the payload meter.
To change the date:
1. Click on the digit that needs to be changed.
2. Type in the correct value or use the pull-down
calendar to select a date.
3. Press the "Save Changes" button to save the
new time in the payload meter.
Setting truck type
1. From the Truck Configuration screen, use the
pull-down menu to select the truck type that the
payload meter is installed on.
2. Press the "Save Changes" button to program
the change into the meter.
24 960E-1
Setting gauge units
The payload units shown on the instrument panel dis-
play can be displayed as metric ton, short tons or
long tons by using the Truck Configuration screen.
This selection also switches between metric (kg/cm
2
)
and psi (lbs/in
2
) for the live display of pressure on the
gauge.
Setting frame serial number
The frame serial number is located on the plate
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
Setting truck number
Most mining operations assign a number to each
piece of equipment for quick identification. This num-
ber or name can be entered in the Truck Number
field. It is very important to enter a unique truck num-
ber for each truck using the payload meter system.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters.
Setting Komatsu distributor
This field in the haul cycle record can hold the name
of the Komatsu distributor that helped install the sys-
tem. Komatsu also assigns a distributor number to
each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
put into this field. The field will hold 20 alpha-numeric
characters.
Setting Komatsu customer
This field in the haul cycle record can hold the name
of the mine or operation where the truck is in service.
Komatsu also assigns a customer number to each
customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. The field will hold 20 alpha-numeric
characters.
960E-1 25
Clean truck tare
The payload meter uses the clean truck tare value to
calculate carry-back load for each haul cycle. The
carry-back stored in the haul cycle record is the new
empty tare minus the clean truck tare.
Perform this procedure after the suspensions are ser-
viced or when significant changes are made to the
sprung weight of the truck. Before performing this
procedure, make sure that the suspensions are prop-
erly filled with oil and charged. It is critical to payload
measurement that the proper oil height and gas pres-
sure be used.
Once the clean tare process is started, the payload
meter will begin to calculate the clean empty sprung
weight of the truck. This calculation continues while
the truck drives to the next loading site. Once the pro-
cedure is started, there is no reason to continue to
monitor the process with the laptop computer. The
truck does not need to be moving to start this proce-
dure.
1. Clean the debris from the truck.
2. Check that the suspensions are properly
serviced.
meter.
4. From the "Truck Configuration" screen, select
"Clean Truck Tare".
5. Follow the instructions on the screen.
Inclinometer calibration
The inclinometer calibration procedure is designed to
compensate for variations in the mounting attitude of
the inclinometer. The inclinometer input is critical to
the payload calculation.
This procedure should be performed on relatively flat
ground. Often the maintenance area is an ideal loca-
tion for this procedure.
1. Clean the debris from the truck.
2. Check that the suspensions are properly
serviced.
meter.
4. From the "Truck Configuration" screen, select
"Inclinometer".
5. With the truck stopped and the brake lock ON,
press the Start button. This instructs the pay-
load meter to sample the inclinometer once.
6. Turn the truck around. Drive the truck around
and park in the exact same spot as before, fac-
ing the other direction.
7. With the truck stopped and the brake lock ON,
press the Start button. This instructs the pay-
load meter to sample the inclinometer again.
The payload meter will average the two samples
to determine the average offset.
8. Follow the instructions on the screen.
26 960E-1
960E-1 Dump truck
960E-1 1
CEN30006-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Interface module (IM)
Interface module software..................................................................................................................................... 3
Interface module checkout procedures................................................................................................................. 5
2 960E-1
NOTES
960E-1 3
Interface module software
To work with the interface module (IM), several
special tools and software programs are required.
Refer to Table 1 and Table 2 for information on
software and tools.
NOTE: The data files, application code and
Flashburn software are only required if the interface
module is being replaced. Replacement interface
modules from Komatsu do not have any software
installed in them. Be aware that the software and
data files are updated periodically. Check with the
local Komatsu distributor for the latest software
versions.
Flashburn program installation
The Flashburn program is used to install the
application code into the interface module controller.
1. Save the file EJ 3055-2.exe to local drive on a
laptop PC.
2. Double click on the EJ 3055-2.exe file to
extract the files to a directory (such as C:\temp).
3. Inside that directory, double click on Setup.exe
to install the Flashburn program.
4. Follow the on screen prompts to install the
program.
Table 1: Interface Module Software
Part Number Name Description Source
1.1.0.0 Install.exe
(or higher)
Interface Module
Realtime Data Monitor
Software Version
1.1.0.0 Install.exe
Use to watch inputs and outputs in the
interface module
Komatsu distributor
EJ 3055-2.exe Flashburn program
To install application code in interface
module
Komatsu distributor
EM7282-0.KMS Application code Application code for interface module Komatsu distributor
Table 2: Interface Module Tools
Name Description Source
Laptop computer
200 MHz or higher
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Disk Drive
Windows 95/98/2000/ME/XP
Purchase locally
Serial cable (RS232 port)
Male DB9 connector at one end
Female DB9 connector at other end
Purchase locally
Adaptor
USB port to RS232 serial port
(If the laptop computer does not have an RS232 port,
this adaptor is required.)
Purchase locally
4 960E-1
Interface module application code installation
The application code is truck specific software that is
installed into the interface module. Application code
is installed using the Flashburn program.
1. Using a laptop computer, save the application
code files to a folder on a local hard drive (such
as C:\temp).
2. Double-click on the correct application code file
so it will extract the file. Chose a folder on a
local hard drive to save the file into (such as
C:\temp).
3. Using a serial cable, connect the laptop PC to
the IM-Diag connector located near the
interface module.
4. Start the Flashburn program.
5. Select [Download Application to Product].
6. Make sure that the power to the interface
module is off. Then click [Next].
7. Select the correct COM port. Then click [Next].
8. Select the EM7282-0 file. Then click [Next].
Flashburn will now install the application code into
the interface module.
Interface module realtime data monitor software
installation
The interface module realtime data monitor software
is used to display the data going into and out of the
interface module.
To install:
1. Copy the file onto the hard drive of the laptop
computer.
2. Double-click on the file and follow the screen
prompts to install the software.
To use:
1. Start the Interface Module Realtime Data Moni-
tor program.
2. Click on the [Select Serial Port] menu item.
Select the correct communication port. It will
usually be Com1.
3. Click on the [Start/Stop] menu item and choose
[Start].
4. Click on the [Units] menu to select the desired
units to display the information.
960E-1 5
Interface module checkout procedures
If a new truck with VHMS is being assembled, or a
new VHMS system has just been installed, refer
to Tesing and adjusting section VHMS and
payload meter for instructions regarding the
VHMS Initialization Procedure. The initialization
procedure and form must be completed before
the truck can be put into service.
Necessary equipment
System schematic
Laptop PC
Interface Module Realtime Data Monitor software
Serial cable (RS232)
J umper wire 77 mm (3 in.) or longer
Volt Meter
300 to 332 ohm resistor
3/8 in. nut driver
NOTE: The interface module must already have the
application code installed.
FIGURE 30-1. INTERFACE MODULE
1. Interface Module
2. Connector IM1
3. Connector IM2
4. Connector IM3
6 960E-1
Preliminary
the engine.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify that the
red LED display starts counting up.
4. Attach the VHMS serial cable to VHMS
diagnostic port (2, Figure 30-2), and the other
end to the serial port on the laptop computer.
Tool Box icon on the computer's desktop.
7. Check for fault codes associated with the
interface module.
a. Perform a VHMS download with the VHMS
Technical Analysis Toolbox program. Refer to
VHMS Download for detailed instructions on
performing a download.
b. In the download data, view the fault history
and confirm that there are no fault codes
associated with the interface module. If any
are found, these circuits should be analyzed
to determine the cause of the fault and
repaired.
c. Confirm that there are no fault codes associ-
ated with the communications between the
PLM III controller, engine controller, interface
module, drive system controller or the Orb-
comm controller. If any are found, these cir-
cuits should be analyzed to determine the
cause of the fault and repaired.
8. Attach the VHMS serial cable to the machine's
IM diagnostic port (1, Figure 30-2), and the
other end to the serial port on the laptop
computer.
9. Start the Interface Module Real Time Data
Monitor program by double-clicking on the
shortcut. The program begins with a blank
window. On the menu bar, there are five items:
Select Serial Port, Start/Stop, Logging,
Screenshot, and Units.
10. Click on [Select Serial Port] in the menu bar.
Select the correct communication port. It will
usually be Com1.
11. Click on [Start/Stop] in the menu bar and select
Start.
12. The program should display data as shown in
Figure 30-3 and Figure 30-4.
NOTE: If any fault codes associated with the
interface module are found, these circuits should be
analyzed to determine the cause of the fault, and
they should be repaired.
FIGURE 30-2. DIAGNOSTIC PORTS
1. IM Diagnostic Port 2. VHMS Diagnostic Port
960E-1 7
Check digital inputs to the interface module
1. Hydraulic Tank Level (IM2-K) - Short wire 34L to
ground at TB43-F momentarily and confirm
state change (one to zero).
2. No Propel / Retard (IM2-n) - Short wire 75-6P to
ground at TB26-C momentarily and confirm
3. Reduced Retard (IM2-r) - Short wire 76LR to
ground at TB28-D momentarily and confirm
4. Propel System Temp Caution (IM3-A) - Short
wire 34TW to ground at TB26-B momentarily
and confirm state change (one to zero).
5. Low Steering Precharge (IM2-W) - Short wire
51A1 to ground at TB28-B momentarily and
confirm state change (one to zero).
6. Pump Filter Switches (IM2-Y) - Short wire 39 to
ground at TB43-C momentarily and confirm
7. No Propel (IM2-p) - Short wire 75NP to ground
at TB25-P momentarily and confirm state
change (one to zero).
8. Propel System Caution (IM2-t) - Short wire 79W
to ground at TB26-D momentarily and confirm
9. Reduced Propel System (IM3-B) - Short wire
72LP to ground at TB25-W momentarily and
FIGURE 30-3. INTERFACE MODULE REALTIME DATA MONITOR
8 960E-1
10. Parking Brake Released (IM2-M) - Short wire
73S to ground at TB26-W momentarily and
confirm state change (zero to one).
11. Parking Brake Request (IM3-V) - Short the
engine oil pressure switch wire circuit 36 on
TB26-L to ground. Move shift lever from Neutral
to Park and confirm state change (one to zero).
Remove the ground from TB26-L.
12. GE Batt +(IM3-M) - Confirm that this is a one.
13. Starter Motor 1 Energized (IM3-R) - Disconnect
wire 11SM1 from cranking motor to TB29-K at
TB29-K. Momentarily short TB29-K to 24V and
confirm state change (zero to one). Reconnect
disconnected wire.
14. Starter Motor 2 Energized (IM3-S) - Disconnect
wire 11SM2 from cranking motor to TB29-G at
TB29-G. Momentarily short TB29-G to 24V and
confirm state change (zero to one). Reconnect
disconnected wire.
15. Crank Sense (IM3-U) - Open the start battery
disconnect switch so that there is no battery
voltage to the starters. Momentarily short TB32-
M to 24V and confirm state change (zero to
one). After removing 24V short from TB32-M,
close the start battery disconnect switch.
FIGURE 30-4. INTERFACE MODULE REAL TIME DATA MONITOR
960E-1 9
16. Selector Switch (Park) (IM3-T) - Place shifter
into Park position and confirm 1 state, then
shift into Neutral and confirm 0 state. Return
shifter to park position.
17. Selector Switch (FNR) (IM2-N) - Place shifter
into Park position and confirm 0 state, then
shift into Neutral, Forward and Reverse and
confirm 1 state for each position. Return shifter
to Park position.
18. Steering Bleed Down Pressure Switch (IM2-Z) -
Disconnect the steering bleed down pressure
switch (circuit 33J A) and confirm state change
(zero to one). Reconnect the switch.
19. Brake Lock Switch Power Supply (IM3-L) - Use
GEs wPTU software to turn on FWD True
output signal. Confirm state change (zero to
one). Leave FWD True output signal on until
completion of the next step.
20. Brake Lock (IM2-i) - Actuate brake lock switch
and confirm state change (zero to one). Turn off
FWD True output signal. Confirm input state
remains at one. Turn off brake lock switch.
Confirm input state returns to zero.
21. Service Brake Set Switch (IM3-C) - Short wire
44R at TB26-X to 24V momentarily and confirm
state change (zero to one).
22. Timed Engine Shutdown (IM3-F) - Disconnect
wire 21ISL from the engine ECM at TB36-W
(leave wire 21ISL to IM connected at TB36-W).
Momentarily short TB36-W to 24V and confirm
state change (one to zero). Reconnect
disconnected wire.
23. Secondary Engine Shutdown Switch (IM3-E) -
Actuate the secondary engine shutdown switch
and confirm state change (zero to one).
24. Key Switch (IM3-G) - Confirm state remains
one.
25. Mode Switch 1 (IM3-H) - Actuate "left arrow"
LCD screen navigation switch and confirm state
26. Mode Switch 2 (IM3-J ) - Actuate "OK" LCD
screen navigation switch and confirm state
27. Mode Switch 3 (IM3-K) - Actuate "down arrow"
LCD screen navigation switch and confirm state
28. Mode Switch 4 (IM2-q) - Actuate "up arrow" LCD
screen navigation switch and confirm state
29. Crank Request (IM2-j) - Open the starter
disconnect switch so there is no battery voltage
to the cranking motors. Momentarily turn the key
switch to START and confirm state change (zero
to one).
30. Parking Brake Set (IM2-f) - Momentarily
disconnect the parking brake pressure switch
(circuit 33) and confirm state change (zero to
one).
31. Circuit Breaker Tripped (IM2-g) - Short wire
31CB to ground at TB26-T momentarily and
32. Shapshot In Progress (IM2-L) - Actuate the data
store switch and confirm state change (one to
zero).
33. Low Steering Pressure Switch 1 (IM2-S) - Short
wire 33F to ground at TB27-M momentarily and
34. Brake Accumulator Pressure Switch (IM2-U) -
Short wire 33BP to ground at TB30-H
momentarily and confirm state change (one to
zero).
35. Brake Lock Degradation Switch (IM2-V) - Short
wire 33T to ground at TB27-J momentarily and
36. Key Switch, Direct (IM2-P) - Confirm state is
one. Turn the key switch OFF for one second,
then turn it back to ON. Confirm state changes
to zero then back to one.
37. Propel System At Rest/Not Ready (IM2-c) -
Short wire 72NR to ground at TB26-A
momentarily and confirm state change (one to
zero).
38. Link Voltage (IM2-b) - Short wire 75LE to ground
at TB25-X momentarily and confirm state
39. Auto Lube Level (IM3-W) - Short wire 68LS to
ground at TB32-X momentarily and confirm
40. Auto Lube Solenoid Sense (IM3-X) - Disconnect
wire 68 to the IM at TB28-K. Momentarily short
the wire to ground and confirm state change
(one to zero). Reconnect disconnected wire.
41. Auto Lube Pressure Switch (IM3-Y) - Short wire
68P to ground at TB38-P momentarily and
10 960E-1
Check analog inputs to the interface module
NOTE: Instead of using a resister in place of a sensor
for verifying pressure readings, a calibrated pressure
gauge can be installed in the hydraulic circuit to
compare system pressures with the pressures
displayed in the Interface Module Realtime Data
Monitor program.
Verify that the used analog inputs are in the range of
the values listed below.
1. Truck Speed [kph] (IM1-g, h) - Use GE DID to
simulate vehicle speed and confirm reported
speed matches vehicle speed set using GE DID
+/- 2 kph.
2. Steering Pressure [kPa] (IM3-d) - Disconnect
steering pressure sensor (circuit 33SP) and
confirm fault A204, Steering Pressure Sensor
Low, is active. Reconnect sensor.
3. Ambient Air Temp [C] (IM3-e) - Confirm
reported temperature matches ambient
temperature within 3 C.
4. Fuel Level [%] (IM3-g) - Confirm reported %
level matches actual fuel level in tank +/- 5%.
5. DC Converter [V] (IM3-h) - Confirm reported
voltage is 13.5 +/- 0.5 V. (24V battery voltage
must be greater that 18 volts).
6. Brake Pressure [kPa] (IM3-p) - Disconnect
service brake pressure sensor located in brake
cabinet (circuit 33BPS) and confirm fault A205,
Brake Pressure Sensor Low, is active.
Reconnect sensor.
7. Right Rear Brake Oil Temp [C] (IM3-m) -
Disconnect right rear brake oil temperature
sensor (circuit 34BT4) and confirm fault A167,
Hydraulic Oil Temp - Right Rear Sensor Low, is
active. Reconnect sensor.
8. Left Rear Brake Oil Temp [C] (IM3-i) -
Disconnect left rear brake oil temperature
Hydraulic Oil Temp - Left Rear Sensor Low, is
9. Right Front Brake Oil Temp [C] (IM3-r) -
Disconnect right front brake oil temperature
Hydraulic Oil Temp - Right Front Sensor Low, is
10. Left Front Brake Oil Temp [C] (IM3-t) -
Disconnect left front brake oil temperature
Hydraulic Oil Temp - Left Front Sensor Low, is
11. Hoist Pressure 2 [kPa] (IM3-q) - Short wire
33HP2 to ground at TB41-G momentarily and
confirm fault A203, Hoist Pressure 2 Sensor
Low, is active.
12. Hoist Pressure 1 [kPa] (IM3-S) - Short wire
33HP1 to ground at TB41-A momentarily and
confirm fault A202, Hoist Pressure 1 Sensor
Low, is active.
13. Battery Voltage 24V [V] (IMint) - Confirm
reported voltage is +/- 1 volt of actual measured
battery voltage.
Check serial interfaces to the interface module
1. Disconnect and isolate all circuits 90MMT at
TB33-B and confirm that fault A276 becomes
active after ten seconds.
2. Reconnect all circuits 90MMT at TB33-B and
confirm that fault A276 clears.
3. Confirm that faults A184, A237, A257, and A276
are not active.
960E-1 11
Check outputs from the interface module
NOTE: Before performing these next steps, the key
switch must be turned off for at least 7 minutes to
allow the IM to completely shutdown. Confirm that the
IM has shutdown by verifying that the green LED on
the IM controller has stopped flashing. While
performing the following IM output checks, ensure
that no output short circuit fault codes are reported by
the IM Realtime Data Monitor software.
1. Parking Brake Solenoid (IM1-E), Brake Auto
Apply (IM1-R) - Short the engine oil pressure
switch wire (circuit 36) to ground on TB26-L.
a. Turn the key switch ON and shift into NEU-
TRAL. Confirm that parking brake solenoid is
energized by verifying that coil is magne-
tized.
b. Use the DID panel to set the truck speed to a
speed above 1 kph. Shift into PARK. Confirm
that the parking brake solenoid remains
energized.
c. Reduce the truck speed to 0 kph. Confirm
that the auto apply solenoid energizes. After
one second, confirm that the parking brake
solenoid de-energizes. After another 0.5 sec-
ond, confirm that the auto apply solenoid de-
energizes.
d. Remove the ground from TB26-L.
2. Brake Cooling 1 (IM1-L) - Confirm voltage on
circuit 33ES1 at TB35-B is approximately 0
volts.
3. Brake Cooling 2 (IM1-X) - Confirm voltage on
circuit 33ES2 at TB35-C is approximately 0
volts.
4. Brake Cooling 1 (IM1-L) - Place a 316 ohm
resistor with a range of 300 to 332 ohms
between circuit 5VIM on TB31-K and 34BT3 on
TB31-H. Confirm voltage on circuit 33ES1 at
TB35-B is approximately battery volts.
5. Brake Cooling 2 (IM1-X) - Confirm voltage on
circuit 33ES2 at TB35-C is approximately
battery volts. Remove the resistor between
circuits 5VIM and 34BT3.
6. Start Enable (IM1-B) - Disconnect wire 21PL
from the engine prelube timer.
a. Shift into PARK and confirm that circuit 21A
on TB25-D is 24 volts while cranking the
engine.
b. Shift into NEUTRAL and confirm that circuit
21A on TB25-D is 0 volts while cranking the
engine.
c. Reconnect circuit 21PL to the prelube timer.
7. IM On Signal (IM1-K) - Turn the key switch ON
and confirm that the voltage on circuit 110NS
TB36-X is approximately 0 volts.
8. Red Warning Light (IM1-G), Sonalert (IM1-M) -
Disconnect the IM from the CAN/RPC network
by unplugging the T-connection to the network.
Confirm the following on the dash panel, then
reconnect the IM to the network:
a. All status panel indicators flash on/off.
b. The red warning light flashes on/off.
c. Two separate audible alarms sound on/off.
d. A "loss of communications" message is dis-
played.
e. The needles of all gauges are moving
through their entire range of motion.
9. Steering Bleed Down Solenoid (IM1-P) -
Confirm that the steering bleed down solenoid is
de-energized. Turn the key switch OFF and
confirm that the steering bleed down solenoid is
energized by verifying that coil is magnetized.
12 960E-1
960E-1 Dump truck
960E-1 1
CEN30007-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Service tools and equipment................................................................................................................................. 4
Detecting leaks ..................................................................................................................................................... 7
System performance test...................................................................................................................................... 8
Checking system oil .............................................................................................................................................. 9
System flushing................................................................................................................................................... 10
Installing the manifold gauge set .........................................................................................................................11
Recovering and recycling refrigerant.................................................................................................................. 12
Evacuating the air conditioning system............................................................................................................... 14
Charging the air conditioning system.................................................................................................................. 15
A/C drive belt checkout procedure...................................................................................................................... 16
2 960E-1
NOTES
960E-1 3
General information
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 R-134a 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
condition to change. The following warnings are
provided here to alert service personnel to their
importance before learning the correct procedures.
Read, remember, and observe each warning before
beginning actual system servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type of refrigerant only in order to prevent cross
contamination.
Trucks operating in cold weather climates must
continue to keep the A/C system charged during
cold weather months. Keeping the system
charged helps prevent moisture intrusion into
system oil and desiccants.
Never leave A/C components, hoses, oil, etc,
exposed to the atmosphere. Always keep sealed
or plugged until the components are to be
installed and the system is ready for evacuation
and charging. PAG oil and receiver-drier
desiccants attract moisture. Leaving system
components open to the atmosphere will allow
moisture to invade the system, resulting in
component and system failures.
To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers.
Keep all connections, caps, and plugs clean.
Federal regulations prohibit venting R-12 and R-
134a refrigerant into the atmosphere. An SAE and
UL approved recovery/recycle station must be
used to recover refrigerant from the A/C system.
Refrigerant is stored in a container on the unit for
recycling, reclaiming, or transporting. In addition,
technicians servicing A/C systems must be
certified they have been properly trained to
service the system.
Although accidental release of refrigerant is a
remote possibility when proper procedures are
followed, the following warnings must be
observed when servicing A/C systems:
Provide appropriate protection for your eyes
(goggles or face shield) when working around
refrigerant.
A drop of the liquid refrigerant on your skin
will produce frostbite. Wear gloves and use
extreme caution 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
possible.
Ensure that there is sufficient ventilation
whenever refrigerant is being discharged
from a system. Keep in mind that refrigerant
is heavier than air and will fall to low-lying
areas.
When exposed to flames or sparks, the
components of refrigerant change and
become deadly phosgene gas. This poison
gas will damage the respiratory system if
inhaled. NEVER smoke in an area where
refrigerant is used or stored.
Never direct a steam cleaning hose or torch in
direct contact with components in the air
conditioning system. Localized heat can raise
the pressure to a dangerous level.
Do not heat or store refrigerant containers
above 49 C (120 F).
Do not flush or pressure test the A/C system
using shop air or another compressed air
source. Certain mixtures of air and R-134a
refrigerant are combustible when slightly
pressurized. Shop air supplies also contain
moisture and other contaminants that could
damage system components.
4 960E-1
Service tools and equipment
Recovery/recycle station
Whenever refrigerant must be removed from the
system, a dual purpose station (Figure 30-1)
performs both recovery and recycle procedures
which follows the new guidelines for handling used
refrigerant. The recovered refrigerant is recycled to
reduce contaminants, and can then be reused in the
same machine or fleet.
To accomplish this, the recovery/recycle station
separates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
NOTE: To be re-sold, the gas must be reclaimed
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 A/C system prior to servicing.
Mixing different types of refrigerant will damage
equipment. Dedicate one recovery/recycle station
to each type of refrigerant processing to avoid
equipment damage. DISPOSAL of the gas
removed requires laboratory or manufacturing
facilities.
Test equipment is available to confirm whether the
refrigerant in the system is actually the type intended
for the system and has not been contaminated by a
mixture of refrigerant types.
Recycling equipment must meet certain standards as
published by the Society of Automotive Engineers
(SAE) 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
The electronic leak detector (Figure 30-2) is very
accurate and safe. It is a small hand-held device with
a flexible probe used to seek refrigerant leaks. A
buzzer, alarm or light will announce the presence of
even the smallest leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure that the leak detector being
used applies to the refrigerant in the system.
FIGURE 30-1. RECOVERY/RECYCLE STATION
FIGURE 30-2. TYPICAL ELECTRONIC LEAK
DETECTOR
960E-1 5
Manifold gauge set
A typical manifold gauge set (Figure 30-3) has two
screw type hand valves to control access to the
system, two gauges and three hoses. The gauges
are used to read system pressure or vacuum. The
manifold and hoses are for access to the inside of an
air conditioner, to remove air and moisture, and to put
in, or remove, refrigerant from the system. Shutoff
valves are required within 305 mm (12 in.) of the
hose end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device within
305 mm (12 in.) of the hose end. These special
hoses and fittings are designed to minimize
refrigerant loss and to preclude putting the wrong
refrigerant in a system.
NOTE: When hose replacement becomes necessary,
the new hoses must be marked SAE J2916 R-134a.
Functions of the manifold gauge set are included in
many of the commercially available recovery or
recovery/recycle stations.
The low pressure 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 1035 kPa (150 psi).
Never open the hand valve to the high side when
the air conditioning system is operating. High
side pressure, if allowed, may rupture charging
containers and potentially cause personal injury.
The high pressure gauge is used to measure
pressure only on the discharge side of the
compressor. The scale is calibrated to 3450 kPa (500
psi).
FIGURE 30-3. MANIFOLD GAUGE SET
6 960E-1
Service valves
Because an air conditioning system is a sealed
system, two service valves are provided on the
compressor 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.
New and unique service hose fittings (Figure 30-4)
have been specified for R-134a systems. Their
purpose is to avoid accidental cross-mixing of
refrigerants and lubricants with R-12 based systems.
The service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
Vacuum pump
The vacuum pump (Figure 30-5) is used to
completely evacuate all of the 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.
1. System Service Port
Fitting
2. Quick Connect
3. Service Hose
Connection
FIGURE 30-4. R-134a SERVICE VALVE
FIGURE 30-5. VACUUM PUMP
960E-1 7
Detecting leaks
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting from
improper 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
system 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-134a 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 and
rubber 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
indication of a leak.
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
1.6 kg (3.5 lbs) of refrigerant into the system.
Use extreme caution when leak testing a system
while the engine is running. In its natural state,
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.
Several methods are available for detecting
refrigerant leaks.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
An electronic leak detector (see Figure 30-2) can
be used to detect leaks. As the test probe is
moved into an area where traces of refrigerant
are present, a visual or audible announcement
indicates a leak. Audible units usually change
tone or speed as intensity changes.
Tracer dyes are available that can be added to
the system as refrigerant is added. The system is
then operated to thoroughly circulate the dye. As
refrigerant escapes, it leaves a trace of the dye at
the point of leakage, which is then detected using
an ultraviolet light (black light), revealing a
bright fluorescent glow.
Soap and water can be mixed together and
applied to system components. Bubbles will
appear to pinpoint the specific location of leaks.
After determining the location or source of leak(s),
repair or replace leaking component(s).
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible.
Before system assembly, check the compressor
oil level and fill to specifications.
8 960E-1
System performance test
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Place a fan in front of the condenser to simulate
normal ram air flow and allow the system to
stabilize.
2. Install a thermometer into the air conditioning
vent closest to the evaporator.
3. Start the engine and operate at 1000 rpm.
4. Evaluate the readings obtained from the gauges
to see if they match the readings for the ambient
temperature.
5. Set the air conditioning system at maximum
cooling and maximum blower speed operation.
6. Close all windows and doors to the cab.
7. Carefully feel the hoses and components on the
high side. All should be warm or 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.
Use extreme caution when placing hands on high
side components and hoses. Under most normal
conditions, these items can be extremely hot.
8. Feel the hoses and components on the low
side. They should be cool to the touch. Check
the connections near the expansion valve. The
inlet side should be warm and the outlet side
should be cold.
9. After a minimum of 10 minutes has elapsed and
the system has stabilized, observe the gauge
readings. Compare the readings to the
specifications in Table 2.
NOTE: Pressures may be slightly higher in very
humid conditions and lower in very dry conditions.
Pressures listed in the table are during compressor
clutch engagement.
10. Check the cab vents for cool air. Outlet air
temperature should be approximately 16 - 22 C
(30 - 40 F) below ambient air temperature.
11. If pressures and temperatures are not within the
specified ranges, the system is not operating
properly. Refer to Troubleshooting section Cab
air conditioning for tips on diagnosing poor
system performance.
Table 2: NOMINAL R-134a PRESSURE RANGES
Ambient Air Temperature High Side Pressure Low Side Pressure
21 C (70 F) 820 - 1 300 kPa (120 - 190 psi) 70 - 138 kPa (10 - 20 psi)
27 C (80 F) 950 - 1 450 kPa (140 - 210 psi) 70 - 173 kPa (10 - 25 psi)
32 C (90 F) 1 175 - 1 650 kPa (170 - 240 psi) 105 - 210 kPa (15 - 30 psi)
38 C (100 F) 1 300 - 1 850 kPa (190 - 270 psi) 105 - 210 kPa (15 - 30 psi)
43 C (110 F) 1 450 - 2 075 kPa (210 - 300 psi) 105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference only. Weight is the only absolute means of determining
proper refrigerant charge.
960E-1 9
Checking system oil
R-134a air conditioning systems require the use of
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. The
Komatsu PAG oil (PC2212) is the oil that is furnished
in the system on Komatsu trucks.
Avoid skin contact and inhalation of PAG oil, as
these are normal precautions with any chemical.
PAG oil removed from new or old components
must not be retained for re-use. It must be stored
in a marked container and properly sealed. PAG
oil is an environmental pollutant and must be
properly disposed of after use.
PAG oil in containers or in an air conditioning
system must not be left exposed to the
atmosphere any longer than necessary. PAG oil
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air
conditioning system.
It is critical to keep the correct amount of
lubricant in the air conditioning system at all
times. Failure to do so could result in damage to
the compressor.
Damage to the compressor can be a result from
not only a lack of oil, but also too much oil. A lack
of oil will cause excess friction and wear on
moving parts. Excessive oil can result in
slugging the compressor. This condition
occurs when the compressor attempts to
compress liquid oil as opposed to vaporized
refrigerant. Since liquid cannot be compressed,
damage to internal parts results.

The receiver-drier and accumulator must be
replaced each time the system is opened.
1. Remove the compressor from the truck. With
the compressor positioned horizontally, remove
the drain plug and capture the oil in a clear
graduated container. Rock the compressor back
and forth and rotate the shaft to facilitate oil
removal.
Under no circumstances should the A/C
compressor be stood upright onto the clutch
assembly. Damage to the compressor clutch will
result, leading to premature compressor failures.
2. Inspect the oil for any foreign particles. If
particles are found, further investigation and
service are necessary to determine the source.
After repair, the system will need to be flushed.
Refer to "Evacuating the air conditioning
system". If no particles are found, proceed to
the next step.
3. Add 207 ml (7oz.) of PAG oil to the compressor
sump. Add the oil through the drain port, and
install the drain plug. It is important to only add
the specified amount to ensure optimal system
performance. Too much oil will result in a
reduction in cooling. Too little oil will result in
compressor failure.
4. Determine the correct amount of additional oil to
add to the system by using the Replacing Oil
table. Add this extra oil to the inlet side of the
receiver drier or accumulator.
NOTE: If truck is being assembled for the first time,
add 207 ml (7oz.) of PAG oil to the inlet side of the
receiver-drier or to the accumulator.
EXAMPLE - If only the accumulator and receiver drier
were replaced, then add 120 ml (4 oz.) of PAG oil to
the inlet side of the receiver-drier or to the
accumulator. If the evaporator was also replaced at
this time, then add 150 ml (5 oz.) of PAG oil to the
inlet side of the receiver-drier or to the accumulator.
NOTE: The proper quantity of oil may be injected into
the system during charging as an alternate method of
adding oil.
10 960E-1

When installing a new compressor, the
compressor must be completely drained of its oil
before installation. Add 207 ml (7 oz.) of new PAG
oil to the compressor to ensure proper system oil
level. Failure to adjust the amount of oil in the
compressor will lead to excessive system oil and
poor A/C performance. Also, a new receiver-drier
and accumulator must be installed and oil must
be added to either one of these components.
5. Connect all hoses and components in the
system. Lubricate O-rings with clean mineral oil
before assembly.
NOTE: Do not use PAG oil to lubricate O-rings or
fittings. PAG oil could corrode fittings when used
externally.
6. Evacuate the system. Refer to "Evacuating the
air conditioning system".
System flushing
If any contaminants are found in system hoses,
components or oil, the entire system must be flushed.
Major components such as the compressor are
extremely susceptible to foreign particles and must
be replaced. If contaminated, the evaporator and
condenser must also be replaced. The evaporator
and condenser are multi-pass units, and they can not
be properly cleaned by flushing.
Only SAE and/or Mobile Air Conditioning Society
(MACS) approved flushing methods with the
appropriate refrigerants are to be performed
when removing debris from the system. Other
methods may be harmful to the environment, as
well as air conditioning components.
1. Remove the compressor, receiver-drier,
expansion valve, and accumulator.
2. Inspect all other components such as the
condenser, evaporator, hoses and fittings. If any
of these items are damaged or highly
contaminated, replace the components.
3. Flush the remaining hoses with a flushing unit.
Use only R134a as a flushing agent.
4. After flushing, blow out the system with dry shop
air for 5 to 10 minutes.
5. If the expansion valve has been removed of all
foreign contamination, it may be reinstalled back
into the system. If contamination is still present,
replace the valve.
6. Install a new compressor, receiver-drier, and
accumulator.
7. Add oil to the system as outlined in Table 1.
Table 1: Replacing system oil
Component Oil to add
Condenser 60-90 ml (2-3 ounces)
Evaporator 30 ml (1 ounce)
Receiver-Drier 60 ml (2 ounces)
Accumulator 60 ml (2 ounces)
Compressor 207 ml (7 ounces)
Expansion valve Not necessary
Hoses
Drain and measure the
amount removed.
960E-1 11
Installing the manifold gauge set
Before attempting to service the air conditioning
system, a visual inspection of both the engine and air
conditioning system components is recommended.
Particular attention should be given to the belts,
hoses, tubing and all attaching hardware as well as
the radiator cap, fan clutch, and thermostat. Inspect
both the condenser and the radiator for any
obstructions or potential contamination. Minimize all
the possibilities for error or malfunction of
components in the air conditioning system.
Shut off the engine. DO NOT attempt to connect
service equipment when the engine is running.
1. Make sure that 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
fittings and remove their protective caps.
4. Connect the two service hoses from the
manifold to the correct service valves on the
compressor and accumulator as shown in
Figure 30-6 (high side to compressor discharge
valve and low side to accumulator). Do not open
the service valves at this time.
This 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
connections are the same. The procedures
performed next will vary depending 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 only adding refrigerant or observing
pressures.
Purging air from the 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 inches of the
service end. These valves are required to ensure
only a minimal amount of refrigerant is lost to the
atmosphere. R-134a gauge sets have a combination
quick disconnect and shutoff valve on the high and
low sides. The center hose also requires a valve.
The initial purging is best accomplished when
connected to recovery or recycle equipment. With the
center hose connected to the recovery station,
service hoses connected to the high and low sides of
the system, we can begin the purging. The manifold
valves and service valves should be closed.
Activating the vacuum pump will now pull any air or
moisture out of the center hose. This will require only
a few minutes of time. The hose is the only area that
is being placed in a vacuum and this will not require a
lengthy process. Closing the valve will then insure the
hose is purged. It is now safe to open the other
manifold valves.
FIGURE 30-6. SERVICE HOSE HOOK-UP
12 960E-1
Recovering and recycling refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it
passes through filters located on the unit that meet
specifications stipulated by Society of Automotive
Engineers, SAE J 2099. The refrigerant that has
passed through the filtering process has only been
cleaned of contaminants that are associated with
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been
processed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile. The
reclaiming equipment used for this process is
expensive, and therefore, not common among
normal maintenance shops. Equipment such as this
is more commonly found in air conditioning specialty
shops.
Always use new, recycled, or reclaimed
refrigerant when charging a system. Failure to
adhere to this recommendation may result in
premature wear or damage to air conditioning
system components and poor cooling
performance.
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much
refrigerant is charged into the system, the system will
operate at higher pressures and, in some cases, may
damage system components. Exceeding the
specified refrigerant charge will not provide better
cooling.
If an incorrect charge is suspected, recover the
refrigerant from the system, and charge the system
with the correct operating weight of 3.4 kg (7.4 lb).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is
operating with the proper charge and providing
optimum cooling. Using the sight glass to determine
the charge is not an accurate method.
An unclear sight glass on R-134a systems can
indicate that the system may be low on
refrigerant. However, the sight glass should not
be used as a gauge for charging the system.
Charging the system must be done with a scale
to ensure the proper amount of refrigerant has
been added.
Two basic, readily available containers are used to
store R-134a: the 14 kg (30 lb) or 28 kg (60 lb) bulk
canisters (Figure 30-7). Always read the container
label to verify the contents are correct for the system
being serviced. Note the containers for R-134a are
painted light blue.
FIGURE 30-7. R-134a CONTAINERS
1. 14 kg (30 lb) Canister 2. 28 kg (60 lb) Canister
960E-1 13
Draining oil from 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 34 - 69 kPa (5 - 10 psi), switch
the controller ON and OFF again.
6. When the pressure reaches 34-69 kPa (5-10
psi), open the oil drain valve, collect the oil in
an appropriate container, and dispose of
container as indicated by local, state or federal
regulation. The oil is not reusable due to
contaminants that were absorbed during use.
Recovery cycle
1. Ensure that the equipment being used is
designed for the refrigerant you intend to
recover.
2. Observe the sight glass oil level. Having been
drained, it should be at zero.
3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
enough capacity.
4. Confirm that all shutoff valves are closed before
connecting to the A/C system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment according to the manufacturer's
instructions.
7. Continue extraction until a vacuum exists in the
A/C system.
8. If an abnormal amount of time elapses after the
system reaches 0 kPa (0 psi) and does not drop
steadily into the vacuum range, close the
manifold 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 kPa (0 psi). 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. Record
the amount of refrigerant recovered.
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
the equipment manufacturer's instructions for this
procedure.
14 960E-1
Evacuating the air conditioning system
Evacuating the complete air conditioning system is
required for all new system installations, when repairs
are made on systems requiring a component
replacement (system opened), or when a major loss
of refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air
conditioning system effectively vaporizes any
moisture, allowing the water vapor to be easily drawn
out by the pump. The pump does this by reducing the
point at which water boils (100 C, 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
24 C (75 F) at sea level, by creating a vacuum in
the system so that the pressure is below that of the
outside air (in this case, at least 749.3 mm (29.5 in.)
of vacuum is needed), the boiling point of water will
be lowered to 22 C (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
conditioning systems.
Do not attempt to use the air conditioning
compressor as a vacuum pump or the
compressor will be damaged.
NOTE: Refer to Table 3 for optimal vacuum
specifications at various altitudes.
1. With the manifold gauge set still connected
(after discharging the system), connect the
center hose to the inlet fitting of the vacuum
pump as shown in Figure 30-8. Then open both
hand valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge
outlet. Turn on the pump and watch the low side
gauge. The pump should pull the system into a
vacuum. If not, the system has a leak. Find the
source of the leak, repair, and attempt to
evacuate the system again.
3. Allow the vacuum pump to run for at least 45
minutes.
4. Shut off the vacuum pump and observe the
gauges. The system should hold the vacuum
within 5 cm Hg (2 in. Hg) of the optimal vacuum
for five minutes. If the vacuum does not hold,
moisture may still be present in the system.
Repeat the previous step. If the vacuum still
does not hold, a leak may be present in the
system. Find the source of the leak, repair, and
evacuate the system again.
NOTE: In some cases, 45 minutes of evacuation may
not be sufficient to vaporize all of the moisture and
draw it out of the system. If it has been verified that
no system leaks exist and gauge readings increase
after 45 minutes, extend the evacuation time to
ensure total moisture removal.
FIGURE 30-8. VACUUM PUMP HOOKUP
960E-1 15
Charging the air conditioning system
The proper method for charging refrigerant into a R-
134a system is to first, recover all of the refrigerant
from the system. The charging refrigerant should
then be weighed on a scale to ensure the proper
amount is charged into the system. Most recovery
units include a scale within the apparatus, thus
making it very easy to charge the correct amount
every time. If equipment such as this is not available,
a common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the
system until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a
system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.
NOTE: Charging is to be performed with the engine
and compressor operating. Charge the A/C system
through the low side service port. Trucks equipped
with accumulators may charge the refrigerant as a
liquid or as a vapor.
1. Charge the A/C system with 3.4 kg (7.4 lbs) of
R-134a refrigerant.
2. Check the system for leaks. Refer to "Detecting
leaks".
3. If no leaks are found, verify that the systems
cooling capacity meets requirements. Refer to
"System performance test".
Table 3: ALTITUDE VACUUM VARIATIONS
Altitude Above
Sea Level
Optimal Vacuum
0 m (0 ft) 76.0 cm Hg. (29.92 in. Hg.)
305 m (1,000 ft) 73.5 cm Hg. (28.92 in. Hg.)
610 m (2,000 ft) 70.7 cm Hg. (27.82 in. Hg.)
914 m (3,000 ft) 68.1 cm Hg. (26.82 in. Hg.)
1 219 m (4,000 ft) 65.6 cm Hg. (25.82 in. Hg.)
1 524 m (5,000 ft) 63.3 cm Hg. (24.92) in. Hg.
1 829 m (6,000 ft) 60.8 cm Hg. (23.92 in. Hg.)
2 134 m (7,000 ft) 58.5 cm Hg. (23.02 in. Hg.)
2 438 m (8,000 ft) 56.4 cm Hg. (22.22 in. Hg.)
2 743 m (9,000 ft) 54.2 cm Hg. (21.32 In. Hg.)
NOTE: The chart indicates the expected gauge
readings at altitude to obtain the optimal vacuum.
16 960E-1
A/C drive belt checkout procedure
This procedure must be performed each time any
component in the accessory drive is serviced, such
as replacing a belt or removing the compressor. In
addition, a 250 hour inspection of the AC drive belt is
mandatory. The belts must be inspected for
indications of wear and damage that may hinder
performance. Replace as necessary and perform the
following procedure.
Pulley alignment
1. Install alignment tool (EL8868) onto the pulleys
to check the alignment. Refer to Figure 30-11. If
misalignment of the pulleys exceeds 3 mm (0.13
in.), the position of the compressor must be
adjusted.
Belt tension check
NOTE: This procedure has been written for use with
belt tension tool (XA3379), shown in Figure 30-9.
Other tension tools may differ in functionality.
2. Refer to Figure 30-12 for the proper distance
from the centerline of the drive pulley to the
centerline of the compressor pulley. Set the
tension tool accordingly on the "deflection"
scale by moving the deflection O-ring to the
corresponding distance on the scale.
3. Slide the O-ring for the "force" scale to zero.
4. Find the approximate center of the belt between
the two pulleys. Place the tip of the tool onto the
outer face of the belt and apply pressure, as
shown in Figure 30-10. The tool must be
perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-ring is
even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-ring on the force scale indicates the force
used to deflect the belt. The belt must deflect
5.3 mm (0.21 in.) under a force of 1.6 0.1 kgf
(3.44 0.11 lbf). If not, adjust the belt
accordingly and recheck the tension.
FIGURE 30-9. BELT TENSION TOOL - XA3379
FIGURE 30-10. DEFLECTION MEASUREMENT
960E-1 17
a
FIGURE 30-11. BELT ALIGNMENT TOOL
1. AC Compressor Pulley 2. Drive Pulley 3. Alignment Tool
FIGURE 30-12. BELT TENSION DIMENSIONS
346 mm (13.63 in.)
18 960E-1
960E-1 Dump truck
960E-1 1
CEN40001-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
40 Troubleshooting
Fault code table and fuse locations
Fault code table .................................................................................................................................................... 3
Fuse and circuit breaker locations ........................................................................................................................ 8
CEN40001-00 40 Troubleshooting
2 960E-1
NOTES
40 Troubleshooting CEN40001-00
960E-1 3
Fault code table
Fault
code
Description
Operator
action
Reference section
A001 Left front suspension pressure sensor signal high None
Troubleshooting by
fault code, Part 1
CEN40003-00
A002 Left front suspension pressure sensor signal low None
A003 Right front suspension pressure sensor signal high None
A004 Right front suspension pressure sensor signal low None
A005 Left rear suspension pressure sensor signal high None
A006 Left rear suspension pressure sensor signal low None
A007 Right rear suspension pressure sensor signal high None
A008 Right rear suspension pressure sensor signal low None
A009 Incline sensor signal high None
A010 Incline sensor signal low None
A011 PLM speed sensor signal has failed None
A013 Body up switch has failed None
A014 PLM checksum computation has failed None
A016 Payload meter write to flash memory has failed None
A017 Payload meter memory flash memory read has failed None
A018 Right rear flat suspension cylinder warning None
A019 Left rear flat suspension cylinder warning None
A022 Carryback load excessive None
A100 An open circuit breaker has been detected on a relay board Stop; Park
A101 High pressure detected across an hydraulic pump filter Go to shop
A105
Fuel level sensor shorted to ground, indicating a false high
fuel level
Go to shop
A107 GE has generated a propel system caution Speed limited
A108 GE has generated a propel system temperature caution None
A109 GE has generated a propel system reduced level signal Speed limited
A111 Low steering pressure warning Stop; Park
A115 Low steering precharge pressure detected Stop; Park
A117 Low brake accumulator pressure warning Stop; Park
A118 Brake pressure is low while in brake lock Park
A123 GE has generated a reduced retarding caution Slow downhill
A124 GE has generated a no propel / no retard warning Stop; Park
A125 GE has generated a no propel warning Stop; Park
A126 Oil level in the hydraulic tank is low Stop; Park
A127 IM-furnished +5 volt output for sensors is low Go to shop
A128 IM-furnished +5 volt output for sensors is low None
A139 Low fuel warning Refuel
4 960E-1
A145
Hydraulic temperature sensors cause advance of engine
rpm to advance level 1 for cooling of hydraulic oil
None
Troubleshooting by
fault code, Part 2
CEN40004-00
A146
Hydraulic temperature sensors cause advance of engine
rpm to advance level 12 for cooling of hydraulic oil
None
A152 Starter failure None
A153 Battery voltage is low with the truck in operation Stop; Park
A154 Battery charging voltage is excessive Stop; Park
A155 Battery charging voltage is low Go to shop
A158
Fuel level sensor is open or shorted high, indicating a false
low fuel level
Go to shop
A166 Left rear hydraulic oil temperature sensor signal low None
A167 Right rear hydraulic oil temperature sensor signal low None
A168 Left front hydraulic oil temperature sensor signal low None
A169 Left front hydraulic oil temperature sensor signal low None
A170 Left rear hydraulic oil temperature sensor signal high None
A171 Right rear hydraulic oil temperature sensor signal high None
A172 Left front hydraulic oil temperature sensor signal high None
A173 Left front hydraulic oil temperature sensor signal high None
A184 J 1939 data link is not connected Stop; Park
A190 Auto lube control has detected an incomplete lube cycle None
A194 Left front hydraulic oil temperature is high
Stop; Park;
Engine ON
A195 Right front hydraulic oil temperature is high
Stop; Park;
Engine ON
A196 Left rear hydraulic oil temperature is high
Stop; Park;
Engine ON
A197 Right rear hydraulic oil temperature is high
Stop; Park;
Engine ON
A198 Hoist pressure 1 sensor is high None
A199 Hoist pressure 2 sensor is high None
A200 Steering pressure sensor is high None
A201 Brake pressure sensor is high None
A202 Hoist pressure 1 sensor is low None
A203 Hoist pressure 2 sensor is low None
A204 Steering pressure sensor is low None
A205 Brake pressure sensor is low None
A206 Ambient temperature sensor is high None
A207 Ambient temperature sensor is low None
Fault
code
Description
Operator
action
Reference section
960E-1 5
A212 Bad truck speed signal Go to shop
Troubleshooting by
fault code, Part 3
CEN40005-00
A213
Parking brake should have applied but is detected as not
having applied
Secure truck
A214
Parking brake should have released but is detected as not
having released
Stop; Park
A215 Brake auto apply valve circuit is defective Go to shop
A216
An open or short to ground has been detected in the
parking brake command valve circuit
Stop; Park
A223
Excessive engine cranking has occurred or a jump start has
been attempted
Retry in
2 minutes
A230 Parking brake has been requested while truck still moving Move shifter
A231
The body is up while traveling or with selector in forward or
neutral
Lower body
A235 Steering accumulator is in the process of being bled down
Stop; Park;
Do not steer
A236
The steering accumulator has not properly bled down after
90 seconds
Stop; Park;
Do not steer
A237 The CAN/RPC connection to the display is open Stop; Park
A240 The key switch input to the interface module is open Stop; Park
A242 Fuel gauge within the Actia display panel is defective None
A243
Engine coolant temperature gauge within the Actia display
panel is defective
Go to shop
A244
Drive system temperature gauge within the Actia display
panel is defective
Go to shop
A245
Hydraulic oil temperature gauge within the Actia display
panel is defective
Go to shop
A246 Payload meter reports truck overload Speed limited
A247 Low steering pressure warning Stop; Park
A248 Status module within the Actia display panel is defective Go to shop
A249
Red warning lamp within the Actia display (driven by IM) is
shorted
Go to shop
A250 Battery voltage is low with the truck parked
Charge
battery
A251
Sonalert used with the Actia display (driven by IM) is open
or shorted to ground
Go to shop
A252
Start enable output circuit is either open or shorted to
ground
None
A253 Steering bleed circuit is not open while running None
A256 Red warning lamp in the Actia display (driven by IM) is open Go to shop
A257 Payload CAN/RPC is not connected None
A258
Steering accumulator bleed pressure switch circuit is
defective
Go to shop
Fault
code
Description
Operator
action
Reference section
6 960E-1
A260 Parking brake failure Secure truck
Troubleshooting by
fault code, Part 4
CEN40006-00
A261 Low brake accumulator pressure warning Stop; Park
A262 Steering bleed valve circuit open during shutdown Go to shop
A263 Steering bleed valve circuit shorted to ground None
A264 Parking brake relay circuit is defective None
A265 Service brake failure Stop; Park
A266
Selector lever was not in park while attempting to crank
engine
Move shifter
to park
A267 Parking brake was not set while attempting to crank engine
Move shifter
to park
A268 Secondary engine shutdown while cranking
Do not shut
down
A270 Brake lock switch power supply is not on when required Go to shop
A271 Shifter not in gear
Move shifter
into gear
A272 Brake lock switch power supply is not off when required Go to shop
A273
A fault has been detected in the hoist or steering pump filter
pressure switch circuit
None
A274 A brake setting fault has been detected Secure truck
A275
A starter has been detected as engaged without a cranking
attempt
Stop; Park
A276 The drive system data link is not connected None
A277 Parking brake applied while loading
Move shifter
to neutral
A278 Service brake applied while loading
Release
service brake
A279 Low steering pressure switch is defective Stop; Park
A280 Steering accumulator bleed down switch is defective Go to shop
A281 Brake lock degrade switch is defective Go to shop
A282
The number of excessive cranking counts and jump starts
without the engine running has reached 7
Stop; Park
A283
An engine shutdown delay was aborted because the
parking brake was not set
None
A284
An engine shutdown delay was aborted because the
secondary shutdown switch was operated
None
A285
The parking brake was not set when the key switch was
turned off
Move shifter
to park
A286 A fault was detected in the shutdown delay relay circuit None
A292
The shutdown delay relay has remained on after the latched
key switch circuit is off
None
Fault
code
Description
Operator
action
Reference section
960E-1 7
A303 Shifter is defective Stop; Park
Troubleshooting by
fault code, Part 5
CEN40007-00
A304 Auto lube grease level fault None
A305 Auto lube circuit is defective None
A307 Both GE inverters are disabled Stop; Park
A309 No brakes applied when expected Apply brake
A310 Low fuel warning Refuel
A311 Brake lock switch is on when it should not be
Turn brake
lock OFF
A312
DCDC converter 12 volt circuit sensing is producing low
readings
None
A313
DCDC converter 12 volt circuit sensing is producing high
readings
None
A314 DCDC converter 12 volt circuit is high None
A315 DCDC converter 12 volt circuit is low None
A316
Starter engagement has been attempted with engine
running
Do not crank
A317
Operation of brake auto apply valve without a detected
response
Go to shop
A318 Unexpected power loss to interface module None
A328 Drive system not powered up Stop; Park
A350 Overload on output 1B None
A351 Overload on output 1E Go to shop
A352 Overload on output 1H None
A353 Overload on output 1J None
A354 Overload on output 1K None
A355 Overload on output 1L None
A356 Overload on output 1M Go to shop
A357 Overload on output 1N None
A358 Overload on output 1P Go to shop
A359 Overload on output 1R Go to shop
A360 Overload on output 1S None
A361 Overload on output 1T None
A362 Overload on output 1U None
A363 Overload on output 1X None
A364 Overload on output 1Y None
A365 Overload on output 1Z None
Fault
code
Description
Operator
action
Reference section
8 960E-1
Fuse and circuit breaker locations
The following fuses are located in four fuse blocks in the auxiliary control cabinet.
FIGURE 32-1. FUSE BLOCKS
FUSE BLOCK #1
Location Amps Devices protected Circuit
1 15 A/C, Heater Blower Motor 12H
2 10 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Limit Switch 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID Module and Indicator Lights 12M
9 5 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Auxiliary Control Cabinet Dome Lights 712A
13 10 Radio (Entertainment) 65
14 20 Radio (Communication) 12VREG
17 15 Timed Engine Shutdown 11GP
18 15 Payload Meter Module 39J
19 5 Payload Meter Module 39G
960E-1 9
FUSE BLOCK #2
1 15 Engine Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights, Rotating Beacon 11L
3 15 Hazard Lights 46
4 10 Interface Module 11INT
5 10 VHMS & Orbcomm Controllers Power 85
6 20 Modular Mining Hub 11M
7 15 Display Module 11DISP
8 10 Interface Module Power 2 11IM2
9 15 Reserve Oil System Pump 11ORS
10 15 Reserve Oil System Control Module 11RCNT
11 20 Hydraulic Bleed Down Power 11BD
12 10 Engine Load Module Power 11EM
13 10 Key Switch Power 11KS
17 20 Engine ECM Power 11E1
FUSE BLOCK #3
1 15 Cab Drive System 71P
2 10 Auto Lube Pump Power 68ES
3 15 Interface Module (GE Power) 71IM
4 20 Operator Seat Power 71OS
17 10 12V Auxiliary Power Outlets 67C
18 20 R.H. Cab Window Switch 67R
19 20 L.H. Cab Window Switch 67P
10 960E-1
The following two fuses are located in the fusable link between the prelube timer solenoid and #2 cranking
motor.
FUSE BLOCK #4
1 10 Brake Circuits 71BC
2 5 Payload Meter Controller 712PL
3 5 Interface Module 87
4 10 VHMS Controller 71VHM
5 5 Modular Mining Hub 712MM
6 5 Display Module 86
7 15 Hydraulic Bleed Down Power 71BD
8 10 Switch LED Power 71LS
9 1 Selector Switch Power 71SS
17 5 Gauge Voltage 15V
18 5 Pedal Voltage 15PV
19 5 Engine Interface 15VL
FUSE HOLDERS
FH #1 1 Left Rear Wheel Speed Sensor 15LRW
FH #2 1 Right Rear Wheel Speed Sensor 15RRW
FH #3 1 Left Front Wheel Speed Sensor 15SLW
FH #4 1 Right Front Wheel Speed Sensor 15SRW
Fusable link 150 each Cranking Motors 11ST
960E-1 11
The following circuit breakers are located on the relay boards on the left inside wall of the auxiliary control
cabinet.
The following circuit breaker is located in the battery disconnect box.
RB1 - CB13 12.5 Turn Signals / Clearance Lights 11CL
RB1 - CB14 12.5 Turn Signal Flasher 11Z
RB1 - CB15 12.5 Tail Lights 41T
RB3 - CB11 12.5 Backup Lights and Horn 79A
RB3 - CB16 12.5 Retard Lights 44D
RB3 - CB17 12.5 Manual Backup Lights 47B
RB3 - CB18 12.5 Stop Lights 44A
RB3 - CB19 12.5 Backup Lights and Horn 79A
RB4 - CB20 5 Parking Brake Failure Relay 439E
RB4 - CB21 12.5 Service Lights, Forward Horn 11A
RB4 - CB22 5 Engine Control Power 23D
RB5 - CB23 12.5 Headlights, Left Low Beam 11DL
RB5 - CB24 12.5 Headlights, Right Low Beam 11DR
RB5 - CB25 12.5 Headlights, Left High Beam 11HL
RB5 - CB26 12.5 Headlights, Right High Beam 11HR
RB5 - CB27 12.5 Headlights and Dash Lights 11D
Battery Box -
CB60
50 24V to 12V Converter 11BS
12 960E-1
960E-1 Dump truck
960E-1 1
CEN40002-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
40 Troubleshooting
AC drive system fault codes
DID panel fault code tables................................................................................................................................... 3
2 960E-1
NOTES
960E-1 3
DID panel fault code tables
The tables on the following pages list the possible
fault codes which may be displayed on the DID panel
when accessed. Table 1 defines the restrictions to
operation of the propulsion and retarding systems
when a particular fault occurs. The fault codes listed
in the tables are applicable to release version 21
software.
Fault codes numbered 000 through 099 are
applicable to the propulsion system controller
(PSC). See Table 2.
applicable to Inverter 1. Fault codes numbered
200 through 299 are applicable to Inverter 2. See
Table 3.
applicable to the truck control interface (TCI). See
Table 4.
Table 1: Operational restrictions
Restriction Definition
No Power
NO RETARD (red) light
illuminates.
No retarding allowed.
No propulsion allowed.
No power on the link.
No Propel
NO PROPEL (red) light
illuminates.
No propulsion allowed.
Retarding allowed.
Link power allowed.
Speed Limit
PROPEL SYSTEM
CAUTION<170>(amber) light
illuminates.
Propel, retard and DC link power
still allowed.
Speed limited to 10 MPH (16
KPH).
INV1 Disable
Prohibits system from enabling
inverter #1 drive signal.
INV2 Disable
Prohibits system from enabling
inverter #2 drive signal.
Engine Speed/
RP1
Raises engine speed to account
for a possible stuck RP contactor.
Closes RP1.
SYS Event
No restrictions. Event is for
information purposes only.
4 960E-1
Table 2: DID panel fault codes
(received from PSC)
Fault
code
Description Restriction Cause of fault
000 NO FAULT None Displayed when all faults have been reset
002 GROUND FAULT No power A ground fault has been detected:
For voltage <1000 V, detection threshold is 166 mA
For voltage >=1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003 FAILED DIODE No power Failed diode(s) in main rectifier
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP
No Propel Temperature exceeds a limit for a sufficient time.
:01 auxiliary phase control
:02 auxiliary inverter
:03 afse
:04 alternator
:05 left stator
:06 left rotor
:07 right stator
:08 right rotor
:09 chopper IGBT
:10 chopper diode
:11 left IGBT module
:12 left diode
:13 right IGBT module
:14 right diode
:15 rectifier diode
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost communication with both inverters
008 DC LINK OVERVOLTAGE No power DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit
:02 in retard Occurs while in retard, exceeds retard voltage limit
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit
009 ALT FIELD OVERCURRENT
No power
Alternator field current exceeds limit.
:01 normal Exceeds current limit over time
:02 instantaneous Exceeds current limit with no persistence
:03 persistent With persistence due to low engine speed
011 RETARD LEVER BAD
None Incorrect input from retard lever :01 voltage too high
:02 voltage too low
012 RETARD PEDAL BAD
None Incorrect input from retard pedal :01 voltage too high
:02 voltage too low
013 LINKV TEST FAILED No power Incorrect link volts
960E-1 5
014 ANALOG SENSOR FAULT
Speed limit Incorrect input from a sensor
:01 alt field amps
:02 link amps
:03 load box amps
:04 3 phase alt volts
:05 alt field volts
:10 PSC link volts
:11 inv1 link volts
:12 inv2 link volts
:13 A2D ground
:14 A2D gain
:15 fault current
:16 ATOC
:21 grid blower 1 amps
:22 grid blower 2 amps
015 ANALOG SENSOR FAULT (restrictive) Speed limit
Incorrect input from a sensor
:02 link amps
016 PSC CPU CARD (FB147)
No power
Problem has occurred in the system CPU card.
:01 task_1
Failed to initialize
:02 task_2
:03 task_3
:04 task_4
:05 task_5
:06 task_6
:07 maintenance task
:09 flash CRC Flash CRC computation did not match expected value.
:10 BRAM CRC CRC on BRAM does not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers (data pack corrupted) On power up, the status of data in BBRAM is invalid.
017 DIGITAL I/O CARD FAULT (FB104) No power System CPU cannot communicate with digital I/O card.
018 ANALOG I/O CARD FAULT (FB173)
No power
System CPU cannot communicate with analog I/O card.
:01 analog card no response Card missing
:02 analog card timeout Read timeout
019 RIDING RETARD PEDAL SYS Event Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded
(received from PSC)
Fault
code
6 960E-1
021 TCI COMM. FAULT
No propel
PSC received no serial data from TCI over period of
time.
:01 Message missing
:02 Bad tick
:03 Bad CRC
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT
No power
No serial data received from TCI and truck is stopped
for 10 seconds.
023 TERTIARY OVERCURRENT
No propel
Current in alternator field tertiary winding exceeds limit
over time.
024 PSC CONFIG FILE INCORRECT
No power
Incorrect or missing PSC configuration file
:01 no file No configuration file selected
:02 bad CRC
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT
No power
Auxiliary blower system fault
:01 not ok or no speed feedback Auxiliary speed feedback indicates no or incorrect
blower speed.
:02 numerous shutdowns Auxiliary OK goes low twice when speed command is
greater than running speed.
026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure
:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR
No power
A panel connector B, C, or D is not properly connected.
:01 CNFB
:02 CNI/CNX (3500 HP, 150 TON)
:03 Aux blower connector
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
Speed limit
:01 GFR failed to open GFR command/ feedback don't agree.
:02 GFR failed to close
:03 SCR3 failed
032 RP CONTACTOR
Speed limit &
engine speed/
RP1
RP command/ feedback don't agree.
:01 RP1
:02 RP2
:03 RP3
033 RETARD CIRCUIT Speed limit &
engine speed/
RP1
035 ESS INPUT Speed limit Engine speed sensor is out of range.
(received from PSC)
Fault
code
960E-1 7
036 GY19 GRID BLOWER FAILURE
No power A grid blower has failed.
:01 blower 1 stall
:02 blower 2 stall
:03 blower 1 open
:04 blower 2 open
:05 blower 1 & 2 delta too large
037 COMPUTER POWER SUPPLY
Speed limit
:01 VOLTS 5 POS +5V power supply is out of limits.
:02 VOLTS 15 POS +15V power supply is out of limits.
:03 VOLTS 15 NEG -15V power supply is out of limits.
040 VOLTS 24 POS +24V power supply is out of limits.
041 VOLTS 24 NEG -24V power supply is out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE
No propel
Selector switch moved to FORWARD or REVERSE
during self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts are below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts are above limit.
045 CHOPPER OPEN CIRCUIT
Speed limit
Open circuit in a chopper
:01 chopper 1 Open circuit in chopper 1
:02 chopper 2 Open circuit in chopper 2
046 RETARD SHORT CIRCUIT
Speed limit &
engine speed
Failure during chopper self test. Link voltage decayed
too quickly when AFSE command set low, prior to
starting test.
047 ENGINE STALL No power An engine stall condition has occurred.
048 SHORTED DC LINK No power DC link short detected at startup.
051 TACH LEFT REAR
INV1 disable
Input from M1 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving,
brake released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
052 TACH RIGHT REAR
INV2 disable
Input from M2 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving,
brake released.
zero.
053 TACH LEFT FRONT
SYS Event
Input from left front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
released.
zero.
054 TACH RIGHT FRONT
SYS Event
Input from right front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
released.
zero.
055 FRONT WHEEL TACHS SYS Event
(received from PSC)
Fault
code
8 960E-1
056 INVERTER SW VERSION
SYS Event
Incorrect version of Inverter Software is installed.
:01 Inverter #1
:02 Inverter #2
061 MOTOR OVERSPEED SYS Event Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL
SYS Event
Engine load out of range. :01 below minimum
:02 above maximum
:03 PWM signal failed low.
:04 PWM signal failed high.
:05 PWM signal failed incorrect period.
065 TEMP INPUT RANGE CHECK
Speed limit
An analog input is outside the design range of valid
values.
:01 aux pc temp sensor Auxiliary phase controller temperature sensor
:02 aux inv temp sensor Auxiliary inverter temperature sensor
:03 afse temp sensor AFSE temperature sensor
:04 alternator temp
Temperature is out of range.
:05 left stator temp
:06 left rotor temp
:07 right stator temp
:08 right rotor temp
:09 chopper IGBT temp
:10 chopper diode temp
:11 left IGBT module temp
:12 left diode temp
:13 right IGBT module temp
:14 right diode temp
:15 rectifier diode temp
070 LINK CAPACITANCE LEVEL LOW SYS Event Link capacitance level is low, but OK.
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level is too low.
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
074 INV1 COMM FAILED
INV1 Disable :01 No communication Inverter #1
:02 Inverter #1 customer option bit
075 INV2 COMM FAILED
INV2 Disable :01 No communication Inverter #2
:02 Inverter #2 customer option bit
(received from PSC)
Fault
code
960E-1 9
076 FB173 CARD
No power
FB173 card failure
:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Microcontroller
:05 slow task
:06 med task
:07 fast task
:08 FD task
:09 Alternator 3 phase volts bad
:10 alt FPGA timeout
077 INVERTER FAILED VI TEST No power Inverter failed during test.
078 Inverter Background Communication Failure
Sys Event
A failure in the inverter background communication was
detected.
084 CONTROL POWER SWITCH OFF SYS Event Control power switch is turned off while truck is moving.
085 AUX COOLING
SYS Event
A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input Rpm of Aux Blower out of range.
:03 aux rpm feedback Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW SYS Event Horsepower adjust is at negative limit for 30 seconds.
088 HP LIMIT SYS Event Horsepower limit exceeded while in propulsion.
089 ENGINE SPEED DOES NOT MATCH
COMMAND
SYS Event
Engine speed feedback does not match commanded
speed.
:02 RPM does not match command
091 INVERTER 1 CUTOUT SYS Event
092 INVERTER 2 CUTOUT SYS Event
094 ILLEGAL LIMP REQUEST SYS Event A limp mode request is received while truck is moving.
095 BAD BRAM BATTERY SYS Event BRAM battery voltage is low.
096 UNEXPECTED PSC CPU RESET SYS Event PSC CPU reset without request.
098 DATA STORE SYS Event PTU data store command
(received from PSC)
Fault
code
10 960E-1
(received from inverters 1 and 2)
Fault
code
100/200 INVERTER CPU CARD (FB172)
INV1 (INV2) off
:23 pat fail out 100 Pattern had bad A, B, C output 100%.
:29 no extvi TIC Extrapolation interrupt not running
:30 no vector TIC Vector interrupt not running
:31 no I TIC TIC I TIC interrupt not running
:32 NMI occurred Non-maskable interrupt occurred.
:34 no background TIC Background not running
:35 PGA not programmed PGA could not be programmed.
:38 PGA init failed PGA initialization failed.
:39 PGA DP failed PGA D/P did not initialize.
:40 par not found Parameter not found
:41 multiple par Parameter multiply defined
:48 no cam TIC Cam ISR not running
:49 no peak samp TIC Peak sample ISR not running
101/201 INVERTER CPU CARD (NR)
INV1 (INV2) off
:01 Aup cmd not off Phase A up command not off
:02 Adn cmd not off Phase A down command not off
:03 Bup cmd not off Phase B up command not off
:04 Bdn cmd not off Phase B down command not off
:05 Cup cmd not off Phase C up command not off
:06 Cdn cmd not off Phase C down command not off
:07 Aup cmd not on Phase A up command not on
:08 Adn cmd not on Phase A down command not on
:09 Bup cmd not on Phase B up command not on
:10 Bdn cmd not on Phase B down command not on
:11 Cup cmd not on Phase C up command not on
:12 Cdn cmd not on Phase C down command not on
:13
no chopper TIC1
Chopper 1 interrupt not running
:14
no chopper TIC2
Chopper 2 interrupt not running
:16 inv CPU reset Inverter CPU was reset.
960E-1 11
102/202 INV I/O CARD (FB172)
INV1 (INV2) off
:05 gnd not ok Logic ground not OK
:08 no IO card Could not access I/O card
:09 eoc not working A/D conversion did not work.
:10 DB no brake DB on too long while not braking
:11 ptf A signal Phase A overcurrent signal too long
:12 ptf B signal Phase B overcurrent signal too long
:13 ptf C signal Phase C overcurrent signal too long
:14 IC zero not ok Current IC not zero at start up
:15 IC not ok C phase current too high
:16 ptl not ok Protective turn off circuit not OK
:17 cur measure not ok Phase A and B currents do not match.
103/203 INV I/O CARD (NR)
None
:01 chop 1 cmd not off Chopper 1 command not off
:02 chop 2 cmd not off Chopper 2 command not off
:03 chop 1 cmd not on Chopper 1 command not on
:04 chop 2 cmd not on Chopper 2 command not on
:05 volt scale A flt Scale A volts out of range 70%, 100%
:06 volt scale B flt Scale B volts out of range 70%, 100%
:07 link V scale flt Link V scale out of range 70%, 100%
:08 current scale A flt Scale A current out of range 70%, 100%
:09 current scale B flt Scale B current out of range 70%, 100%
:10 input V scale fit Input V scale out of range 70%, 100%
:11 V test VCO high High frequency on VCO Vtest channel
:12 V test VCO low Low frequency on VCO Vtest channel
:13 IA VCO hi High frequency on IA channel
:14 IB VCO hi High frequency on IB channel
:15
link V VCO hi
High frequency on VCO link filter V channel
:16
infilV VCO hi
High frequency on VCO in filter V channel
:17 IA too high IA current too positive
:18 IA too low IA current too negative
:19 IB too high IB current too positive
:20 IB too low IB current too negative
:21 link V too hi Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High frequency on VCO DB chopper channel
Fault
code
12 960E-1
103/203 INV I/O CARD (NR)
None
:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High frequency on VCO VA channel
:26 VB VCO hi High frequency on VCO VB channel
:27 VC VCO hi High frequency on VCO VC channel
:28 VA volts too hi VA voltage too positive
:29 VB volts too hi VB voltage too positive
:30 volt scale C flt Scale C volts out of range 70%, 120%
:31 VC volts too hi VC voltage too positive
104/204 FIBER OPTIC CARD
INV1 (INV2) off
:01 fo ps low Fiber optic power supply monitor
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
INV1 (INV2) off
:01 P5V not ok +5 volt not in tolerance
:03 N15V not ok -15 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
INV1 (INV2) off :01 DC pwr conn open DC power connection is open.
:02 link V phase V mismatch Link and phase voltage are mismatched.
107/207 GDPS FAILURE
SYS Event
INV1 (INV2) off
:01 gate dr ps off No power to gate drive power supply or it failed
:02
gate dr ps off S
No power to gate drive power supply or it failed with
enable/DC volts
:03
multiple IGBT not off S
Multiple IGBTs not off with enable/DC volts
109/209 LINK VOLTS SENSOR
INV1 (INV2) off
:01 linkV sensor flt Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits
Fault
code
960E-1 13
113/213 INVERTER, GENERAL
INV1 (INV2) off
:01 Aup cur hi Phase A current out too high
:02 Adn cur hi Phase A current in too high
:03 Bup cur hi Phase B current out too high
:04 Bdn cur hi Phase B current in too high
:05 Cup cur hi Phase C current out too high
:06 Cdn cur hi Phase B current in too high
:07 Aup cur lo Phase A current out too low
:08 Adn cur lo Phase A current in too low
:09 Bup cur lo Phase B current out too low
:10 Bdn cur lo Phase B current in too low
:11 Cup cur lo Phase C current out too low
:12 Cdn cur lo Phase C current in too low
:13 A zero cur hi Phase A current out not zero
:15 B zero cur hi Phase B current out not zero
:17 A volt hi Adn Phase A volt too high while phase A down on
:18 A volt lo Aup Phase A volt too low while phase A up on
:19 A volt hi Bdn Phase A volt too high while phase B down on
:20 A volt lo Bup Phase A volt too low while phase B up on
:21 A volt hi Cdn Phase A volt too high while phase C down on
:22 A volt lo Cup Phase A volt too low while phase C up on
:23 B volt hi Adn Phase B volt too high while phase A down on
:24 B volt lo Aup Phase B volt too low while phase A up on
:25 B volt hi Bdn Phase B volt too high while phase B down on
:26 B volt lo Bup Phase B volt too low while phase B up on
:27 B volt hi Cdn Phase B volt too high while phase C down on
:28 B volt lo Cup Phase B volt too low while phase C up on
:29 C volt hi Adn Phase C volt too high while phase A down on
:30 C volt lo Aup Phase C volt too low while phase A up on
:31 C volt hi Bdn Phase C volt too high while phase B down on
:32 C volt lo Bup Phase C volt too low while phase B up on
:33 C volt hi Cdn Phase C volt too high while phase C down on
:34 C volt lo Cup Phase C volt too low while phase C up on
:35 Aup fault cur Phase A fault current when phase A up on
:36 Adn fault cur Phase A fault current when phase A down on
:37 Bup fault cur Phase B fault current when phase B up on
:38 Bdn fault cur Phase B fault current when phase B down on
:39 Cup fault cur Phase C fault current when phase C up on
:40 Cdn fault cur Phase C fault current when phase C down on
:48 A volt hi off Phase A voltage high with all IGBTs off
:49 A volt lo off Phase A voltage low with all IGBTs off
Fault
code
14 960E-1
113/213 INVERTER, GENERAL
INV1 (INV2) off
:50 B volt hi off Phase B voltage high with all IGBTs off
:51 B volt lo off Phase B voltage high with all IGBTs off
:52 C volt hi off Phase C voltage high with all IGBTs off
:53 C volt lo off Phase C voltage high with all IGBTs off
:54 phase short pos Possible phase to DC+short
:55 phase short neg Possible phase to DC- short
:60 linkV too hi PTL Link volts above PTL
:70 Aph neg I low Phase A negative current low (unbalance)
:71 Bph neg I low Phase B negative current low (unbalance)
:72 Cph neg I low Phase C negative current low (unbalance)
:73 Aph neg I hi Phase A negative current high (unbalance)
:74 Bph neg I hi Phase B negative current high (unbalance)
:75 Cph neg I hi Phase C negative current high (unbalance)
:76 Aph pos I low Phase A positive current low (unbalance)
:77 Bph pos I low Phase B positive current low (unbalance)
:78 Cph pos I low Phase C positive current low (unbalance)
:79 Aph pos I hi Phase A positive current high (unbalance)
:80 Bph pos I hi Phase B positive current high (unbalance)
:81 Cph pos I hi Phase C positive current high (unbalance)
:82 no current w run No current while running
114/214 INVERTER, GENERAL (NR)
None
:22 IA VCO lo Low frequency on IA channel
:24 IB VCO lo Low frequency on IB channel
:26 linkV VCO lo Low frequency on VCO link filter V channel
:28 infilV VCO lo Low frequency on VCO in filter V channel
:38 LinkV too lo Link voltage too negative
:40 infilV too lo Input filter voltage too positive
:46 DB chop VCO lo Low frequency on VCO DB chopper channel
:48 DB chopV too lo DB chopper voltage too negative
:50 VA VCO lo Low frequency on VCO VA channel
:52 VB VCO lo Low frequency on VCO VB channel
:54 VC VCO lo Low frequency on VCO VC channel
:56 VA volts too lo VA voltage too negative
:58 VB volts too lo VB voltage too negative
:61 VC volts too lo VC voltage too negative
Fault
code
960E-1 15
119/219 INVERTER, PHASE A-
INV1 (INV2) off
:01 alarm AN Phase A negative IGBT did not turn off.
:02 Adn fb not off Phase A down feedback is not off.
:03 phase A modl neg Phase A negative module failed.
:04 hold AN Phase A positive and negative IGBTs are on (negative
turn on).
:05 Adn fb not on Phase A down feedback is not on.
:06 Adn IGBT not on Phase A negative IGBT did not turn on.
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
None
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open Phase A down thermistor open
:04 Adn temp warm Phase A down thermistor warm
:05 Adn temp hot Phase A down thermistor hot
:06 Adn fb not off S Phase A down not off with enable/DC volts
121/221 INVERTER, PHASE A CURR
INV1 (INV2) off
:01 I sensor ph A Phase A current sensor failed.
:02 IA zero not ok Current IA not zero at startup
:03 IA not ok Phase A current too high
:04 I snsr ph A open Phase A current sensor open
:05 I snsr ph A short Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
INV1 (INV2) off :01 V sensor phase A Phase A voltage sensor failed.
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
INV1 (INV2) off
:01 alarm B Phase B IGBT did not turn off
:02 PTF B Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
INV1 (INV2) off
:01 alarm BP Phase B IGBT did not turn off.
:02 Bup fb not off Phase B up feedback is not off.
:03 phase B modl pos Phase B positive module failed.
:04 hold BP Phase B positive and negative IGBTs are on (positive
turn on).
:05 Bup fb not on Phase B feedback is not on.
:06 Bup IGBT not on Phase B positive IGBT did not turn on.
127/227 INVERTER, PHASE B+
None
:02 Bup temp short Phase B up thermistor short
:03 Bup temp open Phase B up thermistor open
:04 Bup temp warm Phase B up thermistor warm
:05 Bup temp hot Phase B up thermistor hot
:06 Bup fb not off S Phase B up not off with enable/DC volts
Fault
code
16 960E-1
128/228 INVERTER, PHASE B-
INV1 (INV2) off
:01 alarm BN Phase B negative IGBT did not turn off.
:02 Bdn fb not off Phase B down feedback is not off.
:03 phase B modl neg Phase B negative module failed.
:04 hold BN Phase B positive and negative IGBTs are on (negative
turn on).
:05 Bdn fb not on Phase B down feedback is not on.
:06 Bdn IGBT not on Phase B negative IGBT did not turn on.
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
None
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open Phase B down thermistor open
:04 Bdn temp warm Phase B down thermistor warm
:05 Bdn temp hot Phase B down thermistor hot
:06 Bdn fb not off S Phase B down not off with enable/DC volts
130/230 INVERTER, PHASE B CURR
INV1 (INV2) off
:01 I sensor ph B Phase B current sensor failed.
:02 IB zero not ok Current IB not zero at startup
:03 IB not ok Phase B current too high
:04 I snsr ph B open Phase B current sensor open
:05 I sensr ph B short Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
INV1 (INV2) off :01 V sensor phase B Phase B voltage sensor failed.
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
INV1 (INV2) off
:01 alarm C Phase C IGBT did not turn off.
:02 PTF C Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated
135/235 INVERTER, PHASE C+/C-
INV1 (INV2) off
:01 alarm CP Phase C positive IGBT did not turn off.
:02 Cup fb not off Phase C up feedback is not off.
:03 phase C modl pos Phase C positive module failed.
:04 hold CP Phase C positive and negative IGBTs are on (positive
turn on).
:05 Cup fb not on Phase C up feedback is not on.
:06 Cup IGBT not on Phase C positive IGBT did not turn on.
:07 IGBT_PS_CP IGBT protective shutoff
Fault
code
960E-1 17
136/236 INVERTER, PHASE C+
None
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open Phase C up thermistor open
:04 Cup temp warm Phase C up thermistor warm
:05 Cup temp hot Phase C up thermistor hot
:06 Cup fb not off S Phase C up not off with enable/DC volts
137/237 INVERTER, PHASE C-
INV1 (INV2) off
:01 alarm CN Phase C negative IGBT did not turn off.
:02 Cdn fb not off Phase C down feedback is not off.
:03 phase C modl neg Phase C negative module failed.
:04 hold CN Phase C positive and negative IGBTs are on (negative
turn on).
:05 Cdn fb not on Phase C down feedback is not on.
:06 Cdn IGBT not on Phase C negative IGBT did not turn on.
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
None
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
:04 Cdn temp warm Phase C down thermistor warm
:05 Cdn temp hot Phase C down thermistor hot
:06 Cdn fb not off S Phase C down not off with enable/DC volts
141/241 INVERTER, PHASE C VOLTS
INV1 (INV2) off :01 V sensor phase C Phase C voltage sensor failed.
:02 VC not ok Phase C voltage too high
143/243 INVERTER, TACH 1 (NR)
INV1 (INV2) off
:01 tach1 rate hi Tach 1 high rate of change
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
None :01 tach2 high rate Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input
None
:01 tach2 one channel Tach 2 single channel operation
Fault
code
18 960E-1
148/248 INVERTER, CHOPPER 1 (NR)
None
:01 chop1 fb not off Chopper 1 feedback is not off.
:02 chop1 fb not on Chopper 1 feedback is not on.
:03 chopA temp short ChopA thermistor short
:04 chopA temp open ChopA thermistor open
:05 chopA temp warm ChopA thermistor warm
:06 chopA temp hot ChopA thermistor hot
:07 DB1 fb not off S Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2 (NR)
None
:01 chop2 fb not off Chopper 2 feedback is not off.
:02 chop2 fb not on Chopper 2 feedback is not on.
:03 chop B temp short Chop B thermistor short
:04 chop B temp open Chop B thermistor open
:05 chop B temp warm Chop B thermistor warm
:06 chop B temp hot Chop B thermistor hot
:07 DB2 fb not off S Chopper 2 not off with DC volts
151/251 MISCELLANEOUS
INV1 (INV2) off
:01 tach differential Too much speed difference
153/253 INVERTER, MOTOR
INV1 (INV2) off
:01 motor open Motor connection open
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
None :01 rotor temp hi Motor rotor temperature is high.
:02 stator temp hi Motor stator temperature is high.
155/255 INVERTER, SECOND LOAD
None
:01 second load open Second load connection open
175/275 INV 1 GENERIC EVENT None Inverter shutdown with no event code
176/276 INV 1 GENERIC EVENT INV1 (INV2) off
Fault
code
960E-1 19
(received from TCI)
Fault
code
601 TCI FB144 CPU CARD
No propel
TCI CPU card problem
:01 10ms task failed to init
:06 flt manager task
:07 flash CRC
Flash CRC computation did not match expected value.
:09 main task failed to init
:10 excess timeouts Upon power-up, excessive bus timeouts occurred.
:11 BBRAM bad
:12 BBRAM CRC CRC on BBRAM did not match expected value.
602 FB104 DIGITAL I/O CARD FAULT
No propel
Internal TCI self-test detected a digital I/O card
problem.
603 FB160 ANALOG I/O CARD FAULT
No propel
Internal TCI self-test detected an analog I/O card
problem.
604 PSC FAULT
Speed limit Lost RS422 communication with PSC.
:01 missing message
:02 bad tick
:03 bad CRC
:04 FIFO overflow
:05 bad start bit
:06 bad stop bit
605 AUX BLOWER COMM. FAULT None
Lost RS422 communication with auxiliary blower
controller while auxiliary blower is in failure mode and
DC link is not energized.
607 POSITIVE 5 VOLTS Speed limit +5V power supply out of limits
608 POSITIVE 15 VOLTS Speed limit +15V power supply out of limits
609 NEGATIVE 15 VOLTS Speed limit -15V power supply out of limits
610 POT REFERENCE Speed limit Pot reference (10.8V) out of limits
611 FREQUENCY INPUT
None
Front wheel speed input out of range
:01 left front wheel speed Left front wheel sensor out of range
:02 right front wheel speed Right front wheel sensor out of range
613 ANALOG INPUT
Speed limit Signal is outside the design range of valid values. :01 A2D gnd
:02 A2D gainchk
614 BATTERY SEPARATE CONTACTOR FAILURE
SYS Event
Signal is outside the design range of valid values.
:01 Battery Separate Failure
:02 crank batt >cntrl batt
Voltage difference greater than 3V
:03 cntrl batt >crank batt
616 DIRECTION MISMATCH
No propel
Simultaneous FORWARD and REVERSE commands
were received.
20 960E-1
617 ENGINE START REQUEST DENIED
SYS Event
:01 engine warn while cranking Engine warning occurs after engine crank command is
given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED
No propel
Engine controller sends caution signal, rpm above low
idle.
620 ENGINE KILL WHILE VEHICLE MOVING
No propel
Engine shutdown switch is activated while truck is
moving.
622 PARK BRAKE FAULT
No propel
Error in parking brake operation has occurred.
:01 command/response failure Park brake command and feedback don't agree.
:02 set above maximum speed Parking brake set feedback is received while truck is
moving.
623 HYDRAULIC BRAKE FLUID
SYS Event
Hydraulic brake oil temperature has exceeded the limit.
:01 tank
:02 left front outlet
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
624 BODY UP AND PAYLOAD INDICATION
Speed Limit
Full payload and body up signal are received at the
same time.
625 Extended Battery Reconnect Time
None
Excessive time since battery separate and battery
reconnection
628 CONNECTED BATTERY VOLTS
SYS Event
One of the connected batteries' volts are incorrect with
engine speed above low idle.
:01 control battery low Control battery voltage below minimum limit (20)
:02 control battery high Control battery voltage above maximum limit (32)
:03 crank battery low Cranking battery voltage below minimum limit (20)
:04 crank battery high Cranking battery voltage above maximum limit (32)
629 BAROMETRIC PRESSURE SIGNAL
SYS Event
Barometric pressure signal is outside operational limits.
:01 low Voltage is below minimum operational limit.
:02 high Voltage is above maximum operational limit.
630 MOTOR BLOWER PRESSURE
Speed Limit
Motor inlet and outlet pressure signal is outside
operational limits.
:01 no cooling air No voltage signal feedback
:02 low voltage Voltage feedback is below minimum operational limit.
:03 high voltage Voltage is above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE
SYS Event
Ambient temperature signal is outside operational
limits.
:02 high Voltage is above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file
:01 no file loaded No propel No configuration file is loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file is loaded.
(received from TCI)
Fault
code
960E-1 21
633 BBRAM CORRUPTED SYS Event Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE NO PROPEL The over-payload signal is on, operation restricted.
635 TRUCK OVERLOADED - NON-RESTRICTIVE SYS Event The over-payload signal is on, propulsion allowed.
636 AUX INVERTER
SYS Event
An auxiliary blower control failure has occurred.
:01 buss volts low Low DC bus was detected during powerup.
:02 buss volts high High DC bus was detected during powerup.
:03 overcurrent Overcurrent condition was detected during operation.
:04 battery loss Loss of blower control battery voltage has occurred.
:05 high dc buss when running High DC bus voltage was detected during operation.
:06 high dc buss after pc powerup High DC bus voltage was detected after phase
controller powerup.
:07 Low dc buss after pc powerup Low DC bus voltage was detected after phase controller
powerup.
:08 high dc buss when running High DC bus voltage was detected during operation.
:09 overcurrent after pc powerup, current overload Overcurrent condition was detected after phase
controller power up.
:10 current overload Sustained current overload exists.
:11 low dc buss overcurrent Overcurrent due to low DC bus voltage
:12 low dc buss current overload Sustained current overload due to low DC bus voltage
:13 gate drive trip IGBT protection circuit detected an overload.
:14 no input voltage Zero input voltage was detected.
638 ENGINE CRANKING TIMEOUT SYS Event Engine is cranking longer than allowed.
639 ENGINE START REQUEST WHILE RUNNING
SYS Event
Engine start request signal occured while engine RPM
greater than 600 RPM, and longer than 3 seconds.
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage is high.
641 ACCEL PEDAL TOO LOW SYS Event Accelerator pedal voltage is low.
696 UNEXPECTED TCI CPU RESET SYS Event TCI CPU reset without request.
698 DATA STORE SYS Event A data snapshot has been manually initiated.
(received from TCI)
Fault
code
22 960E-1
960E-1 Dump truck
960E-1 1
CEN40003-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
40 Troubleshooting
Troubleshooting by fault code, Part 1
Fault Code A001: Left front suspension pressure sensor signal high................................................................... 3
Fault Code A002: Left front suspension pressure sensor signal low.................................................................... 4
Fault Code A003: Right front suspension pressure sensor signal high................................................................ 5
Fault Code A004: Right front suspension pressure sensor signal low.................................................................. 6
Fault Code A005: Left rear suspension pressure sensor signal high ................................................................... 7
Fault Code A006: Left rear suspension pressure sensor signal low..................................................................... 8
Fault Code A007: Right rear suspension pressure sensor signal high................................................................. 9
Fault Code A008: Right rear suspension pressure sensor signal low................................................................ 10
Fault Code A009: Incline sensor signal high........................................................................................................11
Fault Code A010: Incline sensor signal low........................................................................................................ 12
Fault Code A011: Payload meter speed sensor signal has failed....................................................................... 13
Fault Code A013: Body up switch has failed...................................................................................................... 14
Fault Code A014: Payload meter checksum computation has failed.................................................................. 15
Fault Code A016: Payload meter write to flash memory has failed.................................................................... 16
Fault Code A017: Payload meter flash memory read has failed......................................................................... 17
Fault Code A018: Right rear flat suspension cylinder warning........................................................................... 18
2 960E-1
Fault Code A019: Left rear flat suspension cylinder warning.............................................................................. 20
Fault Code A022: Carryback load excessive...................................................................................................... 22
Fault Code A100: An open circuit breaker has been detected on a relay board................................................. 25
Fault Code A101: High pressure detected across an hydraulic pump filter........................................................ 26
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level ................................... 28
Fault Code A107: GE has generated a propel system caution........................................................................... 29
Fault Code A108: GE has generated a propel system temperature caution....................................................... 30
Fault Code A109: GE has generated a propel system reduced level signal....................................................... 31
Fault Code A111: Low steering pressure warning............................................................................................... 32
Fault Code A115: Low steering precharge pressure detected............................................................................ 34
Fault Code A117: Low brake accumulator pressure warning.............................................................................. 36
Fault Code A118: Brake pressure is low while in brake lock............................................................................... 38
Fault Code A123: GE has generated a reduced retarding caution..................................................................... 40
Fault Code A124: GE has generated a no propel / no retard warning................................................................ 41
Fault Code A125: GE has generated a no propel warning................................................................................. 42
Fault Code A126: Oil level in the hydraulic tank is low....................................................................................... 43
Fault Code A127: IM-furnished +5 volt output for sensors is low........................................................................ 44
Fault Code A128: IM-furnished +5 volt output for sensors is high...................................................................... 46
Fault Code A139: Low fuel warning.................................................................................................................... 48
960E-1 3
Fault Code A001: Left front suspension pressure sensor signal high
Related circuit diagram
Operator Action None
Fault Code A001
Description Left front suspension pressure sensor signal high.
Fault Conditions Sets if pressure signal is out of range high (sensor current over 22 ma).
Resets if reading returns to normal.
Operator Alerting
System Response
Repair Lamp
Display Operator Action: None
Display Fault Description: PLM LF PRESS SENS HI
Display Fault Code: A001
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Left Front Pressure
Sensor (PLM3 36,39)
Sensor current >22 ma: failed high
Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A002
LEFT FRONT
SUSPENSION
PRESSURE
LEFT DECK
JUNCTION BOX
+18V
LF PRESSURE
4 960E-1
Fault Code A002: Left front suspension pressure sensor signal low
Fault Code A002
Description Left front suspension pressure sensor signal low.
Fault Conditions Sets if pressure signal is out of range low (sensor current less than 2 ma).
Operator Alerting
System Response
Repair Lamp
Display Fault Description: PLM LF PRESS SENS LO
fault.
Table
parameter fault(s).
Left Front Pressure
Sensor (PLM3 36,39)
Fault(s): A001
LEFT FRONT
SUSPENSION
PRESSURE
LEFT DECK
JUNCTION BOX
+18V
LF PRESSURE
960E-1 5
Fault Code A003: Right front suspension pressure sensor signal high
Fault Code A003
Description Right front suspension pressure sensor signal high.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: PLM RF PRESS SENS HI
fault.
Table
parameter fault(s).
Right Front Pressure
Sensor (PLM3 36,20)
Fault(s): A004
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
+18V
RF PRESSURE
6 960E-1
Fault Code A004: Right front suspension pressure sensor signal low
Fault Code A004
Description Right front suspension pressure sensor signal low.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: PLM RF PRESS SENS LO
fault.
Table
parameter fault(s).
Sensor (PLM3 36,20)
Fault(s): A003
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
+18V
RF PRESSURE
960E-1 7
Fault Code A005: Left rear suspension pressure sensor signal high
Fault Code A005
Description Left rear suspension pressure sensor signal high.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: PLM LR PRESS SENS HI
fault.
Table
parameter fault(s).
Left Rear Pressure
Sensor (PLM3 36,30)
Fault(s): A006
LEFT REAR
SUSPENSION
PRESSURE
REAR AXLE
JUNCTION BOX
+18V
LR PRESSURE
8 960E-1
Fault Code A006: Left rear suspension pressure sensor signal low
Fault Code A006
Description Left rear suspension pressure sensor signal low.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: PLM LR PRESS SENS LO
fault.
Table
parameter fault(s).
Left Rear Pressure
Sensor (PLM3 36,30)
Fault(s): A005
LEFT REAR
SUSPENSION
PRESSURE
REAR AXLE
JUNCTION BOX
+18V
LR PRESSURE
960E-1 9
Fault Code A007: Right rear suspension pressure sensor signal high
Fault Code A007
Description Right rear suspension pressure sensor signal high.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: PLM RR PRESS SENS HI
fault.
Table
parameter fault(s).
Right Rear Pressure
Sensor (PLM3 36,40)
Fault(s): A008
RIGHT REAR
SUSPENSION
PRESSURE
REAR AXLE
JUNCTION BOX
+18V
RR PRESSURE
10 960E-1
Fault Code A008: Right rear suspension pressure sensor signal low
Fault Code A008
Description Right rear suspension pressure sensor signal low.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: PLM RR PRESS SENS LO
fault.
Table
parameter fault(s).
Right Rear Pressure
Sensor (PLM3 36,40)
Fault(s): A007
RIGHT REAR
SUSPENSION
PRESSURE
REAR AXLE
JUNCTION BOX
+18V
RR PRESSURE
960E-1 11
Fault Code A009: Incline sensor signal high
Fault Code A009
Description Incline sensor signal high.
Fault Conditions Sets if incline signal is out of range high (sensor voltage less than 0.565 volts).
Operator Alerting
System Response
Repair Lamp
Display Fault Description: INCLINE SENSOR HIGH
fault.
Table
parameter fault(s).
Incline Sensor (PLM3
36, 29, 19)
Sensor voltage <0.565: failed high
Sensor voltage >5.08: failed low
Sensor voltage >0.565 but <5.08: valid readings
Fault(s): A010
INCLINOMETER
INCLINE SIGNAL
INCLINE GROUND
+18V
12 960E-1
Fault Code A010: Incline sensor signal low
Fault Code A010
Description Incline sensor signal low.
Fault Conditions Sets if incline signal is out of range low (sensor voltage greater than 5.08 volts).
Operator Alerting
System Response
Repair Lamp
Display Fault Description: INCLINE SENSOR LOW
fault.
Table
parameter fault(s).
36, 29, 19)
Fault(s): A009
INCLINOMETER
INCLINE SIGNAL
INCLINE GROUND
+18V
960E-1 13
Fault Code A011: Payload meter speed sensor signal has failed
None.
Fault Code A011
Description Payload meter speed sensor signal has failed.
Fault Conditions Sets when PLM declares a speed sensor fault.
Resets when PLM resets the speed sensor fault.
Operator Alerting
System Response
Lamp or Buzzer: None - Maintenance Item
Display Fault Description: PLM TRK SPD SENSOR
Resulting Problem(s) Payload and haul cycle data is bad.
fault.
Table
1. This fault is produced by PLM in response to a problem in the generation of truck speed by GE. The primary
correction is to correct the problem at the source. No other faults are available.
14 960E-1
Fault Code A013: Body up switch has failed
Fault Code A013
Description Body up switch has failed.
Fault Conditions The switch no longer responds to payload cycles.
Operator Alerting
System Response
Display Fault Description: BODY UP SWITCH FAIL
fault.
Table
1. The primary corrective measure for this fault is to change / correct the body up switch and wiring to PLM. No
other faults are available to troubleshoot this problem.
Body Up Switch Input
(PLM 18)
0: Body is up
1: Body is down
BODY UP
BODY UP SWITCH
(SHOWN WITH BODY UP)
960E-1 15
Fault Code A014: Payload meter checksum computation has failed
None.
Fault Code A014
Description Payload meter checksum computation has failed.
Fault Conditions PLM reports a checksum failure.
Operator Alerting
System Response
Display Fault Description: PLM CHECKSUM FAIL
fault.
Table
1. This fault is totally contained within the payload meter.
Payload Meter
16 960E-1
Fault Code A016: Payload meter write to flash memory has failed
None.
Fault Code A016
Description A payload meter write to flash memory has failed.
Fault Conditions Payload meter reports a failure in write to flash memory.
Operator Alerting
System Response
Display Fault Description: PLM FLASH MEM WRITE
fault.
Table
Payload Meter
960E-1 17
Fault Code A017: Payload meter flash memory read has failed
None.
Fault Code A017
Description A payload meter flash memory read has failed.
Fault Conditions Payload meter reports a failure of flash memory read.
Operator Alerting
System Response
Display Fault Description: PLM FLASH MEM READ
fault.
Table
Payload Meter
18 960E-1
Fault Code A018: Right rear flat suspension cylinder warning
Fault Code A018
Description Right rear flat suspension cylinder warning.
Fault Conditions Sets if PLM3 detects a flat right rear suspension cylinder.
Resets if conditions clears.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: RR FLAT SUSP CYL FLT
Resulting Problem(s) Potential damage to suspension and frame.
fault.
Table
1. The logic that produces this fault is intended to identify flat suspension cylinders. The primary correction is
to recharge / repair the cylinder. If the cylinder is not defective, use the following procedure to correct PLM3.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
Right Rear Pressure
Sensor (PLM3 36, 40)
Fault(s): A007, A008
Left Rear Pressure
Left Front Pressure
36, 29, 19)
960E-1 19
LEFT FRONT
SUSPENSION
PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
LEFT REAR
SUSPENSION
PRESSURE
RIGHT REAR
SUSPENSION
PRESSURE
INCLINOMETER
+18V
LF PRESSURE
RF PRESSURE
LR PRESSURE
RR PRESSURE
INCLINE SIGNAL
INCLINE GROUND
REAR AXLE
JUNCTION BOX
RIGHT DECK
JUNCTION BOX
LEFT DECK
JUNCTION BOX
20 960E-1
Fault Code A019: Left rear flat suspension cylinder warning
Fault Code A019
Description Left rear flat suspension cylinder warning.
Fault Conditions Sets if PLM3 detects a flat left rear suspension cylinder.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: LR FLAT SUSP CYL FLT
Resulting Problem(s) Potential damage to suspension and frame.
fault.
Table
1. The logic that produces this fault is intended to identify flat suspension cylinders. The primary correction is to
recharge / repair the cylinder. If the cylinder is not defective, use the following procedure to correct PLM3.
Left Rear Pressure
Right Rear Pressure
Left Front Pressure
36, 29, 19)
960E-1 21
LEFT FRONT
SUSPENSION
PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
LEFT REAR
SUSPENSION
PRESSURE
RIGHT REAR
SUSPENSION
PRESSURE
INCLINOMETER
+18V
LF PRESSURE
RF PRESSURE
LR PRESSURE
RR PRESSURE
INCLINE SIGNAL
INCLINE GROUND
REAR AXLE
JUNCTION BOX
RIGHT DECK
JUNCTION BOX
LEFT DECK
JUNCTION BOX
22 960E-1
Fault Code A022: Carryback load excessive
Fault Code A022
Description Carryback load excessive.
Fault Conditions Sets if PLM3 detects excessive load remaining in the bed after dumping is complete.
Operator Alerting
System Response
Display Fault Description: None
Display Fault Code: None
Resulting Problem(s) Reduced production.
fault.
Table
1. The logic that produces this fault is intended to identify excessive carryback load. This is a VHMS recording
only. No display announces the fault. If excessive carryback does not exist, troubleshoot the payload system.
Left Rear Pressure
Right Rear Pressure
Left Front Pressure
36, 29, 19)
960E-1 23
LEFT FRONT
SUSPENSION
PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
LEFT REAR
SUSPENSION
PRESSURE
RIGHT REAR
SUSPENSION
PRESSURE
INCLINOMETER
+18V
LF PRESSURE
RF PRESSURE
LR PRESSURE
RR PRESSURE
INCLINE SIGNAL
INCLINE GROUND
REAR AXLE
JUNCTION BOX
RIGHT DECK
JUNCTION BOX
LEFT DECK
JUNCTION BOX
24 960E-1
NOTES
960E-1 25
Fault Code A100: An open circuit breaker has been detected on a relay board
Operator Action Stop: Park
Fault Code A100
Description An open circuit breaker has been detected on a relay board.
Fault Conditions Sets if any of the circuit breakers on relay boards are open for 1 second. These are all
lighting and accessory electrical loads.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning indicator
Display Operator Action: STOP: PARK: PWR: CHK
Display Fault Description: CIRCUIT BREAKER FLT
Resulting Problem(s) Accessory circuits (headlights, tail lights, stop lights, turn signal lights, retard lights,
engine control, service lights, or horn) may be non-functional.
fault.
Table
1. This fault is generated by parallel input to IM from the relay boards. Each relay board in turn has an LED that
indicates that one of its several breakers is open.
Circuit Breaker Tripped
(IM 2g)
0: one or more circuit breakers tripped on relay boards
1: no circuit breakers tripped on any relay boards
Relay Board 1 Turn Signal / Clearance Lights
Relay Board 3 Stop, Retard, Manual back up lights
Relay Board 4 Engine control, service lights & horn
Relay Board 5 Headlights
CIRCUIT BREAKER
26 960E-1
Fault Code A101: High pressure detected across an hydraulic pump filter
Operator Action Go To Shop Now
Fault Code A101
Description High pressure detected across an hydraulic pump filter.
Fault Conditions Sets if switch is on, engine is running, and oil temperature is above 100C (212F) for
10 seconds.
Resets if any of these not true for 10 seconds.
Operator Alerting
System Response
Sound Buzzer
Flash IM Warning Indicator
Display Operator Action: GO TO SHOP NOW
Display Fault Description: HYD OIL FILT RESTRICT
Resulting Problem(s) Hydraulic oil filters will bypass oil without filtration. Continuing operation may damage
hydraulic system components.
fault.
Table
1. This fault is generated by series input to IM from the hydraulic oil filter switches. Any of the three switches
can open and cause the warning. The normal corrective measure for this fault is to change one or more
hydraulic filters.
Pump Filter Switches
(IM 2Y)
0: No hydraulic filter switches open
1: One or more hydraulic filter switches open
Fault(s): A273
Hydraulic Oil Tempera-
ture - Left Rear (IM 3i)
0.016 Volt to 4.89 Volt: Good Readings
<0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
ture - Right Rear (IM
3m)
ture - Left Front (IM 3t)
ture - Right Front (IM
3r)
960E-1 27
Engine Speed [RPM] Less than 300 RPM: engine is not running
Greater than 300 RPM for 4 seconds: engine is running
Keyswitch (IM 3G) 0: keyswitch is off and the truck is not moving and the engine is not running
1: keyswitch is on or the truck is moving (GE power not yet off)
Fault(s): A240
STEERING FILTER
PRESS. SWITCH
35 psi
HOIST FILTER
#2 PRESS. SWITCH
35 psi
HOIST FILTER
#1 PRESS. SWITCH
35 psi
PUMP FILTERS
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
KEY SWITCH
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
28 960E-1
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level
Fault Code A105
Description Fuel level sensor shorted to ground, indicating a false high fuel level.
Fault Conditions Sets if fuel level indication is at 110% for 5 seconds with keyswitch on, and battery volt-
age does not drop below 18, with engine speed below 600 rpm.
Resets if fuel level indication is at 104.2% for 3 seconds.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: FUEL LEVEL SENSOR LO
Resulting Problem(s) False high fuel gauge readings. If ignored, possible shutdown of engine while on the
haul road.
fault.
Table
1. The primary correction for this fault is to correct or change the fuel level sensor and wiring.
Fuel Level Sensor (IM
3g)
0.57 to 8.2 Volts: Good Readings at 24 Volt Battery (varies with battery voltage)
<0.57 or >8.2 Volts: Defective Sensor or Circuit at 24 Volt Battery (varies with battery
voltage)
Battery Voltage, 24
Volt (IM 1A)
>18 Volt: Good Reading
<18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Fault(s): A240
Engine Speed [RPM] Less than 600 RPM: combined with low voltage means cranking is in process and
fault is blocked
Greater than 600 RPM: engine is running normally
960E-1 29
Fault Code A107: GE has generated a propel system caution
FUEL LEVEL
SENDER
SPARE
FUEL LEVEL SENSOR
KEY SWITCH
BATTERY POWER
Operator Action Max Speed Limited
Fault Code A107
Description GE has generated a propel system caution.
Fault Conditions Sets if the GE controller generates a propel system caution event.
Operator Alerting
System Response
Sound Buzzer - single burst
Display Operator Action: MAX SPEED LIMITED
Display Fault Description: PROPEL SYS CAUTION
Resulting Problem(s) Propel system may not permit the truck to remain at full performance. Shutdown of
propel system may occur if severity increases.
fault.
A laptop running GE's PTU software may be required to resolve this fault.
Table
1. This fault is generated by GE driving an input pin of IM to ground.
2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress
Propel System
Caution (IM 2t)
0: GE has generated a propel system caution
1: no propel system caution exists
GE
CONTROL
PANEL
PROPEL SYSTEM CAUTION
30 960E-1
Fault Code A108: GE has generated a propel system temperature caution
Fault Code A108
Description GE has generated a propel system temperature caution.
Fault Conditions Sets if the GE controller generates a propel system temperature caution event.
Resets when GE removes the propel system temperature caution event.
Operator Alerting
System Response
The warning lamp integral to the drive system temperature gauge is turned on.
fault.
Table
2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress.
Propel System
Temperature Caution
(IM 3A)
0: GE has generated a propel system caution
1: no propel system caution exists
GE
CONTROL
PANEL
PROPEL SYSTEM TEMP CAUTION
960E-1 31
Fault Code A109: GE has generated a propel system reduced level signal
Operator Action Max Speed Limited
Fault Code A109
Description GE has generated a propel system reduced level signal.
Fault Conditions Sets if the GE controller generates a propel system reduced level event.
Operator Alerting
System Response
Display Operator Action: MAX SPEED LIMITED
Display Fault Description: REDUCED PROPEL
fault.
Table
2. It may be necessary to use GE's PTU software to determine the actual cause of the propel system distress
Propel System
Reduced Level (IM 3B)
0: GE has generated a propel system reduced level signal
1: no propel system reduced level signal exists
GE
CONTROL
PANEL
PROPEL SYSTEM REDUCED LEVEL
32 960E-1
Fault Code A111: Low steering pressure warning
Fault Code A111
Description A111 is a low steering pressure warning for storage by VHMS. It is designed to filter
out some service and operational conditions that would otherwise produce this warn-
ing.
Fault Conditions A111 sets if low steering pressure input to IM remains after 90 seconds of engine run-
ning at 300 rpm or above and is sustained for 3 seconds at speeds of 1200 rpm or
above.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP: RUN WHEN CLR'D
Display Fault Description: LOW STRG PRESSURE
Resulting Problem(s) Truck may not steer properly.
fault.
Table
Low Steering Pressure
Sw (IM 2S)
0: steering pressure normal
1: low steering pressure
Fault(s): A279, A115, A253
Engine Speed [RPM] 0: engine is not running
Greater than 300: engine is running
Greater than 1200: engine is running fast enough to maintain steering pressure
Truck Speed [kph]
(IM1gh)
0: truck is not moving
Greater than 0.8kph: truck is moving
960E-1 33
LOWSTEERING
PRESSURE
GE
CONTROL
PANEL
LOWSTEERING
PRESSURE
SWITCH
2300 psi
TRUCK SPEED IN
TRUCK SPEED IN
34 960E-1
Fault Code A115: Low steering precharge pressure detected
Operator Action Stop; Park
Fault Code A115
Description Low steering precharge pressure detected.
Fault Conditions Sets and latches if low steering precharge switch operates for 2 seconds with key-
switch on and "Steering Precharge Mask" not on. The "Steering Precharge Mask" pre-
vents warnings that might occur from the beginning of steering bleed till 5 minutes after
bleed is complete or timed out or keyswitch is turned back on.
Resets when steering bleed comes on. Mask prevents new operations for 5 minutes.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP: PARK
Display Fault Description: LOW STRG PRECHARGE
Resulting Problem(s) Low steering accumulator precharge will reduce the amount of stored energy in the
steering system.
fault.
Table
1. The primary correction for this fault is to adjust the nitrogen charge in the steering accumulators.
Low Steering Pre-
charge Pressure
Switch (IM 2W)
0: Normal reading - full precharge pressure
1: Steering precharge pressure is low
Fault(s): A240
Steering Bleed Valve 0: steering bleed valve is off
1: steering bleed valve is on
Steering Accum Bled
Pressure Switch (IM
2Z)
0: Steering bleed is complete
1: Steering bleed is not complete
960E-1 35
LOWSTEERING
PRECHARGE #2
1400 psi
LOWSTEERING
PRECHARGE #1
1400 psi
ACCUMULATOR
PRECHARGE
FAIL
STEERING
ACCUMULATOR
PRESSURE SWITCH
75 psi
LOWSTEERING
PRECHARGE
STEERING BLEED
PRESSURE SWITCH
KEY SWITCH
36 960E-1
Fault Code A117: Low brake accumulator pressure warning
Fault Code A117
Description A117 is a low brake accumulator pressure warning for storage by VHMS. It is
designed to filter out some service and operational conditions that would otherwise
produce this warning.
Fault Conditions A117 sets if low brake accumulator pressure input to IM remains after 90 seconds of
engine running at 300 rpm or above.
A117 resets if pressure returns or engine stops running for 1 second.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: LOW BRAKE PRESSURE
Resulting Problem(s) Service brake may not stop or hold the truck.
fault.
Table
1. This fault is generated by more than one parameter, but the independent parameters do not have fault codes
for situations that will affect this fault.
Brake Accumulator
Pressure Sw (IM 2U)
0: brake accumulator pressure normal
1: low brake accumulator pressure
Truck Speed [kph]
(IM1gh)
960E-1 37
LOWBRAKE
ACCUMULATOR
PRESSURE
GE
CONTROL
PANEL
LBPS
LOWBRAKE
ACCUMULATOR
PRESSURE SWITCH
1850 psi
TRUCK SPEED IN
TRUCK SPEED IN
38 960E-1
Fault Code A118: Brake pressure is low while in brake lock
Operator Action Set Park Brake
Fault Code A118
Description Brake pressure is low while in brake lock.
Fault Conditions Sets if brake lock is on and brake lock degrade switch closes indicating low service
brake pressure for 3 seconds unless steering bleed has already started.
Resets if brake lock or brake lock degrade switch are off for 1 second.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: SET PARK BRAKE
Display Fault Description: SERV BRAKE DEGRADE
fault.
Table
Brake Lock (IM 2i) 0: brake lock not on
1: brake lock is on
Fault(s): A272
Brake Lock Degrade
Sw (IM 2V)
0: brake lock degrade not on
1: brake lock degrade is on
Fault(s): A281
960E-1 39
BDS
BRAKE LOCK
DEGRADE
PRESSURE
SWITCH
1000 psi
BRAKE LOCK
SOLENOID
BRAKE LOCK DEGRADE
BRAKE LOCK SOLENOID
40 960E-1
Fault Code A123: GE has generated a reduced retarding caution
Operator Action Slow Down Hill
Fault Code A123
Description GE has generated a reduced retarding caution.
Fault Conditions Sets if the GE controller generates a reduced retarding event.
Resets if GE removes the reduced retarding event.
Operator Alerting
System Response
Display Operator Action: SLOW DOWN HILL
Display Fault Description: REDUCED RETARDING
Resulting Problem(s) Retarding will be at somewhat reduced level, but the truck will still be driveable.
fault.
Table
1. The primary correction for this fault is to descend the hill at a slower speed so that retarding capacity is not
exceeded.
Reduced Retarding (IM
2r)
0: GE has generated a reduced retarding caution
1: no reduced retarding caution exists
GE
CONTROL
PANEL
PROPEL SYSTEM LOWRETARD
960E-1 41
Fault Code A124: GE has generated a no propel / no retard warning
Fault Code A124
Description GE has generated a no propel / no retard warning.
Fault Conditions Sets 0.25 sec after GE controller generates a no propel / no retard event.
Resets 1.0 sec after GE removes the no propel / no retard event.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP; PARK
Display Fault Description: NO PROPEL / RETARD
Resulting Problem(s) The drive system is inoperable in either propel or retard.
fault.
Table
No Propel / Retard
(IM 2n)
0: GE has generated a no propel / retard warning.
1: the no propel / retard warning doesn't exist
GE
CONTROL
PANEL
PROPEL SYSTEM
NO PROPEL / RETARD
42 960E-1
Fault Code A125: GE has generated a no propel warning
Fault Code A125
Description GE has generated a no propel warning.
Fault Conditions Sets 0.25 sec after GE controller generates a no propel event.
Resets 1.0 sec after GE removes the no propel event.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP; PARK
Display Fault Description: NO PROPEL
Resulting Problem(s) The drive system is inoperable in propel.
fault.
Table
No Propel (IM 2p) 0: GE has generated a no propel warning.
1: The no propel warning doesn't exist.
GE
CONTROL
PANEL
PROPEL SYSTEM NO PROPEL
960E-1 43
Fault Code A126: Oil level in the hydraulic tank is low
Operator Action Stop; Park; Power Down; Check
Fault Code A126
Description Oil level in the hydraulic tank is low.
Fault Conditions Sets if sensor reports oil level to be low.
Resets if oil level is restored or if steering bleed comes on.
Operator Alerting
System Response
Sound Buzzer
Display Operation Action: STOP: PRK: PWR: CHK
Display Fault Description: HYD OIL LEVEL FAULT
Resulting Problem(s) Low hydraulic oil level can cause damage to equipment and failure to operate properly.
Steering and brakes may deteriorate in performance.
fault.
Table
1. The primary correction for this fault is to add oil to the hydraulic system and check for hydraulic leaks.
2. If oil is sufficient, check the sensor and sensor wiring.
3. No additional fault codes are available for this function.
Hydraulic Oil Level
Sensor (IM 1W, 2k)
0: Oil level is normal
1: Oil level is low
LOWHYDRAULIC TANK LEVEL
+24V OUT
HYDRAULIC TANK
LEVEL
44 960E-1
Fault Code A127: IM-furnished +5 volt output for sensors is low
Fault Code A127
Description IM-furnished +5 volt output for sensors is low.
Fault Conditions Sets when Sensor +5V Input drops below 4.52 volts for 2 seconds.
Resets when Sensor +5V Input recovers to 4.66 volts for 2 seconds.
Operator Alerting
System Response
Sound Buzzer
Operate IM Warning Indicator
Display Fault Description: TEMP SENSOR +5V LOW
Resulting Problem(s) All 5 temperature sensors using the +5 Volt supply will report low readings. Control of
engine speed and warnings of high oil temperature will be compromised. Equipment
damage may result.
fault.
Table
2. Check external wiring and sensors to determine if problem is outside of IM.
Sensor +5V Analog
Input (IM 3j)
>4.52 Volts: Normal voltage
<4.52 Volts: Voltage low
Sensor +5V Output (IM
3c)
960E-1 45
AMBIENT
AIR TEMP
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
AMBIENT AIR TEMP
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
+5 SENSOR
46 960E-1
Fault Code A128: IM-furnished +5 volt output for sensors is high
Fault Code A128
Description IM-furnished +5 volt output for sensors is high.
Fault Conditions Sets when Sensor +5V Input rises above 5.51 volts for 2 seconds.
Resets when Sensor +5V Input drops to 5.27 volts for 2 seconds.
Operator Alerting
System Response
Operate Repair Lamp
Display Fault Description: TEMP SENSOR +5V HI
Resulting Problem(s) All 5 temperature sensors using the +5 Volt supply will report high readings. Control of
engine speed and warnings of high oil temperature will occur at lower than normal
temperatures. False warnings will occur.
fault.
Table
2. Check external wiring and sensors to determine if problem is outside of IM.
Sensor +5V Analog
Input (IM 3j)
<5.51 Volts: Normal voltage
>5.51 Volts: Voltage high
Sensor +5V Output (IM
3c)
960E-1 47
AMBIENT
AIR TEMP
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
AMBIENT AIR TEMP
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
+5 SENSOR
48 960E-1
Fault Code A139: Low fuel warning
Operator Action Refuel soon
Fault Code A139
Description A139 is a low fuel level warning for storage by VHMS and for use by A310.
Fault Conditions A139 sets after 15 seconds of fuel level readings below 10% of full if the key switch is
on, low voltage due to cranking is not sensed, and the fuel level sensor is not high.
A139 resets after 1 minute if fuel level recovers to 15% of full.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: REFUEL SOON
Display Fault Description: LOW FUEL LEVEL
Resulting Problem(s) Possible running out of fuel on haul road. Possible engine damage.
fault.
Table
1. The primary correction for this fault is to add fuel to the tank.
3g)
voltage)
Battery Voltage, 24
Volt (IM 1A)
Fault(s): A240
fault is blocked
960E-1 49
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
KEY SWITCH
BATTERY POWER
50 960E-1
960E-1 Dump truck
960E-1 1
CEN40004-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
40 Troubleshooting
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of
hydraulic oil.................................................................................................................................................... 4
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of
hydraulic oil.................................................................................................................................................... 6
Fault Code A152: Starter failure............................................................................................................................ 8
Fault Code A153: Battery voltage is low with the truck in operation................................................................... 10
Fault Code A154: Battery charging voltage is excessive.................................................................................... 12
Fault Code A155: Battery charging voltage is low.............................................................................................. 13
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level............................ 14
Fault Code A166: Left rear hydraulic oil temperature sensor is low................................................................... 16
Fault Code A167: Right rear hydraulic oil temperature sensor is low................................................................. 18
Fault Code A168: Left front hydraulic oil temperature sensor is low................................................................... 20
Fault Code A169: Right front hydraulic oil temperature sensor is low................................................................ 22
Fault Code A170: Left rear hydraulic oil temperature sensor is high.................................................................. 24
Fault Code A171: Right rear hydraulic oil temperature sensor is high................................................................ 25
Fault Code A172: Left front hydraulic oil temperature sensor is high................................................................. 26
2 960E-1
Fault Code A173: Right front hydraulic oil temperature sensor is high............................................................... 27
Fault Code A184: J 1939 data link is not connected............................................................................................ 28
Fault Code A190: Auto lube control has detected an incomplete lube cycle...................................................... 30
Fault Code A194: Left front hydraulic oil temperature is high............................................................................. 32
Fault Code A195: Right front hydraulic oil temperature is high........................................................................... 33
Fault Code A196: Left rear hydraulic oil temperature is high.............................................................................. 34
Fault Code A197: Right rear hydraulic oil temperature is high............................................................................ 35
Fault Code A198: Hoist pressure 1 sensor is high.............................................................................................. 36
Fault Code A199: Hoist pressure 2 sensor is high.............................................................................................. 37
Fault Code A200: Steering pressure sensor is high............................................................................................ 38
Fault Code A201: Brake pressure sensor is high................................................................................................ 39
Fault Code A202: Hoist pressure 1 sensor is low............................................................................................... 40
Fault Code A203: Hoist pressure 2 sensor is low............................................................................................... 42
Fault Code A204: Steering pressure sensor is low............................................................................................. 44
Fault Code A205: Brake pressure sensor is low................................................................................................. 46
Fault Code A206: Ambient temperature sensor is high...................................................................................... 48
Fault Code A207: Ambient temperature sensor is low........................................................................................ 49
960E-1 3
NOTES
4 960E-1
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance
level 1 for cooling of hydraulic oil
Fault Code A145
Description Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for
cooling of hydraulic oil.
Fault Conditions Sets (advances engine) after 5 seconds at 105C after filtering out data from sensors
failed high.
Resets (returns engine to normal) after 5 seconds at 100C.
Operator Alerting
System Response
None. This event is recorded by VHMS only.
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and equip-
ment damage.
fault.
Table
Brake Cooling RPM
Advance 1: (IM 1L)
Status - Open Load: Unexpected. Troubleshoot
Status - Normal: Expected. No problem.
Status - Shorted to Ground: Unexpected. Troubleshoot.
Status - Overload: Unexpected. Troubleshoot.
0: brake cooling rpm advance to advance idle
1: brake cooling rpm advance to normal idle
Fault(s): A355
3m)
3r)
960E-1 5
BRAKE COOL
RPM ADVANCE 1
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
GE
CONTROL
PANEL
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
6 960E-1
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance
level 2 for cooling of hydraulic oil
Fault Code A146
Description Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for
cooling of hydraulic oil.
Fault Conditions Sets (advances engine) after 5 seconds at 120C after filtering out data from sensors
failed high.
Resets (returns engine to normal) after 5 seconds at 108C.
Operator Alerting
System Response
None. This event is recorded by VHMS only.
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and equip-
ment damage.
fault.
Table
Brake Cooling RPM
Advance 2: (IM 1X)
0: brake cooling rpm advance to advance idle
1: brake cooling rpm advance to normal idle
Fault(s): A363
3m)
3r)
960E-1 7
BRAKE COOL
RPM ADVANCE 2
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
GE
CONTROL
PANEL
LF HYD OIL TEMP
RF HYD OIL TEMP
LR HYD OIL TEMP
RR HYD OIL TEMP
+5 SENSOR
8 960E-1
Fault Code A152: Starter failure
Fault Code A152
Description Starter Failure
Fault Conditions Sets if either starter motor is not energized for 2 seconds when cranking is attempted.
Resets only when steering bleed occurs.
Operator Alerting
System Response
Display: Repair Item
Display Fault Description: STARTER FAILURE
Resulting Problem(s) One good starter may be destroyed or engine may not start at all.
fault.
Table
Starter Motor 1
Energized (IM 3R)
0: starter motor 1 not energized
1: starter motor 1 energized
Fault(s): A275
Starter Motor 2
Energized (IM 3S)
Fault(s): A275
Crank Sense (IM 3U) 0: no cranking in process
1: cranking in process
960E-1 9
STARTER #1
STARTER #2
START MOTOR NO. 1
START MOTOR NO. 2
CRANK SENSE
STARTER
FAILURE
CIRCUIT
STARTER
FAILURE
CIRCUIT
10 960E-1
Fault Code A153: Battery voltage is low with the truck in operation
Fault Code A153
Description Battery voltage is low with the truck in operation.
Fault Conditions Sets if battery voltage with the engine running or truck moving is below 23 volts for 5
seconds. Truck moving sets if truck speed is above 0 or if a bad speed signal fault is
active and the park brake is not set.
Resets if voltage recovers to 25.5 volts for 5 seconds or when steering bleed begins at
shutdown.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: BATTERY VOLTS LOW
Resulting Problem(s) Voltage may continue to drop and cause improper operation of the many electrical
controls on the truck.
fault.
Table
1. The primary correction for this fault is to charge the batteries.
Battery Voltage, 24
Volt (IM 1A)
<23.0 volts: Too low to continue operation.
>23.0 volts: OK to continue operation.
Truck Speed [kph]
(IM1gh)
Greater than 0: truck is moving
Fault(s): A212
Park Brake Set (IM 2f) 0: parking brake pressure switch indicating low pressure and an applied parking brake
1: parking brake pressure switch indicating higher pressure and an unapplied parking
brake
Fault(s): A213
Park Brake Released
(IM 2M)
0: parking brake pressure switch indicating high pressure and a released parking
brake
1: parking brake pressure switch indicating low pressure and an applied parking brake
Fault(s): A214
960E-1 11
GE
CONTROL
PANEL
BATTERY POWER
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE RELEASED
PARK BRAKE SET
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
12 960E-1
Fault Code A154: Battery charging voltage is excessive
Operator Action Stop; Park; Power Down
Fault Code A154
Description Battery charging voltage is excessive.
Fault Conditions Sets if above 32 volts for 5 seconds.
Resets if below 27.5 volts for 5 seconds.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP: PARK: PWR
Display Fault Description: HIGH BATTERY VOLTS
Resulting Problem(s) Sustained excessive charging voltage may burn out electrical and electronic compo-
nents.
fault.
Table
1. The primary correction for this fault is to check / replace the battery charger.
2. This fault's logic contains only one parameter.
Battery Voltage, 24
Volt (IM 1A)
>32.0 volts: Too high to continue operation.
<32.0 volts: OK to continue operation.
Fault(s): A155
BATTERY POWER
960E-1 13
Fault Code A155: Battery charging voltage is low
Operator Action Go to shop now
Fault Code A155
Description Battery charging voltage is low.
Fault Conditions Sets if below 24.5 volts for 5 seconds with engine above 1400 rpm.
Resets if above 26.0 volts for 5 seconds or at steering bleed.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: BATT CHARGING FLT
Resulting Problem(s) If defective battery charging alternators are not replaced, batteries may become dis-
charged and electrical and electronic equipment will stop working.
fault.
Table
1. The primary correction for this fault is to check / replace the battery charger.
Battery Voltage, 24
Volt (IM 1A)
<24.5 volts: Charger must be changed soon.
Engine Speed [RPM] Less than 1400 RPM: engine is not running fast enough for battery charger test.
Greater than 1400 RPM: engine is running fast enough for battery charger test.
BATTERY POWER
14 960E-1
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level
Fault Code A158
Description Fuel level sensor is open or shorted high, indicating a false low fuel level.
Fault Conditions Sets if fuel level indication is at -18.5% for 3 seconds, and battery voltage does not
drop below 18, with engine speed below 600 rpm.
Resets if fuel level indication is above -12.5% for 3 seconds.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: FUEL LEVEL SENSOR HI
Resulting Problem(s) Fuel readings will show an empty tank, whether there is fuel in the tank or not.
fault.
Table
1. The primary correction for this fault is to correct or replace the fuel level sensor or wiring.
3g)
voltage)
Battery Voltage, 24
Volt (IM 1A)
fault is blocked
960E-1 15
FUEL LEVEL
SENDER
BATTERY POWER
FUEL LEVEL SENSOR
16 960E-1
Fault Code A166: Left rear hydraulic oil temperature sensor is low
Fault Code A166
Description Left Rear Hydraulic Oil Temp Sensor is low.
Fault Conditions Sets if temperature reading drops to -51C (.016 Volts) for 3 seconds or remains 10C
below ambient temperature for 15 minutes after the engine runs.
Resets if temperature reading rises to -46C (.032 Volt) for 3 seconds and recovers to
within 10C of ambient temperature.
Operator Alerting
System Response
Display Fault Description: LR OIL TEMP SENS LO
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
Fault(s): A170
Ambient Temperature
(IM 3e)
960E-1 17
AMBIENT
AIR TEMP
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
AMBIENT AIR TEMP
LR HYD OIL TEMP
18 960E-1
Fault Code A167: Right rear hydraulic oil temperature sensor is low
Fault Code A167
Description Right Rear Hydraulic Oil Temp Sensor is low.
Operator Alerting
System Response
Display Fault Description: RR OIL TEMP SENS LO
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the
fault.
Table
tion is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all
3m)
Fault(s): A171
Ambient Temperature
(IM 3e)
960E-1 19
AMBIENT
AIR TEMP
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
AMBIENT AIR TEMP
RR HYD OIL TEMP
20 960E-1
Fault Code A168: Left front hydraulic oil temperature sensor is low
Fault Code A168
Description Left Front Hydraulic Oil Temp Sensor is low.
Operator Alerting
System Response
Display Fault Description: LF OIL TEMP SENS LO
fault.
Table
Fault(s): A172
Ambient Temperature
(IM 3e)
960E-1 21
AMBIENT
AIR TEMP
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
AMBIENT AIR TEMP
LF HYD OIL TEMP
22 960E-1
Fault Code A169: Right front hydraulic oil temperature sensor is low
Fault Code A169
Description Right Front Hydraulic Oil Temp Sensor is low.
Operator Alerting
System Response
Display Fault Description: RF OIL TEMP SENS LO
fault.
Table
3r)
Fault(s): A173
Ambient Temperature
(IM 3e)
960E-1 23
AMBIENT
AIR TEMP
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
AMBIENT AIR TEMP
RF HYD OIL TEMP
24 960E-1
Fault Code A170: Left rear hydraulic oil temperature sensor is high
Fault Code A170
Description Left Rear Hydraulic Oil Temp Sensor is high.
Fault Conditions Sets if temperature reading rises to 211C (4.89 Volts) for 3 seconds.
Resets if temperature reading drops to 188C (4.77 Volt) for 3 seconds.
Operator Alerting
System Response
Display Fault Description: LR OIL TEMP SENS HI
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the
fault.
Table
Fault(s): A166
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
LR HYD OIL TEMP
960E-1 25
Fault Code A171: Right rear hydraulic oil temperature sensor is high
Fault Code A171
Description Right Rear Hydraulic Oil Temp Sensor is high.
Operator Alerting
System Response
Display Fault Description: RR OIL TEMP SENS HI
fault.
Table
3m)
Fault(s): A167
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
RR HYD OIL TEMP
26 960E-1
Fault Code A172: Left front hydraulic oil temperature sensor is high
Fault Code A172
Description Left Front Hydraulic Oil Temp Sensor is high.
Operator Alerting
System Response
Display Fault Description: LF OIL TEMP SENS HI
Resulting Problem(s) Loss of monitoring of the Left Front brake temperature begins a compromise of the
fault.
Table
Fault(s): A168
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
LF HYD OIL TEMP
960E-1 27
Fault Code A173: Right front hydraulic oil temperature sensor is high
Fault Code A173
Description Right Front Hydraulic Oil Temp Sensor is high.
Operator Alerting
System Response
Display Fault Description: RF OIL TEMP SENS HI
Resulting Problem(s) Loss of monitoring of the Right Front brake temperature begins a compromise of the
fault.
Table
3r)
Fault(s): A169
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
RF HYD OIL TEMP
28 960E-1
Fault Code A184: J1939 data link is not connected
Operator Action Stop; Park Power down
Fault Code A184
Description J 1939 data link is not connected.
Fault Conditions Sets if no data received from the engine for 10 seconds after an initial 11 second delay
at key on.
Resets immediately when communication is established.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: NO ENGINE DATA
Resulting Problem(s) Loss of engine data makes it impossible to operate truck in a normal manner without
risking serious damage to the engine.
fault.
Table
CAN J 1939 Data Link
(IM1qrs)
No communication for 10 seconds if keyswitch has been on for 11 seconds: J 1939 not
connected.
Successful read of PGN 61444: J 1939 is connected.
1: keyswitch is on or the truck is moving or the engine is running NOTE: for this fault,
the keyswitch function is delayed for 11 seconds internally after initial turn on
Fault(s): A240
960E-1 29
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
CUMMINS
CENSE
3 PIN 1939
CONNECTOR
DATALINK
(NOT USED) (NOT USED)
OP-CAB
J1939 - HIGH
J1939 - LOW
J1939 - SHLD
KEY SWITCH
30 960E-1
Fault Code A190: Auto lube control has detected an incomplete lube cycle
Fault Code A190
Description Auto lube control has detected an incomplete lube cycle.
Fault Conditions Sets if lube cycle is terminated by timeout rather than pressure.
Resets when a lube cycle is properly terminated by pressure rather than timeout.
Operator Alerting
System Response
Operate Repair Lamp
Display Fault Description: AUTO LUBE FAULT
Resulting Problem(s) Insufficient lube may result and if left uncorrected could lead to equipment damage.
fault.
Table
tion is still unresolved then, check each of the parameters in the Table for proper functionality. Troubleshoot all
Auto Lube Pressure
Sw (IM 3Y)
0: Pressure switch has transferred at 2000 psi
1: Pressure switch at low pressure or solenoid circuit not on
Fault(s): A304, A305, A361
Sw (IM 2S)
0: steering pressure normal (required for lube cycle to proceed)
Fault(s): A279
Truck Speed [kph]
(IM1gh)
Greater than 0 for 10 seconds: truck is moving
Greater than 300 RPM for 4 seconds: engine is running (required for lube cycle to pro-
ceed)
1: keyswitch is on or the truck is moving or the engine is running (required to post
fault)
Fault(s): A240
960E-1 31
Auto Lube Output (IM
1T)
Status - Shorted to Ground: Unexpected except momentarily at termination of a lube
cycle. If detected any other time, troubleshoot.
0: Turns off between lubrication cycles.
1: Turns on during lubrication cycle.
AUTO LUBE
SOLENOID
AUTO LUBE
LOWLEVEL
(OPTION)
AUTO LUBE
PRESSURE
SWITCH
2000 psi
AUTO LUBE
PRESSURE SWITCH
KEY SWITCH
AUTO LUBE
SOLENOID
TRUCK SPEED IN
TRUCK SPEED IN
LOWSTEERING
PRESSURE
GE
CONTROL
PANEL
LOWSTEERING
PRESSURE
SWITCH
2300 psi
32 960E-1
Fault Code A194: Left front hydraulic oil temperature is high
Operator Action Stop; Park; Run Engine
Fault Code A194
Description Left Front Hydraulic Oil Temperature is high.
Fault Conditions Sets at 120C (4.13 volts) after 5 seconds.
Resets at 103C (3.78 volts) after 5 seconds or at steering bleed.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP: PARK: RUN ENG
Display Fault Description: HOT HYD OIL LF
Resulting Problem(s) Excessively hot oil can cause equipment damage and even reduce service brake
effectiveness.
fault.
Table
LEFT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #1
LF HYD OIL TEMP
960E-1 33
Fault Code A195: Right front hydraulic oil temperature is high
Fault Code A195
Description Right Front Hydraulic Oil Temperature is high
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: HOT HYD OIL RF
effectiveness.
fault.
Table
3r)
RIGHT FRONT
HYDRAULIC
BRAKE TEMP
SENSOR #2
RF HYD OIL TEMP
34 960E-1
Fault Code A196: Left rear hydraulic oil temperature is high
Fault Code A196
Description Left Rear Hydraulic Oil Temperature is high
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: HOT HYD OIL LR
effectiveness.
fault.
Table
LEFT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #3
LR HYD OIL TEMP
960E-1 35
Fault Code A197: Right rear hydraulic oil temperature is high
Fault Code A197
Description Right Rear Hydraulic Oil Temperature is high
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: HOT HYD OIL RR
effectiveness.
fault.
Table
3m)
RIGHT REAR
HYDRAULIC
BRAKE TEMP
SENSOR #4
RR HYD OIL TEMP
36 960E-1
Fault Code A198: Hoist pressure 1 sensor is high
Fault Code A198
Description Hoist Pressure 1 Sensor is high.
Fault Conditions Sets at 4025 psi (20.1mA) for 5 seconds.
Resets at 3650 pi (18.6 mA) for 5 seconds.
Operator Alerting
System Response
Display Fault Description: HOIST PRES 1 SENS HI
Resulting Problem(s) Monitoring of hoist pressures in VHMS will be compromised.
fault.
Table
Hoist Pressure 1 Sen-
sor (IM 3s)
2.4 mA to 20.1 mA: good readings
Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A202
HOIST
PUMP #1
PRESSURE
HOIST PRESSURE #1
960E-1 37
Fault Code A199: Hoist pressure 2 sensor is high
Fault Code A199
Description Hoist Pressure 2 Sensor is high.
Operator Alerting
System Response
Display Fault Description: HOIST PRES 2 SENS HI
fault.
Table
Hoist Pressure 2 Sen-
sor (IM 3q)
Fault(s): A203
HOIST
PUMP #2
PRESSURE
HOIST PRESSURE #2
38 960E-1
Fault Code A200: Steering pressure sensor is high
Fault Code A200
Description Steering Pressure Sensor is high
Operator Alerting
System Response
Display Fault Description: STRG PRES SENS HI
Resulting Problem(s) Monitoring of steering pressure in VHMS will be compromised.
fault.
Table
Steering Pressure
Sensor (IM 3d)
Fault(s): A204
STEERING
PRESSURE
STEERING PRESSURE
960E-1 39
Fault Code A201: Brake pressure sensor is high
Fault Code A201
Description Brake Pressure Sensor is high
Operator Alerting
System Response
Display Fault Description: BRAKE PRES SENS HI
Resulting Problem(s) Monitoring of the service brake system for driver input as well as VHMS data will be
compromised.
fault.
Table
Brake Pressure Sensor
(IM 3p)
Fault(s): A205
SERVICE
BRAKE
PRESSURE
BRAKE PRESSURE
40 960E-1
Fault Code A202: Hoist pressure 1 sensor is low
Fault Code A202
Description Hoist Pressure 1 Sensor is low
Fault Conditions Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine
rpm and <18 battery volts).
Resets at -206 psi (3.2 mA)
Operator Alerting
System Response
Display Fault Description: HOIST PRES 1 SENS LO
fault.
Table
Hoist Pressure 1
Sensor (IM 3s)
Fault(s): A198
Battery Voltage, 24
Volt (IM 1A)
<18 Volt: Low battery voltage (while cranking) blocks this fault.
fault is blocked
960E-1 41
HOIST
PUMP #1
PRESSURE
HOIST PRESSURE #1
BATTERY POWER
42 960E-1
Fault Code A203: Hoist pressure 2 sensor is low
Fault Code A203
Description Hoist Pressure 2 Sensor is low
Operator Alerting
System Response
Display Fault Description: HOIST PRES 2 SENS LO
fault.
Table
1.The primary correction for this fault is to correct any external wiring or replace the sensor.
Hoist Pressure 2
Sensor (IM 3q)
Fault(s): A199
Battery Voltage, 24
Volt (IM 1A)
fault is blocked
960E-1 43
HOIST
PUMP #2
PRESSURE
HOIST PRESSURE #2
BATTERY POWER
44 960E-1
Fault Code A204: Steering pressure sensor is low
Fault Code A204
Description Steering Pressure Sensor is low
Operator Alerting
System Response
Display Fault Description: STRG PRES SENS LO
Resulting Problem(s) Monitoring of steering pressure in VHMS will be compromised.
fault.
Table
Steering Pressure
Sensor (IM 3d)
Fault(s): A200
Battery Voltage, 24
Volt (IM 1A)
fault is blocked
960E-1 45
STEERING
PRESSURE
STEERING PRESSURE
BATTERY POWER
46 960E-1
Fault Code A205: Brake pressure sensor is low
Fault Code A205
Description Brake Pressure Sensor is low
Operator Alerting
System Response
Display Fault Description: BRAKE PRES SENS LO
Resulting Problem(s) Monitoring of brake pressure in VHMS will be compromised.
fault.
Table
(IM 3p)
Fault(s): A201
Battery Voltage, 24
Volt (IM 1A)
fault is blocked
960E-1 47
SERVICE
BRAKE
PRESSURE
BRAKE PRESSURE
BATTERY POWER
48 960E-1
Fault Code A206: Ambient temperature sensor is high
Fault Code A206
Description Ambient Temperature Sensor is high
Fault Conditions Sets at 133 C (4.89V) for 3 seconds.
Resets at 107 C (4.77V) for 3 seconds.
Operator Alerting
System Response
Display Fault Description: AMBIENT TEMP SENS HI
Resulting Problem(s) Monitoring of temperatures will be compromised without ambient temperature informa-
tion.
fault.
Table
Ambient Temperature
Sensor (IM 3e)
Fault(s): A207
AMBIENT
AIR TEMP
AMBIENT AIR TEMP
960E-1 49
Fault Code A207: Ambient temperature sensor is low
Fault Code A207
Description Ambient Temperature Sensor is low
Fault Conditions Sets at -62 C (0.016V) for 3 seconds.
Resets at -59 C (0.032V) for 3 seconds.
Operator Alerting
System Response
Display Fault Description: AMBIENT TMP SENS LO
Resulting Problem(s) Monitoring of temperatures will be compromised without ambient information.
fault.
Table
Ambient Temperature
Sensor (IM 3e)
Fault(s): A206
AMBIENT
AIR TEMP
AMBIENT AIR TEMP
50 960E-1
960E-1 Dump truck
960E-1 1
CEN40005-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
40 Troubleshooting
Fault Code A212: Bad truck speed signal............................................................................................................. 4
Fault Code A213: Parking brake should have applied but is detected as not having applied.............................. 6
Fault Code A214: Parking brake should have released but is detected as not having released........................ 10
Fault Code A215: Brake auto apply valve circuit is defective............................................................................. 14
Fault Code A216: An open or short to ground has been detected in the parking brake command valve circuit 16
Fault Code A223: Excessive engine cranking has occurred or a jump start has been attempted...................... 18
Fault Code A230: Parking brake has been requested while truck still moving................................................... 20
Fault Code A231: The body is up while traveling or with selector in forward or neutral ..................................... 22
Fault Code A235: Steering accumulator is in the process of being bled down................................................... 24
Fault Code A236: The steering accumulator has not properly bled down after 90 seconds............................... 26
Fault Code A237: The CAN/RPC connection to the display is open.................................................................. 28
Fault Code A240: The key switch input to the interface module is open............................................................ 29
Fault Code A242: Fuel gauge within the Actia display panel is defective........................................................... 30
Fault Code A243: Engine coolant temperature gauge within the Actia display panel is defective...................... 31
Fault Code A244: Drive system temperature gauge within the Actia display panel is defective......................... 32
Fault Code A245: Hydraulic oil temperature gauge within the Actia display panel is defective.......................... 33
2 960E-1
Fault Code A246: Payload meter reports truck overload.................................................................................... 34
Fault Code A247: Low steering pressure warning.............................................................................................. 36
Fault Code A248: Status module within the Actia display panel is defective...................................................... 38
Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted..................................... 39
Fault Code A250: Battery voltage is low with the truck parked........................................................................... 40
Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted to ground................. 42
Fault Code A252: Start enable output circuit is either open or shorted to ground............................................... 44
Fault Code A253: Steering bleed circuit is not open while running..................................................................... 46
Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open................................................ 48
Fault Code A257: Payload CAN/RPC is not connected...................................................................................... 49
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective............................................ 50
960E-1 3
NOTES
4 960E-1
Fault Code A212: Bad truck speed signal
Fault Code A212
Description Bad Truck Speed Signal
Fault Conditions Sets if truck speed timeout (frequency input doesn't produce 5 periods within 1 sec-
ond) persists for 12 seconds with GE powered up and engine not being cranked.
Resets if timeouts clear for 3 seconds.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: NO TRUCK SPEED DATA
Resulting Problem(s) Loss of truck speed signal caused loss of protection from mis-application of the park-
ing brake and loss of speedometer for the driver.
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the GE signal source.
2. This fault's logic contains more than one parameter.
3. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active,
determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Mon-
itor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the
unexpected state. Troubleshoot these items.
tion is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all
Truck Speed [kph]
(IM1gh)
GE Batt+Off (IM 3M) 0: power to GE control is off
1: power to GE control is on
Crank Sense (IM 3U) 0: Engine not being cranked
1: Engine is being cranked
960E-1 5
TRUCK SPEED IN
TRUCK SPEED IN
GE BATTERY
CRANK SENSE
GE
CONTROL
PANEL
6 960E-1
Fault Code A213: Parking brake should have applied but is detected as not having applied
Operator Action Secure Vehicle
Fault Code A213
Description Parking brake should have applied but is detected as not having applied.
Fault Conditions Sets if park brake does not apply within 3 seconds if the shifter is not in the forward,
neutral, or reverse positions or the engine oil pressure is below the setpoint of the
engine oil pressure switch and either the speed of the truck has been 0.8kph or less
for 1 second or the service brakes are applied, or after the engine has been off for 15
seconds with the J 1939 link working, or within 2 seconds after the key switch has been
turned off, the drive system control power is off, the engine is not running, and the
truck is not moving. Park brake set is defined as closure of the park brake set pressure
switch and opening of the park brake release pressure switch.
Resets after 3 seconds if the park brake applies, or if the park brake request is can-
celled and the shifter is not in the park position and the shifter is in the forward, neutral,
or reverse positions and the engine is running.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: SECURE VEHICLE
Display Fault Description: NO PARK BRAKE
Resulting Problem(s) The parking brake may be non-functional.
Engine cranking may be prevented.
Smart Timed Engine Shutdown may be prevented.
fault.
Table
Selector Switch (FNR)
(IM 2N)
0: shifter is not in forward, neutral, or reverse
1: shifter is in forward, neutral, or reverse
brake
Park Brake Released
(IM 2M)
brake
960E-1 7
Selector Switch (Park)
(IM 3T)
0: shifter is not in park
1: shifter is in park
Park Brake Request
(IM 3V)
0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is
below the setpoint of the engine oil pressure switch
1: shifter is in the forward, neutral, or reverse positions and the engine oil pressure is
above the setpoint of the engine oil pressure switch
Fault(s): A264
Truck Speed [kph]
(IM1gh)
Fault(s): A212
CAN J 1939 connec-
tion (IM1qrs)
Fault(s): A184
1: keyswitch is on or the truck is moving or the engine is running
Fault(s): A240
Park Brake Solenoid
(IM 1E)
Status - Open Load: Unexpected. Troubleshoot.
Status - Normal: Expected. No Problem.
Status - Shorted to Ground: Expected if shifter is in the forward, neutral, or reverse
positions and the engine oil pressure is above the setpoint of the engine oil pressure
switch. Otherwise unexpected and must troubleshoot.
below the setpoint of the engine oil pressure switch and either the speed of the truck
has been 0.8kph or less for 1 second or the service brakes are applied.
above the setpoint of the engine oil pressure switch.
Fault(s): A216,
8 960E-1
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960E-1 9
NOTES
10 960E-1
Fault Code A214: Parking brake should have released but is detected as not having
released
Fault Code A214
Description Parking brake should have released but is detected as not having released.
Fault Conditions Sets if the engine has been running 90 seconds or more with the keyswitch on and the
park brake does not release in response to the selector switch being moved out of
park or in response to truck speeds over 0.8 kph for 3 seconds. Park brake release is
defined as the closure of the park brake release pressure switch and the opening of
the park brake set pressure switch.
Resets after 3 seconds if the park brake releases, or engine stops running, or key-
switch and propel control power are both turned off, or selector switch is moved to park
position.
Operator Alerting
System Response
Park Brake Status Lamp stays on
Display Operator Action: STOP: PRK: PWR: CHK
Display Fault Description: PARK BRAKE ON
Resulting Problem(s) Operation of the truck may be prevented or the parking brake may be damaged.
fault.
Table
(IM 3T)
0: shifter is not in park
Park Brake Released
(IM 2M)
brake
1: parking brake pressure switch indicating lower pressure and an applied parking
brake
1: parking brake pressure switch indicating higher pressure and a released parking
brake
960E-1 11
Park Brake Request
(IM 3V)
Fault(s): A264
Truck Speed [kph]
(IM1gh)
Less than 0.8kph : park brake can be applied
Greater than 0.8kph: park brake cannot be applied
Fault(s): A212
CAN J 1939 connec-
tion (IM1qrs)
Fault(s): A184
Fault(s): A240
Park Brake Solenoid
(IM 1E)
Status - Shorted to Ground: Expected if shifter is in the forward, neutral, or reverse
positions and the engine oil pressure is above the setpoint of the engine oil pressure
switch. Otherwise unexpected and must troubleshoot.
below the setpoint of the engine oil pressure switch and either the speed of the truck
has been 0.8kph or less for 1 second or the service brakes are applied
12 960E-1
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960E-1 13
NOTES
14 960E-1
Fault Code A215: Brake auto apply valve circuit is defective
Operator Action Go To Shop
Fault Code A215
Description Brake auto apply valve circuit is defective.
Fault Conditions Sets if the output driver circuit detects an open circuit or short to ground when the key-
switch is on and the park brake is requested, or sets if the output driver circuit does not
detect an open circuit with the key switch on and the park brake not requested.
Resets only at power down.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: BRK AUTO APPLY FLT
Resulting Problem(s) Park brake may not be protected in an application while rolling, or service brake may
not release and permit movement.
fault.
Table
Park Brake Request
(IM 3V)
Fault(s): A240
960E-1 15
Auto Brake Apply
Solenoid (IM 1R)
Status - Open Load: Unexpected if park brake request and keyswitch are on. But
expected if park brake request is off or keyswitch is off. Troubleshoot if inconsistent.
Status - Normal: Expected if park brake request and keyswitch are on. Troubleshoot if
status is normal with park brake request off or keyswitch off.
Status - Shorted to ground: Unexpected. Troubleshoot
0: normal operation with park brake either on or off. This valve operates only tran-
siently when the park brake is turned on.
1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if
the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8
kph.
Fault(s): A359
ABA
AUTO BRAKE
APPLY SOLENOID
KEY SWITCH
PARK BRAKE REQUEST
BRAKE AUTO APPLY
16 960E-1
Fault Code A216: An open or short to ground has been detected in the parking brake
command valve circuit
Operator Action Stop, Park
Fault Code A216
Description An open or short to ground has been detected in the parking brake command valve cir-
cuit.
Fault Conditions Sets if valve circuit is open or short to ground with keyswitch and park brake request
on, or if valve circuit is open without park brake request being on.
Resets if any conditions change.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: PRK BRK COMMAND FLT
Resulting Problem(s) Park Brake may not apply or release properly causing equipment and roll-away con-
cerns.
fault.
Table
Park Brake Solenoid
(IM 1E)
Status - Shorted to Ground: Expected if Park Brake Request is in the 24 volt condition.
Otherwise unexpected and must troubleshoot.
0: Park Brake Request Input is in the low voltage (request) condition
1: Park Brake Request Input is in the high voltage (not requested) condition
Fault(s): A351
Park Brake Request
(IM 3V)
Fault(s): A264
Fault(s): A240
960E-1 17
KEY SWITCH
PARK BRAKE REQUEST
PARK BRAKE
SOLENOID
PBS
PARK BRAKE
SOLENOID
PARK BRAKE
OFF RELAY
18 960E-1
Fault Code A223: Excessive engine cranking has occurred or a jump start has been
attempted
Operator Action Wait 120 sec, Retry
Fault Code A223
Description Excessive engine cranking has occurred or a jump start has been attempted.
Fault Conditions Sets after 30 seconds of continuous cranking or if either starter motor is energized
without the start enable circuit (jump start).
Resets after 120 seconds of no cranking.
Operator Alerting
System Response
Sound Buzzer - Single Burst
Display Operator Action: WAIT 120 SEC: RETRY
Display Fault Description: EXCESS CRANKING
Resulting Problem(s) Starters can be damaged by excessive engine cranking.
fault.
Table
1. The primary correction for this fault is not to excessively crank the engine. Starting problems must be cor-
rected, or starter failures will result.
Crank Sense (IM 3U) 0: Engine not being cranked
1: Engine is being cranked
Starter Motor 1 Ener-
gized (IM 3R)
Fault(s): A152, A275, A316
Starter Motor 2 Ener-
gized (IM 3S)
Fault(s): A152, A275, A316
Start Enable (IM 1B) Status - Open Load: Unexpected. Troubleshoot
0: One of several interlocking situations exist to prevent cranking (excessive cranking
history, selector switch in wrong position, engine red light, J 1939 not ok, engine speed
either not 0 to begin cranking or over 400 rpm while cranking).
1. No interlocking situations exist to prevent cranking.
Fault(s): A252
960E-1 19
+24V OUT
START ENABLE
START
MOTOR NO. 1
START
MOTOR NO. 2
CRANK SENSE
START CIRCUIT
RELAY
PRE-LUBE
PRESSURE SWITCH
5psi
STARTER #1
STARTER #2
STARTER
FAILURE
CIRCUIT
PRE-LUBE
HIGH VOLUME
PUMP
PRE-LUBE
TIMER
STARTER
FAILURE CIRCUIT
ENGINE START
RELAY
20 960E-1
Fault Code A230: Parking brake has been requested while truck still moving
Operator Action Move shift lever out of PARK
Fault Code A230
Description Parking brake has been requested while truck still moving.
Fault Conditions Sets if parking brake is requested (selector switch moved from forward, neutral,
reverse) while moving 0.8 kph and with parking brake released.
Resets if any condition changes.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: MOVE SHFTR FROM PRK
Display Fault Description: PRK BRK SETTING ERR
Resulting Problem(s) Parking brake could be damaged if protective circuitry did not work.
fault.
Table
1. The primary correction for this fault is just not to move the selector switch while the truck is in motion.
(IM 2N)
Truck Speed [kph]
(IM1gh)
Less than 0.8 kph: truck is not moving
Greater than 0.8 kph: truck is moving
Fault(s): A212
brake
Fault(s): A213
Park Brake Released
(IM 2M)
brake
1: parking brake pressure switch indicating low pressure and an unreleased parking
brake
Fault(s): A214
960E-1 21
DIRECT SELECTOR
SWITCH
SHOWN IN
FORWARD
POSITION
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
GE
CONTROL
PANEL
PARK BRAKE
RELEASED
SELECTOR
SWITCH FNR
PARK BRAKE
SET
TRUCK SPEED IN
TRUCK SPEED IN
FORWARD
REVERSE
PARK BRAKE
NEUTRAL
22 960E-1
Fault Code A231: The body is up while traveling or with selector in forward or neutral
Operator Action Lower body
Fault Code A231
Description The body is up while traveling or with selector in forward or neutral.
Fault Conditions Sets if body is up with selector in forward or reverse and truck moving or engine run-
ning.
Truck moving is defined as speed greater than 0 or if bad truck speed signal and the
park brake not set.
Park brake set is defined as closure of the park brake set pressure switch and opening
of the park brake release pressure switch.
Resets if body is down, selector not in forward or reverse, and truck not moving and
engine not running.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: LOWER BODY
Display Fault Description: BODY UP
Resulting Problem(s) Operation with body up can cause accidents or damage to pivot pins.
fault.
Table
1. The primary correction for this fault is just not to move the truck while the body is up.
Body Up 0: Body is raised off the truck frame
1: Body is down on the truck frame
Fault(s): A276
Fault(s): A184
Forward Request 0: GE reports that the selector switch is not in forward
1: GE reports that the selector switch is in forward
Fault(s): A276, A271, A303
Reverse Request 0: GE reports that the selector switch is not in reverse
1: GE reports that the selector switch is in reverse
Fault(s): A276, A271, A303
960E-1 23
Truck Speed [kph]
(IM1gh)
Zero: truck is not moving
Fault(s): A212
brake
Fault(s): A213
Park Brake Released
(IM 2M)
brake
Fault(s): A214
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
PARK BRAKE
RELEASED
PARK BRAKE
SET
TRUCK SPEED IN
TRUCK SPEED IN
GE
CONTROL
PANEL
24 960E-1
Fault Code A235: Steering accumulator is in the process of being bled down
Operator Action Park, do not steer
Fault Code A235
Description Steering accumulator is in the process of being bled down.
Fault Conditions Sets if steering bleed valve comes on and the steering accumulator bled pressure
switch has yet to operate and 90 seconds have yet to elapse.
Resets either at 90 second timeout or when steering accumulator bled pressure switch
indicates bleeding is complete.
Operator Alerting
System Response
Sound Buzzer - Single Burst
Display Operator Action: PARK: DO NOT STEER
Display Fault Description: STEERING IS BLEEDING
Resulting Problem(s) Bleeding the steering accumulator is normal and not a problem as long as the truck is
properly parked when it is done.
fault.
Table
1. No correction is necessary for normal bleeding with the truck properly parked.
Steering Bleed Valve
(IM 1P)
Status - Open Load: Expected with key switch on. No problem. Otherwise, unex-
pected. Must troubleshoot.
Status - Normal: Expected only with key off and steering bleed in process. Trouble-
shoot if found with key on.
0: steering bleed valve is off. This is expected in normal running operation.
1: steering bleed valve is on. This is expected after key off initiates steering bleed
operation.
Fault(s): A236, A253, A262, A263, A358
Steering Accum Bled
Pressure Sw (IM 2Z)
0: Accumulator is bled.
1: Accumulator is not completely bled.
960E-1 25
BLEEDDOWN SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
STEERING
ACCUMULATOR
PRESSURE SWITCH
75 psi
STEERING BLEED
PRESSURE SWITCH
26 960E-1
Fault Code A236: The steering accumulator has not properly bled down after 90 seconds
Operator Action Park, do not steer
Fault Code A236
Description The steering accumulator has not properly bled down after 90 seconds.
Fault Conditions Sets if the steering accumulator bled pressure switch does not indicate bleed complete
within 90 seconds.
Resets either at power down, or if keyswitch is turned back on, thereby turning off the
steering bleed valve.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: PARK: DO NOT STEER
Display Fault Description: STEERING BLEED FLT
Resulting Problem(s) Failure to bleed the steering accumulator can create dangerous situations under the
truck.
fault.
Table
(IM 1P)
operation.
Fault(s): A253, A262, A263, A358
Steering Accum Bled
Pressure Sw (IM 2Z)
960E-1 27
BLEEDDOWN SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
STEERING
ACCUMULATOR
PRESSURE SWITCH
75 psi
STEERING BLEED
PRESSURE SWITCH
28 960E-1
Fault Code A237: The CAN/RPC connection to the display is open
Operator Action Stop, Park, Power Down
Fault Code A237
Description The CAN/RPC connection to the display is open.
Fault Conditions Sets if no communication for 1 second (10 seconds at initial power up).
Resets if communication is established.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: NO DISPLAY DATA
Resulting Problem(s) A multitude of operational and equipment warnings will not be available to the opera-
tor, making further operation unwise.
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the display or replace the
Interface Module.
CAN/RPC (IM 1jki) Fault(s): A257
RPC1T
MODULAR MINING
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC - HIGH
RPC - LOW
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
960E-1 29
Fault Code A240: The key switch input to the interface module is open
Operator Action Stop, Park, Repair
Fault Code A240
Description The keyswitch input to the Interface Module is open.
Fault Conditions Sets if both Keyswitch input and Steering Bleed valve are missing for 15 seconds.
Resets if either one turns on.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP: PARK: REPAIR
Display Fault Description: IM KEYSW POWER LOST
Resulting Problem(s) Many warnings will be non-functional. Some controls will not function as normal. Steer-
ing will bleed as soon as truck comes to a complete stop and the engine stops running
without the keyswitch being turned off.
fault.
Table
1. The primary correction for this fault is to correct the wiring from the keyswitch to the Interface Module.
Steering Bleed Valve Status - Open Load: Expected with key switch on. No problem. Otherwise, unex-
operation.
Fault(s): A253, A262, A263, A358
KEY SWITCH
30 960E-1
Fault Code A242: Fuel gauge within the Actia display panel is defective
Fault Code A242
Description Fuel gauge within the Actia display panel is defective.
Fault Conditions Sets if Actia reports a fuel gauge fault.
Resets if Actia clears the fault.
Operator Alerting
System Response
Display Fault Description: FUEL GAUGE FAULT
Resulting Problem(s) Truck could run out of fuel.
fault.
Table
1. This fault is entirely contained within the ACTIA display panel. The panel and communication to it must be
working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and
wiring within the panel and replace if necessary.
POWER 7.5V
GND
LIN
Actia LIN connector, from Master
Gauge to all other gauges and light
panel by a daisy chain connection.
TO SLAVE DEVICES
MASTER GAUGE
960E-1 31
Fault Code A243: Engine coolant temperature gauge within the Actia display panel is
defective
Operator Action Go to Shop
Fault Code A243
Description Engine coolant temp gauge within the Actia display panel is defective.
Fault Conditions Sets if Actia reports an engine coolant temp gauge fault.
Resets if Actia clears the fault or steering bleed comes on.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: ENG COOL TEMP GAUGE
Resulting Problem(s) Engine could overheat without warning.
fault.
Table
1. Except for being masked by the steering bleed process, this fault is entirely contained within the ACTIA dis-
play panel. The panel and communication to it must be working in order for IM to be aware of the fault. There-
fore the only diagnostic effort is to check the gauge and wiring within the panel and replace if necessary.
POWER 7.5V
GND
LIN
TO SLAVE DEVICES
MASTER GAUGE
32 960E-1
Fault Code A244: Drive system temperature gauge within the Actia display panel is defec-
tive
Fault Code A244
Description Drive system temp gauge within the Actia display panel is defective.
Fault Conditions Sets if Actia reports a drive system temperature gauge fault.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: DRIVE SYS TEMP GAUGE
Resulting Problem(s) Drive system could overheat without warning.
fault.
Table
POWER 7.5V
GND
LIN
TO SLAVE DEVICES
MASTER GAUGE
960E-1 33
Fault Code A245: Hydraulic oil temperature gauge within the Actia display panel is defec-
tive
Fault Code A245
Description Hydraulic oil temp gauge within the Actia display panel is defective.
Fault Conditions Sets if Actia reports an hydraulic oil temperature gauge fault.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: HYD OIL TEMP GAUGE
Resulting Problem(s) Hydraulic oil could overheat without warning.
fault.
Table
POWER 7.5V
GND
LIN
TO SLAVE DEVICES
MASTER GAUGE
34 960E-1
Fault Code A246: Payload meter reports truck overload
None.
Operator Action Speed Limit
Fault Code A246
Description Payload meter reports truck overload.
Fault Conditions Sets if PLM3 reports an overloaded truck.
Resets if PLM3 clears the overloaded truck report.
Operator Alerting
System Response
Display Operator Action: MAX SPEED LIMIT
Display Fault Description: LOAD EXCEEDS LIMIT
Resulting Problem(s) Truck could be damaged by operating in overload condition.
fault.
Table
1. This fault is entirely contained within PLM3 (payload meter). The panel and communication to it must be
working in order for IM to be aware of the fault. Normal corrective measures would be to correct the loading
process.
2. Any faults within the payload meter system that might affect its accuracy are developed and reported by
PLM3.
960E-1 35
NOTES
36 960E-1
Fault Code A247: Low steering pressure warning
Fault Code A247
Description A247 is a low steering pressure warning for display to operator. It is designed to give
immediate information to the operator, regardless of the cause of the problem.
Fault Conditions Sets if low steering pressure input to IM is on with engine running at 300 rpm or above
or if truck begins to move at 0.8 kph or more.
Resets if pressure returns or engine stops running and truck stops moving for 1 sec-
ond.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: LOW STRG PRESSURE
Resulting Problem(s) Truck may not steer properly.
fault.
Table
Sw (IM 2S)
Fault(s): A279, A115, A253
Greater than 1200: engine is running fast enough to maintain steering pressure
Truck Speed [kph]
(IM1gh)
960E-1 37
LOWSTEERING
PRESSURE
GE
CONTROL
PANEL
LOWSTEERING
PRESSURE
SWITCH
2300 psi
TRUCK SPEED IN
TRUCK SPEED IN
38 960E-1
Fault Code A248: Status module within the Actia display panel is defective
Fault Code A248
Description Status module within the Actia display panel is defective.
Fault Conditions Sets if Actia reports a status module fault.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: STATUS MODULE FLT
Resulting Problem(s) Proper operation will be difficult without status information.
fault.
Table
fore the only diagnostic effort is to check the status module and wiring within the panel and replace if
necessary.
POWER 7.5V
GND
LIN
Actia LIN connector, fromMaster
POWER 7.5V
GND
LIN
LIGHT MODULE MASTER GAUGE
TO SLAVE DEVICES TO SLAVE DEVICES
960E-1 39
Fault Code A249: Red warning lamp within the Actia display (driven by IM) is shorted
Fault Code A249
Description Red warning lamp within the ACTIA display (driven by IM) is shorted.
Fault Conditions Sets if the red warning lamp feedback voltage is high for 400 ms with the red warning
lamp on.
Resets at power down.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: RED WARN LAMP FLT
Resulting Problem(s) Warnings will be audible only.
fault.
Table
1. This fault's logic contains no additional external parameters. The red warning lamp feedback connection is
made internally.
2. Check wiring and connections between IM and the ACTIA display and wiring within the display to the red
warning lamp as well as the lamp itself.
Red Warning Lamp (IM
1G)
0: red lamp is not on
1: red lamp is on
Fault(s): A256
Red Warning Lamp
Feedback (IM 1G)
Above 3.75 volts for 400 ms with the lamp on: shorted
Less than 3.75 volts for 400 ms with the lamp on: normal
ELECTRONIC DASH PANEL
(PC1927) AND (PC1929)
RED WARNING LAMP
40 960E-1
Fault Code A250: Battery voltage is low with the truck parked
Operator Action Charge Batteries
Fault Code A250
Description Battery voltage is low with the truck parked.
Fault Conditions Sets if battery voltage with the engine not running, truck not moving, crank state not
sensed, and not in steering bleed is below 23 volts for 5 seconds.
Engine not running is less than 300 rpm.
Truck not moving is truck speed equal to zero or if truck speed is bad, park brake is
set.
Crank state sensed is battery less than 18 volts for 1 sec with engine less than 600
rpm.
Resets if voltage recovers to 25.5 volts.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: CHARGE BATTERIES
Display Fault Description: BATTERY VOLTS LOW
Resulting Problem(s) Voltage may continue to drop and cause improper operation of the many electrical
controls on the truck.
fault.
Table
1. The primary correction for this fault is to charge the batteries.
Battery Voltage, 24
Volt (IM 1A)
<23.0 volts: Too low to continue operation.
<18 volts: cranking is sensed.
Fault(s): A155
Engine Speed [RPM] Less than 600 RPM: engine not being cranked
Less than 300 RPM: engine is not running
Truck Speed [kph]
(IM1gh)
Fault(s): A212
960E-1 41
brake
Fault(s): A213
Park Brake Released
(IM 2M)
brake
Fault(s): A214
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
GE
CONTROL
PANEL
PARK BRAKE RELEASED
BATTERY POWER
PARK BRAKE SET
TRUCK SPEED IN
TRUCK SPEED IN
42 960E-1
Fault Code A251: Sonalert used with the Actia display (driven by IM) is open or shorted to
ground
Fault Code A251
Description Sonalert used with the ACTIA display (driven by IM) is open or shorted to ground.
Fault Conditions Sets if the sonalert circuit is open or short to ground for 400 ms and steering bleed not
on.
Resets if circuit is normal for 400 ms or if steering bleed comes on.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: SONALERT IM FAULT
Resulting Problem(s) Warnings will be visual only.
fault.
Table
Sonalert (IM 1M) Status - Open Load: Unexpected. Troubleshoot.
0: No faults are active that require buzzer operation.
1. One or more faults are active that require buzzer action.
Fault(s): A356
960E-1 43
SONALERT
SONALERT #2
(IM FAULTS)
+24V OUT
44 960E-1
Fault Code A252: Start enable output circuit is either open or shorted to ground
Fault Code A252
Description Start enable output circuit is either open or shorted to ground.
Fault Conditions Sets if the start enable relay circuit is open or short to ground for 2 seconds.
Operator Alerting
System Response
Repair Status Light On
Display Fault Description: STRT ENABLE CKT FLT
Resulting Problem(s) Starting will either not be possible, or will lack the protections that IM provides for the
start enable circuit (excessive cranking, selector switch position, J 1939 ok, and engine
speed 0 to start and not above 400rpm at finish).
fault.
Table
Fault(s): A350
960E-1 45
START CIRCUIT
RELAY
START ENABLE
+24V OUT
46 960E-1
Fault Code A253: Steering bleed circuit is not open while running
Fault Code A253
Description Steering bleed circuit is not open while running,
Fault Conditions Sets if the steering bleed circuit is not open for 2 seconds, beginning 11 seconds after
the keyswitch is turned on.
Operator Alerting
System Response
Repair Status Light On
Display Fault Description: STG BLD CKT NOT OPN
Resulting Problem(s) Steering bleed will be possible during normal running, if IM or some of its inputs should
also malfunction.
fault.
Table
(IM 1P)
Status - Normal: Expected only with key off and steering bleed in process. Trouble
Status - Overload: Unexpected.Troubleshoot.
operation.
Fault(s): A262, A263, A358
Fault(s): A240
960E-1 47
BLEEDDOWN SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
KEY SWITCH
STEERING
BLEEDDOWN
SOLENOID
48 960E-1
Fault Code A256: Red warning lamp in the Actia display (driven by IM) is open
Fault Code A256
Description Red warning lamp in the ACTIA display but driven by IM, is open.
Fault Conditions Sets if red lamp stays open for 1 second with steering bleed off. (The red lamp is open
if feedback voltage stays low for 400 ms with red lamp off.)
Resets if red lamp returns to normal or steering bleed operates for 1 sec. (The red
lamp is normal if feedback voltage goes high for 400 ms with red lamp off.)
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: RED WARN LAMP FLT
Resulting Problem(s) Warnings will be audible only.
fault.
Table
1. This fault's logic contains no additional external parameters. The red warning lamp feedback connection is
made internally.
2. Check wiring and connections between IM and the ACTIA display and wiring within the display to the red
warning lamp as well as the lamp itself.
Red Warning Lamp (IM
1G)
0: red lamp is not on
1: red lamp is on
Fault(s): A249
Red Warning Lamp
Feedback (IM 1G)
Below 3.75 volts for 400 ms with the lamp off: open
Above 3.75 volts for 400 ms with the lamp off: normal
(PC1927) AND (PC1929)
RED WARNING LAMP
960E-1 49
Fault Code A257: Payload CAN/RPC is not connected
Fault Code A257
Description Payload CAN/RPC is not connected.
Fault Conditions Sets if payload has not been updated for 10 seconds and keyswitch has been on at
least 11 seconds since power up.
Resets when payload is updated.
Operator Alerting
System Response
Repair Status Light on
Display Fault Description: NO PAYLOAD DATA
Resulting Problem(s) Payload and overload data is not properly recorded.
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the display or replace the
Interface Module.
CAN/RPC (IM 1jki) Fault(s): A237
RPC1T
MODULAR MINING
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC - HIGH
RPC - LOW
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
50 960E-1
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective
Fault Code A258
Description Steering accumulator bleed pressure switch circuit is defective.
Fault Conditions Sets if switch input continues to indicate steering accumulator bled after 90 seconds of
engine running above 300 rpm.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: STRG BLEED PRESS SW
Resulting Problem(s) Indication of steering bleed is unreliable.
fault.
Table
Steering Accum Bled
Pressure Sw (IM 2Z)
Fault(s): A280
Greater than 300 rpm: engine is running
STEERING
ACCUMULATOR
PRESSURE SWITCH
75 psi
STEERING BLEED
PRESSURE SWITCH
960E-1 51
NOTES
52 960E-1
960E-1 Dump truck
960E-1 1
CEN40006-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
40 Troubleshooting
Fault Code A260: Parking brake failure................................................................................................................ 4
Fault Code A261: Low brake accumulator pressure warning............................................................................... 6
Fault Code A262: Steering bleed valve circuit open during shutdown.................................................................. 8
Fault Code A263: Steering bleed valve circuit shorted to ground....................................................................... 10
Fault Code A264: Parking brake relay circuit is defective................................................................................... 12
Fault Code A265: Service brake failure.............................................................................................................. 14
Fault Code A266: Selector lever was not in park while attempting to crank engine........................................... 16
Fault Code A267: Parking brake was not set while attempting to crank engine................................................. 17
Fault Code A268: Secondary engine shutdown while cranking.......................................................................... 18
Fault Code A270: Brake lock switch power supply is not on when required....................................................... 20
Fault Code A272: Brake lock switch power supply is not off when required....................................................... 26
Fault Code A271: Shifter not in gear................................................................................................................... 24
Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure switch circuit............ 29
Fault Code A274: A brake setting fault has been detected................................................................................. 30
Fault Code A275: A starter has been detected as engaged without a cranking attempt.................................... 32
Fault Code A276: The drive system data link is not connected.......................................................................... 34
2 960E-1
Fault Code A277: Parking brake applied while loading....................................................................................... 36
Fault Code A278: Service brake applied while loading....................................................................................... 38
Fault Code A279: Low steering pressure switch is defective.............................................................................. 40
Fault Code A280: Steering accumulator bleed down switch is defective............................................................ 41
Fault Code A281: Brake lock degrade switch is defective.................................................................................. 42
Fault Code A282: The number of excessive cranking counts and jump starts without the engine running has
reached 7..................................................................................................................................................... 44
Fault Code A283: An engine shutdown delay was aborted because the parking brake was not set.................. 46
Fault Code A284: An engine shutdown delay was aborted because the secondary shutdown switch was oper-
ated.............................................................................................................................................................. 48
Fault Code A285: The parking brake was not set when the key switch was turned off ...................................... 50
Fault Code A286: A fault was detected in the shutdown delay relay circuit........................................................ 52
Fault Code A292: The shutdown delay relay has remained on after the latched key switch circuit is off ........... 54
960E-1 3
NOTES
4 960E-1
Fault Code A260: Parking brake failure
Fault Code A260
Description Parking brake failure (assumed if truck rolls after application of parking brake or if
parking brake is applied while moving)
Fault Conditions Two cases are tested: After truck is stopped completely (defined as park brake set and
truck not moving for 1.5 seconds and reset only by park brake release), and truck roll-
ing (defined as not stopped completely).
Truck Rolling After Stop: Sets if truck rolls 2 kph for 1.5 seconds after the truck is
stopped completely. This case resets if conditions change.
Parking Brake Application While Moving: Sets if trucks speed is 0.8 kph or over for 1.5
seconds with parking brake not released (parking brake released is defined as pb
release switch being on and pb set switch being off). This case resets only at power
down.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: PARK BRAKE FAILURE
Resulting Problem(s) Parking brake may not hold truck.
fault.
Table
Park Brake Released
Pressure Switch (IM
2M)
brake (NOTE: this input is ignored if keyswitch is off).
brake
Park Brake Set Pres-
sure Switch (IM 2f)
brake
Truck Speed [kph]
(IM1gh)
Less than 2.0 kph: truck is not moving in case: Truck Rolling After Stop
Less than 0.8 kph: truck is not moving in case: Park Brake Applied While Moving
Greater than 2.0 kph: truck is moving in case: Truck Rolling After Stop
Greater than 0.8 kph: truck is moving in case: Park Brake Applied While Moving
Fault(s): A212
960E-1 5
1: keyswitch is on
Fault(s): A240
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE RELEASED
PARK BRAKE SET
KEY SWITCH
GE
CONTROL
PANEL
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
6 960E-1
Fault Code A261: Low brake accumulator pressure warning
Fault Code A261
Description A261 is a low brake accumulator pressure warning for display to operator. It is
designed to give immediate information to the operator, regardless of the cause of the
problem.
Fault Conditions A261 resets if pressure returns or engine stops running and truck stops moving for 1
second.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: LOW BRAKE PRESSURE
fault.
Table
1. This fault is generated by more than one parameter, but the independent parameters do not have fault codes
for situations that will affect this fault.
Brake Accumulator
Pressure Sw (IM 2U)
0: brake accumulator pressure normal
1: low brake accumulator pressure
Truck Speed [kph]
(IM1gh)
960E-1 7
LOWBRAKE
ACCUMULATOR
PRESSURE
GE
CONTROL
PANEL
LBPS
LOWBRAKE
ACCUMULATOR
PRESSURE SWITCH
1850 psi
TRUCK SPEED IN
TRUCK SPEED IN
8 960E-1
Fault Code A262: Steering bleed valve circuit open during shutdown
Fault Code A262
Description Steering bleed valve circuit open during shutdown.
Fault Conditions Sets if steering bleed valve circuit is open for 1 second when the key switch has been
turned off, the engine no longer runs, and the truck is stopped (drive system control
power turned off). Energization of the steering bleed valve is delayed for 2 seconds to
provide a valid test.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: STG BLEED CKT OPEN
Resulting Problem(s) Steering will not bleed properly if circuit is open.
fault.
Table
(IM 1P)
pected, must troubleshoot.
1: steering bleed valve is on This is expected after key off initiates steering bleed
operation.
Fault(s): A253, A263, A358
Fault(s): A240
Truck Speed [kph]
(IM1gh)
Fault(s): A212
960E-1 9
GE
CONTROL
PANEL
BLEEDDOWN SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
STEERING
BLEEDDOWN
SOLENOID
TRUCK SPEED IN
TRUCK SPEED IN
KEY SWITCH
10 960E-1
Fault Code A263: Steering bleed valve circuit shorted to ground
Fault Code A263
Description Steering bleed valve circuit shorted to ground.
Fault Conditions Sets if the steering bleed circuit is shorted to ground for 2 seconds, beginning 11 sec-
onds after the key switch is turned on.
Operator Alerting
System Response
Repair Status Light on
Display Fault Description: STG BLD CKT GROUND
Resulting Problem(s) Steering may bleed all the time will not be controllable by IM.
fault.
Table
(IM 1P)
pected, must troubleshoot.
1: steering bleed valve is on This is expected after key off initiates steering bleed
operation.
Fault(s): A253, A262, A358
Fault(s): A240
960E-1 11
BLEEDDOWN SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
STEERING
BLEEDDOWN
SOLENOID
KEY SWITCH
12 960E-1
Fault Code A264: Parking brake relay circuit is defective
Fault Code A264
Description Parking brake relay circuit is defective.
Fault Conditions Sets if parking brake request is not on when selector lever is not in forward, neutral, or
reverse, or engine has not been running for 15 seconds with the J 1939 data link to the
engine OK.
Sets if parking brake request is on when selector lever is in forward, neutral, or reverse
and engine has been running for 15 seconds.
Operator Alerting
System Response
Display Fault Description: PARK BRAKE RELY CKT
Resulting Problem(s) Parking brake may not set or release when expected.
fault.
Table
Park Brake Request
(IM 3V)
0: Park Brake Set is Requested (shifter is not in the forward, neutral, or reverse posi-
tions or the engine oil pressure is below the setpoint of the engine oil pressure switch)
1: Park Brake Release is Requested (shifter is in the forward, neutral, or reverse posi-
tions and the engine oil pressure is above the setpoint of the engine oil pressure
switch)
(IM 2N)
960E-1 13
SELECTOR
SWITCH FNR
PARK BRAKE
REQUEST
14 960E-1
Fault Code A265: Service brake failure
Fault Code A265
Description A service brake failure exists. Operation of either brake lock or brake pedal does not
produce brake light switch operation.
Fault Conditions Sets if brake lock is on or if front brake pressure is above 250 psi for 2 seconds and
the service brake pressure switch does not turn on if the engine has been running for
90 seconds.
Resets if conditions change for 2 seconds.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: SERV BRAKE FAILURE
Resulting Problem(s) Service brake may not respond to brake lock switch or pedal.
Brake light switch and brake lights may not respond to brake application.
fault.
Table
Brake Lock Input (IM
2i)
0: brake lock valve is off
1: brake lock valve is on
Brake Pressure (kPa)
(IM 3bp)
Less than 1724 kPa (250 psi): front brake not applied
Greater than 1724 kPa (250 pse): front brake applied
Service Brake Pres-
sure Switch (IM 3C)
0: Service brake not applied
1: Service brake applied
Engine Speed [RPM] Less than 400 rpm: engine is not running
Greater than 400 rpm for 15 seconds: engine is running
Fault(s): A184
960E-1 15
SERVICE BRAKE PRESSURE
BRAKE PRESSURE
BRAKE LOCK SOLENOID
BRAKE LOCK
SOLENOID
SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi
SERVICE
BRAKE
PRESSURE
16 960E-1
Fault Code A266: Selector lever was not in park while attempting to crank engine
Operator Action Put Selector in Park
Fault Code A266
Description Selector lever was not in park while attempting to crank engine.
Fault Conditions Sets if selector lever is not in park or is in forward, neutral, or reverse while attempting
to crank engine.
Resets if selector lever is put in park or cranking attempt is stopped.
Operator Alerting
System Response
Display Operator Action: PUT SELECTOR IN PARK
Display Fault Description: CAN'T CRANK
Resulting Problem(s) IM will not permit cranking if selector lever is not in park.
fault.
Table
Selector Lever (Park)
(IM 3T)
0: shifter is not park
Selector Lever (FNR)
(IM 2N)
Crank Request (IM 2j) 0: cranking not attempted
1: cranking is attempted
SELECTOR SWITCH FRN
CRANK REQUEST
SELECTOR SWITCH PARK
960E-1 17
Fault Code A267: Parking brake was not set while attempting to crank engine
Operator Action Set Park Brake
Fault Code A267
Description Parking brake was not set while attempting to crank engine.
Fault Conditions Sets if parking brake is not set while attempting to crank engine. Parking brake set is
defined as closure of the parking brake set pressure switch and opening of the parking
brake release pressure switch.
Resets if parking brake sets or cranking attempt is stopped.
Operator Alerting
System Response
Resulting Problem(s) IM will not permit cranking if parking brake is not set.
fault.
Table
tion is still unresolved ,then check each of the parameters in the Table for proper functionality. Troubleshoot all
brake
Fault(s): A213
Park Brake Released
(IM 2M)
brake
Fault(s): A214
PARK BRAKE RELEASED
PARK BRAKE SET
CRANK REQUEST
18 960E-1
Fault Code A268: Secondary engine shutdown while cranking
Operator Action Do Not Shut Down
Fault Code A268
Description Secondary engine shutdown while cranking.
Fault Conditions Sets if secondary engine shutdown switch is activated while attempting to crank
engine.
Resets if secondary engine shutdown switch is deactivated or cranking attempt is
stopped.
Operator Alerting
System Response
Display Operator Action: DO NOT SHUT DOWN
Resulting Problem(s) IM will not permit cranking if park brake is not set.
fault.
Table
1. This fault's logic contains more than one parameter, but no additional fault codes are available for them.
Secondary Engine
Shutdown (IM 3E)
0: secondary engine shutdown is not on
1: secondary engine shutdown is on
SECONDARY ENGINE SHUTDOWN
CRANK REQUEST
960E-1 19
NOTES
20 960E-1
Fault Code A270: Brake lock switch power supply is not on when required
Operator Action Go to shop now.
Fault Code A270
Description Brake lock switch power supply is not on when required
Fault Conditions Sets if brake lock switch power supply is off when not in steering bleed, truck speed
above 1 kph and park brake not set, or with park brake requested and the engine run-
ning 400 rpm for 15 seconds and the delayed shutdown relay not on.
Resets at beginning of steering bleed.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: BRK LOCK CKT FAULT
Resulting Problem(s) Missing brake lock power supply makes it impossible to use the brake lock in a normal
manner for loading a dumping operations.
fault.
Table
Brake Lock Switch
Power Supply (IM 3L)
0: no power available for brake lock switch
1: power is available for brake lock switch
Fault(s): A272
Truck Speed [kph]
(IM1gh)
Less than 1 kph: truck is not moving
Greater than 1 kph: truck is moving
Fault(s): A212
Greater than 400 rpm for 15 seconds: engine is running
Fault(s): A184
brake
Fault(s): A213
Park Brake Released
(IM 2M)
brake
Fault(s): A214
960E-1 21
Park Brake Request
(IM 3V)
Fault(s): A264
Shutdown Delay Relay
(IM 1H)
0: shutdown delay is off
1: shutdown delay is on
22 960E-1
BRAKE LOCK
SOLENOID
BRAKE LOCK
SWITCH
ENGINE RUN
OIL PRESS. SWITCH
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
GE
CONTROL
PANEL
TIMED ENGINE
SHUTDOWN RELAY
SHUTDOWN
DELAY RELAY
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE
RELEASED
PARK BRAKE SET
BRAKE LOCK POWER
PARK BRAKE
REQUEST
960E-1 23
NOTES
24 960E-1
Fault Code A271: Shifter not in gear
Operator Action Adjust Shifter
Fault Code A271
Description Shifter not in gear.
Fault Conditions Sets if shifter is not in park, forward, neutral, or reverse for 2 seconds with the key
switch on.
Resets if shifter position is detected or the key switch is turned off.
Operator Alerting
System Response
Display Operator Action: ADJ UST SHIFTER
Display Fault Description: SHIFTER NOT IN GEAR
Resulting Problem(s) Driving is impossible; engine won't crank.
fault.
Table
1. The normal corrective measure for this fault is to return the shifter to a true position. If this does not work,
verify that the input parameters are correct.
(IM 3T)
Fault(s): A303
(IM 2N)
Fault(s): A303
Fault(s): A240
960E-1 25
DIRECT SELECTOR
SWITCH
SELECTOR
SWITCH FNR
SELECTOR
SWITCH PARK
KEY SWITCH
26 960E-1
Fault Code A272: Brake lock switch power supply is not off when required
Operator Action Go to shop now.
Fault Code A272
Description Brake lock switch power supply not off when required.
Fault Conditions Sets if brake lock switch power supply is not off when brake lock is off, and truck speed
is less than 0.5 kph and park brake request is on or engine speed has been 0 for 15
seconds and J 1939 data link is OK, or the shutdown relay is on or the keyswitch is off,
for 3 seconds.
Alternatively sets if brake lock switch power supply is not off when brake lock is on and
brake auto apply is not on and truck speed is less than 0.5 kph and park brake request
is on or engine speed has been 0 for 15 seconds and J 1939 data link is OK, or the
shutdown relay is on or the keyswitch is off, for 1 second.
Resets in 1 second if conditions change.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: BRK LOCK CKT FAULT
Resulting Problem(s) Defective brake lock power supply circuitry makes it impossible to use the brake lock
in a normal manner for loading and dumping operations.
fault.
Table
Brake Lock Switch
Power Supply (IM 3L)
0: no power available for brake lock switch
1: power is available for brake lock switch
Fault(s): A270
1: brake lock is on
Auto Brake Apply Sole-
noid (IM 1R)
kph.
Fault(s): A359
Truck Speed [kph]
(IM1gh)
Less than 0.5 kph: truck is not moving
Greater than 0.5 kph: truck is moving
Fault(s): A212
960E-1 27
Engine Speed [RPM] 0 rpm for 15 seconds with J 1939 working: engine is not running
Greater than 0 rpm or J 1939 not working: engine is running
Fault(s): A184
Park Brake Request
(IM 3V)
Fault(s): A264
Fault(s): A240
(IM 1H)
0: Turns off when conditions clear or engine speed drops to zero.
1: Turns on when Keyswitch, Direct is off, Cummins Shutdown Delay is on, Park brake
is set, Selector Switch is in park,but not J 1939 Not Connected, not High Batt Charge
Voltage, not Starter Stuck On, not Active Engine Red Light, and engine speed above
300.
28 960E-1
BRAKE LOCK
SOLENOID
BRAKE LOCK
SWITCH
ENGINE RUN
OIL PRESS. SWITCH
GE
CONTROL
PANEL
TIMED ENGINE
SHUTDOWN RELAY
SHUTDOWN
DELAY RELAY
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE
REQUEST
BRAKE LOCK POWER
BRAKE LOCK
SOLENOID
KEY SWITCH
BRAKE AUTO APPLY
960E-1 29
Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure
switch circuit
Fault Code A273
Description A fault has been detected in the hoist or steering pump filter pressure switch circuit.
Fault Conditions Sets if the pump filter pressure switch circuit indicates high pressure across the filters
for 2 seconds with the engine not running at least 300 rpm.
Resets if pump filter pressure switch circuit indicates normal pressure across the filters
or the engine begins to run.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: HYD OIL FLT CIRCUIT
Resulting Problem(s) Hydraulic oil filters might plug up and stop filtering without warning.
fault.
Table
1. This fault's logic contains more than one parameter, but no additional fault codes are available for them.
Pump Filter Switches
(IM 2Y)
0: No hydraulic filter switches open
1: One or more hydraulic filter switches open
Fault(s): A101
PUMP FILTERS
HOIST FILTER
#1 PRESS. SWITCH
35 psi
HOIST FILTER
#2 PRESS. SWITCH
35 psi
STEERING FILTER
PRESS. SWITCH
35 psi
30 960E-1
Fault Code A274: A brake setting fault has been detected
Fault Code A274
Description A brake setting fault has been detected.
Fault Conditions Sets if both park brake and service brake are set according to their respective pres-
sure switches, but no source of service brake setting has been identified (front brake
pressure above 690 kpa, or brake lock activated except by brake auto apply) for 5 sec-
onds.
Resets after 5 seconds if conditions change.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: BRAKE MALFUNCTION
Resulting Problem(s) Improperly controlled brakes are dangerous to equipment as well as operator.
fault.
Table
brake
Fault(s): A213
Park Brake Released
(IM 2M)
brake
Fault(s): A214
Service Brake Pres-
sure Switch (IM 3C)
Brake Pressure (IM3
bp)
Greater than 100 psi for 5 seconds: front brakes applied
Less than 100 psi for 5 second; front brakes not applied
Fault(s): 201, 205
1: brake lock is on
960E-1 31
Auto Brake Apply
Solenoid (IM 1R)
kph.
Fault(s): A359
BRAKE AUTO APPLY
PARK BRAKE RELEASED
PARK BRAKE SET
BRAKE LOCK SOLENOID
ABA
AUTO BRAKE
APPLY SOLENOID
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
BRAKE LOCK
SOLENOID
SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi
BRAKE PRESSURE
32 960E-1
Fault Code A275: A starter has been detected as engaged without a cranking attempt
Operator Action Stop, park, power down, check
Fault Code A275
Description A starter has been detected as engaged without a cranking attempt.
Fault Conditions Sets if either starter is engaged for 2 seconds without crank sense being on and while
not in steering bleed.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP: PRK: PWR : CHK
Display Fault Description: STARTER STUCK ON
Resulting Problem(s) Starters may be destroyed by continued operation when stuck on.
fault.
Table
1. The normal corrective measure for this fault is to check the starter motors and engagement to the flywheel.
Starter Motor 1
Energized (IM 3R)
Starter Motor 2
Energized (IM 3S)
960E-1 33
GROUND
BUS BAR
STARTER #1
STARTER #2
ENGINE START RELAY
STARTER
FAILURE
CIRCUIT
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 1
START MOTOR NO. 2
CRANK SENSE
34 960E-1
Fault Code A276: The drive system data link is not connected
Fault Code A276
Description The Drive System Data Link is not connected.
Fault Conditions Sets after 10 seconds of no communication if control power has been on for 20 sec-
onds and GE serial has been previously detected.
Resets when communication is detected.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: NO DRIVE SYS DATA
Resulting Problem(s) Details of warnings not available to drivers or VHMS.
fault.
Table
Drive System Data
Link (IM2 D, E, F)
Should operate 20 seconds after initial power up as long as GE control power is on
Fault(s): A240
GE Batt+Off (IM 3M) 0: power to GE control is off
1: power to GE control is on
960E-1 35
GE MODULAR
MINING SERIAL PORT
KEY SWITCH
GE BATTERY
36 960E-1
Fault Code A277: Parking brake applied while loading
Operator Action Turn Off Parking Brake
Fault Code A277
Description Parking brake applied while loading.
Fault Conditions Sets if parking brake is set and PLM3 reports a loading state. Parking brake set is
defined as closure of the parking brake set pressure switch and opening of the parking
brake release pressure switch.
Resets if loading state is cleared or parking brake is released.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: TURN OFF PRK BRK SW
Display Fault Description: IMPROPER BRK USAGE
Resulting Problem(s) Parking brake may be damaged; load weights may contain error.
fault.
Table
1. The normal corrective measure for this fault is to release the parking brake. If this does not work, verify that
the input parameters are correct.
5. If a false loading state signal is suspected, it will be necessary to thoroughly troubleshoot the PLM3 system.
Parking Brake Set (IM
2f)
brake
Fault(s): A213
Parking Brake
Released (IM 2M)
brake
Fault(s): A214
Loading State (PLM3
CAN/RPC)
The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
960E-1 37
PARK BRAKE RELEASED
PARK BRAKE SET
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
RPC - HIGH
RPC - LOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
RPC
CAN
YELLOW
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
YELLOW
GREEN
RPC1T
MODULAR MINING
38 960E-1
Fault Code A278: Service brake applied while loading
Operator Action Release Service Brake
Fault Code A278
Description Service brake applied while loading.
Fault Conditions Sets if payload meter declares a loading state while the front brake pressure is at 175
psi or more for 10 seconds.
Resets if loading state is cleared or front brake pressure drops below 150 psi for 1 sec-
ond.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: RELEASE SERVICE BRAKE
Display Fault Description: IMPROPER BRK USAGE
Resulting Problem(s) Load weights may contain error.
fault.
Table
1. The normal corrective measure for this fault is to release the service brake. If this does not work, verify that
the input parameters are correct.
5. If a false loading state signal is suspected, it will be necessary to thoroughly troubleshoot the PLM3 system.
Loading State (PLM3
CAN/RPC)
The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
Brake Pressure (IM3
bp)
Greater than 175 psi for 10 seconds: front brakes applied
Less than 150 psi for 1 second; front brakes not applied
Fault(s): 201, 205
960E-1 39
BRAKE PRESSURE SERVICE
BRAKE
PRESSURE
RPC - HIGH
RPC - LOW
40 960E-1
Fault Code A279: Low steering pressure switch is defective
Operator Action Stop: Park: Power Down: Check
Fault Code A279
Description Low Steering Pressure Switch is defective.
Fault Conditions Sets if low steering pressure switch fails to turn on by the time the steering accumula-
tor bleed down pressure switch indicates that bleeding is complete.
Resets if low steering pressure switch actuates (reports low pressure).
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP: PRK: PWR: CHK
Display Fault Description: BAD STRG PRESS SW
Resulting Problem(s) Loss of steering may not be reported.
fault.
Table
Low Steering
Pressure Sw (IM 2S)
Steering Accum Bled
Pressure Sw (IM 2Z)
Fault(s): A280
(IM 1P)
0: steering bleed valve is off
LOWSTEERING PRESSURE
STEERING BLEED PRESSURE SWITCH
LOWSTEERING
PRESSURE SWITCH
2300 psi
PRESSURE SWITCH
75 psi
960E-1 41
Fault Code A280: Steering accumulator bleed down switch is defective
Operator Action Go to Shop Now
Fault Code A280
Description Steering accumulator bleed down switch is defective.
Fault Conditions Sets if steering accumulator bled switch comes on with engine running and steering
pressure normal.
Resets if steering accumulator bled switch deactuates.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: BAD STRG BLED SW
Resulting Problem(s) Improper bleed may not be reported.
fault.
Table
Low Steering
Pressure Sw (IM 2S)
Fault(s): A279
Steering Accum Bled
Pressure Sw (IM 2Z)
LOWSTEERING PRESSURE
STEERING BLEED PRESSURE SWITCH
LOWSTEERING
PRESSURE SWITCH
2300 psi
PRESSURE SWITCH
75 psi
42 960E-1
Fault Code A281: Brake lock degrade switch is defective
Operator Action Go to Shop Now
Fault Code A281
Description Brake lock degrade switch is defective.
Fault Conditions Sets if brake lock degrade switch is not on when neither service brake nor brake lock
are on for 5 seconds. Service brake is off when the service brake pressure switch is off
and front brake pressue is below 150 psi.
Resets if brake lock degrade switch actuates.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: BAD BRK DEGRADE SW
Resulting Problem(s) Operator may not be warned of degradation of brake lock pressure.
fault.
Table
Brake Lock Degrade
Sw (IM 2V)
0: brake lock degrade not on
1: brake lock degrade is on
1: brake lock is on
Service Brake Pres-
sure Switch (IM 3C)
Brake Pressure (kPa)
(IM 3bp)
Less than 1034 kPa (150 psi): front brake not applied
Greater than 1034 kPa (150 psi): front brake applied
960E-1 43
BRAKE LOCK DEGRADE
BRAKE LOCK SOLENOID
SERVICE
BRAKE
PRESSURE
BRAKE PRESSURE
SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi
BDS
BRAKE LOCK DEGRADE
PRESSURE SWITCH
1000 psi
BRAKE LOCK
SOLENOID
44 960E-1
Fault Code A282: The number of excessive cranking counts and jump starts without the
engine running has reached 7
Operator Action Stop, park, power down, check
Fault Code A282
Description The number of excessive cranking counts and jump starts without the engine running
has reached 7.
Fault Conditions Count is increased every time cranking reaches 30 seconds continuous and every
time a jump start is attempted (engagement of either starter without start enable). A
count of 7 disables further start attempts until the power is shut off.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: STOP: PRK: PWR : CHK
Display Fault Description: EXCESS CRANKING
Resulting Problem(s) Excessive cranking destroys starters.
fault.
Table
1. The normal corrective measure for this fault is to check and correct engine and/or starting system
deficiencies.
Start Enable (IM 1B) 0: One of several interlocking situations exists to prevent cranking (excessive cranking
1: No interlocking situations exist to prevent cranking.
Starter Motor 1
Energized (IM 3R)
Fault(s): A152, A223, A275, A316
Starter Motor 2
Energized (IM 3S)
Fault(s): A152, A223, A275, A316
960E-1 45
STARTER #1
STARTER #2
ENGINE START RELAY
STARTER
FAILURE
CIRCUIT
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 1
START MOTOR NO. 2
CRANK SENSE
START CIRCUIT
RELAY
START ENABLE
46 960E-1
Fault Code A283: An engine shutdown delay was aborted because the parking brake was
not set
Fault Code A283
Description An engine shutdown delay was aborted because the parking brake was not set.
Fault Conditions Sets if key switch is turned off and engine shutdown delay is on and engine is running
but parking brake set is not on.
Parking brake set is defined as closure of the parking brake set pressure switch and
opening of the parking brake release pressure switch.
Resets if key switch is turned on, and engine shutdown delay is off, and engine is run-
ning.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: NO SHT DWN DEL / PB
Resulting Problem(s) The engine can suffer damage when shut down immediately rather than in a controlled
delay.
fault.
Table
1. The normal corrective measure for this fault is to set the parking brake before turning off the key switch.
Key switch, Direct (IM
2P)
0: keyswitch is off
1: keyswitch is on
Fault(s): A240
Engine Shutdown
Delay (IM 3F)
0: no shutdown delay
1:Cummins shutdown delay signal is on
Fault(s): A284
2f)
brake
Fault(s): A213
Parking Brake
Released (IM 2M)
brake
Fault(s): A214
960E-1 47
TIMED ENGINE DELAY
SHUTDOWN
PARK BRAKE RELEASED
KEY SWITCH DIRECT
PARK BRAKE SET
KEY SWITCH
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
TIMED ENGINE DELAY SHUTDOWN
48 960E-1
Fault Code A284: An engine shutdown delay was aborted because the secondary shut-
down switch was operated
Fault Code A284
Description An engine shutdown delay was aborted because the secondary shutdown switch was
operated.
Fault Conditions Sets if key switch is turned off and engine shutdown delay is on and engine is running
but secondary engine shutdown switch is operated.
Resets if key switch is turned back on, engine shutdown delay is off, and engine is run-
ning.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: NO SHT DWN DEL / SEC
Resulting Problem(s) The engine can suffer damage when shut down immediately, rather than in a con-
trolled delay.
fault.
Table
1. The normal corrective measure for this fault is to shut down the engine with the keyswitch.
Secondary Engine
Shutdown Switch (IM
3E)
0: engine being shut down by secondary switch
1: engine not being shut down by secondary switch
2P)
0: keyswitch is off
1: keyswitch is on
Fault(s): A240
Engine Shutdown
Delay (IM 3F)
0: no shutdown delay
1: Engine shutdown delay signal is on
Fault(s): A283
960E-1 49
SECONDARY ENGINE
SHUTDOWN SWITCH
(SHOWN PULLED UP)
KEY SWITCH
TIMED ENGINE DELAY
SHUTDOWN
TIMED ENGINE DELAY
SHUTDOWN
KEY SWITCH DIRECT
SECONDARY ENGINE
SHUTDOWN
50 960E-1
Fault Code A285: The parking brake was not set when the key switch was turned off
Operator Action Set parking brake
Fault Code A285
Description The parking brake was not set when the key switch was turned off.
Fault Conditions Sets if parking brake is not already set when keyswitch is turned off.
Parking brake set is defined as closure of the parking brake set pressure switch and
opening of the parking brake release pressure switch.
Resets if park ingbrake is set or if key switch is turned back on.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: PRK BRK SETTINGS ERR
Resulting Problem(s) Truck could roll away if parking brake is not set at shutdown.
fault.
Table
1. The normal corrective measure for this fault is to set the parking brake before turning off the key switch.
2P)
0: keyswitch is off
1: keyswitch is on
Fault(s): A240
2f)
brake
Fault(s): A213
Parking Brake
Released (IM 2M)
brake
Fault(s): A214
960E-1 51
PARK BRAKE RELEASED
KEY SWITCH DIRECT
PARK BRAKE SET
KEY SWITCH
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
52 960E-1
Fault Code A286: A fault was detected in the shutdown delay relay circuit
Fault Code A286
Description A fault was detected in the shutdown delay relay circuit.
Fault Conditions Sets if an open circuit or short to ground is detected in the relay driver circuit.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: SHT DWN DEL REL CKT
Resulting Problem(s) A malfunctioning shutdown delay circuit could cause damage to the engine.
fault.
Table
(IM 1H)
is set, Selector Switch is in park, but not J 1939 Not Connected, not High Batt Charge
300.
Fault(s): A292
Keyswitch, Direct (IM
2P)
0: keyswitch is off
1: keyswitch is on
Fault(s): A240
960E-1 53
TIMED ENGINE
SHUTDOWN RELAY
SHUTDOWN DELAY RELAY
KEY SWITCH DIRECT
KEY SWITCH
54 960E-1
Fault Code A292: The shutdown delay relay has remained on after the latched key switch
circuit is off
Fault Code A292
Description The shutdown delay relay has remained on after the latched key switch circuit is off.
Fault Conditions Sets if the shutdown relay is still on after the latched key switch circuit (GE latches the
circuit until the truck and engine have stopped completely) is off.
Resets if key switch is turned back on or shutdown delay relay turns off.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: SHT DWN DEL REL CKT
Resulting Problem(s) A malfunctioning shutdown delay circuit could cause damage to the engine.
fault.
Table
(IM 1H)
is set, Selector Switch is in park, but not J 1939 Not Connected, not High Batt Charge
300.
Fault(s): A286
Key switch (IM 3G) 0: keyswitch is off and the truck is not moving and the engine is not running
Fault(s): A240
960E-1 55
TIMED ENGINE
SHUTDOWN RELAY
KEY SWITCH
POWER RELAY
KEY SWITCH
56 960E-1
960E-1 Dump truck
960E-1 1
CEN40007-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
40 Troubleshooting
Fault Code A303: Shifter is defective.................................................................................................................... 4
Fault Code A304: Auto lube grease level fault...................................................................................................... 6
Fault Code A305: Auto lube circuit is defective .................................................................................................... 8
Fault Code A307: Both GE inverters are disabled.............................................................................................. 10
Fault Code A309: No brakes applied when expected......................................................................................... 12
Fault Code A311: Brake lock switch is on when it should not be........................................................................ 16
Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings........................................ 18
Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings ...................................... 19
Fault Code A314: DCDC converter 12 volt circuit is high................................................................................... 20
Fault Code A315: DCDC converter 12 volt circuit is low..................................................................................... 22
Fault Code A316: Starter engagement has been attempted with engine running.............................................. 24
Fault Code A317: Operation of brake auto apply valve without a detected response........................................ 26
Fault Code A318: Unexpected power loss to interface module.......................................................................... 28
Fault Code A328: Drive system not powered up................................................................................................ 29
Fault Code A350: Overload on output 1B........................................................................................................... 30
Fault Code A351: Overload on output 1E........................................................................................................... 32
2 960E-1
Fault Code A352: Overload on output 1H........................................................................................................... 34
Fault Code A353: Overload on output 1J ............................................................................................................ 35
Fault Code A354: Overload on output 1K ........................................................................................................... 36
Fault Code A355: Overload on output 1L............................................................................................................ 38
Fault Code A356: Overload on output 1M........................................................................................................... 39
Fault Code A357: Overload on output 1N........................................................................................................... 40
Fault Code A358: Overload on output 1P ........................................................................................................... 41
Fault Code A359: Overload on output 1R........................................................................................................... 42
Fault Code A360: Overload on output 1S ........................................................................................................... 43
Fault Code A361: Overload on output 1T............................................................................................................ 44
Fault Code A362: Overload on output 1U........................................................................................................... 46
Fault Code A363: Overload on output 1X........................................................................................................... 48
Fault Code A364: Overload on output 1Y ........................................................................................................... 50
Fault Code A365: Overload on output 1Z........................................................................................................... 51
960E-1 3
NOTES
4 960E-1
Fault Code A303: Shifter is defective
Operator Action Stop, Park, Power Down
Fault Code A303
Description Shifter is defective.
Fault Conditions Sets if Selector Switch (FNR) and Selector Switch (Park) operate simultaneously for 1
second or if Selector Switch (Forward) Request and Selector Switch (Reverse)
Request (as reported by GE) operate simultaneously for 1 second.
Resets if conditions change for 1 second.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: SHIFTER DEFECTIVE
Resulting Problem(s) Control of truck and park brake will be defective.
fault.
Table
(IM 3T)
Fault(s): A271
(IM 2N)
Fault(s): A271
Forward Request -
RS232 Input
0: Forward not requested
1: Forward is requested
Reverse Request -
RS232 Input
0: Reverse not requested
1: Reverse is requested
960E-1 5
DIRECT SELECTOR
SWITCH
SHOWN IN
FORWARD
POSITION
SELECTOR
SWITCH
PARK
SELECTOR
SWITCH FNR
FORWARD
REVERSE
PARK BRAKE
NEUTRAL
6 960E-1
Fault Code A304: Auto lube grease level fault
Fault Code A304
Description Auto Lube Grease Level Fault
Fault Conditions Sets when input switch indicates low grease level for 3 seconds.
Resets when input switch indicates normal grease level for 3 seconds.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: AUTO LUBE GREASE LO
Resulting Problem(s) Auto lubrication will not be completed without grease.
fault.
Table
1. The primary correction for this fault is to replenish the grease.
2. If plenty of grease exists, then check sensor and wiring.
Auto Lube Grease
Level Low Input (IM
3W)
0: Auto Lube Grease Level Low
1: Auto Lube Grease Level Not Low
AUTO LUBE LEVEL
AUTO LUBE
LOWLEVEL
(OPTION)
960E-1 7
NOTES
8 960E-1
Fault Code A305: Auto lube circuit is defective
Fault Code A305
Description Auto Lube Circuit is Defective
Fault Conditions Sets if solenoid sense occurs with lube output off, or does not occur with lube output
on, or pressure switch stays on, or circuit is open or short to ground, any of those for 5
seconds with the keyswitch on.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: AUTO LUBE CIRCUIT
Resulting Problem(s) Automatic lubrication may not work.
fault.
Table
1T)
Fault(s): A361
Auto Lube Pressure
Sw (IM 3Y)
Fault(s): A361
Auto Lube Solenoid
Sense (IM 3X)
0: Auto lube solenoid is energized
1: Auto lube solenoid is not energized
Fault(s): A240
960E-1 9
KEY SWITCH
AUTO LUBE
SOL SENSE
AUTO LUBE
PRESSURE
SWITCH
AUTO LUBE
SOLENOID
AUTO LUBE
SOLENOID
AUTO LUBE
PRESSURE
SWITCH
2000 psi
SPARE
10 960E-1
Fault Code A307: Both GE inverters are disabled
Operator Action Stop, Park
Fault Code A307
Description Both GE inverters are disabled.
Fault Conditions Sets if both inverters are reported to be disabled by GE (via RS232) with the key
switch on.
Resets if condition changes for 2 seconds.
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: GE INV1 & INV2 DISABL
Resulting Problem(s) Truck will not operate in propel or retard.
fault.
Table
GE INV1 Disabled -
RS232 Input
0: INV1 not disabled
1: INV1 disabled
GE INV2 Disabled -
RS232 Input
0: INV2 not disabled
1: INV2 disabled
Fault(s): A240
KEY SWITCH
960E-1 11
NOTES
12 960E-1
Fault Code A309: No brakes applied when expected
Operator Action Apply brake or travel
Fault Code A309
Description No brakes applied when expected.
Fault Conditions Sets if truck speed is 0, park brake is not set, service brake is not set, and engine is
running for 2 seconds.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: APPLY BRK OR TRAVEL
Display Fault Description: NO BRAKES SET
Resulting Problem(s) No brakes set may let truck roll away.
fault.
Table
brake
Fault(s): A213
Park Brake Released
(IM 2M)
brake
Fault(s): A214
Service Brake Pres-
sure Switch (IM 3C)
Fault(s): A265, A274, A309, A317
Truck Speed [kph]
(IM1gh)
Fault(s): A212
960E-1 13
TRUCK SPEED IN
TRUCK SPEED IN
PARK BRAKE RELEASED
PARK BRAKE SET
SERVICE BRAKE
PRESSURE
SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
GE
CONTROL
PANEL
14 960E-1
Fault Code A310: Low fuel warning
Operator Action Refuel Soon
Fault Code A310
Description A310 is a low fuel warning driver that activates display elements in response to A139.
Fault Conditions A310 sets if A139 is on. It stays on for 3.3 seconds to flash the lamp and buzzer, then
waits 15 minutes before trying again.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: REFUEL SOON
Display Fault Description: LOW FUEL LEVEL
Resulting Problem(s) Possible running out of fuel on haul road. Possible engine damage.
fault.
Table
1. The primary correction for this fault is to add fuel to the tank.
3g)
voltage)
Battery Voltage, 24
Volt (IM 1A)
Fault(s): A240
fault is blocked
960E-1 15
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
KEY SWITCH
BATTERY POWER
16 960E-1
Fault Code A311: Brake lock switch is on when it should not be
Operator Action Turn Off Brake Lock Switch
Fault Code A311
Description Brake Lock Switch is on when it should not be.
Fault Conditions Sets if park brake is set and brake lock is on except not when applied brake auto apply
for 2 seconds.
Resets when conditions clear for 2 seconds.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: TURN OFF BRK LOC SW
Display Fault Description: BRK LOC & PRK BRK ON
Resulting Problem(s) The roll away protection of the braking systems could be defeated by improper opera-
tion.
fault.
Table
brake
Fault(s): A213
Park Brake Released
(IM 2M)
brake
Fault(s): A214
1: brake lock is on
Fault(s): A272
Auto Brake Apply
Solenoid (IM 1R)
kph.
Fault(s): A359
960E-1 17
BRAKE AUTO APPLY
PARK BRAKE RELEASED
PARK BRAKE SET
BRAKE LOCK
SOLENOID
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
ABA
AUTO BRAKE
APPLY SOLENOID
BRAKE LOCK SOLENOID
18 960E-1
Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings
Fault Code A312
Description The DCDC Converter 12 volt circuit sensing is producing low readings.
Fault Conditions Sets if voltage at 12 volt input drops to 0.2 volts for 3 seconds.
Resets if voltage at 12 volt input rises to 0.8 volts for 3 seconds.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: DCDC 12V SENSE LOW
Resulting Problem(s) Monitoring is lost for the 12 volt output of the DCDC Converter
fault.
Table
1. The primary correction for this fault is to correct any external wiring to the 12 volt input.
DCDC Converter 12
Volt (IM 3h)
0.2 volts to 16.1 volts: Normal measurement range.
<0.2 or >16.1: Bad sensing circuit or external connection.
Fault(s): A315
24VDC TO 12VDC
60 AMP
CONVERTER
12V CONVERTER
960E-1 19
Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings
Fault Code A313
Description The DCDC Converter 12 volt circuit sensing is producing high readings.
Fault Conditions Sets if voltage at 12 volt input rises to 16.1 volts for 3 seconds.
Resets if voltage at 12 volt input drops to 15.5 volts for 3 seconds.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: DCDC 12V HIGH
Resulting Problem(s) Monitoring is lost for the 12 volt battery tap circuit.
fault.
Table
1. The primary correction for this fault is to correct any external wiring to the 12 volt input.
DCDC Converter 12
Volt (IM 3h)
0.2 volts to 16.1 volts: Normal measurement range.
<0.2 or >16.1: Bad sensing circuit or external connection.
Fault(s): A314
24VDC TO 12VDC
60 AMP
CONVERTER
12V CONVERTER
20 960E-1
Fault Code A314: DCDC converter 12 volt circuit is high
Fault Code A314
Description The DCDC Converter 12 volt circuit is high.
Fault Conditions Sets when the DCDC Converter output is >14.5 volts for 10 seconds.
Resets at power down only.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: DCDC 12V HIGH
Resulting Problem(s) DCDC Converter voltage is high, and the converter is probably defective. Correction is
required for continued reliable performance of 12 volt equipment.
fault.
Table
1. The primary correction for this fault is to replace the DCDC Converter.
2. This fault's logic contains just one parameter, which may have related fault code(s). This fault may be
resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the
active parameter fault(s).
DCDC Converter 12
Volt (IM 3h)
<14.5 volts: Normal measurement range.
>14.5 volts: Voltage is high.
Fault(s): A313
24VDC TO 12VDC
60 AMP
CONVERTER
12V CONVERTER
960E-1 21
NOTES
22 960E-1
Fault Code A315: DCDC converter 12 volt circuit is low
Fault Code A315
Description The DCDC Converter 12 volt circuit is low.
Fault Conditions When engine is running, sets if voltage is below 12.5 volts when battery volts are
above 22 or if battery volts are below 22; sets if more than 1.5 volts below battery volt-
age divided by 2.
Resets at power down only.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: DCDC 12V LOW
Resulting Problem(s) The 12 Volt DCDC Converter is putting out low voltage. Correction is required to con-
tinue good performance in the 12 volt loads.
fault.
Table
1. The primary correction for this fault is to eliminate any overload, or replace the converter.
DCDC Converter 12
Volt (IM 3h)
<12.5 volts when battery voltage >22 volts: Voltage is low.
<(Batt Voltage / 2) - 1.5 volts : Voltage is low.
Otherwise: Voltage is normal.
Fault(s): A312
Battery Voltage, 24
Volt (IM 1A)
>22 volts: 12 volt circuit should have normal readings
<22 volts: 12 volt circuit might have abnormal readings
960E-1 23
24VDC TO 12VDC
60 AMP
CONVERTER
12V CONVERTER
BATTERY POWER
24 960E-1
Fault Code A316: Starter engagement has been attempted with engine running
Operator Action Do not crank
Fault Code A316
Description Starter engagement has been attempted with engine running.
Fault Conditions If not steering bleed, sets after 2 seconds if either starter engages with engine speed
above 500 rpm with crank sense on.
Operator Alerting
System Response
Sound Buzzer
Display Operator Action: DO NOT CRANK
Display Fault Description: STARTER ENGAGE FLT
Resulting Problem(s) Damage to starter and engine flywheel may occur.
fault.
Table
1. The normal corrective measure for this fault is to not engage the starter with the engine already running.
Starter Motor 1
Energized (IM 3R)
Starter Motor 2
Energized (IM 3S)
Greater than 500 rpm: engine is running
960E-1 25
STARTER #1
STARTER #2
ENGINE START RELAY
STARTER
FAILURE
CIRCUIT
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 1
START MOTOR NO. 2
CRANK SENSE
26 960E-1
Fault Code A317: Operation of brake auto apply valve without a detected response
Fault Code A317
Description Operation of brake auto apply valve without a detected response.
Fault Conditions Sets if operation of brake auto apply valve for 1 second does not cause the service
brake pressure switch to operate or the front brake pressure to increase.
Park brake release is defined as the closure of the park brake release pressure switch
and the opening of the park brake set pressure switch.
Resets when park brake is released for 5 seconds.
Operator Alerting
System Response
Sound Buzzer
Resulting Problem(s) Failure of brake auto apply circuit could cause damage to parking brake.
fault.
Table
Auto Brake Apply
Solenoid (IM 1R)
kph.
Fault(s): A215
Service Brake Pres-
sure Switch (IM 3C)
960E-1 27
Park Brake Released
(IM 2M)
brake
brake
Fault(s): A21
brake
Fault(s): A213
(IM 3p)
Fault(s): A205
BRAKE AUTO APPLY
PARK BRAKE RELEASED
PARK BRAKE SET
SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi
PBRPS
PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
ABA
AUTO BRAKE
APPLY SOLENOID
SERVICE
BRAKE
PRESSURE
BRAKE PRESSURE
28 960E-1
Fault Code A318: Unexpected power loss to interface module
Fault Code A318
Description Unexpected power loss to Interface Module.
Fault Conditions Sets if open file markers are discovered at power up.
Resets if no open file markers are discovered at power up.
Operator Alerting
System Response
Display Fault Description: PWR LOSS NOT EXPECT
Resulting Problem(s) Data may be compromised by irregular shutdowns.
fault.
Table
1. The primary corrective action for this fault is to keep the Interface Module working and shutting itself down in
a regular manner.
Open file markers Stored in IM FLASH
Battery Voltage, 24
Volt (IM 1A)
>22 volts: 12 volt circuit should have normal readings
<22 volts: 12 volt circuit might have abnormal readings
BATTERY POWER
960E-1 29
Fault Code A328: Drive system not powered up
Fault Code A328
Description Drive system not powered up.
Fault Conditions Sets if drive system does not power up within 30 seconds after engine is running.
Operator Alerting
System Response
Sound Buzzer
Display Operation Action: STOP: PRK
Display Fault Description: NO DRIVE SYS POWER
Resulting Problem(s) Drive system can neither retard or propel without control power.
fault.
Table
1. Check wiring from GE control power to the interface module.
2. Check control power wiring, relay, and drive circuitry from GE.
Drive System Control
Power (IM 3M)
0: Control power is off
1: Control power is on
GE
CONTROL
PANEL
GE BATTERY
30 960E-1
Fault Code A350: Overload on output 1B
Fault Code A350
Description Overload on output 1B.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1B. Output is turned off
when overload is detected.
Operator Alerting
System Response
Repair Lamp
Display Fault Description: STRT ENABLE CKT FLT
Resulting Problem(s) Starting circuit is disabled.
fault.
Table
1. This fault's logic contains just one parameter, which may have additional fault code(s). This fault may be
Fault(s): A252
START ENABLE
START CIRCUIT
RELAY
960E-1 31
NOTES
32 960E-1
Fault Code A351: Overload on output 1E
Fault Code A351
Description Overload on output 1E.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1E. Output is turned off
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: PRK BRK COMMAND FLT
Resulting Problem(s) Park Brake Solenoid Valve circuit is disabled (park brake won't release).
fault.
Table
Park Brake Solenoid
(IM 1E)
Status - Shorted to Ground: Expected if Park Brake Request is in the 24 volt condition.
Otherwise unexpected and must troubleshoot.
0: Park Brake Request Input is in the low voltage (request) condition
1: Park Brake Request Input is in the high voltage (not requested) condition
960E-1 33
PARK BRAKE SOLENOID
PBS
PARK BRAKE
SOLENOID
34 960E-1
Fault Code A352: Overload on output 1H
Fault Code A352
Description Overload on output 1H.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1H. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: SHUTDOWN DELAY CKT
Resulting Problem(s) Shutdown delay (5 Minute Idle Latch or Shutdown Delay Relay) circuit is disabled.
fault.
Table
(IM 1H)
0. Turns off when conditions clear or engine speed drops to zero.
is set, Selector Switch is in park,but not J 1939 Not Connected, not High Batt Charge
300.
TIMED ENGINE
SHUTDOWN RELAY
960E-1 35
Fault Code A353: Overload on output 1J
None.
Fault Code A353
Description Overload on output 1J .
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1J . Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: IM OUTPUT 1J FAULT
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not cor-
rected.
fault.
Table
1. This fault's logic contains just one parameter. There are no additional fault codes to investigate.
2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip.
Spare IM Output (IM
1J )
0: Off
1: On
36 960E-1
Fault Code A354: Overload on output 1K
Fault Code A354
Description Overload on output 1K.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1K. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: IM ON SIGNAL FAULT
Resulting Problem(s) Loss of IM ON Signal causes the display to stop functioning.
fault.
Table
IM On Signal (IM 1K) Status - Open Load: Unexpected. Troubleshoot
0: Off. Display is permitted to go to sleep.
1: On. Display is awakened.
960E-1 37
(PC1927) AND (PC1929)
IM ON SIGNAL
YELLOW
GREEN
38 960E-1
Fault Code A355: Overload on output 1L
Fault Code A355
Description Overload on output 1L.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1L. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: IM OUTPUT 1L FAULT
rected.
fault.
Table
Brake Cooling RPM
Advance 1: (IM 1L)
0: Off.
1: On.
Fault(s): A145
BRAKE COOL RPM ADVANCE 1
GE
CONTROL
PANEL
960E-1 39
Fault Code A356: Overload on output 1M
Fault Code A356
Description Overload on output 1M.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1M. Output is turned off
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: SONALERT IM FAULT
Resulting Problem(s) The sonalert with the display cannot be driven.
fault.
Table
Sonalert (IM 1M) Status - Open Load: Unexpected. Troubleshoot.
0: No faults are active that require buzzer operation.
1: One or more faults are active that require buzzer action.
Fault(s): A251
SONALERT
SONALERT #2
(IM FAULTS)
40 960E-1
Fault Code A357: Overload on output 1N
None.
Fault Code A357
Description Overload on output 1N.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1N. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: IM OUTPUT 1N FAULT
rected.
fault.
Table
Spare IM Output (IM
1N)
0: Off.
1: On.
960E-1 41
Fault Code A358: Overload on output 1P
Fault Code A358
Description Overload on output 1P.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1P. Output is turned off
Operator Alerting
System Response
Sound Buzzer
Display Fault Description: STG BLEED CKT FAULT
Resulting Problem(s) The steering bleed circuit might not work properly, therefore causing a threat to opera-
tors and mechanics.
fault.
Table
(IM 1P)
operation.
Fault(s): A235, A236, A253, A262, A263
BLEEDDOWN SOLENOID
STEERING
BLEEDDOWN
SOLENOID
42 960E-1
Fault Code A359: Overload on output 1R
Fault Code A359
Description Overload on output 1R.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1R. Output is turned off
Operator Alerting
System Response
Sound Buzzer
Resulting Problem(s) A non-functional brake auto apply valve might cause damage to the parking brake.
fault.
Table
Auto Brake Apply
Solenoid (IM 1R)
kph.
ABA
AUTO BRAKE
APPLY SOLENOID
BRAKE AUTO APPLY
960E-1 43
Fault Code A360: Overload on output 1S
None.
Fault Code A360
Description Overload on output 1S.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1S. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: IM OUTPUT 1S FAULT
rected.
fault.
Table
Spare IM Output (IM
1S)
0: Off
1: On
44 960E-1
Fault Code A361: Overload on output 1T
Fault Code A361
Description Overload on output 1T
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1T. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: AUTO LUBE CIRCUIT
Resulting Problem(s) Auto lube circuit is disabled.
fault.
Table
1. This fault's logic contains more than one parameter, which may have additional fault code(s). This fault may
be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the
1T)
Fault(s): A190
Auto Lube Pressure
Sw (IM 3Y)
Auto Lube Solenoid
Sense (IM 3X)
0: Auto lube solenoid is energized
1: Auto lube solenoid is not energized
960E-1 45
AUTO LUBE
SOL SENSE
AUTO LUBE
PRESSURE
SWITCH
AUTO LUBE
SOLENOID
AUTO LUBE
SOLENOID
AUTO LUBE
PRESSURE
SWITCH
2000 psi
SPARE
46 960E-1
Fault Code A362: Overload on output 1U
None.
Fault Code A362
Description Overload on output 1U
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1U. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: IM OUTPUT 1U FAULT
rected.
fault.
Table
Spare IM Output (IM
1U)
0: Off
1: On
960E-1 47
NOTES
48 960E-1
Fault Code A363: Overload on output 1X
Fault Code A363
Description Overload on output 1X.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1X. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: IM OUTPUT 1X FAULT
rected.
fault.
Table
Brake Cooling RPM
Advance 2: (IM 1X)
0: Off.
1: On.
Fault(s): A146
960E-1 49
BRAKE COOL RPM ADVANCE 2
GE
CONTROL
PANEL
50 960E-1
Fault Code A364: Overload on output 1Y
None.
Fault Code A364
Description Overload on output 1Y
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1Y. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: IM OUTPUT 1Y FAULT
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not
corrected.
fault.
Table
Spare IM Output (IM
1Y)
0: Off.
1: On.
960E-1 51
Fault Code A365: Overload on output 1Z
None.
Fault Code A365
Description Overload on output 1Z
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1Z. Output is turned off
Operator Alerting
System Response
Repair Lamp
Display Fault Description: IM OUTPUT 1Z FAULT
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not
corrected.
fault.
Table
Spare IM Output (IM
1Z)
0: Off.
1: On.
52 960E-1
960E-1 Dump truck
960E-1 1
CEN40008-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
40 Troubleshooting
Preliminary checks................................................................................................................................................ 3
Diagnosis of gauge readings and system performance........................................................................................ 3
Troubleshooting by manifold gauge set readings ................................................................................................. 4
2 960E-1
NOTES
960E-1 3
Preliminary checks
If the system indicates insufficient cooling, or no
cooling, the following points should be checked
before proceeding with the system diagnosis
procedures.
NOTE: Ensure that the rest switch in the cab is ON.
Place the GF cutout switch in the CUTOUT position.
Some simple, but effective checks can be performed
to help determine the cause of poor system
performance. Check the following to ensure proper
system operation.
Compressor belt - Must be tight, and 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 a
refrigerant leak.
Electrical check - Check all wires and
connections for possible open circuits or shorts.
Check all system fuses.
Cooling system - Check for correct cooling
system operation. Inspect the radiator hoses,
heater hoses, clamps, belts, water pump,
thermostat and 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. With the heat switch set to COLD, the
heater hoses should be cool.
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.
Cab filters - Ensure the outside air filter and inside
recirculation filter are clean and free of restriction.
Condenser - Check the condenser for debris and
clogging. Air must be able to flow freely through
the condenser.
Evaporator - Check the evaporator for debris and
clogging. Air must be able to flow freely through
the condenser.
Diagnosis of gauge readings and system
performance
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
conditioning 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.
The following troubleshooting charts list typical
malfunctions encountered in air conditioning
systems. Indications and or problems may differ from
one system to the next. Read all applicable
situations, service procedures, and explanations to
gain a full understanding of the system malfunction.
Refer to information listed under Suggested
Corrective Action for service procedures.
4 960E-1
Troubleshooting by manifold gauge set readings
PROBLEM: Insufficient Cooling
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
- Low refrigerant charge, causing pressures to be
slightly lower than normal.
Check for leaks by performing leak test.
After locating the source of the leak, recover the
Possible Causes Suggested Corrective Actions
If No Leaks Are Found:
If Leaks Are Found:
PROBLEM: Little or No Cooling
Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
- Pressure sensing switch may have compressor
- Refrigerant excessively low; leak in system.
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
pressor has shut down due to faulty pressure
the system if necessary, Replace the receiver-drier
clutch disengaged.
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check A/C operation and perform-
ance test the system.
enable the compressor to operate, if the com-
sensing switch. Repair any leaks and evacuate
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C operation and do system performance test.
960E-1 5
PROBLEM: Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
- Extremely low or no refrigerant in the system.
Possible leak in the system.
Check for leaks by performing leak test.
No Leaks Found:
Leaks Found:
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - Normal
High side pressure - Normal
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
Possible Causes
Suggested Corrective Actions
gauge will not fluctuate.)
Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check A/C operation and performance.
Leaks in the system.
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
A/C operation and performance.
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
pressor has shut down due to faulty pressure
the system if necessary, Replace the receiver-drier
enable the compressor to operate, if the com-
sensing switch. Repair any leaks and evacuate
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C operation and do system performance test.
6 960E-1
Low side pressure - HIGH
High side pressure - HIGH
- Leaks in system.
PROBLEM: Expansion Valve Stuck or Plugged
Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Possible Causes
Test for leaks, especially around the compressor
shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Re-
place the receiver-drier. Check the compressor

An expansion valve malfunction could mean
the valve is stuck in the closed position, the filter
screen is clogged (block expansion valves do not
have filter screens), moisture in the system has
frozen at the expansion valve orifice, or the
sensing bulb is not operating. If the sensing bulb
is accessible, perform the following test. If not,
proceed to the Repair Procedure.
Test: Warm diaphragm and valve body with your
hand, or very carefully with a heat gun. Activate
the system and watch to see if the low pressure
gauge rises. Next, carefully spray a little nitrogen,
needle should drop and read at a lower (suction)
pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve
screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low press-
ure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.
coil (bulb) or valve diaphragm. The low side gauge
PROBLEM: Air and/or Moisture in the System
Indications:
Expansion valve body is frosted or sweaty.

and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check A/C operation and perform-
ance.
or any substance below 0 C (32 F), on the capillary
960E-1 7
PROBLEM: Expansion Valve Stuck Open
Indications:
Air from vents in the cab seems warm
PROBLEM: High Pressure Side Restriction
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Look for sweat or frost on high side hoses
Kink in a line, collapsed hose liners, plugged
or only slightly cool.
The expansion valve is stuck open and/or the
capillary tube (bulb) is not making proper contact
with the evaporator outlet tube. Liquid refrigerant
may be flooding the evaporator making it imposs-
ible for the refrigerant to vaporize and absorb
heat normally. In vehicles where the expansion
valve sensing bulb is accessible, check the
capillary tube for proper mounting and contact
with the evaporator outlet tube. Then perform the
following test if the valve is accessible. If it is not,
proceed to the Repair Procedure.
Test: Operate the A/C system on it's coldest
setting for a few minutes. Carefully spray
nitrogen or another cold substance on the cap-

Repair Procedure: If the test did not result in

illary tube coil (bulb) or head of the valve. The low
pressure (suction) side gauge needle should now
drop on the gauge. This indicates the valve has
closed and is not stuck open. Repeat the test,
but first warm the valve diaphragm by warming
with hands. If the low side gauge shows a drop
again, the valve is not stuck. Clean the surfaces of

the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check perform-
ance.
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expan-
sion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check A/C operation and performance.
and tubing. The line will be cool to the touch
near the restriction.
receiver-drier or condenser, etc.
Repair Procedure: After you locate the defective

component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check A/C
operation and performance.
8 960E-1
High side pressure - LOW
Compressor operates noisily.
- Defective reed valves or other internal
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
Possible Causes
PROBLEM: Compressor Malfunction
Indications:
Possible Causes
components.
Repair Procedure: If the belt is worn or loose,

replace or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale
Check system operation and performance.
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.

- Thermostat malfunctioning possibly due to
incorrect installation.
Replace the thermostatic switch. When removing
the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or
close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads
960E-1 9
PROBLEM: Condenser Malfunction or System Overcharge
Indications:
Possible Causes
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.
Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
- Lack of air flow through the condenser fins
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck A/C system
operation, gauge readings, and performance.
If the problem continues, the system may be over-
charged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck A/C system operation, gauge

readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The

receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.
10 960E-1
960E-1 Dump truck
960E-1 1
CEN50001-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
General information
Special tool list...................................................................................................................................................... 3
CEN50001-00 50 Disassembly and assembly
2 960E-1
NOTES
50 Disassembly and assembly CEN50001-00
960E-1 3
Special tool list
EH8687 Roller assembly 2
Power module removal and
installation
EH8661 Roller mount 2
PC0706 Bearing assembly 2
TG9449 Bearing retaining ring 2
TG1608 Roller retaining ring 2
C1645 Capscrew - 3/4" - 10NC X 2 1/4" 6
C1542 Lockwasher - 3/4" 6
EH8686 Roller ring assembly 2
AK5298 J ack/maintenance stand - 200 ton 4
XA2307 Radiator tube removal tool 1
Radiator service
VJ 6567 Radiator tube seal installation tool 1
EJ 2847 Rear suspension pin removal tool 2
Rear suspension pin removal
EJ 2848 Cylinder for 1
EJ 2849 Hand pump 1
EJ 2850 Shackle sssembly 2
MM0093 Capscrew - M16 X 2.00 X 70 4
ED3347 Seal installation tool 1
Rear axle/hub adapter floating seal
installation
BF4117 Seal installation tool 1
Brake assembly and installation EK6089 Front brake tool group 1
EK6090 Rear brake tool group 1
EK5877 Alignment tool 1 Upper hoist pin installation
SS1143
Hoist cylinder quill installation tool *
(make locally)
1
Hoist cylinder quill installation
SS1158 Plug installation tool 1
EH4638 Sleeve alignment tool 1 Steering linkage installation
PC1980 Offset box end wrench - 1-11/16" 1
Operator cab removal and
installation
PC0370 Body retention sling 1
Body up retention
PC0367 Shackle assembly 2
AK5397 Electrical wheel motor jig 1
Wheel motor removal and
installation
AK5299 Large tire handler 1 Tire removal and installation
AK5306 Variable work table 1
Various procedures
WA4826 Lifting eye bolts
As
required
4 960E-1
* 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
x 2.0" 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 SAE 1020 steel except SS1147.
The tools in the following table can be ordered from Kent-Moore:
J -24092 Puller legs 1
Air conditioning system service
J -25030 Clutch hub holding tool 1
J -33884-4 Indicator switch tester 1
J -8092 Universal handle 1
J -8433 Pulley puller 1
J -9395 Puller pivot 1
J -9399
Clutch plate and hub assembly removal
tool
1
J -9401 Thin wall socket 1
J -9403 Spanner wrench 1
J -9480-01 Drive plate installer 1
J -9480-02 Spacer 1
J -9481 Puller and bearing installer 1
960E-1 5
NOTES
6 960E-1
960E-1 Dump truck
960E-1 1
CEN50002-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
Wheels, spindles and rear axle
General information for tires and rims................................................................................................................... 3
Removal and installation of front wheel ................................................................................................................ 4
Removal and installation of rear wheel ................................................................................................................. 6
Removal and installation of tires........................................................................................................................... 8
Removal and installation of front wheel hub and spindle.................................................................................... 10
Disassembly and assembly of front wheel hub and spindle ............................................................................... 14
Removal and installation of rear axle.................................................................................................................. 19
Removal and installation of anti-sway bar .......................................................................................................... 21
Removal and installation of pivot pin .................................................................................................................. 22
Pivot eye and bearing service............................................................................................................................. 23
Removal and installation of wheel motor ............................................................................................................ 25
2 960E-1
NOTES
960E-1 3
General information for tires and rims
When inflating tires always use a safety cage.
Never inflate a tire until the lock ring is securely
in place. Do not stand in front of or over the lock
ring during inflation procedures. Never
overinflate a tire. Refer to tire manufacturers
recommendations.
Before each work shift, the truck tires should be
inspected and tire pressure should be checked with
an accurate pressure gauge. Tire pressure will vary
according to manufacturer and local working
conditions. Consult the tire manufacturer for
recommended tire pressure.
Ensure that the valve caps are securely installed on
the valve stems. Caps protect the valves from dirt
buildup and damage. Do not bleed air from tires
that 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 tire damage. If a tire becomes deeply cut,
it should be removed and repaired. Neglected cuts
cause many tire problems. Water, sand, dirt and
other foreign materials work into the tire through a
cut, eventually causing tread or ply separation.
Storage and handling
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 tires. If a stored truck
cannot be blocked, inspect the tires and check the air
pressure twice a month.
DO NOT weld or apply heat on the rim assembly
with the tire mounted on the rim. Remaining
gases inside the tire may ignite causing
explosion of tire and rim.
DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.
Always keep personnel away from a wheel and
tire assembly when it is being removed or
installed.
The tire and rim weigh approximately 6,480 kg
(14,285 lbs). Make sure that the tire handling
equipment is capable of lifting and maneuvering
the load.
Due to the size and weight of the tire and rim
assemblies, special handling equipment such as a
modified fork lift called a tire handler is desirable
(See Figure 50-1). Consult local tire vendors for
sources of equipment designed especially to remove,
repair, and install large off-highway truck tires.
FIGURE 50-1. TYPICAL TIRE HANDLER
4 960E-1
Wheel stud maintenance
The wheel mounting hardware used on some trucks
may no longer be able to maintain the specified
clamping force (tightening torque). Inadequate
clamping force may lead to broken studs, stripped
threads, and/or failure of the stud knurl, which would
allow the stud to rotate when the nut is loosened or
tightened. Stud replacement is necessary based on
the following guidelines:
The maximum allowable number of missing or
damaged studs in any one bolt circle is four.
The position of missing or damaged studs must
not be in consecutive locations.
There must be a minimum of four properly
functioning studs between each missing stud.
While replacing missing or damaged studs,
inspect the condition of all other stud threads. If
minor corrosion or dirt is found in the threads,
wire brush the threads thoroughly. If damaged,
knicked or highly corroded threads are found, the
stud(s) must be replaced.
Removal and installation of front wheel
Removal
1. Park the truck on level ground and chock the
rear wheels to prevent truck movement.
2. Shut down the truck. For the proper shutdown
procedure, refer to Index and foreword section
3. Place a jack under the spindle or frame at the
front cross tube.
4. Raise the front end of the truck until the tire
clears the ground. Block up the truck securely
under the frame.
5. Inspect the hydraulic brake lines for damage or
leaking fittings.
6. Grip the tire and wheel assembly with a tire
handler. Remove flanged nuts (11, Figure 50-3)
that secure the wheel assembly.
7. Be careful not to damage the inflation hose
during tire removal. Move the wheel assembly
away from the wheel hub and into a clean work
area.
Do not attempt to disassemble a wheel assembly
until all air pressure is bled off. Always keep
personnel away from a wheel assembly when it is
being removed or installed.
FIGURE 50-2. MISSING/DAMAGED
WHEEL STUD ALLOWANCE
960E-1 5
Installation
1. Remove all dirt and rust from mating parts
before installing the wheel assembly.
2. Grip the wheel assembly with the tire handler
and align the tire inflation hose and wheel hub
(1, Figure 50-3). Position the rim onto the wheel
hub studs.
Grease containing molybdenum disulphide must
never be used on wheel mounting hardware. Use
of this type of grease on wheel mounting
hardware may result in wheel mounting studs
stretching beyond their elastic limit, making them
susceptible to breakage.
3. Lubricate all stud threads and nut seating
flanges with a lithium-based grease that does
not contain molybdenum disulphide. Install and
tighten the nuts in the following sequence:
a. Install six nuts at the 12 o'clock and six nuts
at the 6 o'clock positions. Tighten each nut to
2 326 136 Nm (1,715 100 ft lb).
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
positions. Tighten the nuts to 2 326 136
Nm (1,715 100 ft lb).
c. Install three nuts directly above the 3 o'clock
and three nuts directly below the 9 o'clock
positions. Tighten these nuts to 2 326 136
Nm (1,715 100 ft lb).
d. Install the remaining nuts and torque in a
clockwise direction to 2 326 136 Nm (1,715
100 ft lb).
e. Retighten all nuts in a clockwise direction to
2 326 136 Nm (1,715 100 ft lb).
4. Remove the blocking and lower the jack.
5. Operate the truck for one load, then retighten
the wheel nuts to the specified torque.
FIGURE 50-3. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub
2. Stud
3. Tire Inflation Hose
4. Swivel Connector
5. Rim
6. Bead Seat Band
7. Side Flange
8. Lock Ring
9. O-Ring
10. Clamp Bracket
11. Flanged Nut
6 960E-1
Removal and installation of rear wheel
Removal
1. Park the truck on level ground and chock the
rear wheels to prevent truck movement.
3. Place a jack under the rear suspension
mounting plates (See Figure 50-4).
4. Raise the rear axle housing until the tires clear
the ground. Securely block up the rear axle
housing near the wheel motor mounting flange.
5. If the rear inner tire is to be removed, remove
the inner tire inflation hose at the clamp on the
outer wheel and disconnect it from inner
extension (7, Figure 50-6).
6. Grip outer wheel and tire with the tire handler
(See Figure 50-5). Remove flanged nuts (10,
Figure 50-6) from adapter ring (9) that secures
the outer rim to the wheel motor hub.
7. Pull straight out on the outer wheel assembly to
remove it.
8. If removal of the inner wheel is necessary,
disconnect inner tire inflation extension (7) and
remove it.
9. Position the tire handler to grip the inner wheel.
Remove flanged nuts (6).
10. Pull straight out to remove the tire from the
wheel hub.
If the wheel motor is to be removed from the truck
for service, install approximately eight flanged
nuts with appropriate spacers in place of the
outer wheel adapter ring and nuts removed in
Step 6. This will provide additional support for
the wheel motor transmission during removal
and transportation.

FIGURE 50-4. REAR AXLE J ACK LOCATION
FIGURE 50-5. REAR TIRE REMOVAL
1. Tire Handler
2. Outer Rear Tire
3. Inner Rear Tire
960E-1 7
Installation
NOTE: Clean all mating surfaces and check stud
threads before installing wheel assemblies.
1. If either wheel motor has been removed, bleed
the brakes before installing the rear tires. Refer
to Disassembly and assembly section Brake
system.
2. Grip the inner wheel assembly with the tire
handler and install it onto wheel hub (5, Figure
50-6). Carefully align tire inflation extension line
(4) for mating with inner extension (7) at bracket
(8).
Grease containing molybdenum disulphide must
never be used on wheel mounting hardware. Use
of this type of grease on wheel mounting
hardware may result in wheel mounting studs
stretching beyond their elastic limit, making them
susceptible to breakage.
3. Lubricate all stud threads and nut seating
flanges with a lithium based grease that does
not contain molybdenum disulphide. Install and
tighten the wheel nuts in the following
sequence:
a. Install six nuts at the 12 o'clock position and
six nuts at the 6 o'clock position. Tighten
each nut to 2326 136 Nm (1715 100 ft
lbs).
b. Install three nuts directly below the 3 o'clock
position and three nuts directly above the 9
o'clock position. Tighten the nuts to 2326
136 Nm (1715 100 ft lbs).
c. Install three nuts directly above the 3 o'clock
position and three nuts directly below the 9
o'clock position. Tighten these nuts to 2326
136 Nm (1715 100 ft lbs).
d. Install the remaining nuts and tighten them in
a clockwise direction to 2326 136 Nm
(1715 100 ft lbs).
e. Retighten all nuts in a clockwise direction to
2326 136 Nm (1715 100 ft lbs).
FIGURE 50-6. REAR WHEEL ASSEMBLY
1. Wheel Motor Mounting Flange
2. Inner Wheel Rim
3. Disc Brake Assembly
4. Extension
5. Wheel Hub
6. Flanged Nut
7. Inner Extension
8. Bracket
9. Adapter Ring
10. Flanged Nut
11. Flanged Nut
12. Wheel Motor Transmission
13. Extension
14. Bracket
15. Outer Wheel Rim
8 960E-1
4. If removed, install adapter ring (9) onto the
wheel hub/wheel motor. Lubricate the studs and
nut flanges with lithium based grease that does
not contain molybdenum disulphide.
5. Use the procedure in Step 3 to install flanged
nuts (10).
6. Grip the outer wheel assembly with the tire
handler. Position it onto the wheel motor hub so
the tire valve bracket is aligned with the inner
wheel inflation line.
NOTE: Position the outer dual wheel to align the tire
valve bracket with the inner wheel inflation line.
7. Use the procedure in Step 3 to install flanged
nuts (11) in the sequence described and tighten
to the same torque value as the inner wheel.
8. Secure the inner and outer dual tire inflation
lines to bracket (14) on the outer rim.
9. Remove the blocks from under the truck and
lower the truck to the ground. Operate the truck
for one load and retighten flanged nuts (11) and
(10) to 2 326 136 Nm (1,715 100 ft lb).
NOTE: During scheduled maintenance checks,
inspect the inner wheel flanged nuts and the studs for
breakage or missing nuts by inserting a mirror
between the rear tires.
Removal and installation of tires
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 an explosion.
When deflating tires, always use a safety cage.
1. Place the tire and wheel assembly in a safety
cage. Discharge all air pressure from the tire.
2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of the frame assembly over the
outer edge of side flange (7, Figure 50-7). Make
sure that the jaws of the frame assembly are as
near as possible to bead seat band (6).
3. Move the tire bead in far enough to place a
wedge between the tire and the flange at the
side of the tool. Follow the tool
manufacturers instructions.
4. Repeat this procedure at locations
approximately 90 from the first application.
Continue this procedure until the tire bead is
free from the rim.
5. After the bead is broken loose, insert the flat of
a tire tool in the beading notch on lock ring (8).
Pry the lock ring up and out of the groove on the
rim.
6. Pry in on bead seat band (6) until O-ring (9) is
exposed. Remove the O-ring.
7. Remove bead seat band (6) from rim (5), then
remove side flange (7).
8. Reposition the wheel assembly and repeat the
removal procedure on the opposite side of the
tire.
960E-1 9
Installation
1. Before mounting the tire to the rim, remove all
dirt and rust from the rim parts, particularly the
O-ring groove and bead seats. Also, touch up all
metal parts with anti-rust paint to prevent bare
metal from being exposed.
NOTE: Do not allow paint, rust or other contamination
to cover the mating faces of lock ring (8, Figure 50-7)
and rim (5).
Make sure that proper rim parts are used for
reassembly. Use of incompatible parts may not
properly secure the assembly, resulting in
violently flying parts upon inflation.
2. If the tire inflation hose and hardware were
removed, reinstall them in the rim. Position the
hose assembly for proper routing.
3. Install the inner flange on the rim. Coat the
beads of the tire with a tire mounting soap
solution.
Prying against tire bead may cause damage to
tire bead, resulting in air leaks.
4. Position the tire over the rim and work the tire
on as far as possible without prying against the
beads.
5. Install side flange (7, Figure 50-7), then install
bead seat band (6). Push in on the bead seat
band to expose the O-ring groove in the rim.
6. Lubricate new O-ring (9) with a tire mounting
soap solution and install it in the groove of the
rim.
7. Install lock ring (8) and tap it into place with a
lead hammer. The lock ring lug must fit into the
slot of the rim.
FIGURE 50-7. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub
2. Stud
3. Tire Inflation Hose
4. Swivel Connector
5. Rim
6. Bead Seat Band
7. Side Flange
8. Lock Ring
9. O-Ring
10. Clamp Bracket
11. Flanged Nut
10 960E-1
When inflating tires, always use a safety cage.
Never inflate a tire until the lock ring is securely
in place. Do not stand in front of or over the lock
ring during inflation procedures. Never
overinflate a tire. Refer to tire manufacturers
recommendations.
8. Place the tire and wheel assembly in a safety
cage. Remove the valve core from the valve
stem and inflate the tire to seat the beads of the
tire and the O-ring as specified by the tire
manufacturer.
9. If the beads of the tire and O-ring do not seat
within one minute, raise the tire slightly and tap
bead seat band (6). This will help the air
pressure to push the tire bead out into position.
10. As soon as the seating has been accomplished,
install the valve core and inflate the tire to the
recommended tire pressure.
Removal and installation of front wheel
hub and spindle
The following instructions will cover the complete
removal, installation, disassembly, assembly and
bearing adjustment of the front wheel hub and
spindle. If only brake service is to be performed, refer
to Disassembly and assembly section Brake
system.
component until the engine is stopped, the key
switch is OFF for 90 seconds, and the brake
accumulators are depressurized.
FIGURE 50-8. FRONT WHEEL & SPINDLE
REMOVAL
1. Spindle
2. Brake Oil Drain Plug
3. Disc Brake Housing
4. Brake Cooling Line
5. Speed Sensor
Connector
960E-1 11
Removal
1. After the truck is properly shut down,
depressurize the brake accumulators by using
the bleed valves on the brake manifold.
2. Activate the battery disconnect switches.
3. Remove the front tire and rim assembly. Refer
to "Removal and installation of front wheel".
4. If equipped, close the hydraulic pump shutoff
valves at the hydraulic tank.
5. Disconnect speed sensor connectors (5, Figure
50-8). Tie the cables back away from the
spindle to prevent damage during spindle
removal.
6. Disconnect brake cooling lines (4) at the inlet
and outlet ports on the brake housing. Plug the
hoses and ports to help prevent contamination.
7. Disconnect the brake apply line. Cap the hoses
and ports to prevent contamination. Remove
drain plug (2) and drain the oil from the brake
housing and hub bearings into a suitable
container.
8. Remove the lubrication lines from the tie rod
and steering cylinder.
9. Disconnect the steering cylinder and the tie rod
from the spindle that is being removed. Refer to
Disassembly and assembly section Steering
system.
The front wheel hub, spindle, and brake assembly
weighs approximately 5 180 kg (11,420 lb). Ensure
that the lifting device has sufficient capacity for
lifting the load.
10. Position a fork lift under the wheel hub and
spindle assembly as shown in Figure 50-9. Use
blocking as necessary to keep the assembly
level.
11. Remove capscrews and washers (1, Figure 50-
10) that secure retainer plate (2) to the spindle
and suspension. To prevent thread damage,
loosen the capscrews in a circular pattern in
torque increments of 678 Nm (500 ft lb).
Remove retainer plate (2).

FIGURE 50-9. SPINDLE AND WHEEL HUB
REMOVAL (TYPICAL)
FIGURE 50-10. WHEEL HUB AND SPINDLE
REMOVAL
1. Capscrews and
Washers
2. Retainer Plate
3. Spindle
4. Steering Arm
5. Capscrews
12 960E-1
NOTE: Spindle removal tool (2, Figure 50-11) may be
fabricated locally to aid in spindle removal. Refer to
Disassembly and assembly section General
information for fabrication information. Use of this
tool is described in the following steps.
10. Remove 16 of capscrews (5, Figure 50-10) as
follows:
a. Refer to Figure 50-11. Remove only the
capscrews that are designated by an X.
b. Remove the capscrews using a circular
pattern in torque increments of 678 Nm (500
ft lb). Do not attempt to remove each
capscrew in one sequence.
11. Run a tap (1 1/4 - 12 UNF) in the threads after
the capscrews are removed.
12. Use several 1 1/4 - 12 UNF x 8.00" grade 8
capscrews (1, Figure 50-12) and hardened flat
washers (2) to install spindle removal tool (3) on
the bottom of the steering arm. Lubricant, such
as chassis lube, is recommended for use on the
washers and capscrew threads.
NOTE: Multiple washers may be required for the
pusher capscrews to be effective. One or two
washers can be installed with the pusher tool in place
to determine the washer height that is required to
prevent the capscrews from bottoming out. The
minimum recommended thread engagement is 41
mm (1.62 in.).
Heavy components and high forces are involved
in this procedure. Use caution at all times when
applying force to these parts. Sudden release of
the spindle could cause components to move
forcefully and unexpectedly.
13. Install the remaining capscrews in the holes
marked X (See Figure 50-11). Progressively
increase the torque in a circular pattern until the
tapered piston breaks loose or 2 142 Nm (1,580
ft lb) of torque is reached.
14. If the specified torque is reached and the
tapered parts have not separated, apply heat to
the spindle at two places 180 degrees apart. Do
not exceed 454 C (850 F), which is the
saturated temperature of the spindle.
FIGURE 50-11. SPINDLE REMOVAL TOOL
1. Capscrew Insertion
Holes (X)
2. Spindle Removal
Tool
FIGURE 50-12. SPINDLE REMOVAL TOOL
INSTALLATION
1. Capscrew
(P/N KC7095)
2. Hardened Washer (P/
N WA0366)
3. Spindle Removal Tool
4. Steering Arm
5. Spindle
6. Suspension Piston
960E-1 13
15. Tighten the capscrews again to the maximum
specified torque. Use a large hammer and heat
as specified in the previous step to carefully tap
the top surface of the spindle.
NOTE: In extreme cases, it may be necessary to
remove additional steering arm retaining capscrews
and use additional pusher capscrews to apply more
force.
16. Lower the wheel hub and spindle assembly
away from suspension piston rod. Be careful
during removal to prevent damage to the
suspension piston rod taper and the tapered
spindle bore.
17. Move the spindle and hub assembly to a clean
work area for repair.
Installation
1. Clean the spindle bore and suspension rod
taper so that they are free of rust, dirt, etc.
2. Lubricate the spindle bore and suspension rod
taper with multi-purpose grease No. 2 with 5%
Molybdenum Disulphide.
Use of anti-seize compounds that contain copper
are prohibited from use on spindle bores and rod
tapers. These lubricants can cause severe
damage. Only use multi-purpose grease No. 2
with 5% molybdenum disulphide.
3. Position the spindle and wheel hub assembly on
a fork lift or similar lifting device as shown in
Figure 50-9.
4. Raise the spindle and wheel hub assembly into
position.
5. Secure the spindle to the suspension by using
retainer plate (2, Figure 50-10) and capscrews
and washers (1). Tighten the capscrews
according to the following procedure:
a. Tighten the capscrews uniformly to 678 Nm
(500 ft lb).
b. Continue to tighten the capscrews in
increments of 339 Nm (250 ft lb) to obtain a
final torque of 2 705 135 Nm (1,995 100
ft lb).
6. If removed, install the steering arm. Tighten the
capscrews to 2 705 135 Nm (1,995 100 ft
lb).
7. Install the steering cylinder into the steering
arm. Use the sleeve alignment tool included in
the special tool group to position the spacers
and bearing during pin insertion. Tighten the pin
retaining nut to 1 017 102 Nm (750 75 ft lb).
8. Use the sleeve alignment tool to install the tie
rod on the steering arm. Tighten the pin
retaining nut to 1 017 102 Nm (750 75 ft lb).
9. Connect the lubrication lines.
10. Install the brake system cooling hoses using
new O-rings in the flange fittings. Install the
brake apply line. Make sure that brake oil drain
plug (2, Figure 50-8) is installed.
11. Reconnect the speed sensor cables.
12. Install the wheel and tire. Refer to "Removal and
installation of front wheel".
13. Make sure that the hydraulic pump shutoff
valves are open.
14. Start the engine. Move the hoist control lever to
the FLOAT position to allow hydraulic oil to
circulate through the brake cooling system and
fill the front wheel hub and disc brake assembly
with oil.
15. Bleed the air from the brake apply lines. Refer to
Disassembly and assembly section Brake
system for the procedure.
16. Shut off the engine. Check the hydraulic tank oil
level and refill if necessary.
17. Inspect the brake assembly and all hose
connections for leaks.
14 960E-1
Disassembly and assembly of front
wheel hub and spindle
Disassembly
1. Remove the wheel hub and spindle. Refer to
"Removal and installation of front wheel hub and
spindle". Remove any dirt and mud from the
assembly.
2. To aid in the complete disassembly of the wheel
hub and spindle assembly, use a fabricated
spindle stand to support the assembly in a
vertical position (hub cover up).
3. Disconnect the speed sensor cables. Loosen
the sensor clamping capscrews and remove
speed sensors (16, Figure 50-13) from bracket
(17).
4. Remove capscrews (3) and washers (4) that
secure cover (5) to wheel hub (1). Remove the
cover and discard O-ring seal (15).
5. Remove capscrews (11) and hardened flat
washers (12).
6. Remove bearing retainer (13), O-ring (9), and
shims (8). Discard the O-ring.
7. Attach a lifting device to the wheel hub/brake
assembly and carefully lift it straight up and off
the spindle.
8. Remove outer bearing cone (7) and retainer pin
(20).
9. Rotate the hub vertically 180 degrees and place
it on blocking to prevent damage to the wheel
studs and machined surfaces.
10. Remove dowel pins (14) and (34) that hold seal
carrier (37), sensor gear (35), and shims (36) in
place on the wheel hub.
washers (24) that secure the brake assembly
inner gear to the wheel hub.
12. Attach lifting eyes and an overhead hoist to the
brake assembly. Carefully lift the brake
assembly off the hub.
NOTE: For brake assembly rebuild instructions, refer
to disassembly and assembly section Brake system.
13. Remove and discard seal carrier O-ring (33).
14. Remove speed sensor gear (35) and shims
(36).
15. Remove oil seal (19).
16. If the bearings require replacement, press
bearing cups (6) and (29) from the wheel hub.
washers (32). Remove and discard O-ring (25).
18. Remove inner bearing cone (28) and retainer
pin (21).
19. Remove bearing spacer (27).
Cleaning and inspection
1. Clean all metal parts in fresh cleaning solvent.
2. Remove and clean magnetic plug (10).
3. Inspect wheel hub studs (2). Replace any that
are damaged or broken.
NOTE: If new studs are being installed, coat the hole
in the hub and the serrated portion of the stud with an
anti-seize compound before installation. Do not coat
the threads.
4. Inspect the tapped hole threads. Re-tap them if
necessary.
5. Inspect the bearing seating surfaces in the
wheel hub and on the spindle. Inspect the
bearing spacer. Use a stone to carefully dress
high spots that may interfere with reassembly.
6. Inspect all other machined surfaces for damage.
7. Always use new O-ring seals during assembly.
960E-1 15
FIGURE 50-13. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY
1. Wheel Hub
2. Stud
3. Capscrew
4. Washer
5. Cover
6. Outer Bearing Cup
7. Outer Bearing Cone
8. Shims
9. O-ring
10. Magnetic Plug
11. Capscrew
12. Hardened Washer
13. Bearing Retainer
14. Dowel Pin
15. O-ring
16. Speed Sensor
17. Sensor Bracket
18. Disc Brake Assembly
19. Oil Seal
20. Bearing Retainer Pin
21. Bearing Retainer Pin
22. Drain Plug
23. Capscrew
24. Hardened Washer
25. O-ring
26. Spindle
27. Bearing Spacer
28. Inner Bearing Cone
29. Inner Bearing Cup
30. Seal Assembly
31. Capscrew
32. Hardened Washer
33. O-ring
34. Dowel Pin
35. Speed Sensor Gear
36. Shims
37. Seal Carrier
38. Plate
16 960E-1
Assembly
All mating surfaces of the wheel and brake
components must be clean and dry during
assembly. No thread lubricant is permitted on
these surfaces.
1. Position the spindle vertically (hub end up).
2. Check bearing cones (7) and (28, Figure 50-13)
for a slip fit on spindle (26).
3. Check the threads in the bearing retainer holes
in the end of the spindle to ensure that the
capscrews will thread freely. If not, re-tap the
threads.
4. Install bearing cups (6) and (29) in wheel hub
(1) as follows:
a. Preshrink the cups by packing them in dry ice
or by placing them in a deep-freeze unit.
NOTE: Do not cool below -65 F (-54 C).
b. Install the cups in the wheel hub bores.
c. After the cups have warmed to ambient
temperature, press the cups tight against the
hub shoulder as follows:
Inner cup (29) - Apply 22 680 kg (25 tons) force.
Outer cup (6) - Apply 20 860 kg (23 tons) force.
5. Install spacer (27). If necessary, tap lightly to
seat the spacer against the spindle. The spacer
must fit tightly against the spindle shoulder.
6. Install retainer pin (21) in the pin groove and
install inner bearing cone (28) over the pin and
against the spacer. The cone is a loose fit on the
spindle.
7. Install wheel hub (1) onto spindle (26). Install
outer pin (20) and outer bearing cone (7).
NOTE: To ensure bearing lubrication during initial
operation, lightly lubricate the bearings with clean
hydraulic oil.
To facilitate the bearing adjustment procedure,
do not install the brake assembly at this time.
Wheel bearing adjustment
8. Install bearing retainer (13) onto the spindle
without O-ring (9) and shims (8). The thickness
of the retainer is etched on the surface of the
retainer. This side should be facing outward.
Use five equally-spaced capscrews in order to
secure the retainer. Two capscrews must be
positioned adjacent to the 12.7 mm (0.50 in.)
diameter access holes in the retainer.
9. Seat the wheel bearings using the following
procedure:
a. Tighten the five capscrews to 95 Nm (70 ft
lb). Rotate the wheel hub at least three full
revolutions.
b. Tighten the five capscrews to 190 Nm (140 ft
revolutions.
c. Repeat Step 9b until the torque is
maintained.
d. Loosen the five capscrews and rotate the
hub at least three revolutions.
e. Tighten the five capscrews to 54 Nm (40 ft
revolutions.
f. Repeat Step 9e until the torque is
maintained.
10. Use a depth micrometer to measure and record
the distance between the face of bearing
retainer (13) and spindle (26) through each of
the two 13 mm (0.50 in.) diameter access holes.
11. Add the two dimensions measured in the Step
10. Divide the sum by 2 to obtain the average
depth.
12. Subtract the retainer plate thickness, which is
etched on the surface of bearing retainer (13),
from the result calculated in Step 11. Then
subtract an additional 0.23 mm (0.009 in.).
13. Assemble a shim pack that equals the
dimension calculated in Step 12 within 0.03 mm
(0.001 in.).
NOTE: Measure the shims individually for accuracy.
The above procedure results in a shim pack which
will provide a nominal 0.56 mm (0.022 in.) preload for
the bearings after assembly.
960E-1 17
Example:
Step 11 (average depth) 1.416 in.
Step 12 subtract etched dim. -1.375 in.
Step 12 subtract additional -0.009 in.
Step 13 Required shim pack =0.032 in.
After a shim pack has been determined, the shim
pack, spindle, wheel hub, spacer, and bearings
are now an interdependent group. If any of the
parts are replaced, the shim pack is no longer
valid and a new pack must be calculated.
Seal assembly gap check and adjustment
Before the assembly of the wheel and brake is
complete, the gap between the seal seat and brake
assembly back plate must be measured and adjusted
if necessary.
14. Measure Dimension A (Figure 50-14) from the
spindle flange to the seal seat of the hub.
Record the results.
15. Measure Dimension B (Figure 50-14) from the
spindle flange to the face of the seal cavity of
the brake assembly back plate. Record the
results.
16. Subtract Dimension B from Dimension A.
a. If the result is 63.9 mm (2.52 in.) or less, no
shims are necessary.
b. If the gap is more than 63.9 mm (2.52 in.) or
up to 64.4 mm (2.54 in.), add one shim (36,
Figure 50-13) at each location.
c. If the gap is more than 64.4 mm (2.54 in.) or
up to 64.9 mm (2.56 in.), add two shims (36)
at each location.
d. If the gap is more than 64.9 mm (2.56 in.) or
up to 65.4 mm (2.58 in.), add three shims
(36) at each location.
17. Remove bearing retainer (13), outer cone (7),
retainer pin (20), and wheel hub (1) from spindle
(26) for installation of the brake assembly.
18. Install the necessary number of shims (36) that
was determined in Step 16, seal carrier (37),
and speed sensor gear (35) onto wheel hub (1)
with dowel pins (14) and (34).
19. Lubricate and install O-ring (33). Ensure that the
O-ring is not twisted.
FIGURE 50-14. MEASURING SEAL GAP
18 960E-1
Brake installation
20. Install seal assembly (30, Figure 50-13) into the
seal cavities of the back plate and seal carrier
(37). Install oil seal (19) in the back plate. Pack
the area between the seal lips with grease.
21. Install lifting eyes on the brake assembly and
attach it to an overhead hoist. Lower the brake
assembly onto the hub.
22. Attach brake assembly (18) to wheel hub (1)
with capscrews (23) and hardened washers
(24). Tighten the capscrews to 2 705 135 Nm
(1,995 100 ft lb).
23. Install plates (38) with flat washers and nuts at
three equally-spaced locations around the
wheel.
NOTE: Do not remove the shipping bars until the
inner gear ring of the brake assembly is attached to
the hub.
24. Lubricate and install O-ring (25) onto spindle
(26). Ensure that the O-ring is not twisted.
25. Install the wheel hub/brake assembly onto the
spindle. Align the brake assembly with the
spindle by installing three capscrews (31) with
hardened washers (32) hand-tight only.
26. Install retainer pin (20) and bearing cone (7).
27. Remove plates (38), the nuts and flat washers.
Remove the shipping bars from the brake
assembly.
28. Install remaining capscrews (31) with hardened
washers (32). Tighten all 54 capscrews to 2 705
135 Nm (1,995 100 ft lb).
29. Lubricate and install O-ring (9) onto bearing
retainer (13). Ensure that the O-ring is not
twisted.
30. Install shim pack (8) that was determined in Step
13, bearing retainer (13), capscrews (11), and
hardened washers (12). While rotating the hub,
tighten the capscrews alternately in several
successive increments to a final torque of 1 017
102 Nm (750 75 ft lb).
31. Lubricate and install new O-ring (15) on cover
(5). Install the cover, capscrews (3), and
washers (4). Tighten the capscrews to the
standard torque.
Speed sensor installation and adjustment
32. Install speed sensor (16, Figure 50-13) and
bracket (17). Adjust the sensor as follows:
a. Rotate the hub to position the center line of a
gear tooth directly under the sensor tip.
b. Turn in the sensor until the tip contacts the
gear tooth. Then, back off 1/2 turn.
c. Continue turning out the sensor until the flats
of the sensor housing are perpendicular to
the gear tooth motion (See Figure 50-15).
d. Lock the sensor in place. Rotate the hub 180
degrees to verify that there is enough sensor
clearance. There should be 1 - 2 mm (0.04 -
0.08 in.) of clearance.
33. Install the speed sensor cables.
34. Install the spindle, hub and brake assembly on
the suspension per instructions in Installation.
FIGURE 50-15. SPEED SENSOR ADJ USTMENT
960E-1 19
Removal and installation of rear axle
Removal
1. Park the truck on firm, level ground and chock
the rear wheels to prevent truck movement.
3. Remove the dump body. Refer to Disassembly
and assembly section Body and structures.
4. Block up the truck and remove the rear wheels.
Refer to "Removal and installation of rear
wheel".
5. Loosen the hose clamps and disconnect axle air
blower hose (1, Figure 50-16) from wheel motor
cooling air duct (2) at the front of the rear axle
housing.
6. If equipped, close the pump shutoff valves at
the hydraulic tank.
7. Remove the drain plugs at the bottom of the
rear brake assemblies and drain the oil from the
disc brakes.
8. Disconnect and unclamp the hoses at hydraulic
hose manifold (4) on the left side of the rear axle
housing. Cap the fittings and plug the hoses to
prevent contamination.
9. Remove the wheel motor cable grips at power
cable mount (3) on the right side of the rear axle
housing. Slide the cable grips forward on the
cables.
10. Disconnect the brake system cooling lines at
each brake assembly back plate. Disconnect
the brake apply lines. Cap and plug all
openings.
10. Remove the clamps that secure the brake hoses
to the spindles.
NOTE: For access to components inside the rear
axle housing, the rear hatch can be opened and the
top cover can be removed.
11. Disconnect and cap the parking brake supply
lines to the parking brake on each wheel motor.
12. Remove the wheel motor cooling air exhaust
duct from between the wheel motors.
13. Disconnect all wheel motor power cables and
electrical harnesses at their terminals. Remove
the cable clamps and pull the cables and
harnesses from the rear axle housing.
14. Disconnect and unclamp any electrical
harnesses that are attached to the rear axle
housing as necessary.
15. Remove all automatic lubrication system hoses
and clamps that are attached to the rear axle
housing. Secure the hoses to the frame to
prevent interference during rear axle housing
removal.
16. Remove the wheel motors. Refer to "Removal
and installation of wheel motor".
17. Remove the rear suspensions. Refer to
Disassembly and assembly section
Suspensions.
18. Remove the anti-sway bar. Refer to "Removal
and installation of anti-sway bar".
19. Remove the pivot pin. Refer to "Removal and
installation of pivot pin".
20. Attach an overhead hoist or crane to the lifting
eyes on the rear axle housing and move it away
from the rear of the frame.
FIGURE 50-16. REAR AXLE HOUSING
1. Axle Air Blower Hose
2. Wheel Motor Cooling
Air Duct
3. Power Cable Mount
4. Hydraulic Hose
Manifold
20 960E-1
1. Thoroughly clean the capscrew holes and wheel
motor mounting faces. Re-tap the holes if the
threads are damaged.
2. Check the wheel motor mounting faces for
nicks, scratches and other damage. Inspect all
welds and repair them as necessary.
3. Inspect the pivot pin bearing. If it is worn or
damaged, refer to "Pivot eye and bearing
service".
4. Inspect the brake system relay valve and hoses
inside the rear axle housing for leaks. Repair
leaks or damaged hoses as required.
5. Inspect the hose connections at hydraulic hose
manifold (4, Figure 50-16). Repair leaks or
damaged hoses as required.
6. Inspect the wheel motor power cables,
terminals, cable grips and clamps. Replace any
cables or hardware that is worn or damaged.
All propulsion system power cables must be
properly secured in their wood or other non-
ferrous cable cleats. If any clamps are cracked or
broken, replace them with new parts. Inspect the
cable insulation and replace the entire cable if the
insulation is damaged.
Installation
1. Position the rear axle housing under the frame.
2. Align the pivot pin bores and install the pivot pin.
Refer to Refer to "Removal and installation of
pivot pin".
3. Install the anti-sway bar. Refer to "Removal and
installation of anti-sway bar".
4. Install the rear suspensions. Refer to
Disassembly and assembly section
Suspensions.
5. Connect all automatic lubrication system hoses,
electrical harnesses and clamps to the rear axle
housing.
6. Route the wheel motor power cables and
electrical harnesses through power cable mount
(3, Figure 50-16) and into the rear axle housing.
Clamp them in place. Install the cable grips at
the power cable mount.
7. Install the wheel motors, cables, brake lines and
tires as described later in this section.
8. Connect the hoses to hydraulic hose manifold
(4) on the left side of the rear axle housing.
9. Install the wheel motor cooling air exhaust duct
between the wheel motors.
10. Reconnect axle air blower hose (1) to wheel
motor cooling air duct (2) at the front of the rear
axle housing. Tighten the hose clamps securely.
11. Open the pump shutoff valves. Service the
hydraulic system.
960E-1 21
Removal and installation of anti-sway bar
NOTE: The anti-sway bar mounting arrangement is
identical at each end.
Removal
1. Position the frame and the rear axle housing to
allow use of a puller arrangement to remove
pins (4, Figure 50-17).
2. Securely install blocking between the frame and
the rear axle housing.
3. Disconnect the lubrication lines.
The anti-sway bar weighs approximately 147 kg
(325 lb). Ensure that the lifting device has
sufficient capacity for lifting the load.
4. Position a fork lift or attach an appropriate lifting
device to anti-sway bar (1).
5. Remove capscrews (2) and locknuts (3) at each
mount.
6. Attach a puller and remove pin (4) from each
end of the anti-sway bar.
7. Remove the anti-sway bar from the mounting
brackets.
8. Remove bearing spacers (6) and inspect for
damage and wear. Replace if necessary.
9. If necessary, remove retainer rings (7) from the
bores at both ends of the anti-sway bar and
press out spherical bearings (8).
10. If the bearings are removed, inspect the bearing
bores of the anti-sway bar. If the bores are
damaged, repair or replace the anti-sway bar.
Installation
1. If removed, press new bearings into the anti-
sway bar and install retainer rings (7). Ensure
that the retainer rings are properly seated in the
grooves.
2. Install one bearing spacer (6).
3. Place pin (4) into position at the front of the
frame mount. Push the pin through the spacer
and rotate the pin to align the hole for capscrew
(2) with the hole in the mounting structure.
4. Raise the anti-sway bar into position. Push the
pin through spherical bearing (8), insert the
second bearing spacer, and continue pushing
the pin into the other ear of the bracket. If
necessary, realign the pin with the retainer
capscrew hole.
5. Install capscrew (2) and locknut (3).
6. Repeat the previous steps to install the
remaining pin and spacers at the opposite end
of the bar. Start the pin into the bore from the
rear of the frame mount.
7. Attach the lubrication lines. Pump grease into
the bearing to verify that the line and the
automatic lubrication system are operational.
8. Remove the blocking from between the frame
and the rear axle housing.
9. If necessary, charge the suspensions. Refer to
and suspensions for the proper charging
procedure.
FIGURE 50-17. ANTI-SWAY BAR ASSEMBLY
1. Anti-Sway Bar
2. Capscrew
3. Lockwasher
4. Pin
5. Sleeve
6. Bearing Spacer
7. Retainer Ring
8. Spherical Bearing
22 960E-1
Removal and installation of pivot pin
Removal
1. Park the empty truck on a firm, level surface.
Ensure that the body is resting on the frame.
Block the front and rear of all tires.
2. Release all brakes.
3. Charge the rear suspensions with nitrogen until
the pistons are fully extended. Refer to Testing
and adjusting section Accumulators and
suspensions for the proper charging
procedure.
4. Place blocks or stands under each frame
member beneath the hoist cylinders.
5. Release the nitrogen from the front
suspensions.
6. Release the nitrogen from the rear suspensions.
7. Place a jack under pivot eye (5, Figure 50-18) to
control the downward movement of the front of
the axle housing.
8. Disconnect the pivot eye bearing lube line.
Remove the ground wire between the pivot eye
and frame.
9. Remove three capscrews (2) and lockwashers.
10. Remove seven capscrews (1). Remove pin
retainer (3).
11. Install a puller in tapped holes in the head of
pivot pin (4). Pull out the pin.
NOTE: Placement of a pry bar or jack between the
mounting structure and pivot eye may be necessary
to push the pivot eye downward and away from the
mounting structure. Spacers (7) will fall free.
Installation
1. Raise pivot eye (5) into position.
2. Ensure that the inner race of spherical bearing
(6) is aligned with the pin bore.
3. Install spacers (7). Install pin (4).
4. Position pin retainer (3) by lining up capscrews
(1) with the capscrew holes in the pin. Install
capscrews (1).
5. Rotate the pin and pin retainer to align
capscrews (2) with the holes in the frame
mounting structure. Install capscrews (2) and
the lockwashers.
6. Tighten capscrews (2) to 237 Nm (175 ft lb).
Tighten capscrews (1) to 2 325 Nm (1,715 ft lb).
7. Install the ground wire and the lubrication line.
Pressurize the lube line to ensure that bearing
(6) receives grease.
8. Charge the front suspension. Refer to Testing
procedure.
9. Charge the rear suspensions with nitrogen until
the pistons are fully extended. Refer to Testing
procedure.
10. Release the nitrogen from the rear suspension
then charge them again.
12. Remove the blocks from the wheels.
FIGURE 50-18. PIVOT PIN ASSEMBLY
1. Capscrews (Pin)
2. Capscrews (Retainer)
3. Pin Retainer
4. Pivot Pin
5. Pivot Eye
7. Spacers
960E-1 23
Pivot eye and bearing service
Bearing removal
1. Remove 16 capscrews (5, Figure 50-19) and
locknuts (6).
2. Remove bearing retainers (2).
3. Setup an appropriate tool to press spherical
bearing (4) from pivot eye (1).
4. Inspect all parts for excessive wear and
damage. Replace parts as required.
Spherical bearing O.D.:
266.67 - 266.70 mm (10.4988 - 10.5000 in.)
Spherical bearing I.D.:
177.77 - 177.80 mm (6.9990 - 7.0000 in.)
NOTE: If bearing carrier (3) is damaged or worn,
refer to "Pivot eye repair" for the repair procedure.
Bearing installation
1. Set up an appropriate tool to press spherical
bearing (4) into pivot eye (1). Ensure that the
bearing is centered and properly installed in the
pivot eye to allow proper lubrication.
2. Install bearing retainers (2) using capscrews (5)
and locknuts (6). Tighten the capscrews to the
standard torque.
FIGURE 50-19. PIVOT EYE BEARING
INSTALLATION
1. Pivot Eye
2. Bearing Retainer
3. Bearing Carrier
5. Capscrew
6. Locknut
24 960E-1
Pivot eye repair
The pivot eye weighs approximately 385 kg (850
lb). Ensure that the lifting device has sufficient
capacity for lifting the load.
1. Attach an appropriate lifting device to pivot eye
(4, Figure 50-20).
2. Remove capscrews (2) and flat washers (3).
Remove pivot eye (4) from rear axle housing
(1).
3. Setup an appropriate tool to press the bearing
carrier out of the pivot eye bore.
Bearing carrier I.D. (new):
266.660 0.013 mm (10.4984 0.0005 in.)
Bearing carrier O.D. (new):
292.160 0.013 mm (11.5023 0.0005 in.)
4. Inspect the pivot eye bore for excessive wear
and damage. Replace the pivot eye if
necessary.
Pivot eye bore (new):
292.023 0.013 mm (11.4969 0.0005 in.)
5. Setup an appropriate tool to press the bearing
carrier into the pivot eye bore.
NOTE: With parts of the correct size, the fit of the
bearing carrier into the pivot eye bore may be 0.025 -
0.080 mm (0.001 - 0.003 in.) interference fit. Freezing
the bearing carrier will ease installation.
The lubrication groove in the outer diameter of
the bearing carrier must be aligned with the
lubrication fitting hole in the pivot eye.
6. Press the bearing carrier into the bore. Ensure
that the carrier is pressed fully into the pivot eye
bore and flush with the sides to allow proper
lubrication.
7. Install spherical bearing (4, Figure 50-19) into
the pivot eye. Refer to "Bearing installation".
8. Ensure that the mating surfaces of rear axle
housing (1, Figure 50-20) and pivot eye (4) are
clean and not damaged.
9. Attach an appropriate lifting device to pivot eye
(4). Lift the pivot eye into position on the front of
the rear axle housing. Insert several capscrews
(2) and flat washers (3) to align the parts.
Remove the lifting device.
10. Install the remaining capscrews and flat
washers. Tighten the capscrews alternately until
the pivot eye is properly seated, then tighten the
capscrews to 2 630 263 Nm (1,940 194 ft
lb).
FIGURE 50-20. PIVOT EYE ATTACHMENT
2. Capscrew
3. Flat Washer
4. Pivot Eye
960E-1 25
Removal and installation of wheel motor
Preparation
Read and observe the following instructions before
attempting any repairs on propulsion system
components.
Do not step on or use any power cable as a
hand hold when the engine is running.
All removal, repairs and installation of
propulsion system electrical components,
cables, etc, must be performed by an
electrical maintenance technician properly
trained to service the system.
In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify that the
propulsion system does not have dangerous
voltage levels present before repairs are
started.
After the truck is parked in position for the repairs, the
truck must be shut down properly to ensure the
safety of those working in the area of the wheel
motors, and possibly the electrical cabinet and
retarding grids. Refer to the shutdown procedure in
Index and foreword section Operating instructions
to ensure that the electrical system is properly
discharged before repairs are started.
Removal
NOTE: If suitable equipment is available to lift the
wheel motor assembly from the axle housing, it is not
necessary to remove the dump body. The equipment
used must be capable of lifting and supporting the
weight of the complete wheel motor assembly. It must
also be mobile and capable of aligning the wheel
motor with the axle housing mounting flange during
installation. If the wheel motor must be removed by
use of a crane or overhead hoist, refer to
Disassembly and assembly section Body and
structures, for dump body removal instructions.
1. Block up the truck and remove the rear wheels.
Refer to "Removal and installation of rear
wheel".
NOTE: Ensure that additional capscrews have been
installed to provide support for the wheel motor
transmission housing while the rear tires are
removed.
2. If equipped, close the pump shutoff valves at
the hydraulic tank.
3. Remove the drain plugs at the bottom of the
rear brake assemblies. Drain the oil from the
disc brakes into a suitable container.
4. Disconnect the brake system cooling lines and
apply lines at each brake assembly backplate.
Cap and plug the hoses and ports.
5. Remove the clamps that secure the brake
hoses to the spindles.
NOTE: For access to components inside the rear
axle housing, the rear hatch can be opened and the
top cover can be removed.
6. Disconnect and cap the supply lines to the
parking brake on each wheel motor.
8. Disconnect all wheel motor power cables and
electrical harnesses at their terminals. Remove
the cable clamps and pull the cables and
harnesses from the rear axle housing.
9. Tie up any cables and hoses as necessary to
prevent damage during wheel motor removal.
26 960E-1
Each complete wheel motor assembly weighs
approximately 18,500 kg (40,800 lbs). Ensure that
the lifting device is capable of handling the load
safely.
10. Attach lifting device to wheel motor assembly.
Do not allow the lifting device to contact the
brake housing.
11. Remove capscrews (1, Figure 50-21) and
hardened washers (2) that secure the wheel
motor to the rear axle housing.
12. Move the wheel motor assembly out of the axle
housing. Be careful not to damage the brake
hoses if they were not removed previously.
13. Refer to the appropriate GE service information
for wheel motor repair instructions.
1. Thoroughly clean the capscrew holes and
mounting faces of the rear axle housing and the
wheel motor. Re-tap the holes if the threads are
damaged.
2. Check the wheel motor mounting faces for
nicks, scratches and other damage. Inspect all
welds and repair them as necessary.
3. Inspect the brake system relay valve and hoses
inside the rear axle housing for leaks. Repair
leaks or damaged hoses as required.
4. Inspect the wheel motor power cables,
terminals, cable grips and clamps. Replace any
cables or hardware that is worn or damaged.
ferrous cable cleats. If clamps are cracked or
broken, replace them with new parts. Inspect
cable insulation and replace entire cable if
High tightening force is required on wheel motor
mounting capscrews. Repeated tightening will
cause capscrew material to fatigue and break. Do
not reuse wheel motor mounting capscrews and
washers more than twice after original
installation. The mounting hardware must be
replaced after the third use.
FIGURE 50-21. WHEEL MOTOR REMOVAL
1. Capscrews
2. Hardened Washers
960E-1 27
The following method is suggested to control the
"3 - Use" maximum:
1. Punch mark the capscrew heads with a center
punch after each tightening as follows:
Initial Installation . . . . . . . . . . . . . . . . Zero marks
Second Installation . . . . . . . . . .One punch mark
Third Installation. . . . . . . . . . . . Two punch marks
2. Before installation, inspect each capscrew for
any defects and check the number of punch
marks.
3. Replace capscrews and washers if two punch
marks are evident. Do not reuse the capscrews
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 the
mounting hardware if the truck was operated
with the wheel motors in a loose joint condition.
Replace wheel motor mounting hardware with
original Komatsu parts.
NOTE: The hardened washers used in this
application are punched during the manufacturing
process. Therefore, they must be assembled with the
punch lip away from head of the mounting capscrews
to prevent damage to the fillet between capscrew
head and shank. Refer to Figure 50-22.
Installation
The wheel motors must be properly aligned
before installing them into the axle housing. The
wheel motor has markings which help determine
installation orientation. Two sets of dimples are
located at the 3 oclock and 9 oclock positions. A
centerline symbol marks the 12 oclock position
of the wheel motor. Refer to Figure 50-24.
The axle housing also contains dimples at the 3
oclock and 9 oclock positions next to the wheel
motor mounting rings. Refer to Figure 50-23.
When installing the wheel motors, ensure the
markings on both components line up. The top
capscrew hole on the axle housing may also be
determined by counting the holes in between the
two sets of punch marks. The top hole on the axle
housing should line up with the CL stamping
on the wheel motor.
FIGURE 50-22. MOUNTING HARDWARE
1. Washer
2. Capscrew
Punch Marks
FIGURE 50-23. AXLE HOUSING DIMPLE
MARKINGS
28 960E-1
1. Install two guide pins 180 degrees apart in the
rear axle housing.
Each complete wheel motor assembly weighs
approximately 18,500 kg (40,800 lbs). Ensure that
the lifting device is capable of handling the load
safely.
2. Lift the wheel motor into position on the rear
axle housing. Ensure that all cables and lines
are clear before installation. If the brake system
hoses have not been removed, guide the hoses
through the spindle holes during installation.
3. Install lubricated capscrews (1, Figure 50-21)
and flat washers (2) to secure the wheel motor
to the rear axle housing. Snug all capscrews
until the wheel motor is seated against the axle
housing flange at all points. Tighten alternating
capscrews 180 degrees apart to 2 007 Nm
(1,480 ft lbs).
4. Connect all power cables and electrical
harnesses to their appropriate locations on the
wheel motor.
ferrous cable cleats. If clamps are cracked or
broken, replace them with new parts. Inspect
cable insulation and replace the entire cable if
5. Connect the brake apply line to the port on the
brake assembly back plate.
6. Install the brake cooling hoses with new O-
rings.
7. Use Uniseal 310S Sealant to seal the gap
around the brake cooling hoses where cooling
hoses pass through spindle holes. Install the
clamps.
NOTE: Uniseal 310S Sealant comes as a 2-inch wide
x 1/8 inch thick x 120 inch long roll and can be
ordered from:
Uniseal
1800 W. Maryland Street
Evansville, IN 47712
FIGURE 50-24. WHEEL MOTOR DIMPLE MARKINGS
960E-1 29
NOTE: Brake system hoses must be sealed where
they pass through axle spindle holes to prevent
cooling air loss.
8. Attach the parking brake supply lines to the
parking brake on each wheel motor.
9. Install the wheel motor cooling air exhaust duct
between the wheel motors.
10. If equipped, fully open all shutoff valves in the
pump suction lines. The valves are fully open
when the valve handle is in line with the hose.
Serious pump damage will occur if any shutoff
valve is not fully open when the engine is started.
11. Fill the hydraulic tank with clean type C-4 Check
the wheel motor oil level. Rotate a magnetic
plug to the 6 oclock position and remove the
plug. The oil level should be even with the
bottom of the plug opening. Refer to Figure 50-
25. Fill the wheel motor as necessary.
12. Check the hydraulic tank oil level before and
after engine startup and the brake bleeding
procedure. Service as necessary.
13. Bleed any trapped air from the brake apply line.
Refer to Testing and adjusting section Brake
system.
14. Remove the temporary capscrews that were
previously installed in wheel motor transmission
housing mounting flange.
15. Install the tires and rims. Refer to "Removal and
installation of rear wheel".
16. Raise the truck and remove the support stands.
Lower the truck and remove the jack.
FIGURE 50-25. WHEEL MOTOR OIL LEVEL
30 960E-1
960E-1 Dump truck
960E-1 1
CEN50003-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
Brake system
Removal and installation of brake valve ............................................................................................................... 3
Disassembly and assembly of brake valve........................................................................................................... 4
Removal and installation of dual relay valve........................................................................................................11
Disassembly and assembly of dual relay valve .................................................................................................. 13
Removal and installation of brake manifold........................................................................................................ 15
Disassembly and assembly of brake manifold.................................................................................................... 16
Removal and installation of brake accumulator .................................................................................................. 17
Disassembly and assembly of brake accumulator.............................................................................................. 18
Disassembly and assembly of wheel brake........................................................................................................ 21
Removal and installation of parking brake.......................................................................................................... 33
Disassembly and assembly of parking brake...................................................................................................... 35
2 960E-1
NOTES
960E-1 3
Removal and installation of brake valve
Removal
NOTE: If the brake valve is to be removed from the
truck, additional equipment will be required as
outlined in the disassembly and assembly
procedures. Minor repairs and service adjustment
may not require the removal of the brake valve.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or installing
test gauges, always depressurize the steering
accumulators and the brake accumulators.
switch ON, engine off) and apply the service
come on.
4. Close the bleed down valves by rotating them
clockwise.
5. Remove the access panel at the front of the
operator cab.
6. Tag and remove all hydraulic lines from the
brake valve. Plug all lines and ports to prevent
possible contamination. Remove all valve
fittings except the fitting at port PX.
7. Disconnect the retarder pedal harness.
lockwashers (2) that secure brake valve (3) to
the mounting structure.
9. Slide the brake valve assembly downward and
remove it from the cab. Move the brake valve
assembly to a clean work area for disassembly.
(Rear Brake)
(Front Brake)
FIGURE 50-2. BRAKE VALVE REMOVAL
1. Capscrews
2. Lockwashers
3. Brake Valve
Assembly
4 960E-1
Installation
1. Place brake valve assembly (3, Figure 50-2)
into position in the cab and secure it with
capscrews (1) and lockwashers (2). Tighten the
capscrews to the standard torque.
2. Remove the plugs from the brake valve
assembly and hydraulic lines. Install all fittings
and connect the lines securely to the brake
valve assembly.
3. Connect the retarder pedal harness to the truck
harness.
4. With the engine off and the key switch OFF,
open both brake accumulator bleed down
valves (1, Figure 50-1) and (3). Precharge both
brake accumulators to 9650 kPa (1400 psi).
NOTE: For best performance, charge the
accumulators in the temperature conditions that the
vehicle is expected to operate in. During the
precharge, allow the temperature of the nitrogen gas
to come into equilibrium with the ambient
temperature.
5. Close both accumulator bleed down valves after
the accumulators have been properly charged.
6. Before checking the brake valve operation, the
steering accumulators must have the proper
nitrogen precharge. Refer to Testing and
adjusting section Accumulators and
suspensions for the accumulator charging
procedure.
7. Start the engine. Partially apply the brakes and
open the supply plug at each wheel to the bleed
air from brake lines and brakes. Close the
supply plug after the bubbles disappear. Refer
to Tesing and adjusting section Brake system
for additional information on bleeding the
brakes.
8. Check for oil leaks at the brake valve.
Disassembly and assembly of brake
valve
Disassembly
1. If not already removed, remove electronic
retarder pedal (16, Figure 50-3) from the brake
pedal by removing pivot shaft (8).
NOTE: During disassembly, precision machined parts
should be ink marked or tagged to ensure proper
reassembly and minimize adjustment time. All items
must be placed back into the bores from which they
were removed.
2. Match mark each section of the brake valve
before disassembly.
3. Drain the oil from all ports of the brake valve by
rotating the valve over a suitable container.
4. Secure the brake valve in an upright position in
a vice.
5. Remove brake pedal actuator (17) by removing
retainer clips (2), then removing pivot shaft (3)
with a punch and hammer.
6. Remove four button head allen screws (3,
Figure 50-4) that secure boot retainer plate (4).
7. Remove boot retainer plate (4), boot (2), and
actuator cap (1) as an assembly by grasping the
boot and gently lifting it from the valve body.
8. Remove capscrews (31, Figure 50-5) and plate
(30).
9. Remove and discard O-ring (22) and face seals
(23).
10. Loosen the locknuts on actuator plunger (2).
Loosen the socket head capscrew from
adjustment collars (1).
11. Unscrew and remove the adjustment collars.
12. Remove two socket head capscrews (5, Figure
50-4) that retain actuator base (6) to the valve
body.
13. Remove the actuator base from the valve body.
14. Remove the controller from the vice.
960E-1 5
FIGURE 50-3. BRAKE VALVE WITH RETARD PEDAL
1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
7. Nylon Bearing
8. Pivot Shaft
9. Shim
10. J am Nut
11. Capscrew
12. Pedal Structure
13. Pad
14. Nut
15. Capscrew
16. Electronic Retarder Pedal
17. Brake Pedal Actuator
18. Spring Pivot (Lower)
19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. J am Nut
6 960E-1
15. Remove four capscrews (29, Figure 50-5) and
washers (28) from the base of the valve.
16. Remove base plate (27).
17. With the valve upright, retaining plug (26) should
fall out. If the plug does not fall out, lightly tap
the valve body to dislodge the plug.
NOTE: Spools (8), reaction plungers (16) and (17),
and spool return springs (15) may fall out at this time.
Keep the parts separate so they can be installed in
the same bores from which they were removed. "B1"
reaction plunger (16) is larger than "B2" reaction
plunger (17).
18. Remove O-ring (25) from the counterbore in the
base of the valve body. Discard the O-ring.
19. With the controller upright on the work bench,
hold the valve with one hand and push "B1"
actuator plunger (2) down with the other hand
until regulator sleeve (14) becomes loose.
20. Repeat the Step 19 to loosen the "B2" regulator
sleeve.
21. Turn the valve on its side on the work bench and
remove both regulator sleeves (14) from the
valve body.
NOTE: Throughout the following steps, it is important
to keep the circuits and circuit components identified
as to which side of the unit they came from. For a
given circuit, all the components have a tolerance
stack which could vary. Keep the "B1" and "B2" parts
separate. Springs (5) and (6) are also different in the
"B1" and "B2" bores.
22. Remove regulator spools (8), reaction plungers
(16) and (17), and spool return springs (15) from
regulator sleeves (14).
23. Remove plunger return springs (4), regulator
springs (5) and (6), and spring seats (7) from
the valve body.
24. Remove actuator plungers (2) by pushing down
(toward the bottom of the valve) on the actuator
plunger with your hand until the actuator plunger
slides out.
25. Remove Glyde ring assembly (3) from the
actuator plunger.
26. Remove O-rings (10), (12), and (13), and teflon
backup rings (9) and (11) from the regulator
sleeves. Discard the O-rings and backup rings.
27. Remove wiper seals (18), poly-pak seals (20),
and orange backup rings (19) from the actuator
section of the valve. Discard the seals and
backup rings.
FIGURE 50-4. ACTUATOR CAP & BOOT
1. Actuator Cap
2. Boot
3. Capscrew
4. Retainer Plate
5. Capscrew
6. Actuator Base
7. Threaded Insert
960E-1 7
FIGURE 50-5. BRAKE VALVE COMPONENTS
1. Adjustment Collar
2. Actuator Plunger
3. Glyde Ring Assembly
4. Plunger Return Spring
5. Regulator Springs
6. Regulator Springs
7. Spring Seats
8. Regulator Spool
9. Backup Ring
10. O-Ring
11. Backup Ring
12. O-Ring
13. O-Ring
14. Regulator Sleeve
15. Spool Return Spring
18. Wiper Seal
19. Backup Ring
20. Poly-Pak Seal
21. Valve Body
22. O-Ring
23. Face Seals
24. Set Screw Orifice Plug
25. O-Ring
26. Retaining Plug
27. Base Plate
28. Washer
29. Capscrew
30. Plate
31. Capscrew
8 960E-1
1. Clean all metal parts with solvent and air dry.
2. Inspect plunger (2, Figure 50-5) for wear on the
sides where it moves through the seals. If axial
grooves are seen or if any wear is apparent,
replace the plunger.
3. Place regulator spool (8) into its sleeve (14).
Push the spool lightly through the sleeve. The
spool must be able to move freely and smoothly
the entire length of the sleeve. If it cannot, it
must be replaced. Never replace just the spool
or sleeve. They must be replaced as a matched
set.
4. Inspect each spring carefully for cracks and
breaks. Any spring with a crack or break must
be replaced. Also, if the valve was not reaching
proper regulated pressure, replace all regulator
springs.
5. Inspect threaded inserts (7, Figure 50-4) in
actuator base (6). If any of the threads are
damaged, the inserts must be replaced.
6. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep the
components protected from contamination.
Assembly
Actuator base threaded inserts
1. If any threaded inserts (7, Figure 50-4) were
removed from actuator base (6), position the
actuator base upside down on the work bench
and support it directly under each of the four
mounting holes.
2. Install the threaded inserts into the actuator
base by tapping lightly with a small hammer until
the insert flanges become flush with the
actuator base. To avoid breaking the base,
make sure that the base is supported.
3. Thoroughly clean the actuator base and set it
aside.
Boot and cap
4. Examine boot (2) for any cracks, tears, or other
damage. If damage is evident, the boot must be
replaced.
5. If damaged, remove the boot from actuator cap
(1) and discard the old boot. Thoroughly clean
the sides of the cap by using a knife or suitable
scraper to scrape the lip where the cap contacts
the boot. Clean the cap thoroughly to remove all
adhesive or particles of the old boot.
6. Apply a thin bead of Loctite
Prism 410 onto the

upper sides of the cap. Apply the bead to the
two long sides only. Do not apply it to the
rounded ends. The rounded ends must not be
sealed to allow the boot to breathe.
7. Carefully position the cap into the new boot
groove. Wipe off any excess glue.
8. Position the boot so that it conforms to the
contour of the cap, then set it aside. The
adhesive requires about 30 minutes to cure.
960E-1 9
Valve body seal installation
9. Install poly-pak seal (3, Figure 50-6) in the seal
groove first. Position the seal in the groove so
that the internal O-ring inside the poly-pak seal
is facing down toward the bottom of the valve.
10. Make sure that the internal O-ring is still seated
inside the poly-pak seal and did not get
dislodged during installation. Position the poly-
pak seal to the bottom of the groove.
11. Install orange backup ring (4) on top of the poly-
pak seal. Start it by hand and then continue to
work into the groove either by hand or by using
an O-ring installation tool.
12. Install wiper seal (5) in the top counterbore.
Position the seal in the groove so that the
register lip is facing up toward the actuator.
13. Repeat Steps 9 - 12 for the second bore.
Regulator sleeve O-Ring installation
14. Install O-ring (2, Figure 50-7) onto the smallest
groove (on the top) of regulator sleeve (3).
Install O-ring (5) onto the middle groove on the
regulator sleeve. Install O-ring (6) onto the
largest groove (on the bottom) on the regulator
sleeve.
15. Install split nylon backup ring (4) onto each side
of O-ring (5) located in the middle of the
regulator sleeve.
16. Install one split nylon backup ring behind O-ring
(2) located at the top end of the sleeve. (This O-
ring is the smallest of the three O-rings.)
Position the backup ring so that it is next to the
top of the regulator sleeve. The top of the sleeve
is the end with the smallest outside diameter.
17. Repeat Steps 14 - 16 for the second regulator
sleeve.
1. Actuator Plunger
2. Valve Body
3. Poly - Pak Seal
4. Backup Ring
5. Wiper Seal
6. Actuator Base
FIGURE 50-6. VALVE BODY SEAL INSTALLATION
1. Backup Ring
2. O-Ring
3. Regulator Sleeve
4. Backup Ring
5. O-Ring
6. O-Ring
FIGURE 50-7. SLEEVE SEAL PLACEMENT
10 960E-1
Actuator plunger O-ring installation
18. Install an O-ring (3, Figure 50-5) into the O-ring
groove located at the large diameter end of
actuator plunger (2).
19. Install a split Glyde ring (3) over the O-ring.
Twist and squeeze the split Glyde ring into a
small circle before installing it to ensure a tight
fit over the O-ring.
20. Repeat Steps 18 and 19 for the second plunger.
Assembly of valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 24 before
starting on the other side (circuit). Be careful to
assemble components into the circuit from which they
were removed.
21. Lightly lubricate actuator plunger Glyde ring (3,
Figure 50-5). Install B1 actuation plunger (2)
into the B1 circuit.
NOTE: Be careful not to damage or cut the Glyde ring
during installation. Observe the Glyde ring assembly
through the tank port as the plunger is being installed.
It may be necessary to work Glyde ring (3, Figure 50-
8) past sharp edges (4) in valve body (2) to prevent
damage to the seal. Ensure that the actuation
plunger (1) is completely seated and bottomed.
22. Repeat Step 21 for the B2 actuation plunger.
23. Install the plunger return spring (4), regulator
springs (5) and (6), and spring seat (7) into the
appropriate circuit. If spring seat does not seat
correctly on top of the control spring, lightly
shake the valve to correctly position the spring
seat.
24. Lightly lubricate regulator spool (8). Install the
regulator spool into the regulator sleeve (14).
The spherical end of the spool should be at the
top of the regulator sleeve. The top of the sleeve
is the end with the smallest outside diameter.
25. Push the spool lightly through the sleeve. The
spool must move freely and smoothly the entire
length of the sleeve. If it cannot, the spool must
be replaced. Never replace just the spool or
sleeve. They must be replaced as a matched
set.
26. Remove the spool from sleeve before installing
the sleeve into the valve body.
27. Lightly lubricate O-rings (10), (12) and (13) on
the regulator sleeve.
28. Install the regulator sleeve assembly into the
correct circuit in the valve. Make sure that the
spring seat is correctly seated in the regulator
spring before installing the regulator sleeve
assembly. Push the sleeve into the bore until the
sleeve retaining flange at the base of the sleeve
contacts the valve body.
29. Install spool return spring (15) into regulator
spool (8).
30. Insert reaction plunger (16) or (17) into the
regulator spool.
31. Install regulator spool (8) into regulator sleeve
(14).
32. Repeat Steps 24 - 31 for the second circuit.
33. Lightly lubricate large retainer plate O-ring (25)
and install it into the counterbore in the bottom
end of the valve.
34. Install retainer plug (26) into the counterbore on
the bottom of the valve. Make sure that the
steps on the retainer plug are facing the
counterbore or toward the top of the valve.
35. Install base plate (27) on top of the retainer plug.
Tighten four allen screws (29) evenly,
alternating diagonally, in order to evenly seat
the regulator sleeve assembly. Then tighten the
screws to a final torque of 16 - 17 Nm (140 - 150
in lb).
1. Actuator Plunger
2. Valve Body
3. Glyde Ring
4. Sharp Edges
FIGURE 50-8. GLYDE RING INSTALLATION
960E-1 11
36. Using a new O-ring (22) and seal (28), install
plate (30) on valve body.
37. Install actuator base (6, Figure 50-4) on top of
the valve. Position the actuator base properly
for correct port direction. Install and tighten two
socket head capscrews (5) to 20 - 21 Nm (180 -
190 in lb).
38. Screw adjustment collars (1, Figure 50-5) onto
the top of actuator plungers (2). Screw them all
the way down until they bottom on the threads.
Brake pedal actuator to brake valve installation
39. Install jam nut (22, Figure 50-3) and set screw
(21) into brake pedal actuator (17).
40. Insert nylon bushings (4) into the brake pedal
actuator.
41. Install one retainer clip (2) to one end of pivot
shaft (3).
42. Align pedal structure (12) with brake valve (1)
and partially insert pivot shaft (3). Move the
pedal structure to the B2 side of the valve and
insert shims (5) between the pedal structure and
the brake valve ear to fill the gap. Fully insert
the pivot shaft. Install the remaining retainer clip.
43. Assemble spring assembly (19) and install the
complete assembly onto the brake pedal
actuator as shown.
Install the spring assembly with the larger ball
socket end pointing to the pedal structure and
smaller end toward the valve assembly.
NOTE: When the pedal is adjusted properly, the
spring assembly will not interfere with pedal travel.
Retard pedal to brake pedal installation
44. Install nylon bearings (7) in retard pedal (16).
45. Install retard pedal (16) onto brake pedal
actuator (17) with pivot shaft (8). Install two
retainer clips (6).
46. With jam nut (10) loose, adjust capscrew (11)
until the roller on the retard pedal just contacts
the brake pedal actuator. Tighten jam nut (10).
Removal and installation of dual relay
valve
Removal
test gauges, always bleed down the steering and
brake accumulators.
come on.
clockwise.
NOTE: Follow Steps 2 and 3 to remove the front
brake circuit dual relay valve or Steps 4 through 7 to
remove the rear brake circuit dual relay valve.
(Rear Brake)
(Front Brake)
12 960E-1
Front brake circuit
5. Tag and remove all hydraulic lines from dual
relay valve (1, Figure 50-10). Plug all lines and
ports to prevent possible contamination.
6. Remove two capscrews and washers that
secure the valve to the rear wall of the hydraulic
brake cabinet. Remove the valve and move it to
a clean work area for disassembly.
Rear brake circuit
7. Open the access hatch on the rear axle
housing. Remove the capscrews that secure the
duct tube to the axle housing. Remove the tube.
9. Tag and remove all hydraulic lines from dual
relay valve (1, Figure 50-11). Plug all lines and
10. Remove two capscrews and washers that
secure the valve to the mounting bracket.
Remove the valve and move it to a clean work
area for disassembly.
Installation
1. Install the dual relay valve in the hydraulic brake
cabinet (front brake circuit) or rear axle housing
(rear brake circuit). Install the two mounting
capscrews and lockwashers to secure the valve.
Tighten the capscrews to the standard torque.
2. Unplug all hoses and fittings and attach the
hoses to the proper valve ports.
3. Start the engine and check for leaks and proper
brake operation. Shut off the engine.
4. For the rear brake circuit dual relay valve,
reinstall the wheel motor cooling air duct
between the wheel motors. Reinstall the tube in
the axle access opening and close the hatch.
FIGURE 50-10. DUAL RELAY VALVE -
FRONT BRAKE CIRCUIT
1. Dual Relay Valve
FIGURE 50-11. DUAL RELAY VALVE -
REAR BRAKE CIRCUIT
1. Dual Relay Valve
960E-1 13
Disassembly and assembly of dual relay
valve
Disassembly
The parts installed in the valve body for the B1
and B2 bores are identical. However, the parts
must not be interchanged between the two bores.
1. Thoroughly clean the valve to remove any dirt
accumulation. Drain the oil from all valve ports
by rotating the valve over a suitable container.
2. Use a felt tip pen to mark manifold body (1,
Figure 50-12) and valve body (2) to ensure
correct reassembly.
NOTE: As the valve is disassembled, lay out the
parts in the order of disassembly. Note the valve body
bore from which the parts are removed. The parts
must be reinstalled in the same bore from which they
are removed.
3. Secure the valve in an upright position in a vice.
4. Remove two socket head capscrews (3) that
hold manifold body (1) to valve body (2).
Remove the manifold body and discard O-rings
(18).
5. Remove plungers (16) and sleeves (17).
6. Remove the controller from the vice.
7. Remove four capscrews and washers (7) from
the base of the valve.
8. Remove sleeve retainer (6).
10. With the valve upright, plug (5) should fall out. If
not, tap the valve body lightly to dislodge it.
11. Remove spools (12), reaction plungers (8) and
spool return springs (11). Keep the parts
separate so they can be installed in the same
spool from which they were removed.
12. Remove and discard packing (4) from the
counterbore in the base of the valve body.
13. Turn the valve on its side on the work bench and
remove sleeves (9) from the valve body.
14. Remove and discard seal (10), O-rings (22) and
(24), and backup rings (21) and (23).
15. Remove spring seats (13) and (15) and
regulator springs (14).
FIGURE 50-12. DUAL RELAY VALVE
1. Manifold Body
2. Valve Body
3. Capscrew
4. Packing
5. Plug
6. Sleeve Retainer
7. Capscrews & Washers
8. Reaction Plunger
9. Sleeve
10. Seal
11. Spool Spring
12. Regulator Spool
13. Lower Spring Seat
14. Regulator Spring
15. Upper Spring Seat
16. Plunger
17. Sleeve
18. O-Ring
19. Plug
20. Backup Ring
21. O-Ring
22. Backup Ring
23. O-Ring
14 960E-1
1. Clean all metal parts with solvent and air dry.
2. Apply a light film of type C-4 hydraulic oil to
plungers (16, Figure 50-12) and insert them into
sleeves (17). The sleeves must slide smoothly
and freely in the sleeve bores. If the parts do not
slide smoothly or excessive wear is apparent,
replace both the sleeve and plunger.
3. Apply a light film of oil to regulator spools (12)
and slide them into sleeves (9). The spools
must slide smoothly and freely in the sleeve
bores. If the parts do not slide smoothly or
excessive wear is apparent, replace both the
sleeve and spool.
4. Inspect each spring carefully for cracks and
breaks. Any spring with a crack or break must
be replaced. If the valve was not reaching the
proper regulated pressure, replace the regulator
springs.
5. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep the
components protected from contamination.
Assembly
1. Install sleeves (17, Figure 50-12) in the bores in
the top of valve body (2).
2. Install plungers (16) in the sleeves as shown in
Figure 3-10.
3. Apply a film of oil to O-rings (18) and position
them in the grooves on top of the valve body.
4. Position manifold body (1) on valve body (2) by
aligning the marks that were made during
disassembly.
5. Secure the manifold to the valve body with two
socket head capscrews (20). Tighten the
capscrews finger-tight only.
6. Preassemble upper spring seat (15), spring (14)
and lower spring seat (13). Insert this assembly
into the bore from the bottom of the valve. Make
sure that the upper spring seat is positioned
against plunger (16). Repeat for the other bore.
7. Install sleeve packing seal (10). Refer to Details
A and B in Figure 50-12 and install O-rings
(22) and (24) and backup rings (21) and (23) in
the grooves of sleeve (9).
8. Apply a light film of oil to the sleeve seals.
Carefully push sleeves (9) into their respective
bores in the valve body until the flange at the
base of each sleeve contacts the valve body.
9. Preassemble regulator spool (12) as follows:
a. Insert spool springs (11) into the spool bore.
b. Insert reaction plungers (8) into the spool
bores and springs.
10. Install the regulator spool assemblies into their
respective sleeve bores. The spherical end
must be inserted toward the spring seat. Push
them into the bore until contact is made with the
lower spring seat.
11. Install sleeve retainer plug packing (4) in the
valve body.
12. Verify that spring seats (13) and (15) are
positioned properly in regulator springs (14) and
that reaction plunger (8) slides smoothly in its
bore. Install retaining plug (5) in the valve body
counterbore.
13. Position sleeve retainer (6) on the valve body.
Install four capscrews and washers (7). Tighten
the capscrews evenly to properly seat plug (5) in
the counterbore. Then tighten the capscrews to
a final torque of 16 - 17 Nm (140 - 150 in lb).
14. Tighten two capscrews (3) that hold manifold
body (1) to valve body (2) to 20 - 21 Nm (180 -
190 in lb).
15. Install plugs (19) in the manifold body ports.
Tighten the larger plugs to 31 - 34 Nm (275 -
300 in lb). Tighten the smaller plugs (installed in
the TC1 and TC2 ports) to 10 - 11 Nm (90 -
100 in lb).
960E-1 15
Removal and installation of brake
manifold
Removal
NOTE: If the brake manifold is leaking oil, an O-ring
or cartridge can be replaced without removing the
manifold from the truck. Refer to "Disassembly and
assembly of brake manifold".
test gauges, always bleed down the steering and
brake accumulators.
come on.
clockwise.
NOTE: If the manifold must be removed from the
truck, disconnect only the hydraulic lines and wires
that are necessary to allow removal.
5. Disconnect and plug all necessary lines and
6. Remove the mounting hardware and move the
brake manifold to a clean work area for
disassembly.
Installation
1. Place the brake manifold into position in the
hydraulic brake cabinet. Install and tighten the
mounting hardware to the standard torque.
2. Remove all plugs and connect all lines and
electrical connections to the proper locations.
3. Start the engine. Check for leaks and for proper
operation.
4. Shut off the engine and make sure that the
hydraulic tank is filled to the proper level.
1. Accumulator Bleed Down Valve (Rear Brake)
2. Accumulator Bleed Down Valve (Front Brake)
3. Check Valve
4. Pressure Reducing Valve
5. Auto Apply Sequence Valve
6. Check Valve
7. Load Shuttle Cartridge
8. Hot Oil Cartridge
9. Check Valve
10. Brake Lock Solenoid Valve
11. Parking Brake Solenoid Valve
12. Auto Apply Solenoid Valve
16 960E-1
manifold
Disassembly
1. Mark all plugs, valves and cartridges before
removal to ensure proper assembly.
2. Remove the plugs, valves and cartridges as
needed.
NOTE: Check valve (3, Figure 50-12) and reducing
valve (4) both have an orifice disc located below
them. The two orifices are different sizes. Therefore,
it is very important to properly match each orifice with
the correct installation location.
3. Clean all parts with an approved cleaning
solution.
4. Blow all parts dry with pressure air and protect
them from dust and any foreign matter until
installation.
5. Replace all O-rings and any other items that are
deemed unsuitable for further usage.
Assembly
1. Install new O-rings on all components that were
removed from the manifold.
2. Coat all bores, cartridges and O-rings with clean
C-4 hydraulic oil.
NOTE: Do not overtighten any cartridges and valves.
Damage to the cartridge may occur.
3. Install auto apply solenoid valve (12, Figure 50-
13). Tighten the cartridge to 25 - 27 Nm (18 - 20
ft lb). Tighten the solenoid nut to 5 - 7 Nm (4 - 5
ft lb).
4. Install brake lock solenoid valve (10) and
parking brake solenoid valve (11). Tighten the
cartridges to 34 - 36 Nm (25 - 27 ft lb). Tighten
the solenoid nut to 7 - 9 Nm (5 - 7 ft lb).
5. Before installing check valves (3), (6), and (9),
or reducing valve (4), refer to Figure 50-14 for
proper orifice disc installation. The orifice discs
must be installed in the direction shown for
proper operation.
Check valve orifice - 1.58 mm (0.062 in.)
Reducing valve orifice - 2.54 mm (0.100 in.)
6. Install all remaining cartridges in the bores from
which they were removed (See Figure 50-13).
Tighten each cartridge to 34 - 36 Nm (25 - 27 ft
lb).
FIGURE 50-14. ORIFICE INSTALLATION
1. Cartridge
2. Brake Manifold
3. Cavity
4. Orifice Disc
960E-1 17
Removal and installation of brake
accumulator
Removal
come on.
clockwise.
5. Remove protective cover (3, Figure 50-15) from
the charging valve guard on top of the
accumulator.
6. Install a charging valve kit onto the accumulator
charging valve. Use the charging kit to release
nitrogen from the accumulator that is to be
removed. Refer to Disassembly and assembly
section General information for more
information.
7. Disconnect oil line (6) from the bottom hydraulic
port. Cap the port and hose fitting to prevent
contamination.
8. Attach a lifting device to accumulator.
Each accumulator weighs approximately 100 kg
(220 lb). Ensure that the lifting device has
adequate capacity for handling the load.
9. Remove accumulator mounting clamps (5) and
lift the accumulator off the mounting pad. Move
the accumulator to a clean work area.
Installation
1. Position the accumulator on mounting bracket
(7, Figure 50-15) with warning label visible.
2. Install mounting clamps and hardware. Tighten
capscrews to standard torque.
3. Install oil line (6) at bottom (hydraulic) port.
4. Precharge the accumulator to 690 - 827 kPa
(100 - 120 psi). Refer to Testing and adjusting
section Accumulators and suspensions for
the accumulator charging procedure.
5. Install protective cover (3) over charging valve
on top of accumulator.
1. Rear Brake Circuit
Accumulator
2. Front Brake Circuit
Accumulator
3. Protective Cover
4. Charging Valve
5. Mounting Clamps
6. Oil Lines
7. Mounting Bracket
8. R.H. Frame Rail
FIGURE 50-15. BRAKE SYSTEM ACCUMULATORS
18 960E-1
accumulator
Disassembly
1. Secure accumulator shell (10, Figure 50-17)
with a chain wrench or similar device to prevent
rotation during disassembly.
2. Remove cap (14). Verify that the nitrogen has
been released and remove charging valve (11).
Remove bleed plug (2) from hydraulic port
assembly (1).
3. Use a spanner wrench to remove locking ring
(3) from the hydraulic port assembly. Use an
adjustable wrench on the flats of the hydraulic
port assembly to prevent the port assembly from
rotating.
4. Remove spacer (4) as shown in Figure 50-16.
Then push the hydraulic port assembly into the
shell.
5. Insert a hand into the accumulator shell and
remove O-ring backup (5), O-ring (6) and metal
backup washer (7).
6. Separate anti-extrusion ring (8) from the
hydraulic port.
FIGURE 50-16. SPACER REMOVAL
FIGURE 50-17. ACCUMULATOR ASSEMBLY
1. Hydraulic Port
Assembly
2. Bleed Plug
3. Locking Ring
4. Spacer
5. O-Ring Backup
6. O-Ring
7. Metal Backup Washer
8. Anti-Extrusion Ring
9. Bladder Assembly
10. Shell
11. Charging Valve
12. O-Ring
13. Locknut
14. Protective Cap
15. Port Protector*
960E-1 19
7. Fold the anti-extrusion ring and remove it from
the shell as shown in Figure 50-18.
8. Remove the hydraulic port from the shell as
shown in Figure 50-19.
9. At the opposite end of the accumulator
assembly, remove locknut (13, Figure 50-17)
from the bladder valve stem.
10. Reach inside the shell at the hydraulic port end
and compress the bladder to expel as much air
as possible.
11. Fold the bladder and pull it out of the bottom of
the accumulator shell using a twisting motion as
shown in Figure 50-20. A cloth may keep your
hand from slipping due to the oil film on the
bladder.
1. All metal parts should be cleaned with a
cleaning agent.
2. Seals and soft parts should be wiped clean.
3. Inspect the hydraulic port assembly for damage.
Check the poppet plunger to see that it spins
freely and functions properly.
4. Check the anti-extrusion ring and soft seals for
damage and wear. Replace all worn or
damaged seals with original equipment seals.
5. After the shell has been cleaned with a
cleansing agent, check the inside and outside of
the shell. Pay special attention to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damage in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted,
consult your Komatsu service manager.
FIGURE 50-18. ANTI-EXTRUSION RING
FIGURE 50-19. HYDRAULIC PORT REMOVAL
FIGURE 50-20. BLADDER REMOVAL
20 960E-1
Assembly
1. After shell (10, Figure 50-17) has been cleaned
and inspected, secure it in place to prevent
rotation during assembly.
2. Apply 2 liters (64 oz.) of clean type C-4
hydraulic oil inside the shell to lubricate and
provide a cushion for the bladder.
3. With all gas completely exhausted from bladder
(9), collapse the bladder and roll it longitudinally
into a compact roll. To keep the bladder rolled
up, insert the gas valve core to prevent air from
entering the bladder.
4. Insert the bladder pull rod through the valve
stem opening and through the shell hydraulic
port. Attach the bladder pull rod to the bladder
valve stem.
5. With one hand, pull the bladder pull rod while
feeding the bladder into the shell with the other
hand. A slight twisting of the bladder will ease
installation.
6. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install the name plate (if used) over the valve
stem and install locknut (13) by hand.
7. Once locknut (13) is in place, remove the
bladder pull rod. Tighten the nut to 76 Nm (56 ft
lb).
8. Grasp hydraulic port assembly (1) at the
threaded end and insert the poppet end into the
shell. Lay the assembly inside the shell.
9. Fold anti-extrusion ring (8) to enable insertion
through the shell opening, then insert the ring
into the shell. Once the anti-extrusion ring has
cleared the shell opening, place the ring on the
poppet assembly with the steel collar facing
toward the shell hydraulic oil port.
10. Pull the threaded end of the hydraulic port
assembly through the shell until it seats solidly
into position in the shell fluid port opening.
11. With the hydraulic port assembly firmly in place,
install the charging valve into the bladder stem.
12. Slowly pressurize the bladder with dry nitrogen.
Use a sufficient pressure of 275 - 345 kPa (40 -
50 psi) to hold the poppet assembly in place.
13. Install metal backup washer (7) over the poppet
assembly. Push the washer into the shell fluid
port until it has bottomed out on anti-extrusion
ring (8).
14. Install O-ring (6) over the poppet assembly.
Push it into the shell fluid port until it has
bottomed out against washer (7). Do not twist
the O-ring.
15. Install O-ring backup (5) over the poppet
assembly. Push it until it bottoms against O-ring
(6).
16. Insert spacer (4) with the smaller diameter of the
shoulder facing the shell.
17. Install locking ring (3) on the poppet assembly
and tighten it. This will squeeze the O-ring into
position. Use a wrench on the flats of the port
assembly to prevent it from rotating. Tighten the
nut to a final torque of 373 Nm (275 ft lb).
18. Release all of the nitrogen from the bladder.
19. Install bleed plug (2) and tighten it to 14 Nm (10
ft lb).
20. Pour approximately 4 liters (1 gallon) of clean
Type C-4 hydraulic oil into the accumulator
through the hydraulic port.
NOTE: The hydraulic oil added in Step 20 will act as
a cushion when the accumulator is installed on the
truck and precharged with nitrogen.
22. After precharging, install a plastic cover over the
hydraulic port to prevent contamination. Do not
use a screw-in type plug.
23. Tighten cap (14) to 19 Nm (14 ft lb).
960E-1 21
Disassembly and assembly of wheel
brake
Disassemble and reassemble the brake assembly on
a clean, dry work surface. The surface should be
wooden or, if it is metal, covered with padding to
prevent damage to machined surfaces. Match mark
individual parts for correct orientation before
disassembly.
The front brake assembly weighs approximately
1 460 kg (3,210 lb) The rear brake assembly
weighs approximately 1 820 kg (4,000 lb). Ensure
that the lifting devices have adequate capacites
for handling the load.
FIGURE 50-21. WET DISC BRAKE ASSEMBLIES
1. Hub Adapter
2. Dowel Pin
3. Seal Carrier
4. Capscrew & Hardened Washer
5. Ring Gear
6. Inner Gear
7. Friction Disc
8. Damper
9. Separator Plates
10. Piston Assembly
11. Back Plate
22 960E-1
Disassembly
NOTE: If a rear wheel brake is to be disassembled,
start with Steps 1 - 4. If a front wheel brake is to be
disassembled, start with Step 5.
Remove the brake assembly fron the truck. Refer to
the Disassembly and assembly section Wheels,
spindles and rear axle.
Rear wheel brake only:
1. Ring gear retainer bars must be installed to
retain inner gear inside the brake assembly.
2. Remove 12-point capscrews and hardened
washers (4, Figure 50-21).
3. Make sure that the hub and other parts are
marked to ensure proper orientation during
reassembly. Lift hub adapter (1) from the brake
assembly. Note the shim packs installed at six
locations between the seal carrier and hub.
4. Remove seal carrier (3) with the oil seal and
seal assembly.
Front and rear wheel brakes:
5. Position the brake assembly on a work surface
with the ring gear retainer bars on the bottom as
shown in Figure 50-22.
6. Remove capscrews and hardened flat washers
(1, Figure 50-22) from backplate (3).
7. Insert a 7/8 - 9NC x 2 pusher bolt in each of
the three tapped holes in the back plate. Tighten
the bolts evenly to lift the back plate from ring
gear (4). Remove and discard O-ring (2).
NOTE: Note the order of the discs and dampers as
they are removed from the brake pack.
8. Remove damper (5) from the top of the brake
pack. Remove separator plates (6), friction discs
(7), and the remaining damper at the bottom of
the brake pack.
FIGURE 50-22. INITIAL DISASSEMBLY
1. Capscrew & Hardened Flat Washer
2. O-Ring
3. Back Plate
4. Ring Gear
5. Damper
6. Separator Plate
7. Friction Disc
960E-1 23
10. Turn over the brake assembly to position the
ring gear retainer bars on top as shown in
Figure 50-23.
11. Remove capscrews (1, Figure 50-23) and (2)
that attach retainer bars (3) to piston housing (5)
and inner gear (6).
12. Attach a lifting strap through retainer bars (3)
and lift inner gear (6) out of the brake assembly.
Remove the retainer bars and spacers.
FIGURE 50-23. INNER GEAR INSTALLATION
1. Capscrew & Flat Washer
2. Capscrew & Lockwasher
3. Retainer Bar
4. Ring Gear
5. Piston Housing
6. Inner Gear
7. Drain Plug
8. Brake Apply Pressure Ports
9. Brake Wear Indicator Port
24 960E-1
13. Remove capscrews and hardened washers (1,
Figure 50-24) from piston housing (2).
14. Insert a 7/8 - 9NC x 2 pusher bolt in each of
the three tapped holes in the piston housing.
Tighten the bolts evenly to lift the housing from
ring gear (4). Remove and discard O-ring (3).
15. Position the piston assembly so that piston
retract springs (3, Figure 50-25) are on top.
16. Remove capscrews (1), spring guides (2), and
piston retract springs (3).
NOTE: Capscrew (1) threads are coated with Loctite
during assembly. A small amount of heat applied to

the piston housing may be required for easier
removal.
17. Loosen or remove the plugs that are installed in
the ports in piston housing (5). Carefully lift
piston (4) out of the housing. Remove seal
assemblies (6) and (7).
FIGURE 50-24. PISTON/HOUSING ASSEMBLY REMOVAL
1. Capscrew & Hardened Washer
2. Piston Housing
3. O-Ring
4. Ring Gear
FIGURE 50-25. PISTON REMOVAL
1. Capscrew
2. Spring Guide
3. Piston Retract Spring
4. Piston
5. Piston Housing
6. Seal Assembly
7. Seal Assembly
960E-1 25
If the brake wear indicator test indicates that
internal brake components are worn to the
maximum allowable limit, all friction discs,
separator plates and dampers should be replaced
with new parts. Always replace seal assemblies
and O-rings with new parts.
1. Clean all parts thoroughly before inspection.
2. For the rear brake assembly, remove and
discard the toric rings from the seal assembly in
seal carrier (3, Figure 50-21) and back plate
(11). Inspect the oil seals polished mating
surfaces for scratches and other damage.
Inspect the contact band of the mating faces to
determine the amount of wear.
A new oil seal will have a contact band
(dimension "A", Figure 50-26) approximately
1.6 mm (0.06 in.) wide. As wear occurs, the
contact band will widen slightly (dimension "B")
and migrate inward until the inside diameter is
reached and the entire seal assembly must be
replaced. Remaining seal life can be estimated
by the width of the contact band.
3. Inspect the piston housing for nicks and
scratches in the piston seal area. If any nicks or
scratches cannot be removed by polishing,
replace the piston housing.
4. Inspect the piston seal assembly grooves for
damage.
5. Inspect piston retract springs (3, Figure 50-25).
Check the free height and test for height under
load. Replace the springs if they are not within
approximately 10% of specification.
Free Height: . . . . . . . . .88.9 mm (3.50 in.)
Height @ 1 000 N (225 lb) working load:
. . . . . . . . . . . . . . . . . . . . .74.60 mm (2.937 in.)
Height @ 2 669 N (600 lb) working load:
. . . . . . . . . . . . . . . . . . . . .56.46 mm (2.223 in.)
6. Inspect the friction discs for warping, tooth wear,
and excessive friction material wear. Replace
ithe friction discs if wear exceeds the minimum
allowable groove depth.
Disc thickness including friction material:
. . . . . . . . . . . . . .7.7 0.3 mm (0.30 0.01 in.)
Friction material thickness (new):
. . . . . . . . . . . . . . . . . . . . . . . .1.1 mm (0.04 in.)
Nominal friction material groove depth:
0.63 mm (0.025 in.)
Minimum allowable friction material groove
depth:. . . . . . . . . . . . . . . . .0.25 mm (0.010 in.)
Flatness over friction material (new):
. . . . . . . . . . . . . . . . . . . . . .0.45 mm (0.018 in.)
7. Inspect the separator plates for warping and
tooth wear.
Disc thickness (new):
. . . . . . . . . . . .3.7 0.1 mm (0.146 0.004 in.)
Flatness (new): . . . . . . .0.5 mm (0.020 in.)
8. Inspect the dampers for warping, tooth wear
and excessive facing material wear.
Disc thickness including facing material:
. . . . . . . . . . . .6.9 0.5 mm (0.272 0.020 in.)
Disc thickness, steel plate only (new):
. . . . . . . . . . . .3.7 0.1 mm (0.146 0.004 in.)
Flatness, steel plate (new):
. . . . . . . . . . . . . . . . . . . . . . .0.5 mm (0.020 in.)
9. Inspect ring gear (4, Figure 50-23) for excessive
tooth wear and for nicks and scratches in the O-
ring seal grooves.
10. Inspect inner gear (6) for excessive tooth wear
and damage at the capscrew holes.
FIGURE 50-26. SEAL WEAR PROGRESSION
26 960E-1
Assembly
The work area must be clean. Handle all parts
carefully to avoid damage to polished sealing
surfaces.
1. Check the bore of piston housing (5, Figure 50-
25) for nicks, scratches and dirt particles.
Position the housing on a clean work surface
with the bore facing upward.
2. Lubricate the square O-ring portion of piston
seal assemblies (6) and (7) with type C-4
hydraulic oil and install the seals in the grooves
in piston (4). Make sure that the seal
assemblies are not twisted.
3. Lubricate the piston groove and outer piston
seal rings. Install the seal ring portion of piston
seal assemblies (6) and (7) in the grooves over
the O-ring portions. Use your fingers or a
smooth rounded object to push the seal ring into
the groove.
4. Install two equally spaced 1/2 - 13NC x 5
guide studs in the housing at the piston retract
spring mount tapped holes.
5. Lubricate the piston housing bore. Install lifting
eyes and attach an overhead hoist to piston (4).
Position the piston over piston housing (5) with
the retract spring cavity holes aligned with the
guide studs. Place a spring guide over each
stud to aid in alignment.
6. Carefully lower the piston straight into the piston
housing bore until it is seated against the
housing. If necessary, seat the piston by tapping
it with a soft mallet.
7. Assemble twelve capscrews (1), spring guides
(2) and retract springs (3). Apply Loctite
to the
capscrew threads and install the assembled
parts through the piston and into the tapped
holes in the piston housing. Tighten the
capscrews to 122 Nm (90 ft lb).
8. Test the piston for leakage. For instructions,
refer to the Testing and adjusting section.
9. After completing the piston leakage test, release
the pressure, remove the hydraulic pressure
test device, and drain the oil from the piston
apply cavity. Plug the ports to prevent
contamination.
10. Install O-ring (3, Figure 50-24) in the groove of
ring gear (4).
11. Attach lifting eyes to the piston/housing
assembly and lower it into position over the ring
gear. Install capscrews and hardened washers
(1). Alternately tighten the capscrews to 780
Nm (575 ft lbs).
12. Insert inner gear (6, Figure 50-27) into the
piston/housing assembly. Orient the gear as
shown.
13. Place retainer bars (3) over the piston housing.
Attach the retainer bars to piston housing (5) by
using 1 - 8NC x 4 1/2 capscrews and flat
washers (1) at the ends of the retainer bars.
Insert the spacers, 1/2 - 13NC x 7 capscrews
and lockwashers (2) to retain the inner gear.
14. Attach lifting eyes to the piston/housing
assembly. Turn over the assembly to place the
piston housing on the bottom.
15. Install the brake pack as follows:
a. Insert one damper (1, Figure 50-28) into the
ring gear and inner gear with the friction
material facing piston (5).
b. Insert one friction disc (2).
c. Install one separator plate (3).
d. Continue installing the remaining friction
discs and separator discs, alternating each
type as installed.
e. Install remaining damper (1) on top of the last
friction disc with the friction material facing
away from the top friction disc.
NOTE: The brake pack contains eleven friction discs,
ten separator plates, and two dampers.
960E-1 27
FIGURE 50-27. INNER GEAR INSTALLATION
1. Capscrew & Flat Washer
3. Retainer Bar
4. Ring Gear
5. Piston Housing
6. Inner Gear
7. Drain Plug
8. Brake Apply Pressure Ports
9. Brake Wear Indicator Port
FIGURE 50-28. BRAKE PACK INSTALLATION
1. Damper
2. Friction Disc
3. Separator Plate
4. Piston Housing
5. Piston
28 960E-1
16. Install new O-ring (2, Figure 50-22) on back
plate (3). Install back plate (3) over ring gear
(4). Make sure that the back plate is oriented
properly according to the match marks that were
made during disassembly.
17. Install capscrews and hardened washers (1).
Alternately tighten the capscrews to a final
torque of 780 Nm (575 ft lb).
NOTE: Assembly is now complete for a front brake
assembly. For a rear brake assembly, continue with
the following steps.
Rear wheel brake only:
18. Insert two shims (4, Figure 50-29) with
capscews and flat washers at six locations
around the hub adapter flange.
19. Make sure that the dowel pins are installed in
the seal carrier. Install seal carrier (3) with new
O-rings (1) into hub adapter (2).
20. Install seal assembly (6) in the rear brake and
hub adapter. Refer to "Floating ring seal
assembly and installation" for detailed
instructions.
21. Install oil seal (5) in the back plate.
22. Position hub adapter (2) over the inner gear.
Orient the hub adapter according to the marks
that were made during disassembly.
23. Install capscrews and hardened washers (4,
Figure 50-21). It will be necessary to remove the
retainer bars from the inner gear to access
some capscrews. Alternately tighten the
capscrews to a final torque of 2 705 Nm (1,995
ft lb). Reinstall the retainer bars.
FIGURE 50-29. REAR BRAKE HUB INSTALLATION
1. O-Rings
2. Hub Adapter
3. Seal Carrier
4. Shims
5. Oil Seal
6. Seal Assembly
960E-1 29
Floating ring seal assembly and installation
Failures are usually caused by combinations of
factors rather than one single cause, but many
failures have one common denominator: assembly
error!
Floating ring seals should always be installed in
matched pairs; that is, two new rings or two rings
that have previously run together. Never assemble
one new ring and one used ring, or two used rings
that have not previously run together.
ALWAYS USE NEW TORIC RINGS!
1. Inspect the seal surfaces and mounting cavities
for rough tool marks or nicks that may damage
rubber seal rings. Hone them smooth and clean,
if required.
2. Remove any oil, dust, protective coating or
other foreign matter from the metal seal rings,
the toric rings, and both the housing and seal
ring ramps. Use tri-chloroethane #111, which is
a non-petroleum based, rapid drying solvent
that leaves no film. Allow the surfaces to dry
completely. Use clean, lint-free material such as
Micro-Wipes #05310 for cleaning and wiping.
When using tri-chloroethane or any solvent,
avoid prolonged skin contact. Use solvents only
in well ventilated areas and use approved
respirators to avoid breathing fumes. Do not use
near open flame, welding operations or other
heated surfaces exceeding 482C (900F). Do not
smoke around solvents.
Both ramps must be dry. Use clean, lint-free cloths
or lint-free paper towels for wiping.
NOTE: Oil from adjacent bearing installations or seal
ring face lubrication must not get on the ramp or toric
until after both seal rings are together in their final
assembled position.
3. Install the rubber toric on the seal ring. Make
sure that it is STRAIGHT! Make sure that the
toric ring is not twisted and that it is seated
against the retaining lip of the seal ring ramp.
Use the flash line as a reference guide to
eliminate twist. The flash line must be straight
and uniform around the toric ring.
NOTE: Handle the seal carefully. Nicks and scratches
on the seal ring face can cause leaks.
FIGURE 50-30. SEAL TERMINOLOGY
1. Seal Ring
2. Rubber Toric
3. Housing Retainer Lip
4. Housing Ramp
5. Seal Ring Housing
6. Seal Ring Face
7. Seal Ring Ramp
8. Seal Ring Retainer Lip
30 960E-1
4. Place the installation tool onto the seal ring with
the toric ring. Lower the rings into a container of
tri-chloroethane until all surfaces of the toric ring
are wet.
ALTERNATE PROCEDURE
5. After positioning the seal squarely over the
retaining lip, thoroughly lubricate the ring by
spraying it with tri-chloroethane #111. Do not
use Stanosol or any other liquid that leaves an
oily film or does not evaporate quickly.
6. With all surfaces of the toric ring wet, use the
installation tool to position seal ring and toric
ring squarely against the seal housing. Apply
sudden and even pressure to pop (push) the
toric ring under the housing retaining lip.
7. Use a sight gauge to check the variation in the
seal ring "assembled height" in four places that
are 90 degrees apart.
Height variation around the assembled ring
should not exceed 1.30 0.01 mm (0.51 0.05
in.) for the brake assembly floating seal or 1.14
0.01 mm (0.45 0.04 in.) for the hub seal.
8. If small adjustments are necessary, do not
push directly on the seal ring. Make any
required adjustments with the installation tool.
NOTE: The toric ring might twist if it is dry on one
spot or if there are burrs or fins on the housing
retaining lip. A bulging toric or cocked seal can
contribute to eventual failure.
960E-1 31
9. The toric ring must not slip on the ramps of
either the seal ring or housing. To prevent
slippage, wait at least two minutes to let all the
tri-chloroethane evaporate before further
assembly. Once it is correctly in place, the toric
ring must roll on the ramps only. If correct
installation is not obvious, repeat Steps 4 - 7.
10. Wipe the polished metal seal surfaces with
clean tri-chloroethane to remove any foreign
material or fingerprints. No foreign particles of
any kind should be on the seal ring faces.
Something as small as a paper towel raveling
will hold the seal faces apart and cause
leakage.
11. Apply a thin film of clean oil on the seal faces.
Use a lint-free applicator or a clean finger to
distribute the oil evenly. Make sure no oil comes
in contact with the rubber toric rings or their
mating surfaces.
Before assembling both seals and housing
together, wait at least two minutes to let all tri-
chloroethane evaporate. Some may still be
trapped between the toric ring and the housing
ramp.
32 960E-1
10. Ensure that both housings are in correct
alignment and are square and concentric. Move
the parts slowly and carefully toward each other.
NOTE: Do not slam, bump or drop the seals together.
High impact can damage the seal face and cause
leakage.
Ensure seals are
square and concentric.
960E-1 33
Removal and installation of parking
brake
Removal
NOTE: Whenever possible, parking brake repairs
should be performed when the wheel motor is
removed from the truck. If repairs are necessary
when the wheel motor is installed, a lifting device
must be set up inside the rear axle housing to support
the weight of the parking brake assembly when it is
removed from the wheel motor.
The parking brake assembly weighs
approximately 159 kg (350 lb). Ensure that the
lifting device is capable of supporting the weight
of the brake assembly when removed.
come on.
clockwise.
5. If the wheel motor is installed in the rear axle
housing, open the rear axle housing hatch.
Disconnect the parking brake apply supply hose
from the parking brake.
6. Remove capscrews and lockwashers (7, Figure
50-32). Install guide studs in two of the
mounting holes to support parking brake
assembly (3) when it is removed from the wheel
motor frame.
7. Disconnect the parking brake supply hose from
the parking brake. Plug and cap the hose and
port to help prevent contamination.
8. Slide the parking brake assembly out of wheel
motor frame (2) and off rotor shaft gear (4). If
the wheel motor is still installed in the rear axle
housing, remove the parking brake assembly
from the rear axle housing.
9. If the rotor shaft gear is worn, damaged, or
otherwise requires removal, perform the
following steps:
NOTE: The gear is shrink fit on the splined motor
shaft.
a. Remove capscrew and hardened flat washer
(6) from the shaft. Remove retainer plate (5).
b. Install a gear puller using the tapped holes
provided in rotor shaft gear (4).
c. Apply heat around gear hub area while
tightening the puller until gear is removed
from shaft.
(Rear Brake)
(Front Brake)
34 960E-1
FIGURE 50-32. PARKING BRAKE INSTALLATION
1. Wheel Motor Mounting
Flange
2. Wheel Motor Frame
3. Parking Brake Assembly
4. Rotor Shaft Gear
5. Retainer Plate
6. Capscrew & Hardened
Flat Washer
960E-1 35
Installation
1. If rotor shaft gear (4, Figure 50-32) was
removed, install the gear before installing the
parking brake on the wheel motor:
a. Thoroughly clean the gear and the shaft.
Inspect the splines and remove any burrs
that may interfere with installation.
b. Heat the gear to 280 C (536 F).
Immediately install the gear on the shaft. The
gear must be fully seated against the
shoulder of the rotor shaft.
c. Install retainer plate (5), hardened flat
washer and capscrew (6). Tighten the
capscrew to 595 - 670 Nm (440 - 495 ft lb).
2. Install two guide studs in wheel motor frame (2)
to guide parking brake assembly (3) into
position. Ensure that the mating surfaces are
clean and free of burrs.
3. Lift the parking brake into position for
installation. Note the proper orientation
depending on whether the parking brake is to be
installed on a left or right wheel motor. (The
bleeder screw at the top of the parking brake will
be tilted toward the front of the truck.)
4. Slide the parking brake over the guide studs
and rotor shaft gear (4).
5. Install capscrews and lockwashers (7). Tighten
the capscrews evenly to ensure that the parking
brake housing is properly seated on the wheel
motor. Tighten the capscrews to a final torque of
300 Nm (220 ft lb).
6. If the wheel motor is still installed in the rear
axle housing, connect the parking brake supply
hose and remove any lifting equipment.
7. Bleed the air from the parking brake apply line
and housing. Refer to the Testing and adjusting
section for the procedure.
Disassembly and assembly of parking
brake
Disassembly
1. Match mark parking brake housing (3, Figure
50-34), piston housing (4), and end cap (5).
The following procedure is necessary to properly
relieve the pressure exerted by the belleville
springs on the end cap. Failure to follow this
procedure could result in capscrew failure and
personal injury during disassembly.
2. Loosen 12-point capscrews (10) evenly in 27
Nm (20 ft lb) increments. Alternate by selecting
a successive capscrew that is located
approximately 180 degrees from the previously
loosened capscrew.
Continue loosening capscrews until the spring
pressure is released and the capscrews and
washers can be removed by hand.
3. Remove end cap (5). Lift Belleville washers (7)
out of the counterbore of piston (6).
4. Lift the piston/housing assembly off the dowels
in housing (3).
5. Remove springs (1), separator discs (12), and
friction discs (13).
6. Remove piston (6) from piston housing (4).
Remove and discard piston seals (8) and (9).
36 960E-1
1. Clean all parts thoroughly.
2. It is recommended the separator discs and
friction discs be replaced if wear is indicated.
3. Check the piston and piston housing bore for
scratches, nicks, pitting and other defects that
may cause seal leakage. Slight defects may be
repaired by polishing.
4. Inspect dowel pins (2, Figure 50-34). If the
dowel pins are grooved from excessive wear or
otherwise damaged, press the dowel pins out of
parking brake housing (3).
5. Check the free height of compression springs
(1) and test for height under load. Replace the
springs if they are not within approximately 10%
of specification.
Free Height: . . . . . . . . . . . . . . . 11.58 mm (0.456 in.)
Height @ 162 N (36.4 lb): . . . . . 8.89 mm (0.350 in.)
6. Inspect Belleville washers (7) for cracks and
damage. Replace any springs that are damaged
or significantly worn.
7. Measure the unsprung total height (cone height
+material thickness) of Belleville washers (7). It
must be greater than or equal to 21.16 mm
(0.833 in.). Discard any Belleville washers that
do not meet this specification.
8. A load deflection test must now be conducted to
determine whether the Belleville washers will be
reused or discarded. The equipment that is
needed for this test are as follows:
Universal Testing Machine (UTM) -
capacity minimum of 18 144 kgf (40,000 lbf) in
compression
Machined flat plate
Height stand and depth indicator with minimum
range of 25 mm (1 in.)
a. Place the Belleville washer on a clean, flat
and leveled testing machine bed.
b. Put the machined flat plate on top of the
Belleville washer. Make sure that the plate
will not slip from the Belleville washer when
force is applied.
c. Adjust the height stand so that the depth
indicator is at zero.
d. Gradually apply force. Follow all necessary
safety precautions for operating the UTM.
The Belleville washer will start deflecting due
to compression as shown in the example in
Figure 50-33.
e. Note the depth indicator as it moves from
10% to 100% compression of the cone
height. Record the force that is required to
deflect the Belleville washer in 10%
increments up to 100% of the unsprung cone
height as shown in Table 1.
f. Repeat Steps c through e three times.
FIGURE 50-33. BELLEVILLE WASHER DEFLECTION
960E-1 37
g. Average the three recorded force values
from Step f for a respective deflection
percentage.
h. Compare the average force values with the
"Minimum" values in Table 1. If all of the
average force values are above or equal to
the minimum specified values, the Belleville
washer is acceptable for use in the parking
brake assembly.
i. If any of the average force values are below
the minimum specified values, the Belleville
washer will not be of sufficient strength to
cause the piston to compress and hold the
disc pack. Discard the Belleville washer and
replace it with a new one during assembly.
Table 1: BELLEVILLE WASHER DEFLECTION SPECIFICATIONS
Percentage Deflection
Load
Average Minimum
10% 0.94 mm (0.037 in.) 2 285 kgf (5,038 lbf) 1 828 kgf (4,030 lbf)
38 960E-1
Assembly
1. If dowel pins (2, Figure 50-34) have been
removed, press new dowel pins into the holes in
parking brake housing (3) until they are fully
seated against the shoulder.
2. Install one separator disc (12) over the dowel
pins. Insert one compression spring (1) over the
dowel pins. Insert one friction disc (13).
3. Install second compression spring (1) over the
dowel pins. Install one separator disc (12) over
the dowel pins. Insert second friction disc (13).
Install remaining separator disc (12) over the
dowel pins.
NOTE: The internal teeth of the two friction discs
must be aligned and must be concentric with the pilot
diameter machined on the rear of the housing to
enable the completed assembly to be installed
properly. If available, a mating gear as installed on the
wheel motor rotor shaft should be used to simplify
alignment.
4. Assemble piston seal assemblies (8) and (9) on
the piston.
a. Install the O-ring seal in the bottom of each
groove. Make sure that the O-rings are not
twisted.
b. If available, use an expander to expand the
outside diameter of each seal enough to
allow it to slide onto the piston.
If an expander tool is not available, the seals
may be heated to a maximum of 204 C (400
F). This will allow ring to be manually expanded
until it will fit over piston.
c. When each seal is over the groove, resize by
compressing the seal ring. Use a full circle
clamp with any sharp edges or grooves
covered to prevent damage to the seal
surfaces.
d. Install the quad ring in each seal.
5. Lubricate the piston seals and insert piston (6)
into piston housing (4).
6. Install the piston/housing assembly over the
dowels in parking brake housing (3).
7. Place belleville washers (7) in the piston
counterbore with the convex sides facing each
other.
8. Place end cap (5) on the assembly and insert
capscrews (10) with hardened washers (11). Do
not tighten the capscrews.
The following procedure is necessary to properly
compress the belleville washers. Failure to follow
this procedure could result in capscrew failure
and personal injury during assembly.
9. Select three capscrews 120 degrees apart and
mark them.
a. Tighten the marked capscrews to 41 Nm (30
ft lb). Snug the remaining capscrews.
b. Retighten the marked capscrews until the
gap between the end cap and piston housing
is equalized. Snug the remaining capscrews.
c. Retighten the marked capscrews in 27 Nm
(20 ft lb) increments until they are fully
tightened to 122 Nm (90 ft lb).
d. Tighten the remaining capscrews to 122 Nm
(90 ft lb).
10. Install bleeder valve (17). Install a fitting in one of
the oil supply ports and attach a hydraulic power
source. Install an O-ring plug in the remaining
port.
11. Slowly apply pressure and open the bleeder
valve to bleed air from the piston cavity. Close
the bleeder valve. Apply 2 068 kPa (300 psi) of
hydraulic pressure and hold it for one minute.
12. Check for oil leakage. If leakage occurs, the
parking brake assembly must be disassembled
and repaired.
960E-1 39
FIGURE 50-34. PARKING BRAKE ASSEMBLY
1. Compression Spring
2. Dowel Pin
3. Parking Brake Housing
4. Piston Housing
5. End Cap
6. Piston
7. Belleville Washers
8. Piston Seal Assembly
9. Piston Seal Assembly
10. Capscrew
11. Hardened Washer
12. Separator Disc
13. Friction Disc
14. Gear (Armature)
15. Plug
16. Oil Supply Port
17. Bleeder Valve
18. Piston Position Holes
40 960E-1
960E-1 Dump truck
960E-1 1
CEN50004-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
Steering system
Removal and installation of steering control unit .................................................................................................. 3
Disassembly and assembly of steering control unit.............................................................................................. 5
Removal and installation of steering column ...................................................................................................... 10
Removal and installation of steering wheel......................................................................................................... 12
Removal and installation of bleed down manifold............................................................................................... 13
Removal and installation of flow amplifier........................................................................................................... 15
Disassembly and assembly of flow amplifier ...................................................................................................... 15
Removal and installation of steering cylinders and tie rod.................................................................................. 18
Disassembly and assembly of steering cylinders ............................................................................................... 20
Removal and installation of steering/brake pump............................................................................................... 21
Disassembly and assembly of steering/brake pump........................................................................................... 24
Removal and installation of steering accumulators............................................................................................. 33
Disassembly and assembly of steering accumulators ........................................................................................ 34
2 960E-1
NOTES
960E-1 3
Removal and installation of steering
control unit
Removal
Relieve pressure before disconnecting hydraulic
lines. Tighten all connections before applying
pressure. Hydraulic oil 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 familiar with this type of injury is not
received immediately.
completely. Turn the steering wheel to ensure
that no oil remains under pressure.
2. Remove the access cover on the front of the
operator cab.
3. Clean steering control unit (7, Figure 50-1) and
surrounding area to help avoid contaminating
the hydraulic oil when any lines are opened.
4. Tag all hydraulic lines for proper identification
during installation. Disconnect hydraulic lines (3,
Figure 50-2) through (7) at the steering control
unit. Plug all hoses.
5. Remove four mounting capscrews (10, Figure
50-1), flat washers and lockwashers. Remove
steering control unit (7).
6. Place the steering control unit in a clean work
area for disassembly, if required.
7. Whenever the steering column or steering
control unit is removed for service, inspect the
splines of the steering column shaft. Refer to
"Removal and installation of steering column".
1. Steering Wheel
2. Button Horn
3. Steering Column
4. Capscrew
5. Flat Washer
6. Lockwasher
7. Steering Control Unit
8. Bracket L.H.
9. Bracket R.H.
10. Capscrew
11. Lockwasher
FIGURE 50-2. STEERING CONTROL UNIT HOSES
1. Brake Valve
3. "LS" Port Hose
4. "L" Port Hose
5. "T" Port Hose
6. "P" Port Hose
7. "R" Port Hose
4 960E-1
Installation
1. Lubricate the splines of the steering column
shaft with a molybdenum disulphide or multi-
purpose NLGI grease.
2. Move steering control unit (7, Figure 50-1) into
position and align it with the steering column
shaft splines. Secure the steering control unit in
place using four mounting capscrews (10), flat
washers and lockwashers.
3. Check for proper steering wheel rotation.
Ensure that the steering wheel does not bind
and returns to the centered position after
rotating it 1/4 turn to the left and right. If
necessary, adjust the steering control unit and/
or steering column to realign the steering
column and the steering control unit.
4. Tighten all capscrews to the standard torque.
Unplug and attach the hydraulic lines to their
proper ports on the steering control unit. Refer
to Figure 50-3.
Serious personal injury to the operator or to
anyone 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 unit, check
the hydraulic steering lines for correct hook-up
before starting the engine.
5. Start the engine and check for proper steering
function and any leaks.
6. Install the access cover on the front of the
operator cab.
FIGURE 50-3. VALVE PORT IDENTIFICATION
"T" - Return to Tank
"P" - Supply from Pump
"L" - Left Steering
"R" - Right Steering
"LS" - Load Sensing
960E-1 5
Disassembly and assembly of steering
control unit
Disassembly
NOTE: The steering control unit is a precision unit
manufactured to close tolerances. Therefore,
complete cleanliness is essential when handling the
valve assembly. Work in a clean area and use lint
free wiping materials or dry compressed air. Clean
type C-4 hydraulic oil should be used during
reassembly to ensure initial lubrication.
1. Allow the oil to drain from the valve ports.
2. Match mark the gear wheel set and end cover to
ensure proper relocation during reassembly.
3. Remove the end cover capscrews and washers.
Remove capscrew with rolled pin (3, Figure 50-
4). Mark the hole location of the capscrew with
rolled pin on end cover (4) to aid in reassembly.
4. Remove end cover (4, Figure 50-5) and O-ring
(2).
5. Remove the outer gear of gear wheel set (1)
and the O-ring between the gear set and the
distribution plate.
FIGURE 50-4. MARKING VALVE COMPONENTS
1. Valve Assembly
2. Match Marks
3. Capscrew With
Rolled Pin
4. End Cover
FIGURE 50-5. END COVER REMOVAL
1. Gear Wheel Set
2. O-Ring
6 960E-1
1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-ring
6. Kin Ring
7. Bearing Assembly
8. Ring
9. Cross 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 Pin
23. Capscrews
960E-1 7
6. Lift the inner gear off cardan shaft (11, Figure
50-6).
7. Remove cardan shaft (11), distribution plate
(15) and O-ring (14).
8. Remove threaded bushing (4) and ball (3).
9. With the valve housing positioned with the spool
and sleeve vertical, carefully lift the spool
assembly out of the housing bore.
If housing is not vertical when spool and sleeve
are removed, pin (9) may slip out of position and
trap spools inside housing bore.
10. Remove O-ring (5), kin ring (6) and bearing
assembly (7).
11. Remove ring (8) and pin (9) and carefully push
the inner spool out of the outer sleeve.
12. Press neutral position springs (10) out of their
slot in the inner spool.
13. Use a screwdriver to remove dust seal (2,
Figure 50-7). Be careful not to scratch or
damage the dust seal bore.
Assembly
1. Clean all parts carefully with fresh cleaning
solvent.
2. Inspect all parts carefully and make any
replacements necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced. Before reassembly, thoroughly
lubricate all parts with clean type C-4 hydraulic oil.
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used because, 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 upon assembly so that the holes are partly
visible through the slots in the spool. Refer to Figure
50-8.
FIGURE 50-7. DUST SEAL REMOVAL
1. Screwdriver
2. Dust Seal
3. Housing
FIGURE 50-8. SPOOL AND SLEEVE ASSEMBLY
1. Slots
2. Hole
3. Spool
4. Sleeve
8 960E-1
3. To install the neutral position springs, place a
screwdriver in the spool slot as shown in Figure
50-9.
4. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
the screwdriver.
5. 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.
6. Slide the inner spool in the sleeve. Compress
the ends of the neutral position springs and
push the neutral position springs in place in the
sleeve.
7. Install cross pin (2, Figure 50-10).
8. With neutral position springs (7) centered in
spool and sleeve, install ring (3), rear bearing
race (4), thrust bearing (5) and front bearing
race (6) in that order. The chamfer on the rear
bearing must be facing away from the bearing.
9. Place dust seal (1, Figure 50-6) in position.
Using a flat iron block over the seal, tap it into
the housing.
10. Position O-ring (5) and kin ring (6) on the spool.
FIGURE 50-9. NEUTRAL POSITION SPRING INSTALLATION
FIGURE 50-10. BEARING INSTALLATION
1. Sleeve
2. Cross Pin
3. Ring
4. Bearing Race (with
chamfer)
5. Thrust Bearing
6. Bearing Race
7. Neutral Position
Springs
960E-1 9
11. Position the steering control unit so that housing
(1, Figure 50-11) is horizontal. Slowly guide
lubricated spool assembly (2) with fitted parts
into the bore using light turning movements.
The cross pin must remain horizontal when the
spool and sleeve are pushed into the bore to
prevent the pin from dropping out of the spool.
12. Install check ball (2, Figure 50-12) in hole (1).
Install and lightly tighten the threaded bushing.
13. Lubricate O-ring (3) with Vaseline and install it in
the groove of housing (4).
14. Install distribution plate (15, Figure 50-6) so that
the plate holes match the corresponding holes
in the housing.
15. Guide cardan shaft (11) down into the bore with
the slot in the cardan shaft aligned with cross
pin (9).
16. Position the inner gear wheel onto the cardan
shaft. It may be necessary to rotate the gear
slightly to find the matching splines on the
cardan shaft. Splines are machined to ensure
proper alignment of the cardan shaft and inner
gear wheel.
17. Lubricate O-rings (17) and (18) on both sides of
the outer gear wheel with Vaseline and install
them.
18. Align the outer gear wheel bolt holes with the
tapped holes in the housing and the match
marks.
19. Align cover (19), using the match marks as a
reference. Install capscrews (23) and washers
(20).
20. Install capscrew with pin (22) into the proper
hole.
21. Install the end cover. Install and tighten the
capscrews with washers hand-tight in a criss-
cross pattern.
FIGURE 50-11. SPOOL INSTALLATION
1. Housing
2. Spool Assembly
FIGURE 50-12. CHECK BALL INSTALLATION
1. Hole
2. Check Ball
3. O-ring
4. Housing
10 960E-1
column
Removal
1. Turn the key switch OFF. Allow at least 90
seconds for the steering accumulators to bleed
down. Turn the steering wheel to ensure that no
pressure remains.
2. Activate the battery disconnect switch.
3. Remove access cover (15, Figure 50-13) from
the front of the cab.
NOTE: Do not remove hydraulic lines from the
steering control unit unless necessary.
4. Loosen capscrews (10) on steering control unit
(7) and move it out of the way.
5. Disconnect the steering column wire harness.
6. Remove the screws that secure trim cover (14)
where the steering column enters the
instrument panel. Remove the cover.
7. Remove capscrews (12) and brackets (8) and
(9).
8. Remove four capscrews (4) with flat washers (5)
and lockwashers (6). Access these capscrews
from the front of the cab through the access
opening.
9. Lift the steering column from the instrument
panel.
Inspection
Whenever the steering column or steering control
unit is removed for service, inspect the splines of the
steering column shaft.
1. With the column assembly removed from the
truck, thoroughly clean the splines on the
steering column shaft. Inspect for damage and
excessive wear.
2. Use an outside micrometer or dial caliper to
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.95 in.)
3. If the splines are smaller than the minimum
diameter specification, replace the steering
column.
FIGURE 50-13. STEERING COLUMN
1. Steering Wheel
2. Button Horn
3. Steering Column
4. Capscrew
5. Flat Washer
6. Lockwasher
8. Bracket - L.H.
9. Bracket - R.H.
10. Capscrew
11. Lockwasher
12. Capscrew
13. Nut
14. Trim Cover
15. Access Cover
960E-1 11
Installation
1. Insert capscrew (10, Figure 50-13) with
lockwashers (11) and flat washers (5) through
brackets (8) and (9), then through the steering
column flange. Add second flat washer (5) and
nut (13) to each capscrew to hold the parts
together. Tighten the nuts securely.
2. Slide the entire assembly down the tapered
blocks until brackets (8) and (9) contact the
mounting surface in the cab. Install capscrews
(4) and (12) with flat washers (5) and
lockwashers (6). Tighten capscrews (4) only.
3. Inspect brackets (8) and (9) to see whether they
contact the mounting surface evenly and are flat
and inline with the surface. If they are, tighten
capscrews (12). If brackets are not quite
parallel, install flat washers as needed between
the brackets and mounting surface to eliminate
any gaps. Tighten capscrews (12) to the
standard torque.
4. After capscrews (4) and (12) are tightened to
the standard torque, remove nuts (13) and flat
washers (5) that were holding the steering
column to the two brackets. Do not remove
capscrews (10) from the brackets.
5. Lubricate the male splines on the end of the
steering column shaft.
NOTE: There is no lower end bearing in this steering
column assembly. Therefore, the male end of the
shaft will have to be guided into the mating female
part of the steering control unit.
6. Without removing capscrews (10) from the
holes, move steering control unit (7) into place
and start each of the capscrews.
7. Tighten four capscrews (10) to the standard
torque.
8. Ensure that the steering wheel turns properly
without binding and that the steering wheel
returns to its centered position after rotating 1/4
turn to the left and to the right.
9. If disconnected, reconnect the hoses to the
steering control unit.
10. Connect the steering column wire harness to the
harness in the cab.
11. Install access cover (15) and trim cover (14).
12 960E-1
wheel
Removal
1. Park the truck on a hard, level surface. Apply
the parking brake and turn the key switch to
OFF. Chock the wheels.
2. Turn off the battery disconnect switch to remove
battery power from the horn circuit.
3. Use a pocket screwdriver to pry horn button (4,
Figure 50-14) from steering wheel (1).
4. Disconnect horn wire (3) and set the horn button
aside.
5. Remove nut (2).
6. Use a marker to make alignment marks on the
steering wheel and the shaft.
7. Pull the steering wheel from the column. If the
steering wheel will not slide off the shaft it may
be necessary to install a puller into the tapped
holes (5/16" - 24NF) in the steering wheel.
Installation
1. Place steering wheel (1, Figure 50-14) into posi-
tion on the steering column shaft while guiding
horn wire (3) through the access hole in the
steering wheel. Align the marks on the steering
wheel and the shaft that were made during dis-
assembly. Align the serrations and push the
steering wheel onto the shaft.
2. Install nut (2). Tighten the nut to 81 7 Nm (60
5 ft lb).
3. Connect horn wire (3) to horn button (4).
4. Install the horn button onto the steering wheel.
Turn on the battery disconnect switch and verify
that the horn functions properly.
FIGURE 50-14. STEERING WHEEL RETAINER NUT
1. Steering Wheel
2. Nut
3. Horn Wire
4. Horn Button
960E-1 13
Removal and installation of bleed down
manifold
Removal
component connection until engine is stopped
and the key switch has been off for at least 90
seconds. Hydraulic fluid escaping under
person's body by 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.
NOTE: It may not be necessary to remove the bleed
down manifold from the truck for component
replacement. If the problem area has been isolated,
remove the inoperative component and replace it.
50-15) and (3) on the brake manifold to
depressurize the brake accumulators.
brake pedal. The service brake status light
should not come on.
clockwise.
5. Remove the protective cover from bleed down
manifold (6, Figure 50-16).
6. Disconnect the wires from solenoids (6, Figure
50-17) and (15), and pressure switch (7).
7. Disconnect, identify and plug each hydraulic line
from the bleed down manifold.
The steering pump weighs approximately 170 kg
(375 lbs). Use a suitable lifting device that has
sufficient capacity to handle the load safely.
8. Remove the mounting capscrews and the bleed
down manifold. Clean the exterior of the
manifold before removing any components from
the manifold.
Installation
1. Position bleed down manifold (6, Figure 50-16)
on the truck. Install and tighten the mountng
2. Unplug the hydraulic lines. Install new O-rings
at the flange fittings and attach the hoses to the
proper ports (See Figure 50-17). Tighten the
connections securely.
3. Attach the electrical leads to the (6, Figure 50-
17) and (15), and pressure switch (7). If the
check valves or relief valves were removed,
install new O-ring seals before installing them in
the bleed down manifold.
4. Start the engine. Check the steering system and
brake system for proper operation and leaks.
5. Install the protective cover.
NOTE: Relief valves are factory preset. Do not
attempt to reset the relief valves or repair defective
relief valves. Replace them as a unit. The check
valves are also replaced only as units.
(Rear Brake)
(Front Brake)
14 960E-1
FIGURE 50-16. STEERING SYSTEM
COMPONENTS
1. Cover
2. Front Steering Accumulator
3. Rear Steering Accumulator
4. Mounting Clamp
5. Flow Amplifier
6. Bleeddown Manifold
7. Mounting Bracket
8. Oil Line
9. Charging Valve
10. Nitrogen Precharge Pressure Switch
11. Check Valve
4. Test Port
5. To Brake System
6. Steering Accumulator Bleeddown Solenoid
7. Steering System Pressure Switch
8. Supply To Flow Amp
9. Return From Flow Amp
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 4100 kPa (600 psi)
13. Relief Valve, 27,500 kPa (4000 psi)
14. Auto Lube Pump Supply Port
15. Hoist Up Limit Solenoid
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
21. Supply From Pump
22. Test Port (TP3)
23. Check Valve
24. Quick Disconnect Port (Supply)
25. Quick Disconnect Port (Return)
960E-1 15
Removal and installation of flow amplifier
Removal
component connection until engine is stopped
and the key switch has been off for at least 90
seconds. Hydraulic fluid escaping under
person's body by 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.
2. Disconnect, identify and plug each hydraulic line
from flow amplifier (5, Figure 50-16).
The flow amplifier weighs approximately 29 kg
(64 lb). Assistance from others and use of proper
lifting techniques is strongly recommended to
prevent personal injury.
3. Support the flow amplifier so it does not fall.
Remove the mounting capscrews and the flow
amplifier. The weight of the flow amplifier is 29
kg (64 lb).
4. Move the flow amplifier to a clean work area for
disassembly.
Installation
1. Support the flow amplifier and move it into
position.
2. Install the mounting capscrews and tighten
them to the standard torque.
3. Unplug the hydraulic lines. Install new O-rings
on the flange fittings and connect the hydraulic
lines at their proper locations. Tighten the
fittings securely.
Disassembly and assembly of flow
amplifier
Disassembly
NOTE: The flow amplifier valve is a precision unit
manufactured to close tolerances. Therefore,
complete cleanliness is essential when handling the
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
solvent and type C-4 hydraulic oil should be used to
ensure cleanliness and initial lubrication.
1. Remove counterpressure valve plug (38, Figure
50-18) and O-ring (4). Remove counterpressure
valve (39).
2. Remove relief valve plug (20) and seal (5). Use
an 8 mm hex allen head wrench to remove relief
valve assembly (19). Remove steel seal (6).
3. Use a 13 mm hex head allen wrench to remove
screw (11) and lockwasher (12) from end cover
(15). Use a 13 mm hex head allen wrench to
remove screws (13) and lockwashers (14).
Remove end cover (15).
4. Remove spring stop (22) and spring (30).
Remove spring stop (23) and springs (28) and
(29). Remove O-rings (1) and (2) from end
cover (15).
5. Remove spring control (24) and main spool
(37). Remove priority valve spool (41). Remove
spring control (24), springs (28) and (29), and
spring stop (23) from housing (40).
6. Remove amplifier spool assembly (25) and set it
aside for further disassembly, if required.
7. Remove shock and suction valve (21) and set it
8. Use a 13 mm hex head allen wrench to remove
screw (11) and lockwasher (12) from end cover
(16). Use a 13 mm hex head allen wrench to
remove screws (13) and lockwashers (14).
Remove end cover (16).
9. Remove O-rings (1), (2) and (3). Remove spring
(17).
10. Remove shock and suction valve (42) and set it
11. Remove orifice screw (27), orifice screw (33),
and check valve (34).
16 960E-1
FIGURE 50-18. FLOW AMPLIFIER COMPONENTS
L060124
* Serviced as a complete assembly
** Not serviced separately
1. O-rings
2. O-rings
3. O-rings
4. O-ring
5. Seal
6. Seal (Steel)
7. O-ring
8. O-ring
9. O-ring
10. Pins
11. Screw
12. Lockwasher
13. Capscrews
14. Lockwashers
15. End Cover
16. End Cover
17. Spring
18. Spring
19. Relief Valve Assembly*
20. Plug
21. Shock/Suction Valve*
22. Spring Stop
23. Spring Stop
24. Spring Control
25. Amplifier Spool Assembly*
26. Name Plate
27. Orifice Screw
28. Spring
29. Spring
30. Spring
31. Orifice Screw
32. Orifice Plug
33. Orifice Screw
34. Check Valve*
35. Plug
36. Washer
37. Main Spool**
38. Plug
39. Counterpressure Valve*
40. Housing**
41. Spool**
42. Shock/Suction Valve*
960E-1 17
NOTE: The flow amplifier valve is equipped with two
identical shock and suction valves (21, Figure 50-18)
and (42) which are only serviced as complete valve
assemblies. Only O-rings (7) and (8) are replaceable.
Check valve (34) and counterpressure valve (39) are
also serviced only as assemblies.
NOTE: Disassembly of the amplifier spool assembly
is only necessary if O-ring (2, Figure 50-19), spring
(9) or orifice plug (11) requires replacement.
Otherwise, replace the amplifier spool assembly as a
complete unit. Refer to Steps 12 and 13.
12. Remove retaining ring (7, Figure 50-19), remove
pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and
remove inner spool (8).
13. Unscrew check valve (1) and remove. Remove
O-ring (2). Remove orifice screw (11) from plug
(10).
14. Clean and inspect all parts carefully. Replace O-
ring (2), spring (9) or orifice plug (11) as needed.
Assembly
1. Use clean type C-4 hydraulic oil to thoroughly
lubricate each internal part before installation.
2. Reassemble the amplifier spool assembly in
reverse order.
3. Install orifice screw (27, Figure 50-18) finger-
tight.
4. Install check valve (34). Tighten the check valve
to 1 Nm (8 in lb).
5. Install orifice screw (33). Tighten the orifice
screw to 1 Nm (8 in lb).
6. Install steel seal (6), relief valve assembly (19),
seal (5), and plug (20). Tighten the plug to 2 Nm
(25 in lb).
7. Install counterpressure valve assembly (39).
Install plug (38) with new O-ring (4).
8. Install both shock and suction valves (21) and
(42) as complete units.
9. Install spring stop (23) springs (28) and (29),
and spring control (24) into housing (40). Install
orifice screws (31) into main spool (37), if
removed. Install main spool (37).
10. Install amplifier spool assembly (25). Install
priority valve spool (41) and spring (30). Install
spring (17).
11. Install spring control (24), springs (28) and (29),
and spring stop (23).
12. Lubricate O-rings (1), (2) and (3) with molycote
grease and install them on end covers (15) and
(16). Install end covers (15) and (16),
capscrews (13) and lockwashers (44). Tighten
the capscrews to 3 Nm (26 in lb). Install screws
(11) and lockwashers (12). Tighten the screws
to 8 Nm (71 in lb).
13. To prevent contamination, fit plastic plugs to
each open valve port.
FIGURE 50-19. 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
18 960E-1
cylinders and tie rod
NOTE: The steering cylinders and tie rod mounting
arrangements are similar. The same removal and
installation procedures are applicable to both
components.
Removal
2. Block the front and back of the rear wheels.
3. Disconnect the hydraulic and lubrication lines at
the steering cylinders. Plug all line connections
and cylinder ports to prevent contamination of
the hydraulic system.
4. Remove capscrews (12, Figure 50-20),
hardened washers (13) and retainers (14) from
both ends of tie rod assembly (1) and steering
cylinders (2).
5. Remove pins (9) from each end of the tie rod
assembly and steering cylinders. Move the tie
rod assembly and steering cylinders to a clean
work area.
Bearing spacers (11) are secured by the pin. Take
measures to prevent the spacers from falling
during removal of the pin. Damage to the spacers
and/or personal injury may result.
Bearing replacement
1. Use snap ring pliers to remove bearing seals (8)
or (17).
2. Press spherical bearing (7) or (16) out of the
bore in the steering cylinder or tie rod end.
3. Press the new bearing into the bore.
4. Use snap ring pliers to install the bearing seals.
Installation
NOTE: Use the sleeve alignment tool included in the
tool group to hold the bearing spacers and the
spherical bearings in position when the pins are
inserted during assembly.
1. Align the bearing bore of steering cylinder (2) or
tie rod end (4) with the pin bores in the spindle
or frame. Insert bearing spacers (11).
NOTE: The tie rod must be installed with the
clamping bolts toward the rear of the truck. The
steering cylinders must be installed with the hydraulic
line ports facing up.
2. Install pins (9), retainers (14), hardened
washers (13), capscrews (12) and the bearing
seals. Tighten the capscrews to 237 24 Nm
(175 18 ft lb).
3. Unplug and connect the hydraulic and
lubrication lines to their respective ports. Turn
the steering wheel and check for leaks and
proper operation.
4. Perform the toe-in adjustment. Refer to Testing
and adjusting section Steering, brake and
hoist hydraulic system for the procedure.
960E-1 19
FIGURE 50-20. STEERING CYLINDER AND TIE ROD INSTALLATION
1. Tie Rod Assembly
2. Steering Cylinder
3. Steering Arm
4. Tie Rod End
5. Capscrew
6. Locknut
8. Bearing Seal
9. Pin
10. Sleeve
11. Spacer
12. Capscrew
13. Hardened Washer
14. Retainer
15. Sleeve
17. Bearing Seal
20 960E-1
cylinders
Disassembly
1. Remove capscrews (9, Figure 50-21) and the
flat washers. Pull rod (10) and gland (8) out of
cylinder housing (1).
2. Remove screw (2) and unscrew piston (3) from
the rod. Remove wear ring (4), piston ring (5),
O-ring (16) and backup ring (17) from the
piston.
3. Pull rod (10) free of gland (8). Remove O-ring
(6) and backup ring (7). Remove snap ring (11)
and dust seal (12). Remove packing (13), ring
(14) and bushing (15).
4. Inspect the cylinder housing, gland, piston and
rod for signs of pitting, scoring and excessive
wear. Clean all parts with fresh cleaning solvent.
1. Housing
2. Screw
3. Piston
4. Wear Ring
5. Piston Ring
6. O-Ring
7. Backup Ring
8. Gland
9. Capscrews
10. Rod
11. Snap Ring
12. Dust Seal
13. Packing
14. Ring
15. Bushing
16. O-Ring
17. Backup Ring
FIGURE 50-21. STEERING CYLINDER ASSEMBLY
960E-1 21
Assembly
NOTE: Lubricate the O-rings with clean Type C-4
hydraulic oil before installation.
1. Install new bushing (15, Figure 50-21), ring (14),
packing (13), dust seal (12), snap ring (11) and
O-ring (6) in gland (8).
2. Install O-ring (16), piston ring (5) and wear ring
(4) on piston (3).
3. Heat backup rings (7) and (17) in 50 - 60 C
(122 - 140 F) water for 3 to 4 minutes. Install
the backup rings immediately after removing
them from the water, applying pressure evenly
around the backup rings.
4. Slowly push rod (10) through the top of the
gland. Be careful not to damage the dust seal
and packing.
5. Apply Loctite No. 262 to the threads of piston
(3) and screw it onto the rod. Tighten the piston
to 294 30 Nm (217 22 ft lb).
6. Apply Loctite No. 262 to the threads of screw
(2). Tighten the screw to 59 - 74 Nm (44 - 55 ft
lb).
7. Coat the piston and the rod with clean Type C-4
hydraulic oil and carefully install the rod and
gland assembly into housing (1). Ensure that
backup ring (7) and O-ring (6) are not damaged
during installation.
8. Install capscrews (9) with flat washers. Tighten
the capscrews evenly to 343 34 Nm (253 25
ft lb).
9. After steering cylinder is assembled, perform
the following tests to verify that performance is
within acceptable limits:
a. Piston leakage must not exceed 2.5 cm
3
/min.
(0.15 in
3
/min.) at 20 700 kPa (3,000 psi), port
to port.
b. Rod seal leakage must not exceed one drop
of oil in eight cycles of operation.
c. Piston break-away force should not exceed
690 kPa (100 psi).
Removal and installation of
steering/brake pump
Removal
lines. Tighten all connections before applying
pressure.
immediately.
2. Drain the hydraulic tank by using the drain
located on the bottom side of the tank.
NOTE: Be prepared to contain approximately 947
liters (250 gallons) of hydraulic oil. If the oil is to be
reused, clean containers must be used with a 3
micron filtering system available for refill.
NOTE: As an alternative to draining the hydraulic oil,
a vacuum can be placed on the hydraulic tank to hold
the oil in the tank while checking the strainers.
3. Clean the steering pump and surrounding area
carefully to help avoid contamination of
hydraulic oil when lines are opened.
22 960E-1
4. Disconnect the suction line and outlet to filter (7,
Figure 50-22) at steering/brake pump (5).
Disconnect and cap the pump case drain line
from the fitting at the top of the pump housing.
Plug all lines to prevent oil contamination.
The steering pump weighs approximately 113 kg
(250 lbs). Use a suitable lifting device that has
sufficient capacity to handle the load safely.
5. Support the steering pump and the rear section
of the hoist pump. Remove the capscrews and
pump mount bracket (6). Remove four pump
mounting capscrews (4).
6. Move the steering pump rearward to disengage
the drive coupler splines from hoist pump (3).
Remove the pump.
7. Clean the exterior of the pump. Move the pump
to a clean work area for disassembly.
Installation
1. Install a new O-ring on the pump mounting
flange.
2. Ensure that the steering pump splined coupler
is in place inside the hoist pump before steering
pump installation.
3. Move the steering pump into position. Engage
the steering pump shaft with the hoist pump
spline coupler.
4. Install pump mount bracket (6, Figure 50-22)
and the capscrews. Do not tighten the
capscrews at this time.
5. Align the capscrew holes and install four pump
mounting capscrews (4). Tighten the capscrews
to the standard torque. Tighten the pump
bracket capscrews to the standard torque.
6. Remove the plugs from the pump inlet and
outlet ports. Remove the caps from the inlet and
outlet lines. Install the lines to the steering pump
with new O-rings. Tighten the capscrews
securely. Do not connect the steering pump
drain hose to the steering pump at this time (see
Step 7).
7. Remove the case drain fitting from the top of the
pump housing. Add clean C-4 hydraulic oil to
the pump through the opening until the steering
pump housing is full. This may require 2 to 3
liters (2 to 3 qt.) of oil.
8. Uncap the case drain line. Connect the line to
the steering pump fitting and tighten it.
9. Replace the hydraulic filter elements.
Use only Komatsu filter elements, or elements
that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
10. With the body down and the engine stopped, fill
the hydraulic tank with clean C-4 hydraulic oil to
the upper sight glass level.
1. Hoist Pump Outlet
Hoses
2. Pump Mount
Capscrews
3. Hoist Pump
4. Pump Mounting
Capscrews
6. Pump Mount Bracket
7. Outlet To Filter
FIGURE 50-22. STEERING PUMP REMOVAL
960E-1 23
11. With suction line shutoff valve open, loosen the
suction (inlet) hose capscrews at the pump to
bleed any trapped air. Retighten the capscrews
to the standard torque.
If trapped air is not bled from steering pump,
possible pump damage and no output may result.
12. If required, top off the oil in the hydraulic tank to
the level of the upper sight glass.
50-23) and (3) completely to allow the steering
pump to start under a reduced load.
14. Move the hoist control lever to the FLOAT
position.
15. Start the truck engine and operate at low idle for
two minutes.
Do not allow the engine to run with the
accumulator bleed down valves in open for
longer than two minutes. Excessive hydraulic
system heating will occur.
Do not start any hydraulic pump for the first time
after an oil change or pump replacement with the
truck dump body raised. The oil level in the
hydraulic tank may be below the level of the
pump(s), causing extreme pump wear during this
initial pump startup.
16. Turn off the engine. Fully close both
accumulator bleed down valves.
17. Verify that the oil level in the hydraulic tank is at
the upper sight glass when the engine is off and
the body is resting on the frame. If the hydraulic
oil level is not visible in the upper sight glass,
add oil as needed.
18. Start the engine and check for proper pump
operation.
(Rear Brake)
(Front Brake)
24 960E-1
Disassembly and assembly of
steering/brake pump
Disassembly
When disassembling or assembling the pump,
choose a work area where no traces of dust, sand
or other abrasive particles which could damage
the unit are in the air. Do not work near welding,
sand blasting, grinding benches, etc. Place all
parts on a clean surface. To clean parts which
have been disassembled, it is important that
clean solvents are used. All tools and gauges
should be clean before working with these units
and new, clean, threadless rags should be used
to handle and dry parts.
1. Drain off excess hydraulic oil from the pump
inlet and discharge ports. It may be necessary
to loosen four valve plate capscrews (8, Figure
50-26) in order to pull back on the valve plate
and allow oil to seep out of the case.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely
disassemble all components.
Control piston group
3. Remove two large plugs (24, Figure 50-24) from
both sides of the pump.
4. Control piston (11, Figure 50-25) must be in the
neutral position. Control link pin (16) should be
centered in the plug opening.
5. Use snap ring pliers to remove retaining rings
(14) from both sides of the pin. Remove control
link washers (15).
6. For handling purposes, insert a 1/4 - 20 UNC
capscrew into the threaded end of control link
pin (16).
7. Use a brass rod and hammer to tap on the end
opposite the capscrew to remove control link pin
(16).
NOTE: Stroke adjuster assembly (items 12, 13, 14,
15 and 16, Figure 50-24) must be removed before
further disassembly of the control piston.
8. Without disturbing jam nut (16, Figure 50-24),
unscrew gland (15) and remove the stroke
adjuster as a complete assembly.
9. Back out capscrews (1, Figure 50-26), then
remove cap (4).
10. Remove bias control spring (1, Figure 50-25).
Valve plate group
NOTE: Valve plate (11, Figure 50-26) is a slight press
fit in the pump housing.
11. Support valve plate (11) from an overhead hoist
using the lifting lug holes that are provided.
Remove four capscrews (8) from the valve
plate.
12. Remove the valve plate from the pump housing
by tapping it away from the housing with a
mallet until the valve plate pilot diameter is
disengaged from the case by 6 mm (0.25 in).
13. With the weight of the valve plate still
suspended from the overhead hoist, slide te
valve plate back until it disengages from the
driveshaft. Set the valve plate aside. Be careful
not to damage the wear face of the valve plate.
14. To further disassemble the control piston
assembly, move control piston (11, Figure 50-
25) into sleeve (4) until stop pin (8) contacts the
sleeve. Use a large mallet to drive the piston
and sleeve assembly outward from the valve
plate.
15. When backup ring (5) and O-rings (6) and (7)
are clear of the valve plate, re-extend the
control piston. While tipping the assembly
enough to clear the hole, pull the assembly from
the valve plate.
16. Remove pin (18) from the control piston by
pressing or tapping it out through the hole on
the opposite side. Stop pin (8) can be removed
and control piston (11) can be slipped out of
sleeve (4).
17. Remove screws (12, Figure 50-27) and
compensator block (10).
18. Remove capscrews (7, Figure 50-26) and cover
plate (9).
960E-1 25
1. Driveshaft
2. Bearing
3. Retaining Ring
4. Retaining Ring
5. Lifting Eyes
6. Name Plate
7. Drive Screw
8. Name Plate
9. Plug
10. O-ring
11. Plate
12. O-ring
13. Stem
14. O-ring
15. Gland
16. J am Nut
17. Pin
18. O-ring
19. Pin
20. O-ring
21. Housing
22. Seal Retainer
23. Elbow Fitting
24. Plug
25. O-ring
26. Shaft Seal
FIGURE 50-24. PUMP FRONT HOUSING
26 960E-1
1. Bias Control Spring
2. Seal
3. Piston Ring
4. Sleeve
5. Backup Ring
6. O-ring
7. O-ring
8. Stop Pin
9. Backup Ring
10. Cylinder Barrel
11. Control Piston
12. Fulcrum Ball
13. Piston Shoe Assembly
14. Retaining Ring
15. Washer
16. Pin
17. Control Link
18. Pin
19. Dowel Pin
20. Saddle
21. O-ring
22. Roll Pin
23. Roll Pin
24. Saddle Bearing
25. Swashblock
26. Cylinder Bearing
27. Retainer
28. Retainer Spring
FIGURE 50-25. PUMP ROTATING GROUP
960E-1 27
Rotating group
The rotating group weighs approximately 14 kg
(30 lb). Be careful not to damage the cylinder
wear face or cylinder wear plate face, bearing
diameters or piston shoes. Assistance from
others and use of proper lifting techniques is
strongly recommended to prevent personal injury
as well.
19. To remove the rotating group, firmly grasp
cylinder barrel (10, Figure 50-25) and pull the
assembly outward until the cylinder spline
disengages from the driveshaft spline about
63.5 mm (2.5 in.). Then rotate the cylinder barrel
one or two revolutions to break any contact
between piston shoe assemblies (13) and the
wear face of swashblock (25).
20. Slide the rotating group off the driveshaft and
out of the pump housing. Place it on a clean,
protective surface with the piston shoes facing
upward.
21. Mark each piston, its cylinder bore and location
in shoe retainer for ease of inspection and
assembly.
22. Piston/shoe assemblies can be removed
individually or as a group by pulling upward on
shoe retainer (27).
23. Remove fulcrum ball (12).
24. If retainer springs (28) are removed, mark which
spring came from which bore. Each spring must
be returned to its particular bore upon assembly.
25. Remove two pins (17, Figure 50-24) and pull
cylinder bearing (26, Figure 50-25) straight out
of the pump housing.
Swashblock group
26. Remove two pins (19, Figure 50-24). Tilt the
bottom of swashblock (25, Figure 50-25)
outward and remove the swashblock from the
pump case.
27. Saddle bearings (24) can be removed by using
a very short screwdriver or back hammer to pry
them loose, or continue to the next step for
further disassembly which will make their
removal easier.
Driveshaft group
28. Remove retaining ring (3, Figure 50-24). Use a
mallet on the tail shaft to tap driveshaft (1) out
from the front of the pump housing.
29. Remove seal retainer (22) from the pump
housing. Use a mallet to tap saddle (20, Figure
50-25) out from the inside of the pump housing.
Saddle bearings (24) can then be easily
removed. O-ring (21) may also be removed at
this time.
Inspection
Always wear safety goggles when using solvents
or compressed air. Failure to wear safety goggles
could result in serious personal injury.
1. Clean all parts thoroughly.
2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
springs for cracking and signs of fatigue.
4. Control piston (11, Figure 50-25) must slide
smoothly in sleeve (4).
5. The linkage to the cradle should operate
smoothly but not loosely (with slop). Check the
piston and bore in the sleeve for signs of
scratching and galling. Polish with a fine emery,
if needed.
Valve plate group
6. Closely examine the mating faces of valve plate
(11, Figure 50-26) and cylinder barrel (10,
Figure 50-25) for flatness, scratches and
grooves. If the faces are not flat and smooth, the
cylinder side will lift off from the alve plate,
resulting in delivery loss and damage to the
pump. Replace if necessary.
28 960E-1
Rotating group
7. Check all piston shoe assemblies (13, Figure
50-25) for smooth action in their bores.
8. Check the piston walls and bores for scratches
or other signs of excessive wear. (The pistons
should not have more than a few thousandths of
an inch of clearance). Replace if necessary.
9. The piston shoes must pivot smoothly, but the
end play must not exceed 0.076 mm (0.003 in.).
To check the end play:
a. Place the square end of the piston on a
bench and hold it down firmly. Pull on the end
of the shoe with your other hand and note the
end play.
A good piston shoe fit will have no end play,
but the shoe may rotate and pivot on the
piston ball. Inspect each shoe face for nicks
and scratches.
b. Measure the shoe thickness between
retainer (27) and the cradle. All shoes must
have equal thickness within 0.003 mm
(0.0001 in.). If even one piston shoe
assembly (13) is out of specification, all
piston shoe assemblies must be replaced.
c. Inspect cylinder bearing (26) and the
matching cylinder barrel bearing mating
surface for galling, pitting and roughness.
Replace if necessary.
1. Capscrew
2. O-ring
3. Plug
4. Cap
5. Backup Ring
6. O-ring
7. Capscrew
8. Capscrew
9. Cover Plate
10. O-ring
11. Valve Plate
12. Gasket
13. Bearing
FIGURE 50-26. PUMP, REAR HOUSING
960E-1 29
Swashblock group
10. Inspect swashblock (25, Figure 50-25) for
scratches, grooves, cracks and uneven surface.
Replace if necessary.
NOTE: The wear face is coated with a gray colored,
epoxy-based, dry film lubricant for break-in purposes.
Scratching or wearing of this coating is not
detrimental as long as the metal surface underneath
the coating is not scored or picked-up.
11. For saddle bearing (24), compare the thickness
in the wear area to the thickness in a non-wear
area. Replace the saddle bearings if the
difference is greater than 0.102 mm (0.004 in.).
12. Check the mating surface of the swashblock for
cracks and excessive wear. Replace if
necessary.
13. Swashblock movement in the saddle and saddle
bearing must be smooth.
1. Valve Plate
2. O-Ring
3. O-Ring
4. O-Ring
5. Plug
6. O-Ring
7. Plug
8. O-Ring
9. Orifice (0.062 in.)
10. Compensator Block
11. 4-Way Valve
12. Screw
13. Plug
14. O-Ring
15. Orifice (0.032 in.)
16. Compensator
17. Screw
18. Unloader Module
19. O-Ring
FIGURE 50-27. UNLOADER & COMPENSATOR CONTROLS
30 960E-1
Driveshaft group
14. Remove shaft seal (26, Figure 50-24).
15. Check bearing (2) for galling, pitting, binding
and roughness. Replace if necessary.
16. Check the shaft and its splines for wear.
Replace parts as necessary.
Compensator block and unloader module
17. Remove screws (17, Figure 50-27) and
separate unloader module (18) from
compensator block (10).
18. Remove 4-way valve (11) and compensator (16)
from the compensator block. Remove all plugs
and orifices (9) and (15). Clean the
compensator block in solvent and inspect all
passages and orifices for obstructions.
19. Remove the valve from unloader module (18).
Remove the plugs and clean the block
passages. If the valve is inoperative, replace the
entire unloader module.
Stroke adjuster assembly
20. Measure and record dimension A of the stroke
adjuster assembly. See Figure 50-28.
21. Loosen jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2).
22. Inspect the parts for damage and excessive
wear.
23. Install new O-ring (2) on stem (1) and
reassemble it to gland (3). Adjust the stem-to-
gland distance to dimension A recorded in
Step 20. Tighten jam nut (4).
Assembly
NOTE: The procedures for assembling the pump are
basically the reverse order of the disassembly
procedures.
NOTE: During assembly, install new gaskets, seals,
and O-rings.
1. Apply a thin film of clean grease or hydraulic oil
to the sealing components to ease the assembly
procedure. If a new rotating group is used,
lubricate it thoroughly with clean hydraulic oil.
Apply oil generously to all wear surfaces.
Swashblock group
2. Press or tap roll pin (22, Figure 50-25) into
pump housing (18, Figure 50-24).
3. Use an arbor press to press new shaft seal (26)
into saddle (20, Figure 50-25). Install O-ring (21)
into the groove in the saddle.
4. Press four roll pins (23) into saddle (20) until
they bottom. Then press saddle bearing (24)
onto the pins to locate the bearing in the saddle.
Be careful not to damage the saddle bearing
surfaces while installing the saddle into the pump
housing.
5. Use a long brass bar and a mallet (or an arbor
press) to install the saddle and bearing
assembly into the pump housing. Tap or press
only on the area of the saddle that is exposed
between the saddle bearings. Do not tap on
the bearing surfaces. The saddle is fully
seated when a distinct metallic sound is heard
when installing the saddle into the pump
housing.
6. Fasten control link (17) to swashblock (25)
using link pin (16) and two retaining rings (14).
7. Ensure that both dowel pins (19) are pressed
into swashblock (25).
8. Insert the swashblock into the pump housing
until it engages in the saddle bearing. Allow the
swashblock to settle to its lowest natural
position.
9. Retain the swashblock by installing two pins
(19, Figure 50-24) and O-rings (20). Once
pinned, ensure that the swashblock strokes
smoothly in the saddle by pulling firmly on the
free end of the control link.
1. Stem
2. O-ring
3. Gland
4. J am Nut
FIGURE 50-28. STROKE ADJ USTER ASSEMBLY
960E-1 31
Driveshaft group
NOTE: Ensure that the punch marks on cylinder
bearing (26, Figure 50-25) will face toward the shaft
end of the pump.
10. Insert cylinder bearing (26) straight into the
pump housing. Ensure that the bearing is
positioned so that bearing retainer pins (17,
Figure 6-9) can be inserted in the case and into
the bearing.
11. Install O-rings (18) on pins (17). Install the pins.
12. An arbor press is required to install bearing (2,
Figure 50-24) onto driveshaft (1). Press only on
the inner race of the bearing. Press the bearing
until it contacts the shoulder on the driveshaft.
13. Use a 153 mm (6 in.) long sleeve with an inside
diameter that is slightly larger than the retaining
ring inside diameter to press retaining ring (4)
toward the bearing until it seats in the groove.
14. Place seal retainer (22) over shaft seal (26)
inside pump housing (21). Lubricate the shaft
seal with clean hydraulic oil.
15. Install the entire driveshaft assembly through
the front of the pump housing. A mallet will be
required to install the driveshaft through the
shaft seal.
16. Once the driveshaft assembly is fully seated in
the pump housing, install retaining ring (3).
Rotating group
17. Grease the mating surfaces. Place the cylinder
assembly on a clean work bench with the valve
plate side down.
18. Assemble the rotating group by inserting
retainer springs (28, Figure 50-25) into the
same spring bores in cylinder barrel (10) from
which they came.
19. Slide fulcrum ball (12) over the nose of cylinder
barrel (10).
20. Place retainer (27) over the fulcrum ball and
align the holes in the retainer with the
corresponding holes (marked during
disassembly) in the cylinder barrel. Once
aligned, insert piston shoe assemblies (13) into
their corresponding holes.
The assembled rotating group weighs
approximately 14 kg (30 lb). Assistance from
others and use of proper lifting techniques is
strongly recommended to prevent personal
injury.
21. The rotating group can now be carefully
installed over the end of the driveshaft and into
the pump housing.
22. When installing the rotating group, support the
weight of cylinder barrel (10) as the cylinder
spline is passed over the end of the driveshaft to
avoid scratching or damage.
23. Push the cylinder barrel forward until the
cylinder spline reaches the driveshaft spline.
Rotate the cylinder slightly to engage the shaft
splines.
24. Continue to slide cylinder barrel forward until it
encounters cylinder bearing (26). Lifting the
driveshaft slightly helps cylinder barrel-to-
cylinder bearing engagement. Continue pushing
the cylinder forward until the piston shoes
contact swashblock (25).
25. At this point, the back of the cylinder barrel
should be located approximately 6 mm (0.25 in.)
inside the back of the pump housing.
26. Install seal (2) and piston ring (3) into their
respective grooves on control piston (11).
27. Insert the control piston assembly into sleeve
(4).
28. While supporting the control piston, press or slip
in pin (8) and secure it with cotter or roll pin (18).
32 960E-1
NOTE: The order of piston sleeve seal installation
starts at the widest end of the sleeve.
29. Install backup ring (1, Figure 50-29), O-ring (2)
and backup ring (3) in rearmost groove on the
piston sleeve. Install O-ring (4) and backup ring
(5) in the remaining groove.
NOTE: Ensure that the grooves in sleeve (4, Figure
50-25) are at the 12 oclock and 6 oclock positions
when inserted into the valve plate.
30. Insert the piston and sleeve assembly into valve
plate (11, Figure 50-26). Install O-ring (6) with
backup ring (5) in the seal groove of control
cover cap (4).
31. Insert bias control springs (1, Figure 50-25) into
control piston (11). Use four capscrews (1,
Figure 50-26) to fasten the control cover cap to
the rear of the valve plate. Tighten the
capscrews evenly to 187 Nm (138 ft lb).
32. Install O-ring (10) in the rear of the valve plate.
Use four capscrews (7) to fasten cover plate (9)
over the opening in the valve plate.
33. Pull the free end of control link (17, Figure 50-
25) toward the rear of the pump housing until
the open hole in the link lines up with the open
ports on the sides of the pump case.
34. Install stroke adjuster assembly (see Figure 50-
28) to hold the swashblock in place.
Valve plate group
35. Ensure that bearing (13, Figure 50-26) is in
place. Using assembly grease to hold the
desired position, place gasket (12) in position on
valve plate (11).
36. In preparation for mating to the pump housing,
support the valve plate assembly from an
overhead hoist using the lifting lug holes that
are provided.
37. Assemble one retainer ring (14, Figure 50-25)
and one washer (15) onto the threaded hole
side of pin (16). Then thread a 1/4 - 20NC
capscrew into the pin to ease holding.
38. Carefully maneuver the valve plate assembly
(supported by overhead hoist) over the
driveshaft and into the pump housing so that the
slot on control piston (11) engages control link
(17).
39. With the hole in the control piston lined up with
the hole in the link, carefully insert pin (16).
During this next step, be careful to prevent the
washer and retaining ring from falling into the
pump housing.
40. Install second washer (15) and retaining ring
(14) onto the pin. Remove the capscrew from
the pin.
NOTE: The valve plate is a slight press fit into thr
pump housing. Ensure that the pilot diameter on the
valve plate is aligned with the mating diameter on the
pump housing before assembly.
41. Insert four capscrews (8, Figure 50-26) and
alternately tighten them until the valve plate is
drawn up to the pump housing. Tighten the
capscrews evenly to 330 Nm (244 ft lb).
42. Install cover plate (9) with new O-ring (10) and
capscrews (7).
43. Install O-rings (2, Figure 50-27), (3) and (4) in
their proper locations on the top of the valve
plate. Install compensator block (10) to the
valve plate with socket head capscrews (12).
Tighten the capscrews to 21 Nm (183 in lb).
1. Backup Ring
2. O-ring
3. Backup Ring
4. O-ring
5. Backup Ring
FIGURE 50-29. O-RING LOCATION ON PISTON
SLEEVE
960E-1 33
44. Install 4-way valve (11) and compensator (16).
45. Install orifice (9) and plug (7) with new O-ring (8)
in the side of the compensator block. Install
orifice (15), plug (7) and O-ring (8) in the top of
the compensator block.
46. Install the remaining plugs with new O-rings.
47. Install unloader module (18) on the
compensator block with new O-rings (19) and
socket head capscrews (17). Tighten the
capscrews to 10 Nm (88 in lb).
48. Install plugs (9, Figure 50-24) and (24) and O-
rings (10) and (25) in the pump housing.
49. Measure the pump rotation torque. The rotation
torque should be approximately 20 Nm (15 ft
lb).
accumulators
Removal
2. Remove cover (1, Figure 50-30). Disconnect the
electrical wires from nitrogen precharge
pressure switch (10).
1. Cover
2. Front Steering
Accumulator
3. Rear Steering
Accumulator
4. Mounting Clamp
5. Flow Amplifier Valve
7. Mounting Bracket
8. Oil Line
9. Charging Valve
10. Nitrogen Precharge
Pressure Switch
11. Gas Valve
FIGURE 50-30. STEERING ACCUMULATORS
34 960E-1
3. Remove the charging valve guard and loosen
the small hex on charging valve (9) three
complete turns. Depress the valve core until all
nitrogen pressure has been relieved.
Ensure that 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 a protective face mask when
discharging nitrogen gas.
4. Remove oil line (8) from the bottom of the
accumulator that is being serviced. Plug the
hoses and cover the opening in the accumulator
to prevent possible contamination of the system.
Do not use a screw-in type plug.
The accumulator weighs approximately 172 kg
(380 lbs). Use a suitable lifting device with
adequate capacity to handle the load safely.
5. Attach a lifting device to the accumulator.
6. Loosen the capscrews and remove mounting
clamp (4).
7. Raise the accumulator until it is clear of
mounting bracket (7). Move the accumulator to
Installation
1. Lift the accumulator into position it on mounting
bracket (7, Figure 50-30). The accumulator
should be positioned to allow access to
charging valve (9).
2. Secure the accumulator to mounting bracket (7)
using mounting clamps (4), capscrews,
lockwashers and nuts. Tighten the capscrews to
the standard torque.
3. Connect the electrical wiring to nitrogen
precharge pressure switch (10). Reconnect oil
line (8) to the bottom of the accumulator.
4. Precharge both accumulators with pure dry
nitrogen. Refer to Testing and adjusting section
5. Check charging valve (9), precharge switch (10)
and gas valve (11) for leaks using a soap
solution.
accumulators
Disassembly
1. After the accumulator has been removed from
the truck, secure the accumulator body in a
vise, preferably a chain vise. If a standard jaw
vise is used, use brass inserts to protect the
hydraulic port assembly from damage. Clamp
on wrench flats only when using a jaw vise to
prevent the accumulator from turning.
2. Remove bleed plug (12, Figure 50-33) on
hydraulic port assembly (2). Use a spanner
wrench to remove locking ring (10) from
hydraulic port assembly (2). Use an adjustable
wrench on the flats located on the port assembly
to prevent the port assembly from rotating.
3. Remove spacer (9), then push the hydraulic
port assembly into the shell.
4. Insert your hand into the accumulator shell and
remove O-ring backup (8), O-ring (7), and metal
backup washer (6). Separate anti-extrusion ring
(3) from the hydraulic port. Fold the anti-
extrusion ring and remove it from the shell (See
Figure 50-31).
FIGURE 50-31. ANTI-EXTRUSION RING REMOVAL
960E-1 35
5. Remove the hydraulic port from the accumulator
shell.
6. To prevent the bladder valve stem from twisting,
secure it with an appropriate wrench applied to
the valve stem flats. Remove gas valve manifold
(14, Figure 50-33). Then remove nut (5) while
still holding the bladder valve stem.
7. Fold the bladder and pull it out of the
accumulator shell. A slight twisting motion while
pulling on the bladder reduces the effort
required (see Figure 50-32). If the bladder is
slippery, hold it with a cloth.
Cleaning and Inspection
1. Clean all metal parts with a cleaning agent.
2. All seals and soft parts should be wiped clean.
3. Inflate the bladder to normal size. Wash the
bladder with a soap solution. If the bladder
causes bubbles in the soap solution, discard the
bladder. After testing, deflate the bladder
immediately.
4. Inspect the hydraulic port assembly for damage.
Check the poppet plunger to see that it spins
freely and functions properly.
5. Check the anti-extrusion ring and soft seals for
damage and wear. Replace all worn or
damaged seals with original equipment seals.
6. After the shell has been cleaned with a cleaning
agent, check the inside and outside of the shell.
Pay special attention to the area where the gas
valve and hydraulic assembly pass through the
shell. Any nicks or damage in this area could
destroy the accumulator bladder or damage
new seals. If this area is pitted, consult your
Komatsu Service Manager.
DO NOT repair the housing by welding,
machining or plating to salvage a worn area.
These procedures may weaken the housing and
result in serious injury to personnel when
pressurized.
FIGURE 50-32. BLADDER REMOVAL
36 960E-1
Assembly
Assemble the accumulator(s) in a dust and lint
free area. Maintain complete cleanliness during
assembly to prevent possible contamination.
Use only nitrogen that meets or exceeds CGA
(Compressed Gas Association) specification G-
10.1 for type 1, grade F. The nitrogen should be
99.9% pure. Use only nitrogen cylinders with
standard CGA number 580 connections with the
appropriate high pressure regulator.
1. After shell (4, Figure 50-33) has been cleaned
and inspected, place the accumulator shell in a
vise or on a table.
2. Thoroughly spray the inside of the accumulator
shell with 3.1 L (106 oz.) of clean C-4 hydraulic
oil to lubricate and cushion the bladder. Ensure
that the entire internal surface of the shell is
lubricated.
3. With all gas completely exhausted from the
bladder, collapse the bladder and fold it
longitudinally in a compact roll.
4. Install the gas valve on the bladder.
5. Insert the bladder pull rod into the valve stem
opening and out through the shell fluid port.
Attach the bladder pull rod to the bladder valve
stem.
6. With one hand, pull the bladder pull rod while
feeding the bladder into the shell with the other
hand. Slight twisting of the bladder will assist in
this insertion.
7. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install nut (5) by hand. Remove the bladder pull
rod.
8. Use a wrench to hold the bladder valve stem on
the flats, then tighten nut (5) securely.
9. If removed, install pressure switch (15) into
charging valve assembly (11). Tighten the
switch to 41 5 Nm (30 4 ft lb). Then install
valve assembly (11) onto gas valve manifold
(14) and tighten it to 18 4 Nm (13 3 ft lb).
FIGURE 50-33. ACCUMULATOR ASSEMBLY
1. Bladder Assembly
2. Hydraulic Port Assembly
3. Anti-Extrusion Ring
4. Shell
5. Nut
6. Metal Backup Washer
7. O-ring
8. O-ring Backup
9. Spacer
10. Locking Ring
11. Charging Valve Assembly
12. Bleed Plug
13. Warning Plate
14. Gas Valve Manifold
15. Pressure Switch
16. O-ring
960E-1 37
10. If removed, install charging valve assembly (11)
onto gas valve manifold (14). Then tighten
If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten swivel nut (4) to 14 Nm (10 ft lb).
b. Loosen the swivel nut.
c. Retighten the swivel nut to 14 Nm (10 ft lb).
d. Loosen the swivel nut again.
e. Finally, tighten the swivel nut to 5 Nm (45 in
lb).
11. Install valve cap (1) finger-tight. Install the valve
cover and tighten the capscrews to 40 Nm (25 ft
lb).
12. Install new O-ring (16, Figure 50-33) on gas
valve manifold (14). Hold the bladder valve stem
with a wrench and install gas valve manifold
(14) securely.
13. While holding hydraulic port assembly (2) by the
threaded end, insert the poppet end into the
shell fluid port. Lay the complete assembly
inside the shell.
14. Fold anti-extrusion ring (3) to enable insertion
into the shell. Once the anti-extrusion ring has
cleared the fluid port opening, place the anti-
extrusion ring on the hydraulic port assembly
with the steel collar facing toward the shell fluid
port.
15. Pull the threaded end of the port assembly
through the shell fluid port until it seats solidly
into position on the shell fluid port opening.
16. Connect the nitrogen charging kit to the
charging valve. With the hydraulic port
assembly firmly in place, slowly pressurize the
bladder using dry nitrogen and a sufficient
pressure of approximately 275 - 345 kPa (40 -
50 psi) to hold the port assembly in place so that
both of your hands are free to continue with the
assembly.
17. Install metal backup washer (6) over the
hydraulic port assembly. Push it into the shell
fluid port to bottom it out on the anti-extrusion
ring.
18. Install O-ring (7) over the hydraulic port
assembly. Push it into the shell fluid port until it
bottoms out against metal backup washer (6).
Ensure that the O-ring does not twist.
19. Install O-ring backup (8) over the hydraulic port
assembly. Push it into the shell fluid port until it
bottoms out against O-ring (7).
20. Insert spacer (9) with the smaller diameter of the
shoulder facing the accumulator shell.
21. Install locking ring (10) on the hydraulic port
assembly and tighten it securely. This will
squeeze the O-ring into position. Use an
appropriate wrench on the flats on the port
assembly to ensure that the unit does not turn.
22. Install bleed plug (12) into the hydraulic port
assembly.
23. Verify that all warning labels are attached to the
shell and that they are legible. Install new labels
as required.
25. After precharging is completed, install a plastic
cover over the hydraulic port to prevent
contamination. Do not use a screw-in type
plug.
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
38 960E-1
960E-1 Dump truck
960E-1 1
CEN50005-00
DUMP TRUCK
960E-1
960E-1 A30003 and up
Suspensions
Removal and installation of front suspension ....................................................................................................... 3
Minor front suspension repairs (lower bearing and seals) .................................................................................. 10
Major front suspension rebuild.............................................................................................................................11
Removal and installation of rear suspension...................................................................................................... 13
Disassembly and assembly of rear suspension.................................................................................................. 16
2 960E-1
NOTES
960E-1 3
Removal and installation of front
suspension
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 rear axle assembly.
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.
Check valves and orifice dampening holes control
suspension travel to provide good ride qualities on
haul roads under loaded and empty conditions.
The front suspension rods also act as kingpins for
steering the truck.
The 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 surfaces.
Surfaces are machined to extremely close tolerances
and are precisely fitted. All parts must be completely
clean during assembly.
Removal
1. Remove the front tire and rim. Refer to
Disassembly and assembly section Tires,
2. Remove the front wheel hub and spindle. Refer
to Disassembly and assembly section Tires,
3. Remove the boot clamp and boot from the front
suspension.
Wear a face mask or goggles. Make sure that only
the swivel nut turns. Turning the entire charging
valve assembly may result in the valve assembly
being forced out of the suspension by the gas
pressure inside.
4. Discharge the nitrogen pressure from the
suspension as follows:
a. Remove the cap from charging valve (5,
Figure 50-1).
b. Turn charging valve swivel nut (small hex) (2,
Figure 50-2) counterclockwise three full turns
to unseat the valve seal. Do not turn more
than three turns. Do not turn charging valve
body (large hex) (3).
c. Depress the valve stem until all nitrogen
pressure has been relieved.
5. After all nitrogen pressure has been relieved,
loosen valve body (3) and remove the charging
valve assembly. Discard the O-ring seal.
FIGURE 50-1. SUSPENSION CHARGING VALVE
1. Suspension Housing
2. Cap Structure
3. Pressure Sensor Port
4. Vent Plug
5. Charging Valve
FIGURE 50-2. CHARGING VALVE INSTALLATION
1. Valve Cap
2. Swivel Nut
(Small Hex)
3. Charging Valve Body
(Large Hex)
4. Vent Plug
4 960E-1
6. Place a suitable container under the suspension
cylinder. Remove bottom drain plug (11, Figure
50-12) and allow the cylinder to drain
completely. A properly charged front suspension
cylinder contains 113.5 L (30 gal) of oil.
NOTE: Front suspensions are equipped with lower
bearing retainer puller holes. If rod wiper, rod seals,
bearing, O-ring and backup ring replacement is
required, it is not necessary to remove the
suspension from the truck. Refer to "Minor front
suspension repairs (lower bearing and seals)" for
bearing retainer removal and installation.
7. If major suspension rebuild is required, continue
with the removal procedure.
8. Attach a fork truck or suitable lifting device to
the suspension. Secure the suspension to the
lifting device.
The front suspension weighs approximately 3255
kg (7176 lbs). Make sure that the lifting device
has a sufficient capacity to handle the load.
9. Remove upper capscrews (1, Figure 50-4).
10. Remove four lower outer capscrews (4).
11. Remove four lower capscrews (4) with spacers
(7).
12. Move the suspension to a clean work area for
disassembly.
13. Discard the suspension mounting capscrews,
washers, and nuts.
High tightening torque is required to load the
front suspension mounting cap screws.
Repeated tightening will result in cap screw
fatigue and damage. DO NOT reuse mounting cap
screws, washers and nuts. Replace the hardware
after each use.
Suspension mounting cap screws are specially
hardened to meet or exceed grade 8
specifications. Replace only with cap screws of
correct hardness. Refer to the appropriate parts
book for the correct part numbers.
Installation
1. Remove all paint, rust, dirt and foreign debris
from the suspension mounting surfaces.
2. Clean and dry the mounting surfaces on both
the suspension and the frame. Use a cleaning
agent that does not leave a film after
evaporation, such as isopropyl alcohol, acetone
or lacquer thinner.
3. Inspect the mounting surfaces of the
suspension and frame for damage or wear.
Check for the following criteria:
Flatness of each surface must be within
0.25 mm (0.010 in.).
Surface finish must not exceed 0.635 m
(250 in.) roughness average (R
A
).
If measurements are not within specifications,
contact your Komatsu customer service
manager for further instructions.
4. Clean and dry all suspension mounting
hardware. Use the same cleaning agent that
was used to clean the mounting surfaces.
FIGURE 50-3. REMOVING DEBRIS
960E-1 5
High tightening torque is required to load the
front suspension mounting cap screws.
Repeated tightening will result in cap screw
fatigue and damage. DO NOT reuse mounting cap
screws, washers and nuts. Replace the hardware
after each use.
Suspension mounting cap screws are specially
hardened to meet or exceed grade 8
specifications. Replace only with cap screws of
correct hardness. Refer to the appropriate parts
book for the correct part numbers.
.
The use of dry threads in this application is not
recommended. Due to the high tightening forces
required to load these cap screws, dry threads or
threads lubricated with anti-seize compounds
may result in damage. Only use the approved
lubricant specified below.
5. Lubricate the cap screw threads, cap screw
head seats, washer faces and nut seats with 5%
molybdenum-disulphide grease.
6. Identify and separate the hardware according to
location on the suspension. Refer to Figure 50-
4.
FIGURE 50-4. HARDWARE IDENTIFICATION
1. Cap Screw - 1 1/2" - 6NC x 6 1/2" (G8)
2. Flat Washer - 1 1/2" (G8)
3. Nut - 1 1/2" - 6NC (G8)
4. Cap Screw - 1 3/4" - 5NC x 14 1/2" (G8)
5. Flat Washer - 1 3/4" (G8)
6. Nut - 1 3/4" - 5NC (G8)
7. Spacer
8. Shear Key
9. Part Of Frame
6 960E-1
7. The hardened flat washers used on the front
suspensions are punched during the
manufacturing process. Assemble the cap
screws and washers and position the punched
lip away from the cap screw head to prevent
damage. Refer to Figure 50-5.
8. Lift the front suspension into position on the
frame. The weight of each front suspension
cylinder is approximately 2 790 kg (6,150 lb).
9. Install the mounting hardware and the shear
key. Install the shear key flush with the side face
of the suspension.
Install one washer under each cap screw head
and one washer under each nut (where
applicable).
10. Tighten all of the hardware to 1 356 136 Nm
(1,000 100 lb ft) in the sequence shown in
Figure 50-7. This ensures that the suspension
has been seated properly on the frame. Use a
properly calibrated torque wrench to ensure
accuracy.
NOTE: Do not exceed 4 rpm tightening speed. Do not
hammer or jerk the wrench while tightening.
Failure to tighten all cap screws to the proper
torque and in the proper sequence could affect
the integrity of the joint.
FIGURE 50-5. FLAT WASHER ORIENTATION
1. Hardened Flat Washer 2. Cap Screw
FIGURE 50-6. SUSPENSION INSTALLATION
960E-1 7
11. The mounting cap screws now must be loos-
ened one at time and then tightened one at time
by turning the hardware by a specified number
of degrees. This is known as the turn-of-the-nut
method (or angle advance). Use the map shown
in Figure 50-7 for the proper tightening
sequence. Refer to the turn-of-the-nut methods
on the following pages for the proper tightening
procedures.
The capscrews at the upper mounting joint
require a different turn-of-the-nut tightening
procedure than the capscrews at the lower
mounting joint. It is important to refer to the
correct procedure as each capscrew is tightened
in sequence.
12. Charge the front suspension with dry nitrogen to
fully extend the suspension piston before
installing the front wheel hub and spindle. Refer
to Testing and adjusting section Accumulators
and suspensions.
13. Install spindle, wheel and tire. Refer to
Disassembly and assembly section Wheels,
14. Service the front suspensions. Refer to Testing
suspensions for the oiling and charging
procedure.
15. Install the suspension boot and secure it with
the boot clamp.
FIGURE 50-7. TIGHTENING SEQUENCE MAP
8 960E-1
Upper mounting joint - 60 turn-of-the-nut method
1. Loosen the cap screw. All other cap screws
must remain tightened.
2. Tighten the cap screw to 95 Nm (70 lb ft).
3. Mark a corner of the cap screw head with a
paint marker as shown in Figure 50-8. Draw a
reference line on the suspension surface next to
the marked corner on the cap screw. Draw a
reference line on the suspension 60 degrees in
advance of the marked corner on the cap screw.
4. Advance the cap screw to the 60 advance
mark. Hold the nut at the rear of the joint
stationary while tightening.
5. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown in
Figure 50-9. These reference lines will be used
to verify the cap screws have maintained their
torque.
NOTE: If, for any reason, these fasteners need to be
checked for tightness after completing this
procedure, loosen and inspect all 14 cap screws and
repeat the entire process. The hardware must be
cleaned and lubricated again before repeating.
FIGURE 50-8. 60 DEGREE ADVANCE
FIGURE 50-9. MAKING REFERENCE LINES
960E-1 9
Lower mounting joint - 90 turn-of-the-nut method
1. Loosen the cap screw. All other cap screws
must remain tightened.
2. Tighten the cap screw to 475 Nm (350 lb ft).
3. Mark a corner of the cap screw head with a
paint marker as shown in Figure 50-10. Draw a
reference line on the suspension surface (or
frame) next to the marked corner on the cap
screw. Draw a reference line on the suspension
surface (or frame) 90 degrees in advance of the
marked corner on the cap screw.
4. Advance the cap screw to the 90 advance
mark. Hold the nut at the rear of the joint (where
applicable) stationary while tightening.
5. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown in
Figure 50-9. For the four cap screws with
spacers, refer to Figure 50-11. These reference
lines will be used to verify the cap screws have
maintained their torque.
NOTE: If, for any reason, these fasteners need to be
checked for tightness after completing this
procedure, loosen and inspect all 14 cap screws and
repeat the entire process. The hardware must be
cleaned and lubricated again before repeating.
Inspection
Visual inspections of the bolted joints are necessary
after the truck has been released for use. Inspect the
joints at each front suspension at the following
intervals: 8 hours, 50 hours, 250 hours, and 500
hours.
If the reference lines on the hardware (Figure 50-9
and Figure 50-11) have remained in alignment, the
trucks may remain in use.
If at least one of the cap screws has shown signs of
movement, the truck must be taken out of service.
The suspension mounting cap screws must be
removed, cleaned, and inspected. If any cap screws
have any signs of damage, replace all cap screws.
Install the cap screws again according to this
installation procedure.
FIGURE 50-10. 90 DEGREE ADVANCE
FIGURE 50-11. MAKING REFERENCE LINES
10 960E-1
Minor front suspension repairs (lower
bearing and seals)
If only rod wiper, rod seals, bearing, O-ring and
backup rings are to be replaced, refer to the following
steps.
Lower bearing retainer removal
1. Remove the spindle, wheel and tire. Refer to
2. Remove capscrews (1, Figure 50-12), hardened
washers (2). Install pusher bolts into the tapped
holes in the retainer flange.
3. Tighten the pusher bolts evenly and prepare to
support the lower bearing retainer as it exits the
suspension housing. Remove lower bearing
retainer (3).
4. Remove retainer plate (4), wiper seal (5),
double lip seal (6), buffer seal (7), O-ring (8),
backup ring (9) and lower bearing (10).
Lower bearing retainer installation
When installing backup rings with double lip seal
(6) and buffer seal (7), ensure that the radius is
positioned toward the seal and the white dot is
positioned away from the seal.
1. Install new buffer seal (7, Figure 50-12), double
lip seal (7) and wiper seal (5). Install retainer
plate (4).
2. Install new O-ring (8) and backup ring (9) in
their appropriate grooves in lower bearing
retainer (3). Install new lower bearing (10).
NOTE: Backup rings must be positioned toward the
flange of the bearing retainer as shown in Figure 50-
13.
3. Install temporary guide bolts to ensure bolt hole
alignment as the lower bearing retainer is
seated. Lift lower bearing retainer (3) into place
and carefully start it into the suspension
housing.
4. Install hardened washers (2) and capscrews (1).
Tighten the capscrews to 678 Nm (500 ft lbs).
5. Install the spindle, wheel and tire. Refer to
FIGURE 50-12. FRONT SUSPENSION
1. Capscrew
2. Hardened Washer
3. Lower Bearing
Retainer
4. Retainer Plate
5. Wiper Seal
6. Double Lip Seal
7. Buffer Seal
8. O-Ring
9. Backup Ring
10. Lower Bearing
11. Drain Plug
960E-1 11
Major front suspension rebuild
Disassembly
NOTE: Contact your Komatsu distributor for any
Hydrair

II suspension repair information that is not
covered in this shop manual.
1. With the suspension housing and piston held in
a vertical position (end cap up), remove
capscrews (1, Figure 50-14) and hardened
washers (2). Attach a hoist to end cap structure
(16) and lift the end cap out of suspension
housing (6) until piston stop (12) contacts upper
bearing retainer (5). Support the lower end of
the piston and remove capscrews (3) and
hardened washers (4). Lift the end cap and
bearing retainer from the housing.
2. Remove roll pin (10), nut (11), piston stop (12)
and key (13). Separate the cap and bearing.
Remove O-rings and backup rings (15).
Remove bearing (14).
3. Attach a lifting device to piston (7) and carefully
lift it out of the housing.
4. Rotate the suspension 180 degrees.
NOTE: Steel balls (9) will fall free when the housing is
rotated.
hardened washers (2). Install pusher bolts and
remove lower bearing retainer (3).
6. Remove retainer plate (4), wiper seal (5),
double lip seal (6), buffer seal (7), O-ring (8),
backup ring (9) and lower bearing (10).
Assembly
NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
Hydrair II suspension oil. Refer to Testing and
adjusting section Accumulators and suspensions.
Be careful not to damage the machined or plated
surfaces, O-rings or seals when installing the
piston assembly.
1. Install new buffer seal (7, Figure 50-12), double
lip seal (6) and wiper seal (5). Install retainer
plate (4).
When installing backup rings with double lip seal
(6) and buffer seal (7), ensure that the radius is
positioned toward the seal and the white dot is
positioned away from the seal.
2. Install new O-ring (8) and backup ring (9) in
their appropriate grooves in lower bearing
retainer (3).
NOTE: The backup rings must be positioned toward
the bearing retainer bolt flange with the concave side
toward the O-ring as shown in Figure 50-13.
3. Install new lower bearing (10) into the lubricated
bearing retainer. Install hardened washers (2)
and capscrews (1). Tighten the capscrews to
678 Nm (500 ft lbs).
4. Install new backup rings and O-rings (15, Figure
50-14) in the end cap grooves. Backup rings
must be positioned toward the flange on the end
cap.
5. Install new upper bearing (14) on upper bearing
retainer (5).
6. Slide upper bearing retainer (5) over the rod of
cap structure (16).
FIGURE 50-13. BACKUP RING REPLACEMENT
1. O-Ring
2. Backup Ring
3. Lower Bearing
Retainer
12 960E-1
7. Install key (13) and piston stop (12) on the cap
structure rod. Ensure that the piston stop is fully
seated against the rod shoulder. Install locknut
(11) against the piston stop. Tighten locknut
one-half turn further until the hole for rollpin (10)
is in alignment. Install the rollpin.
8. Attach a lifting device to top side of the end cap
assembly. Lower the end cap onto piston (7).
Insert steel balls (9) in the holes in the piston
before fully seating the bearing on top of the
piston. A small amount of petroleum jelly will
prevent the balls from dropping out during
assembly.
9. Install upper bearing retainer (5) onto the piston
rod. Secure the bearing in place with new
capscrews (3) and hardened washers (4).
Tighten the capscrews to 678 Nm (500 ft lb).
NOTE: Always use new capscrews (3, Figure 50-14)
during assembly. Used capscrews will be stressed
and fatigued because of loads imposed on these
capscrews during operation.
10. Apply a light coating of petroleum jelly to the
seals, wiper and bearings. With the suspension
housing in a vertical position, carefully lower the
piston rod and end cap assembly into the bore
of the cylinder housing to its fully retracted
position.
11. Install hardened washers (2) and capscrews (1).
Tighten the capscrews to 678 Nm (500 ft lb).
12. Install drain plug (11, Figure 50-12) and tighten
to 17 Nm (13 ft lb).
NOTE: If the suspension is to be stored, put in one
liter (two pints) of a rust preventive oil. This oil must
be drained when the suspension is put into service.
13. Install the charging valve with a new O-ring.
Lubricate all O-rings with clean Hydrair II oil
before threading the charging valve into the end
cap. Tighten valve body (large hex) (3, Figure
50-2) to 23 Nm (17 ft lb).
FIGURE 50-14. PISTON ROD REMOVAL
1. Capscrew
2. Hardened Washer
3. Capscrew
4. Hardened Washer
5. Upper Bearing
Retainer
6. Housing
7. Piston
8. Mounting Holes
9. Steel Ball (2 each)
10. Rollpin
11. Nut
12. Piston Stop
13. Key
14. Upper Bearing
15. O-Ring and Backup
Ring
16. Cap Structure
960E-1 13
Removal and installation of 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
assembly.
The rear suspension cylinders consist of two basic
components: a suspension housing attached to the
frame and a suspension rod attached to the rear axle
housing.
The suspension cylinder requires only normal care
when handling as a unit. However, after being
disassembled, these parts must be handled with
extreme care to prevent damage to the machined
surfaces. Surfaces are machined to extremely close
tolerances and are precisely fitted. All parts must be
completely clean during assembly.
1. Suspension Cylinder
2. Mud Flap
3. Mounting Pin
14 960E-1
Removal
1. Remove capscrews, washers, and mud flap (2,
Figure 50-15) from the suspension.
2. Discharge the nitrogen pressure from the
suspension as follows:
a. Remove charging valve cap (1, Figure 50-
16).
b. Loosen swivel nut (small hex) (4) on the
charging valve and turn it counterclockwise
three full turns to unseat the valve seal. Do
not turn more than three turns. Do not turn
valve body (large hex) (6).
c. Connect the charging kit.
Wear a face mask or goggles. Make sure that only
the swivel nut turns. Turning the entire charging
valve assembly may result in the valve assembly
being forced out of the suspension by the gas
pressure inside.
3. If necessary, charge the suspension to be
removed with dry nitrogen until the rod is
exposed approximately 127 mm (5 in.).
4. Place stands or cribbing under the truck frame
at each hoist cylinder mount.
5. Open the valve on the suspension charging kit
to release nitrogen from the suspension.
Disconnect the charging kit.
6. Disconnect the lubrication lines and the
pressure sensor cable.
7. Position a fork lift under the suspension housing
above the lower mounting pin. Secure the
suspension to the fork lift.
The rear suspension weighs approximately 913
kg (2,013 lb). Make sure that the lifting device has
a sufficient capacity to handle the load.
Table 1: TOOL LIST FOR SUSPENSION PIN
REMOVAL
Part Number Description Quantity
EJ 2847 Pin Removal Tool 2
EJ 2848 Cylinder 1
EJ 2849 Hand Pump 1
EJ 2850 Shackle 2
MM0093 Capscrew - M16 x 2 x 70 4
1. Charging 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
960E-1 15
NOTE: The mounting arrangement for the top and
bottom pins is identical.
8. Remove locking capscrew (4, Figure 50-17)
from the lower suspension pin that is to be
removed. The locking capscrew on the
remaining cylinder must remain installed.
9. Install pin removal tool (1) to each lower pin
using the capscrews listed in Table 1. Tighten
the capscrews to 240 24 Nm (177 17 ft lb).
10. Attach both shackles (2) to cylinder (3).
11. Attach each shackle to pin removal tool (1), as
shown.
12. Apply pressure to the cylinder using the hand
pump (not shown).
Do not exceed 10 tons of force when applying
pressure to the cylinder. Damage to the tool or
suspension components, as well as personal
injury to maintenance personnel, may result.
13. When the cylinder reaches the end of its stroke,
remove one of the shackles from the cylinder
and connect the cylinder shackle directly to the
pin removal tool. This is necessary to pull the
pin the remaining distance.
14. Remove the pin from the lower mounting.
15. Install the tool on the upper pin and repeat the
pin removal process.
16. Remove the cylinder from the truck.
17. If it is necessary to remove the remaining rear
suspension cylinder, insert the pins back into
the upper and lower mountings.
18. Secure the pins using locking capscrews (4),
and repeat the removal process.
Installation
1. Inspect mounting bore sleeves (9, Figure 50-
18) and the bearing spacers for damage and
wear. Check the fit of the pins in the bores
before installing the suspension. Replace worn
or damaged parts.
2. Secure the suspension to the fork lift and raise it
into position. The suspension assembly must be
retracted as far as possible before installation.
3. Position the top suspension eye and spherical
bearing between the ears on the frame, as
shown in Figure 50-18. Orient the cylinder so
that the charging valve faces the opposite
suspension cylinder, as shown in Figure 50-15.
4. Lubricate all pin-to-bearing and pin-to-sleeve
contact surfaces with anti-seize compound.
Lubricating the pin surfaces aids in removal and
installation, as well as prevention of rust and
corrosion.
5. Align the retaining capscrew hole in pin (1,
Figure 50-18) with the hole in the mounting
bore. Drive in the pin far enough to hold pin in
position.
6. Insert bearing spacer (4) and continue to drive
in the pin through the spherical bearing. Insert
the remaining spacer and continue to drive in
the pin until the retaining capscrew hole is
aligned with the hole in the pin.
PIN REMOVAL TOOL
1. Pin Removal Tool
2. Shackle
3. Cylinder
4. Locking Capscrew
16 960E-1
7. Install capscrew (2) and locknut (3). Tighten to
465 Nm (343 ft lb). If further alignment of the
capscrew and hole are necessary, install a pin
removal tool onto the pin. Use the tool in
conjunction with a large pipe wrench or other
suitable device to align the locking capscrew
holes.
8. Adjust the piston rod height until the lower
mount bearing aligns with the bore in the rear
axle housing, and repeat the above procedure
to install the bottom pin. Mounting components
in the top and bottom joints are identical.
9. Install the nitrogen charging kit, and add
nitrogen to raise the frame off the stands or
cribbing. A lifting device may also be used.
10. Connect the lubrication lines and the pressure
sensor.
11. Service the suspension. For instructions, refer to
and suspensions.
12. Install mud flap (2, Figure 50-15) with the
capscrews, flat washers, and lockwashers.
Disassembly and assembly of rear
suspension
Disassembly
1. Place the suspension in a fixture with the rod
end down.
NOTE: The fixture should allow the suspension to be
rotated 180 vertically.
To avoid possible injury, wear a face mask or
goggles while relieving nitrogen gas pressure.
2. Depress the charging valve stem to ensure that
all nitrogen gas pressure has been released
before removing the charging valve.
3. Remove cover (16, Figure 50-19) and charging
valve (17). Remove and discard the charging
valve O-ring.
4. Remove pressure sensor (15).
5. With the suspension in a vertical position (piston
rod down), remove drain plug (18) and allow the
suspension oil to drain. A properly charged rear
suspension cylinder contains 54.5 L (14.4 gal)
of oil.
6. Rotate the cylinder 180 degrees. Remove
capscrews (6) and washers (7). Lift piston rod
(9) from housing (1).
7. Remove bearing retainer (5) from the piston.
Remove bearing (4). Remove the seals, the O-
ring and backup ring from bearing retainer (5).
Discard the O-ring and backup ring.
8. Remove bearing (3) from the piston.
10. If spherical bearings (6, Figure 50-18) require
replacement, remove retaining rings (5) and
press the bearing from the cylinder bore.
FIGURE 50-18. SUSPENSION MOUNTING PIN
Typical, top and bottom
1. Pin
2. Retainer Capscrew
3. Locknut
4. Bearing Spacer
5. Retaining Ring
7. Capscrew
8. Washer
9. Sleeve
960E-1 17
Cleaning and Inspection
1. Clean all parts thoroughly in fresh cleaning
solvent. Use a solvent that does not leave a film
after evaporation such as trichlorethylene,
acetone or laquer thinner.
When using cleaning agents, follow the solvent
manufacturer's instructions.
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
damage. Inspect plated surfaces for scratches,
nicks or other defects. Replace or repair any
damaged parts.
NOTE: Contact your local Komatsu distributor for
repair information and instructions not covered in this
manual.
Assembly
NOTE: Assembly must be performed 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 fresh suspension oil. Refer to
the Testing and adjusting section Accumulators and
suspensions.
1. If removed, install spherical bearing (6, Figure
50-18) in the eye of the piston rod and cylinder
housing.
2. Install retaining rings (5) to secure the bearings.
3. Install wiper seal (12, Figure 50-19), double lip
seal (11), buffer seal (10), O-ring (13) and
backup ring (14) onto bearing retainer (5).
NOTE: Refer to the seal installation illustration and
details in Figure 50-19 for proper orientation.
4. Install rod bearing (4).
5. Slide piston bearing (3) onto the lubricated
piston rod.
6. With the lubricated housing (1) held in a vertical
position, slide the piston assembly partially into
the housing. Slide retainer (5) onto the housing
and fasten with capscrews (6) and washers (7).
Tighten the capscrews to standard torque. Use
care during piston installation to prevent
damage to machined and chrome surfaces.
NOTE: If the suspension is to be stored, fill with one
liter (two pints) of a rust preventive oil. This oil must
be drained when the suspension is put back into
service.
7. Install a new O-ring onto the charging valve,
and install the charging valve onto the cylinder.
Tighten the large hex of the charging valve to 23
Nm (17 ft lb).
If a new charging valve is being used, tighten
Loosen the swivel nut again, then retighten it to
6 Nm (50 in lb). Install the valve cap finger-tight.
8. Install the charging valve, pressure sensor, and
plugs.
9. Install cover (16) onto the suspension.
10. Pressure test the suspension. Refer to the
and suspensions.
18 960E-1
FIGURE 50-19. REAR SUSPENSION ASSEMBLY
1. Housing
2. Vent Plug
3. Piston Bearing
4. Rod Bearing
5. Bearing Retainer
6. Capscrew
7. Hardened Washer
8. Mud Flap
9. Piston Rod
10. Rod Buffer Seal
11. Rod Double Lip Seal
12. Wiper Seal
13. O-ring
14. Backup Ring
15. Pressure Sensor
16. Cover
17. Charging Valve
18. Drain Plug
960E-1 19
NOTES
20 960E-1
960E-1 Dump truck
960E-1 1
CEN50006-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Hoist circuit
Removal and installation of hoist pump................................................................................................................ 3
Disassembly and assembly of hoist pump............................................................................................................ 5
Removal and installation of hoist valve............................................................................................................... 13
Disassembly and assembly of hoist valve .......................................................................................................... 14
Overcenter valve manifold service...................................................................................................................... 21
Removal and installation of hoist pilot valve....................................................................................................... 22
Disassembly and assembly of hoist pilot valve................................................................................................... 23
Removal and installation of hoist cylinders......................................................................................................... 25
Disassembly and assembly of hoist cylinders..................................................................................................... 27
2 960E-1
NOTES
960E-1 3
Removal and installation of hoist pump
Removal
NOTE: The hoist pump can be removed without
removing the steering/brake pump from the truck if
desired.
1. Shut down the truck properly. Refer to Index
and foreword section Operating instructions
for the shutdown procedure.
2. If necessary, drain the hydraulic tank by using
the drain valve on the bottom of the tank.
3. Remove the rear axle blower duct to allow the
hoist pump to be lowered from the pump mount
bracket for removal. Remove the duct support
bracket.
Always maintain complete cleanliness when
opening any hydraulic connection. Ensure that all
system lines and components are capped while
the component is removed from the truck.
4. Loosen the capscrews that secure the inlet
hoses and outlet hoses to hoist pump (3, Figure
50-1). Allow the oil to drain into a suitable
container.
5. Remove the inlet and outlet hoses. Cap or cover
all lines and pump inlets and outlets to prevent
contamination.
6. Remove the capscrews that secure the hoist
pump drive flange to the driveshaft.
The hoist pump weighs approximately 140 kg
(310 lb). The hoist pump and steering/brake pump
combined weigh approximately 254 kg (560 lb).
Use a suitable lifting device that can handle the
load safely.
7. Attach a suitable lifting device to the hoist pump.
Attach a support to the front end of steering/
brake pump (5) to hold it in place during removal
of the hoist pump.
8. Remove four capscrews (2) that secure the
hoist pump to the front support bracket. Remove
the six capscrews that secure pump mount
bracket (6) to the pump module support.
Remove the pump mount bracket.
9. Ensure that the lifting and support devices are in
place on both pumps. Loosen (but do not
remove) the rear support bracket capscrews
holding steering/brake pump (5). Lower the
pumps, allowing the hoist pump to come down
farther than the steering/brake pump.
10. Remove four steering/brake pump mounting
capscrews (4). Slide the hoist pump forward to
disengage the splines of coupling (9, Figure 50-
2) from the steering/brake pump.
11. Move the hoist pump to a clean work area for
disassembly.
1. Pump Outlet Hoses
2. Capscrews
3. Hoist Pump
4. Mounting Capscrews
6. Pump Mount Bracket
7. Outlet Hose
FIGURE 50-1. HOIST PUMP REMOVAL
4 960E-1
Installation
NOTE: The following procedure assumes that the
steering/brake pump is already installed on the truck.
1. Install O-ring (16, Figure 50-2) on transition
plate (8). Install coupling (9) on hoist pump (1).
The hoist pump weighs approximately 140 kg
(310 lbs). The hoist and steering pump together
weigh approximately 254 kg (560 lbs). Use a
suitable lifting or support device that can handle
the load safely.
2. Attach a suitable lifting device to the hoist pump.
Move the pump into position for installation.
3. Lubricate the steering/brake pump spline shaft
and align it with coupling (9). Install the hoist
pump onto the steering/brake pump using
capscrews (10) with hardened washers. Tighten
the capscrews to the standard torque. Raise the
pumps into position.
4. Use the capscrews, lockwashers and nuts to
attach the front support bracket to the pump
module support and to the pump. Tighten the
5. Use the capscrews, lockwashers and nuts to
connect the pump drive flange to the driveshaft.
Tighten the capscrews to the standard torque.
6. Tighten the capscrews for pump mount bracket
(6, Figure 50-1) to the standard torque.
7. Uncap the inlet and outlet hoses and attach
them to the pumps with new O-rings. Tighten
the capscrews securely.
8. Fill the hydraulic tank with clean hydraulic oil.
9. To bleed any trapped air, loosen the capscrews
on the suction hoses at the pump, then loosen
the capscrews on the pressure hoses at the
pump. Tighten all capscrews securely.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
10. Install the blower duct and support bracket.
1. Hoist Pump
2. Nut and Washer
3. Dowel
4. O-Ring
5. Capscrew
6. Bearing Plate
7. O-Ring
8. Transition Plate
9. Coupling
10. Capscrew
12. Pump Case Return
Fitting (Pump Drain)
13. Inlet Port
14. Compensator
Adjustment
15. Unloader Adjustment
16. O-Ring
17. Nut
FIGURE 50-2. HOIST PUMP INSTALLATION
960E-1 5
Disassembly and assembly of hoist pump
Disassembly
NOTE: As parts are removed, they should be laid out
in a group in the same order in which they are
removed.
1. Clean the exterior of the pump assembly
thoroughly. If the steering/brake pump is
attached, remove capscrews (10, Figure 50-2)
and pull the steering/brake pump free of
transition plate (8). Remove O-ring (16).
2. Remove and inspect coupling (9). Remove and
discard the internal snap ring, if installed.
Remove dowels (3) if they are damaged or if
replacement of the bearing plate is necessary.
3. Support the pump by placing it on wood blocks
with the input driveshaft pointing downward.
Match mark each section nearest the input drive
gear to aid in reassembly.
4. Remove nuts (17). Remove bearing plate (6)
with transition plate (8) and O-ring (16).
5. Remove the capscrews that secure the bearing
plate to the transition plate. Remove O-ring (7).
Remove the dowels if they are damaged or if
replacement of the transition plate is necessary.
6. Remove connector plate (9, Figure 50-3). If the
connector plate is stuck, tap it lightly with a
plastic hammer to loosen it. Remove O-ring (8)
and steel rings (10) and (14). Remove dowels
(6) if they are damaged or if the connector plate
must be replaced.
7. Remove backup ring (15), O-ring and retainer
(16), and isolation plate (17). Grasp drive gear
(12) and idler gear (11) and pull straight up and
out of the bore of gear plate (5). Remove
pressure plate (18) from gears.
8. Remove gear plate (5) and pressure plate (19).
Remove the steel rings, backup ring, O-ring,
and retainer, and isolation plate. Remove O-
rings (3) and (4).
1. O-ring
2. Bearing Plate
3. O-ring
4. O-ring
5. Gear Plate
6. Dowel
7. Stud
8. O-ring
9. Connector Plate
10. Steel Ring
11. Idler Gear
12. Drive Gear (Rear)
13. Bearings
14. Steel Ring
15. Backup Ring
16. O-ring and Retainer
17. Isolation plate
18. Pressure Plate
19. Pressure Plate
20. Dowels
21. Coupling
22. Snap Ring
23. O-ring
FIGURE 50-3. HOIST PUMP DISASSEMBLY (Rear Section)
6 960E-1
9. Remove bearing plate (2). Remove O-ring (23)
and stud O-rings (1). Remove dowels (20) if
they are damaged or if replacement of the
bearing plate is necessary.
10. Remove coupling (21). Remove snap ring (22)
if it is damaged or if replacement is necessary.
NOTE: Disassembly of the rear pump section is now
complete. Do not remove studs (12, Figure 50-4) at
this time as the studs serve as guides for
disassembly.
10. Remove bearing plate (10, Figure 50-4). If the
bearing plate is stuck, tap it lightly with a plastic
hammer to loosen it. Remove O-rings (9) and
(11).
11. Remove steel rings (13), backup ring (14), O-
ring and retainer (15), and isolation plate (17).
Remove dowels (16) if they are damaged or if
replacement of bearing plate (10) is necessary.
12. Unscrew studs (12) and remove them. Remove
flange (5). If the flange is stuck, tap it lightly with
a plastic hammer to loosen it. Remove O-ring
(8). Remove dowels (6) if they are damaged or if
replacement of flange (5) or gear plate (7) is
necessary.
13. Remove the steel rings, backup ring, O-ring and
retainer. Remove drive gear (1) and idler (3)
from gear plate (7). Remove both pressure
plates (18).
1. Drive Gear and Shaft
2. Seal
3. Idler Gear
4. Steel Ball
5. Flange
6. Dowel
7. Gear Plate
8. O-ring
9. O-ring
10. Bearing Plate
11. O-ring
12. Studs
13. Steel Rings
14. Backup Ring
16. Dowel
17. Isolation Plate
18. Pressure Plate
19. Plug
20. Seal
21. Snap Ring
FIGURE 50-4. HOIST PUMP DISASSEMBLY (Front Section)
960E-1 7
14. To aid in removal of the outboard shaft seal,
place flange (1, Figure 50-5) on two small wood
blocks (3).
15. Remove inboard shaft seal (20, Figure 50-4)
and snap ring (21) from the flande bore.
16. Use a hammer and punch to tap outboard shaft
seal (2) out of the flange bore (see Figure 50-6).
Be careful not to mar, scratch or damage the
seal bore surface or bearings.
17. After the shaft seals and snap ring have been
removed, clean the bore thoroughly. If
necessary, the bore may be smoothed with
number 400 emery paper only.
1. Flange
2. Bearings
3. Wood Blocks
FIGURE 50-5. PREPARATION FOR SEAL
REMOVAL
1. Flange
2. Punch
3. Bearings
FIGURE 50-6. SHAFT SEAL REMOVAL
8 960E-1
Inspection
1. Inspect the gear bores in both gear plates (2,
Figure 50-7). During the initial break-in, the
gears cut into the aluminum gear plates. The
nominal depth of this cut is 0.203 mm (0.008 in.)
and should not exceed 0.381 mm (0.015 in.).
As the gear teeth cut into the gear plates, metal
is rolled against the pressure plates. Use a knife
or sharp pointed scraper to remove the metal
that was rolled against the pressure plates.
Remove all metal chips that were broken loose.
When removing the rolled up metal, do not
attempt to remove gear track-in grooves (1).
2. Inspect the pressure plates. They should not
show excessive wear on the bronzed side. If
deep, curved wear marks are visible, replace
the pressure plates.
3. Inspect the gears. If excessive wear is visible on
the journals, sides, or face of the gears, or at the
point where the drive gear rotates in the lip seal,
replace the gears.
4. If any of the internal parts show excessive wear,
replace them. Replace all O-rings and seals.
5. Inspect the bearings. If they are worn beyond
the gray teflon into the bronze material, the
entire flange, connector plate or bearing plate
must be replaced.
NOTE: Installing a new bearing in the flange,
connector plates or bearing plate is not
recommended due to close tolerances and special
tooling required for crimping the bearing in place to
prevent bearing spin.
6. Inspect the flange seal bore for scratches and
gouges which may interfere with shaft seal
installation.
Assembly
NOTE: A suitable seal press ring or plug and two
small wood blocks should be available.
The following seal installation procedures are
outlined for use with a vise, but they can be adapted
for use with a press if one is available.
1. Open the vise jaws wide enough to accept the
combined thickness of the flange, wood blocks
and press ring.
2. Place the wood blocks flat against the fixed jaw
of the vise. Place flange (1, Figure 50-8) against
wood blocks (2) so that bearing projections (3)
are between the wood blocks and clear of the
vise jaw.
1. Gear Track-In
Groove
2. Gear Plate
FIGURE 50-7. GEAR BORE INSPECTION
FIGURE 50-8. SHAFT SEAL INSTALLATION
1. Flange
2. Wood Blocks
3. Bearing Projection
960E-1 9
3. Lubricate the seals with hydraulic oil. Position
inboard shaft seal (3, Figure 50-9) with the
metal face toward the outboard end of the
flange.
4. Position the press ring over the seal. Ensure
that the seal stays centered and true with the
bore, then start applying pressure with the vise.
Continue pressing the seal until it just clears the
snap ring groove in the bore.
5. Install snap ring (2) so that the snap ring
opening is over weep hole (10).
6. Install outboard shaft seal (1) with the metal
face out until it just contacts snap ring (2).
7. Lubricate the threads of stud (14) with hydraulic
oil. Thread the studs into flange (5) until they are
snug.
NOTE: There are four long studs and four short
studs. Refer to Figure 50-10 for proper stud location.
8. Lubricate and install O-ring (7, Figure 50-9). If
removed, install dowels (12). Install gear plate
(13). Ensure that the recess in the gear plate will
be toward the connector plate or facing up when
the gear plate is installed.
9. Install steel rings (5, Figure 50-10). Lubricate
and install backup ring (8), O-ring (7) and
retainer (6).
10. Install isolation plate (9) on the suction side of
gear plate (1). The isolation plate has a relief
area milled on one side. Turn that side up or
toward the pressure plate.
1. Outboard Shaft Seal
2. Snap Ring
3. Inboard Shaft Seal
4. Seal, Metal Face
5. Flange
6. Steel Ball
7. O-ring
8. Bearing
9. Bearing
10. Weep Hole
11. Plug
12. Dowel
13. Gear Plate
14. Studs
FIGURE 50-9. SHAFT SEAL INSTALLATION
1. Gear Plate
2. Drive Gear
3. Idler Gear
4. Bearing
5. Steel Ring
6. Retainer
7. O-ring
8. Backup Ring
9. Isolation Plate
10. Relief Area
11. Studs
FIGURE 50-10. PUMP REASSEMBLY
10 960E-1
11. With the bronze side up and milled slot (3,
Figure 50-11) facing toward the discharge side,
slide pressure plate (2) down into the gear
bores until it rests on the backup ring and O-
ring. Do not force the plate down the gear
bores. If it gets stuck on the way down, work it
back and forth until it slides freely into place.
12. Coat the inside of gear plate (1) and the gears
with clean hydraulic oil.
NOTE: To ensure that the gear pump is correctly
timed during reassembly, place a mark on the end of
the input shaft to indicate the location of the valley
between any two gear teeth. Refer to Figure 50-14,
which illustrates gear timing.
13. With the extension end of the drive gear facing
toward the shaft seals, install the drive gear. Do
not drop the gear in the bore, as damage to
the bronze face of the pressure plate could
result. Be careful when pushing the drive gear
extension through the shaft seals. Install the
idler gear.
14. Install the opposite pressure plate with the
bronze side down and the milled slot facing
toward the discharge side.
1. Gear Plate
2. Pressure Plate
3. Milled Slot
FIGURE 50-11. PRESSURE PLATE INSTALLATION
1. Drive Gear and Shaft
2. Idler Gear
3. Gear Plate
4. Relief
5. O-ring
6. Connector Plate
7. O-ring
8. Snap Ring
9. Coupling
10. Studs
11. Steel Ring
12. Backup Ring
14. Dowel
15. Isolation Plate
16. Pressure Plate
17. Bearings
FIGURE 50-12. HOIST PUMP ASSEMBLY (Front Section)
960E-1 11
15. Install steel rings (11, Figure 50-12), backup ring
(12), O-ring and retainer (13). Install the
isolation plate so that its relief is toward the
pressure plate.
16. Lubricate and install O-rings (5) and (7). If
removed, install dowel (14). Lubricate the inside
diameter of bearings (17) and install connector
plate (6). Install snap ring (8) and coupling (9).
17. Lubricate O-ring (3, Figure 50-13) and install it in
bearing plate (7). Lubricate O-rings (4) and
install them over studs (12). If removed, replace
dowel (2). Install bearing plate (7).
18. Repeat Steps 9, 10 and 11 for installation of the
steel rings, backup ring, O-ring, retainer,
isolation plate and pressure plate.
19. Lubricate the inside diameter of bearings (26).
Install O-rings (8) and (9). If removed, replace
dowel (25). Install gear plate (10). Ensure that
the relief in the gear plate is toward bearing
plate (7).
FIGURE 50-13. HOIST PUMP ASSEMBLY (Rear Section)
1. Drive Gear (Rear)
2. Dowel
3. O-ring
4. O-ring
5. Coupling
6. Connector Plate
7. Bearing Plate
8. O-ring
9. O-ring
10. Gear Plate
11. Connector Plate
12. Stud
13. Idler Gear
14. Capscrew
15. Bearing Plate
16. Transition Plate
17. O-ring
18. (Not used)
19. Coupling
20. Nut
21. O-ring
22. Dowel
23. Dowel
24. O-ring
25. Dowel
26. Bearings
12 960E-1
20. Install rear drive gear (1) and idler gear (13).
The rear drive gear must be timed with the front
drive gear by lining up a tooth on the rear drive
gear with the valley of two teeth on the front
drive gear as shown in Figure 50-14.
21. Repeat Steps 14 and 15 for installation of the
remaining pressure plate, steel rings, backup
ring, O-ring and retainer, and isolation plate.
22. Lubricate and install O-ring (24, Figure 50-13) in
connector plate (11). If removed, install dowel
(23). Lubricate the inside diameter of the
bearing in connector plate (11). Install connector
plate (11) with flat washers and nuts.
23. If removed, install dowel (22). Lubricate and
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) onto the transition
plate and install capscrews (14). Tighten the
24. Lubricate O-ring (21) and position it on bearing
plate (15). Install assembled bearing plate (15)
and transition plate (16) to connector plate (11)
and secure it with nuts (20). Tighten the nuts to
the standard torque.
25. Install coupling (19).
A snap ring may have been installed previously
inside coupling (19). This snap ring is not
necessary and must not be used. In some cases,
depending on tolerance stack-up, the snap ring
can cause excessive axial loading, leading to
premature pump failure.
26. Lubricate the stud threads and install two
opposite stud nuts and hardened washers.
Tighten the nuts to 325 - 339 Nm (240 - 250 ft
lb).
27. Use a 45 cm (18 in.) adjustable wrench to check
the pump drive shaft rotation (See Figure 50-
15). The driveshaft will be tight but should turn
freely with a maximum torque of 7 - 14 Nm (5 -
10 ft lb) after the initial surge.
28. If the shaft will not turn properly, disassemble
the pump and inspect the parts for burrs or
foreign material that that may be causing
buildup or interference between parts.
29. When the driveshaft turns properly, install the
remaining hardened washers and nuts. Tighten
the nuts to 325 - 339 Nm (240 - 250 ft lb).
30. Install a new O-ring on the steering/brake pump
flange and install the steering/brake pump onto
transition plate (16, FFigure 50-13). Install the
capscrews and tighten them to the standard
torque.
FIGURE 50-14. PUMP GEAR TIMING
1. Wrench
2. Driveshaft
3. Pump
FIGURE 50-15. CHECKING PUMP DRIVE
ROTATION
960E-1 13
Removal and installation of hoist valve
Removal
Relieve all pressure before disconnecting
physician familiar with this type of injury is not
1. Make sure that there is adequate overhead
clearance and raise the truck body. Secure the
body in the raised position with the body-up
retention cable. Refer to Index and foreword
section Foreword and general information for
the procedure.
2. Shut down the truck properly. Refer to Index
and foreword section Operating instructions
for the shutdown procedure.
3. Slowly move the hoist control lever to the
LOWER position until the body lowers against
the body-up retention cable to relieve hoist
cylinder pressure.
4. Thoroughly clean the exterior of the hoist valve.
5. Disconnect and plug all hydraulic lines and
ports to help prevent contamination. Mark each
hydraulic line to aid in correct installation.
6. Remove the capscrews and lockwashers that
secure hoist valve (5, Figure 50-16).
The hoist valve weighs approximately 193 kg (425
lb). Use a suitable lifting device that can handle
the load safely.
7. Attach a lifting device to the hoist valve and
remove it from the truck. Move the hoist valve to
1. Hoist Cylinder
2. Brake/Hoist Return Oil
Manifold
4. Hoist Circuit Filters
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
FIGURE 50-16. HOIST VALVE & PIPING (Top View)
14 960E-1
Installation
1. Attach a suitable lifting device to the hoist valve.
Move the hoist valve into position on top of the
hoist pump and secure it with capscrews, nuts
and lockwashers. Tighten the capscrews to the
standard torque.
NOTE: The hoist valve must be positioned with
separator plate (8, Figure 50-17) toward the front of
the truck.
2. Install new O-rings at the flange fittings, then
connect the hydraulic lines to the hoist valve.
Tighten the flange capscrews to the standard
torque. Refer to Figure 50-16 for hydraulic line
locations.
3. Connect the pilot supply lines. Tighten the
fittings securely.
4. Start the engine. Raise the body and remove
the body-up retention cable. Lower and raise
the body to check for proper operation and
leaks.
5. Check the hydraulic tank oil level and fill the
tank, if needed.
Disassembly and assembly of hoist valve
O-ring replacement
It is not necessary to remove the individual valve
sections to accomplish repairs unless the O-rings
between the valve sections to must be replaced to
prevent leakage. Loosening and retightening the
main valve tie rod nut could cause distortion,
resulting in binding or severely sticking plungers,
poppet and spools.
To replace the O-rings between the valve sections:
1. Remove four nuts and washers (5, Figure 50-
17) from the tie rods on one end of the hoist
valve. Slide tie rods (6) from the valve and
separate the valve sections.
2. Inspect the machined sealing surfaces for
scratches and nicks. If scratches or nicks are
found, remove them by lapping on a smooth flat
steel surface with fine lapping compound.
3. Lubricate the new O-rings lightly with
multipurpose greaseand install them between
the valve sections. Stack the valve sections
together, making sure that the O-rings between
the sections are properly positioned.
4. Install the four tie rods with the dished washer
between the nut and housing (See Figure 50-
18).
1. Inlet Section (Rear)
2. Spool Section (Work
Ports)
3. Spool Section (Tank
Ports)
4. Inlet Section (Front)
5. Nuts and Washers
6. Tie Rods
7. Tube
8. Separator Plate
FIGURE 50-17. HOIST VALVE ASSEMBLY
FIGURE 50-18. TIE ROD INSTALLATON
960E-1 15
5. Use a torque wrench to tighten the nuts in the
pattern shown in Figure 50-19. Tighten the tie
rod nuts evenly in the following sequence:
a. First, tighten the nuts to 20 Nm (15 ft lb) in
order 1, 4, 2, 3.
b. Next, tighten the nuts to 43 Nm (32 ft lb) in
order 1, 4, 2, 3.
c. Finally, tighten the nuts to 142 Nm (105 ft lb)
in order 1, 4, 2, 3.
Disassembly of inlet section
NOTE: Match mark or identify each part when
removed in respect to its location or mating bore to
aid in reassembly.
1. Disconnect tube (7, Figure 50-17) at the cover
end. Remove capscrews (14, Figure 50-20) and
cover (13). Remove springs (12), check valves
(11), and O-rings (10).
NOTE: The inlet section is shown removed from the
main valve body for clarity.
2. Remove capscrews (1) and inlet cover (2).
Remove springs (3) and (5) and flow control/
main relief valve (4). Remove sleeve (6), low
pressure relief valve (7), and O-rings (8).
NOTE: If removal of the restrictor poppet in inlet
cover (2) is required, proceed to the next step.
FIGURE 50-19. TIGHTENING SEQUENCE
FIGURE 50-20. INLET SECTION DISASSEMBLY
1. Capscrew
2. Inlet Cover
3. Spring (Orange)
4. Flow Control/Main Relief Valve
5. Spring
6. Sleeve
Relief Valve
8. O-Rings
9. Inlet Valve Body
10. O-Rings
11. Check Valves
12. Springs
13. Cover
14. Capscrews
16 960E-1
3. Remove sleeve (9, Figure 50-21), backup ring
(8), O-ring (7), backup ring (6). Remove backup
ring (5), O-ring (4), backup ring (3) and restrictor
poppet (2).
4. Repeat the procedure for the opposite inlet
section if disassembly is required.
Assembly of inlet section
1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks and 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 and excessive wear.
4. Inspect the poppets in their respective bore for
proper fit. Poppets should move freely through a
complete revolution without binding.
5. Inspect the fit and movement between the
sleeve and low pressure relief valve.
6. Coat all parts, including the housing bores, with
clean, type C-4 hydraulic oil. Lightly lubricate
new O-rings with a multipurpose grease.
7. If restrictor poppet (2, Figure 50-21) was
removed, reassemble it in the order shown.
8. Install check valves (11, Figure 50-20) in their
respective bores. Install springs (12).
9. Install O-rings (10) and cover (13). Install and
tighten capscrews (14) to 81 Nm (60 ft lb).
10. Install low pressure relief valve (7) in sleeve (6),
then install the assembly in housing (9). Install
flow control/main relief valve (4). Install springs
(3) and (5). Install inlet cover (2). Install and
tighten capscrews (1) to 81 Nm (60 ft lb).
Connect the tube (7, Figure 50-17) and tighten
the nuts to 34 Nm (25 ft lb).
1. Inlet Cover
2. Restrictor Poppet
3. Backup Ring
4. O-Ring
5. Backup Ring
6. Backup Ring
7. O-ring
8. Backup Ring
9. Sleeve
FIGURE 50-21. RESTRICTOR POPPET REMOVAL
(Inlet Cover)
FIGURE 50-22. POPPET AND BALL
1. Poppet
2. Steel Ball
3. O-Ring
960E-1 17
Disassembly of rear spool section
NOTE: It is not necessary to remove inlet sections (1,
Figure 50-17) or (4) to disassemble spool sections (2)
or (3).
NOTE: Match mark or identify each part when
removed in respect to its location or respect to its
mating bore to aid reassembly.
1. Remove the capscrews and lift spool cover (1,
Figure 50-24) from the housing.
2. Remove poppet (6) from the spool cover.
Remove and discard O-ring (8).
NOTE: The poppet contains a small steel ball (7). Do
not misplace it.
3. Remove and discard O-rings (4) and (5).
4. Remove restrictor poppet (1, Figure 50-23).
Remove and discard O-ring (2) and backup ring
(3), if used. Note the position of the restrictor
poppet when removed to ensure correct
reassembly.
5. Remove spool assembly (20, Figure 50-24).
Note the color of the lower spring (blue) to
ensure proper location during reassembly. Also
note the V groove on the top end of the spool.
6. Remove plug (3) from the end of the spool.
Remove spring seat (2) and spring (11).
Remove poppet (21) and spool end (15).
NOTE: Pay special attention to poppets (12), (21)
and (22) during removal to ensure proper location
during reassembly. Poppets may be identified with a
colored dot (red, green or white). If the poppets are
not color coded, use the table below and the
specified drill bit to measure the orifice diameter for
proper identification.
7. Repeat Step 6 to disassemble the opposite end
of spool assembly (20). Note that there is no
plug or restrictor poppet in the opposite end and
the spring is blue.
8. Remove spool assembly (14). At the top end of
the spool, remove plug (3). Remove spring seat
(2) and spring (11). Remove restrictor poppet
(12) and spool end (15).
9. At the opposite end, remove plug (3), spring
seat (2) and spring (16). Remove restrictor
poppet (22) and spool end (15).
10. Remove spool cover (19) and O-rings (4), (5)
and (10). Remove poppet (18).
2. O-Ring *
3. Backup Ring *
4. O-Ring
5. O-Ring
* Items 2 and 3 not used on all valves.
FIGURE 50-23. RESTRICTOR POPPET
POPPET
COLOR
ORIFICE
DIAMETER
DRILL
SIZE
Red 3.556 mm (.140 in.) #28
Green 2.362 mm (.093 in.) #42
White 1.600 mm (.063 in.) #52
18 960E-1
1. Spool Cover
2. Spring Seat
3. Plug
4. O-Ring
5. O-Ring
6. Poppet
7. Steel Ball
8. O-Ring
10. O-Ring
11. Spring
(Red)
13. Spool Housing
14. Spool Assembly
15. Spool End
16. Spring (Blue)
17. O-Ring
18. Poppet
19. Spool Cover
20. Spool Assembly
(Green)
(White)
FIGURE 50-24. REAR SPOOL SECTION ASSEMBLY
960E-1 19
Assembly of rear spool section
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 and distortion.
Inspect the poppet seating surfaces for nicks
and excessive wear. All seats must be sharp
and free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores and excessive wear.
4. Inspect all poppets in their respective bore for
proper fit. Poppets should move freely through a
5. Lubricate O-rings (4, Figure 50-24), (5) and (10)
with clean hydraulic oil. Install the O-rings in
spool housing (13). Install poppet (18). Install
spool cover (19) and secure it with the
capscrews. Tighten the capscrews to 81 Nm (60
ft lb).
6. Install spring (11) in spool assembly (20). Install
spring seat (2). Apply Loctite to the threads of
spool end (15). Install the spool end and tighten
it to 34 Nm (25 ft lb). Install restrictor poppet
(21). Apply Dri-loc #204 to the threads of plug
(3). Install and tighten the plug to 20 Nm (15 ft
lb).
NOTE: Poppets (12), (21) and (22) may be color
coded and must be installed in their original location.
7. Repeat Step 6 for the opposite end of spool
assembly (20). Ensure that spring (16) is blue. A
poppet and plug are not installed in the lower
end.
8. Lubricate the spool assembly and carefully
install it in the spool housing (See Figure 50-25).
Make sure that V groove (1) in spool assembly
(2) is positioned up as noted.
9. Install spring (11, Figure 50-24) in the top
(grooved) end of remaining spool assembly
(14). Install spring seat (2). Apply Loctite to the
threads of spool end (15). Install spool end and
tighten it to 34 Nm (25 ft lb). Install red restrictor
poppet (12). Apply Dri-loc #204 to the threads of
plug (3). Install and tighten the plug to 20 Nm
(15 ft lb).
10. Repeat Step 9 for the bottom end of spool
assembly (14). Ensure that spring (16) is blue.
11. Lubricate the assembled spool and install it in
the spool housing (See Figure 50-25). Make
sure that V groove (1) in spool assembly (2) is
positioned up as noted.
NOTE: Spool assemblies (14, Figure 50-24) and (20)
are physically interchangeable. Ensure that spool
assembly (14) is installed toward the base port of the
spool housing.
12. If used, install O-ring (2, Figure 50-23) and
backup ring (3) on restrictor poppet (1). Install
the poppet in the spool housing as shown in
Figure 50-24.
13. Install new O-rings (4, Figure 50-24), (5) and
(10).
14. Install a new O-ring (and backup ring, if used)
on poppet (6). Make sure that small steel ball (7)
is installed in the poppet. Install the poppet in
spool cover (1).
15. Position spool cover (1) over spool housing (13).
Install and tighten the capscrews to 81 Nm (60
ft lb).
NOTE: The cover must be positioned according to
the match marks that were made during disassembly.
Do not reverse the cover position.
1. V Groove
2. Spool Assembly
3. Work Ports Spool
Section
FIGURE 50-25. SPOOL INSTALLATION
20 960E-1
Disassembly of front spool section
NOTE: It is not necessary to remove inlet sections (1,
Figure 50-17) or (4) to accomplish spool section
disassembly and repair.
NOTE: Match mark or identify each spool in respect
to its mating bore when removed.
1. Remove the capscrews and lift spool cover (4,
Figure 50-26) from spool housing (1).
2. Remove and discard O-rings (5) and (6).
3. Remove the capscrews and spool cover (9)
from spool housing (1). Remove and discard the
O-rings.
4. Remove springs (8). Push spools (7) out of the
housing bores.
1. Spool Housing
2. Plug
3. O-Ring
4. Spool Cover
5. O-Ring
6. O-Ring
7. Spool
8. Spring
9. Spool Cover
FIGURE 50-26. FRONT SPOOL SECTION ASSEMBLY
960E-1 21
Assembly of front spool section
1. Discard all O-rings. Clean all parts in solvent
and blow dry with compressed air.
2. Inspect the springs for breaks and distortion.
3. Inspect the housing bores and surfaces of the
spools for nicks, scoring and excessive wear.
4. Lubricate spools (7, Figure 50-26) with clean
hydraulic oil and reinstall them in their original
bores. Install springs (8).
5. Lubricate O-rings (5) and (6) with clean
hydraulic oil. Install the O-rings in the bottom of
the spool housing. Install bottom cover (9) and
secure it in place with capscrews. Tighten the
6. Lubricate O-rings (5) and (6) and install them in
the top of the spool housing. Install top cover (4)
and secure it in place with capscrews. Tighten
the capscrews to 81 Nm (60 ft lb).
7. If removed, install plugs (2) with new O-rings
(3).
Overcenter valve manifold service
The overcenter valve manifold is located at the rear
of the hoist valve (See Figure 50-16). Figure 50-27
through Figure 50-29 show the proper placement of
the O-rings and backup rings on the cavity plug, the
needle valve, and the counterbalance valve.
FIGURE 50-27. CAVITY PLUG
1. O-Rings 2. Backup Rings
FIGURE 50-28. NEEDLE VALVE
FIGURE 50-29. COUNTERBALANCE VALVE
22 960E-1
Removal and installation of hoist pilot
valve
Removal
1. Place the hoist control lever in the LOWER
position. Ensure that the body is in the fully
resting on the frame. Release the hoist control
lever to return the hoist valve spool to the
FLOAT position.
2. Disconnect hydraulic lines (3, Figure 50-30) at
hoist pilot valve (1) located in the hydraulic
brake cabinet. Remove capscrews (5).
3. Loosen and unthread jam nut (8). Unthread
sleeve (9) until cotter pin (6) and pin (10) are
exposed.
4. Remove cotter pin and pin.
5. Remove mounting hardware (2) and hoist pilot
valve (1).
Installation
1. Place hoist pilot valve (1) into position on the
mounting bracket. Secure the hoist pilot valve
with mounting hardware (2).
2. Position hydraulic lines (3) over the valve ports
and assemble the fittings. Tighten the hydraulic
line connections securely.
3. Place the hoist control lever in the spring-
centered position. Adjust the pilot valve spool
until the centerline of the cable attachment hole
extends 29.5 mm (1.16 in.) from the face of the
valve body.
4. Align the control cable eye with the pilot valve
spool hole, then insert pin (10). Secure the pin
with cotter pin (6).
5. Thread sleeve (9) upward until it contacts the
valve body. Move flange (4) into position and
secure it capscrews (5).
6. Thread jam nut (8) against the sleeve. Tighten
the jam nut securely.
7. Start the engine and check for proper hoist
operation and leaks.
FIGURE 50-30. HOIST PILOT VALVE & PIPING
2. Mounting Hardware
3. Hydraulic Tubes
4. Flange
5. Capscrew
6. Cotter Pin
7. Control Cable
8. J am Nut
9. Sleeve
10. Pin
960E-1 23
Disassembly and assembly of hoist pilot
valve
Disassembly
1. Thoroughly clean the exterior of the valve.
Match mark the components to ensure proper
reassembly.
2. Remove machine screw (15, Figure 50-32), seal
plate (16), wiper (13) and O-ring (12).
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).
4. Carefully slide spool (14) out of spool housing
(17). Remove seal retainer (25), wiper (26) and
O-ring (27) from the spool.
5. Insert a rod in the cross holes of detent pin (3)
and unscrew it from spool (14). Exert slight
pressure against the detent pin as it disengages
and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove relief valve (2, Figure 50-31) from
spool housing (1).
8. Match mark the inlet and outlet housings in
relation to the spool housing to ensure correct
location during reassembly.
9. Remove nuts (8) and (10, Figure 50-32) and
remove tie rods (9). Separate the valve
housings. Remove O-ring (11). Remove the
poppet check and spring (located on the outlet
housing side of the spool housing) from the
spool housing.
1. Spool Housing
2. Relief Valve
3. Supply Port
4. To Hoist Valve (Rod End)
5. To Hoist Valve (Base
End)
6. Return to Tank
FIGURE 50-31. RELIEF VALVE
1. Snap Ring
2. Ball (4)
3. Detent Pin
4. Spring
5. Spacer
6. Capscrew
7. Outlet Housing
8. Nut
9. Tie Rod
10. Nut
11. O-Ring
12. O-Ring
13. Wiper
14. Spool
15. Machine Screw
16. Seal Plate
17. Spool Housing
18. Inlet Housing
19. Spring Seat
20. Spring
21. Ball (1)
22. Detent Sleeve
23. Spacer
24. Cap
25. Seal Retainer
26. Wiper
27. O-Ring
24 960E-1
1. Clean all parts, including the housings, in
solvent and blow dry with compressed air.
2. Inspect the seal counter bores. They must be
free of nicks and grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 50-32). The spool
must be free of longitudinal score marks, nicks
or grooves.
5. Test spool (14) in spool housing (17) for proper
fit. The spool must fit and rotate freely through a
NOTE: Spool housing (17), spool (14), inlet housing
(18) and outlet housing (7) are not serviced
separately. If any of these parts require replacement,
the entire hoist pilot valve must be replaced.
Assembly
1. Thoroughly coat all parts, including the housing
bores, with clean type C-4 hydraulic oil.
2. If the inlet and outlet housings were removed:
a. Install check poppet (2, Figure 50-33) and
spring (3) in spool housing (1).
b. Install new O-ring (4) in spool housing. Place
the inlet and outlet housings on the spool
housing.
c. Install the tie rods and nut. Tighten the tie rod
nuts to the torques shown in Figure 50-34.
3. Install new O-ring (27, Figure 50-32) and wiper
(26). Install seal retainer (25).
4. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Exert
slight pressure to compress the detent spring.
Tighten the detent pin to 9 - 11 Nm (84 - 96 in
lb). Install spring (20). Carefully install the spool
into the spool housing.
5. Apply grease to the cross holes of the detent pin
(3) to hold balls (2) and (21).
6. Slide detent sleeve (22) into cap (24) and place
it over a punch. Use the punch to depress ball
(21) and insert balls (2) in the cross holes.
7. While holding down ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
detent pin (3). Continue to insert detent sleeve
(22) until it contacts spring seat (19).
8. Secure cap (24) in place with capscrews (6).
Tighten the capscrews to 7 Nm (5 ft lb). Install
spacer (23) and snap ring (1).
9. Install new O-ring (12) and wiper (13). Install
seal plate (16) and machine screws (15).
10. Install relief valve (2, Figure 50-31) with new O-
rings in the spool housing.
1. Spool Housing
2. Check Poppet
3. Spring
4. O-Ring
5. Outlet Housing
1. Nut
2. Tie Rod
3. Nut
4. Tie Rod
5. Outlet Housing
FIGURE 50-34. TIE ROD NUT TORQUE
960E-1 25
Removal and installation of hoist cylinders
Removal
lines. Tighten all connections securely before
applying pressure.
physician familiar with this type of injury is not
1. Shut down the truck properly. Refer to Refer to
Index and foreword section Operating
2. Disconnect the lubrication lines to the upper and
lower bearings of the hoist cylinder.
3. Remove the flange clamps that secure the
hydraulic hoses to the hoist cylinder. Cap and
plug all lines and ports to prevent excessive
spillage and contamination.
4. Secure the cylinder to the frame to prevent
movement.
The hoist cylinder weighs approximately 1 135 kg
(2,500 lb). Some means of support is necessary
to prevent it from falling and causing injury when
removing it from the truck. Use a suitable lifting
device that can handle the load safely.
5. At the upper mount, remove locknut (4, Figure
50-35) and capscrew (5). Use a brass drift and
hammer to drive pivot pin (1) from the bore of
the mounting bracket.
6. Carefully lower the hoist cylinder until it lies
against the inner dual tire. Attach a suitable
lifting device to the upper cylinder mounting eye.
7. Install a retaining strap or chain to prevent the
cylinder from extending while handling.
8. At the lower mount, straighten the locking plate
tabs to allow removal of the capscrews.
Remove all capscrews (1, Figure 50-36), locking
plate (2) and retaining plate (3).
9. Carefully remove the cylinder from the frame
pivot by pulling it outward. Move the cylinder to
a clean area for disassembly.
NOTE: Do not lose spacer (6) between the cylinder
bearing and frame.
10. Clean the exterior of the cylinder thoroughly.
1. Pivot Pin
2. Retaining Ring
3. Bearing
4. Locknut
5. Capscrew
FIGURE 50-35. HOIST CYLINDER UPPER MOUNT
26 960E-1
Installation
Install a retaining strap or chain to prevent the
cylinder from extending during handling. The
hoist cylinder weighs approximately 1 135 kg
(2,500 lb). Use a suitable lifting device that can
handle the load safely.
1. Raise the cylinder into position over the pivot
point on the frame. The cylinder should be
positioned so that the air bleed vent plug is on
top and facing toward the front of the truck.
Install spacer (6, Figure 50-36). Align the
bearing eye with the pivot point and push the
cylinder into place.
2. Install retaining plate (3), locking plate (2) and
capscrews (1). Tighten the capscrews to 298
Nm (220 ft lb). Bend the locking plate tabs over
the capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket (See Figure
50-35).
4. Align the retaining capscrew hole in pivot pin (1,
Figure 50-35) with the hole in the mounting
bracket. Install the pivot pin. Install capscrew (5)
and locknut (4). Tighten the locknut to 203 Nm
(150 ft lbs).
5. Lubricate new O-rings with clean hydraulic oil
and install the O-rings in the grooves on the
hose flange connections. Position the flange
clamps over the hoist cylinder ports and secure
the flange clamps with capscrews and
lockwashers. Tighten the capscrews to the
standard torque.
6. Connect the lubrication lines at the upper and
lower hoist cylinder bearings.
7. Start the engine. Raise and lower the body
several times to bleed air from the hoist
cylinders. Check for proper operation and leaks.
8. Check the hydraulic tank oil level and fill if
necessary.
1. Capscrew
2. Locking Plate
3. Retaining Plate
4. Retaining Ring
5. Bearing
6. Spacer
FIGURE 50-36. HOIST CYLINDER LOWER MOUNT
960E-1 27
Disassembly and assembly of hoist
cylinders
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retaining ring (4, Figure 50-
36) and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180 degrees.
3. Position the cylinder with the mounting eye on
cover (10, Figure 50-37) at the top. Remove
capscrews and lockwashers (11) the secure the
cover to housing (4).
4. Install two threaded capscrews - 22 mm (0.88
in.) diameter x 229 mm (9 in.) length - into the
two threaded holes in cover (10). Screw in the
capscrews evenly until the cover can be
removed. Lift the cover straight up until quill
assembly (22) is clear. Remove O-ring (12) and
backup ring (23).
5. Remove capscrews (7) and plate (5) that secure
rod bearing retainer (6) to rod (1). Remove seal
(8).
6. Fabricate a retainer bar using a 6 x 25 x 460
mm (1/4" x 1" x 18") steel flat. Drill holes in the
bar to align with a pair of tapped holes spaced
180 degrees apart in the housing. Attach the bar
to the 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 degrees to
position the lower mounting eye at the top. Hook
a lifting device to the eye on rod (1) and lift the
rod and third stage cylinder out of the cylinder
housing. Remove cushioin (25).
NOTE: As internal parts are exposed during
disassembly, protect machined surfaces from
scratches or nicks.
8. Rotate the cylinder housing 180 degrees.
Remove the retainer bar that was installed in
Step 6.
9. Fabricate a round disc - 318 mm (12.5 in.)
diameter x 10 mm (0.38 in.) thick with a 14 mm
(0.56 in.) hole in the center. Align the disc over
second stage cylinder (2) and first stage
cylinder (3) at the bottom of the cylinder
housing.
10. Insert a threaded rod - 13 mm (0.50 in.)
diameter x 1350 mm (53 in.) - through the top
and through the hole in the round disc. Thread a
nut onto the bottom end of the threaded rod
below the disc.
11. Screw a lifting eye into the top end of the rod.
Attach it to a lifting device, then lift the second
and first stage cylinders out of the housing.
12. Remove the lifting tools from the second and
first stage cylinders.
13. Slide second stage cylinder (2) down inside first
stage cylinder (3). Remove snap ring (9) from
inside the first stage cylinder.
14. Remove the second stage cylinder from the first
stage cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals
from the hoist cylinder parts.
28 960E-1
1. Rod and Third Stage Cylinder
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Plate
6. Rod Bearing Retainer
7. Capscrew and Lockwasher
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
23. Backup Ring
24. Seal
25. Cushion
FIGURE 50-37. HOIST CYLINDER ASSEMBLY
960E-1 29
NOTE: Use only fresh cleaning solvent, a 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 Type C-4 hydraulic oil.
1. Thoroughly clean and dry all parts.
2. Inspect all parts for damage and excessive
wear.
3. If the cylinder bores or plated surfaces are
excessively worn or grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. Check the tightness of quill assembly (2, Figure
50-38) if it has not previously been tack welded.
a. Use special tightening tool SS1143 (see
Figure 50-38 and Disassembly and assembly
section General information) to apply a
tightening torque of 1 356 Nm (1,000 ft lb) to
the quill.
b. If the quill moves, remove the quill and clean
the threads in the cover assembly and quill.
c. To install the quill, refer to "Installation of the
quill".
5. When the cylinder assembly is dismantled,
check capscrews (7, Figure 50-37) carefully for
distress. Replace the capscrews if in doubt.
FIGURE 50-38. QUILL ASSEMBLY TIGHTENING
1. Cap Assembly
2. Quill Assembly
30 960E-1
Installation of the quill
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.
1. Inspect plugs (3, Figure 50-39) and check balls
(4) in the quill to ensure that the plugs are tight
and the ball seats are not damaged. Refer to
"Installation of check balls and plugs in quill" on
the next page.
2. Secure cap assembly (1) in a sturdy fixture.
Ensure that the threads in the cap and the
threads on the quill are clean, dry and free of oil
and solvent.
3. Spray the mating threads of both cap assembly
(1) and quill assembly (2) with LOCQUIC
Primer T (Komatsu part number TL8753) or

equivalent. Allow the primer to dry for three to
five minutes.
4. Apply Loctite
Sealant #277 (Komatsu part

number VJ 6863) or equivalent to the mating
threads of both the cap assembly and quill
assembly.
5. Install the quill. Use SS1143 tool to tighten the
quill to 1 356 Nm (1,000 ft lbs). Allow the parts
to cure for two hours before exposing the
threaded areas to oil.
NOTE: If LOCQUIC Primer T (TL8753) was not used,
the cure time will require 24 hours instead of two
hours.
6. Tack weld the quill in two places as shown in
Figure 50-39.
7. Remove all slag and foreign material from the
tack weld area before assembling the cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary unless it has loosened or is
damaged. Removal will require a break-loose force of
at least 2 712 Nm (2,000 ft lb) after the tack welds
are ground off.
FIGURE 50-39. QUILL ASSEMBLY INSTALLATION
1. Cap Assembly
2. Quill Assembly
3. Plug
4. Check Ball
960E-1 31
Installation of check balls and plugs in quill
Check balls (4, Figure 50-39) in the side of 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, inspect the opposite side hoist cylinder
and the plumbing leading to the hoist valve for
damage. Also, check the hoist valve itself to see
whether 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.
NOTE: Refer to Figure 50-40 for SS1158 plug
installation and removal tool that can be fabricated for
installing and removing the check ball plugs.
Check the plugs during any cylinder repair to ensure
that they are tight. If they move, remove the plugs
and check whether the ball seat in the quill 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 50-40:
Older plug: 6.35 0.50 mm (0.25 0.02 in.)
Newer plug: 9.65 0.50 mm (0.38 0.02 in.)
1. Use the newer plugs. Ensure that the threads in
the quill tube and on the plugs are clean, dry
and free of oil and solvent.
2. Spray the mating threads of both plugs (3,
Figure 50-39) and quill assembly (2) with
LOCQUIC Primer T (Komatsu part number
TL8753) or equivalent. Allow the primer to dry
for 3 to 5 minutes.
3. Apply Loctite Sealant #277 (Komatsu part
number VJ 6863) or equivalent to the mating
threads of both plugs and the quill assembly.
4. Place check balls (4) in the quill tube and install
plugs (3) with the concave side facing the ball.
Use the SS1158 plug installation and removal
tool to tighten the plugs to 95 Nm (70 ft lb).
Allow the parts to cure for two hours before
exposing the threaded areas to oil.
NOTE: If LOCQUIC Primer T (TL8753) was not used,
the cure time will require 24 hours instead of two
hours.
5. Stake the plug threads in two places between
the holes, as shown in Figure 50-40, to prevent
loosening of the plug.
NOTE: 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 must
be installed and staked as previously detailed.
FIGURE 50-40. SS1158 PLUG INSTALLATION & REMOVAL TOOL
32 960E-1
Assembly
1. Install seals (15, Figure 50-37) and bearing (14)
on the second stage cylinder. Install bearings
(19), buffer seal (18), rod seal (20) and rod
wiper (21) on the first stage cylinder. Lubricate
with clean Type C-4 hydraulic oil.
2. Align and slide second stage cylinder (2) inside
first stage cylinder (3). Allow the second stage
to protrude far enough to install snap ring (9) on
the inside of the first stage cylinder.
3. Mount housing (4) in the fixture with the cover
end positioned at the top. Install bearings (19),
buffer seal (18), rod seal (20) and rod wiper (21)
in the housing.
4. Install the lifting tool that was used during
disassembly in the second and first stage
cylinder assembly.
5. Install bearings (13) and (24) on first stage
cylinder (3). Lift and align this assembly over
housing (4). Lower the second and first stage
cylinders into the housing.
6. Install the retainer bar that was used during
disassembly to hold the second and first stage
cylinder in place when the housing is rotated.
Rotate the housing 180 degrees to position the
lower mounting eye at the top.
7. Install bearings (19), buffer seal (18), rod seal
(20) and rod wiper (21) in second stage cylinder
(2).
8. Attach a lifting device to the eye of rod (1) and
align it over housing (4). Install cushion (25) on
the rod with the chamfered corner toward the
rod eye. Lower the rod into the housing.
Lubricate the rod with hydraulic oil.
9. Rotate the housing 180 degrees to position the
cover end at the top. Remove the retainer bar
that was installed in Step 6. Install bearings (17)
and seal (16) on rod bearing retainer (6).
10. Thread two guide bolts - 100 mm (4 in.) long - in
the end of rod (1). Install seal (8) on the end of
the rod.
11. Align piston rod bearing retainer (6) over the
guide bolts and lower it over the end of rod (1).
Remove the guide bolts.
12. Check capscrews (1, Figure 50-41) carefully for
distress. Replace the capscrews if in doubt.
13. Lubricate capscrews (1) with a lithium based
grease. Install capscrews and plate (2). Tighten
the capscrews to 780 Nm (575 ft lb).
14. Install O-ring (12, Figure 50-37) and backup ring
(23) on cover (10). Align and lower the cover
onto housing (4). Lubricate capscrews (11) and
install them with the lockwashers. Tighten the
15. If removed, install bearing (5, Figure 50-36) and
retainer rings (4) in the hoist cylinder eye.
1. Capscrew
2. Plate
3. Piston
FIGURE 50-41. THIRD STAGE PISTON
960E-1 33
NOTES
34 960E-1
960E-1 Dump truck
960E-1 1
CEN50007-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Operator cab
Removal and installation of operator cab.............................................................................................................. 3
Removal and installation of cab door.................................................................................................................... 6
Disassembly and assembly of cab door ............................................................................................................... 6
Adjustment of cab door....................................................................................................................................... 13
Removal and installation of side window glass................................................................................................... 15
Removal and installation of windshield and rear window glass .......................................................................... 17
Removal and installation of windshield wiper motor ........................................................................................... 18
Removal and installation of windshield wiper arm.............................................................................................. 19
Removal and installation of windshield wiper linkage......................................................................................... 20
Removal and installation of seat......................................................................................................................... 21
2 960E-1
NOTES
960E-1 3
Removal and installation of operator cab
DO NOT attempt to modify or repair damage to
the ROPS structure without written approval from
the manufacturer. Unauthorized repairs to the
ROPS structure will void certification. If
modification or repairs are required, contact the
servicing Komatsu Distributor.
NOTE: Prior to cab removal or repair procedures, it
may be necessary to remove the body to provide
clearance for lifting equipment to be used. If body
removal is not required, the body should be raised
and the safety cables installed at the rear of the truck.
Do not attempt to work in the deck area until the
body safety cables have been installed.
FIGURE 50-1. CAB ASSEMBLY (FRONT VEW)
1. Access Cover 2. Lifting Eyes
4 960E-1
Removal
NOTE: The following procedure describes removal of
the cab as a complete module with the hydraulic
brake cabinet attached. All hoses and wire harnesses
must be marked prior to removal for identification to
ensure correct reinstallation.
1. Turn the key switch to the OFF position and
allow at least 90 seconds for the steering
the steering wheel to ensure that no pressure
remains.
2. Chock the tires securely, then open the brake
accumulator bleed down valves on brake
manifold located in the hydraulic brake cabinet.
Allow sufficient time for the accumulators to
3. Activate the battery disconnect switches located
on the left side of the battery box.
4. Disconnect all hydraulic hoses that are routed to
the frame from the fittings on the bottom of the
hydraulic brake cabinet. Remove the rear cover
plate underneath the cab and disconnect the
steering hoses. Cap all fittings and plug the
hoses to prevent contamination.
5. Disconnect the wire harnesses from cab
connector plate (1, Figure 50-2) at the rear of
the cab.
6. Remove cable clamps, hose clamps, grounding
straps and cables as needed for cab removal.
7. Close heater shutoff valves (1, Figure 50-3)
located at the water pump inlet housing on the
right side of the engine and at the water
manifold. Disconnect the heater hoses at each
valve and drain the coolant into a container.
8. Remove clamps and heater hoses from the
fittings on the underside of the deck.
FIGURE 50-2. CAB ASSEMBLY (REAR VEW)
1. Cab Connector Plate 2. Cab Mounting Hardware
960E-1 5
Federal regulations prohibit venting air
conditioning system refrigerants into the
atmosphere. An approved recovery/recycle
station must be used to remove the refrigerant
from the air conditioning system.
9. Evacuate the air conditioning system. Refer to
Structure, function and maintenance standards
section Cab air conditioner for the correct
procedure.
10. Attach a lifting device to lifting eyes (2, Figure
50-1) provided on top of the cab.
The cab assembly weighs approximately 2 268 kg
(5,000 lb). Ensure the lifting device has adequate
capacity for lifting the load.
NOTE: The rear portion of the cab assembly is
heavier than the front portion.
11. Remove cab mounting hardware (2, Figure 50-
2) from the mounting pads at each corner of the
cab.
12. Check for any other hoses or wiring which may
interfere with cab removal.
13. Lift the cab assembly off the truck and move it to
a work area for further service.
14. Before the cab is lowered to the floor, place
blocking under each corner of the cab to
prevent damage to the floor pan and hoses.
Installation
1. Lift the cab assembly and align the mounting
pad holes with the tapped pads on the deck.
Insert at least one capscrew and hardened
washer at each of the four mounting pads
before lowering the cab onto the truck.
2. After the cab is positioned, install the remaining
capscrews and hardened washers (32 total).
Begin at the rear mounting pads. Tighten the
3. Route the wire harnesses to cab connector
plate (1, Figure 50-2). Align the cable connector
plug key with the receptacle key and push the
plug onto the receptacle. Carefully thread the
retainer onto the receptacle and tighten it
securely.
4. Remove the caps and plugs from the hydraulic
hoses and fittings. Reinstall the hoses and
tubes.
5. Reinstall any cable clamps, hose clamps,
grounding straps and cables as needed.
6. Install the heater hoses and clamps on the
fittings on the underside of the cab. Connect the
other end of each hose to the fittings at heater
shutoff valves (1, Figure 50-3). Open the heater
shutoff valves.
7. Remove the caps and reinstall the air
conditioning system hoses to the compressor
and receiver/drier. Refer to Testing and
adjusting section Cab air conditioning for
detailed instructions about evacuation and
recharging with refrigerant.
8. Close the brake accumulator bleed down valves
on the brake manifold.
9. Deactivate the battery disconnect switches.
10. Service the hydraulic tank and engine coolant
as required.
11. Start the engine and verify proper operation of
all controls. Ensure that the air conditioning
system is properly recharged.
FIGURE 50-3. ENGINE - R.H. VIEW
1. Heater Shutoff Valves
6 960E-1
Removal and installation of cab door
The cab door assemblies are mirror images of each
other. Each is hinged on the rear edge with a heavy
duty hinge. For repairs on the door latches or window
controls, it is usually better (but not necessary) to
remove the door from the cab and lower it to the floor
for service.
Removal
1. If overhead space is available, raise the body to
allow access to the door with an overhead hoist.
Secure the body in the raised position with
safety cables.
2. Lower the door glass far enough to allow
insertion of a lifting sling when the door is
removed.
3. Remove the door panel for access to the power
window motor harness connector. Disconnect
the door harness from the floor.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.
5. Insert a lifting sling through the open window
and attach it to a hoist. Remove the capscrews
(a swivel socket works best) that secure the
door hinge to the cab. Lift the door from the cab.
6. Place the door on blocks or on a work bench to
protect the window glass and allow access to
internal components for repair.
Installation
1. Attach a lifting sling and hoist to the door
assembly. Lift the door up to the deck and
position the door hinges on the cab.
2. Align the door hinges with the cab and install
the capscrews that secure the door to the cab.
3. Attach the travel limiting strap with the bolt and
clip that were removed previously.
4. Connect the door harness to the receptacle
mounted in the cab floor.
5. Verify proper operation of the power window
and door latch adjustment.
6. Install the door panel.
7. If an adjustment is necessary to ensure tight
closure of the door, refer to "Door jamb bolt
adjustment".
8. A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
keep out dirt and drafts. This sealer strip should
be replaced if it becomes damaged.
Disassembly and assembly of cab door
Removing door panel
1. Remove hair pin clip (1, Figure 50-4) and bolt
(2) from the door check strap closest to the
door.
2. Disconnect wiring harness (4) from the floor.
3. Open the door as far as possible in order to
remove the internal door panel.
4. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 panel
screws (5).
NOTE: Remove the panel screws across the top last.
Door glass and internal door panel will drop when
door panel screws are removed.
FIGURE 50-4. DOOR PANEL
1. Hair Pin Clip
2. Bolt
3. Door Check Strap
Bracket
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
960E-1 7
5. Carefully lower the door panel a few inches.
Hold the glass at the top to prevent it from
dropping. Slide the door panel toward the cab to
disengage the window regulator roller from the
track on the bottom of the glass (See Figure 50-
5). Slide the panel away from the cab to
disengage the other top roller and lower roller
from its tracks. Place the panel out of the way
after removal.
Installing door panel
1. While supporting the window glass as shown in
Figure 50-10 (a few inches from the top), install
the lower and upper regulator rollers in their
tracks. Start by moving the door panel (with the
window regulator) away from the cab just far
enough to allow the rollers to enter their tracks.
Then, with the rollers in the tracks, slide the
panel toward the cab. Move the panel just far
enough to allow the upper regulator roller to go
into the track on the bottom of the glass.
2. Lift up the door panel, regulator and glass to
align the screw holes in the panel with the holes
in the door frame. Install 15 panel screws (5,
Figure 50-4) that secure the panel to the door
frame.
NOTE: Install the panel screws across the top first.
3. Connect wiring harness (4) to the floor.
4. Align the door check strap opening with the
holes in the bracket and install bolt (2). Install
hair pin clip (1).
Replacing door window regulator
1. Remove the door panel. Refer to "Removing
door panel".
2. Move the inner door panel assembly to a work
area.
3. Remove four window regulator mounting
screws (6, Figure 50-4).
4. If replacing the motor assembly of the window
regulator, ensure that the worm gear on the
motor is engaged properly into the regulator
gear. Ensure that the motor mounting screws
are tight.
5. Mount the window regulator to the inner panel
using four mounting screws (6). Ensure that the
screws are tight.
6. Install the door panel. Refer to "Installing door
panel".
FIGURE 50-5. WINDOW REGULATOR ROLLER
8 960E-1
Replacing door handle or latch assembly
The cab doors are equipped with serviceable latch
handle assemblies (inner and outer). The outer latch
handle assembly has a key-operated lock.
door panel".
2. Remove capscrew and nut (1, Figure 50-6) from
the inside door handle.
3. Remove four mounting screws (2) for the latch.
Remove latch assembly (4).
4. If replacing the latch assembly, proceed to Step
5.
If replacing the outside door handle, remove
three mounting screws (3) that secure the door
handle to the door panel. Install the new door
handle and three mounting screws.
NOTE: Only one screw is shown. The other two are
behind the latch assembly.
5. Install latch assembly (4) and align the
mounting holes. Install four mounting screws
(2). Ensure that they are tight.
6. Align the inside door handle and install
capscrew and nut (1).
panel".
FIGURE 50-6. DOOR LATCH
1. Capscrew and Nut
2. Mounting Screws -
Latch
3. Mounting Screw -
Outside Door Handle
4. Latch Assembly
5. Window Frame
960E-1 9
Replacing door assembly seal and door hinge
seal
1. The door assembly seal is glued on the door.
This seal can be replaced by peeling the seal
away from the door frame. Then use a suitable
cleaner to remove the remaining seal and glue
material.
2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
is quick drying and waterproof onto the area
where the seal is to installed.
3. Install the seal so that the corners of the seal fit
up into the corners of door frame (3, Figure 50-
7).
4. Door hinge seal (2, Figure 50-8) is glued to the
hinge. Use the same procedure as above for
this seal.
Replacing door opening seal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. The seal should
pull loose from the cab opening lip. Pull door
opening seal (1, Figure 50-7 and Figure 50-8)
loose all the way around the opening.
2. Inspect the cab opening lip for damage, dirt, and
oil. Repair or clean the cab opening as
necessary. Remove all dirt and old sealant
Ensure that the perimeter of the opening is
clean and free of burrs.
3. Install the seal material around the door
opening in the cab. Start at the bottom center of
the cab opening and work the seal lip over the
edge of the opening. Go all the way around the
opening. Ensure that the seal fits tightly in the
corners. A soft face tool may be used to work
the seal up into the corners.
4. Continue going all the way around the opening.
When the ends of the seal meet at the bottom
center of the cab opening, it may be necessary
to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
5. Fit both ends so that they meet squarely. Then
while holding the ends together, push them
firmly into the center of the opening.
FIGURE 50-7. DOOR SEALS
1. Door Opening Seal 3. Door Assembly Seal
FIGURE 50-8. DOOR SEALS
1. Door Opening Seal 2. Door Hinge Seal
10 960E-1
Removing door glass
door panel".
2. Lift the door glass and support it at the top of the
frame.
3. Remove two screws holding the roller track to
the bottom of the door glass (See Figure 50-9).
4. Support the glass in the door frame with support
block (1, Figure 50-10) as shown. Remove
screws (2) that hold the window regulator track
adapter.
5. Remove screws (1, Figure 50-11) at the lower
end of the window channels. It is necessary to
pull rubber felt insert (2) out of the channel to be
able to remove the screws.
6. Remove the trim material covering screws (1,
Figure 50-12) that are holding the window frame
to the door. Remove the screws.
NOTE: The screws along the bottom of the window
frame may be shorter than the screws along the top
and sides.
FIGURE 50-9. ROLLER TRACK
FIGURE 50-10. WINDOW REGULATOR TRACK
ADAPTER
1. Support Block 2. Screws
FIGURE 50-11. WINDOW CHANNEL
1. Screws 2. Rubber Felt Insert
FIGURE 50-12. WINDOW FRAME
1. Screws
960E-1 11
7. Lift the door glass up in window frame (1, Figure
50-13) so that it is near the top. While holding
the glass in place, tilt the frame out at the top.
Lift the frame and glass straight up and out of
the door.
Window bracket (2) at the bottom of the glass
must clear the door frame if it is still on the glass.
8. Move the window glass and frame to a work
area where the glass can be removed. Slide the
glass down and out of the window channels.
Installing door glass
1. Before installing new window glass, inspect the
window frame. In each corner, there is an L
shaped bracket (1, Figure 50-14) with two
screws in it to hold the corners of the frame
together. Check the screws to ensure that they
are tight. Also ensure that rubber felt insert (2,
Figure 50-11) in the window channels is in good
condition. Replace it if necessary.
2. Slide the new window glass into the window
frame glass channels. Move the glass to the top
of the frame.
3. While holding the glass at the top of the frame,
lift the window frame and lower the assembly
into the door.
FIGURE 50-13. WINDOW FRAME
1. Window Frame 2. Window Bracket
FIGURE 50-14. WINDOW FRAME INSPECTION
1. L Shaped Brackets
12 960E-1
Ensure that the one channel in window frame (5,
Figure 50-6) that is next to the door latch passes
to the inside of latch assembly (4).
4. Lower the glass in the frame and support it with
support block (1,Figure 50-10).
5. Install screws (1, Figure 50-12) that secure the
window frame to the door frame.
The screws along the outer bottom of the window
frame may be shorter than the ones along the
sides and top. These screws must be used in this
area to prevent the window glass from being
scratched or cracked. See Figure 50-12.
6. Install the trim material over the top of screws
screws (1, Figure 50-12) that hold the window
frame to the door. Use a flat blade screwdriver
to assist with installing the trim material. See
Figure 50-15.
NOTE: Be careful not to cut the retainer lip on the trim
material.
7. Install screws (1, Figure 50-11) at the lower end
of the window channels. Ensure that rubber felt
insert (2) is back in place after the screws are
installed.
8. Install the window regulator track adapter using
two screws (1, Figure 50-10). Ensure that the
nylon bushings and gaskets are installed
properly to prevent damage to the glass.
9. Lift the window glass in the frame and install the
window regulator roller track onto the adapter
(See Figure 50-9). Install the screws finger-tight,
then tighten them 1/4 to 1/2 turn only.
NOTE: If the screws for the roller track adapter do not
have built-in nylon washers, use a removable Loctite
product under the screw heads.
panel".
FIGURE 50-15. INSTALLING TRIM MATERIAL
960E-1 13
Adjustment of cab door
Door jamb bolt adjustment
Over time, the door latch mechanism may wear. To
ensure proper latching of the door, the door jamb bolt
may need to be adjusted periodically.
NOTE: Always check the condition of the door
assembly seal before making adjustments.
If the door closes, but not tightly enough to give a
good seal between the door seal and the cab
skin:
1. Mark washer location (1, Figure 50-16) portion
of the door jamb bolt with a marker, pen, or
pencil by circumscribing the outside edge of the
washer onto the jamb.
2. Loosen striker bolt (2). Move it straight inwards
1.5 mm (1/16 inch) and retighten the bolt.
3. Hold a piece of paper where door seal (4) will
contact the skin of the cab and firmly close the
door on the paper.
NOTE: The door latch mechanism has a double
catch mechanism, so ensure that it latches on the
second catch.
4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
door. If the paper is loose all around, repeat
Step 2. If the paper is firmly gripped, but can be
removed without tearing it, open the door and
tighten the jamb bolt completely without
affecting the adjustment.
5. If the paper slips out from the door seal easily
along the top but the bottom (or vise versa), the
door itself will have to be adjusted.
a. If the seals are tight at the bottom of the door
but not at top, place a 4 x 4 block of wood at
the bottom edge of the door, below the
handle. Close the door on the wood block
and press firmly inward on the top corner of
the door. Press in one or two times, then
remove the wood block and check the seal
tension again using the paper method. Seal
compression should be equal all the way
around the door. If the seal is still loose at the
top, repeat the procedure again until seal
compression is the same all the way around.
b. If the seals are tight at the top of the door but
not at the bottom, place a 4 x 4 block of wood
at the top corner of the door and press firmly
inward on the lower corner of the door. Press
in one or two times, then remove the wood
block and check seal compression again
using the paper method. Seal compression
should be equal all the way around the door.
If seal is still loose at the bottom, repeat the
procedure again until seal compression is the
same all the way around.
If the door springs back when trying to close it,
striker bolt (2) has probably loosened and slipped
down from where the catch can engage with the
bolt.
1. Open the door and close both latches (3) and (5
on the catch until they are both fully closed.
2. Transfer the center of this opening onto the skin
of the cab nearest where the door jamb bolt is
located. Use a T-square or other measuring
equipment and mark on the cab with a pencil.
NOTE: Release the door catch before trying to close
the door.
FIGURE 50-16. DOOR J AMB BOLT ADJ USTMENT
1. Washer
2. Striker Bolt
3. Frame
4. Door Seal
14 960E-1
3. Loosen and vertically align (center) the door
jamb bolt with the mark and tighten it firmly
enough to hold it in place but still allow some
slippage.
4. Carefully try to close door (4, Figure 50-17) and
determine whether this adjustment has helped
the springing problem. If the door latches but
not firmly enough, follow the procedure in Step
1. If the door latch does not catch, move the bolt
outward and try again. When corrected, follow
the adjustment procedures in Step 1 to ensure a
good seal.
By design, if both seals are in good condition,
proper adjustment of the outside seal will
ensure good contact on the inside seal to
prevent dust and moisture from entering the
cab.
Door handle plunger adjustment
If the door handle does not function, it can either be
adjusted or replaced. The following is a procedure for
adjusting the exterior door handle plunger.
1. Determine the amount of free play in the door
release plunger by pushing in on the plunger
until it just contacts the door release
mechanism. Measure the distance that the
plunger travels from this position to where the
plunger is fully released (See Figure 50-18).
door panel".
3. Remove capscrew and nut (1, Figure 50-19)
from inside release lever.
4. Remove four mounting screws (2) that hold the
latch mechanism in the door.
5. Remove latch assembly (4). Check whether the
door latch mechanism works properly by
performing the following test:
a. Close the latch mechanism pawls.
b. Operate the inside door release lever to see
whether the pawls open. If the pawls do not
open, replace the door latch assembly.
c. Close the pawls again.
d. Press the outside door button to see whether
the pawls open.
e. If the latch mechanism operates properly,
proceed to Step 6. If the latch mechanism
does not operate properly, install a new door
latch assembly then continue with Step 6.
FIGURE 50-17. DOOR J AMB BOLT ADJ USTMENT
1. Cab
2. Striker Bolt
3. Upper Latch
4. Door
5. Lower Latch
FIGURE 50-18. MEASURING TRAVEL DISTANCE
OF PLUNGER
960E-1 15
6. Remove mounting screws (3) from the outside
door handle. With the door handle removed,
adjust the plunger counterclockwise to increase
the height of the door handle release button.
Lock the plunger capscrew with the locknut.
Apply Loctite
to prevent the screw from

loosening.
NOTE: Install the door handle and latch assembly by
reversing the previous steps.
Removal and installation of side window
glass
Recommended tools and supplies
Cold knife, pneumatic knife, or a piano wire
cutting device, long knife. Cutout tools are
available at an auto glass supply store.
Heavy protective gloves
Safety eyeglass goggles
Windshield adhesives, proper cleaners, primers
and application gun
SM2897 glass installation bumpers (6 or 7 per
window)
Recommended adhesives:
SikaTack Ultrafast or Ultrafast II (both heated).
Vehicle can be put into service in 4 hours under
optimum conditions. Heated adhesives require a
Sika approved oven to heat adhesive to 80 C
(176 F).
Sikaflex 255FC or Drive (unheated). Vehicle can
be put into service in 8 hours under optimum
conditions.
Sika Corporation
30800 Stephenson Hwy.
Madison Heights, MI 48071
Toll Free Number: 1-800-688-7452
Fax number: 248-616-7452
http://www.sika.com or
http://www.sikasolutions.com
Due to the severe duty application of off-highway
vehicles, the cure times listed by the adhesive
manufacturer should be doubled before a truck is
moved. If the cure time is not doubled, vibration
or movement from a moving truck will weaken the
adhesive bond before it cures, and the glass may
fall off the cab.
If another adhesive manufacturer is used, follow
that manufacturer's instructions for use,
including the use of any primers, and double the
allowances for proper curing time.
FIGURE 50-19. DOOR LATCH
1. Capscrew and Nut
2. Mounting Screws -
Latch
3. Mounting Screw -
Outside Door Handle
4. Latch Assembly
5. Window Frame
16 960E-1
Removal
The first concern with all glass replacement is
SAFETY! Wear heavy protective gloves and
safety eyeglass goggles when working with
glass.
1. Use a cut-out tool to slice into the existing
urethane adhesive and remove the window
glass.
2. Carefully clean and remove all broken glass
chips from any remaining window adhesive. The
surface should be smooth and even. Use only
clean water.
NOTE: Removal of all old adhesive is not required.
Remove just enough to provide an even bedding
base.
3. Use a long knife to cut the remaining urethane
from the opening, leaving a bed 2 - 4 mm (0.08 -
0.15 in.) thick. If the existing urethane is loose,
completely remove it. Leave the installation
bumpers in place, if possible.
Installation
1. Clean the metal with Sika Aktivator. Allow it to
dry for ten minutes. Then paint on a thin coat of
Sika Primer 206G+P and allow it to dry for ten
minutes.
2. Using only the new side window(s) which are to
be bonded in place, center the new glass over
the opening in the cab. Use a permanent
marker to mark on the cab skin along all the
edges of the new glass that is to be installed. All
edges must be marked on the cab in order to
apply the adhesive in the proper location.
3. Use Sika Primer 206G+P to touch up any bright
metal scratches on the metal frame of the truck.
Do not prime the existing urethane bed. Allow it
to dry for ten minutes.
4. Use a clean, lint free cloth to apply Sika
Aktivator to the black ceramic Frit surrounding
the new window. Use a clean, dry cloth and
wipe off the Sika Aktivator. Allow it to dry for ten
minutes.
5. For the side windows, use six or seven glass
installation bumpers (SM2897). Space them
equally around the previously marked glass
perimeter, approximately 19 mm (0.75 in.)
inboard from where the edge of the glass will be
when it is installed.
The rubber bumpers are used to ensure a
proper adhesive installed thickness. If too thin,
the glass may break when the cab flexes. If too
thick, both improper sealing and the risk of
glassnot being properly bonded are possible.
NOTE: Be careful not to place the adhesive too far
inboard, as it will make any future glass replacement
more difficult.
6. Apply a continuous, even bead of adhesive
(approximately 10 mm (0.38 in.) in diameter) to
the cab skin at a distance of 13 - 16 mm (0.50 -
0.63 in.) inboard from the previously marked
final location of the glass edges from Step 2.
7. Immediately install the glass. Carefully locate
the glass in place with the black masking side
toward the adhesive. Press firmly, but not
abruptly, into place to ensure that the glass is
properly seated. Do not pound the glass into
place.
8. Use a wooden prop and duct tape to hold the
glass in place for at least two hours or double
the adhesive manufacturers curing time,
whichever time is longer.
9. Remove the tape or prop from the glass only
after the cure time has expired.
960E-1 17
Removal and installation of windshield and
rear window glass
NOTE: Two people are required to remove and install
the windshield or rear window glass. One person
must be inside the cab, and the other person must be
on outside the cab.
Special tools that are helpful in removing and
installing automotive glass are available from local
tool suppliers.
Removal
NOTE: If the windshield is to be replaced, lift the
windshield wiper arms out of the way first.
1. Starting at the lower center of the glass, pull out
weatherstrip locking lip (2, Figure 50-20 or
Figure 50-21). Use a non-oily rubber lubricant
and a screwdriver to release the locking lip.
2. Remove glass (1) from weatherstrip (3) by
pushing it out from inside the cab.
3. Clean all dirt and old sealant from the
weatherstrip grooves. Ensure that the perimeter
of the window opening is clean and free of
burrs.
Installation
1. If the weatherstrip that was previously removed
is broken, weathered, or damaged in any way,
install a new rubber weatherstrip.
NOTE: Using a non-oily rubber lubricant or water-
based hand cleaner on the weatherstrip material and
cab opening will make the following installation
easier.
a. Install weatherstrip (3, Figure 50-20 or Figure
50-21) around the window opening. Start with
one end of the weatherstrip at the center,
lower part of the window opening and press
the weatherstrip over the edge of the
opening.
b. Continue installing the weatherstrip all
around the opening. When the ends of the
weatherstrip meet at the lower, center part of
the window opening, there must be 12.7 mm
(0.5 in.) of overlapping material.
NOTE: The ends of the weatherstrip material need to
be square-cut to assure a proper fit.
c. Lift both ends so that they meet squarely.
Then, while holding the ends together, force
them back over the lip of the opening.
FIGURE 50-20. WINDSHIELD
1. Glass
2. Locking Lip
3. Weatherstrip
4. Sheet Metal
FIGURE 50-21. REAR WINDOW
1. Glass
2. Locking Lip
3. Weatherstrip
4. Sheet Metal
18 960E-1
2. Lubricate the groove of the weatherstrip where
the glass is to be seated.
3. Lower the glass into the groove along the
bottom of the window opening.
4. Two people should be used for glass
installation. Have one person on the outside of
the cab pushing in on the glass against the
opening, while one person on the inside uses a
soft flat tool (such as a plastic knife) to work the
weatherstrip over the edge of the glass all the
way around.
5. After the glass is in place, go around the
weatherstrip and push in on locking lip (2) to
secure the glass in the weatherstrip.
NOTE: If the windshield was replaced, lower the
windshield wiper arms back onto the glass.
Removal and installation of windshield
wiper motor
Removal
1. Remove large access cover (1, Figure 50-1)
from the front of the cab.
2. Disconnect the wiper motor harness connector.
Some wiper linkage arms may have extremely
sharp edges. Wear protective gloves and long
sleeves when handling wiper linkage arms.
3. While holding wiper linkage (9, Figure 50-22)
stationary, remove nut (10) and disconnect the
linkage from wiper motor (1).
4. Remove three cap screws (6), flat washers (7)
and lock washers (8) that attach the wiper motor
to plate (5). Remove the wiper motor assembly.
Installation
1. Place wiper motor (1, Figure 50-22) into position
on plate (5).
2. Install three cap screws (6), flat washers (7) and
lock washers (8). Tighten the cap screws to 8-9
Nm (71-79 in lb).
3. Align the motor output shaft with wiper linkage
(9). Install nut (10). Hold the linkage stationary
and tighten the nut to 22-24 Nm (16-18 ft lb).
4. Reconnect the wiper motor harness connector.
NOTE: In case the wiper motor operates incorrectly,
lift the wiper arms off the windshield to avoid possible
damage.
5. Verify that the wipers operate properly and park
in the proper position (See to Figure 50-24).
960E-1 19
wiper arm
Removal
1. Note the parked position of wiper arm (1, Figure
50-23).
2. Lift the wiper arm cover. Remove nut (2) and
washer (3).
3. Disconnect the washer hose, then remove the
wiper arm.
Installation
1. Place wiper arm (1, Figure 50-23) into the
parked position noted during removal. Install
washer (3) and nut (2). Tighten the nut to 16-20
Nm (142-177 in lb). Close the wiper arm cover.
2. Connect the washer hose to the wiper arm.
in the proper position (See to Figure 50-24).
FIGURE 50-22. WINDSHIELD WIPER
INSTALLATION
1. Wiper Motor
2. Cap Screw
3. Flat Washer
4. Lock Washer
5. Plate
6. Cap Screw
7. Flat Washer
8. Lock Washer
9. Wiper Linkage
10. Nut
FIGURE 50-23. WIPER ARM DETAIL
1. Wiper Arm
2. Nut
3. Spring Washer
4. Cap
5. Washer
6. Nut
20 960E-1
wiper linkage
Removal
1. Remove the wiper arms. Refer to "Removal and
installation of windshield wiper arm".
2. Remove retainer (8, Figure 50-24), and discon-
nect the wiper linkage from wiper motor drive
arm (6).
3. Remove nut (6, Figure 50-23) and washer (5)
from each wiper shaft.
4. Remove cap screws (3, Figure 50-24), lock
washers (4) and flat washers (5).
5. Remove wiper assembly from cab.

Installation
1. Place the wiper assembly into position in the
wiper compartment.
2. Install cap screws (3, Figure 50-24), lock wash-
ers (4) and flat washers (5). Tighten cap screws.
3. Install washer (5, Figure 50-23) and nut (6) on
each wiper shaft. Tighten the nut to 18-20 Nm
(160-177 in lbs).
Do not overtighten the nut. The threads on the
wiper shafts are easily stripped when improperly
tightened.
4. Install cap (4) over nut (6).
5. Align the linkage and attach it to wiper motor
drive arm (6, Figure 50-24) using retainer (8).
NOTE: When the motor is parked, the drive arm will
be in the 3 oclock position as shown in Figure 50-24.
6. Install the wiper arms. Refer to "Removal and
installation of windshield wiper arm".
in the proper position.
FIGURE 50-24. PARK POSITION
A. Park Position (7)
1. Wiper Motor
2. Wiper Blade
3. Cap Screw
4. Lock Washer
5. Flat Washer
6. Wiper Motor Drive Arm
7. Nozzle
8. Retainer
9. Hose
960E-1 21
Removal and installation of seat
Removal
1. Remove cotter pins (5, Figure 50-25) that
secure seat belt tethers (6) to the eye bolts in
the cab floor.
2. Remove cap screws (2), flat washers (3) and
lock washers (4) that secure the riser to the
floor.
3. Disconnect seat harness (7) at the cab floor.
4. Remove seat assembly (1) from the cab.
Installation
1. Place seat assembly (1) in position in the cab.
2. Install cap screws (2), flat washers (3) and lock
washers (4) that secure the riser to the floor.
Tighten the cap screws to the standard torque.
3. Connect seat harness (8).
4. Fasten seat belt tethers (6) to eye bolts in the
cab floor. Install cotter pins (5).
FIGURE 50-25. SEAT INSTALLATION
1. Seat Assembly
2. Cap Screw
3. Flat Washer
4. Lock Washer
5. Cotter Pin
6. Seat Belt Tether
7. Seat Harness
22 960E-1
960E-1 Dump truck
960E-1 1
CEN50008-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Body and structures
Removal and installation of dump body................................................................................................................ 3
Removal and installation of body pads ................................................................................................................. 5
Removal and installation of diagonal ladder/hood and grille assembly ................................................................ 7
Removal and installation of right deck.................................................................................................................. 8
Removal and installation of left deck................................................................................................................... 10
Removal and installation of fuel tank.................................................................................................................. 12
Removal and installation of fuel gauge sender................................................................................................... 14
Disassembly and assembly of fuel tank breather ............................................................................................... 15
2 960E-1
NOTES
960E-1 3
Removal and installation of dump body
Inspect the condition and rating of all lifting
devices, slings, chains, and cables. Refer to the
manufacturer's manual for correct capacities and
safety procedures when lifting components.
Replace any questionable items.
Ensure that the lifting device is rated for at least a
45 ton capacity. Slings, chains, and cables used
for lifting components must be rated to supply a
safety factor of approximately 2X the weight
being lifted. When in doubt as to the weight of
components or any service procedure, contact
the Komatsu area representative for further
information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, ensure there is
adequate clearance between the body and
overhead structures or electric power lines.
Removal
1. Park truck on a hard, level surface and block all
the wheels.
3. Attach lifting cables (1, Figure 50-1) and a lifting
device to the dump body and take up the slack.
4. Remove the mud flaps from both sides of the
dump body. Remove any electrical wiring and
hoses that are attached to the dump body.
5. Attach chains around the upper end of the hoist
cylinders to support them after the mounting
pins are removed.
6. Remove retaining capscrew and locknut (4,
Figure 50-2) from each of the upper hoist
cylinder mounting eyes. Remove each pivot pin
(2).
FIGURE 50-1. DUMP BODY REMOVAL
1. Lifting Cables 2. Guide Rope
FIGURE 50-2. HOIST CYLINDER MOUNT
1. Dump Body
2. Pivot Pin
3. Hoist Cylinder
4. Retaining Capscrew
and Locknut
4 960E-1
locknuts (2) from each body pivot pin.
8. Attach a body pivot pin support fixture to the
bracket on the underside of the dump body to
aid in supporting the pin as it is removed.
9. Remove body pivot pins (3) far enough to allow
shims (6) to drop out. Complete removal of pins
is not necessary unless new pins are being
installed.
NOTE: To prevent the pivot pins from falling while
removing the dump body, use chains to secure them
to the truck.
10. Lift the dump body clear of the chassis and
move it to a work area. Block the body to
prevent damage to the body guide.
Inspection
1. Inspect body ear (4, Figure 50-3), frame pivot
(7), and bushings (5), (8) and (9) for excessive
wear or damage.
2. Inspect the body guide wear points. Body guide
(2, Figure 50-4) should be centered between
wear plates (3) with a maximum gap of 4.8 mm
(0.19 in.) at each side (new wear plates).
If the gap becomes excessive, install new parts.
FIGURE 50-3. DUMP BODY PIVOT PIN
1. Capscrew
2. Locknut
3. Body Pivot Pin
4. Body Ear
5. Body Pivot Bushing
6. Shim
7. Frame Pivot
8. Pivot Bushing
9. Body Pivot Bushing
FIGURE 50-4. BODY GUIDE
1. Dump Body
2. Body Guide
3. Body Guide Wear
Plates
960E-1 5
Installation
1. Park truck on a hard, level surface and block all
the wheels.
3. Attach lifting cables (1, Figure 50-1) and a lifting
device to the dump body and take up the slack.
4. Lower the body over the truck frame and align
the body pivots with the frame pivot holes.
5. Install shims (6, Figure 50-3) in both body
pivots, as required, to fill the outside gaps and
center the body on the frame pivot. Do not
install shims on the inside. A minimum of one
shim is required at the outside end of both frame
pivots.
6. Align the hole in pivot pin (3) with the capscrew
hole in the pin retainer, which is part of body
pivot ear (4). Push the pivot pin through shims
(6), frame pivot (7), and into pivot bushings (5)
and (9) in each side of the body pivot.
7. Install capscrew (1) through each pin. Install
and tighten locknuts (2) to 203 Nm (150 ft lb).
NOTE: Use washers, as necessary, on the nut side
only to ensure that the capscrew does not run out of
threads when tightening.
8. Align the hoist cylinder upper mounting eye
bushings with the hole through the dump body.
Align the pin retaining capscrew hole and install
the pin.
9. Install retaining capscrews and locknuts (4,
Figure 50-2). Tighten the locknuts to 203 Nm
(150 ft lb).
10. Install all mud flaps, electrical wiring and hoses
to the dump body.
Removal and installation of body pads
Removal
To avoid serious personal injury or death, the
body retention sling must be installed anytime
personnel are required to perform maintenance
on the vehicle with the dump body in the raised
position.
Refer to Index and foreword section Foreword
and general information for the body retention
sling installation procedure.
NOTE: It is not necessary to remove the dump body
to replace the body pads. Body pads should be
inspected during scheduled maintenance inspections
and replaced if worn excessively.
1. Raise the unloaded dump body to a height that
is sufficient to allow access to all of the body
pads. Place blocks between the dump body and
the frame. Secure the blocks in place.
2. Remove pad mounting hardware (2, Figure 50-
5).
3. Remove body pad (4) and shims (5). Note the
number of shims installed at each pad location.
The rear pad on each side should have one less
shim than the other pads.
6 960E-1
Installation
1. Install new body pads (4) with the same number
of shims (5) that were removed in Step 3.
2. Install pad mounting hardware (2). Tighten the
nuts to 88 Nm (65 ft lb).
3. Remove the blocks from the frame. Lower the
dump body onto the frame.
4. All pads (except the rear pad on each side)
should contact the frame with approximately
equal compression of the rubber.
5. A gap of approximately 1.9 mm (0.075 in.) is
required at each rear pad. This can be
accomplished by using one less shim at each
rear pad.
6. If the pad contact appears to be unequal, repeat
the adjustment procedure.
NOTE: Proper contact between the body pad and
frame is required to assure maximum pad life.
FIGURE 50-5. BODY PAD INSTALLATION
1. Dump Body
2. Pad Mounting Hardware
3. Frame
4. Body Pad
5. Shim
6. Mounting Pad
960E-1 7
Removal and installation of diagonal
ladder/hood and grille assembly
NOTE: It may be necessary to remove the dump
body to provide clearance for any lifting equipment. If
body removal is not required, the body should be
raised and the body retention cables installed.
Removal
The weight of the diagonal ladder is
approximately 200 kg (440 lb). The weight of the
hood and grille assembly is approximately 570 kg
(1255 lb). Use a lifting device with adequate
capacity to remove the components.
1. Remove the hardware that attaches the
diagonal ladder to the front bumper.
2. Attach an appropriate lifting device to the ladder
and lift it off the truck.
3. Disconnect all cables, harnesses, hoses and
clamps, as needed, to allow removal of hood
and grille assembly (1, Figure 50-6).
4. Attach an appropriate lifting device to the hood
and grille assembly.
5. Remove all capscrews and lockwashers (2)
from the grille housing.
6. Loosen the radiator bumpers on both decks.
7. Lift hood and grille assembly (1) from the truck
and move it to a work area.
Installation
1. Use an appropriate lifting device to lift hood and
grille assembly (1) into place on the truck.
2. Align the mounting holes with the brackets
attached to the radiator assembly. Install
capscrews and lockwashers (2) to the standard
torque.
3. Adjust and tighten both radiator bumpers.
4. Use an appropriate lifting device to lift the
diagonal ladder into position over the mounting
pads on the front bumper. Align the mounting
holes and install the hardware. Tighten the
5. Connect all cables, harnesses, hoses and
clamps that were removed previously.
FIGURE 50-6. HOOD AND GRILLE REMOVAL
1. Hood and Grille
Assembly
2. Capscrews and
Lockwashers
8 960E-1
Removal and installation of right deck
Removal
1. Remove the access covers from retarding grid
(7, Figure 50-7). Tag and disconnect all
electrical leads in preparation for removal.
Reinstall the access covers.
The weight of the retarding grid is approximately
2 494 kg (5,500 lb). Use a lifting device with
adequate capacity to remove the component.
2. Remove retarding grid mounting hardware (3,
Figure 50-8) at six locations.
3. Attach an appropriate lifting device to the lifting
eyes on the retarding grid. Lift the retarding grid
clear of deck structure (1) and move it to a work
area.
NOTE: If repairs to the grid assembly or cooling
blower are required, refer to the applicable GE
publication for service and maintenance procedures.
4. Disconnect deck lighting harness (4). Inspect
the underside of the deck. If necessary, remove
any hoses or cables that remain connected to
the deck. The lighting harness and clamps do
not require removal.
The weight of the right deck is approximately
1 024 kg (2,258 lb). Use a lifting device with
adequate capacity to remove the component.
5. Install an appropriate lifting device to the lifting
eyes at each corner of the deck and take up any
slack. Do not attach the lifting device to the
handrails.
6. Remove deck mounting hardware (2) at the
deck support and the front upright.
8. Ensure that all wiring harnesses, cables and
hoses have been removed. Carefully lift the
deck from the deck supports.
FIGURE 50-7. DECK COMPONENTS
1. L.H. Deck
2. Electrical Cabinet
3. Cab
4. Diagonal Ladder
5. Center Deck
6. R.H. Deck
7. Retarding Grid
960E-1 9
Installation
1. Tighten the radiator bumpers on both decks.
Clean all deck mount mating surfaces.
handrails.
3. Carefully lift and position the deck on the deck
supports. Ensure that any wiring harnesses,
cables and hoses that may still be attached to
the deck are moved out of the way.
4. Install deck mounting hardware (2) at the deck
support and the front upright. Tighten the
5. Connect deck lighting harness (4) and any
hoses or cables that were disconnected from
the deck. Ensure that all electrical harnesses
and clamps are undamaged and reinstalled
securely. Replace any components as
necessary.
6. Attach an appropriate lifting device to the lifting
eyes on the retarding grid. Lift retarding grid (7,
Figure 50-7) into position on deck structure (1,
Figure 50-8).
7. Install retarding grid mounting hardware (3) at
six locations. Tighten the capscrews to the
standard torque.
8. Remove the access covers from the retarding
grid. Connect all electrical leads to their correct
locations. Reinstall the access covers.
FIGURE 50-8. RIGHT DECK STRUCTURE - BOTTOM VIEW
1. Deck Structure
2. Deck Mounting Hardware
3. Retarding Grid Mounting Hardware
4. Deck Lighting Harness
10 960E-1
Removal and installation of left deck
Removal
If air conditioning system components must be
removed, refer to Testing and adjusting section
Cab air conditioning for instructions on
discharging the air conditioning system before
disconnecting any air conditioning lines and
servicing the air conditioning system after
installation.
1. Remove the operator cab. Refer to Disassembly
and assembly section Operator cab for cab
removal instructions.
2. Disconnect deck lighting harness (3, Figure 50-
9). Inspect the underside of the deck. If
necessary, remove any hoses or cables that
remain connected to the deck. The lighting
harness and clamps do not require removal.
The weight of the left deck is approximately 707
kg (1,559 lb). Use a lifting device with adequate
capacity to remove the component.
handrails.
4. Remove deck mounting hardware (2) at the
deck support and the front upright.
6. Ensure that all wiring harnesses, cables and
hoses have been removed. Carefully lift the
deck from the deck supports.
Installation
1. Tighten the radiator bumpers on both decks.
Clean all deck mount mating surfaces.
handrails.
3. Carefully lift and position the deck on the deck
supports. Ensure that any wiring harnesses,
cables and hoses that may still be attached to
the deck are moved out of the way.
4. Install deck mounting hardware (2) at the deck
support and the front upright. Tighten the
5. Connect deck lighting harness (4) and any
hoses or cables that were disconnected from
the deck. Ensure that all electrical harnesses
and clamps are undamaged and reinstalled
securely. Replace any components as
necessary.
6. Install the operator cab. Refer to Disassembly
and assembly section Operator cab for cab
installation instructions.
960E-1 11
FIGURE 50-9. LEFT DECK STRUCTURE - BOTTOM VIEW
1. Deck Structure
2. Deck Mounting Hardware
3. Deck Lighting Harness
12 960E-1
Removal and installation of fuel tank
Removal
1. Raise the truck body and install the body up
retention cable.
2. Loosen filler cap (5, Figure 50-10) and open
drain cock (10) to drain the fuel from the tank
into clean containers. Tighten the filler cap when
the fuel is completely drained.
3. Disconnect wire harness (13) and remove the
clamps attached to the fuel tank. Remove
ground wire (17).
4. If equipped, close the inline shutoff valves.
Remove fuel return hose (6) and fuel supply
hose (8). Cap the hoses and tank fittings to help
prevent contamination.
5. Remove hoist circuit filter assemblies (11) and
steering circuit filter assembly (12) from the
frame side of the tank. Support the filter
assembly by placing a chain over the frame rail.
It is not necessary to remove the hydraulic
hoses.
The weight of the empty fuel tank is
approximately 2 056 kg (4,533 lb). Use a lifting
device with adequate capacity to remove the
component.
6. Attach a lifting device to the lifting eyes on each
side of the tank.
7. Remove lower mounting hardware (14), flat
washer (15) and rubber dampeners (16).
Remove upper mounting hardware (3) and
mounting caps (4).
8. Lift the fuel tank from the brackets and move it
to a work area.
9. Remove fuel gauge sender (9), breather (5),
and other fittings as required to perform interior
cleaning. See "Removal and installation of fuel
gauge sender" for further instructions.
NOTE: If a tank has been damaged and requires
structural repair, perform such repairs before final
cleaning.
If a tank is to be weld repaired, special
precautions are necessary to prevent fire or
explosion. Consult local authorities for safety
regulations before proceeding.
The fuel tank has drain cock (10) and a cleaning port
in the side that allows steam or solvent to be used for
cleaning tanks that have accumulated foreign
material.
It is not necessary to remove the tank from the truck
for cleaning of sediment. However, rust and scale on
the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in
contact with all interior surfaces by rotating the tank in
various positions.
Before a cleaning procedure of this type, all vents,
the fuel gauge sender, and hose connections must be
removed and temporarily sealed. After cleaning is
complete, the temporary plugs can be removed.
If the tank is to remain out of service, a small amount
of light oil should be sprayed into the tank to prevent
rust. All openings should be sealed for rust
prevention.
960E-1 13
FIGURE 50-10. FUEL TANK INSTALLATION
1. Fuel Tank
2. Fuel Receiver Assembly
3. Mounting Cap
4. Upper Mounting Hardware
5. Filler Cap
6. Fuel Return Hose
7. Breather
8. Fuel Supply Hose
9. Fuel Gauge Sender
10. Drain Cock
11. Hoist Circuit Filter Assemblies
12. Steering Circuit Filter Assembly
13. Wire Harness
14. Lower Mounting Hardware
15. Flat Washer
16. Rubber Dampener
17. Ground Wire
18. Terminals
19. Sender Mounting Hardware
14 960E-1
Installation
1. Thoroughly clean the frame mounting brackets
and the mounting hardware holes. Re-tap the
threads if damaged.
The weight of the empty fuel tank is
approximately 2 056 kg (4,533 lb). Use a lifting
device with adequate capacity to remove the
component.
2. Attach a lifting device to the lifting eyes on each
side of the tank. Lift the fuel tank over the frame
trunnion mounts and lower it into position.
3. Install mounting caps (4, Figure 50-10) and
upper mounting hardware (3). Do not tighten the
hardware at this time.
4. Install rubber dampeners (16), flat washers (15)
and lower mounting hardware (14) in the lower
mounts. Tighten the lower mounting hardware
to 420 42 Nm (310 31 ft lb).
5. Tighten upper mounting hardware (3) to 711
72 Nm (525 53 ft lb).
6. Install hoist circuit filter assemblies (11) and
steering circuit filter assembly (12) on the frame
side of the tank.
7. Connect fuel return hose (6) and fuel supply
hose (8). Install wire harness (13) and all
clamps. Open the inline shutoff valves, if
equipped.
Removal and installation of fuel gauge
sender
Removal
1. Drain the fuel below the level of fuel gauge
sender (9, Figure 50-10).
2. Disconnect the wires from terminals (18).
3. Remove sender mounting hardware (19).
Carefully remove the sender and gasket.
Installation
1. Clean the mating surfaces. Install a new gasket.
2. Install fuel gauge sender (9) in the tank. Ensure
that the float is oriented properly and moves
freely.
3. Install sender mounting hardware (19) and
tighten the capscrews to the standard torque.
4. Connect the wires to terminals (18).
5. Fill the fuel tank and check for leaks.
960E-1 15
Disassembly and assembly of fuel tank
breather
Disassembly
1. Remove clamp (3, Figure 50-11), cover (2) and
screen (1).
2. Remove ball cage (10), solid ball (11) and float
balls (12).
3. Unscrew end fitting (7) from body (4).
4. Remove stem (8) and valve spring (5).
Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (5) into position in body (4).
3. Insert stem (8) into end fitting (7).
4. Screw end fitting (7) into body (4). Ensure the
components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
6. Insert the balls into ball cage (10) with solid ball
(11) on top.
7. Insert the ball cage onto the stem. A minimum
of two cage coils must be seated in the groove
on the stem. Ensure that the solid ball is able to
seat properly on the stem. If not, adjust the cage
accordingly.
FIGURE 50-11. FUEL TANK BREATHER
1. Screen
2. Cover
3. Clamp
4. Body
5. Valve Spring
6. O-Ring
7. End Fitting
8. Stem
9. O-Ring
10. Ball Cage
11. Solid Ball
12. Float Ball
16 960E-1
960E-1 Dump truck
960E-1 1
CEN50009-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Replacement of air conditioning system components........................................................................................... 3
Diasassembly and assembly of compressor clutch.............................................................................................. 5
2 960E-1
NOTES
960E-1 3
Replacement of air conditioning system
components
Never use any lubricant or joint compound to
lubricate or seal any A/C connections.
Hoses and fittings
When replacing hoses, use the same type and ID
hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage,
ensure that these are in position or secured.
Lines
Always use two wrenches when disconnecting or
connecting A/C fittings attached to metal lines.
Copper and aluminum tubing can kink or break very
easily. When grommets or clamps are used to
prevent line vibration, ensure that these are in place
and secure.
It is important to always torque fittings to the
proper torque. Failure to do this may result in
improper contact between mating parts and
leakage may occur. Refer to the following torque
chart for tightening specifications.
Installation torque for the single M10 or 3/8 in.
capscrews securing the inlet and outlet fittings onto
the compressor ports is 15 - 34 Nm (11 - 25 ft lb).
Expansion valve
When removing the expansion valve from the
system, remove the insulation, clean the area and
disconnect 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
filter 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
must be replaced whenever the system is opened for
any service. The receiver-drier has a pressure switch
to control the clutch, and should be removed and
installed onto the new unit.
Thermostat
A thermostat can be stuck open or closed due to
contact point wear or fusion. The thermostat
temperature sensing element (capillary tube) may be
broken or kinked closed and therefore unable to
sense evaporator 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 A/C system
operation). Causes are a loss of charge in the
capillary tube or a kink, burned thermostat contact or
just no contact. When troubleshooting, 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
thermostat 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 accumulate at the coldest spot inside the
system) and lower than normal suction pressure that
can starve the compressor of oil.
Fitting Size Foot Pounds Newton Meters
6 10 - 15 ft.lbs. 14 - 20 Nm
8 24 - 29 ft.lbs. 33 - 39 Nm
10 26 - 31 ft.lbs. 36 - 42 Nm
12 30 - 35 ft.lbs. 41 - 47 Nm
4 960E-1
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates,
bearings, or other internal parts or problems
associated with high or low pressure, heat, or lack of
lubrication. Ensure that the compressor is securely
mounted and the clutch pulley is properly aligned with
the drive pulley.
Use a mechanic's stethoscope to listen for noises
inside the compressor.
When installing a new compressor, the
compressor must be completely drained of its oil
before installation. Add 207 ml (7 oz.) of new PAG
oil to the compressor to ensure proper system oil
level. Failure to adjust the amount of oil in the
compressor will lead to excessive system oil and
poor A/C performance.
Under no circumstances should the A/C
compressor be stood upright onto the clutch
assembly. Damage to the compressor clutch will
result, leading to premature compressor failures.
Accumulator
The accumulator can not be serviced or repaired. It
must be replaced whenever the system is opened for
any service.
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
temper. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat
damage, 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 enables you to bypass clutch
circuit control devices.
Clutch pulley bearing failure is indicated by bearing
noise when the A/C system is off or the clutch is not
engaged. Premature bearing failure may be caused
by poor alignment of the clutch and clutch drive
pulley.
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 air
gap between the clutch pulley and the clutch plate is
1.02 0.043 mm (0.023 to 0.057 in.). 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.
Some compressors may be discarded because it
is suspected that internal components within the
compressor have seized. Ensure that the
compressor clutch is working properly before
discarding a compressor for internal seizure. The
normal compressor life span should be about
twice as long as the normal life span of the
compressor clutch.
It is important to note that often times a weak clutch
coil may be mistaken for a seized compressor. When
a coils resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
Before a compressor is dismissed as being seized, a
check for proper voltage to the coil should be
performed. In addition, the coil should be ohm
checked for proper electrical resistance. The coil
should fall within the following range:
12.0 0.37 Ohms @ 20 C (68 F)
16.1 0.62 Ohms @ 116 C (240 F)
The temperatures specified above are roughly typical
of a summer morning before first start-up and the
heat beside an engine on a hot day. At temperatures
in between those listed above, the correct resistance
is proportionate to the difference in temperature.
960E-1 5
Diasassembly and assembly of
compressor clutch
* Tools are available though your local Kent-Moore dealer.
** These tools are interchangeable.
***For use on multiple groove pulleys.
Use the proper tools to remove and replace
clutch components. Using the recommended
tooling helps prevent damage to compressor
components during maintenance.
Do not drive or pound on the clutch plate, hub
assembly, or shaft. Internal damage to the
compressor may result.
Removal of the clutch assembly
1. Remove the belt guard from the front of the air
conditioning compressor.
2. Remove the drive belt from compressor belt
pulley (1, Figure 50-1).
3. Remove locknut (4) using thin wall socket (1,
Figure 50-2) or the equivalent. Use clutch hub
holding tool (2), spanner wrench (J -9403), or the
equivalent to hold clutch hub (3) while removing
the locknut. It is recommended that the locknut
be replaced after it has been removed.
* RECOMMENDED TOOLS FOR COMPRESSOR
CLUTCH REMOVAL AND INSTALLATION
J -9399 Thin Wall Socket
**J -9403 Spanner Wrench
**J -25030 Clutch Hub Holding Tool
J -9401
Clutch Plate and Hub Assembly
Remover
J -8433 Pulley Puller
J -9395 Puller Pilot
***J -24092 Puller Legs
J -8092 Universal Handle
J -9481 Pulley and Bearing Installer
J -9480-01 Drive Plate Installer
J -9480-02 Spacer, Drive Plate Installer
1. Belt Pulley
2. Clutch Hub/Drive Plate
3. Shaft
4. Locknut
FIGURE 50-1.
1. Thin Wall Socket
2. Clutch Hub Holding Tool
3. Clutch Hub
FIGURE 50-2.
6 960E-1
4. Thread clutch plate and hub assembly remover
(2, Figure 50-3) into the hub of clutch assembly
(1). Hold the body of the remover with a wrench
and tighten the center screw to pull the clutch
plate and hub assembly from the compressor.
5. Remove square key (1, Figure 50-4) from the
keyways.
6. Inspect the friction surfaces on clutch hub (1,
Figure Figure 50-5) and pulley (2). Scoring on
the friction surfaces is normal. DO NOT replace
these components for this condition only.
Inspect the steel friction surface on the clutch
and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of
excessive heat are evident, it may be necessary
to replace the compressor. Excessive heat may
cause leakage in the seals and damage to internal
components as well as external components.
1. Clutch Assembly 2. Clutch Plate & Hub
Assembly Remover
FIGURE 50-3.
1. Square Key 2. Keyway in Shaft
FIGURE 50-4.
1. Clutch Hub 2. Pulley
FIGURE 50-5.
960E-1 7
Removal of the pulley
7. Use retaining ring pliers (3, Figure 50-6) to
remove pulley retainer ring (2) from pulley (1).
8. Pry the absorbent sleeve retainer from the neck
of the compressor, and remove the sleeve.
9. Install pulley puller (1, Figure 50-7) and puller
pilot (3) onto the compressor, as shown. If a
multiple groove pulley is used, install puller legs
(J -24092) onto the puller in place of the
standard legs. Extend the puller legs to the back
side of the pulley. DO NOT use the belt grooves
to pull the pulley from the compressor.
10. Tighten the center screw on the puller against
the shaft of the compressor to remove the
pulley.
11. Clean the pulley and pulley bearing with solvent.
Inspect the assembly for damage. Check the
bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are
evident.
12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
12 0.37 ohms @ 20 C (68 F)
16.1 0.62 ohms @ 115 C (239 F)
If the resistance of the coil is not within the
specifications, the clutch will not operate properly.
Remove the retaining ring and replace the coil.
Installation of the pulley
1. Place the pulley assembly into position on the
compressor. Use bearing installer (1, Figure 50-
8), universal handle (2), and a hammer to lightly
tap the pulley assembly onto the compressor
until it seats. Use of the installer or the
equivalent ensures that the force driving the
bearing into position acts on the inner race of
the bearing. Applying force to the outer race of
the bearing will result in bearing damage.
2. Ensure the pulley rotates freely. If the pulley
does not rotate freely, remove the pulley and
check for damaged components. Replace any
damaged components and reinstall the pulley.
3. Install the pulley retainer ring and ensure that
the ring is properly seated.
4. Install the absorbent sleeve into the neck of the
compressor. Install the sleeve retainer.
1. Pulley Assembly
2. Pulley Retainer Ring
3. Retaining Ring Pliers
FIGURE 50-6.
1. Pulley Puller
2. Pulley Assembly
3. Puller Pilot
FIGURE 50-7.
1. Bearing Installer 2. Universal Handle
FIGURE 50-8.
8 960E-1
Installation of the clutch assembly
1. Insert square key (1, Figure 50-4) into the
keyway in the clutch hub. Allow the key to
protrude about 4.5 mm (0.18 in.) from the outer
edge of the hub. Use petroleum jelly to hold the
key in place.
2. Place the clutch assembly into position on the
compressor. Align the square key with the
keyway on the shaft.
3. Thread drive plate installer (1, Figure 50-9) onto
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.
4. Press the clutch onto the compressor using
drive plate installer (1). Continue to press the
clutch plate until a 2 mm (0.08 in.) gap remains
between the clutch friction surface and the
pulley friction surface. Refer to Figure 50-10.
NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
5. Install locknut (4, Figure 50-1) and tighten the
nut until it seats. The gap should now measure
1.02 0.043 mm (0.040 0.017 in.). If the gap
is not within the specification, check for proper
installation of the square key.
6. Install the drive belt onto the compressor.
Ensure that the proper tension on the belt is
attained. Refer to the belt tension chart in the
appropriate engine manual for the proper
specifications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air
conditioning system at maximum load
conditions with the engine at high idle. Turn the
air conditioning control ON and OFF at least 15
times for one second intervals.
8. Install the belt guard if no further servicing is
required.
1. Drive Plate Installer 2. Spacer
FIGURE 50-9.
FIGURE 50-10. CLUTCH GAP
960E-1 9
NOTES
10 960E-1
960E-1 Dump truck
960E-1 1
CEN90001-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Hydraulic circuit diagrams
Steering, hoist and brake cooling hydraulic circuit diagram....................................................................... EM7616
Brake hydraulic circuit diagram.................................................................................................................. EM7623
CEN90001-00 90 Diagrams and drawings
2 960E-1
NOTES
EM7616-0 JUN 08
HYDRAULIC SCHEMATIC
960E-1
A30001 &UP
EK7623-0 JUN 08
BRAKE SCHEMATIC
960E-1
A30001 & UP
90 Diagrams and drawings CEN90001-00
960E-1 3
NOTES
4 960E-1
960E-1 Dump truck
960E-1 1
CEN90002-00
DUMP TRUCK
1SHOP MANUAL
960E-1
960E-1 A30003 and up
Electrical circuit diagrams
Electrical circuit diagram - index & symblos................................................................................................XS5701
Electrical circuit diagram - circuit locator sheet...........................................................................................XS5702
Electrical circuit diagram - circuit locator sheet...........................................................................................XS5703
Electrical circuit diagram - battery box........................................................................................................XS5704
Electrical circuit diagram - 24V power distribution & circuit protection........................................................XS5705
Electrical circuit diagram - 24V power distribution & circuit protection........................................................XS5706
Electrical circuit diagram - engine control wiring.........................................................................................XS5707
Electrical circuit diagram - keyswitch, timed engine shutdown & auto lube system....................................XS5711
Electrical circuit diagram - engine start circuit.............................................................................................XS5712
Electrical circuit diagram - brake control wiring...........................................................................................XS5713
Electrical circuit diagram - brake control wiring...........................................................................................XS5714
Electrical circuit diagram - steering & hoist pressure switch wiring.............................................................XS5715
Electrical circuit diagram - operator drive system controls..........................................................................XS5716
2 960E-1
Electrical circuit diagram - operator drive system controls......................................................................... XS5717
Electrical circuit diagram - electronic dash panel ....................................................................................... XS5718
Electrical circuit diagram - operator cab light controls & horn.................................................................... XS5719
Electrical circuit diagram - operator cab light controls & horn.................................................................... XS5720
Electrical circuit diagram - operator cab windows & wipers ....................................................................... XS5721
Electrical circuit diagram - operator cab radio & seat wiring...................................................................... XS5722
Electrical circuit diagram - clearance lights, fog lights & headlights........................................................... XS5723
Electrical circuit diagram - hazard light wiring............................................................................................ XS5724
Electrical circuit diagram - heater & air conditioning controls..................................................................... XS5725
Electrical circuit diagram - diagnostic ports - GE ....................................................................................... XS5726
Electrical circuit diagram - diagnostic ports - VHMS & GE......................................................................... XS5727
Electrical circuit diagram - modular mining interface.................................................................................. XS5728
Electrical circuit diagram - interface module inputs & outputs.................................................................... XS5729
Electrical circuit diagram - payload meter III circuits.................................................................................. XS5733
Connectors table and arrangement drawing
XS5701-0 JUN 08
ELECTRICAL SCHEMATIC
INDEX & SYMBOLS
960E-1
A30003 &UP
Sheet 01 of 33
XS5702-0 JUN 08
CIRCUIT LOCATOR SHEET
960E-1
A30003 &UP
Sheet 02 of 33
XS5703-0 JUN 08
CIRCUIT LOCATOR SHEET
960E-1
A30003 &UP
Sheet 03 of 33
XS5704-0 JUN 08
BATTERY BOX
960E-1
A30003 &UP
Sheet 04 of 33
XS5705-1 JUL 08
24V POWER DISTRIBUTION & CIRCUIT PROTECTION
960E-1
A30003 &UP
Sheet 05 of 33
XS5706-0 JUN 08
24V POWER DISTRIBUTION & CIRCUIT PROTECTION
960E-1
A30003 &UP
Sheet 06 of 33
XS5707-1 JUL 08
ENGINE CONTROL WIRING
960E-1
A30003 &UP
Sheet 07 of 33
XS5708-0 JUN 08
960E-1
A30003 &UP
Sheet 08 of 33
XS5709-0 JUN 08
960E-1
A30003 &UP
Sheet 09 of 33
XS5710-0 JUN 08
960E-1
A30003 &UP
Sheet 10 of 33
XS5711-1 JUL 08
KEY SWITCH, TIMED ENGINE SHUTDOWN & AUTO LUBE SYSTEM
960E-1
A30003 &UP
Sheet 11 of 33
XS5712-0 JUN 08
ENGINE START CIRCUIT
960E-1
A30003 &UP
Sheet 12 of 33
XS5713-0 JUN 08
BRAKE CONTROL WIRING
960E-1
A30003 &UP
Sheet 13 of 33
XS5714-1 JUL 08
BRAKE CONTROL WIRING
960E-1
A30003 &UP
Sheet 14 of 33
XS5715-0 JUN 08
STEERING & HOIST PRESSURE SWITCH WIRING
960E-1
A30003 &UP
Sheet 15 of 33
XS5716-0 JUN 08
OPERATOR DRIVE SYSTEM CONTROLS
960E-1
A30003 &UP
Sheet 16 of 33
XS5717-1 JUL 08
OPERATOR DRIVE SYSTEM CONTROLS
960E-1
A30003 &UP
Sheet 17 of 33
XS5718-0 JUN 08
960E-1
A30003 &UP
Sheet 18 of 33
XS5719-0 JUN 08
OPERATOR CAB LIGHT CONTROLS & HORN
960E-1
A30003 &UP
Sheet 19 of 33
XS5720-0 JUN 08
OPERATOR CAB LIGHT CONTROLS & HORN
960E-1
A30003 &UP
Sheet 20 of 33
XS5721-0 JUN 08
OPERATOR CAB WINDOWS & WIPERS
960E-1
A30003 &UP
Sheet 21 of 33
XS5722-0 JUN 08
OPERATOR CAB RADIO & SEAT WIRING
960E-1
A30003 &UP
Sheet 22 of 33
XS5723-0 JUN 08
CLEARANCE LIGHTS, FOG LIGHTS & HEADLIGHTS
960E-1
A30003 &UP
Sheet 23 of 33
XS5724-0 JUN 08
HAZARD LIGHT WIRING
960E-1
A30003 &UP
Sheet 24 of 33
XS5725-0 JUN 08
HEATER & AIR CONDITIONING CONTROLS
960E-1
A30003 &UP
Sheet 25 of 33
XS5726-0 JUN 08
DIAGNOSTIC PORTS - GE
960E-1
A30003 &UP
Sheet 26 of 33
XS5727-1 JUL 08
DIAGNOSTIC PORTS - VHMS & GE
960E-1
A30003 &UP
Sheet 27 of 33
XS5728-0 JUN 08
MODULAR MINING INTERFACE
960E-1
A30003 &UP
Sheet 28 of 33
XS5729-1 JUL 08
INTERFACE MODULE INPUTS & OUTPUTS
960E-1
A30003 &UP
Sheet 29 of 33
XS5730-0 JUN 08
960E-1
A30003 &UP
Sheet 30 of 33
XS5731-0 JUN 08
960E-1
A30003 &UP
Sheet 31 of 33
XS5732-1 JUL 08
960E-1
A30003 &UP
Sheet 32 of 33
XS5733-1 AUG 08
PAYLOAD METER III CIRCUITS
960E-1
A30003 &UP
Sheet 33 of 33
Connector No. Number
of pins Description Location Item No.
ABA 2 Auto brake apply solenoid connector R3 2
BLS 2 Brake lock solenoid connector R4 3
BPS 2 Brake pressure sensor connector M5 4
BPS 3 Lowbrake pressure switch connector P1 5
CAATS 2 Ambient air temperature sensor connector T8 37
CAN1A 3 CAN 1939 network F6 1
CAN2B 3 CAN - RPC network E7 2
CNP1 8 Dash panel 1 connector I5 42
CNP2 8 Dash panel 2 connector I5 43
CNX1/P301 48 GE interface connector - P301 A2 3
CN01 19 Cab interface - diagnostic panel I1 1
CN02 31 Cab interface - diagnostic panel I1 2
CN04 31 Cab interface - dash &center control I1 3
CN05 31 Cab interface - dash panel I1 4
CN06 19 Cab interface - dash overhead J 1 5
CN08 5 Wiper relay high speed connector K7 6
CN09 5 Wiper relay lowspeed connector K7 7
CN10 5 Wiper timer delay module connector K7 8
CN11 2 Horn connector K7 9
CN12 12 Steering column connector J 7 10
CN14 4 Heater module connector L5 11
CN16 6 Wiper motor connector L5 12
CN22 4 Panel light dimmer connector H6 13
CN25 10 Headlight switch connector H7 14
CN26 10 Ladder light switch connector H7 15
CN27 10 Manual back-up light switch connector H7 16
CN28 10 Fog light switch connector H6 17
CN29 10 Display control switch 2 connector H6 18
CN30 10 Display control switch 1 connector H6 19
CN32 10 Rotating beacon switch connector I5 20
CN33 10 Heated mirror switch connector J 7 21
CN36 10 Grid drier/engine warmup switch connector L4 22
CN37 10 AC drive rest switch connector L4 23
CN38 10 Brake lock switch connector J 7 24
CN40 10 Pantagraph control switch connector I5 25
CN41 10 Hazard light switch connector J 5 26
CN71 10 Right windowswitch connector H1 27
CN72 10 Left windowswitch connector H1 28
CN75 8 Selector switch connector L4 29
CN161 2 Left windowmotor connector I5 30
CN162 2 Right windowmotor connector K2 31
CN209 5 Radio power relay connector H5 32
CN210 6 Radio right speakers connector H5 33
CN211 6 Radio left speakers connector H5 34
CN228 2 Air seat power left connector K3 35
CN229 2 Air seat power right connector K3 36
CN235 3 Retarder pedal connector L6 37
CN236 3 Accelerator pedal connector L6 38
CN237 3 Retarder lever connector L5 39
CN240 23 Hydraulic cabinet connector M5 1
CN246 3 Inclinometer connector C1 8
CN250 2 Selector switch current limit connector L3 40
CN251 12 Modular mining interface connector G5 41
CN501 4 Left wheel speed connector W7 1
CN502 8 Left frame/hood lights connector W2 2
CN503 5 Left engine service lights connector W4 3
CN504 5 Right engine service lights connector T4 4
CN507 4 Right wheel speed connector T5 5
CN511 5 Auto lube pump connector X3 6
CN512 3 Auto lube level connector X3 7
CN516 8 Right frame/hood lights connector T3 8
CN535 3 Ladder light switch connector X2 9
CN536 3 Engine shutdown switch connector X2 10
CN703 3 Cooling air pressure switch connector V14 11
CN707 2 Left front brake temperature sensor connector W10 12
CN708 2 Right front brake temperature sensor connector W11
W11
13
CN709 2 Left rear brake temperature sensor connector W11 14
CN710 2 Right rear brake temperature sensor connector 15
CN711 2 Hydraulic tank level sender connector W10 16
CN712 3 Hydraulic tank temperature sensor connector W10 17
CN721 7 Left rear speed sensor connector U14 18
CN722 7 Right rear speed sensor connector V14 19
Connector No. Number
of pins Description Location Item No.
CN730 6 Fuel tank connector T10 20
CN801 16 Engine sub-module connector T8 21
CN802 4 Coolant level switch connector T2 22
CN803 2 A/C compressor clutch connector 23
CN804 23 Engine ECMconnector W5
W5
24
CN805 21 Engine ECMconnector W5 25
CN806 31 Engine ECMconnector W5 26
CN807 5 Prelube relay connector T5 27
CN808 9 Engine ECM/sub-module connector T4 28
CN815 2 Prelube signal connector T5 29
CN816 4 A/C drier pressure switch connector X3 30
CN820 3 Engine ECM/CAN connector T8 31
CN821 3 CAN - RPC engine connector E7 9
DB1P1 3 Diode board 1 connector - P1 C7 10
DIAG 1 9 Diagnostic plug 1 connector - PSC G5 45
DIAG 2 3 Diagnostic plug 2 connector - CENCE G2 46
DIAG 3 9 Diagnostic plug 3 connector - TCI G5 47
DIAG 4 9 Diagnostic plug 4 connector - QUANTUM G2 48
DIAG 5 9 Diagnostic plug 5 connector - IM H1 49
DIAG 6 9 Diagnostic plug 6 connector - VHMS H1 50
DIAG 7 9 Diagnostic plug 7 connector - PLM H2 51
DIAG 8 9 Diagnostic plug 8 connector - GE/MM H5 52
DID 10 DID panel connector H2 44
HFPSW-1 2 Hoist pressure bypass switch 1 connector T9 32
HFPSW-2 2 Hoist pressure bypass switch 2 connector T9 33
HLS 2 Hoist limit solenoid connector 42
HPS1 2 Hoist pressure sensor 1 connector T10
T10
34
HPS2 2 Hoist pressure sensor 2 connector 35
IMCAN1A 3 CAN 1939 interface module connector F6 15
IMCAN2B 3 CAN - RPC interface module connector F7 16
IM1 41 Interface module connector - 1 E7 17
IM2 41 Interface module connector - 2 E7 18
IM3 41 Interface module connector - 3 D7 19
LSPS 3 Lowsteering pressure switch connector W8 40
ORBCOMMCNA 14 Orbcommconnector - CNA A6 20
ORBCOMMCNB 10 Orbcommconnector - CNB A7 21
PBAPS 3 Parking brake apply pressure switchconnector R3 8
PBRPS 3 Parking brake release pressure switch connector Q1 10
PBS 2 Parking brake solenoid connector R4 9
PLMCN264 10 Payload meter connector C7 22
RB1P1 6 Relay board 1 connector - P1 C1 23
RB1P3 10 Relay board 1 connector - P3 C1 24
RB3P1 5 Relay board 3 connector - P1 D1 25
RB5P1 6 Relay board 5 connector - P1 B1 32
RPCIM 3 CAN incoming Tto CN251 connector K3 53
RPCIT 3 CAN outgoing Tto dash Tconnector K2 54
RPC2M 3 CAN incoming Tto dash Tconnector J 5 55
RPC2T 3 CAN dash Tto dash panel connector K5 56
SBDPSW 2 Service brake degrade pressure switch connector M4 6
SBDPSW 3 Steering bleeddown pressure switch connector W8
W8
W8
39
SBDS 2 Steering bleeddown solenoid connector W7 38
SBPSW 2 Service brake pressure switch connector R5 7
SFPSW 2 Steering pressure bypass switch connector T9 36
SPS 2 Steering pressure sensor connector 41
VCAN1A 3 CAN 1939 VHMS connector F7 36
VCAN2B 3 CAN - RPC VHMS connector E7 37
VHMSCN1 20 VHMS connector - CN1 C7 38
VHMSCN2A 18 VHMS connector - CN2A C7 39
VHMSCN2B 12 VHMS connector - CN2B C7 40
Connectors table and arrangement drawing 960E-1
Auxiliary control cabinet Operator cab
Main frame Hydraulic brake cabinet
connector
connector
90 Diagrams and drawings CEN90002-00
960E-1 3
NOTES
4 960E-1
960E-1 Dump truck

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Komatsu America Corp.

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Copyright 2008 Komatsu
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CEBM021300

, and other similar products, on the

Prism 410 onto the

during assembly. A small amount of heat applied to

II suspensions are hydro-pneumatic

II suspensions are hydro-pneumatic

Primer T (Komatsu part number TL8753) or

Sealant #277 (Komatsu part

to prevent the screw from

Komatsu America Corp.

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