Shop Manual Dum Truck 960-1 PDF

CEBM021300
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS A30003 and UP
®
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
960E-1 1
CEN00001-00 00 Index and foreword
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
2 960E-1
00 Index and foreword CEN00001-00
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
960E-1 3
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
4 960E-1
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
960E-1 5
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
General information...................................................................................................................3
Service tools and equipment .....................................................................................................4
6 960E-1
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
960E-1 7
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: J1939 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
8 960E-1
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
960E-1 9
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
10 960E-1
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
960E-1 11
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
12 960E-1
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
960E-1 13
960E-1 Dump truck

Form No. CEN00001-00
14 960E-1
CEN00002-00
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
960E-1 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.
2 960E-1
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.
960E-1 3
Foreword A product identification plate is located on the frame

in front of the right side front wheel. It designates the
This manual is written for use by the operator and/or
Truck Model Number, Product Identification Number
the service technician. It is designed to help these
(vehicle serial number), and Maximum GVW (Gross
persons to become fully knowledgeable of the truck
Vehicle Weight) rating.
and all of its systems in order to keep it operating
safely and efficiently. All operators and maintenance The KOMATSU truck model designation consists of
personnel should read and understand the three numbers and one letter (i.e. 930E).
information in this manual before operating the truck The three numbers represent the basic truck
or performing maintenance and/or operational model.
checks on the truck. All safety notices, warnings, and
The letter “E” designates an Electrical wheel
cautions should be understood and followed when
motor drive system.
operating the truck or performing repairs on the truck.
The Product Identification Number (vehicle serial
The first section covers component descriptions,
number) contains information which identifies several
truck specifications and safe work practices, as well
characteristics of this unit. For a more detailed
as other general information. The major portion of the
explanation, see the end of Section A4.
manual pertains to disassembly, service and
reassembly. Each major serviceable area is dealt The Gross Vehicle Weight (GVW) is what determines
with individually. For example, the disassembly, the load on the drive train, frame, tires, and other
service and reassembly of the radiator group is components. The vehicle design and application
discussed as a unit. The same is true of the engine guidelines are sensitive to the maximum GVW.
and engine accessories, and so on through the entire GVW is total weight: empty vehicle weight + fuel &
mechanical detail of the truck. Disassembly should lubricants + payload.
be carried only as far as necessary to accomplish
needed repairs. To determine the allowable payload, fill all lubricants
to the proper level and fill the fuel tank of an empty
The illustrations used in this manual are typical of the truck (which includes all accessories, body liners,
component shown and may not be an exact tailgates, etc.), and then weigh the truck. Record this
reproduction of what is found on the truck. value and subtract it from the GVW. The result is the
allowable payload.
This manual shows dimensioning of U.S. standard
and metric (SI) units throughout. All references to NOTE: Accumulations of mud, frozen material, etc,
“right,” “left,” “front,” or “rear” are made with respect to become part of the GVW and reduces the allowable
the operator's normal seated position unless payload. To maximize payload and to keep from
specifically stated otherwise. exceeding the maximum GVW rating, these
When assembly instructions are provided without accumulations should be removed as often as
references to specific torque values, standard torque practical.
values should be used. Standard torque values are Exceeding the allowable payload will reduce the
shown in torque charts in the General Information expected life of truck components.
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.
4 960E-1
How to read the shop manual

• 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.
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.
960E-1 5
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 reader’s attention to avoid unsafe
or improper practices which may result in damage to the
equipment.
6 960E-1
General safety Fire extinguisher and first aid kit

Safety records from most organizations will show that • Make sure that fire extinguishers are accessible
the greatest percentage of accidents are caused by and proper usage techniques are known.
unsafe acts performed by people. The remainder are • Provide a first aid kit at the storage point.
caused by unsafe mechanical or physical conditions.
Report all unsafe conditions to the proper authority. • Know what to do in the event of a fire.
The following safety rules are provided as a guide for • Keep the phone numbers of persons you should
the operator. However, local conditions and contact in case of an emergency on hand.
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 Clothing and personal items

• Only trained and authorized personnel may • Avoid loose clothing, jewelry, and loose long hair.
operate and maintain the truck. They can catch on controls or in moving parts and
• Follow all safety rules, precautions and cause serious injury or death. Also, never wear
instructions when operating or performing oily clothes as they are flammable.
maintenance on the truck. • Wear a hard hat, safety glasses, safety shoes,
• When working with another operator or a person mask and gloves when operating or maintaining a
on work site traffic duty, make sure that all truck. Always wear safety goggles, hard hat and
personnel understand all hand signals that are to heavy gloves if your job involves scattering metal
be used. 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
Safety features personnel during such tasks.
• 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.
960E-1 7
Leaving the operator seat Fire prevention for fuel and oil
When preparing to leave the operator's seat, do not • Fuel, oil, and antifreeze can be ignited by a flame.
touch any control lever that is not locked. To prevent Fuel is extremely flammable and can be
accidental operations from occurring, always perform hazardous. Keep flames away from flammable
the following: fluids.
• Move the directional control lever to PARK. Do • Keep oil and fuel in a designated location and do
not use the wheel brake lock when the engine not allow unauthorized persons to enter.
will be turned off. • When refueling, stop the engine and do not
• Lower the dump body to the frame. smoke.
• Stop the engine. When exiting the truck, always • Refueling and oiling should be done in well
lock compartments and take the keys with you. If ventilated areas.
the truck should suddenly move or move in an • Tighten all fuel and oil tank caps securely.
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.
8 960E-1
Precautions with high temperature fluids Prevention of injury by work equipment

Immediately after truck operation, engine coolant, Never enter or put your hand, arm or any other part of
engine oil, and hydraulic oil are at high temperatures your body between movable parts such as the dump
and are pressurized. If the cap is removed, the fluids body, chassis or cylinders. If the work equipment is
are drained, the filters are replaced, etc., there is operated, clearances will change and may lead to
danger of serious burns. Allow heat and pressure to serious bodily injury or death.
dissipate before performing such tasks and follow
proper procedures as outlined in the service manual.
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
To prevent hot coolant from spraying: modification.
1. Stop the engine.
2. Wait for the coolant temperature to decrease.
Precautions when using ROPS
3. Depress the pressure release button on the cap
to vent cooling system pressure. The ROPS is intended to protect the operator if the
truck should roll over. It is designed not only to
4. Turn the radiator cap slowly to release the support the load of the truck, but also to absorb the
pressure before removing. energy of the impact.
To prevent hot engine oil spray: • The Rollover Protection Structure (ROPS) must
1. Stop the engine. be properly installed before the truck is operated.
2. Wait for the oil temperature to cool down. • ROPS installed on equipment manufactured and
designed by Komatsu America Corp. fulfills all of
3. Turn the cap slowly to release the pressure the regulations and standards for all countries. If
before removing the cap. 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
Asbestos dust hazard prevention intended purpose. Optimum strength of the
Asbestos dust is hazardous to your health when structure can only be achieved if it is repaired or
inhaled. If you handle materials containing asbestos modified as specified by Komatsu.
fibers, follow the guidelines below: • When modifying or repairing the ROPS, always
consult your nearest Komatsu distributor.
• Never use compressed air for cleaning.
• Even with the ROPS installed, the operator must
• Use water for cleaning to control dust.
always use the seat belt when operating the
• Operate the truck or perform tasks with the wind truck.
to your back whenever possible.
• Use an approved respirator when necessary.
960E-1 9
Precautions for attachments Precautions before operating the truck

• When installing and using optional equipment, Safety is thinking ahead. Prevention is the best safety
read the instruction manual for the attachment program. Prevent a potential accident by knowing the
and the information related to attachments in this employer's safety requirements and all necessary job
manual. site regulations. In addition, know the proper use and
• Do not use attachments that are not authorized care of all the safety equipment on the truck. Only
by Komatsu America Corp. or the authorized qualified operators or technicians should attempt to
regional Komatsu distributor. Use of unauthorized operate or maintain a Komatsu machine.
attachments could create a safety problem and
adversely affect the proper operation and useful Safe practices start before the operator gets to the
life of the truck. equipment.
• Any injuries, accidents, and product failures Safety at the worksite
resulting from the use of unauthorized
attachments will not be the responsibility of • When walking to and from a truck, maintain a
Komatsu America Corp. or the authorized safe distance from all machines even when the
regional Komatsu distributor. operator is visible.
• Before starting the engine, thoroughly check the
area for any unusual conditions that could be
Precautions for starting the truck dangerous.
Start the engine from the operator seat only. Never • Examine the road surface at the job site and
attempt to start the engine by shorting across the determine the best and safest method of
cranking motor terminals. This may cause a fire, operation.
serious injury or death to anyone in truck’s path. • 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.
10 960E-1
Fire prevention Mirrors, windows and lights

• Remove wood chips, leaves, paper, and other • Remove any dirt from the surface of the
flammable items that have accumulated in the windshield, cab windows, mirrors and lights.
engine compartment. Failure to do so could result Good visibility may prevent an accident.
in a fire.
• Adjust the rear view mirror to a position where the
• Check the fuel, lubrication, and hydraulic systems operator can see best from the operator's seat. If
for leaks. Repair any leaks. Clean any excess oil, any glass or light is broken, replace it with a new
fuel or other flammable fluids, and dispose of part.
them properly.
• Make sure that the headlights, work lights, and
• Make sure that a fire extinguisher is present and taillights are in proper working order. Make sure
in proper working condition. that the truck is equipped with the proper work
lamps that are needed for the operating
• Do not operate the truck near open flames. 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.
Ventilation in enclosed areas • Keep the cab floor, controls, steps and handrails
free of oil, grease, snow and excess dirt.
If it is necessary to start the engine within an enclosed
• Check the seat belt, buckle and hardware for
area, provide adequate ventilation. Inhaling exhaust
damage or wear. Replace any worn or damaged
fumes from the engine can kill. 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.
Preparing for operation • Make sure that the steering wheel, horn, controls
and pedals are free of any oil, grease or mud.
• Always mount and dismount while facing the
truck. Never attempt to mount or dismount the • Check the operation of the windshield wiper,
truck while it is in motion. Always use handrails condition of wiper blades, and the washer fluid
and ladders when mounting or dismounting the reservoir level.
truck.
• Be familiar with all steering and brake system
• Check the deck areas for debris, loose hardware controls, warning devices, road speeds and
and tools. Check for people and objects that loading capabilities before operating the truck.
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.
960E-1 11
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 The tire and rim assembly may explode if
truck’s path. subjected to excessive heat. Personnel should
move to a remote or protected location if sensing
• Never start the engine if a warning tag has been
excessively hot brakes, smelling burning rubber
attached to the controls.
or observing evidence of fire near the tire and
• When starting the engine, sound the horn as an wheel area.
alert.
If the truck must be approached to exstinguish a
• Start and operate the truck only while seated in fire, those personnel should do so only while
the operator’s seat. facing the tread area of the tire (front or back)
• Do not allow any unauthorized persons in the unless protected by using large heavy equipment
operator's compartment or any other place on the as a shield. Stay at least 15 m (50 ft) from the
truck. tread of the tire.
General truck operation In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
• Wear the seat belt at all times. for at least 8 hours or until the tire and wheel are
• Only authorized persons are allowed to ride in the cool.
truck. Riders must be in the cab and belted in the • Keep serviceable fire fighting equipment on hand.
passenger seat. Report empty extinguishers for replacement or
• Do not allow anyone to ride on the decks or steps refilling.
of the truck. • Always place the directional control lever in the
• Do not allow anyone to get on or off the truck PARK when the truck is parked and unattended.
while it is in motion. Do not leave the truck unattended while the
engine is running.
• Do not move the truck in or out of a building
without a signal person present. • Park the truck a safe distance away from other
vehicles as determined by the supervisor.
• Know and obey the hand signal communications
between operator and spotter. When other • Stay alert at all times! In the event of an
machines and personnel are present, the emergency, be prepared to react quickly and
operator should move in and out of buildings, avoid accidents. If an emergency arises, know
loading areas, and through traffic under the where to get prompt assistance.
direction of a signal person. Courtesy at all times
is a safety precaution.
• Immediately report any adverse conditions at the Ensuring good visibility
haul road, pit or dump area that may cause an
• When working in dark places, install work lamps
operating hazard. and head lamps. Set up extra lighting in the work
• Check for flat tires periodically during a shift. If the area if necessary.
truck has been operating on a “flat”, do not park
• Discontinue operations if visibility is poor, such as
the truck inside a building until the tire cools. If the in mist, snow, or rain. Wait for the weather to
tire must be changed, do not stand in front of the improve to allow the operation to be performed
rim and locking ring when inflating a tire mounted
safely.
on the truck. Observers should not be permitted
in the area and should be kept away from the side
of such tires.
12 960E-1
Traveling Traveling on slopes

• When traveling on rough ground, travel at low • Traveling on slopes could result in the truck
speeds. When changing direction, avoid turning tipping over or slipping.
suddenly.
• Do not change direction on slopes. To ensure
• Lower the dump body and set the dump lever to safety, drive to level ground before turning.
the FLOAT position before traveling.
• Do not travel up and down on grass, fallen
• If the engine stops while the truck is in motion, leaves, or wet steel plates. These materials may
secondary steering and braking enable the truck make the truck slip on even the slightest slope.
to be steered and stopped. A fixed amount of Avoid traveling sideways, and always keep travel
reserve oil provides temporary steering and speed low.
braking to briefly allow the truck to travel to a safe
• When traveling downhill, use the retarder to
area. Apply the brakes immediately and stop the
reduce speed. Do not turn the steering wheel
truck as quickly and safely as possible off of the
suddenly. Do not use the foot brake except in an
haul road, if possible.
emergency.
• If the engine should stop on a slope, apply the
service brakes fully and stop the truck. Move the
Traveling in reverse
directional control lever to PARK after the truck
Before operating the truck: has stopped.
• Sound the horn to warn people in the area. Make
sure that the back-up horn also works properly.
Operating on snow or ice
• Check for personnel near the truck. Be
particularly careful to check behind the truck. • When working on snowy or icy roads, there is
danger that the truck may slip to the side on even
• When necessary, designate a person to watch the slightest slope. Always travel slowly and
the area near the truck and signal the operator. avoid sudden starting, turning, or stopping in
This is particularly necessary when traveling in these conditions.
reverse.
• Be extremely careful when clearing snow. The
• When operating in areas that may be hazardous road shoulder and other objects are buried in the
or have poor visibility, designate a person to snow and cannot be seen. When traveling on
direct work site traffic. snow-covered roads, always install tire chains.
• 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 Avoid damage to dump body
rear view mirror.
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.
960E-1 13
Driving near high voltage cables Working on loose ground

Driving near high voltage cables can cause electric • Avoid operating the truck near cliffs, overhangs
shock. Always maintain safe distances between the and deep ditches. If these areas collapse, the
truck and the high voltage cable as listed below. truck could fall or tip over and result in serious
Voltage Minimum Safety Distance injury or death. Remember that ground surfaces
in these areas may be weakened after heavy rain
6.6 kV 3m 10 ft. or blasting.
33.0 kV 4m 14 ft.
• Freshly laid soil and the soil near ditches is loose.
66.0 kV 5m 17 ft. It can collapse under the weight or vibration of the
154.0 kV 8m 27 ft. truck. Avoid these areas whenever possible.
275.0 kV 10 m 33 ft. Parking the truck
• Choose a flat, level surface to park the truck. If
The following actions are effective in preventing
the truck has to be parked on a slope, put blocks
accidents while working near high voltages: behind all the wheels to prevent truck movement.
• Wear shoes with rubber or leather soles. • Do not activate the wheel brake lock when the
• Use a signalman to give warning if the truck parking brake is activated. Bleed down of
approaches an electric cable. hydraulic pressure may occur, causing the truck
to roll away.
• If the work equipment touches an electric cable,
the operator should not leave the cab. • When parking on public roads, provide fences
and signs, such as flags or lights, on the truck to
• When performing operations near high voltage warn pedestrians and other vehicles. Make sure
cables, do not allow anyone to approach the that the truck, flags or lights do not obstruct traffic.
truck.
• Lower the dump body fully, move the directional
• Check with the electrical maintenance control lever to PARK, stop the engine and lock
department about the voltage of the cables before everything. Always take the key with you.
starting operations.
Towing
When dumping
Improper towing methods may lead to serious
• Before starting the dumping operation, make sure personal injury and/or damage. For towing methods,
that there are no persons or objects behind the refer to Index and foreword section Operating
truck.
instructions.
• Stop the truck in the desired location. Check
again for persons or objects behind the truck. • Use a towing device with ample strength for the
Give the determined signal, then slowly operate weight of this truck.
the dump body. If necessary, use blocks for the • Never tow a truck on a slope.
wheels or position a flagman.
• Inspect towing components, such as tow bars
• When dumping on slopes, truck stability is poor and couplings, for any signs of damage. Never
and there is danger of tipping over. Always use use damaged or worn components to tow a
extreme care when performing such operations. disabled vehicle.
• Never travel with the dump body raised. • Keep a safe distance from the trucks and towing
apparatus while towing a vehicle.
When loading
• When connecting a truck that is to be towed, do
• Make sure that the surrounding area is safe. Stop not allow anyone to go between the tow vehicle
the truck in the correct loading position, then load and the disabled vehicle.
the body uniformly.
• Set the coupling of the truck being towed in a
• Do not leave the operator seat during the loading straight line with the towing portion of the tow
operation. truck, and secure it in position.
14 960E-1
Working near batteries • Batteries generate hydrogen gas. Hydrogen gas

is very explosive and can easily be ignited with a
Battery hazard prevention small spark or flame.
• Battery electrolyte contains sulfuric acid, which • Before working with batteries, stop the engine
can quickly burn the skin and eat holes in and turn the key switch to the OFF position.
clothing. If you spill acid on yourself, immediately
• Avoid short-circuiting the battery terminals
flush the area with water.
through accidental contact with metallic objects,
• Battery acid can cause blindness if splashed into such as tools, across the terminals.
your eyes. If acid gets into your eyes, flush them
• When removing or installing batteries, check
immediately with large quantities of water and
which is the positive (+) terminal and the negative
see a doctor at once.
(-) terminal.
• If you accidentally drink acid, drink a large
• Tighten battery caps securely.
quantity of water, milk, beaten eggs or vegetable
oil. Call a doctor or poison prevention center • Tighten the battery terminals securely. Loose
immediately. terminals can generate sparks and lead to an
explosion.
• Always wear safety glasses or goggles when
working with batteries.
Starting with booster cables • If any tool touches between the positive (+)
terminal and the chassis, it will cause sparks.
• Always wear safety glasses or goggles when Always be cautious when using tools near the
starting the truck with booster cables. battery.
• When starting from another truck, do not allow • Connect the batteries in parallel: positive to
the two trucks to touch. positive and negative to negative.
• Connect the positive (+) cable first when installing • When connecting the ground cable to the frame
booster cables. Disconnect the ground or of the truck to be started, connect it as far as
negative (-) cable first during removal. possible from the battery.
INCORRECT
960E-1 15
Precautions before performing service Securing the dump body
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 To avoid serious personal injury or death, the
attach the warning tag to the control lever in the body retention sling must be installed whenever
operator cab to alert others that you are working on personnel are required to perform maintenance
the truck. Attach additional warning tags around the on the truck while the dump body in the raised
truck as necessary. position.
These tags are available from your Komatsu NOTE: This sling is to be used only with a Komatsu
distributor. Warning tag part number: 09963-03000 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.
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 FIGURE 00-1. BODY RETENTION SLING
cause personal injury. INSTALLATION
1. Rear Body Ear
2. Axle Housing Ear
3. Body Retention Sling
16 960E-1
Precautions while performing service Working under the truck

NOTE: Only authorized personnel should service and • Always lower all movable work equipment to the
repair the truck. ground or to their lowest position before
performing service or repairs under the truck.
Keep the truck clean • Always block the tires of the truck securely.
• Spilled oil, grease, scattered tools, etc, can cause • Never work under the truck if the truck is poorly
you to slip or trip. Always keep your truck clean supported.
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 Rotating fan and belts
allow any water to enter the cooling air inlet duct
above the electrical control cabinet. If water Stay away from all rotating parts such as the radiator
enters the control cabinet through any opening or fan and fan belts. Serious bodily injury may result
crevice, major damage to the electrical from direct or indirect contact with rotating parts and
components is possible. flying objects.
• 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.
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
Attachments smoke.
Place attachments that have been removed from the • Tighten the cap of the fuel and oil fillers securely.
truck in a safe place and manner to prevent them
from falling. • Never use fuel to wash parts.
960E-1 17
Radiator coolant level Precautions when performing maintenance near

high temperature or high pressure
If it is necessary to add coolant to the radiator, stop
the engine and allow the engine and radiator to cool Immediately after stopping operation, engine coolant
down before adding the coolant. Depress the and operating oils are at high temperature and under
pressure release button on the cap to vent cooling high pressure. If the cap is removed, the oil or water
system pressure. Slowly loosen the cap to relieve any is drained, or the filters are replaced under these
remaining pressure. 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.
Use of lighting
When checking fuel, oil, coolant or battery electrolyte, Precautions with high pressure oil
always use lighting with anti-explosion specifications.
If such lighting equipment is not used, there is danger • Work equipment circuits are always under
of an explosion. 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.
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.
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
Handling high pressure hoses disposing of harmful objects such as oil, fuel,
• Do not bend high pressure hoses or hit them with coolant, solvent, filters and batteries.
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.
18 960E-1
Tires Storing tires after removal
Handling tires • As a basic rule, store the tires in a warehouse in

which unauthorized persons cannot enter. If the
If tires are not used under the specified conditions, tires are stored outside, always erect a fence
they may overheat and burst, or be cut and burst by around the tires and put up “No Entry” signs and
sharp stones on rough road surfaces. This may lead other warning signs that even young children can
to serious injury or damage. understand.
To maintain tire safety, always use the specified tires. • Stand the tire on level ground and block it
Inflate the tires to the specified pressure. An securely so that it cannot roll or fall over.
abnormal level of heat is generated when the inflation • If the tire falls over, flee the area quickly. The tires
pressure is too low. for dump trucks are extremely heavy. Never
attempt to hold or support the tire. Attempting to
The tire inflation pressure and permissible speeds are hold or support a tire may lead to serious injury.
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.
960E-1 19
Precautions for performing repairs Engine shutdown procedure after AC drive

system failure
NOTE: Only qualified maintenance personnel who
understand the systems being repaired should If the AC drive system is operating normally when the
attempt repairs. Only a qualified operator should engine is shut down, the system should be safe to
move the truck under its own power in the repair service. However, in the event of a drive system
facility or during road testing after repairs are failure, performing the following procedure before any
complete. maintenance activities will ensure that no hazardous
voltages are present in the AC drive system.
• Many components on the Komatsu truck are
large and heavy. Ensure that lifting equipment 1. Before shutting down the engine, verify the
(hoists, slings, chains, and lifting eyes) are of status of all the drive system warning lights on
adequate capacity to handle the load. the overhead display panel. Use the lamp test
• Do not work under a suspended load. Do not switch to verify that all lamps are functioning
work under a raised body unless body retention properly.
sling, props or pins are in place to hold the body If any of the red drive system warning lights
in the raised position. remain on, do not attempt to open any cabinets,
• Do not repair the truck while the engine is disconnect any cables, or reach inside the
running, except when adjustments can only be retarding grid cabinet without a trained drive
made under such conditions. Keep a safe system technician present, even if the engine is
distance from moving parts. off. Only qualified personnel, specifically trained
• When servicing any air conditioning system with for servicing the AC drive system, should
refrigerant, wear a face shield and cold resistant perform this service.
gloves for protection against freezing. Follow all 2. If all red drive system warning lights are off,
current regulations for handling and recycling follow the normal engine shutdown procedure in
refrigerants. Refer to Testing and adjusting Index and foreword section Operating
section Cab air conditioning.
instructions.
• Follow package directions carefully when using
3. After the engine has been stopped for at least
cleaning solvents.
five minutes, inspect the link voltage lights on
• If an auxiliary battery assist is needed, first use the exterior of the main control cabinet and the
one cable to connect the 24V positive (+) post of DID panel on the rear wall of the operator cab.
the disabled truck batteries to the 24V positive (+)
post of the auxiliary assist. Use a second cable to a. If all lights are off, it is safe to work on the
connect the 24V negative (-) post of the auxiliary retarding grids, wheel motors, alternator and
assist battery to a frame ground (-) on the related power cables. Proceed to Step 5.
disabled truck away from the battery.
b. If any red lights continue to be illuminated
• If the truck must be towed, use a rigid tow bar. after following the above procedure, a fault
Check the truck frame for a decal recommending has occurred. Leave all cabinet doors in
special towing precautions. Also refer to the place. Do not touch the retarding grid ele-
towing instructions in Index and foreword section ments. Do not disconnect any power cables
Operating instructions. or use them as hand or foot holds. Notify
• Relieve hydraulic pressure before disconnecting your Komatsu service representative immedi-
any lines or hoses. Hydraulic oil escaping under ately.
pressure can have sufficient force to enter a
person's body by penetrating the skin, resulting in 4. Locate the generator field contactor (GF) switch
serious injury and possibly death. in the access panel on the left side of the main
control cabinet. Place the switch in the
• After adjustments or repairs, replace all shields, CUTOUT position. This will prevent the
screens and clamps. 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.
20 960E-1
Precautions for welding on the truck • Do not weld on the rear of the control cabinet!
The metal panels on the back of the cabinet are
NOTE: Before welding or repairing an AC drive truck, part of capacitors and cannot be heated.
notify a Komatsu service representative. Only
qualified personnel, specifically trained for servicing • Do not weld on the retarding grid exhaust
the AC drive system, should perform this service. louvers! They are made of stainless steel. Some
power cable panels throughout the truck are also
If it is necessary to perform welding on the truck made of aluminum or stainless steel. They must
without the field engineer present, the following be repaired with the same material or the power
procedures and precautions must be followed to cables may be damaged.
ensure that the truck is safe for maintenance • Power cables must be cleated in wood or other
personnel to work on and to reduce the chance for non-ferrous materials. Do not repair cable cleats
damage to equipment. by encircling the power cables with metal clamps
or hardware. Always inspect power cable
• Before opening any cabinets or touching a
insulation before servicing the cables and
retarding grid element or a power cable, the
returning the truck to service. Discard cables with
engine must be shutdown and any red drive
broken insulation.
system warning lights must not be illuminated.
• Power cables and wiring harnesses should be
• Always disconnect the positive and negative
protected from weld spatter and heat.
battery cables of the truck before doing any
welding on the unit. Failure to do so may • Always fasten the welding machine ground (-)
seriously damage the battery and electrical lead to the piece being welded. The grounding
equipment. Disconnect the battery charging clamp must be attached as near as possible to
alternator lead wire and isolate the electronic the weld area.
control components before making welding
repairs. (It is not necessary to disconnect or • Always avoid laying welding cables over or near
remove any control circuit cards on electric drive the vehicle electrical harnesses. Welding voltage
dump trucks or any of the AID circuit control could be induced into the electrical harness and
cards.) cause damage to components.
• Always fasten the welding machine ground (-) • Before doing any welding on the truck,
lead to the piece being welded. The grounding disconnect the battery charging alternator lead
clamp must be attached as near as possible to wire and isolate electronic control components.
the weld area. Never allow welding current to • Also, always disconnect the negative and positive
pass through ball bearings, roller bearings, battery cables of the vehicle. Failure to do so may
suspensions or hydraulic cylinders. Always avoid seriously damage the battery and electrical
laying welding cables over or near the vehicle equipment.
electrical harnesses. Welding voltage could be
induced into the electrical harness and possibly • Never allow welding current to pass through ball
cause damage to components. bearings, roller bearings, suspensions or
hydraulic cylinders.
• 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.
960E-1 21
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.
22 960E-1
• 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.
960E-1 23
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.
24 960E-1
• 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.
960E-1 25
• 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. 1. Male connector a. Lock
2. Female connector b. Lock
• 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.
26 960E-1
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.
960E-1 27
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
28 960E-1
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.
960E-1 29
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.
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.)
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.
Table 3: Type, symbol and material of electric wires

Using
Sym-
Type Material temperature Example of use
bol
range (°C)
Low-voltage Conducto Annealed copper for
General wiring
wire for AV r electric appliance
(Nominal No. 5 and above)
automobile Insulator Soft polyvinyl chloride
Thin-cover Conducto Annealed copper for –30 to +60
low-voltage r electric appliance General wiring
AVS
wire for (Nominal No. 3 and below)
Insulator Soft polyvinyl chloride
automobile
Heat- Conducto Annealed copper for
resistant r electric appliance General wiring in extremely
low-voltage AEX –50 to +110 cold district, wiring at high-
Heat-resistant crosslinked
wire for Insulator temperature place
automobile polyethylene
30 960E-1
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
Number of
strands/
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
Diameter of
Conductor strand
Sectional
0.51 0.56 0.76 0.88 1.27 1.29 1.96 2.09 3.08 3.30 5.23
area (mm2)
d (approx.) 1.0 1.2 1.5 1.9 1.9 2.3 2.4 3.0
AVS Standard 2.0 2.2 2.5 2.9 2.9 3.5 3.6 –
Cov-
AV Standard – – – – – – – 4.6
er D
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

Number of
strands/
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
Diameter of
Conductor strand
Sectional
7.95 13.36 20.61 35.19 42.73 54.29 63.84 84.96 109.1
area (mm2)
d (approx.) 3.7 4.8 6.0 8.0 8.6 9.8 10.4 12.0 13.6
AVS Standard – – – – – – – – –
Cov-
AV Standard 5.5 7.0 8.2 10.8 11.4 13.0 13.6 16.0 17.6
er D
AEX Standard 5.3 7.0 8.2 10.8 11.4 13.0 13.6 16.0 17.6
NOTE: "f" of nominal No. denotes "flexible".
960E-1 31
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
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 6: Types of circuits and color codes

Type of wire AVS or AV AEX
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
L LW LR LY LB – L –
Type of
Br BrW BrR BrY BrB – – –
circuit
Lg LgR LgY LgB LgW – – –
O – – – – – – –
Others Gr – – – – – – –
P – – – – – – –
Sb – – – – – – –
Dg – – – – – – –
Ch – – – – – – –
32 960E-1
Standard torque tables Suggested sources for rust preventive grease:

This shop manual provides metric (SI) and U.S. • American Anti-Rust Grease #3-X from Standard
standard units for most specifications. References Oil Company (also American Oil Co.)
throughout the shop manual to standard torques or • Gulf Norust #3 from Gulf Oil Company.
other standard values will be to one of the following • Mobilarma 355, Product No. 66705 from Mobil Oil
tables. For values not shown in these tables, Corporation.
standard conversion factors for most commonly used
• Rust Ban 326 from Humble Oil Company.
measurements, refer to "Conversion tables".
• Rustolene B Grease from Sinclair Oil Co.
NOTE: Standard torque values are not to be used
• Rust Preventive Grease - Code 312 from the
when “turn-of-the-nut” tightening procedures are Southwest Grease and Oil Company.
recommended.
NOTE: This list represents the current engineering
Effect of special lubricants on fasteners and approved sources for use in Komatsu manufacture. It
standard torque values is not exclusive. Other products may meet the same
specifications of this list.
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.
960E-1 33
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
Torque - Torque - Torque - Torque -

Thread Grade 5 Grade 8 Thread Grade 5 Grade 8
Size Size
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
34 960E-1
Standard assembly torques for 12-point, grade 9 Standard assembly torques for class 10.9
capscrews (SAE) capscrews and class 10 nuts
The following specifications apply to required The following specifications apply to required
assembly torques for all 12-point, grade 9 (170,000 assembly torques for all metric class 10.9 finished
psi minimum tensile) capscrews. hexagon head capscrews and class 10 nuts.
• Capscrew threads and seats shall be lubricated • Capscrew threads and seats shall not be
when assembled. Refer to "". 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
the torque value shown.
grease (multi-purpose EP NLGI) or a rust preventive
Table 8: Standard assembly torques for grease to achieve the same clamping forces provided
12-point, grade 9 capscrews in the table.
Capscrew Torque Torque Torque
size* ft lb kgm Nm
0.250 - 20 12 1.7 16 the torque value shown.
0.312 - 18 24 3.3 33
Table 9: Standard assembly torques for
0.375 - 16 42 5.8 57 metric class 10.9 capscrews and class 10 nuts
0.438 - 14 70 9.7 95 Capscrew Torque Torque Torque
0.500 - 13 105 14.5 142 size* ft lb kgm Nm
0.562 - 12 150 20.7 203 M6 x1 12 9 1.22
0.625 - 11 205 28.3 278 M8 x 1.25 30 22 3.06
0.750 - 10 360 49.7 488 M10 x 1.5 55 40 5.61
0.875 - 9 575 79.4 780 M12 x 1.75 95 70 9.69
1.000 - 8 860 119 1166 M14 x 2 155 114 15.81
1.000 - 12 915 126 1240 M16 x 2 240 177 24.48
1.125 - 7 1230 170 1670 M20 x 2.25 465 343 47.43
1.125 - 12 1330 184 1800 M24 x 3 800 590 81.6
1.250 - 7 1715 237 2325 M30 x 3.5 1600 1180 163.2
1.250 - 12 1840 254 2495 M36 x 4 2750 2028 280.5
1.375 - 6 2270 313 3080 * Shank diameter (mm) - Threads per millimeter
1.375 - 12 2475 342 3355 NOTE: This table represents standard values only.
Do not use these values to replace torque values
1.500 - 6 2980 411 4040 which are specified in assembly instructions.
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.
960E-1 35
Standard tightening torques for fittings
Table 11: Torques for O-ring boss fittings
Tube
Table 10: Torques for JIC 37° swivel nuts Size Threads Torque Torque
size
(with or without O-ring seals) code UNF-2B ft lbs Nm
(O.D.)
Tube –2 0.125 0.312–24 4±2 6±3
Size Threads Torque Torque
size
code UNF-2B ft lbs Nm –3 0.188 0.375–24 5±2 7±3
(O.D.)
–2 0.125 0.312–24 4±1 5±1 –4 0.250 0.438–20 8±3 11 ± 4
–3 0.188 0.375–24 8±3 11 ± 4 –5 0.312 0.500–20 10 ± 3 13 ± 4
–4 0.250 0.438–20 12 ± 3 16 ± 4 –6 0.375 0.562–18 13 ± 3 18 ± 4
–5 0.312 0.500–20 15 ± 3 20 ± 4 –8 0.500 0.750–16 24 ± 5 33 ± 7
–6 0.375 0.562–18 18 ± 5 24 ± 7 – 10 0.625 0.875–14 32 ± 5 43 ± 7
–8 0.500 0.750–16 30 ± 5 41 ± 7 – 12 0.750 1.062–12 48 ± 5 65 ± 7
– 10 0.625 0.875–14 40 ± 5 54 ± 7 – 14 0.875 1.188–12 54 ± 5 73 ± 7
– 12 0.750 1.062–12 55 ± 5 74 ± 7 – 16 1.000 1.312–12 72 ± 5 98 ± 7
– 14 0.875 1.188–12 65 ± 5 88 ± 7 – 20 1.250 1.625–12 80 ± 5 108 ± 7
– 16 1.000 1.312–12 80 ± 5 108 ± 7 – 24 1.500 1.875–12 80 ± 5 108 ± 7
– 20 1.250 1.625–12 100 ± 10 136 ± 14 – 32 2.000 2.500–12 96 ± 10 130 ± 14
– 24 1.500 1.875–12 120 ± 10 162 ± 14
– 32 2.000 2.500–12 230 ± 20 311 ± 27
36 960E-1
Table 12: Torques for O-ring face seal fittings
Tube
Size Threads Torque Torque
size
code UNF-2B ft lbs Nm
(O.D.)
–4 0.250 0.438–20 11 ± 1 15 ± 1
–6 0.375 0.562–18 18 ± 2 24 ± 3
–8 0.500 0.750–16 35 ± 4 47 ± 5
– 10 0.625 0.875–14 51 ± 5 70 ± 8
– 12 0.750 1.062–12 71 ± 7 96 ± 9
– 16 1.000 1.312–12 98 ± 6 133 ± 8
– 20 1.250 1.625–12 132 ± 7 179 ± 9
– 24 1.500 1.875–12 165 ± 15 224 ± 20
Table 13: Torques for pipe thread fittings
Torque with Torque with Torque without Torque without

Size Pipe thread
sealant sealant sealant sealant
code size
ft lb Nm ft lbs Nm
–2 0.125–27 15 ± 3 20 ± 4 20 ± 5 27 ± 7
–4 0.250–18 20 ± 5 27 ± 7 25 ± 5 34 ± 7
–6 0.375–18 25 ± 5 34 ± 7 35 ± 5 47 ± 7
–8 0.500–14 35 ± 5 47 ± 7 45 ± 5 61 ± 7
– 12 0.750–14 45 ± 5 61 ± 7 55 ± 5 74 ± 7
– 16 1.000-11.50 55 ± 5 74 ± 7 65 ± 5 88 ± 7
– 20 1.250–11.50 70 ± 5 95 ± 7 80 ± 5 108 ± 7
– 24 1.500–11.50 80 ± 5 108 ± 7 95 ± 10 129 ± 14
– 32 2.000–11.50 95 ± 10 129 ± 14 120 ± 10 162 ± 14
960E-1 37
Conversion tables
Common conversion multipliers
Table 14: English to metric Table 15: Metric to English

Multiply Multiply
From To From To
by by
inch (in.) millimeter (mm) 25.40 millimeter (mm) inch (in.) 0.0394
inch (in.) centimeter (cm) 2.54 centimeter (cm) inch (in.) 0.3937
foot (ft) meter (m) 0.3048 meter (m) foot (ft) 3.2808
yard (yd) meter (m) 0.914 meter (m) yard (yd) 1.0936
mile (mi) kilometer (km) 1.61 kilometer (km) mile (mi) 0.6210
square centimeter square centimeter
square inch (in.2) 6.45 square inch (in.2) 0.1550
(cm2) (cm2)
square centimeter square centimeter
square foot (ft2) 929 square foot (ft2) 0.001
(cm2) (cm2)
cubic centimeter cubic centimeter
cubic inch (in.3) 16.39 cubic inch (in.3) 0.061
(cm3) (cm3)
cubic inch (in.3) liter (l) 0.016 liter (l) cubic inch (in.3) 61.02
cubic foot (ft3) cubic meter (m3) 0.028 cubic meter (m3) cubic foot (ft3) 35.314
3
cubic foot (ft ) liter (l) 28.317 liter (l) cubic foot (ft3) 0.0353
ounce (oz ) gram (g) 28.350 gram (g) ounce (oz ) 0.0353
fluid ounce (fl oz) milliliter (ml) 29.573 milliliter (ml) fluid ounce (fl oz) 0.0338
pound (lb) - mass kilogram (kg) 0.454 kilogram (kg) pound (lb) - mass 2.2046
pound (lb) - force Newton (N) 4.448 Newton (N) pound (lb) - force 0.2248
inch pound (in lb) Newton meter (Nm) 0.113 Newton meter (Nm) inch pound (in lb) 8.85
foot pound (ft lb) Newton meter (Nm) 1.356 Newton meter (Nm) foot pound (ft lb) 0.7376
foot pound (ft lb) kilogram meter (kgm) 0.138 kilogram meter (kgm) foot pound (ft lb) 7.2329
pounds/square inch pounds/square inch
kilopascal (kPa) 6.895 kilopascal (kPa) 0.1450
(psi) (psi)
pounds/square inch pounds/square inch
megapascal (MPa) 0.007 megapascal (MPa) 145.038
(psi) (psi)
pounds/square inch kilograms/square kilograms/square pounds/square inch
0.0704 14.2231
(psi) centimeter (kg/cm2) centimeter (kg/cm2) (psi)
short ton kilogram (kg) 907.2 kilogram (kg) short ton 0.0011
short ton metric ton 0.0907 metric ton short ton 1.1023
quart (qt) liter (l) 0.946 liter (l) quart (qt) 1.0567
U.S gallon (gal) liter (l) 3.785 liter (l) U.S gallon (gal) 0.2642
horsepower (HP) kilowatt (kw) 0.745 kilowatt (kw) horsepower (HP) 1.3410
38 960E-1
Table 16: Metric to metric
Multiply
From To
by
Newton meter (Nm) kilogram meter (kgm) 0.102
kilogram meter (kgm) Newton meter (Nm) 9.807
kilograms/square
kilopascal (kPa) 98.068
centimeter (kg/cm2)
kilograms/square
kilopascal (kPa) 0.01
centimeter (kg/cm2)
960E-1 39
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
40 960E-1
NOTES
960E-1 41
960E-1 Dump truck

42 960E-1
CEN00003-00
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
960E-1 1
NOTES
2 960E-1
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. High voltage may be present on this truck! DO
NOT open any electrical cabinet doors on this
Safety is thinking ahead. Prevention is the best safety truck while the engine is running. Never climb on
program. Prevent a potential accident by knowing the any power cables or use power cables for
employer's safety requirements, all necessary job site handholds or footholds unless the engine has
regulations, and use and care of the safety equipment been shut down and the system has been verified
on the truck. Only qualified operators or technicians to be at “rest”.
should attempt to operate or maintain a Komatsu
1. Start at left front of truck. Visually inspect all
truck.
lights and safety equipment for damage. Make
Safe practices start before the operator gets to the sure that the lenses are clean and unbroken.
equipment.
2. Empty the dust collectors on the left side air
• Wear the proper clothing. Loose fitting clothing, cleaner assemblies. A ladder may be necessary
unbuttoned sleeves and jackets, jewelry, etc., to reach the air cleaners. Make sure that the
can catch on a protrusion and cause a potential battery box covers are in place and secure.
hazard.
3. Move in front of the left front tire. Inspect the
• Always use the personal safety equipment hub and brake assemblies for leaks and any
provided for the operator such as hard hats, abnormal conditions.
safety shoes, safety glasses or goggles. There
are some conditions when protective hearing 4. Make sure that all suspension mounting
devices should also be worn for operator safety. hardware is secure. Inspect the mounting key
area for evidence of wear. Make sure that the
• When walking to and from the truck, maintain a
safe distance from all machines, even if the suspension extension (exposed piston rod) is
operator is visible. correct and that there are no leaks.
5. With the engine stopped, check the engine oil
Walk-around inspection level. Use the service light, if necessary.
At the beginning of each shift, a careful walk-around 6. Inspect the air conditioner belts for correct
inspection should be performed before attempting to tension, obvious wear, and tracking. Make sure
start the engine. A walk-around inspection is a that the fan guard is secure and in good
systematic ground level inspection of the truck and its condition. When leaving this point, turn off the
components to ensure that the truck is safe to operate service light if used.
before entering the operator's cab.
7. Make sure that the anchor end of the steering
Start at the left front corner of the truck (see the cylinder is secure and properly greased.
illustration on the next page) and move in a
counterclockwise direction. Move front-to-rear, across 8. Move outside of the front wheel. Make sure that
the rear, and continue forward up the opposite side of all of the mounting nuts/studs are in place and
the truck to the original starting point. tight. Check the tires for cuts, damage, or
bubbles. Check for evidence of incorrect tire
If these steps are performed in sequence and are inflation.
repeated from the same point and in the same
9. Move in behind the front wheel. Make sure that
direction before every shift, many potential problems
the steering cylinder is properly greased and the
may be avoided or scheduled for maintenance.
mounting hardware is tight. Check the
Unscheduled downtime and loss of production can be
suspension mounting hardware and suspension
reduced as a result.
extension. Make sure that the suspension
Local work practices may prevent an operator from protective boot is in good condition. Inspect the
performing all tasks suggested here. To the extent hub and brakes for any unusual conditions.
permitted, the operator should follow this routine. Check the entire area for leaks.
960E-1 3
START HERE
4 960E-1
10. Inspect the sight glass on the hydraulic tank. 20. Make sure that all wheel nuts/studs are in place
With the engine stopped and the body down, and tight. Inspect the wheel for any oil that
the hydraulic oil level must be visible in the would indicate brake leakage or wheel motor
center of the upper sight glass. leakage.
11. Verify that all hydraulic tank shutoff valves are 21. Move in front of right dual tires. Inspect the hoist
locked in their fully open positions. The valve cylinder in the same manner as the left side.
handle should be inline with the hose. Make sure the body-up limit switch is secure
and in good condition. Remove any mud or dirt
12. Move around the hydraulic tank and in front of
accumulation from the switch.
the rear dual tires. Inspect the hoist cylinder for
any damage and leaks. Make sure that both 22. Move around the fuel tank. Make sure that the
upper and lower hoist cylinder pins are secure fuel gauge agrees with the fuel gauge in the
and properly greased. cab. Inspect the mounting hardware for the fuel
tank at the upper saddles and at the lower back
13. Look under the lower edge of the chassis to
side of the tank. Check the hoist filters for leaks.
make sure that the flexible duct that carries the
air from the main blower to the final drive 23. Move in behind the right front wheel. Make sure
housing is in good condition. Also, look up at the that the steering cylinder is properly greased
main hydraulic pumps to see if there is any and the mounting hardware is secure. Check
leakage or any other unusual condition with the the suspension mounting hardware and
pumps or pump drive shafts. suspension extension. Make sure that the
suspension protective boot is in good condition.
14. Move around the left side dual tires. Make sure
Inspect the hub and brakes for any unusual
that all wheel nuts/studs are in place and tight.
conditions. Check the entire area for leaks.
Inspect the wheel for any oil that would indicate
brake leakage or wheel motor leakage. 24. Move out and around the right front wheel.
Make sure that all wheel nuts/studs are in place
15. Check the dual tires for cuts, damage, and
and tight.
bubbles. Verify that tire inflation is correct. If the
truck has been run on a “flat”, the tire must be 25. Move behind the front of the right front wheel.
cooled before moving the truck inside. Check for Check the hub and brakes for leaks and any
any rocks that might be lodged between the unusual conditions. Make sure that the steering
dual tires. cylinder is secure and properly greased. Inspect
the engine compartment for any leaks and
16. Inspect the left rear suspension for damage,
unusual conditions. Inspect the fan guard and
correct rod exposure, and leaks. Ensure that the
belts. Check for any debris behind the radiator.
covers over the chrome piston rod are in good
condition. 26. Move around to the right front of the truck.
Empty the dust collectors on the right side air
17. Open the rear hatch cover. Inspect for leaks
cleaner assemblies. A ladder may be necessary
around the parking brakes. Make sure the
to reach the air cleaners.
cooling air exhaust ductwork is intact and there
are no obstructions. 27. As you move in front of the radiator, remove any
debris that is stuck in front of the radiator. Check
18. While standing at the rear hatch, look up to
for any coolant leaks. Inspect the headlights and
check that the rear lights and back-up horns are
fog lights.
in good condition. Look up at the anti-sway bar
to check that it is properly greased. Also check 28. Inspect the automatic lubrication system tank,
both body hinge pins for proper greasing and fittings and hoses for leaks.
any abnormal condition. Check the hoist limit 29. Before climbing the ladder to the decks, make
switch and clear any mud or debris from the sure that the ground level engine shutdown
contacts. switch is ON. Inspect the fire control actuator.
Perform the same inspections on the right rear Make sure that the safety pin and the plastic tie
suspension. that prevents accidental actuation are in place
and in good condition. Make sure that the
19. Move around the right side dual tires. Inspect
battery disconnect switches are activated.
between the tires for rocks. Inspect the tires for
cuts, damage and proper inflation.
960E-1 5
Engine start-up
Always mount and dismount ladders facing the

truck. Never attempt to mount or dismount while Never attempt to start the engine by shorting
the truck is in motion. across the starter terminals. This may cause fire,
or serious injury or death to anyone in the
30. Always use handrails and ladders when
machine’s path. Start the engine from the
mounting or dismounting the truck. Clean any
operator seat only.
foreign material such as ice, snow, oil or mud
from the ladders and handrails.
If the truck is in an enclosure, make sure that

there is adequate ventilation before start-up.
If the engine has been running, allow the coolant Exhaust fumes are dangerous!
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 If the truck is equipped with an auxiliary cold
remove the radiator cap, make sure that the weather heater system, do not attempt to start the
engine is off, then relieve the coolant pressure engine while the heaters are in operation.
by slowly removing the radiator cap. Damage to the coolant heaters will result.
32. Inspect the retarding grid covers. Make sure that 1. Make sure that all personnel are clear of the
the latches are in place and secure. Inspect the truck before starting the engine. Always sound
main air inlet to ensure that it is clear. Make sure the horn as a warning before moving any
that all cabinet door latches are secure. controls.
33. Move around to the rear of the cab. Open the 2. Make sure that the directional control lever is in
doors of the hydraulic brake cabinet and check PARK before starting.
for leaks.
3. Place the rest switch in the ON position to put
34. Clean the cab windows and mirrors. Clean out drive system in rest mode. For more
the cab floor, if necessary. Make sure that the information, refer to the Operation and
steering wheel, operator controls, and pedals Maintenance Manual.
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.
6 960E-1
After engine start-up
Do not crank an electric starter for more than 30

seconds. Allow two minutes for cooling before
attempting to start the engine again. Severe Do not leave the truck unattended while the
damage to the starter motors can result from engine is running. Move the directional control
overheating. lever to PARK and turn off the engine before
leaving the truck.
4. The key switch is a three-position switch
(OFF, RUN, START). Become thoroughly familiar with the steering, braking
and emergency controls.
a. Turn the key switch one position clockwise to
the RUN position. All electrical circuits except 1. After the engine has been started and the low
the start circuit are activated. pressure warning systems are normal, test the
steering by turning the steering wheel fully to
b. Turn the key switch fully clockwise to the the left and right.
START position and hold this position until
If the steering system is not operating properly,
the engine starts. The START position is
turn the engine immediately. Determine the
spring-loaded and will return the switch to the
steering system problem and have it repaired
RUN position when the key is released.
before resuming operation.
NOTE: This truck is equipped with an engine prelube 2. Operate each of the truck's brake circuits at
system. With this feature, a noticeable time delay least twice before operating and moving the
may occur before engine cranking begins as the truck. These circuits include the service brake,
engine lube oil passages are being filled and parking brake, and brake lock. With the engine
pressurized. running and the hydraulic circuit fully charged,
5. After the engine has started, place the rest activate each circuit individually from the
switch in the OFF position to deactivate the rest operator's cab.
mode. 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.
960E-1 7
Emergency steering system b. Steering accumulator precharge: Verify that

the low accumulator precharge warning light
Operation is not illuminated and the warning buzzer is
This truck is equipped with an emergency steering not sounding. If the warning light is
system. This system is a backup in the event of loss illuminated and the buzzer is sounding,
of oil supply to the main steering system. The immediately notify maintenance personnel.
emergency steering system was designed to meet or Do not operate the truck until the problem is
exceed SAE J1511 and ISO 5010 standards. corrected.
If the low steering system pressure indicator light and 5. Start the engine and allow the steering
alarm are activated, a failure in the hydraulic oil accumulators to fully charge. Turn the steering
supply to the steering and brake system exists. When wheel so that the front wheels are straight.
the alarm is activated, typically there is enough 6. Check the hydraulic tank oil level while the
hydraulic pressure stored in the brake and steering engine is on.
accumulators to allow brief operation of the steering
a. If the oil level is visible in center of the lower
and brake functions. However, this oil supply is
sight glass and does not cover the entire
limited. Therefore, it is important to stop the truck as
lower sight glass, the steering accumulators
quickly and safely as possible after the alarm is first
are adequately charged. Proceed to Step 7.
activated.
b. If the oil level is below the lower sight glass,
If the oil supply pressure drops to a predetermined the steering accumulators are not adequately
level, the low brake pressure warning light will also charged. Stop the engine and turn the key
illuminate. If the oil pressure continues to decrease, switch to the OFF position. Immediately
the brake auto-apply feature will activate the service notify maintenance personnel. Do not
brakes to stop the truck. operate the truck until the problem is
corrected.
Pre-operation testing
7. If the steering accumulators are adequately
NOTE: Komatsu recommends that operators perform
charged, stop the engine by using the engine
this test to verify that the steering accumulator
shutdown switch. Leave the key switch in the
precharge pressure is adequate at the beginning of
ON position. This allows the steering
each shift before operating the truck.
accumulators to retain their hydraulic charge.
1. Park the empty truck on flat, level ground. The low steering pressure warning light and the
Lower the dump body onto the frame and stop low accumulator precharge warning light should
the engine. Make sure that the key switch is in not illuminate.
the OFF position.
8. Turn the steering wheel from stop to stop. The
2. Wait at least 90 seconds to verify that all front wheels should turn fully to the left and to
hydraulic pressure has been relieved from the the right. Also, the low steering pressure
steering accumulators. Turn the steering wheel warning light should illuminate and the warning
from stop to stop. If the front wheels do not buzzer should sound.
move, there is no hydraulic pressure. If the front wheels cannot be turned fully to the
3. Check the hydraulic tank oil level. The oil level left and right, or if the warning light and buzzer
must be visible in the center of the upper sight do not activate, immediately notify maintenance
glass and must not cover the entire upper sight personnel. Do not operate the truck until the
glass. Add oil if necessary. Do not overfill. problem is corrected.
4. Turn the key switch to the ON position, but do If the truck passes this test, the emergency steering
not start the engine. system is functioning properly.
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.
8 960E-1
Precautions during truck operation • Observe all regulations pertaining to the job site's
traffic pattern. Be alert to any unusual traffic
After the engine is started and all systems are pattern. Obey the spotter's signals.
functioning properly, the operator must follow all local
safety rules to ensure safe machine operation. • 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
If any of the red warning lights come on or if any
not allow anyone beneath it unless the body-up
gauge reads in the red area during truck retaining pin or cable is in place.
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.
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
The truck is equipped with “slip/slide” control. If
safe loading and dump operation.
this function becomes inoperative, operating the
truck with stalled or free spinning wheel motors • Proceed slowly on rough terrain to avoid deep
may cause serious damage to the wheel motors. ruts or large obstacles. Avoid traveling close to
If the truck does not begin to move within 10 soft edges or the edge of a fill area.
seconds after depressing the throttle pedal with • Do not drive over unprotected power cables.
the directional control lever in a F or R position,
• Check the tires for proper inflation periodically
release the throttle pedal and allow the wheels to
during your shift. If the truck has been run on a
regain traction before accelerating again. “flat” or under-inflated tire, it must not be parked
• Operate the truck only while properly seated with in a building until the tire cools.
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.
960E-1 9
Operating on a haul road Starting on a grade with a loaded truck

• Always stay alert! If you are unfamiliar with the Initial propulsion with a loaded truck should begin
haul road, drive with extreme caution. The cab from a level surface whenever possible. If the truck
doors should remain closed at all times if the must be started on a hill or grade, use the following
truck is in motion or unattended. procedure:
• Obey all road signs. Keep the truck under control 1. Fully depress the service brake pedal. Do not
at all times. Govern the truck speed according to use the retarder lever to hold the truck on the
the road conditions, weather, and visibility. Report grade. With the service brakes fully applied,
poor haul road conditions immediately. Muddy or move the directional control lever to a drive
icy roads, pot holes, or other obstructions can position (FORWARD or REVERSE) and
present hazards.
increase the engine rpm with the throttle pedal.
• Initial propulsion with a loaded truck should begin 2. As the engine rpm approaches the maximum,
from a level surface whenever possible. If starting
and the operator senses the propulsion effort
on a hill or grade cannot be avoided, refer to
"Starting on a grade with a loaded truck". working against the brakes, release the brakes
and let truck movement start. Completely
• Use extreme caution when approaching a haul release the service brake pedal. As the truck
road intersection. Maintain a safe distance from speed increases above 5 - 8 kph (3 - 5 mph),
oncoming vehicles. the propulsion system controller (PSC) will drop
• Maintain a safe distance when following another the propulsion if the retarder is still applied.
vehicle. Never follow another vehicle in the same NOTE: Releasing and re-applying dynamic retarding
lane closer than 15 m (50 ft), or 30 m (100 ft) on a
during a hill start operation will result in loss of
downgrade.
propulsion.
• 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.
10 960E-1
Sudden loss of engine power Fuel depletion

If the engine suddenly stops, there is enough The high pressure injection (HPI) fuel system uses
hydraulic pressure stored in the brake accumulators fuel to adjust fuel delivery timing by creating a
and steering accumulators to allow the operation of hydraulic link between the upper plunger and the tim-
the steering and brake functions. However, this oil ing plunger. Metered fuel is also used for lubricating
supply is limited, so it is important to stop the truck as the injector plunger and barrel. The maximum
quickly and safely as possible after the loss of engine demand for metered fuel is required during high
power. speed / low load conditions.
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. Operating the truck to fuel depletion forces the
injector train into a no-follow condition. No fuel
1. Bring the truck to a safe stop as quickly as flow between the plungers may cause damage to
possible by using the foot pedal to apply the the injectors and the overhead due to adhesive
service brakes. If possible, safely steer the truck wear, resulting in costly repairs and unnecessary
to the side of the road while braking. downtime.
Dynamic retarding will not be available. Do not

use the service brakes for continuous retarding Allowing the Komatsu truck to operate until fuel
purposes. depletion can lead to unsafe operating conditions
possibly resulting in an uncontrollable vehicle
2. Move the directional control lever to PARK as
and/or personal injury.
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.
960E-1 11
Towing 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,
Before towing a truck, many factors must be
watch out for other vehicles and personnel
carefully considered. Serious personal injury
working in the area.
and/or significant property damage may result if
important safety practices, procedures and 3. When pulling in under a loader or shovel, follow
preparation for moving heavy equipment are not the spotter or shovel operator’s signals. The
observed. truck operator may speed up loading operations
by observing the location and loading cycle of
Do not tow the truck faster than 8 kph (5 mph). the truck being loaded ahead, then follow a
similar pattern.
NOTE: Information about special towing attachments
is available from your Komatsu service 4. During loading, the operator must stay in the
representative. cab with the engine running. Place the
directional control lever in NEUTRAL and apply
A disabled machine may be towed after the following the brake lock.
precautions have been taken.
5. When loaded, pull away from shovel as quickly
1. Turn off the engine. as possible but with extreme caution.
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 truck’s wheels to prevent
movement while attaching the tow bar.
7. Release the disabled truck’s 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.
12 960E-1
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.
5. Pull the lever to the rear to actuate the hoist

To prevent tipping or rolling, position the truck on circuit. Releasing the lever anywhere during
a solid, level surface before dumping. As the “hoist up” will hold the body at that position.
body raises, the truck center of gravity will move. 6. Raise the engine rpm to accelerate the hoist
3. Carefully maneuver the truck into the dump speed.
position. When backing the truck into the dump
If dumping very large rocks or sticky material,
position, use only the foot-operated brake pedal
slowly accelerate the engine to raise the body.
to stop and hold the truck. Do not rely on the
When the material starts to move, release the
wheel brake lock to stop the truck. This control
hoist lever to the HOLD position. If the material
is not modulated and applies the rear service
does not continue moving and clear the body,
brakes only.
repeat this procedure until the material has
4. When the truck is stopped and in the dump cleared the body.
position, apply the brake lock and move the
7. Reduce the engine rpm as the last stage of the
directional control lever to NEUTRAL.
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
Dumping very large rocks (10% of payload or hoist cylinder reaches full extension.
greater) or sticky material (loads that do not flow 9. After the material being dumped clears the
freely from the body) may allow the material to body, lower the body to the frame.
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.
960E-1 13
Lowering the dump body (on flat ground) Lowering the dump body (over a berm or into a
crusher)
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the 1. Move the hoist lever forward to the DOWN
body from lowering. In this case, the truck will have to position. Release the lever to place the hoist
be driven forward a short distance (just enough to control valve in the FLOAT position, which
clear the material) before the body can be lowered. allows the body to return to the frame.
1. Move the directional control lever to If dumped material builds up at the rear of the
FORWARD, release the brake lock, depress the body and the body cannot be lowered, perform
override button, and drive just far enough the following steps:
forward for the body to clear the material. a. Move hoist lever back to the HOIST position
2. Stop, move the directional control lever to to fully raise the dump body. Release the
NEUTRAL, and apply the brake lock. hoist lever so it returns to the HOLD position.
3. Move the hoist lever forward to the LOWER
NOTE: Do not drive forward if the tail of body will not
position. Release the lever to place the hoist
clear the crusher wall in the fully raised position.
control valve in the FLOAT position, which
allows the body to return to the frame. b. Move the directional control lever to FOR-
WARD, release the brake lock, depress the
If dumped material builds up at the rear of the Override button, and drive forward to clear
body and the body cannot be lowered, then per- the material.
form the following steps:
c. Stop, move the directional control lever to
a. Move the hoist lever back to the RAISE posi- NEUTRAL, apply the brake lock and lower
tion to fully raise the dump body. Then the body.
release the hoist lever so it returns to the
HOLD position. NOTE: Failure to hoist the body after making an
unsuccessful attempt at lowering the body may result
b. Move the directional control lever to FOR- in the dump body suddenly lowering after the truck
WARD, release the brake lock, depress the has pulled ahead of the material that was previously
override button, and drive forward to clear preventing the body from lowering.
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 Do not move the truck with the dump body raised
has pulled ahead of the material that was previously except in an emergency. Failure to lower the body
preventing the body from lowering. 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.
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.
14 960E-1
Disabled truck dumping procedure Raising the body

Sometimes it is necessary to dump a load from the 1. On the disabled truck, move the hoist control
body of a truck if the hoist system is inoperable. The lever to power up and then release it to place
following instructions describe the use of a “good” the hoist pilot valve in the HOLD position (leave
truck to provide the hydraulic power required to raise in this position during entire procedure).
the body of the “disabled” truck to dump the load. 2. On the good truck, start the engine, place the
Figure 00-1 illustrates a typical hookup from the good hoist control in the LOWER position and
truck. The disabled truck may be the same truck increase the engine rpm to high idle to dump the
model or a different Komatsu truck model. 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
FIGURE 00-1. PUMP MODULE, HOSE HOOKUP to lower the body. If necessary, momentarily
place the hoist control in RAISE until the body is
1. Hoist Valve able to descend in FLOAT. Do not accelerate
2. Tubes to LH Hoist Cylinder the engine.
3. Power Down Quick Disconnect
4. Power Up Quick Disconnect 2. After the body is lowered, turn off the engine,
5. Overcenter Manifold allow the hydraulic system to depressurize, and
disconnect the hoses.
Hookup 3. If necessary, reduce the power down relief valve
1. Make sure that there is an adequate, clear area pressure of the good truck to normal by turning
to dump the loaded body. Park the good truck the adjustment counterclockwise the same
as close as possible to the disabled truck. number of turns as required in Step 2 of
"Raising the body".
2. Turn off the engine and allow the hydraulic
system to depressurize before connecting the 4. Check the power down relief pressure of the
hoses. good truck. Refer to Testing and adjusting
3. Attach a hose from power up quick disconnect section Steering, brake cooling and hoist
(4, Figure 00-1) to the power down circuit of the hydraulic system.
disabled truck. 5. Check the hydraulic tank oil level. Add oil, if
necessary.
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.
960E-1 15
Safe parking procedure Normal engine shutdown procedure

Continue to use safety precautions when preparing 1. Stop the truck out of the way of other traffic on a
for parking and engine shutdown. level surface. Make sure that there are no
overhead power lines or other obstructions in
If the truck is being used in consecutive shifts, any
case the dump body must be raised.
questionable truck performance the operator may
have noticed must be checked by maintenance 2. Reduce the engine speed to idle.
personnel before the truck is released to another 3. Place the directional control lever in PARK.
operator. Make sure that the parking brake applied
1. Park the truck on level ground, if possible. If the indicator light is illuminated.
truck must be parked on a grade, position the 4. Place the rest switch in the ON position to put
truck at a right angle to the grade. the AC drive system in the rest mode. Make
2. The directional control lever must be in PARK sure that the rest mode indicator light is
and chocks must be placed in front of and illuminated.
behind the wheels so the truck cannot roll. Each 5. Turn the key switch to the OFF position. A
truck should be parked at a reasonable distance shutdown timing sequence will be activated
from one another. 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
Do not activate the wheel lock feature when the this switch up until the engine stops.
parking brake is activated. Bleed down of 6. With the key switch OFF and engine stopped,
hydraulic pressure may occur, causing the truck wait at least 90 seconds for the steering
to roll away. accumulators to depressurize completely. Make
3. Haul roads are not safe parking areas. In an sure that the steering circuit is completely
emergency, pick the safest spot that is most depressurized by turning the steering wheel
visible to other machines in the area. If the truck back and forth several times. The front wheels
becomes disabled where traffic is heavy, mark should not turn when the hydraulic pressure is
the truck with warning flags in daylight or flares relieved. If the front wheels can still be turned,
at night. 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.
16 960E-1
NOTES
960E-1 17
960E-1 Dump truck

18 960E-1
CEN01001-00
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
960E-1 1
CEN01001-00 01 Specification
NOTES
2 960E-1
01 Specification CEN01001-00
Specification drawing
960E-1 3
Specifications
Specification Value
Empty 248 730 kg (548,357 lbs)
Max. load 327 332 kg (721,643 lbs)
Gross 576 062 kg (1,270,000 lbs)
Weight
front 117 845 kg (259,804 lbs)

distribution
Empty
Weight
rear 130 885 kg (288,553 lbs)

front 199 580 kg (440,000 lbs)
Gross
rear 376 482 kg (830,000 lbs)
Struck 191 m3 (250 yd3)
Dump body capacity
Performance
Heaped (2:1) 239 m3 (313 yd3)

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°
Overall length 15.60 m (51 ft 2 in)
Dimensions
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)
Model KOMATSU SSDA18V170
4-cycle, water-cooled, direct injection,
Type
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)
Engine
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
Motorized wheels AC induction traction motors
AC Drive System
Standard gear ratio 32.62:1
Continuous dynamic retarding 4476 kW (6000 hp)
4 960E-1
Steering Specification Value

System
Type Fully hydraulic
Front axle Sliding pillar

Suspension
Suspension method
Rear axle Hydro-pneumatic
Size 56/80 R63

Min. tire pressure 600 kPa (87 psi)
Tires
Front wheel 105 mm (4.1 in.)

Tread (standard tire)
Rear wheel 105 mm (4.1 in.)
Service brakes (front and rear) Multiple wet disc
System
Brake
Parking brake Multiple dry disc
Type Pressure compensated piston type

Steering/brake pump Delivery
Hydraulic
246 liters/min (65 gpm)

pumps
@ 1900 rpm
Type Tandem gear type
Hoist/brake cooling
pump Delivery
931 liters/min (246 gpm)
@ 1900 rpm
Hydraulic systems
Type 3-stage, piston type

1st stage - 355.6 mm x 929.9 mm
(14.00 in x 36.61 in)
Hoist cylinder 2nd stage - 298.5 mm x 945.9 mm
Bore x stroke
Cylinders
(11.75 in x 27.24 in)

3rd stage - 241.3 mm x 945.9 mm
(9.50 in x 27.24 in)
Piston type, double acting
Type
with accumulator assist
Steering cylinder
180 mm x 642.1 mm
Bore x stroke
(7.09 in x 25.28 in)
960E-1 5
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)
6 960E-1
Fuel, coolant and lubricants

Reservoir Fluid type Recommended fluids
Engine oil pan See engine manufacturer’s
Engine oil
Engine oil reserve tank service manual.
Hydraulic tank Hydraulic oil C-4 type (SAE 10W)
Suspension oil with friction See "Suspension cylinder oil and
Suspension cylinders
modifier nitrogen specifications".
Grease fitting Multi-purpose extreme pressure
NLGI No. 2
Auto lube tank grease
See drive system manufacturer’s
Wheel motor Heavy duty synthetic gear oil
service manual.
See engine manufacturer’s
Cooling system Coolant
service manual.
See engine manufacturer’s
Fuel tank Diesel fuel
service manual.
Mixing rate of water and anti-freeze
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)
960E-1 7
Suspension cylinder oil and nitrogen specifications
HYDRAIR® II oil specifications

Ambient Temperature
Part No. Approved Sources
Range
Mobil 424 Sunfleet TH Universal Tractor Fluid
VJ3911
Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid
(need to add
Texaco TDH Oil Conoco Power Tran III Fluid Petro
-34.5°C & above 6% of
AMOCO ULTIMATE Motor Oil Canada Duratran Fluid
(-30°F & above) AK3761)
5W-30 Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with 5 Gallon container
AK4064 6% Friction Modifier) 55 Gallon container
VJ5925 Emery 2811, SG-CD, Petro Canada Super Arctic Motor
(need to add 5W-30 Oil, 0W-30
-48.5°C & above 6% of Mobil Delvac I, 5W-30 Conoco High Performance
(-55°F & above) AK3761) Synthetic Motor Oil, 5W-30
AK4065 Suspension Oil (premixed with 5 Gallon container
AK4066 6% Friction Modifier) 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 mixing instructions

Friction modifier
(94% suspension oil, 6% friction modifier)
Part number Amount of suspension oil Amount of friction modifier to add
AK3761 1 gallon of suspension oil add 7.7 oz.

(5 Gallon container of 5 gallons of suspension oil add 38.4 oz.
100% Friction Modifier) 55 gallons of suspension oil add 3.3 gal.
Nitrogen gas (N2) specifications

Property Value
Nitrogen gas used in HYDRAIR® II Nitrogen 99.9% Minimum

Suspension Cylinders must meet or Water 32 PPM Maximum
exceed CGA specification G-10.1 for Dew Point -55°C (-68°F) Maximum
Type 1, Grade F Nitrogen Gas
Oxygen 0.1% Maximum
8 960E-1
NOTES
960E-1 9
960E-1 Dump truck

10 960E-1
CEN10001-00
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
960E-1 1
CEN10001-00 10 Structure, functions and maintenance standard
NOTES
2 960E-1
10 Structure, functions and maintenance standard CEN10001-00
Steering circuit operation The bleed down manifold performs many functions,
Steering/brake pump (8, Figure 10-1) supplies oil to including distribution of the steering circuit oil supply
bleed down manifold (5) after passing through high to steering accumulators (3) and flow amplifier (4). Oil
pressure filter (9). This oil supply is then distributed to is also provided to the brake circuit, the hoist circuit,
the various circuits. the automatic lubrication system pump, and the
optional radiator shutters, if installed.
FIGURE 10-1. STEERING CIRCUIT COMPONENTS - TYPICAL (Bottom View)

1. Steering Cylinders 4. Flow Amplifier 7. Shutoff Valve 10. Hoist Pump
2. Manifold 5. Bleed Down Manifold 8. Steering/Brake Pump
3. Steering Accumulators 6. Hydraulic Tank 9. High Pressure Filter
960E-1 3
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.
FIGURE 10-2. BLEED DOWN MANIFOLD
Oil entering the steering control unit is blocked until
the steering wheel is turned in a desired direction. 1. To Hoist Valve, Power Up
The steering control unit then directs oil to the flow 2. To Hoist Valve, Power Down
amplifier, which in turn provides a high volume of oil 3. Spare Pressure Port
to steering cylinders (1, Figure 10-1). Hydraulic oil at 4. VHMS Pressure Sensor (Port TP2)
the opposite ends of the steering cylinders flows back 5. To Brake System
through the flow amplifier and bleed down manifold to 6. Steering Accumulator Bleed down Solenoid
hydraulic tank (6). 7. Steering Pressure Switch
8. Supply To Flow Amplifier
Oil flow to the brake apply circuit flows through a 9. Return From Flow Amplifier
check valve, preventing loss of oil in the brake circuit 10. To Front Steering Accumulator
if a loss of oil occurs in the steering circuit. Refer to 11. To Rear Steering Accumulator
Structure, functions and maintenance standard sec- 12. Relief Valve, 4100 kPa (600 psi)
tion Brake circuit for more information. 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
4 960E-1
Steering circuit components Steering accumulators
Steering control unit Two bladder type steering accumulators (3, Figure
10-1) are mounted on the left side of the truck. Each
Steering control unit (1, Figure 10-2) is mounted accumulator has a capacity of 62 liters (16.5 gallons),
inside the cab and is directly coupled to the lower end and each is precharged to 9 650 kPa (1,400 psi) with
of the steering column. pure dry nitrogen.
Operation of the steering control unit is both manual Oil entering the accumulators compresses the nitro-
and hydraulic in effect. This component incorporates gen in the bladder. The nitrogen pressure increases
a hydraulic control valve. Steering effort applied to directly with steering circuit pressure. When steering
the steering wheel by the operator actuates the valve, circuit pressure reaches 34 130 kPa (3,500 psi), the
which in turn directs hydraulic oil through the flow unloader valve will unload the pump. The accumula-
amplifier valve to the steering cylinders to provide the tors will contain a quantity of oil, under pressure and
operator with power steering. 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-
FIGURE 10-3. STEERING CONTROL UNIT mulator.
1. Steering Control Unit “T”: Tank Port
“L”: Left Steer Port
“P”: Pressure Supply Port
“R”: Right Steer Port
“LS”: Load Sense Port
Do not operate the truck with a precharge
pressure of less than 7600 kPa (1100 psi) in the
accumulator. Low nitrogen pressure may not
High pressure filter provide an adequate supply of steering system
High pressure filter (9, Figure 10-1) filters oil for the oil in some emergency conditions.
steering and brake circuits.
If the low precharge warning remains active, wait
If the filter element becomes restricted, a warning on approximately three minutes after the steering
the instrument panel is activated at 241 kPa (35 psi) accumulators are completely depressurized to
differential. Oil will start to bypass the element when check the accumulator precharge pressure and
the pressure differential exceeds 345 kPa (50 psi). recharge the accumulator, if necessary.
960E-1 5
Bleed down manifold Hoist up limit solenoid

Bleed down manifold (5, Figure 10-1) is located on Hoist up limit solenoid (24, Figure 10-4) is a 3-way
the outside of the left frame rail just behind the accu- valve that is activated by the hoist limit switch when
mulators. the hoist cylinders approach the maximum extension
limit. When activated, the solenoid will close the
The bleed down manifold receives oil from the steer-
power up pilot line to the hoist valve from the hoist
ing/brake pump through a high pressure filter and
pilot valve mounted in the hydraulic cabinet.
directs oil to the steering accumulators, flow ampli-
fier, brake circuit, and the automatic lubrication sys- Pilot operated check valve (30) is opened by power
tem pump. The manifold also provides hoist circuit down pilot pressure line (19) to allow oil in the raise
control when the body is raised. port to bypass hoist up limit solenoid (24) for the ini-
tial power down operation while the solenoid is acti-
Relief valve (13, Figure 10-2) limits the hydraulic sup-
vated by the hoist limit switch.
ply pressure to the steering and brake circuits to 27
500 kPa (4,000 psi). Relief valve (12) provides maxi- Refer to Structure, functions and maintenance stan-
mum pressure protection of 4 100 kPa (600 psi) for dard section Hoist circuit for more information.
the oil returning to the hydraulic tank.
Quick disconnect ports
NOTE: The relief valves, steering accumulator bleed
down solenoid, and hoist up limit solenoid are factory Two quick disconnect ports on the bleed down mani-
preset and cannot be individually rebuilt. fold allow service personnel to connect an external
hydraulic supply to allow operation of the truck steer-
Steering accumulator bleed down solenoid ing and service brakes if the steering/brake pump or
engine is not operational.
Each time the key switch is turned OFF with the truck
stopped, steering accumulator bleed down solenoid The external supply is connected to port (24, Figure
(6) is energized. When the solenoid is energized, all 10-2) and the return is connected to port (25). This
hydraulic steering pressure (including the accumula- feature should only be used for an emergency to
tors) is bled back to the hydraulic tank. Brake pres- allow operation of the truck to return to the shop for
sure, however, will not bleed down due to internal service or to move the truck out of haul road traffic.
check valves in the brake manifold and bleed down
manifold. Flow amplifier
After approximately 90 seconds, the solenoid will de- Flow amplifier (4, Figure 10-1), located on the left
energize to close the return port to the hydraulic tank. frame rail in front of the accumulators, provides the
By this time, all the oil in the accumulators should be steering circuit with the high volume of oil required for
returned to the hydraulic tank. At startup, the steering the steering cylinders.
circuit and brake circuit will be charged. Steering The flow amplifier uses the amount of flow from the
pressure switch (7, Figure 10-2) will activate a low steering control unit to determine a proportional
steering pressure warning until steering pressure amount of flow to send from the bleed down manifold
reaches 15 900 kPa (2,300 psi). to the steering cylinders.
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.
6 960E-1
FIGURE 10-4. BLEED DOWN MANIFOLD SCHEMATIC
1. Steering/Brake Pump Inlet 17. Auto Lube Pump Supply

2. VHMS Steering Pressure Test Port (TP2) 18. Hoist Pilot Return
3. Steering Accumulator 19. Hoist Pilot Power Down
4. APU Port 20. Hoist Pilot Power Up
5. Pressure Feedback (to Steering Pump) 21. Tank Return Port
6. Steering Pressure Switch 22. Hoist Power Up
7. (Not used) 23. Hoist Power Down
8. Radiator Shutters (If installed) 24. Hoist Up Limit Solenoid
9. Spare Pressure Port 25. Relief Valve - 27 500 kPa (4,000 psi)
10. Brake Circuit Supply 26. Cavity Plug
11. Steering Accumulator 27. Steering Accumulator Bleed down Solenoid
12. Steering Circuit Supply to Flow Amplifier 28. Relief Valve - 4 100 kPa (600 psi)
13. Quick Disconnect, Supply Port 29. Pilot Operated Check Valve
14. Steering Circuit Return From Flow Amplifier 30. Pilot Operated Check Valve
15. Quick Disconnect, Return Port 31. Test Port (TP3)
16. Spare Return Port
960E-1 7
Flow amplifier operation No steer

Refer to Figure 10-5 through Figure 10-8 for oil flow Refer to Figure 10-5.
paths during the following conditions:
High pressure oil from the steering pump and steer-
• No steer ing accumulators is available through the bleed down
manifold to the “HP” port on the flow amplifier.
• Steering left
Upon entering the priority valve, the oil goes past the
• Steering right
spool to the closed amplifier valve and also out port
• No steer, external shock load “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.
8 960E-1
FIGURE 10-5. FLOW AMPLIFIER - NO STEER
960E-1 9
Steering left This combined oil going to the center area “Q” of the
directional valve passes out port “CL” of the flow
Refer to Figure 10-6.
amplifier and travels to the steering cylinders to steer
When the operator turns the steering wheel to the the front wheels to the left. As the cylinders move, oil
left, the steering control unit is opened to allow oil is forced to return out the opposite ends, enter port
coming in port “P” to pass to the gerotor section of “CR” of the flow amplifier, pass through the direc-
the control unit to turn the rotor. Oil in the other side tional valve to area “M”, pass through return check
of the gerotor flows through other passages in the valve “N”, and exit port “HT” to the hydraulic reser-
control unit valve and out steering control unit port voir.
“L”. This oil enters port “L” of the flow amplifier and
At the steering control unit, when the operator turned
goes to a closed area “B” in the directional valve.
the steering wheel, supply oil from port “P” was also
As pressure in area “B” builds, it also passes into the delivered through the control unit valve to port “LS”.
spool through orifice “C” to the spring area on the end This oil enters the flow amplifier through its “LS” port
of the directional valve. The pressure then moves the and builds pressure in the spring area of the priority
spool compressing the springs on the opposite end. valve. This additional force on the spring end of the
This movement allows the oil entering area “B” to priority valve causes area “A” to open and allow the
pass through the directional valve to area “D” of the necessary flow and pressure to pass through the
amplifier valve, through holes in sleeve “E” to a pas- amplifier valve to operate the steering cylinders.
sage between sleeve “E” and valve “F”, and through
The flow amplifier valve includes a relief valve in the
hole “G” in sleeve “E”, where it initially is blocked by
priority valve spring area that is used to control maxi-
the valve body.
mum steering working pressure to 21 000 kPa (3,045
As pressure builds up in this area, oil also flows from psi), even though supply pressure coming in to port
area “D”, around the outside of sleeve “E”, around pin “HP” is higher. When 21 000 kPa (3,045 psi) is
“H”, through orifice “J” to build pressure on the end of obtained, the relief valve prevents the “LS” pressure
the amplifier valve, and opens hole “G” just enough to from increasing, thereby allowing the priority valve to
allow the flow of oil coming from the steering control compress the spring enough to close off area “A”
unit to pass to the control area of the directional when 21 000 kPa (3,045 psi) is present.
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”.
10 960E-1
FIGURE 10-6. FLOW AMPLIFIER - STEERING LEFT
960E-1 11
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.
12 960E-1
FIGURE 10-7. FLOW AMPLIFIER - STEERING RIGHT
960E-1 13
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.
14 960E-1
FIGURE 10-8. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
960E-1 15
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 FIGURE 10-9. STEERING PUMP COMPONENTS
53. Cap
16 960E-1
Steering/brake pump operation High altitude operation

The steering/brake pump is mounted on the rear of Stroke adjuster (3, Figure 10-10) is set at the factory
the hoist pump. The driveshaft mates with an inter- to provide maximum pump flow so adjustment is not
nally splined coupling inside the hoist pump when the normally required. If the truck is operated at high alti-
pump is bolted in place. tude locations of 3 050 meters (10,000 feet) or more
The steering/brake pump is a pressure compensated above sea level, it may be necessary to readjust the
piston-type pump with an unloader valve. The pres- stroke control to reduce pump flow to prevent pump
sure compensator is adjusted to 26 200 kPa (3,800 cavitation under certain conditions. If the truck is
psi). The pump-mounted unloader valve maintains operating at high altitude and problems occur, con-
system pressure between 12 060 kPa (3,200 psi) and sult your Komatsu service representative for adjust-
24 130 kPa (3,500 psi). ment procedures.
Oil flow from the pump is routed through a high pres- Figure 10-10 shows the steering/brake pump and the
sure filter, then to the bleed down manifold, where location of the pressure control adjustments and
the flow is directed to the steering circuit and to the stroke (flow) adjuster. Refer to Figure 10-11 for the
brake apply circuit components located in the hydrau- pump pressure control schematic.
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-
FIGURE 10-10. PUMP ASSEMBLY
ing the piston shoes against the swashblock.
1. Outlet Port 5. Compensator
The semi-cylindrical shaped swashblock limits the 2. Case Drain Pressure Adjust
piston stroke and can be swiveled in arc shaped sad- 3. Stroke Adjuster 6. 4-Way Valve
dle bearings (21). The cradle is swiveled by control 4. Unloader Valve 7. GPA Test Port
piston (14). Pressure Adjust 8. GP2 Test Port
9. “ACC” Port
960E-1 17
FIGURE 10-11. STEERING PUMP PRESSURE CONTROL SCHEMATIC

1. 4-Way Valve 4. Pressure Compensator 6. GP2 Port
2. Unloader Control Block Control Block 7. GP4 Port
3. “ACC” Port 5. Case Drain 8. GPA Test Port
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 10-12. PUMP IN NEUTRAL POSITION

1. Control Piston 3. Piston
2. Splined Housing 4. Swashblock
18 960E-1
Full pump volume Half pump volume

Control piston (1, Figure 10-13) controls the angle of The position of control piston (1, Figure 10-14) is
swashblock (4). When the control piston moves to the near the center of its travel. Swashblock (4) is not
full right position, the pump is at maximum pumping angled as steeply as before. Therefore, the pistons
capacity. have a shorter stroke. As the piston stroke gets
shorter, the pump output also decreases.
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, FIGURE 10-14. HALF PUMP VOLUME
the piston bore again passes from the right to the left 1. Control Piston 3. Piston
side crescent and the operating cycle is repeated. 2. Splined Housing 4. Swashblock
FIGURE 10-13. FULL PUMP VOLUME

1. Control Piston 3. Piston
2. Splined Housing 4. Swashblock
960E-1 19
Steering cylinder wear data
Criteria
No. Check item Standard Tolerance Standard Clearance Remedy
size Shaft Holes clearance limit
Clearance between
-0.036 +0.048
1 piston rod and 90 0.084 - 0.347 mm 0.647 mm Replace bushing
-0.090 +0.257
bushing
Criteria
No. Check item Remedy
New bearing diameter Maximum wear - 1%
Spherical bearing
2 128.02 mm (5.04 in.) 1.28 mm (0.05 in.) Replace bearing
wear
20 960E-1
NOTES
960E-1 21
960E-1 Dump truck

22 960E-1
CEN10002-00
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
960E-1 1
NOTES
2 960E-1
Hoist circuit operation The hoist valve directs oil to hoist cylinders (10) for
raising and lowering of the dump body. Hoist valve
Hydraulic fluid is supplied by a tank (1, Figure 10-1)
functions are controlled by the operator through the
located on the left frame rail. Hydraulic oil is routed to
hoist control lever that is connected to hoist pilot
hoist pump (2). A second pump, coupled to the rear
valve (4) located in the hydraulic brake cabinet.Hoist
of the hoist pump, supplies oil for the steering and
limit solenoid (5), located in the bleed down manifold,
brake systems. The pumps are driven by an
shifts the hoist valve out of POWER UP before the
accessory drive at the end of the traction alternator.
hoist cylinders extend to their maximum physical
Hoist pump output is directed to a pair of high limit.
pressure filters (3) mounted to the inboard side of the
When the hoist valve is in the HOLD or FLOAT
fuel tank. Hydraulic oil from the hoist filters is directed
position, hoist circuit oil flows to the front and rear
to hoist valve (7), which is mounted above the
service brakes, cooling the wet disc brakes during
pumps.
truck operation.
FIGURE 10-1. HOIST CIRCUIT SCHEMATIC

1. Hydraulic Tank 6. Pilot Operated Check Valve 11. Quick Disconnect
2. Hoist Pump 7. Hoist Valve 12. Overcenter Manifold
3. High Pressure Filter 8. Brake Cooling Oil Supply (Front) 13. Check Valve
4. Hoist Pilot Valve 9. Brake Cooling Oil Supply (Rear) 14. Counterbalance Valve
5. Hoist Limit Solenoid 10. Hoist Cylinder 15. Bleed Down Manifold
960E-1 3
Hoist circuit components Hoist valve
Hydraulic tank The hoist valve (Figure 10-2) is mounted on a

modular assembly containing the hoist valve,
The hydraulic tank supplies hydraulic oil for the hoist, overcenter manifold, and both hydraulic pumps. This
steering and brake circuits. The hydraulic tank is assembly is bolted to brackets attached to the frame
located on the left frame rail in front of the rear rails behind the main alternator. The hoist valve is a
wheels. Type C-4 hydraulic oil is recommended for split spool design. The term “split spool” describes
use in the hydraulic system. Oil used in the hoist the spool section of the valve.
circuit flows through 100 mesh wire suction strainers
to the inlet hoses of the pump. Air drawn into the tank The hoist valve precisely follows the differential
during operation is filtered by air filters located on the pressure input signals generated by the hoist pilot
top of the hydraulic tank. The oil level can be checked valve when the operator moves the hoist control lever
visually at sight glasses located on the face of the while raising and lowering the dump body.
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 FIGURE 10-2. HOIST VALVE
through the filter element is sensed by an indicator
1. Inlet Section 4. Inlet Section
switch which will activate a warning in the cab to
2. Work Ports Spool 5. Inlet Port
indicate that filter service is required when the
Section 6. Outlet Port
restriction reaches approximately 241 kPa (35 psi).
3. Tank Ports Spool 7. Spool Section Cover
Actual filter bypass will start to occur when the filter
Section 8. Separator Plate
element restriction reaches approximately 345 kPa
(50 psi).
4 960E-1
Inlet sections Work ports (rear) spool section

Each of the front and rear inlet sections of the hoist The rear spool section of the hoist valve consists of
valve contains of the following components: the following components:
• Flow control valve and main relief valve • Pilot ports
• Secondary low pressure relief valve • Main spools
• Anti-void check valve • Work ports
• Load check valve • Check poppets
The flow control portion of the flow control and main The pilot ports are located in the spool section cover.
relief valves allow pump flow to be diverted to the These ports provide connections for a pilot line to the
service brake cooling circuit unless the body is being hoist pilot valve. Each work port has a corresponding
raised or lowered. The relief portion of this valve is pilot port.
direct-acting and has the capacity to limit the
maximum working pressure at full pump flow. The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
The secondary low pressure relief valve is located spool for each work port is spring biased on both
between the low pressure core and the outlet to the ends. This blocks the work port from the high and low
brake cooling circuit. It provides pressure relief if pressure cores when there is no flow through the
pressure spikes occur in the low pressure passage spool cross-holes.
area.
When there is flow through the pilot ports to the
The load check allows free flow from the inlet to the spools, a positive differential pressure occurs at the
high pressure core and prevents flow from the high top of the spool, overcomes the bottom spring bias
pressure core to the inlet. and causes the spool to shift, connecting the work
The anti-void check valve allows free flow from the port to the high pressure core.
low pressure core to the high pressure core and When there is flow from the main valve work port to
prevents flow from the high pressure core to the low the pilot port through the cross-holes, a positive
pressure core. differential pressure at the bottom of the spool
occurs, overcoming the top spring bias and the spool
Tank ports (front) spool section
will shift to connect the work port to the low pressure
The primary low pressure valves are located in the core.
front spool section of the hoist valve. These valves
The check poppets located in the spool section
maintain back pressure on the low pressure passage
permit free flow from the work port to the pilot port
and direct the hoist cylinder return oil back to the
and restrict flow from the pilot port to the work port.
hydraulic tank.
These check poppets control spool response and
spool movements during void conditions.
960E-1 5
Hoist pilot valve Bleed down manifold

Hoist pilot valve (1, Figure 10-3) is mounted in the The pilot valve/hoist valve hydraulic circuit is routed
hydraulic components cabinet behind the operator’s through the bleed down manifold located on the left
cab. The hoist pilot valve spool is spring centered to frame rail. The hoist limit solenoid and pilot operated
the neutral position and is controlled directly by the check valve described below are contained in the
operator through a lever mounted on the console manifold. Refer to Structure, functions and
between the operator and passenger seat. A cable maintenace standard section Steering circuit for
connects the cab mounted lever to the hoist pilot more information about the bleed down manifold.
valve in the hydraulic components cabinet.
Hoist limit solenoid
When the operator moves the hoist control lever, the
pilot valve spool moves and directs pilot flow to the Hoist limit solenoid (5, Figure 10-1), located on the
appropriate pilot port on the hoist valve. The pilot flow bottom of the bleed down manifold, is used in the
causes the main spool to direct oil flow to the hoist hydraulic circuit to prevent maximum hoist cylinder
cylinders. extension.
The hoist pilot valve is equipped with a one-way load The 3-way valve solenoid valve is controlled by a
check valve which allows free flow from the center proximity switch (hoist limit switch) located near the
passage to bridge core and prevents reverse flow. body pivot and the right rear suspension upper
The valve also contains power down relief valve (2), mount.
which is used to limit the power down pressure to When the body is nearly fully raised, the body
10 400 kPa (1,500 psi). 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

1. Hoist Pilot Valve 4. To Hoist Valve
2. Power Down Relief (Rod End)
Valve 5. To Hoist Valve
3. Supply Port (Base End)
6. Return to Tank
6 960E-1
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 4. Overcenter Valve

2. Counterbalance 5. Quick Disconnects
Valve 6. Steering/Brake Pump
3. Needle Valve 7. Hoist Pump
960E-1 7
Hoist pilot valve operation Float position with body down

Refer to Figure 10-5 through Figure 10-9 for oil flow Refer to Figure 10-5.
paths during the following hoist circuit conditions:
Figure 10-5 shows the position of the hoist pilot valve
• Float (with body down) when the truck body is resting on the frame.
• Power up However, the hoist valve internal valves and spools
will be in the position shown in Figure 10-7.
• Hold
Oil from the hoist pump enters the inlet sections of
• Power down the hoist valve in supply port (11), passes through
• Float 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 tee’s 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.
8 960E-1
FIGURE 10-5. FLOAT POSITION (BODY DOWN)

1. Hoist Relief Valve (2,750 psi) 9. Head End Work Port 17. Anti-Void Check Valve
2. Flow Control Valve 10. Tank Return Port 18. Load Check Valve
3. Secondary Low Pressure 11. Supply Port 19. High Pressure Passage
Valve (250 psi) 12. Pilot Supply Port 20. Low Pressure Passage
4. Snubber Valve 13. Hoist Limit Solenoid 21. Pilot Operated Check Valve
5. Rod End Work Port 14. Raise Pilot Port 22. Primary Low Pressure Relief
6. Hoist Cylinders 15. Down Pilot Port Valve (26 psi)
7. Rod End Spool 16. Power Down Relief Valve 23. Brake Cooling Circuit Port
8. Head End Spool (1,500 psi) 24. Overcenter Manifold
960E-1 9
Power up operation No pressure is present on the top of rod end spool

(7). Cylinder return pressure passes through the
Figure 10-6.
check-poppet in the bottom of rod end spool (7) to
The hoist pilot valve spool is moved to the power up build pressure under the spool, which moves the
position when the operator moves the lever rearward spool upward, thus compressing the top spring. This
in the cab. The pilot supply oil coming in pilot supply movement allows the returning cylinder oil to flow into
port (12) of the hoist pilot valve is prevented from low pressure passage (20) to primary low pressure
returning to the hydraulic tank. Instead, the oil is relief valve (22). Approximately 179 kPa (26 psi)
directed out raise pilot port (14), through hoist limit causes this relief valve to open, allowing the oil to
solenoid (13) in the bleed down manifold, and into flow through tank return port (10) to the hydraulic
raise pilot port port (14) of the hoist valve. tank.
From there it goes to the top of head end spool (8) If the load passing over the tail of the body during
and builds pressure on the end of the spool, causing dumping causes the body to raise faster than the oil
the spool to move down and compress the bottom is being supplied by the pump, the return oil from the
spring, thus connecting high pressure passage (19) annulus area of hoist cylinders (6) that is passing
to head end work port (9). Working oil flow in the high through the counterbalance valve in overcenter
pressure passage is now allowed to flow through manifold (24) controls how fast the hoist cylinders
head end spool (8) and out head end work port (9) to can extend due to the external force of the load. The
extend hoist cylinders (6). speed is controlled by counterbalance valve.
Even though a small amount of oil flows through the During the normal raise process, the raise pilot
check poppet in the top of head end spool (8), pressure supplied to the counterbalance valve will
pressure at raise pilot ports (14) increases to slightly open the cylinder return ports fully whenever the
higher pressure than the required hoist cylinder raise pressure is above 4 600 kPa (666 psi). As the
pressure. As a result, the pressure in pilot supply load shifts toward the tail of the body, the raise
ports (12) also increases, causing back pressure to pressure decreases. As it drops below 4 600 kPa
occur in the spring area of flow control valve (2). This (666 psi), the counterbalance valve starts restricting
overcomes the pilot pressure on the other end of the oil flow, causing a back pressure to the annulus area.
flow control valve, causing it to close and direct the If the raise pressure were to drop to 0, return
incoming pump oil through head end spool (8) and to pressure would increase to 20 400 kPa (3,000 psi)
hoist cylinders (6) to extend them. At this time, oil maximum.
flow to the brake cooling circuit is stopped.
When the operator releases the hoist control lever,
If, at any time, the resistance to the flow of the pump the valves change to the HOLD position. If the body
oil coming into the inlet section causes the pressure rises to the position that activates the hoist limit
to increase to 18 960 kPa (2,750 psi), the pilot switch, located above the right rear suspension,
pressure against hoist relief valve (1) causes it to before the operator releases the lever, hoist limit
open and allow oil to flow through brake cooling solenoid (13) is energized. The solenoid valve closes
circuit port (23) and to return to the hydraulic tank. raise pilot port (14) on the hoist and releases the
hoist pilot valve raise pilot pressure at port (14) to the
As the hoist cylinders extend, oil in the annulus area
tank, allowing head end spool (8) to center and shut
of all three stages must exit sequentially from the
off the supply of oil to the hoist cylinders. This
cylinders. Initially, rod end spool (7) ports are closed.
prevents maximum extension of the hoist cylinders.
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.
10 960E-1
FIGURE 10-6. POWER UP POSITION

960E-1 11
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.
12 960E-1
FIGURE 10-7. HOLD POSITION

960E-1 13
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.
14 960E-1
FIGURE 10-8. POWER DOWN POSITION

960E-1 15
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.
16 960E-1
FIGURE 10-9. FLOAT POSITION

960E-1 17
Hoist cylinder wear data
Criteria
New Rebuilt
355.625 ± 0.076 mm 355.879 ± 0.330 mm
1 Cylinder housing I.D.
(14.001 ± 0.003 in.) (14.011 ± 0.013 in.)
330.175 ± 0.025 mm 330.175 ± 0.025 mm
O.D.
1st stage (12.999 ± 0.001 in.) (12.999 ± 0.001 in.)
2
(13.0 in. rod) 298.475 ± 0.076 mm 374.929 ± 0.330 mm
I.D.
(11.751 ± 0.003 in.) (14.761 ± 0.013 in.) Rebuild/replace
269.215 ± 0.025 mm 269.215 ± 0.025 mm cylinder
O.D.
2nd stage (10.599 ± 0.001 in.) (10.599 ± 0.001 in.)
3
(10.5 in. rod) 241.325 ± 0.076 mm 241.579 ± 0.330 mm
I.D.
(9.501 ± 0.003 in.) (9.511 ± 0.013 in.)
3rd stage 177.775 ± 0.025 mm 177.775 ± 0.025 mm
4 O.D.
(7.0 in. rod) (6.999 ± 0.001 in.) (6.999 ± 0.001 in.)
Criteria
New bearing diameter Maximum wear - 1%
Spherical bearing Upper bearing 164.465 mm (6.475 in.) 1.625 mm (0.064 in.) Replace
5
wear Lower bearing 200 mm (7.874 in.) 2 mm (0.079 in.) bearing
18 960E-1
NOTES
960E-1 19
960E-1 Dump truck

20 960E-1
CEN10003-00
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
960E-1 1
NOTES
2 960E-1
General information The brake system consists of several major valve

components: the dual circuit brake valve, two
The Komatsu truck is equipped with an all-hydraulic
hydraulically-operated dual relay valves, the brake
actuated wet disc service brake system. The brake
manifold and two accumulators. The dual circuit
system utilizes Type C-4 hydraulic oil provided by the
brake valve is the only component located in the
brake/steering pump from the main hydraulic tank for
operator's cab. The dual relay valve for the front
brake application. Brake disc cooling during truck
brakes, the brake manifold, and the electrical
operation is provided by the hoist circuit pump
components are located in the hydraulic brake
through the hoist valve. A disc type parking brake,
cabinet behind the cab (see Figure 10-1). The dual
located in the rear axle housing, is attached to each
relay valve for the rear brakes is located in the rear
wheel motor. The fundamental function of the brake
axle housing. The two accumulators are mounted on
system is to provide an operator with the the
the frame rail behind the right front tire.
necessary control for stopping the truck in either a
slow modulating fashion or in as short a distance as The brake manifold contains dual circuit isolation
reasonably possible. check valves, accumulator bleed down valves, and
valves for the brake lock, parking brake and
Outlined below are the functions that Komatsu feels
automatic apply functions. All of these components
are necessary for safe truck operation:
are screw-in cartridge type valves.
• Warn the operator as soon as practical of a
There are two independent means of brake actuation
serious or potentially serious loss of brake
provided for the operator: the service brake/retarder
pressure so that proper action can be taken to
pedal and the wheel brake lock switch. Additionally,
stop the truck before the secondary system is
the brakes will apply automatically if the brake
exhausted of its power.
system supply drops below a predetermined
• Provide secondary brake circuits so that any pressure.
single failure leaves the truck with sufficient
NOTE: The following brake circuit descriptions
stopping power.
should be used in conjunction with the hydraulic
• Automatically apply the service brakes if low brake system schematic located in the Diagrams and
pressure warnings are ignored and pressures drawings section.
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.
960E-1 3
Service brake circuit operation Secondary braking and auto apply

This portion of the system provides the operator with A fundamental function of the secondary brake
the precise control that is necessary to modulate system is to provide reserve braking in the event of
(feather) brake pressure to slowly stop the truck or any single failure. For this reason, the system is
develop full brake effort to stop as quickly as divided into multiple circuits, each with its own
possible. The heart of this circuit is the foot-operated, isolation check valve, accumulators, and circuit
dual circuit brake valve located in the cab. This valve regulator. The secondary system becomes whatever
enables the operator to control the relatively high circuit(s) is operable after a failure. If the failure is a
pressure energy within the brake accumulators jammed treadle valve, then the brake lock becomes
directed to the brakes. the secondary system. Otherwise, either of the two
brake circuits would be the secondary system.
There are two valves in the dual circuit brake valve.
One supplies pressure to dual relay valve (1, Figure The brake accumulators perform two functions:
10-1) in the hydraulic brake cabinet to provide apply provide rapid flow for good response and store
pressure for the front brakes. The other supplies energy for secondary braking. The check valves
pressure to a dual relay valve located in the rear axle ensure that this energy is retained if a failure should
housing to provide apply pressure for the rear brakes. occur in the brake system supply or an accumulator
circuit. An additional check valve, located between
As the brake pedal is depressed, each valve within
the supply line from the steering/brake pump and the
the dual circuit brake valve simultaneously delivers
brake manifold, provides additional protection against
hydraulic oil from its respective accumulator to the
pressure loss if the oil supply is interrupted.
dual relay valves, which then deliver hydraulic oil to
the wheel brakes at a pressure that is proportional to If a failure occurs in the pump, steering, or either
both pedal position and the force being applied to the brake accumulator circuit, a low brake pressure
pedal. The further the pedal is depressed, the higher warning light located on the overhead panel in the
the brake force, which gives the operator a very cab will illuminate, and an audible alarm will sound,
positive feel of control. indicating that the vehicle should be stopped as soon
as practical. When the pressure in one accumulator
Brake accumulators have two functions: storing
circuit is lower than the preset level, all the service
energy for reserve braking in the event of a failure
brakes will be automatically applied. Automatic brake
and providing rapid oil flow for good brake response.
application is accomplished by automatic apply
Depressing the brake pedal also actuates stop light sequence valve (8, Figure 10-1) located in the brake
pressure switch (20), which in turn activates the manifold. This valve senses the lower brake
brake light on top of the cab, the stop/tail lights on the accumulator pressure. When the pressure is less
rear axle housing and the propulsion interlock. 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,
NOTE: For an internal view of the brake valve, refer applying all the brakes.
to Figure 10-2.
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.
4 960E-1
FIGURE 10-1. HYDRAULIC BRAKE CABINET

1. Dual Relay Valve 13. Brake Lock Solenoid Valve (SV1)
2. Hoist Pilot Valve 14. Parking Brake Release Pressure (PK2)
3. Relief Valve (Hoist Power Down) 15. Low Accumulator Test Port (LAP1)
4. Brake Lock Shuttle Valve 16. Low Brake Pressure Switch
5. Brake Manifold 17. Parking Brake Pressure Switch
6. Brake Oil Supply Pressure Test Port (SP3) 18. Automatic Brake Apply Solenoid Valve (SV3)
7. Rear Brake Accumulator Bleed Valve 19. Junction Manifold
8. Automatic Apply Sequence Valve 20. Stop Light Pressure Switch
9. Front Brake Accumulator Bleed Valve 21. Brake Lock Degradation Switch
10. Parking Brake Solenoid Valve (SV2) 22. Rear Brake Pressure Test Port (BR)
11. Brake Lock Apply Pressure Test Port (PP3) 23. Front Brake Pressure Test Port (BF)
12. Pressure Reducing Valve (PR)
960E-1 5
Parking brake circuit operation If a loss of supply pressure occurs with the directional
control lever in F, R, or N, the parking brake solenoid
The parking brakes are spring applied and
will still be energized. The supply circuit that lost
hydraulically released. Whenever the parking brake
pressure is still open to the parking brake pistons. To
solenoid is de-energized, the spring in the solenoid
prevent parking brake pressure oil from returning to
valve will shift the spool, diverting oil pressure from
the supply circuit, a check valve in the parking brake
the parking brakes to direct the oil back to the
circuit traps the oil, holding the parking brake in the
hydraulic tank.
released position.
Normal operation (key switch ON, engine on) NOTE: Normal internal leakage in the parking brake
• Directional control lever in PARK solenoid may allow leakage of the trapped oil to
Automatic brake apply solenoid (18, Figure 10-1) return to tank and eventually allow parking brake
is energized, causing all four service brakes to application.
apply. After one second, parking brake solenoid If 24 volt power to the parking brake solenoid is
(10) is de-energized. The oil pressure in the interrupted, the parking brake will apply at any truck
parking brake lines returns to tank and the speed. The spring in the solenoid will cause it to shift,
springs in the parking brake apply the brake. opening a path for the oil pressure in the parking
Parking brake pressure switch (17) closes, brake line to return to tank, and the springs in the
completing a path to ground and illuminating the parking brake will apply the brake. Parking brake
parking brake light on the status indicator dash pressure switch (17) will close, completing a path to
panel. After a 1/2 second, the automatic brake ground and interrupting propulsion.
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).
6 960E-1
Wheel brake lock circuit operation Brake warning circuit operation

The primary function of the wheel brake lock is to The brake warning circuit is equipped with a low
provide a means for the operator to hold the truck brake pressure warning light on the overhead panel
while at the shovel or dump. The brake lock only and an audible alarm in the cab to alert the operator
applies the rear service brakes. It may also provide to low brake pressures. Several electrical sensors, a
a secondary means of stopping the truck in the event relay and delay timer are used to detect brake
of a brake valve malfunction. system problems.
During normal operations, the wheel brake lock will • Brake Warning Relay
function only when: When the wheel brake lock switch is ON, the
brake warning relay is energized and switches
• the control power is ON,
the electrical connection from the terminal to
• the key switch is ON, brake lock degradation switch (21, Figure 10-1).
When the wheel brake lock switch is OFF, the
• and the parking brake is not activated (directional
relay is de-energized and switches the
control lever is not in PARK).
connection from the brake lock degradation
If the wheel brake lock is applied while the truck is switch to the terminal.
moving, the brake lock function will remain applied
• System Supply Pressure Switch
after the truck is stopped regardless of the conditions
The system supply pressure switch is located on
stated above (except the control power must be ON
the pump pressure sensing manifold. When
for the wheel brake lock to function). The operator
system supply pressure drops below 15 800 kPa
must deactivate the wheel brake lock.
(2,300 psi), the low brake pressure warning and
When the wheel brake lock switch on the dash panel buzzer will activate.
is activated, brake lock solenoid valve (13, Figure 10-
• Low Brake Pressure Switch
1) and pressure reducing valve (12) will apply
Low brake pressure switch (16) is located on
unmodulated pressure oil at 13 800 kPa (2,000 psi)
brake manifold (5) in te hydraulic brake cabinet.
to fully actuate the rear brakes. Shuttle valve (4) in
When the brake accumulator with the lower
the rear brake line provides the independence from
pressure falls below 12 700 kPa (1,850 psi), the
the brake valve for brake application.
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.
960E-1 7
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
16. Reaction Plunger (B2)
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
8 960E-1
Brake assembly wear data
Criteria
No. Check item Maximum Remedy
New
wear
3.70 mm 3.40 mm
Overall thickness
(0.15 in.) (0.13 in.)
0.50 mm 0.70 mm Replace separator
1 Check separator plates Flatness
(0.020 in.) (0.027 in.) plate
> 10% of
Scoring -
surface area
7.70 mm 6.88 mm
Overall thickness
(0.30 in.) (0.27 in.)
0.45 mm 0.70 mm
Flatness
(0.018 in.) (0.03 in.)
Disc to disc wear < 0.164 mm
-
variation (0.0065 in.)
2 Check friction discs Replace friction disc
Friction material 1.10 mm 0.69 mm
depth (each side) (0.043 in.) (0.027 in.)
Friction material > 10% of
-
loss surface area
Friction material
- -
flakes off easily
8.20 mm 6.60 mm
3 Check damper Overall thickness Replace damper
(0.32 in.) (0.26 in.)
Check assembled thickness
• 10 separator plates 138.10 mm 129.08 mm Replace brake
4 Overall thickness
• 11 friction discs (5.437 in.) (5.082 in.) assembly
• 2 dampers
960E-1 9
960E-1 Dump truck

10 960E-1
CEN10004-00
960E-1

960E-1 A30003 and up

Suspensions
Front suspension wear data.................................................................................................................................. 3
Rear suspension wear data .................................................................................................................................. 4
960E-1 1
NOTES
2 960E-1
General information Front suspension wear data

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.
FIGURE 10-1. FRONT SUSPENSION CYLINDER
Criteria
New Maximum wear
457.20 -0/+0.05 mm Replace cylinder
1 Check bore diameter 457.50 mm (18.012 in.)
(18.000 -0/+0.002 in.) housing
422.20 +0/-0.05 mm
2 Check rod diameter 422.00 mm (16.614 in.) Replace rod
(16.622 +0/-0.002 in.)
960E-1 3
Rear suspension wear data
FIGURE 10-2. REAR SUSPENSION CYLINDER
Criteria
New Maximum wear
393.70 -0/+0.05 mm Replace cylinder
1 Check bore diameter 394.00 mm (15.512 in.)
(15.500 -0/+0.002 in.) housing
355.52 +0/-0.05 mm
2 Check rod diameter 355.32 mm (13.989 in.) Replace rod
(13.997 +0/-0.002 in.)
Spherical bearing
3 128.02 mm (5.04 in.) 1.28 mm (0.05 in.) Replace bearing
wear
4 960E-1
NOTES
960E-1 5
960E-1 Dump truck

6 960E-1
CEN10005-00
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
960E-1 1
NOTES
2 960E-1
Battery supply system While the engine is off, power is supplied by the
batteries. During engine cranking, power is supplied
The truck uses a 24VDC electrical system to supply
by the batteries. When the engine is running,
power for the engine starting circuits and most non-
however, power is supplied by a high capacity
propulsion related electrical components. The 24VDC
alternator that is driven by the engine.
engine starting circuit is supplied by four heavy duty,
type 8D, 12-volt storage batteries (3, Figure 10-1). During operation, the batteries function as an
The batteries are of the lead-acid type, each electrochemical device that converts chemical energy
containing six 2-volt cells. into the electrical energy that is required for operating
the accessories when the engine is off.
FIGURE 10-1. BATTERY BOX & BATTERY CONTROL BOX

1. Battery Box Cover Latch 5. Circuit Breaker (50 amp) 8. Battery Disconnect Switch
2. Auxiliary Battery Receptacles 6. Engine Start Relay (System)
3. Batteries 7. Battery Disconnect Switch 9. Isolation Diode
4. Battery Control Box (Starter)
960E-1 3
Battery disconnect switches provide a convenient Auxiliary control cabinet components

method of disconnecting the batteries from the truck’s
The auxiliary control cabinet houses various
electrical circuits without having to remove any
components for the 24VDC circuits, engine related
battery cables. Rearward disconnect switch (7)
devices, and terminal strips that connect truck wiring
opens the starter battery circuit only, preventing
harnesses with the main control cabinet and cab.
engine startup while still allowing battery power to the
24VDC control system circuits, if desired. Forward The following information describes the components
disconnect switch (8) disconnects the 24VDC system in the auxiliary control cabinet and their operation.
batteries. Additional detailed information for operation and
troubleshooting can be found in the engine
Two pairs of receptacles (2), located near the battery
manufacturer's service publications and the
disconnect switches, are provided to attach battery
appropriate GE publications. Also refer to the
charger leads for charging the batteries. These
electrical schematics in the Drawings and diagrams
receptacles can also be used for connecting external
section.
batteries to aid engine starting during cold weather.
When external batteries are used, they should be of 24VDC to 12VDC converter
the same type (8D) as the batteries installed on the
truck. Two pairs of batteries should be used. Each 24VDC to 12VDC converter (7, Figure 10-2) is used
pair should be connected in series to provide 24VDC, to convert the 24 volt battery system voltage to 12
with one pair connected to the front receptacle and volts for various truck components such as the radio/
the other pair connected to the rear receptacle on the CD player, cab power windows, and the auxiliary
truck. power receptacles in the cab. The converter output
circuits are protected by 50 amp circuit breaker (5,
Schottky type isolation diode (9) is used to provide Figure 10-1) located inside the battery control box.
isolation between the electrical system battery
circuits and the dual starter motor start command Diode board - DB1
circuits. This device controls the direction of current
flow in high current applications. The isolation diode Diode board (16) contains 24 replaceable diodes that
allows current from the battery charging alternator to are mounted on a plug-in connector for easy
charge the batteries, but prevents current flow from replacement. Some of the diodes are used in the coil
the batteries to the starter motors when the engine is circuit of various relays to suppress the resultant coil
started. voltage spike when power is removed from the
circuit, preventing damage to other circuit
Engine start relay (6) receives the signal to begin components (lamp filaments, etc.). Other diodes are
cranking from the start relay located on relay board used to control the flow of current in a circuit as
RB6 in the auxiliary control cabinet. When the engine required. Resistors or diodes may also be installed in
start relay is activated, it provides current to the sockets P7 through P12.
starter motors to engage the drives and begin
cranking the engine, eliminating the need for Power distribution terminals
magnetic switches.
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.
4 960E-1
Pulse voltage modulator (PMV) Control power relay

The Pulse Voltage Modulator (4) receives a load Control power relay (6) is energized when the control
curve signal from the engine controls and converts it power switch, located in the main control cabinet, is
to a 0 to 10 volt signal for use by a PSC card in the turned ON. This relay isolates the GE control power
Integrated Control Panel (ICP). from the truck circuits and provides power to non-
propulsion system 24VDC components.
FIGURE 10-2. AUXILIARY CONTROL CABINET - LEFT WALL

1. 24VDC Terminal 7. 24VDC to 12VDC Converter 13. Relay Board - RB7
2. 12VDC Terminal 8. Relay Board - RB1 14. Relay Board - RB8
3. Key Switch Power Relay 9. Relay Board - RB3 15. Relay Board - RB9
4. Pulse Voltage Modulator (PVM) 10. Relay Board - RB4 16. Diode Board - DB1
5. 12V Power Relay 11. Relay Board - RB5
6. Control Power Relay 12. Relay Board - RB6
960E-1 5
Fuse blocks Relay boards

Four fuse blocks (1, Figure 10-3) and four fuse The auxiliary control cabinet contains eight relay
holders (2) contain fuses that protect various circuits boards to provide control for many of the 24VDC
on the truck. Always replace a blown fuse with a new circuits. Two types of boards are used. One type of
one of the same rating. For a listing of fuse sizes and board contains circuit breakers in addition to 24VDC
circuits, refer to Troubleshooting section Fault code relays and a PC board for special functions. The
table and fuse locations. 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
FIGURE 10-3. AUXILIARY CONTROL CABINET - open” light will turn ON whenever there is a voltage
FRONT VIEW difference across the two terminals of a circuit
1. Fuse Blocks 2. Fuse Holders breaker.
6 960E-1
If a control switch has been turned ON and a green preventing an electrical connection. Swap
(K) light is on, but that component is not operating, relays and check again. Replace defective
check the following on the relay board for that circuit: relays. Relays may take one minute to trip
and 30 seconds before they can be reset.
If a circuit breaker light is on, press all the
circuit breakers to make sure that they are Check the wiring and all of the connections
all on. There is no visual indication as to between the relay board and the
which circuit breaker has been tripped. component for an open circuit.
Check the operation of the component. If it The component may be defective. Replace
trips again, check the wiring or component the component.
for the cause of the overload.
There is a poor ground at the component.
The contacts inside the relay may not be Repair the ground connection.
closing, or the contacts may be open,
FIGURE 10-4. TYPICAL RELAY BOARDS

- RB1, RB3, RB4, RB5
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
960E-1 7
Relay boards RB6, RB7, RB8, RB9 Relay functions

Auxiliary relay boards do not contain circuit breakers The functions of each relay are described below.
or modular cards. Additional circuits may be added
by utilizing a spare relay socket. See Figure 10-5. Relay board 1 (RB1)
The control circuit for the relays are the “+” and “-” 1 - Flasher Power Light (green): This light will be
terminals: illuminated when the turn signals or hazard
• “+” terminal is for positive voltage. lights are activated.
• “-” terminal is for grounding of the control circuit. 1 light will be illuminated during right turn
• Either circuit can be switched “open” or “closed” to signal operation
control the position of the relay. 2 light will be illuminated during left turn
signal operation
The terminals of the switched circuit from the relay
contacts are labeled as follows: 3 light will be illuminated when clearance
• NC - Normally Closed lights are activated.
• COM - Common 4 light will be flashing when the turn signals
• NO - Normally Open or hazard lights are in operation.
COM terminal is for the voltage source NOTE: If circuit breakers CB13 and CB15 are in the
(protected by a circuit breaker) coming into OFF position, no warning will be noticed until the
the relay which will supply the electrical clearance light switch is turned ON.
power for the component being controlled. 1 - Flasher Module card
NC terminal is connected (through the
2 - 12.5 amp circuit breakers (CB13, CB15)
relay) to the “COM” terminal when the relay
is not energized (when the control circuit 4 - Relays
terminals “+” & “-” are not activated).
Left Turn Light Relay (K1)
NO terminal is connected (through the
relay) to the “COM” terminal when the relay Right Turn Light Relay (K2)
is energized (by the control circuits “+” & “-” Clearance Lights Relay (K3)
being energized).
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)
FIGURE 10-5. AUXILIARY RELAY BOARD -
RB6, RB7, RB8, RB9 Stop Lights Relay (K2)
1. Circuit Board 5. Mounting Plate Retard Lights Relay (K3)
2. Mounting Rail 6. Foam Block
3. Screw 7. Relay
4. Nut
8 960E-1
Relay board 4 (RB4) Relay board 7 (RB7)

1 - Steering Pressure Bleeddown Timer Module Brake Lock Limitation Relay (K1)
card Brake Lock Limitation Relay (K2)
1 - Bleed Down Light (green): This light is Brake Lock Limitation Relay (K3)
illuminated when the bleed down solenoid is
being energized. The bleed down timer will Brake Lock Limitation Relay (K4)
energize the solenoid for 90 seconds after the IM Warning Relay (K5)
key switch is turned OFF.
Timed Engine Shutdown Light Relay (K6)
3 - 12.5 amp circuit breakers (CB20, CB21, CB22)
Brake Lock Limitation Relay (K7)
4 - Relays Timed Engine Shutdown Relay (K8)
Parking Brake Failure Relay (K1)
Engine Cranking Oil Pressure Interlock
Relay (K2) Relay board 8 (RB8)
Horn Relay (K3) 70% Load Signal to PSC Relay (K1)
Body-Up Relay (K4) Full Load Signal to PSC Relay (K2)
A/C Shutter Control Relay (K3)
Relay board 5 (RB5) PLMIII Lights Relay (K4)
1 - Light Display Module card Shutter Control Relay (K5)
1 - Lights Control Light (green): This light is PLMIII Red Lights Relay (K6)
illuminated when 24 volts is being supplied to PLMIII Amber Lights Relay (K7)
the battery terminal of the light switch.
PLMIII Green Lights Relay (K8)
5 - 12.5 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
4 - Relays Relay board 9 (RB9)
Left Low Beam Relay (K1) Start Circuit Relay (K1)
Right Low Beam Relay (K2) Brake Auto Apply Power Relay (K2)
Left High Beam Relay (K3) Low Steering Pressure Power Relay (K3)
Right High Beam Relay (K4) Parking Brake OFF Relay (K4)
Key Switch Start Activation Relay (K5)
Relay board 6 (RB6) Low Steering Pressure Ground Relay (K6)
Backup Horn Relay (K1) Spare Relay (K7)

Spare Relay (K8)
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)
960E-1 9
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 3. Proximity Switch

Bracket 4. Actuator Arm
2. Adjustment 5. Adjustment
Capscrews Capscrews
10 960E-1
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.
FIGURE 10-7. HOIST LIMIT SWITCH

1. Body 4. Switch Mounting
2. Frame Plate
3. Actuator Arm 5. Hoist Limit Switch
960E-1 11
960E-1 Dump truck

12 960E-1
CEN10006-00
960E-1

960E-1 A30003 and up

Interface module (IM)
Sensors................................................................................................................................................................. 3
Interface module inputs and outputs ..................................................................................................................... 4
960E-1 1
NOTES
2 960E-1
General information Sensors

Interface module (1, Figure 10-1) collects data from Temperature sensors
various sensors and sends this information to the
VHMS controller through the main wiring harness. Temperature sensors (Figure 10-2) monitor the
The interface module (IM) is located in the auxiliary ambient air temperature and the hydraulic oil
control cabinet. temperature. An ambient air temperature sensor is
located on the left side of the air blower inlet duct for
New IM controllers come unprogrammed and must the traction alternator. The hydraulic oil temperature
have the correct software installed in order to sensors are located at each wheel to measure the oil
function. Refer to Testing and adjusting section temperature as it leaves each brake assembly.
Interface module (IM) for the correct software
installation procedures.
FIGURE 10-2. TEMPERATURE SENSOR
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 3. Connector IM2
2. Connector IM1 4. Connector IM3
FIGURE 10-3. PRESSURE SENSOR
1. Pin 1, Input (Brown) 3. Sensor

2. Pin 2, Signal (Red)
960E-1 3
Interface module inputs and outputs

Table 2: Pulse, PWM and analog inputs
Display Signal Connector Checkout Parm full

Input Source Input signal Configure
type type - Pin type scale
Truck speed
IM1-e
Digital input + (1) 0 to 2083 0 to 2500
Truck speed 2 GE Pulse TPU8
readout Truck speed Hz rpm
IM1-f
input -
Truck speed
IM1-g
Digital input + (1) 0 to 4772 0 to 60
Truck speed 1 GE Pulse TPU5
readout Truck speed Hz mph
IM1-h
input -
Radiator fan Radiator fan TPU6 and
None Truck PMW IM1-t 0 to 28 0 to 28V
clutch voltage clutch voltage TPU7(2)
Hydraulic oil Analog Left rear brake -57 to
Truck Analog AN54 IM3-i 0 to 5.375
temp - left rear gauge oil temp 150 °C
Hydraulic oil Analog Right rear brake -57 to
Truck Analog AN53 IM3-m 0 to 5.375
temp - right rear gauge oil temp 150 °C
Hydraulic oil Analog Left front brake -57 to
Truck Analog AN51 IM3-t 0 to 5.375
temp - left front gauge oil temp 150 °C
Hydraulic oil Analog Right front -57 to
Truck Analog AN52 IM3-r 0 to 5.375
temp - right front gauge brake oil temp 150 °C
+5V sensor +5 volts for
None Truck Analog AN58(3) IM3-j 0 to 30 0 to 30V
monitor sensors
Battery voltage Analog Battery voltage,
Truck Analog AN0(4) internal 0 to 40 0 to 40V
(24V) gauge 24V
Ambient Ambient -50 to
None Truck Analog AN55 IM3-e 0 to 5.375
temperature temperature 160 °C
DC converter DC converter
None Truck Analog AN2(5) IM3-h 0 to 20 0 to 20V
voltage (12V) voltage (12V)
Battery voltage Battery voltage
None Truck Analog AN3(5) IM3-k 0 to 20 0 to 20V
B (12V) B (12V)
Battery voltage Battery voltage
None Truck Analog AN48(5) IM3-n 0 to 20 0 to 20V
C (12V) C (12V)
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 Steering
None Truck Analog AN56(6) IM3-d 0 to 25 ma -
pressure pressure
Brake pressure None Truck Analog Brake Pressure AN57(6) IM3-p 0 to 25 ma -
Analog
Fuel level Truck Analog Fuel level AN1(7) IM3-g 0 to 15 -
gauge
(1) (5)
Configure TPU for frequency input. Scale factor is 0.249 V/V.
(2) (6)
Configure TPU for PWM input. Scale factor is 200 mV/ma.
(3) (7)
Scale factor is 0.1883 V/V. Scale factor is 0.333 V/V.
(4)
Scale factor is 0.125 V/V.
4 960E-1
Table 3: Digital inputs
Display Signal Connector

Input Source Input signal Configure Force to On
type type - Pin
Circuit breaker Amber Circuit breaker
Truck Digital CS4, D13 IM2-g Ground 0
tripped caution tripped
Hydraulic oil Amber
Truck Digital Pump filter switches CS4, D5 IM2-Y Ground 1
filter caution
Propulsion Amber Propel system
GE Digital CS8, D15 IM2-t Ground 0
system warning caution caution switch
Propulsion Amber Propel system temp
GE Digital CS7, D8 IM3-A Ground 0
system temp caution caution switch
Retard at Amber Reduced retard
GE Digital CS8, D13 IM2-r Ground 0
continuous level caution level switch
Reduce Amber Propel system
GE Digital CS7, D9 IM3-B Ground 0
propulsion caution reduced level switch
Low steering Low steering
Red light Truck Digital CS3, D0 IM2-S Ground 1
pressure alert pressure switch 1
Low steering Low steering
Red light Truck Digital CS4, D3 IM2-W Ground 1
precharge alert precharge switch 1
Steering accum Amber Steering accum
Truck Digital CS4, D6 IM2-Z Ground 0
pressure status pressure switch
Brake lock CS8, D0 IM2-i 24VDC 1
Composite Brake accum
Red light Truck Digital CS4, D1 IM2-U Ground 1
brake alert pressure switch
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 Propel system at
None GE Digital CS4, D9 IM2-c Ground 0
at rest/not ready rest/not ready
No propel/retard
Digital CS8, D10 IM2-n Ground 0
switch
Propel alert Red light Truck
No propel switch/
Digital CS8, D11 IM2-p Ground 0
diode fault
Hydraulic tank Hydraulic tank oil
Red light Truck Digital CS8, D8 IM2-k Ground 1
oil level alert level
Parking brake Amber Parking brake
Truck Digital CS3, D2 IM2-M Ground 0
released status pressure switch
Selector switch Amber Selector switch
Truck Digital CS3, D4 IM2-N 24VDC 1
(FNR) status (FNR)
Crank request None Truck Digital Crank request CS8, D1 IM2-j 24VDC 1
Key switch, Amber
Truck Digital Key switch CS3, D5 IM2-P 24VDC 1
direct status
Crank inhibit/ Crank inhibit/
timed engine None Engine Digital timed engine CS7,D13 IM3-F 24VDC 1
shutdown shutdown
960E-1 5
Table 3: Digital inputs
Display Signal Connector

Input Source Input signal Configure Force to On
type type - Pin
GE batt+ None GE Digital GE batt+ CS8, D12 IM3-M 24VDC 1
Snapshot in Snapshot in
None VHMS Digital CS3, D1 IM2-L Ground 0
progress progress
Mode switch 1 -
None Truck Digital - CS3, D15 IM3-H Ground 0
left arrow
Mode switch 2 -
None Truck Digital - CS8, D2 IM3-J Ground 0
OK
Mode switch 3 -
None Truck Digital - CS8, D3 IM3-K Ground 0
down arrow
Mode switch 4 -
None Truck Digital - CS4, D15 IM2-q Ground 0
up arrow
Keyswitch, Keyswitch
None Truck Digital CS7, D14 IM3-G 24VDC 1
override overridden by GE
Brake lock Brake lock
switch power None Truck Digital switch power CS7, D15 IM3-L 24VDC 1
supply supply
Service brake Service brake set
None Truck Digital CS7, D10 IM3-C 24VDC 1
set switch
Secondary
Secondary engine
engine None Truck Digital CS7, D12 IM3-E 24VDC 0
shutdown switch
shutdown
Cranking motor Cranking motor 1
None Truck Digital CS8, D6 IM3-R 24VDC 1
1 energized energized
Cranking motor Cranking motor 2
None Truck Digital CS8, D7 IM3-S 24VDC 1
2 energized energized
Parking brake Parking brake
None Truck Digital CS3,D12 IM3-V 24VDC 1
release request release request
Crank sense None Truck Digital Crank sense CS3,D13 IM3-U 24VDC 1
Selector switch Amber Selector switch
Truck Digital CS3,D14 IM3-T 24VDC 1
(PARK) status (PARK)
6 960E-1
Table 4: Pulse outputs
Display Signal Connector Checkout Parm full

Output Source Input signal
type type - Pin type scale
Digital Engine speed input + IM1-a 0 to 2083 0 to 2500
Engine speed GE Pulse
readout Engine speed input - IM1-b Hz rpm
Digital Truck speed input + IM1-c 0 to 4772 0 to 60

Truck speed GE Pulse
readout Truck speed input - IM1-d Hz mph
Table 5: Digital outputs
Function Signal Connector

Output Location Configure Checkout type
type type - Pin
PWM/ PCS2, CPWM4
Brake auto apply Control - IM1-R Low side switch
digital and SPI, OUT3
PWM/ PCS2, CPWM5
Auto lube solenoid Display Display IM1-T Low side switch
Brake cooling RPM PWM/ PCS1, TPU11
Control - IM1-L Low side switch
advance 1 digital and SPI, OUT3
PWM/ PCS1, TPU9
IM On signal Display Display IM1-K Low side switch
digital and SPI,OUT1
PWM/
Red warning lamp Display Display TPU4 IM1-G Low side switch
digital
Steering bleeddown Display/ PWM/ PCS2, CPWM2
Display IM1-P Low side switch
valve control digital and SPI, OUT1
PWM/ PCS1, TPU10
Sonalert Display Display IM1-M Low side switch
Timed engine PCS1, SPI,
- - Digital IM1-H Low side switch
shutdown relay OUT8
PCS1, SPI,
Start enable Control - Digital IM1-B Low side switch
OUT7
Parking brake PWM/ PCS1, TPU13
Control - IM1-E Low side switch
solenoid digital and SPI, OUT9
Brake cooling RPM PWM/ PCS1, TPU14
Control - IM1-X Low side switch
advance 2 digital and SPI, OUT10
960E-1 7
Table 6: Serial inputs and outputs
Connector
Input/output Type Circuit Configure
- Pin
IM transmit MC68376 TXD IM2-A
Laptop computer (programming) RS232 IM receive MC68376 RXD IM2-B
Ground - IM2-C
Monitoring bus CAN-H MC68376 TOUCAN IM1-j

(PLMIII, Modular Mining Hub, CAN / RPC CAN-L - IM1-k
VHMS, Komatsu Display) CAN-SHLD - IM1-i
CAN-H CS9, IRQ3, 82527 IM1-n
Spare CAN bus CAN / RPC CAN-L - IM1-p
CAN-SHLD - IM1-m
CAN-H CS10, IRQ4, 82527 IM1-r
J1939 engine monitor CAN / J1939 CAN-L - IM1-s
CAN-SHLD - IM1-q
IM T+ TPU1,TXD, UART IM2-J
IM T- - IM2-K
Text display RS422
IM R+ TPU1,TXD, UART IM2-G
IM R- - IM2-H
TPU3 (configure as
IM transmit IM2-D
UART TXD)
K-Brick RS232 TPU2 (configure as
IM receive IM2-E
UART TXD)
Ground - IM2-F
Table 7: Power supplies
Connector
Power supply Type Note
- 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
8 960E-1
NOTES
960E-1 9
960E-1 Dump truck

10 960E-1
CEN10007-00
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
960E-1 1
NOTES
2 960E-1
General system operation The alternator field is supplied from a tertiary winding
on the alternator and is controlled by a silicon
NOTE: The following information provides a brief
controlled rectifier (SCR) bridge. A starting boost
description of system operation and major
circuit initially energizes the alternator from the truck
components of the AC drive system. Refer to the
batteries until the flux builds up enough to sustain
appropriate GE publication for detailed information
excitation.
and theory of operation.
Cooling air for the alternator, control cabinet and
The AC drive system consists of the following major
traction motors is supplied by a dual in-line fan
components:
assembly mounted on the rear of the alternator. This
• Alternator (coupled to a diesel engine) blower provides cooling air to the traction motors,
• In-line cooling blower propulsion inverters, dynamic retarding choppers,
and control system.
• Gate drive power converters
A resistor grid package is used to dissipate power
• Rectifier diode modules from the traction motors (operating as generators)
• AC power inverters when in dynamic retarding mode. The total retard
power produced by the traction motors is controlled
• AC induction traction motors
by the two motor inverters. The amount of retard
NOTE: Refer to Figure 10-1 for the following power dissipated by the grid package is controlled by
description. an IGBT chopper circuit and stage-controlled
contactors.
The alternator supplies three phase AC power for the
gate driver power converters and rectifier diode The PSC, which is mounted in the main control
modules. The rectifier diode modules convert the AC cabinet, determines the optimum engine operating
power to DC power, then supply that DC power to two speeds based on what the operator requests,
AC power inverters via the DC link. Each AC power propulsion system requirements, and efficient fuel
inverter inverts the rectified DC voltage, delivering usage. Interfaces between the PSC and the truck
variable voltage, variable frequency power to each of brake system allow the PSC to provide proper
the AC induction traction motors. retarding, braking and wheel slide control.
The two AC induction traction motors, each with its The PSC interfaces with the truck control interface
own inverter, are connected in parallel across the (TCI), which is mounted in the same card rack as the
rectified output of the alternator. The inverters PSC. System status and control signals are
change the rectified voltage back to AC by turning on transmitted and received between these two
and off (chopping) the applied DC voltage. components to access real time data and event
information that is stored in the PSC. This data is
The output AC voltage and frequency are controlled
displayed on the diagnostic information display (DID)
to produce optimum slip and efficiency in the traction
panel located in the cab behind the operator seat.
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.
960E-1 3
FIGURE 10-1. PROPULSION SYSTEM DIAGRAM
4 960E-1
AC drive system components

The integrated control panel (ICP) consists of three The PSC contains the following internal, removable
major components: the propulsion system controller printed circuit boards and two fiber optic boards:
(PSC), the truck control interface (TCI), and the
System CPU Card: Provides serial
traction motor controller (TMC).
communications and control functions, RS232
communications to PTU, and microprocessor
Propulsion system controller (PSC) controls for internal panel circuits.
The PSC is the main controller for the AC drive Digital I/O Card: Receives digital inputs and
system. The ICP panel receives input signals from feedback information from various propulsion and
speed sensors mounted on the alternator and control system components. Digital outputs drive
traction motors, voltage and current feedback signals propulsion system contactors, relays and provide
from various control devices, and status/command equipment enable commands.
inputs from the TCI. Using these inputs, the PSC
System Analog I/O Card: Receives engine,
controls the two inverters, retarding circuits, relays, voltage and current signals for the main
contactors, and other external devices to provide the alternator, link voltage and current, retard pedal
following functions: input, and retard lever input. Controls retard
effort, engine speed request, and AFSE firing
• Propulsion and wheel slip control
pulses.
• Retarding and wheel slide control
Inverter 1 and 2 CPU and I/O Cards (2 each):
• Engine speed control Receives motor speed signals, link voltage,
phase voltages, and phase currents for
• Event detection
microprocessor control for inverters 1 and 2.
• Initialization of the necessary operating Controls IGBT phase modules through the fiber
restrictions, including the shut down of the truck if optic assembly. Phase module status is returned
a serious system fault (event) is detected. If the via a separate fiber optic assembly.
fault is not serious, an indicator lamp alerting the Fiber Optic Assembly: Provides electrical
operator to the problem will illuminate. All event isolation for control and feedback signals for
data is recorded for future review by maintenance
phase modules and chopper modules.
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.
960E-1 5
Truck control interface (TCI) Diagnostic information display (DID) panel

The TCI is the main interface between the truck The DID panel is located in the cab behind the
systems/devices and service personnel. This panel is operator seat. The display provides service
used in conjunction with the DID panel. personnel with a means of communicating with the
TCI. See Figure 10-2.
The TCI panel provides the following functions:
The panel has two display lines. Each line is 40
• Communicates with the PSC to exchange
characters long. The top line is the “message” line
propulsion control system status and control data
and to provide the PSC with truck systems status and is used by the TCI to inform service personnel of
data. the truck systems and components status.
• Communicates with the DID panel to exchange The bottom display line provides information in
PSC and/or TCI diagnostic and parameter data. addition to the top line or relates to the keypad,
displaying possible selection options and display
• Communicates with a PTU to exchange TCI data.
functions. The keypad, located below the display
• Communicates with a Modular Mining Dispatch lines, is used by service personnel to direct the
System to exchange truck status data. activity of the TCI.
• Monitors engine control system, payload The display provides service and status information
information, ambient and propulsion system on the various truck systems and the propulsion
temperature, operator control inputs, etc. system by displaying system status information or
• Controls the engine start sequence. fault codes, as well as a description of the system
status or a problem on the top display line.
• Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls Information on the second display line may change to
the parking brake solenoid. indicate which functions are available by pressing
keys [F1] through [F5].
• Processes the front wheel speed signals for the
PSC and speedometer. The DID panel can also be used to perform the self-
load test.
Refer to Troubleshooting section AC drive system
The TCI contains the following internal, removable
fault codes for a list of fault codes that may de
printed circuit boards:
displayed on the DID panel.
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. FIGURE 10-2. DIAGNOSTIC INFORMATION
DISPLAY
6 960E-1
PSC software functions Test state: The purpose of this state is to provide an
environment for the verification of system
The operation of the AC drive system is regulated by
functionality. The test state will support a variety of
a software program which resides in the propulsion
activities, including:
system control panel's memory. The software
program also contains instructions to test and fault • Waiting for the engine to start (if needed).
isolate the system.
• Automatic testing on initial system startup or
This section describes the PSC software program following rest state.
and its functions without regard to hardware. • Application of power to the DC link.
• Externally initiated testing to clear a fault, set
temporary variables, or for maintenance
Input processing purposes.
This function reads in all external inputs for use by NOTE: The test state may be either powered or
the PSC. The input processing function performs any unpowered at a given point in time, depending on
signal conditioning that is required and computes the which activities are being performed.
required derived inputs.
Ready state: This is the default powered state. The

State machine system will be in this state whenever the engine and
control system are ready to provide power, but none
As part of the total software package, a particular is requested.
group of regulatory software commands is included
called a “state machine”. The state machine controls Ready state is also the state where the DC link is
the various functions of truck operation. discharged in preparation for shutdown, rest, or in
reaction to certain event conditions. Therefore, the
The software implements the state machine by ready state should not be considered strictly a
keeping track of which state the truck is in and which powered state (as are propel and retard).
state the truck is allowed to move into if the operator
requests a different mode of operation. Each
software state is defined as follows: 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
Startup/Shutdown state: The purpose of this state where maintenance personnel can control the engine
is to ensure the system is in a desired known state without causing power to be applied to the DC link.
upon startup or shutdown. This is an unpowered The rest state is an unpowered state.
state.
NOTE: “Powered” and “unpowered” refer to the state
of the DC link. 600 volts or more equals “powered”, Propel state: The purpose of this state is to provide
50 volts or less equals “unpowered”. 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.
960E-1 7
Transitions between states under normal operational Transition to Rest state: This transition will occur
conditions (no failures) are described as follows: 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:
Transition to Startup/Shutdown state
• Any testing in progress is complete.
(for Startup): The system will transition to the
Startup/Shutdown state for the purpose of “startup” • The system temperatures are cool enough to
whenever execution control is initially transferred to allow the Rest state (function of IGBT phase
the application program (after application of power, module, chopper module, and motor
system reset, etc). temperatures).
• The AFSE panel is disconnected and there is
essentially no voltage on the DC link.
Transition to Startup/Shutdown state • The truck is not moving.
(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 Transition from Ready state to Test state: This
previously entered for the purpose of startup) state if transition will occur if the truck is not moving and a
all of the following conditions are true: request for testing is received.
• System power is removed, or the control power
switch or key switch is turned off.
Transition from Ready state to Propel state: This
• The truck is not moving.
transition will occur if all of the following conditions
• There is essentially no voltage on the DC link. are true:
• Any testing in progress is complete. • The accel pedal is pressed.
NOTE: Testing in progress does not have to be • A direction has been chosen (the truck is either in
successful, but for the purpose of ensuring an orderly FORWARD or REVERSE).
shutdown it must be complete before the current
• There is sufficient voltage on the DC link.
state is exited.
• At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
Transition from Startup/Shutdown state to Test pressed such that an insignificant amount of
state: This transition will occur automatically once retarding effort is requested.
initialization is complete (functions performed while in
Startup/Shutdown state for the purpose of startup b. Truck speed is such that retard is not
have been completed). allowed.
c. Truck speed is less than the motor
overspeed limit.
Transition from Test state to Ready state: This
d. The TCI accel inhibit is not active.
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.
8 960E-1
Transition from Ready state to Retard state: This Transition from Propel state to Retard state: This
transition will occur if truck speed is such that retard transition will occur if at least one of the following
is allowed and at least one of the following conditions conditions exists:
exists:
• Truck speed is such that retard is allowed, and
• Truck speed is greater than or equal to motor the retard pedal or lever is pressed such that a
overspeed limit. Overspeed will not be engaged significant amount of retarding effort is requested.
such that it prevents the truck from propelling at
• Truck speed exceeds the motor speed limit.
40 mph (64 kph). Overspeed will not be engaged such that it
• The retard pedal or lever is pressed such that a prevents the truck from propelling at 40 mph (64
significant amount of retarding effort is requested. kph).
• All of the following conditions are true: • All of the following conditions are true:
a. Retard speed control is selected. a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, or b. Truck speed exceeds the set retard speed, or
the truck is accelerating such that the truck the truck is accelerating such that the truck
speed will soon exceed the set retard speed speed will soon exceed the set retard speed
if no action is taken. if no action is taken.
c. The accel pedal is not pressed and/or the c. The truck is configured such that accelerator
truck is configured such that accelerator pedal signal does not override the retard
pedal signal does not override retard speed speed control.
control.
Transition from Retard state to Ready state: This

Transition from Rest state to Test state: This transition will occur if all of the following conditions
transition will occur upon release of the TCI rest exist:
request.
• Overspeed is not active.
NOTE: A transition directly from Rest state to Ready • At least one of the following conditions is true:
state is not allowed because the system is essentially
off and should be brought back on-line and checked a. The retard pedal or lever is not pressed or is
out before Ready state is entered. pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retarding is not
Transition from Propel state to Ready state: This allowed.
transition will occur if all of the following conditions
• At least one of the following conditions is true:
exist:
a. Retard speed control is not selected.
• The accelerator pedal is not pressed.
b. Truck speed is low enough such that retard
• The retard pedal or lever is not pressed or is speed control is not active.
pressed such that an insignificant amount of
retarding effort is requested. c. The accelerator pedal is pressed, and the
truck is configured such that the accelerator
• Truck speed is less than the motor overspeed
limit. pedal overrides the retard speed control.
This allows the configuration constant to
• At least one of the following conditions is true: determine if pressing on the accelerator
a. Retard speed control is not selected. pedal kicks the truck out of retard, even if the
retard speed control is still active.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort • The retard torque control logic exit sequence is
is (currently) required to maintain this complete.
condition.
960E-1 9
DC link state De-powering the DC link: The PSC software will

attempt to de-power the DC link (command the
Power is provided to the inverters and motors via the
system configuration defined below) if the system is
DC link. The DC link has two associated states:
in Test or Ready state and any of the following
powered and unpowered. The following defines the
conditions are true:
conditions necessary to establish each state, as well
as the transitional conditions between the two states: • Event restrictions prohibit power on the DC link.
• The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown (all
Powering the DC link: The PSC software will the non-link-related conditions for Startup/
attempt to power the DC link (command the system Shutdown state have been satisfied).
configuration defined below) if all of the following
• The system is preparing to transition to Rest state
conditions are true:
(all the non-link-related conditions for Rest state
• Event restrictions do not prohibit power on the DC have been satisfied).
link.
• The engine is being shut down.
• The system is in Test state and any initiated
testing is complete.
To accomplish this, the PSC software will establish
• The engine is running.
the necessary system configuration as follows:
• The gate drive power converters have been
enabled. 1. Alternator field reference isset to zero.
2. AFSE is disabled.
• Neither inverter is requesting that a low voltage
test be run. 3. GF is open and GFR is dropped out.
4. Chopper turn-on voltage is set below 600 volts.
5. RP2 is closed.
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.
10 960E-1
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.
960E-1 11
Alernator field control Self-load

The alternator is controlled by controlling the During self-load, the alternator provides power to the
alternator field reference sent to the AFSE panel. resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
The desired alternator output voltage is dependent on
alternator. The alternator field control will be based on
the system state. The PSC will command an
the following:
alternator field reference such that the desired DC
link voltage or three-phase voltage is maintained. • The DC link voltage will not be allowed to drop
below 600 volts.
Desired three-phase voltage
• One mode of self-load will require the alternator
During all powered states, the three-phase line-to-line output to be controlled to maintain a set desired
voltage will not be allowed to drop below 444 volts. horsepower dissipation in the resistor grids.
This is the minimum voltage needed to supply the • Another mode of self-load will require the
gate drive power converters. alternator output to be controlled to maintain a set
During all powered states except retard, the DC link desired link voltage between 600 and 1500 volts.
voltage will represent the rectified three-phase Propel torque control
voltage. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be This software function commands the appropriate
adequate. motor torque to the inverters during propel. The
torque command is primarily a function of the accel
During retard, the DC link voltage is not necessarily pedal position and is limited by the physical
related to the three-phase voltage since the motors constraints of the system.
will be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures Each wheel torque is computed independently
that the minimum three-phase voltage is maintained. because the wheels may be operating at different
speeds. Each torque command is adjusted to account
Desired DC link voltage for the following constraints:
The desired link voltage is controlled by the alternator • Speed override
during all powered states except retard. The desired
The propulsion system will attempt to limit truck
voltage is based on:
speed to the design envelope of the wheel
1. During propel, the desired DC link voltage will be motors. The torque command will be modulated
adjusted based on motor speed and horsepower as the truck speed approaches the motor
commanded to the inverters. overspeed limit so that this limit is not exceeded
2. During retard, the DC link voltage may rise if possible. Note, however, that steady state
above the rectified three-phase voltage. When operation is kept as close to the overspeed limit
this occurs, the DC link voltage is controlled by as possible without exceeding it.
the retard torque command, grid resistor • Motor torque limits
command and chopper start. If conditions occur
which prevent the motors from producing power The torque command will be constrained to the
to support the resistor grids, the alternator may operating envelope of the inverters and the
be required to supply some power. In this case, traction motors. The maximum torque that can
the alternator field control will maintain at least be commanded is dependent on motor speed
600 volts on the DC link. and DC link voltage.
3. During all powered states, the DC link voltage • Gear stress
will not be allowed to drop below 600 volts. The torque commanded will not exceed that
4. While the DC link is being powered up, the which will produce excess gear stress.
voltage will be controlled to the levels necessary
to support the inverter self-tests. • 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.
12 960E-1
• Jerk limit Wheel slide control

The torque command will be slew-rate limited to The inverters prevent wheel slide by limiting torque to
prevent jerking motion. maintain wheel speeds above preset limits. These
preset limits are a function of truck speed and the
• Wheel spin
allowable creep; additional compensation will be
In the event that the inverters detect a wheel applied to provide for differences between wheel
spin condition and reduce torque in the slipping speeds during turns.
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
Resistor grid control
possible is maintained.
The first resistor grid (RG1) will always be engaged
Retard torque control when retard is active since the grid blower motors are
The retard system converts braking torque from the wired across it.
wheel motors to energy dissipated in the resistor grid. The second fixed resistor grids (controlled by RP2)
The requested retard torque is based on the following will be engaged as needed to dissipate the energy
three sources: produced in retard state.
• Retard foot pedal or lever
The maximum short time retard torque (at any
Chopper voltage control
speed, hence the constant torque level) will be
scaled (linearly) by the retard foot pedal input Chopper turn-on voltage will be set to give the motors
(RPINHI) to produce the foot pedal retard torque as much of the retard envelope as possible (i.e., keep
call. the voltage as close to the maximum value as
possible) and to keep the DC link voltage at or below
• Overspeed
the maximum link voltage value.
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.
960E-1 13
Event detection and processing • Inverter powerup tests - The purpose of these
tests is to verify that each inverter sub-system is
The PSC contains very powerful troubleshooting functional:
software. The PSC software constantly monitors the
AC drive system for any abnormal conditions 1. Enabling Inverter Powerup Tests - The power-
(events). up tests for a given inverter will be enabled if all
of the following conditions are true:
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity. a. The system is in Test state for the purpose of
Additionally, there are some elaborate tests which power-up.
may be run by an electrician with the use of DID b. The associated gate drive power converter
screens. Predictive analysis is used in some areas to has been enabled.
report potential problems before they occur.
c. The engine is running.
The troubleshooting system is composed of two d. Battery voltage is at least 25 VDC.
parts:
e. The inverter is requesting that the low
• The PSC for detection, event logging, data voltage and/or high voltage powerup tests be
storage and fault light indications. performed.
• The TCI (or a PTU) for retrieval of stored event f. The inverter has not been physically cut out
information, real time vehicle status,
of the system.
troubleshooting, etc.
g. Active event restrictions do not preclude
The event detection function of the software is
powering the DC link or running the inverter.
responsible for verifying the integrity of the PSC
hardware and the systems to which the PSC 2. Low Voltage Test - A given inverter will
interfaces by detecting an event. The events fall into automatically perform its low voltage test if
three detection categories. needed once inverter powerup testing is
enabled per the above requirements. The PSC
Power-on tests will declare the test failed and log an event if the
test does not successfully complete within an
The first three power-on tests are executed once
expected time period.
every time power is applied to the PSC. The fourth
power-on test is executed once every 24 hours. 3. High Voltage Test - If the low voltage testing
defined above is successful for a given inverter,
• CPU card checks - Upon power-up, the PSC will the inverter will automatically perform its high
confirm the integrity of its CPU card hardware voltage test if needed once there is sufficient
before transferring execution control to the power on the DC link. The PSC will declare the
application program residing in its flash memory.
test failed and log an event if the test does not
• Battery-backed RAM (BBRAM) test/adjustable successfully complete within an expected time
parameter initialization - A battery-backed RAM after the DC link is sufficiently powered.
(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.
14 960E-1
• DC link capacitance test - This test will run once Event logging and storage
every 24 hours when conditions allow, normally
after a VI-test during the normal power-up This software function is responsible for the recording
sequence. This test can also be run from the DID of event information. There are two basic levels of
panel to aid in troubleshooting. During test event storage: event history buffer and data packs.
execution, engine speed is set to 1500 rpm and The event history buffer provides a minimum set of
the DC link is charged to 120 VDC. The engine is information for a large number of events, while data
then returned to idle while the DC link is allowed packs provide extensive information for a limited
to discharge to 100 VDC. Total link capacitance is number of events.
then calculated using the time it took to
discharge. The following requirements apply to both data packs
and the event history buffer:
If capacitance is getting low, but is still OK, event
70 is logged. If capacitance is below the minimum • Fault information is maintained until overwritten; it
allowable level, event 71 is logged and the truck is not cleared out following a reset. This allows
is restricted to 10 MPH. If the test is not able to be the user to examine data associated with events
completed after numerous attempts, event 72 is that have been reset, as long as there have not
logged, indicating a problem in the truck's ground been so many new events as to necessitate
detection circuit, and truck speed is limited to 10 reuse of the storage space.
mph.
• If a given event is active (logged and not reset),
Initiated tests logging of duplicate events (same event and sub-
ID numbers) will not be allowed. If the event is
These tests are performed when requested by reset and subsequently reoccurs, it may be
maintenance personnel. The truck must be in the logged again. Likewise, if an event reoccurs with
Test state for these tests to run. a different sub-ID from the original occurrence,
the event may be logged again.
• Maintenance Tests - The purpose of these tests is
to facilitate verification of system installation and Event history buffer
wiring, particularly the “digital” interfaces (relays,
contactors, etc). Event history buffer is defined as a collection of event
history records. A buffer contains 300 entries filled
• Self-Load Test - Self-load testing is a means by with event numbers occurring in chronological order.
which the truck’s diesel engine can be checked Also included in this buffer will be all the input and
for rated horsepower output.
output values, time the event occurred, reset time,
Periodic tests state information, etc, for each event. This buffer is
filled continuously and overwritten (if necessary).
These automatic tests are run continuously during
the operation of the truck to verify certain equipment. Limits (accept-limit) are placed on the amount of
space which a given event code may consume. This
Event restrictions prevents a frequently occurring event from using the
memory space at the expense of a less frequent
The PSC software will not override an event event. This data may be cleared (after downloading
restriction as long as the “limp home” mode is not for troubleshooting) at each maintenance interval.
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.
960E-1 15
Data packs However, in the default case, faults will be stored as

they come until all data packs are frozen (holding
A data pack is defined as an extended collection of
fault data). When all data packs are frozen, the data
information relevant to a given event.
pack with the fault that was RESET first (either
NOTE: The concepts of lockout, soft reset, and automatically or by the DID/PTU), if any, will be
accept limit do not apply to data packs. unfrozen and will start storing new data in case a new
fault occurs.
Thirty (30) data packs are stored with each containing
100 frames of real time snapshot data. Snapshot data To record and save a data pack to a disk:
is defined as a collection of key data parameter
values for a single point in time). The purpose of each PSC:
data pack is to show a little “movie” of what happened 1. With the PTU serial cable attached to the PSC
before and after a fault. port, type c:\ACNMENU and press {enter}.
The time interval between snapshots is default to 50 2. Select “PTU TCI and PSC” and press {enter}
ms, but each data pack may be programmed via the 3. Type your name and press {enter}.
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
4. Type your password and press {enter}.
ms). The “TIME 0:00 frame #” at which the fault is
logged is default to frame #60, but each data pack is 5. Cursor to “Special Operation” and press {enter}.
programmable from 1 to 100. 6. Cursor to “Event Data Menu” and press {enter}.
In the above default cases, data is stored for 3 7. Cursor to “View Data Packs” and press {enter}.
seconds (2.95 second actual) before the fault and 2 8. Type FLTR number to be recorded and press
seconds after the fault. {enter}.
A data pack status structure is assigned to each data 9. Watch the lower right of the screen as 100
pack plus any programmable settings. This status frames are recorded. Press the F2 key.
structure is used by the TCI (or PTU) to check for 10. Cursor to “Record Screen” and press {enter}.
available data (event number, id, and status, should
11. Assign a file name for the data pack.
be set to zero if data pack is not frozen), as well as for
control of the data packs. 12. Press {escape} until back to the DOS “C:>”
prompt.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames, 13. Insert a blank disk in the appropriate drive.
organized in a circular queue, with new real time 14. Type the following command: copy c:\geoh-
snapshot data. When a fault occurs, the frame vac\ptuaccur\f2data\filename
number at which the event occurred is used as a
reference to mark the end of the data pack, and data NOTE: Insert the name assigned to the file in Step 11
is collected until the data pack is full. Only when the in place of “filename" in the command in Step 14.
data pack is full will the event number, id and status 15. Press {enter} to copy the file to the disk.
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).
16 960E-1
TCI: Serial data communications

1. With the PTU serial cable attached to the TCI The CPU card for the PSC uses serial data busses to
port, type c:\ACNMENU and press {enter}. communicate with the TCI, the PTU, and the two
2. Select “PTU TCI and PSC and press {enter} inverter CPU cards.
3. Type your name and press {enter}. PSC to TCI communications processing
4. Type your password and press {enter}.
This software function performs the processing
5. Cursor to “Special Operation” and press {enter}. necessary for the PSC to communicate with the TCI.
6. Cursor to “Event Data Menu” and press {enter}. The communication is comprised of periodic data and
7. Cursor to “View Data Packs” and press {enter}. non-periodic data.
8. Type PK number to be recorded and press Periodic data is a predefined set of data which is
{enter}. used for transferring real time control information
9. Watch the lower right of the screen as 100 from the PSC to the TCI and from the TCI to the PSC
frames are recorded. Press the F2 key. at a fixed rate.
10. Cursor to “Record Screen” and press {enter}. The non-periodic messages are used to transfer all
background data. Background data consists of DID
11. Assign a file name for the data pack.
commands, remote monitor data, and download
12. Press {escape} until back to the DOS “C:>” code.
prompt.
Packets containing periodic data will be
13. Insert a blank disk in the appropriate drive. asynchronously (not initiated) transmitted from the
14. Type the following command: copy c:\geoh- PSC to the TCI and from the TCI to the PSC every
vac\ptuaccur\f2data\filename 200 ms. The TCI initiates the transfer of non-periodic
data.
NOTE: Insert the name assigned to the file in Step 11
in place of “filename" in the command in Step 14. The TCI and the PSC are interfaced using the
General Electric Asynchronous Communications
15. Press {enter} to copy the file to the disk. Protocol (ACP). ACP provides two general types of
messages: acknowledged and unacknowledged. The
acknowledged messages are used to transmit the
Event reset background data. The unacknowledged messages
are used to transmit the periodic data.
There are two basic types of event resets: soft and
hard. The difference between the soft and hard reset PSC to PTU communications processing
is that a soft reset only affects events that have not
been locked out and a hard reset affects events This software function performs the processing
regardless of lockout status. necessary for the PSC to communicate through an
RS-232 serial link to the Portable Test Unit (PTU).
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.
960E-1 17
Inverter communications processing Abnormal conditions/overriding functions

This software function performs the processing The software functions discussed up to this point
necessary for the PSC system CPU card to have assumed that the truck is operating under
communicate with both inverter CPU cards. The typical circumstances. The following information
communication is through a high-speed serial link defines system operation under abnormal or
that is operated in a polled fashion with the system exceptional circumstances. In the event of conflict
CPU card initiating communications to an inverter between these functions and those given for normal
CPU card. operation, the following functions will take
precedence.
Every message transmitted across the serial link may
contain two separate sections of information: periodic Fast start
data and acknowledged data. The periodic data
format is fixed and is used for transferring control A fast start software function is provided to address
information from the system CPU card to the inverter the case where the PSC is reset unexpectedly
CPU card and vise versa. The acknowledged data (power supply glitch, for example) while the system is
format is used to transfer all background data. When running. Its purpose will be to regain control of the
large amounts of background data are to be truck as quickly as possible.
transferred via the acknowledged data format, the
originating CPU card will break the data down into Engine shutdown/Engine not running
smaller pieces and transmit each piece individually. The engine must be running to enable the gate drives
All acknowledged data flows are initiated from the and to maintain power on the DC link. Typically, the
system CPU card with the inverter CPU card PSC will be given advanced warning that the engine
providing a response. is about to be shut off. However, if the engine stalls or
The system CPU card has one high-speed channel stops because of a mechanical malfunction, the
available for communications to the inverter CPU system will most likely have no advance warning.
cards. This channel transfers periodic data across the The system reaction to an engine not running
serial link every 5 ms. This means that the periodic condition will be the same as an event carrying a “no
data to each inverter CPU card is updated every 10 power” restriction except that no event will be
ms. Each inverter responds to the data when the ID recorded and no external reset to clear the condition
code in the periodic data matches the ID code of the will be required. The “no power” restriction will be
specific inverter CPU card. The ID code is hard-wired automatically lifted as soon as the engine starts
in the card's backplane wiring. running.
Output processing If the system is given warning of an impending

engine shutdown, the existing torque commands will
This software function processes all external outputs be command to zero over a “long” ramp time (2 to 10
from the PSC. Refer to the G.E. publication System seconds). If no warning is given and the engine stops
Description for a listing of the PSC outputs. running, the existing torque commands will be
command to zero over a “short” ramp time (0.1 to 0.5
second).
18 960E-1
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 truck is not moving.
• 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.
960E-1 19
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

Fig.
Abbreviation Component Function
No.
Regulates current in the alternator field based on
AFSE 2-4 Alternator Field Static Exciter Panel firing pulses from the PSC.
AFSER 2-4 Resistor AFSE Battery boost command pull up resistor.
ALT Alternator Main alternator, propulsion and control system.

Provides ambient air temperature input to the control
AMBTS 2-6 Ambient Temperature Sensor group.
Provides signal conditioning for analog signals to
ANALOG I/O CARD System analog input/output card 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.
Connects and disconnects the 24 VDC truck
BATTSW Battery Disconnect Switch batteries.
Works in conjunction with BFC and BLFP to
BDI 2-4 Battery Blocking Diode maintain battery voltage to CPU.
Additional capacitance for BLFP to prevent nuisance
BFC 2-4 Battery Line Filter Capacitor CPU resets.
Added to replace Battery line filter that was
BFCR 2-4 Battery Filter Resistor removed.
DC motors driving blowers to provide cooling air for
BM1, 2 Grid Blower Motors 1 and 2 the retarding grids.
Monitors current flowing through grid blower motors
BM1I / BM2I 2-3 Current Sensing Modules #1 and #2.
Absorbs and releases current to the DC link for the
CCF1, 2 2-3 DC Link Filter Capacitors grid resistors when a current spike occurs.
Connected across the DC link to provide a voltage
Capacitor Charge Resistor Panels
CCLR1, 2 2-3 attenuated sample of the DC link voltage to the
1 and 2 Capacitor Charge Indicating lights.
Illuminated when 50 volts or more is present on the
Capacitor Charge Indicating Lights DC link (the DC bus connecting the Alternator
CCL1, 2 2-4
1 and 2 output, Chopper Module/Resistor Grid circuits and
traction Inverters).
Controls the DC voltage applied to the grids during
CD1, 2 2-3 Chopper Diodes 1 and 2 retarding.
Absorbs and releases current to the DC link for the
CF11, 22, 21, 22 2-3 DC Link Filter Capacitors Traction Motors when a current spike occurs.
Limit the rate of current increase when starting to
CGBM1, 2 2-3 Blower Motor Capacitors optimize motor commutation.
Alternator Field Current Sensing Detects amount of current flowing through the
CMAF 2-4
Module Alternator field winding.
Alternator Tertiary Current Sensing Detects amount of current flowing through the
CMT 2-4
Module Alternator tertiary winding.
Chopper IGBT Phase Module 1 Controls the DC voltage applied to the grids during
CM1, 2 2-3
and 2 retarding.
20 960E-1

Fig.
No.
Current Sensing Modules, Phase Detects amount of current flow through the A, B and
CM11A - 12C
1A, 1B and 1C C phases of Traction Motor 1.
Current Sensing Modules, Phase Detects amount of current flow through the A, B and
CM21A - 22C
2A, 2B and 2C C phases of Traction Motor 2.
Picks up when the Key Switch and Control Power

CPR 2-4 Control Power Relay Switch are closed.
CPRD 2-4 Dual Diode Module Allows two separate voltages to control the CPR coil.
Control Power Relay Suppression Suppresses voltage spike when CPR coil is de-
CPRS 2-4
Module energized.
CPS 2-4 Control Power Switch Energizes CPR coil.

The DC bus connects the Alternator output, Chopper
DCN BUS/DCP BUS 2-6 DC Link (-) and (+) Bus Module/Resistor Grid circuits, and Traction inverters.
Provides maintenance personnel with the ability to
DID Diagnostic Information Display monitor the operational status of certain truck
systems and perform system diagnostic test.
Receives contactor, relay and switch feedback
signals and provides drive signals to relays,
DIGITAL I/O CARD Digital Input/Output Card contactors, indicator lamps, etc. Located in PSC and
TCI.
Resistor divider network connected across the DC
FDR 2-6 Filter Discharge Resistor link, provides secondary discharge link for the DC
link. Normal discharge is through RP1.
Provides voltage and electrical noise isolation for
FIBER OPTIC
Fiber Optic Assembly control and feedback signals between the PSC and
ASSEMBLY Phase/Chopper Modules.
Filters electrical noise on 3 phases of Alternator
FP 2-6 Filter Panel output.
Converts 19 to 95 VDC from the Gate Drive Power
GDPC1 2-4 Gate Driver Power Converter 1 Supply to 25 kHz, 100 VRMS, square wave power to
drive Inverter 1 IGBT Phase and Chopper Modules.
Converts 19 to 95 VDC from the Gate Drive Power
GDPC2 2-4 Gate Driver Power Converter 2 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.
Provides a small load across the contactor
GFBR 2-4 Resistor feedbacks to help keep the contactors clean.
Generator Field Contactor Cutout
GFCO 2-4 Disables Alternator output.
Switch
Receives pulses from the Analog I/O card in the
PSC, amplifies the pulses, and then splits the pulses
GFM1, 2 Gate Firing Module to drive two SCR circuits in the AFSE. Located on
AFSE panel.
Picks up with GF contactor and applies B+ to the
GFR 2-5 Alternator Field Relay AFSE (battery boost) during initial acceleration
phase.
Alternator Field Relay Coil Suppresses voltage spikes when GF coil is de-
GFRS 2-5
Suppression Module energized.
Suppresses voltage spikes in coil circuit when GF

GFS 2-5 Suppression Module contactor is de-energized.
960E-1 21

Fig.
No.
GRR 2-6 Ground Resistor Panel Detects power circuit grounds.
GRR9, 10 2-4 Resistors Used with GRR to detect power circuit grounds.
The ICP is the main controller for the AC drive
ICP 2-4 Integrated Control Panel system. The ICP is composed of the PSC, TCI and
inverter cards.
Generates Phase Module turn-on/turn-off
Inverter 1 Central Processing Unit commands for the Inverter 1.
INV1 TMC CARD Card and Input/Output Card Monitors voltages and currents from various areas
for Inverter 1. Monitors Traction Motor 1 speed.
Generates Phase Module turn-on/turn-off
Inverter 2 Central Processing Unit commands for the Inverter 2.
INV2 TMC CARD Card and Input/Output Card Monitors voltages and currents from various areas
for Inverter 2. Monitors Traction Motor 2 speed.
Connects battery voltage to CPR and control circuits
KEYSW Key Switch 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.

Each Motorized Wheel consists of a Traction Motor
and a Transmission Assembly. The 3-phase
asynchronous Traction Motors convert electrical
M1, 2 Motorized Wheels energy into mechanical energy. This mechanical
energy is transmitted to the wheel hub through a
double reduction gear train (Transmission).
Provide positive driving voltages (PWM or square
P11A+, 11B+, 11C+
2-3 IGBT Phase Modules wave, depending on truck speed) for each of the
P12A+, 12B+, 12C+ three windings of Traction Motor 1.
Provide negative driving voltages (PWM or square
P11A-, 11B-, 11C-
P12A-, 12B-, 12C- three windings of Traction Motor 1.
Provide positive driving voltages (PWM or square
P21A+, 21B+, 21C+
P22A+, 22B+, 22C+ three windings of Traction Motor 2.
Provide negative driving voltages (PWM or square
P21A-, 21B-, 21C-
P22A-, 22B-, 22C- three windings of Traction Motor 2.
A DC to DC converter which provides regulated ± 24
VDC outputs from the unfiltered battery supply.
PS 2-4 Power Supply Supplies power to PSC, TCI & LEMS.
The PSC is a part of the ICP, and is the main
controller for the AC drive system. All propulsion and
PSC Propulsion System Controller retarding functions are controlled by the PSC based
on internally stored software instructions.
Converts Alternator 3-phase, AC voltage to DC
RDA, B, C 2-5 Rectifier Diode Panel voltage to power the two Inverters.
Dissipate power from the DC link during retarding,
RG1A - 5C Retard Grid Resistors load box testing, and Inverter Filter Capacitor
discharge operations.
When closed, connects Grid Resistors to the DC link
during retarding, load box testing, and Inverter Filter
RP1, 2 2-5 Retard Contactors 1and 2 discharge operations.
Note: Some trucks do not have RP3 installed.
22 960E-1

Fig.
No.
Suppresses voltage spikes in coil circuit when RP
RP1S, RP2S 2-5 Suppression Modules contactors are de-energized.
Provides a small load across the contactor
RP1BR \ RP2BR 2-4 Resistor feedbacks to help keep the contactors clean.
Limits surge current in the Alternator field circuit
R1 2-5 Battery Boost Resistor when GFR contacts first close.
Each speed sensor provides two output speed
SS1, 2 Traction Motor Speed Sensors signals, proportional to the Traction Motor's rotor
shaft speed.
Provides control of propulsion and dynamic retarding
System Central Processing Unit functions, battery backed RAM, real-time clock,
SYS CPU Card
Card downloadable code storage, and an RS422 serial
link.
Is a part of the ICP Panel. Provides the main
interface between the various truck systems,
TCI Truck Control Interface controls, and equipment and is used in conjunction
with the DID by maintenance personnel.
Discharges the Alternator field when the AFSE is
TH1 2-5 Alternator Field Thyrite (Varistor) first turned off.
Attenuates the three high voltage outputs applied to
VAM1 2-3 Voltage Attenuation Module 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
VAM2 2-3 Voltage Attenuation Module 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
VAM3 2-6 Voltage Attenuation Module the rectifier panel and the inverters to a level
Attenuates the high voltage outputs between the
VAM4 2-5 Voltage Attenuation Module AFSE and the main alternator to a level acceptable
for use by the Analog I/O card in the ICP.
960E-1 23
FIGURE 10-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA
24 960E-1
FIGURE 10-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA
960E-1 25
FIGURE 10-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT
26 960E-1
FIGURE 10-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW
960E-1 27
960E-1 Dump truck
28 960E-1
CEN10008-00
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
960E-1 1
NOTES
2 960E-1
General information Air conditioning for off-highway vehicles
Environmental impact of air conditioning Mining and construction vehicles have unique
characteristics of vibration, shock-loading, operator
Environmental studies have indicated a weakening of changes, and climate conditions that present different
the earth’s protective Ozone (O3) layer in the outer design and installation challenges for air conditioning
stratosphere. Chloro-flouro-carbon compounds systems. Off-highway equipment, in general, is
(CFC’s), such as R-12 refrigerant (Freon), commonly unique enough that normal automotive or highway
used in mobile equipment air conditioning systems, truck engineering is not sufficient to provide the
have been identified as a possible contributing factor reliability to endure the various work cycles
of the Ozone depletion. encountered.
Consequently, legislative bodies in more than 130 The cab tightness, insulation, and isolation from heat
countries have mandated that the production and sources is very important to the efficiency of the
distribution of R-12 refrigerant be discontinued after system. It is advisable to close all vents, even the
1995. Therefore, a more “environmentally-friendly” intakes of pressurization systems, when there are
hydro-flouro-carbon. high humidity conditions.
(HFC) refrigerant, commonly identified as HFC-134a The general cleanliness of the system and
or R-134a, is being used in most current mobile air components is important. Dust and dirt collected in
conditioning systems. Additionally, the practice of the condenser, evaporator, and air filters decreases
releasing either refrigerant to the atmosphere during the system's cooling capacity.
the charging/recharging procedure is prohibited.
The compressor, condenser, evaporator units, hoses
These restrictions require the use of equipment and and fittings must be installed clean and tight and be
procedures which are significantly different from capable of withstanding the strain and abuse they are
those traditionally used in air conditioning service subjected to on off-highway vehicles.
techniques. The use of new equipment and
Equipment downtime costs are high enough to
techniques allows for complete recovery of
encourage service areas to perform preventive
refrigerants, which will not only help to protect the
maintenance at regular intervals on vehicle air
environment, but through the “recycling” of the
conditioning systems (cleaning, checking belt
refrigerant will preserve the physical supply, and help
tightness, and checking operation of electrical
to reduce the cost of the refrigerant.
components).
960E-1 3
Principles of refrigeration • Reversing the process, when heat is removed

from water vapor, it will return to the liquid state.
A brief review of the principles of air conditioning is Heat from air moves to a cooler object. Usually
necessary to relate the function of the components, the moisture in the cooled air will condense on
the technique of troubleshooting, and the corrective the cooler object.
action necessary to put the air conditioning unit into
top operating efficiency. • Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
Too frequently, the operator and the service refrigerant.
technician overlook the primary fact that no air
conditioning system will function properly unless it is The refrigeration cycle
operated within a completely controlled cab In an air conditioning system, the refrigerant is
environment. The circulation of air must be a directed circulated under pressure through the five major
flow. The cab must be sealed against seepage of components in a closed circuit. At these points in the
ambient air. The cab interior must be kept free of dust system, the refrigerant undergoes predetermined
and dirt which, if picked up in the air system, will clog pressure and temperature changes.
the intake side of the evaporator coil.
The compressor (refrigerant pump) takes in low
Air conditioning pressure heat laden refrigerant gas through the
suction valve (low side), and as its name indicates,
Air conditioning is a form of environmental control. As pressurizes the heat laden refrigerant and forces it
applied to the cab, it refers to the control of through the discharge valve (high side) on to the
temperature, humidity, cleanliness, and circulation of condenser.
air. In the broad sense, a heating unit is as much an
air conditioner as is a cooling unit. The term “air Ambient air, passing through the condenser removes
conditioner” is commonly used to identify an air heat from the circulating refrigerant resulting in the
cooling unit. To be consistent with common usage, conversion of the refrigerant from gas to liquid.
the term “air conditioner” will refer to the cooling unit The liquid refrigerant moves on to the receiver drier
utilizing the principles of refrigeration, sometimes where impurities are filtered out, and moisture
referred to as the evaporator unit. removed. This component also serves as the
temporary storage unit for some liquid refrigerant.
Refrigeration - the act of cooling
The liquid refrigerant, still under high pressure, then
• There is no process for producing cold; there is
only heat removal. flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
• Heat always travels toward cooler temperatures. refrigerant passes through the valve, it becomes a
This principle is the basis for the operation of a low temperature, low pressure liquid and saturated
cooling unit. As long as one object has a vapor. This causes the refrigerant to become cold.
temperature lower than another, this heat transfer
will occur. The remaining low pressure liquid immediately starts
• Temperature is the measurement of the intensity to boil and vaporize as it approaches the evaporator,
of heat in degrees. The most common measuring adding to the cooling. The hot, humid air of the cab is
device is the thermometer. pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
• All liquids have a point at which they will turn to absorbs the heat from the air producing cool air
vapor. Water boiling is the most common
which is pushed back into the cab. The moisture in
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great the air condenses upon movement into the
deal hotter than boiling water. The water will not evaporator and drops into the drain pan from which it
increase in temperature once brought to a boil. drains out of the cab.
The heat energy is used in the vaporization Refrigerant leaving the evaporator enters the
process. The boiling point of a liquid is directly
accumulator. The accumulator functions as a sump
affected by pressure. By changing pressure, we
can control the boiling point and temperature at for liquid refrigerant in the system. Because of its
which a vapor will condense. When a liquid is design, the accumulator only allows vaporized
heated and vaporizes, the gas will absorb heat refrigerant to return to the compressor, preventing
without changing pressure. compressor slugging from occurring. Desiccant is
4 960E-1
located at the bottom of the accumulators to remove This simplified explanation of the principles of
moisture that is trapped in the system. refrigeration does not call attention to the fine points
of refrigeration technology. Some of these will be
The cycle is completed when the heated low
covered in the following discussions of the
pressure gas is again drawn into the compressor
components, controls, and techniques involved in
through the suction side.
preparing the unit for efficient operation.
FIGURE 10-1. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch 7. Evaporator 13. Magnetic Clutch
2. Thermostatic Switch 8. Expansion Valve 14. Compressor Drive Pulley
3. Battery Supply 9. Suction Line 15. Receiver-Drier
4. Circuit Breaker 10. Test Gauges & Manifold 16. Discharge Line
5. Blower 11. Compressor 17. Condenser
6. Temperature Sensor 12. Refrigerant Container 18. Accumulator
960E-1 5
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 FIGURE 10-2. CAB FILTER LOCATION
removed and replaced.
1. Access Cover 2. Cab Filter
Cab air filter
Recirculation air filter (5, Figure 10-3) and the cab air Actuators
filter behind access panel (2, Figure 10-2) at the front
of the cab need periodic cleaning to prevent Two rotary actuators (9, Figure 10-3) are installed
restrictions in air circulation. Restricted filters will inside the heater housing and are used to actuate the
decrease the performance of the heater and air damper doors for the following:
conditioner. The recommended interval for cleaning • Defroster outlet
and inspection is 250 hours, but in extremely dusty
conditions the filters may need daily service and • Bi-level or floor outlets
inspection, especially the outer panel filter on the cab A failure to switch one of the above modes of
shell. The filter elements should be cleaned with operation may be caused by a faulty actuator.
water and dried in a dust free environment before
Visually inspect damper doors (35) and (36) and the
reinstallation. Replace the filter element every 2,000
linkage for the function being diagnosed. Ensure that
hours, or sooner if inspection indicates a clogged or
the damper door is not binding or obstructed,
damaged filter.
preventing movement from one mode to the other.
Heater core Verify that 24 VDC is present at the actuator when air
flow directional knob on control panel (40, Figure 10-
Heater core (2, Figure 10-3) receives engine coolant 3) is moved through its various positions of operation.
through water valve (33) when heat is selected. If the
temperature control knob on control panel (40) is If the correct voltages are present during operation of
placed in between the red and blue area, or turned the air flow knob, disconnect the actuator from the
counterclockwise to the blue area, coolant flow damper door and verify that actuator force is
should be blocked. comparable to a known (new) actuator. If it is not,
install a new actuator.
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.
6 960E-1
FIGURE 10-3. HEATER/AIR CONDITIONER ASSEMBLY
1. Evaporator Core 10. Louver 21. Foam 32. Punched Setup

2. Heater Core 11. Thermostat 22. Bracket 33. Water Valve
3. Blower Assembly 12. LH Seal 23. Case 34. Drive Adapter
4. Outer Recirculation 13. Front Seal 24. Bracket 35. Damper Door (Up)
Grille 14. Top Seal 25. Control Panel Harness 36. Damper Door (Side)
5. Recirculation Filter 15. Screw 26. Main Unit Harness 37. Punched Strip
6. Inner Recirculation 16. Screw 27. Seal 38. Punched Strip
Grille 17. Cover 28. Screw 39. Blower Retainer
7. Expansion Valve 18. Knob 29. Screw 40. Control Panel
8. Relay 19. Seal 30. Bulb 41. Grommet
9. Actuator 20. Foam 31. Pivot Bushing 42. Duct Adapter
960E-1 7
Compressor (refrigerant pump) Condensing of the refrigerant is the change of state

of the refrigerant from a vapor to a liquid. The action
Compressor (11, Figure 10-1) is where the low
is affected by the pressure of the refrigerant in the
pressure side of the system changes to high
coil and air flow through the condenser. Condensing
pressure. It concentrates the refrigerant returning
pressure in an air conditioning system is the
from the evaporator (low side), creating high
controlled pressure of the refrigerant which affects
pressure and a temperature much higher than the
the temperature at which it condenses to liquid,
outside air temperature. The high temperature
giving off large quantities of heat in the process. The
differential between the refrigerant and the outside air
condensing point is sufficiently high to create a wide
is necessary to aid rapid heat flow in the condenser
temperature differential between the hot refrigerant
from the hot refrigerant gas to much cooler outside
vapor and the air passing over the condenser fins
air.
and tubes. This difference permits rapid heat transfer
To create high pressure concentration, the from the refrigerant to ambient air.
compressor draws in refrigerant from the evaporator
through the suction valve and, during compression Receiver-drier
strokes, forces it out through the discharge valve to Receiver-drier (15, Figure 10-1) is an important part
the condenser. The pressure from the compressor of the air conditioning system. The drier receives the
action moves the refrigerant through the condenser, liquid refrigerant from the condenser and removes
receiver-drier and connecting hoses to the expansion any moisture and foreign matter present which may
valve. have entered the system. The receiver section of the
The compressor is driven by the engine through a V- tank is designed to store extra refrigerant until it is
belt driving an electrically operated clutch mounted needed by the evaporator. The storage of this
on the compressor drive shaft. refrigerant is temporary and is dependent on the
demand of the expansion valve.
Service valves
A desiccant is a solid substance capable of removing
Quick-connect hose end fittings with integral service moisture from gas, liquid or solid. It is held in place
valves attach to system service ports for servicing the within the receiver between two screens, which also
unit. A manifold gauge set is connected into the act as strainers.
system at the service valve ports and all procedures,
The receiver-drier is also equipped with a sight glass
such as discharging, evacuating and charging the
and a moisture indicator. The sight glass can give a
system, are performed through the service valves.
good indication of the charge of the system. If the
Condenser sight glass is not clear, the system is low on
refrigerant.
Condenser (17, Figure 10-1) receives the high
pressure, high-temperature refrigerant vapor from the The moisture indicator is a device to notify service
compressor and condenses it to high pressure, hot personnel that the drier is full of moisture and must
liquid. be replaced. The indicator is blue when the
component is free from moisture. When the indicator
It is designed to allow heat movement from the hot turns beige or tan, the drier must be replaced.
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.
8 960E-1
Expansion valve The storage of the liquid refrigerant is temporary.

When the liquid vaporizes into a gas it will be pulled
Expansion valve (8, Figure 10-1) controls the amount
from the bottom of the accumulator into the
of refrigerant entering the evaporator core. Both
compressor. This process not only allows the
internally and externally equalized valves are used.
accumulator to act as a storage device, but also
The expansion valve is located near the inlet of the protects the compressor from liquid slugging.
evaporator and provides the functions of throttling,
The low side service port is also located on the
modulating, and controlling the liquid refrigerant to
accumulator.
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion Evaporator core
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the Evaporator core (9, Figure 10-3) cools and
valve is warm to hot high pressure liquid; exiting it is dehumidifies the air before it enters the cab. Cooling
low pressure liquid and gas. The change to low a large area requires that large volumes of air be
pressure allows the flowing refrigerant to immediately passed through the evaporator coil for heat
begin changing to gas as it moves toward the exchange. Therefore, a blower becomes a vital part
evaporator. This produces the desired cooling effect. of the evaporator assembly. It not only draws heat
laden air into the evaporator, but also forces this air
The amount of refrigerant metered into the over the evaporator fins and coils where the heat is
evaporator varies with different heat loads. The valve surrendered to the refrigerant. The blower forces the
modulates from wide open to the nearly closed cooled air out of the evaporator into the cab.
position, seeking a point between for proper metering
of the refrigerant. Heat exchange, as explained under condenser
operation, depends upon a temperature differential of
As the load increases, the valve responds by opening the air and the refrigerant. The greater the
wider to allow more refrigerant to pass into the temperature differential, the greater will be the
evaporator. As the load decreases, the valve reacts amount of heat exchanged between the air and the
and allows less refrigerant into the evaporator. It is refrigerant. A high heat load condition, as is generally
this controlling action that provides the proper encountered when the air conditioning system is
pressure and temperature control in the evaporator. turned on, will allow rapid heat transfer between the
This system uses an internally equalized, block type air and the cooler refrigerant.
expansion valve. With this type valve, the refrigerant The change of state of the refrigerant in and going
leaving the evaporator coil is also directed back through the evaporator coil is as important as that of
through the valve so the temperature of the the air flow over the coil.
refrigerant is monitored internally rather than by a
remote sensing bulb. The expansion valve is All or most of the liquid that did not change to vapor in
controlled by both the temperature of the power the expansion valve or connecting tubes boils
element bulb and the pressure of the liquid in the (expands) and vaporizes immediately in the
evaporator. evaporator, becoming very cold. As the process of
heat loss from the air to the evaporator coil surface is
NOTE: It is important that the sensing bulb, if taking place, any moisture (humidity) in the air
present, is tight against the output line and protected condenses on the cool outside surface of the
from ambient temperatures with insulation tape. evaporator coil and is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
Accumulator
in the evaporator must be controlled so that the water
Accumulator (18, Figure 10-1) receives vaporized collecting on the coil surface does not freeze on and
refrigerant from the evaporator, moisture and/or any between the fins and restrict air flow. The evaporator
residual liquid refrigerant is collected at the bottom of temperature is controlled through pressure inside the
the component. The moisture is absorbed by the evaporator, and temperature and pressure at the
desiccant where it is safely isolated from the rest of outlet of the evaporator.
the system.
960E-1 9
Air conditioning system electrical circuit Compressor clutch

The air conditioner's electrical circuit is fed from an An electromagnetic clutch is used in conjunction with
accessory circuit and is fused with a 30-ampere the thermostat to disengage the compressor when it
circuit breaker. is not needed, such as when a defrost cycle is
indicated in the evaporator, or when the system or
The blower control is a switch which provides a range
blower is turned off.
of blower speeds from fast to slow. When the blower
switch is turned on, current is available at the The stationary field clutch is the most desirable type
compressor clutch. Once the blower is turned on, fan since it has fewer parts to wear. The field is mounted
speeds may be changed without affecting the to the compressor by mechanical means depending
thermostat sensing level. on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The
The thermostat reacts to changing temperatures
armature is mounted on the compressor body.
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the When no current is fed to the field, there is no
evaporator coil to sense temperature. magnetic force applied to the clutch and the rotor is
free to rotate on the armature, which remains
When the contacts are closed, current flows to the
stationary on the crankshaft.
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which When the thermostat or switch is closed, current is
starts the refrigeration cycle. When the temperature fed to the field. This sets up a magnetic force
of the evaporator coil drops to a predetermined point, between the field and armature, pulling it into the
the contacts open and the clutch disengages. rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field remains
When the clutch is disengaged, the blower remains at
stationary. This causes the compressor crankshaft to
the set speed. After the evaporator temperature rises
turn, starting the refrigeration cycle.
about twelve degrees above the cutout point, the
contacts in the thermostat close and the refrigeration When the switch or thermostat is opened, current is
cycle resumes. cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
Thermostat compressor is stopped until current is again applied
An electromagnetic clutch is used on the compressor to the field. In addition, safety switches in the
to provide a means of constant temperature control of compressor clutch electrical circuit control clutch
the cab. The clutch is controlled by a thermostat in operation, disengaging the clutch if system pressures
the evaporator which is set initially by the driver to a are abnormal.
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.
10 960E-1
Trinary™ switch • Fan Clutch - The mid-range function actuates the

engine fan clutch, if installed.
This switch is mounted on the receiver-drier and has
three functions (as implied by the name): • High Pressure - This switch opens and
disengages the compressor clutch if system
1. Disengage the compressor clutch when system pressure rises above the 2068 - 2 413 kPa (300 -
pressure is too high. 350 psi) range. After system pressure drops to
2. Disengage the compressor clutch when system 1 448 - 1 724 kPa (210 - 250 psi), the switch
pressure is too low. contacts will close and the clutch will engage.
3. Engage and disengage the radiator fan drive The switch functions will automatically reset when
clutch during normal variation of system system pressure returns to normal.
pressure.
OPENS CLOSES
The Trinary™ switch performs three distinct functions Low 103 - 207 kPa 276 kPa
to monitor and control refrigerant pressure in the Pressure (15 - 30 psi) (40 psi)
system. This switch is installed on the receiver-drier. descending rising pressure
The switch functions are: pressure
Terminals 1 and 2 are connected internally through High 2 068 - 2 413 kPa 1448 - 1724 kPa
two, normally closed pressure switches in series, the Pressure (300 - 350 psi) (210 - 250 psi)
low pressure switch and the high pressure switch.
241 - 414 kPa 1 379 - 1 586 kPa
Fan (35 - 60 psi) (200 - 230 psi)
Clutch below closing rising pressure
pressure
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
Terminals 3 and 4 are connected internally through a checking for proper operation of the switch.
normally open switch that is used to control the clutch
that drives the radiator fan. This switch closes and NOTE: One other pressure controlling device is
causes the cooling fan clutch to engage when system installed within the compressor. A mechanical relief
pressure rises to 1 379 - 1 586 kPa (200 - 230 psi). valve is located on the back of the compressor. The
When pressure falls to 965 - 1 344 kPa (140 - 195 relief valve will open at 3 447 - 3 792 kPa (500 - 550
psi), the switch contacts open, and the cooling fan psi). The purpose of this valve is to protect the
clutch disengages. compressor in the event that pressure should be
• Low Pressure - This switch opens and allowed to rise to that level. Damage to the
disengages the compressor clutch if system compressor will occur if pressure exceeds 550 psi.
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.
960E-1 11
960E-1 Dump truck

12 960E-1
CEN20001-00
960E-1

960E-1 A30003 and up

Standard value table
Standard value table for truck ............................................................................................................................... 3
960E-1 1
CEN20001-00 20 Standard value table
NOTES
2 960E-1
20 Standard value table CEN20001-00
Standard value table for truck
Truck model 960E-1

Standard
Measurement Permissible
Check item Unit value for new
conditions value
truck
• Dry road surface
64 64
0% grade
• Engine coolant (40) (40)
Travel speed
temperature within
Maximum speed in operating range kph
forward gear • Body unloaded (mph)
11.7 11.7
12% grade
• Travel resistance: 2.0% (7.3) (7.3)
• Standard tires
• Engine coolant
temperature within
Rated operating range 1,900 1,900
Engine speed
Idle rpm 750 750
Max. overspeed 2,030 2,030
Stationary steering • On flat dry load surface

effort
Operating
• Steering wheel speed:

force
(If stationary steering is 30 rpm N 21.6 ± 2.0 Max. 115

impossible, measure (lb) (4.85 ± 0.45) (Max. 25.8)
steering effort at low • Engine low idle
speed).
Steering wheel
• Engine stopped
Dimension
• Dimension on periphery
Play of grip Deg 5 5
• Until front wheel starts
moving
• Lock to Lock
Number of
rotations
Number
Rotation range of rota- 4.2 4.2 ± 0.5
tions
960E-1 3
Truck model 960E-1

Standard
conditions value
truck
• Point at • Starting
29.3 + 13.0/-0 29.3 + 13.0/-0
150 mm to
Operating N (6.6 + 2.9/-0) (6.6 + 2.9/-0)
(6 in.) from depress
force fulcrum of • Full (lb)
58.7 + 0/-13.3 58.7 + 0/-13.3
pedal
Accelerator pedal (13.2 + 0/-3.0) (13.2 + 0/-3.0)
• Starting
to mm 45 ± 5 45 ± 5
Stroke
depress (in.) (1.8 ± 0.2) (1.8 ± 0.2)
to Full
• Retarding 44.5 ± 4.0 44.5 ± 4.0
Operating N (10.0 ± 0.9) (10.0 ± 0.9)
force • Braking (lb) 300.5 ± 189.5 300.5 ± 189.5
Brake pedal (67.55 ± 42.6) (67.55 ± 42.6)
• Retarding 17.5 ± 1.0 17.5 ± 1.0
Stroke Deg
• Braking 17.5 ± 1.0 17.5 ± 1.0
Operating • Measuring point: N Max. 29.4 Max. 29.4
Operating force and stroke
Directional control force Center of grip (lb) (Max. 6.61) (Max. 6.61)
lever mm 24.5 ± 1 24.5 ± 2
Stroke
(in.) (0.96 ± 0.04) (0.96 ± 0.08)
• Measuring • Initial Max. 35.3 Max. 35.3
Float to point: (Max. 7.94) (Max. 7.94)
Raise Center of
grip • Full Max. 24.5 Max. 24.5
(Max. 5.51) (Max. 5.51)
Raise to Must return smoothly when
Hold engine speed is at high idle.
• Initial Max. 35.3 Max. 35.3
Operating Hold to N (Max. 7.94) (Max. 7.94)
force Raise • Full (lb) Max. 24.5 Max. 24.5
Hoist lever
(Max. 5.51) (Max. 5.51)

• Initial Max. 35.3 Max. 35.3
Hold to (Max. 7.94) (Max. 7.94)
Lower • Full Max. 24.5 Max. 24.5
(Max. 5.51) (Max. 5.51)
Lower to Must return smoothly when
Float engine speed is at high idle.
Raise to • Measuring point:
Hold Center of grip mm 44.8 ± 1.9 44.8 ± 1.9
Stroke
Hold to (in.) (1.76 ± 0.08 (1.76 ± 0.08
Lower
4 960E-1
Truck model 960E-1

Standard
conditions value
truck
• Flat dry road surface 247 ± 10 247 ± 20
Dimension
Installed Front
Suspension cylinder
length • Body unloaded mm (9.3 ± 0.4) (9.3 ± 0.8)

(exposed (in.) 199 ± 10 199 ± 20
rod) Rear
(7.8 ± 0.4) (7.8 ± 0.8)
2 930 2 930
Pressure
Nitrogen Front
kPa (425) (425)
gas
(psi) 1 296 1 296
pressure Rear
(188) (188)
Accumulator
Front and • Atmospheric

Pressure
Nitrogen rear service temperature): 21 °C (70 kPa 9 653 ± 70 9 653 ± 70

gas brakes °F)
(psi) {1,400 ± 10} {1,400 ± 10}
pressure
Steering
• With maximum allowed
Stop slope angle
payload
• Machine can hold on
Braking capacity specified grade % Min. 20 Min. 20
Parking brake
• Engine running
Oil pressure
kPa 22 753 ± 1 378 22 753 ± 1 378

Release pressure
(psi) (3,300 ± 200) (3,300 ± 200)
Operating • At full stroke

Service brakes
Oil pressure
pressure
Front and
• Charge accumulator kPa 16 545 ± 517 16 545 ± 517
rear service
Brake oil and operate brake first (psi) (2,400 ± 75) (2,400 ± 75)
brakes time
pressure
• At full stroke
Standard • Machine unloaded
Air pressure
56/80-R63
tire
kPa 600 + 100/-0 600 + 100/-0
Tire
59/80-R63 (psi) (87 + 14/-0) (87 + 14/-0)

Optional
(Bridge-
tire
stone only)
960E-1 5
Truck model 960E-1

Standard
conditions value
truck
At rated • Oil temperature:
20.6 ± 0.5 20.6 ± 0.5
speed 50 – 80 °C
(122 – 176 °F) (2,987 ± 72) (2,987 ± 72)
(1,900 rpm)
Steering
valve
Relief oil
pressure At low idle
(750 rpm) 18.6 ± 0.5 18.6 ± 0.5
[Reference (2,697 ± 72) (2,697 ± 72)
value]
• Oil temperature: 21.7 ± 0.7 21.7 ± 0.7
Counterbalance Steering pump
Cut-in pressure
45 – 55 °C (3,147 ± 100) (3,147 ± 100)
unloader
(113 – 131 °F)

Oil pressure
• High idle 24.1 ± 0.7 24.1 ± 0.7

Cut-out pressure MPa (3,495 ± 100) (3,495 ± 100)
(psi)
• Oil temperature:
50 – 80 °C
(122 – 176 °F)
valve
20.6 ± 0.7 20.6 ± 0.7

• Engine speed: (2,988 ± 100) (2,988 ± 100)
1,900 rpm (rated speed)
Relief pressure
Hoist valve
20.0 ± 0.7 20.0 ± 0.7

(2,900 ± 100) (2,900 ± 100)
• Oil temperature:
50 – 80 °C
Lifting speed (122 – 176 °F) 24 ± 2 24 ± 2
• Engine speed:
Body
Time
1,900 rpm (rated speed) sec.

Power down • Oil temperature: 14 ± 1 14 ± 1
Lowering 50 – 80 °C
speed (122 – 176 °F)
Float 24 ± 2 24 ± 2
• Engine speed: 650 rpm
6 960E-1
NOTES
960E-1 7
960E-1 Dump truck

8 960E-1
CEN30001-00
DUMP TRUCK
960E-1

960E-1 A30003 and up

General information
Special tool list ...................................................................................................................................................... 3
960E-1 1
CEN30001-00 30 Testing and adjusting
NOTES
2 960E-1
30 Testing and adjusting CEN30001-00
Special tool list
Part number Description Qty. Use

EB1759 Nitrogen charging kit 1 Suspension and accumulator
EC6027 Hydrair charging kit 1 charging
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
960E-1 3
960E-1 Dump truck

4 960E-1
CEN30002-00
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
960E-1 1
NOTES
2 960E-1
General information on system checkout Steering system checkout procedures

The hydraulic system checkout procedures are NOTE: Excessive internal leakage within the brake
intended to help the technician diagnose problems in circuit may contribute to problems within the steering
the steering and hoist circuits. The technician should circuit. Ensure that brake circuit leakage is not
read the entire checkout procedure to become excessive before troubleshooting the steering circuit.
familiar with the procedures and all the warnings and
The steering circuit hydraulic pressure is supplied
cautions before performing any steps. The checkout
from the piston pump and steering accumulators.
procedure begins by checking the basic system
Some steering system problems, such as spongy or
before checking individual components.
slow steering or abnormal operation of the low
A data sheet is included in this section to record the steering pressure warning, can sometimes be traced
test information obtained during the hydraulic system to internal leakage of steering components. If internal
checkout procedure. The data sheet is designed to leakage is suspected, perform the steering
be removed, copied, and used during the checkout component leakage tests outlined in this section.
procedure.
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
Hydraulic oil escaping under pressure can have the brake supply line and cap the fitting at the bleed
sufficient force to enter a person's body by down manifold to prevent high pressure leakage.
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 If the steering pump has just been installed, it is
hydraulic lines. Tighten all connections securely essential that the pump case is full of oil before
before applying pressure. starting the engine.
Before performing any testing and adjusting

procedures: The following equipment will be necessary to
• The truck must be shut down properly for service. properly checkout the steering hydraulic circuit:
Refer to Index and foreword section Operating • Hydraulic schematic
instructions for the shutdown procedure.
• Three 35 000 kPa (5,000 psi) calibrated pressure
• The steering accumulators and the brake gauges and hoses
accumulators must have the correct precharge
and must be at normal operating temperature. • A graduated container marked to measure liquid
Refer to Testing and adjusting section volume in cubic inches or milliliters
Accumulators and suspensions for the
accumulator charging procedure.
960E-1 3
Steering pump pressure control adjustments 8. Back out unloader valve adjustment screw (2)
completely.
1. Check the hydraulic oil level in the tank and add
oil if required. 9. Start the engine and allow the pump pressure to
build until the pump unloads.
2. Install an accurate 35 000 kPa (5,000 psi)
pressure gauge in pressure test port “GPA” (4, NOTE: When the steering pump unloads, pump
Figure 30-1) located on the suction side of the output pressure at the “GPA” pressure test port will
steering pump. Install a second 35 000 kPa drop to approximately 1 380 - 2 760 kPa (200 - 400
(5,000 psi) gauge in pressure test port “TP2” (3, psi).
Figure 30-2) in the bleed down manifold.
10. Turn the steering wheel to cause the
3. Turn unloader valve adjustment screw (2, accumulator pressure to drop until the pump
Figure 30-1) clockwise until it bottoms out. loads.
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.

1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
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
FIGURE 30-1. STEERING PUMP ADJUSTMENTS 11. Rear Steering Accumulator Supply Line
12. Relief Valve, 4.1 MPa (600 psi)
1. Stroke Control Adjustment Screw 13. Relief Valve, 28.0 MPa (4000 psi)
2. Unloader Valve Adjustment Screw 14. Hoist Pilot Valve Return Line
3. Compensator Adjustment Screw 15. Tank Return Line
4. Pressure Test Port "GPA" 16. Feedback Pressure to Unloader valve
17. Supply from Pump
4 960E-1
11. Adjust the unloader valve to reload the Steering control valve and flow amplifier
accumulators when pressure falls to 22 062 - leakage test
22 408 kPa (3,200 - 3,250 psi). Unload pressure 1. Disconnect flow amplifier return line (9, Figure
will be 23 959 - 24 649 kPa (3,475 - 3,575 psi). 30-2) at the bleed down manifold. Plug the port
When the unload pressure increases to on the bleed down manifold.
23 959 - 24 649 kPa (3,475 - 3,575 psi), the 2. Disconnect the steering control unit return line
adjustment has been successfully
at the flow amplifier. Install a plug in the open
completed.
flow amplifier port. Do not turn the steering
* Record on Data Sheet wheel while the hoses are disconnected!
12. Steer the truck slowly again while observing the 3. Start engine and allow the steering system to
“TP2” steering pressure gauge. reach normal operating pressure.
The pump must reload when pressure 4. Measure leakage from the flow amplifier return
drops to 22 062 - 22 408 kPa (3,200 - 3,250 line removed in Step 1:
psi).
* Record on Data Sheet Maximum permissible leakage is 820 ml/
min. (50 in3/min.).
13. If the minimum reloading pressure in Step 12 is
not correct, repeat Steps 11 and 12. If leakage is excessive, the flow amplifier should
be repaired or replaced.
NOTE: The critical pressure setting is the 22 062 -
* Record on Data Sheet
22 408 kPa (3,200 - 3,250 psi) when the pump loads.
The unloading pressure follows the loading 5. Measure leakage from steering control unit
pressure adjustment and should occur at return hose removed in Step 2:
approximately 23 959 - 24 649 kPa (3,475 - 3,575 Maximum permissible leakage is 164 ml/
psi). min. (10 in3/min.).
14. Tighten the jam nut to lock the adjustment. If leakage is excessive, the steering control
15. Steer the truck several times to verify that valve should be repaired or replaced.
system pressure begins to increase (pump * Record on Data Sheet
cycles from unload to load) once pressure has
dropped to 22 062 - 22 408 kPa (3,200 - 3,250 6. Shut off the engine and allow 90 seconds for the
psi). accumulators to depressurize completely. If all
steering system hoses are connected, turn the
16. Shut off the engine and allow 90 seconds for the steering wheel to verify that no pressure
accumulators to depressurize completely. Turn remains.
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.
960E-1 5
Bleed down manifold leakage test

1. With hydraulic lines still disconnected from the
"Steering control valve and flow amplifier
In the next step, DO NOT use the key switch to
leakage test", disconnect hoist pilot valve return
shut off the engine. If the key switch is turned
line (14, Figure 30-2) located on the side of the
OFF, all accumulator oil will be discharged
bleed down manifold. Plug the open port on the
through the open port on the bleed down
bleed down manifold.
manifold.
A suggested method to provide steering

accumulator bleed down when return hoses are
disconnected is to connect a hose/needle valve
The hydraulic tank oil level is above the level of
assembly between bleed down manifold port TP3
the tank return line. It is necessary to draw a
and the hydraulic tank filler tube. This hose/valve
vacuum on the hydraulic tank to prevent a large
assembly cannot be connected or disconnected
amount of oil from draining from the tank with the
if the accumulators are pressurized. The opposite
return line disconnected from the bleed down
end of the hose can be connected to a fitting
manifold.
which screws into the hydraulic tank filler tube in
2. Disconnect tank return line (15) from the bleed place of the filler cap. Both accumulators will be
down manifold. Connect hoist pilot valve return bled down when port TP3 is opened to tank,
line (14) to the tank return port, or connect it to reducing the possibility of either accumulator
the hydraulic tank fill port. Do not plug the hoist being accidentally left pressurized. The hose can
pilot valve return line. be 1/4” SAE 100R2, rated for 5000 psi, or 3/8” SAE
3. Remove the vacuum on the hydraulic tank. 100R2, rated for 4000 psi. Needle valves are
suggested to allow simple opening/closing, but
4. Start the engine and allow the system pressure must be rated for 4000 psi or above.
to build until the unloader valve unloads the
pump. Measure the leakage at the open tank
return port on the bleed down manifold. 5. After test is complete, shut off the engine by
using the engine shutdown switch on the center
Maximum permissible leakage is 541 ml/ console.
min. (33 in3/min.).
6. Reattach the vacuum source to the hydraulic
If leakage is excessive, bleed down solenoid (6, tank and draw a vacuum before disconnecting
Figure 30-2), steering system relief valve (13), the tank return hose from the hoist pilot valve
or the piloted check valve located on top of return hose. Attach the tank return hose to the
bleed down manifold is defective and must be bleed down manifold, then attach the hoist pilot
replaced. valve return hose to the bleed down manifold.
* Record on Data Sheet 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.
6 960E-1
Shock and suction valve pressure tests 10. Turn the steering wheel against the opposite
stop.
Before the shock and suction valves in the steering
circuit can be tested, the steering system pressure The other pressure gauge should read
must be increased to obtain sufficient pressure for 24 000 ± 1 000 kPa (3,480 ± 145 psi).
testing. Also, the steering relief valve pressure must * Record on Data Sheet
be raised above the pressure that is required to
11. If the pressure is incorrect during Step 9 or 10,
actuate the shock and suction valves.
the shock and suction valves must be replaced.
1. Install a 35 000 kPa (5,000 psi) pressure gauge
at pressure test port “TP2” (3, Figure 30-2) in NOTE: The shock and suction valves are only
the bleed down manifold. serviced as complete units and cannot be adjusted
while installed in the flow amplifier valve.
2. Install a 35 000 kPa (5,000 psi) pressure gauge
in each steering cylinder manifold test port 12. After the test is complete, lower the steering
(located on the frame cross member under the relief pressure to 20 690 ± 345 kPa (3,000 ± 50
engine). psi) as follows:
3. Turn unloader valve adjustment screw (2, a. Steer full left or right and maintain a slight
Figure 30-1) clockwise until it bottoms out. pressure against the steering wheel.
4. Back out compensator adjustment screw (3) by b. Use the 5 mm allen wrench to adjust the
turning it counterclockwise. steering relief valve until 20 690 ± 345 kPa
(3,000 ± 50 psi) is shown on the gauge.
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 FIGURE 30-3. STEERING RELIEF VALVE
wheel against the left stop. ADJUSTMENT
One of the pressure gauges should read 1. Flow Amplifier Valve

24 000 ± 1 000 kPa (3,480 ± 145 psi). 2. Plug
* Record on Data Sheet 3. O-ring
4. Relief Valve Adjustment Screw
960E-1 7
13. After the adjustment is complete, install plug (2) 24. Steer the truck slowly again while observing the
with O-ring (3) on the valve body. “TP2” steering pressure gauge.
14. Shut off the engine and allow 90 seconds for the The pump must reload when pressure
accumulators to depressurize completely. drops to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
15. Turn unloader valve adjustment screw (2, Figure
30-1) clockwise until it bottoms out. * Record on Data Sheet
16. Back out compensator adjustment screw (3) by 25. If the minimum reloading pressure in Step 12 is
turning it counterclockwise. not correct, repeat Steps 11 and 12.
NOTE: If equipped, ensure that the shutoff valves are NOTE: The critical pressure setting is the 22 062 -
open before starting the engine. 22 408 kPa (3,200 - 3,250 psi) when the pump loads.
The unloading pressure follows the loading pressure
17. Start the engine and operate it at low idle. adjustment and should occur at approximately
18. Adjust compensator adjustment screw (3) to 23 959 - 24 649 kPa (3,475 - 3,575 psi).
obtain 26 200 kPa (3,800 psi) on the pressure 26. Tighten the jam nut to lock the adjustment.
gauge at the “GPA” pump port. Do not exceed
this pressure at any time. Tighten the 27. Steer the truck several times to verify that
compensator jam nut. system pressure begins to increase (pump
cycles from unload to load) once pressure has
19. Shut off the engine and allow 90 seconds for the dropped to 22 062 - 22 408 kPa (3,200 - 3,250
accumulators to depressurize completely. psi).
20. Back out unloader valve adjustment screw (2) 28. Shut off the engine and allow 90 seconds for the
completely. accumulators to depressurize completely. Turn
21. Start the engine and allow the pump pressure to the steering wheel to verify that no pressure
build until the pump unloads. remains.
NOTE: When the steering pump unloads, pump 29. Remove the gauges and cap the test ports.
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.
8 960E-1
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 __________________________
960E-1 9
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
10 960E-1
Brake cooling and hoist system checkout Pressure gauge locations

procedures 1. Install a 1 000 kPa (100 psi) low pressure gauge
NOTE: If the relief valve or hoist valve assembly has at front brake cooling circuit test port (1, Figure
been replaced or rebuilt, hoist valve power up 30-5) at the front of the hoist valve to monitor
pressure should be checked. Also, check the brake the front brake cooling oil pressure.
cooling circuit for correct pressures. Check hoist 2. Install a 35 000 kPa (5,000 psi) gauge in
system power down relief pressure if the hoist pilot overcenter manifold power down test port “TPD”
valve has been replaced or rebuilt. (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).
Hydraulic oil escaping under pressure can have 4. Install a 1 000 kPa (100 psi) low pressure gauge
sufficient force to enter a person's body by at rear brake supply pressure test port (3,
penetrating the skin and cause serious injury, Figure 30-8) in the brake/hoist return manifold to
and possibly death, if proper medical treatment monitor rear brake cooling supply pressure.
not received immediately.
Relieve pressure before disconnecting any

hydraulic lines. Tighten all connections securely
before applying pressure.
The following equipment will be necessary to
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
FIGURE 30-5. TEST PORTS

1. Front Brake Cooling Circuit Test Port
2. Hoist Pump Filter Pressure Test Port
960E-1 11
Brake cooling circuit test Power up relief pressure test

NOTE: Hydraulic oil temperature should be The hoist control valve contains two relief valves. The
approximately 21 °C (70 °F) during this test. Do not rear inlet section contains the relief valve for the rear
turn the steering wheel or apply the brakes. Do not section of the hoist pump. The front inlet section
operate the engine at low idle for more than 30 contains the relief valve for the front section of the
seconds. hoist pump.
1. Start the engine and operate at low idle. Place 1. To allow full extension of the hoist cylinders,
the hoist control lever in the FLOAT position. disconnect the hoist up limit solenoid (located
on the top of the bleed down manifold) from the
Hoist pump outlet pressures at the filters
wiring harness.
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 Ensure that there is adequate overhead clearance
be approximately 172 kPa (25 psi) or less. before raising the body.
* Record on Data Sheet NOTE: Ensure that the gauges are properly identified
2. With the engine at low idle, move the hoist (front or rear section of the pump) when the
control lever to the RAISE position. pressures are read.
Pressure at the front and rear brake cooling 2. Start the engine and operate at low idle. Move
circuits should drop to 0 kPa (0 psi) while the hoist control lever to the RAISE position until
the body rises. the body is fully raised.
If the pressure is not correct, the hoist control Pressure at both hoist pump filter test ports
valve may be plumbed incorrectly or defective. should be 18 960 ± 690 kPa (2,750 ± 100
psi).
3. Increase engine speed to 1,500 rpm. Place the
hoist control lever in HOLD or FLOAT. 3. If the hoist power up relief pressure is incorrect
on either gauge, the corresponding relief valve
Pressure at the front and rear brake cooling should be replaced.
circuits should be approximately 345 kPa
(50 psi) or less. 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
4. With engine at 1,500 rpm, move the hoist depressurize. Turn the steering wheel to
control lever to the LOWER position. ensure that system pressure has been
Pressure at the front and rear brake cooling relieved.
circuits should drop to 0 kPa (0 psi) while b. Relieve all hydraulic pressure from the hoist
the body lowers. system.
* Record on Data Sheet 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.
12 960E-1
4. Check the pressure again by repeating Step 2. If Power down relief pressure test
necessary, repeat the adjustment procedure
NOTE: The hoist system power down relief valve is
until the correct pressure is obtained.
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).
FIGURE 30-6. INLET SECTION 3. If power down relief pressure is not within
specifications, adjust the relief valve as follows:
1. Capscrew 6. Sleeve a. Remove the cap from power down relief
2. Inlet Cover 7. Secondary Low valve (2, Figure 30-7).
3. Spring Pressure Valve
4. Main Relief Valve 8. O-rings b. To increase the power down relief pressure,
5. Spring 9. Inlet Valve Body turn the adjusting screw inward (clockwise).
To decrease the power down relief pressure,
turn the adjusting screw outward
NOTE: Front and rear inlet sections are identical. (counterclockwise).
1. Spool Housing
2. Power Down Relief Valve
960E-1 13
4. Recheck the power down relief pressure by Counterbalance valve pressure check
repeating Step 2 after adjusting the relief valve. 1. Ensure that the engine is off, the body is resting
Install the cap on the power down relief valve. on the frame or properly secured in the raised
5. Shut off the engine and allow 90 seconds for the position, the hoist valve is in the FLOAT
accumulators to depressurize completely. position, and the hydraulic system is
Remove the gauges. depressurized.
2. Loosen the locknut on needle valve adjustment
stem (9, Figure 30-9) on the overcenter
manifold. Turn the adjustment stem fully
clockwise.
FIGURE 30-8. BRAKE/HOIST RETURN OIL

MANIFOLD
1. Rear Brake Return 9. Front Brake Bypass

2. Rear Brake Supply 10. Rear Brake Return FIGURE 30-9. OVERCENTER MANIFOLD
3. Rear Brake Supply Pressure
1. Check Valves
Pressure 11. Hoist Return Pressure
2. Overcenter Valve Manifold
4. Front Brake Supply 12. Front Brake
3. Power Down Test Port (TPD)
Pressure Return Pressure
4. Counterbalance Valve Adjustment Stem
5. Rear Brake Cooling 13. Rear Brake Return
5. Counterbalance Valve Test Port (TCBVP)
Oil (From Hoist Valve) 14. Rear Brake Return
6. Power Up Test Port (TPU)
6. Return From Hoist to Tank
7. Test Port (TR)
Valve 15. Hoist Return to Tank
8. Pilot Vent Port
7. Return From Hoist 16. Front Brake Return
9. Needle Valve Adjustment Stem
Valve to Tank
10. Counterbalance Valve Port (TCBV)
8. Brake/Hoist Return Oil 17. Front Brake Return
Manifold 18. Front Brake Return
14 960E-1
3. Remove the plug from “PILOT VENT” port (8) Counterbalance valve adjustment
on the overcenter manifold. This port will remain 1. With the hoist control lever in the FLOAT
open to the atmosphere during the adjustment. position and the body resting on the frame,
Do not allow dirt to enter the open port. loosen the locknut on counterbalance valve
NOTE: It is suggested that a clean SAE #4 (1/4”) adjustment stem (4, Figure 30-9). Turn the
hydraulic hose be installed in the open pilot vent port adjustment stem fully inward (clockwise) so the
and pointed downward. counterbalance valve pressure is as low as
possible.
4. Install a 35 000 kPa (5,000 psi) gauge at test
port “TR” (7) on the overcenter manifold. Use a 2. Start the engine and operate at high idle.
hose that is long enough for the technician to Observe the pressure gauge while raising the
read the pressure gauge while in the cab of the body.
truck. Do not read the gauge near the 3. Carefully turn the adjustment stem outward
overcenter manifold or make adjustments while (counterclockwise) to obtain 20 700 kPa (3,000
the engine is running. The gauge will measure psi) with the engine at high idle, the hoist control
the rod end pressure (the pressure controlled by lever in the RAISE position and the hoist
the counterbalance valve). cylinders in the third stage.
5. Start the engine and operate at low idle. If the NOTE: Complete valve adjustment range is three full
body is in the raised position, lower the body to turns.
the frame.
4. Lower the body to the frame and operate the
6. Raise the body and, as it extends to the third engine at low idle. Repeat Step 6 of the
stage, read the pressure on the gauge "Counterbalance valve pressure check"
connected to the “TR” port. All counterbalance procedure to verify proper adjustment.
valve pressures are read and adjusted while the
hoist cylinders are in the third stage. 5. With the body resting on the frame, install the
plug in “PILOT VENT” port (8). Remove the
a. If pressure is 20 700 kPa (3,000 psi) or
pressure gauge.
above, stop raising the body immediately.
The pressure is adjusted too high and must 6. Turn needle valve adjustment stem (9) fully
be lowered. Refer to "Counterbalance valve outward and tighten the locknut securely. The
adjustment". needle valve must be fully open for normal
operation.
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.
960E-1 15
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 _________________________
16 960E-1
Hydraulic system flushing procedure 5. Inspect the hydraulic tank strainers and
diffusers. If damaged, install new components.
Preparation
6. Install an accurate 35 000 kPa (5,000 psi)
1. Properly shut down the truck for service. Refer pressure gauge in pressure test port “GPA” (4,
to Index and foreword section Operating Figure 30-1) located on the suction side of the
instructions for the shutdown procedure. steering pump. Install a second 35 000 kPa
2. Open accumulator bleed down valves (1, Figure (5,000 psi) gauge in pressure test port “TP3” (7,
30-10) and (3) on the brake manifold. This will Figure 30-2) in the bleed down manifold.
return contaminants in the brake accumulators
to the hydraulic tank. Flushing procedure
Ensure that there is adequate overhead clearance

before raising the body.
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
FIGURE 30-10. BRAKE MANIFOLD used. This hose/needle valve assembly is only for
1. Accumulator Bleed Down Valve convenience and is not required. It provides a
(Rear Brake) method for manually depressurizing both steering
2. Automatic Apply Valve accumulators at any time. The jumper hoses installed
3. Accumulator Bleed Down Valve in Step 1 are still needed.
(Front Brake)
Required materials
• Needle valve rated at 27 600 kPa (4,000 psi)
3. Thoroughly clean the exterior of the hydraulic • Two hoses made from 1/4 inch diameter SAE
tank. Drain the hydraulic tank, remove the 100R2 material rated at 35 000 kPa (5,000 psi)
strainers and diffusers, and clean the inside of (The length of the hoses is not critical but should
the tank. Flush the interior of the hydraulic tank provide the best accessibility to the needle valve.)
with a cleaning solvent.
• Fittings (WB0585), (WB0692) and (WB0576)
4. Inspect all hydraulic hoses for deterioration or
damage. Installation
NOTE: If a system component fails, all hoses and a. Make sure that both steering accumulators
tubing should be removed and back flushed with a and both brake accumulators are depressur-
cleaning solvent. Inspect for small particles which ized.
may be trapped inside. 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.
960E-1 17
c. Remove the plug from the port marked "T3" 4. If equipped, fully open all shutoff valves in the
on the right side of the brake manifold. Install pump suction lines. The valves are fully open
fitting (WB0576) in the unplugged port. when the valve handle is in line with the hose.
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"
Serious pump damage will occur if any shutoff
port.
valve is not fully open when the engine is started.
NOTE: Retain the plugs that were removed 5. Fill the hydraulic tank with clean type C-4
from the manifolds so they can be installed after hydraulic oil. Make sure that the oil level is
the hose/needle valve assembly is removed. visible in center of the upper sight gauge.
Once installed, the hose/needle valve assembly can 6. Loosen each pump suction hose at the pump
be used to depressurize both steering accumulators. 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
Do not disconnect the hose/needle valve necessary.
assembly while the steering accumulators are
pressurized.
Hydraulic oil escaping under pressure can have

sufficient force to enter a person's body by
penetrating the skin and cause serious injury, Do not apply the brakes or turn the steering
and possibly death, if proper medical treatment wheel at any time during this procedure.
not received immediately. 8. Move the hoist control lever to the FLOAT
position.
Relieve pressure before disconnecting any
hydraulic lines. Tighten all connections securely 10. Turn the key switch ON but do not start the
before applying pressure. engine. Verify that the low steering accumulator
precharge warning is not displayed.
2. If the brakes are not installed, connect the brake
cooling supply hoses to the brake cooling return If the warning is displayed, correct the problem
hoses. The service brake hoses and parking before proceeding.
brake hoses must be capped or connected to NOTE: The brake accumulators do not have
brake simulators. pressure switches to warn of low precharge pressure.
3. Fill the steering pump case with clean hydraulic Make sure that both brake accumulators and both
oil through the case drain port. steering accumulators are properly precharged to
9 650 kPa (1,400 psi). Refer to Testing and adjusting
An alternate method is to leave the case drain section Accumulators and suspensions for the
hose connected, then remove the plug from the accumulator charging procedure.
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.
18 960E-1
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, at any time, the warning indicator or buzzer is If the pressure readings do not drop to 0 kPa (0
activated, do not loosen or remove any hydraulic psi), the hoist valve may be plumbed incorrectly
hose or component. Hydraulic oil pressure may or the hoist valve may be defective. Correct the
be trapped in the system. Relieve pressure before plumbing error or replace the hoist valve, as
disconnecting any hydraulic lines. Tighten all needed, then repeat this step.
connections securely before applying pressure.
14. If the pressure readings are correct, increase
If fault code A236 is active, do not loosen or the engine speed to 1,500 rpm for 20 minutes to
remove any hydraulic hose or component. The flush the system. Move the hoist control lever to
steering accumulators have not been properly the RAISE position for 30 seconds, and then
depressurized. Locate and correct the steering move it to the LOWER position for 30 seconds.
accumulator problem. The pressure gauge Repeat this cycle five times. This process will
installed in bleed down manifold test port "TP3" carry any system contaminants to the hydraulic
will show 103 kPa (15 psi) or less if the steering tank.
accumulators are successfully depressurized. Monitor the pressure gauges at the front and
11. Start the engine and operate at low idle for no rear brake cooling test ports during this step.
more than 30 seconds. The pressure readings should be 0 kPa (0 psi)
when the hoist control lever is in the RAISE and
• Pressure at the hoist filters should be LOWER positions and approximately 345 kPa
approximately 550 kPa (80 psi). (50 psi) in the HOLD and FLOAT positions.
• Pressure at steering pump test port "GPA" 15. When the flushing process is complete, shut off
should be approximately 690 kPa (100 psi). the engine and allow at least 90 seconds for the
• Pressure at the front and rear brake cooling accumulators to depressurize completely.
test ports should be 172 kPa (25 psi) or less.
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
Do not operate the truck at low idle for more than hoses and return hoses connected together.
30 seconds. The steering pump pressure at test
port "GPA" must be at or above 1 725 kPa (250 17. Check the hydraulic oil level. Add oil, if
psi) during the the flushing process to provide necessary.
adequate pump internal lubrication. Steering 18. Close the brake accumulator bleed down valves
pump damage will result if the pressure is below on the brake manifold.
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).
960E-1 19
19. To flush the accumulators, start the engine and 26. After the hydraulic system flushing procedure
operate the engine until the accumulator has been completed, all system high pressure
pressure is approximately 23 960 kPa (3,475 filter elements must be replaced.
psi). This is the pressure at which the unloader a. Close both hoist pump suction line shutoff
valve shifts to unload the steering pump. valves. Close the steering pump suction line
If the accumulator pressure does not reach shutoff valve.
23 960 kPa (3,475 psi): b. Remove the hoist and steering hydraulic fil-
• Check for any bleed down related fault codes. ters. Clean the housings and install new filter
Correct any problems and repeat Step 19. elements.
• If there are no such fault codes, refer to c. Check the hydraulic oil level. Add oil, if nec-
"Steering pump pressure control essary.
adjustments", then repeat Step 19.
d. Open the suction line shutoff valves.
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.
25. Check the hydraulic oil level. Add oil, if
necessary.
20 960E-1
NOTES
960E-1 21
960E-1 Dump truck

22 960E-1
CEN30003-00
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
960E-1 1
NOTES
2 960E-1
General information on system checkout Brake circuit checkout procedure

The brake system checkout procedures are intended NOTE: The steering system supplies the brake
to help the technician diagnose problems in the brake system with operating pressure. It is important that
circuits. The technician should read the entire the steering system be checked for proper operation
checkout procedure to become familiar with the before checking the braking system. Refer to Testing
procedures and all the warnings and cautions before and adjusting section Hydraulic system for the
performing any steps. The checkout procedures steering system checkout procedure.
begin by checking the basic system before checking
This section outlines a procedure to test the
individual components.
functionality of the entire brake system. Pressure
Data sheets are included in this section to record the specifications and other criteria that must be
test information obtained during the brake system duplicated for the braking system to be considered
checkout procedures. The data sheets are designed ready for daily operations are provided.
to be copied and used during the checkout
The steering circuit can be isolated from the brake
procedure.
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.
The following equipment will be necessary to
properly checkout the brake hydraulic circuit:
sufficient force to enter a person's body by • Brake hydraulic schematic (See Section 90)
penetrating the skin and cause serious injury, • Clear plastic hose and bucket for brake bleeding
and possibly death, if proper medical treatment
• Three 24 100 kPa (3,500 psi) pressure gauges
not received immediately. • One 34 475 kPa (5,000 psi) pressure gauge
Relieve pressure before disconnecting any • One female quick disconnect (PB6039) and hose
hydraulic lines. Tighten all connections securely long enough to reach from brake cabinet to the
before applying pressure. inside of the operator's cab for each gauge
• Accumulator charging kit (EB1759 or equivalent)
Before performing any testing and adjusting
with gauges and dry nitrogen
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.
Refer to Testing and adjusting section
960E-1 3
FIGURE 30-1. HYDRAULIC BRAKE CABINET

1. Dual Relay Valve 13. Brake Lock Solenoid Valve (SV1)
2. Hoist Pilot Valve 14. Parking Brake Release Pressure (PK3)
3. Relief Valve (Hoist Power Down) 15. Low Accumulator Pressure Test Port (LAP1)
4. Brake Lock Shuttle Valve 16. Low Brake Pressure Switch
5. Brake Manifold 17. Parking Brake Pressure Switch
6. Brake Oil Supply Pressure Test Port (SP3) 18. Auto Apply Solenoid Valve (SV3)
7. Rear Brake Accumulator Bleed Valve 19. Junction Manifold
8. Auto Apply Sequence Valve 20. Stop Light Pressure Switch
9. Front Brake Accumulator Bleed Valve 21. Brake Lock Degradation Switch
10. Parking Brake Solenoid Valve (SV2) 22. Rear Brake Pressure Test Port (BR)
11. Brake Lock Apply Pressure Test Port (PP3) 23. Front Brake Pressure Test Port (BF)
12. Pressure Reducing Valve (PR)
4 960E-1
Initial system setup 9. Partially depress the brake pedal to bleed air
from each brake. Move the directional control
Ensure that the brakes have been properly bled to
lever to NEUTRAL to bleed air from the parking
remove any trapped air. Refer to "Wet disc brake
brake. Then move the directional control lever to
bleeding procedure". Also, before checking the brake
PARK.
system, make sure that the parking brake is
functioning properly. Refer to "Parking brake bleeding 10. Slowly depress the brake pedal. The rear brake
procedure". pressure should begin to rise before the front
brake pressure.
1. Securely block the wheels to prevent the truck
from rolling away. Verify that the rear brake pressure is 310 -
1415 kpa (45 - 205 psi) when the front
2. Move the directional control lever in PARK and
brake pressure begins to rise.
turn the rest switch ON. Turn the key switch
* Record on data sheet.
OFF to shut off the engine and allow 90
seconds for the steering system accumulators 11. Slowly depress the brake pedal. Force feedback
to depressurize. of the pedal on your foot should be smooth with
no abnormal noise or mechanical roughness.
NOTE: Leave rest switch in the ON position and the
GF cutout switch in the CUTOUT position throughout Verify that the stop lights illuminate at 517 ±
brake tests. 34 kPa (75 ± 5 psi) rear brake pressure.
3. Install wo 24 100 kPa (3,500 psi) pressure
gauges at front brake (BF) pressure test port 12. Quickly and completely depress the brake
(23, Figure 30-2) and rear brake (BR) pressure pedal. Verify that within one second after the
test port (22). brake is applied:
Install the 34 475 kPa (5,000 psi) pressure Rear brake (BR) pressure reads 17 235 ±
gauge at low accumulator pressure test port 517 kPa (2,500 ± 75 psi).
“LAP1” (15). Front brake (FR) pressure reads 17 235 ±
4. Open bleed down valves (7) and (9, Figure 30- 517 kPa (2,500 ± 75 psi).
1) on the brake manifold to depressurize the Both pressures must remain above their
brake accumulators. minimum values for a minimum of 20
seconds.
5. Precharge both brake accumulators. Refer to
Testing and adjusting section Accumulators * Record on data sheet.
and suspensions for the accumulator charging
Brake lock / secondary braking checkout
procedure.
13. Disconnect the lead wire from brake lock
NOTE: For best performance, charge the solenoid valve (13, Figure 30-1) located on the
accumulators in the ambient conditions in which the brake manifold in the hydraulic brake cabinet.
machine will be operating.
14. Move the directional control lever to NEUTRAL.
6. Close both brake accumulator bleed down Press the brake lock switch. The brake lock will
valves. not apply if the engine is not operating. Fault
7. Release the brake lock. code A118 will become active.
8. Start the engine. Observe the rising brake 15. Depress the brake pedal until fault code A118 is
pressures as the system charges. The brake cleared, then very slowly release the pedal until
pressures should begin to fall when the auto fault code A118 is active again.
apply valve releases. The auto apply valves
Verify that the rear brake (BR) pressure
should release the front and rear brakes at drops to 6 895 ± 172 kPa (1,000 ± 25 psi)
11 375 ± 1 380 kPa (1,650 ± 200 psi). when the fault reoccurs.
* Record on data sheet. * Record on data sheet.
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.
960E-1 5
16. Connect the lead wire to brake lock solenoid Parking brake checkout
valve (13). 19. Move one of the pressure gauges (BR or BF) to
17. Cycle the brake lock switch several times to parking brake release (PK3) pressure port (14,
ensure crisp application and release of oil Figure 30-1).
pressure and proper function of the status light. 20. Start the engine. Move the directional control
NOTE: Check the pressure readings at pressure test lever to PARK, then back to NEUTRAL. The
ports (BR) and (PP3). They should be identical. parking brake status light should illuminate, then
go out.
Verify that the rear brake (BR) pressure is
13 790 ± 690 kPa (2,000 ± 100 psi) when Verify that the parking brake release (PK3)
the brake lock is applied. Fault code A118 pressure is 22 753 ± 1378 kPa (3,300 ± 200
should also not be displayed. psi).
* Record on data sheet. * Record on data sheet.
18. If the brake lock does not function correctly, 21. Move the directional control lever to PARK.
make sure that all brake lock circuit plumbing is
Verify that the parking brake apply (PK3)
correct.
pressure is 0 kPa (0 psi).
If the plumbing is correct, disconnect wire 52B * Record on data sheet.
to the brake lock solenoid at TB26-G. Apply 24V
22. If the parking brake does not function correctly,
to the disconnected wire 52B. Verify that the
make sure that all parking brake circuit
pressure reading at pressure test port (PP3) is
plumbing is correct.
13 790 ± 690 kPa (2,000 ± 100 psi). Ignore any
resulting brake lock faults. If the plumbing is correct, disconnect wire 52CS
a. If the pressure is out of range, adjust to the parking brake solenoid at TB26-M.
pressure reducing valve (12, Figure 30-1) as Ground the disconnected wire 52CS. Verify that
required. the pressure reading at pressure test port (PK3)
is 22 753 ± 1 378 kPa (3,300 ± 200 psi). Ignore
b. If the pressure reducing valve cannot be any resulting parking brake faults.
adjusted to achieve the correct pressure,
replace the pressure reducing valve. a. If the pressure is out of range, verify that the
steering pump pressure compensator
c. If the brake lock solenoid cannot be adjustment screw is properly adjusted.
energized, verify that the wiring to the
solenoid is correct. If it is correct, then b. If the parking brake solenoid cannot be
replace the solenoid. energized, verify that the wiring to the
solenoid is correct. If it is correct, then
d. If the brake lock valve will not operate, replace the solenoid.
replace the valve.
c. If the parking brake valve will not operate,
e. Connect wire 52B to TB26-G and repeat replace the valve.
Step 17.
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.
6 960E-1
Service brake checkout 28. Move both both rear brake pressure gauges to
to pressure test ports (LFBP) and (RFBP) on the
24. Move the directional control lever to PARK and
front brake backplates.
release the brake lock.
25. Move both front brake pressure gauges to left NOTE: These test ports are not stamped on the
rear brake (LBP) pressure test port (2, Figure spindle.
30-2) and right rear brake (RBP) pressure test 29. Quickly and completely depress the brake
port (1) on the manifold on the left side of the pedal. Verify that within one second after the
rear axle housing. brake is applied:
26. Quickly and completely depress the brake Left front brake pressure reads 16 545 ±
pedal. Verify that within one second after the 517 kPa (2,400 ± 75 psi).
brake is applied:
Right front brake pressure reads 16 545 ±
Left rear brake pressure reads 16 545 ± 517 517 kPa (2,400 ± 75 psi).
kPa (2,400 ± 75 psi).
Both pressures must remain above their
Right rear brake pressure reads 16 545 ± minimum values for a minimum of 20
517 kPa (2,400 ± 75 psi). seconds.
Both pressures must remain above their
minimum values for a minimum of 20 30. Release the brake pedal.
seconds.
Verify that both front brake pressures return
to 0 kPa (0 psi) within two seconds. There
27. Release the brake pedal. should be no residual pressure trapped in
the brakes.
Verify that both rear brake pressures return
to 0 kPa (0 psi) within two seconds. There
should be no residual pressure trapped in
Low brake accumulator pressure and auto apply
the brakes.
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).
33. Move the directional control lever to NEUTRAL.
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
FIGURE 30-2. REAR BRAKE PRESSURE psi), there is excessive leakage in the
TEST PORTS system. The source of the leakage must be
identified and repaired.
1. Right Rear Brake Pressure (RBP) Test Port * Record on data sheet.
2. Left Rear Brake Pressure (LBP) Test Port
35. Start the engine and allow the low brake
accumulator pressure (LAP1) to increase above
18 960 kPa (2,750 psi).
960E-1 7
36. Turn the key switch OFF and allow 90 seconds 43. Move the directional control lever to NEUTRAL.
for the steering accumulators to depressurize Turn the key switch OFF and allow 90 seconds
completely. for the steering accumulators to depressurize
completely.
37. Turn the key switch ON, but do not start the
engine. Move the directional control lever to 44. Turn the key switch ON, but do not start the
NEUTRAL. engine.
38. Provide a speed signal of 2.5 kph (1.5 mph) 45. Provide a speed signal of 2.5 kph (1.5 mph)
from the DID panel on the rear wall of the from the DID panel on the rear wall of the
operator cab. Fault code A260 will occur 1.5 operator cab. Fault code A260 will occur 1.5
seconds later. seconds later.
39. Very slowly open front brake accumulator bleed 46. Very slowly open rear brake accumulator bleed
valve (9) a small amount while observing the valve (7) a small amount while observing the
decreasing pressure at low accumulator decreasing pressure at low accumulator
pressure (LAP1) test port (15). pressure (LAP1) test port (15).
The low brake pressure fault code A261 The low brake pressure fault code A261
must occur when the pressure drops to must occur when the pressure drops to
12 755 ± 517 kPa (1,850 ± 75 psi). within 690 kPa (100 psi) of the pressure that
* Record on data sheet. was recorded in Step 39.
When the low accumulator pressure
reaches 11 375 ± 517 kPa (1,650 ± 75 psi), When the low accumulator pressure
front brake pressures (BF) and (BR) should reaches within 690 kPa (100 psi) of the
begin to rise due to the auto apply feature. pressure that was recorded in Step 39, front
* Record on data sheet. brake pressures (BF) and (BR) should
begin to rise due to the auto apply feature.
If necessary, adjust auto apply sequence valve * Record on data sheet.
(8) to obtain an auto apply pressure of 11 375 ±
517 kPa (1,650 ± 75 psi). 47. Close rear brake accumulator bleed valve (7).
Record the front and rear brake apply pressures
40. Close front brake accumulator bleed valve (9). after auto apply has occurred.
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.
Front brake (BF) pressure reads 9 825 kPa
(1,425 psi) or higher. Rear brake (BR) pressure reads 9 825 kPa
(1,425 psi) or higher.
Rear brake (BR) pressure reads 16 545 ±
517 kPa (2,400 ± 75 psi) or higher. Low brake accumulator pressure (LAP1)
reads 11 375 ± 517 kPa (1,650 ± 75 psi).
Low brake accumulator pressure (LAP1) * Record on data sheet.
reads 11 375 ± 517 kPa (1,650 ± 75 psi).
* Record on data sheet. 48. Remove the speed signal from the DID panel.
Set the speed signal to 0 kph (0 mph).
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).
8 960E-1
Reapplication Parking brake control logic checkout

49. Start the engine and allow the low brake NOTE: The parking brake will not apply if the truck
accumulator pressure (LAP1) to increase to speed is above 0.8 kph (0.5 mph). If the parking
21 718 ± 344 kPa (3,150 ± 50 psi). brake is selected and the truck speed is less than 0.8
50. Pull up on the engine shutdown switch on the kph (0.5 mph), the following sequence will occur:
center console to shut off the engine. Do not • From 0 - 1 second, auto apply is applied, parking
turn the key switch OFF. The steering brake is released.
accumulators must not be allowed to
• From 1 - 1.5 seconds, auto apply is applied,
depressurize.
parking brake is applied.
51. Move the directional control lever to NEUTRAL. • After 1.5 seconds, auto apply is released, parking
Provide a speed signal of 1.0 kph (0.6 mph) brake is applied.
from the DID panel on the rear wall of the
operator cab. This sequence uses the service brakes to completely
stop the truck before allowing the parking brake to
52. While observing the pressure gauges, make apply.
repeated, slow brake applications until fault
code A261 occurs. 54. Start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
Fault code A261 must not occur before the (3,100 psi) or higher, then move the directional
sixth pedal application. control lever to NEUTRAL.
55. Move the directional control lever to PARK.
Auto apply must not occur until after fault Verify proper operation of the parking brake and
code A261 occurs. status light. No faults should be generated.
53. Remove the speed signal from the DID panel. Record the highest pressure observed at ports
Set the speed signal to 0 kph (0 mph). (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).
Rear brake (BR) pressure reads 17 237 ±
517 kPa (2,500 ± 75 psi), then fall to 0 kPa
(0 psi).
960E-1 9
56. If the parking brake does not function correctly, 57. Start the engine. Make sure that the low brake
make sure that all auto apply circuit plumbing accumulator pressure (LAP1) is 21 718 kPa
and plumbing from the brake valve to the front (3,100 psi) or higher, then move the directional
and rear brake relay valves is correct. control lever to NEUTRAL.
If the plumbing is correct but the auto apply 58. Pull up on the engine shutdown switch on the
solenoid valve is not energizing, start the engine center console to shut off the engine. Do not
and allow the steeering accumulators to fully turn the key switch OFF. Verify proper operation
charge. Disconnect wire 52ABA at TB42-L. of the parking brake and status light. No faults
Ground the disconnected wire 52ABA. Discon- should be generated. Record the highest
nect wire 71ABA at TB32-N. Apply 24V to the pressure observed at ports (PK3), (PP3), (BF)
disconnected wire 71ABA. Verify that the pres- and (BR) during the 1.5 seconds of the parking
sure readings at pressure test ports (BF) and brake application sequence.
(BR) are at 17 237 ± 517 kPa (2,500 ± 75 psi). The pressure reading at pressure test port
Ignore any resulting auto apply faults. (PK3) should read 22 753 ± 1 378 kPa
a. If the auto apply solenoid cannot be (3,300 ± 200 psi), then fall to 0 kPa (0 psi).
energized, verify that the wiring to the The pressure reading at pressure test port
solenoid is correct. If it is correct, then (PP3) should read 0 kPa (0 psi).
replace the solenoid.
Front brake (BF) pressure should read
b. If the auto apply solenoid valve will not 17 237 ± 517 kPa (2,500 ± 75 psi), then fall
operate, replace the valve. to 0 kPa (0 psi).
c. If the auto apply solenoid valve operates but Rear brake (BR) pressure should read
the readings at pressure test ports (BF) and 17 237 ± 517 kPa (2,500 ± 75 psi), then fall
(BR) do not change, try to adjust auto apply to 0 kPa (0 psi).
sequence valve (8, Figure 30-1) to 11 375 ± * Record on data sheet.
517 kPa (1,650 ± 75 psi). NOTE: The parking brake should apply using the
d. If the auto apply sequence valve cannot be auto apply sequence when the engine is shutdown
adjusted, replace the valve and verify the while the directional control lever is in the NEUTRAL
pressure adjustment according to Steps 35 position.
through 39.
59. Start the engine. Move the directional control
e. If the auto apply solenoid energizes and the lever to PARK. Make sure that the low brake
auto apply sequence valve is operating accumulator pressure (LAP1) is 21 718 kPa
properly, but the pressure readings at (3,100 psi) or higher, then turn the key switch to
pressure test ports (BF) and (BR) are not at OFF. Verify that the parking brake remains
17 237 ± 517 kPa (2,500 ± 75 psi), make applied. Record the highest pressure observed
sure that the correct brake valve is installed at ports (PK3), (PP3), (BF) and (BR) when the
and plumbed correctly. If the correct valve is key switch is turned to OFF.
installed and the plumbing is correct, replace
All the pressure readings should be 0 kPa
the brake valve. (0 psi).
f. Connect wire 52ABA at TB42-L. Connect * Record on data sheet.
wire 71ABA at TB32-N. Repeat Steps 54
NOTE: The parking brake should remain applied
through 56.
when the directional control lever is in the PARK
position and the key switch is turned OFF.
10 960E-1
NOTE: Since the key switch is OFF, auto apply Brake lock control logic checkout
sequencing with the parking brake will not occur in 64. With the engine on and the low brake
the following step. The parking brake should apply accumulator pressure (LAP1) is 21 718 kPa
without the auto apply sequence when the directional (3,100 psi) or higher, move the directional
control lever is in the NEUTRAL position, the key control lever to NEUTRAL.
switch is ON and truck speed is 0 kph (0mph).
65. Turn the brake lock switch ON and OFF. Verify
60. Start the engine. Make sure that the low brake proper operation of the brake lock and status
accumulator pressure (LAP1) is 21 718 kPa light. No faults should be generated. Record the
(3,100 psi) or higher, then move the directional highest pressure observed at ports (PK3),
control lever to NEUTRAL and turn the key (PP3), (BF) and (BR) when the brake lock is
switch to OFF. Verify that the parking brake ON.
applies. Record the highest pressure observed
at ports (PK3), (PP3), (BF) and (BR) during the The pressure reading at pressure test port
1.5 seconds of the parking brake application (PK3) should read 22 753 ± 1 378 kPa
sequence. (3,300 ± 200 psi).
The pressure reading at pressure test port The pressure reading at pressure test port
(PK3) should read 22 753 ± 1 378 kPa (PP3) should read 13 790 ± 690 kPa (2,000
(3,300 ± 200 psi), then fall to 0 kPa (0 psi). ± 100 psi), then fall to 0 kPa (0 psi).
The pressure reading at pressure test ports Front brake (BF) pressure should read
(PP3), (BF) and (BR) should read 0 kPa (0 0 kPa (0 psi).
psi). Rear brake (BR) pressure should read
* Record on data sheet. 13 790 ± 690 kPa (2,000 ± 100 psi), then
fall to 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 66. With the engine on and the low brake
OFF and the truck is moving. accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, move the directional
61. Start the engine. Make sure that the low brake
control lever to PARK.
(3,100 psi) or higher, then move the directional 67. Try to turn the brake lock switch ON. Verify that
control lever to NEUTRAL. Provide a speed the brake lock does not apply, the status light
signal of 1.0 kph (0.6 mph) from the DID panel does not illuminate, and fault codes A272 and
on the rear wall of the operator cab. A274 are not activated. Record the highest
pressure observed at ports (PK3), (PP3), (BF)
62. Try to move the directional control lever to
and (BR).
PARK. Verify that the parking brake does not
apply and fault code A230 is activated. Record All the pressure readings should be 0 kPa
the highest pressure observed at ports (PK3), (0 psi).
(PP3), (BF) and (BR). * Record on data sheet.
(3,300 ± 200 psi).
The pressure reading at pressure test ports
(PP3), (BF) and (BR) should read 0 kPa (0
psi).
63. Remove the speed signal from the DID panel.
Set the speed signal to 0 kph (0 mph).
960E-1 11
NOTE: The parking brake will not be allowed to apply NOTE: The brake lock will release and the parking
when the parking brake is applied. brake will apply when the key switch is turned OFF.
68. With the engine on and the low brake 70. With the engine on and the low brake
accumulator pressure (LAP1) is 21 718 kPa accumulator pressure (LAP1) is 21 718 kPa
(3,100 psi) or higher, move the directional (3,100 psi) or higher, move the directional
control lever to NEUTRAL and turn the brake control lever to NEUTRAL and turn the brake
lock switch ON. lock switch ON.
69. Move the directional control lever to PARK. 71. Pull up on the engine shutdown switch on the
Verify that the parking brake applies, the brake center console to shut off the engine. Do not
lock releases and the status lights operate turn the key switch OFF. Verify that the parking
properly. Record the highest pressure observed brake applies, the brake lock releases and the
at ports (PK3), (PP3), (BF) and (BR). status lights operate properly. Record the
highest pressure observed at ports (PK3),
(PP3), (BF) and (BR).
(3,300 ± 200 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port
The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa
(PP3) should read 13 790 ± 690 kPa (2,000 (3,300 ± 200 psi), then fall to 0 kPa (0 psi).
± 100 psi), then fall to 0 kPa (0 psi). The pressure reading at pressure test port
Front brake (BF) pressure should read (PP3) should read 13 790 ± 690 kPa (2,000
17 237 ± 517 kPa (2,500 ± 75 psi), then fall ± 100 psi), then fall to 0 kPa (0 psi).
to 0 kPa (0 psi). Front brake (BF) pressure should read
Rear brake (BR) pressure should read 0 kPa (0 psi).
17 237 ± 517 kPa (2,500 ± 75 psi), then fall Rear brake (BR) pressure should read
to 0 kPa (0 psi). 13 790 ± 690 kPa (2,000 ± 100 psi), then
* Record on data sheet. 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
pressure observed at ports (PK3), (PP3), (BF)
and (BR).
All the pressure readings should be 0 kPa
(0 psi).
12 960E-1
NOTE: The brake lock will remain applied if the brake 76. With the engine on, the low brake accumulator
lock switch is turned ON when a truck speed above pressure (LAP1) is 21 718 kPa (3,100 psi) or
0.8 kph (0.5 mph) is detected. The switch must be higher, the directional control lever in PARK and
turned OFF to release the brake lock. the brake lock switch ON, set the speed signal
on the DID panel to 0 kph (0 mph).
74. Start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa 77. Verify that the brake lock remains applied. Fault
(3,100 psi) or higher and the directional control code A272 should be activated when the speed
lever is in PARK. Provide a speed signal of 1.0 signal is removed. Record the highest pressure
kph (0.6 mph) from the DID panel on the rear observed at ports (PK3), (PP3), (BF) and (BR).
wall of the operator cab.
75. Turn the brake lock switch ON. Verify proper (PK3) should read 0 kPa (0 psi).
operation of the brake lock and status light. No
faults should be generated. Record the highest (PP3) should read 13 790 ± 690 kPa (2,000
pressure observed at ports (PK3), (PP3), (BF) ± 100 psi).
and (BR).
Front brake (BF) pressure should read
The pressure reading at pressure test port 0 kPa (0 psi).
(PK3) should read 0 kPa (0 psi).
Rear brake (BR) pressure should read
The pressure reading at pressure test port 13 790 ± 690 kPa (2,000 ± 100 psi).
(PP3) should read 13 790 ± 690 kPa (2,000 * Record on data sheet.
± 100 psi).
78. Turn off the engine. Remove all test equipment
Front brake (BF) pressure should read from the truck.
0 kPa (0 psi).
Rear brake (BR) pressure should read
13 790 ± 690 kPa (2,000 ± 100 psi).
960E-1 13
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
14 960E-1
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
960E-1 15

BRAKE LOCK CONTROL LOGIC CHECKOUT
16 960E-1

Name of Technician or Inspector Performing Check-Out _________________________
DATE _________________________
960E-1 17
Brake piston leakage test Wet disc brake bleeding procedure

1. Remove the dust cap on diagnostic coupler (1, NOTE: Rear wheel brakes must be bled before rear
Figure 30-3) on the brake backplate. tire installation.
2. Remove the capnut on pressure port (2). Attach 1. Make sure that the hydraulic brake supply
a hydraulic pressure test device to the fitting. (steering circuit) is operating properly.
3. Slowly apply pressure to bleed air from the 2. If necessary, charge the brake accumulators.
piston cavity. Refer to Refer to Testing and adjusting section
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 3. Make sure that the bleed down valves on brake
for leakage. manifold are closed.
5. Minor oil seepage (non-measurable) is 4. Check the hydraulic tank oil level and fill if
permissible. If the leakage is greater, necessary.
disassemble the piston assembly and determine 5. With the wheels securely blocked, start the
the cause. 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
FIGURE 30-3. BRAKE APPLY PRESSURE PORTS located adjacent. DO NOT use this plug for bleeding
brake.
1. Diagnostic Coupler
2. Brake Apply Pressure Port 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.
12. Shut off the engine and allow 90 seconds for the
steering accumulators to depressurize
completely. Check the hydraulic tank oil level.
18 960E-1
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.
FIGURE 30-4. BRAKE MANIFOLD
7. Connect a clear plastic hose to the bleeder
valve at the top of the parking brake. Place the 1. Accumulator Bleed Down Valve
other end of hose into a container. (Rear Brake)
2. Automatic Apply Valve
8. Slowly open the bleeder valve and allow
3. Accumulator Bleed Down Valve
hydraulic oil to run until it is clear and free of
(Front Brake)
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.
960E-1 19
Brake valve bench test and adjustment

The following parts and test equipment will be • Hose fittings for valve ports:
required to completely bench test and adjust the Port PX . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
brake valve. Ports P1, P2, B1 and B2 . . . . . . 3/4 in., #8 SAE
Port T. . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
• Three 20 680 kPa (3,000 psi) pressure gauges
• Ohmmeter or continuity tester
• Hydraulic pressure supply, regulated to 18 960
kPa (2,750 psi)
NOTE: It is possible to check the pressures with the
• Hydraulic test stand 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 5. Needle Valve 9. Simulated Brake Volume

2. Pump 6. Brake Valve 10. Rear Brake Pressure Gauge
3. System Pressure Gauge 7. Front Brake Pressure Gauge 11. Relief Valve
4. Needle Valve 8. Shutoff Valves
20 960E-1
Test setup procedure Brake valve output pressure adjustment

1. Position the valve in the fixture to allow plungers 1. Install the pedal pivot shaft in the actuator base
to be activated by hand using a lever. Refer to by itself without installing the pedal assembly.
Figure 30-5. 2. By placing a screwdriver or pry bar under the
2. Attach the pilot input supply pressure to the pilot pivot pin and on top of the threaded plunger
port labeled “PX” on the rear of the valve. assembly, each circuit can be actuated
3. Attach the main supply input pressure to the O- individually. Refer to Figure 30-5.
ring ports on the rear of the valve labeled “P1” 3. Gradually apply pressure on each circuit one at
and “P2”. a time to check for leaks around the plunger.
4. Attach the tank return line to the O-ring port Make sure that the adjustment collar is screwed
labeled “T” on the rear of the valve. all the way down on the threads.
5. Attach the regulated output ports “B1” and “B2” 4. “B1” Adjustment: Adjust the adjustment collar
to the test lines. Pressure monitoring devices in up (counterclockwise), starting with one-turn
these two lines must be capable of 20 680 kPa increments until the output pressure at port “B1”
(3,000 psi). Connect all ports according to the is 17 235 ± 517 kPa (2,500 ± 75 psi) with the
diagram shown in Figure 30-5. All ports must be adjustment collar contacting the actuator base
used and connected. (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
All ports must be used. Relieve pressure before adjustment collar contacting the actuator base
disconnecting hydraulic and other lines. Tighten (fully actuated). Fine adjustment will require
all connections before applying pressure. turning the collar only in 1/8 turn increments.
Avoid spillage and contamination! Avoid contact 6. Tighten the set screws in the adjustment collars
with hot oil if the machine has been operating. to 3 - 4 Nm (25 - 30 in lb). The entire plunger
The oil will be at very high pressure. may have to be rotated to get to the set screws.
Hydraulic fluid escaping under pressure can have 7. Check the pressures again after tightening the
sufficient force to enter a person's body by set screws. If the pressures have moved out of
penetrating the skin and cause serious injury and specified range, loosen the appropriate set
possibly death if proper medical treatment by a screw and re-adjust.
physician familiar with this injury is not received 8. Cycle each circuit 50 times using pilot apply.
immediately. This is done by closing needle valve (5, Figure
30-5) and opening needle valve (4). Read the
• Start the hydraulic pump and regulate output pressure on gauges (7) and (10). Close valve
pressure to 18 960 kPa (2,750 psi) at pressure (4) and open valve (5). The pressure gauges
gauge (3). Pressure gauges (7) and (10) should should read zero.
read zero. 9. Recheck the pressures after cycling. If they
• Pilot supply circuit pressure must also be 18 960 have changed, re-adjust the pressures.
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).
960E-1 21
Final test and adjustment 7. Adjust the set screw until it is just touching the
cap.
1. The brake pedal actuator must be installed on
the brake valve body before the final test and 8. Continue turning the set screw until the
adjustment. Refer to "Disassembly and pressure begins to rise on one of the brake
assembly of brake valve" in Disassembly and apply pressure gauges.
assembly section Brake system. 9. Back off the set screw by 1/8 turn.
NOTE: The final test and adjustment procedure can 10. Tighten the jam nut and remove the shim that
also be performed with the brake valve installed in was inserted previously.
the truck. Install the gauges at the “B1” and “B2” 11. Fully stroke the brake pedal actuator to verify
diagnostic test connectors in the brake cabinet. that the output pressures at port “B1” and “B2”
2. Reinstall the brake valve with the actuator pedal are within specifications.
attached on the test stand.
NOTE: If the pedal is adjusted properly, the spring
3. With the test stand pump adjusted for 18 960 and spring pivots will not interfere with pedal travel.
kPa (2,750 psi) or with the engine running and
the brake system supply pressure at or above 12. If the pressures are not within specifications, re-
18 960 kPa (2,750 psi), depress the pedal as adjust the set screw. If the pressure is within
quickly as possible. The pressure on the output specifications, apply a few drops of Loctite to
circuits must reach at least 17 235 ± 517 kPa the jam nut.
(2,500 ± 75 psi) at port “B1” and port “B2” within 13. Check for internal leakage at port “T”. Leakage
one second. Measurement of time begins the must be less than 100 cc/minute with the valve
moment force is applied to move the pedal. in the released position and system pressure
4. With “B1” and “B2” plugged into a strip chart supplied to the “P1” and “P2” inlet ports.
recorder (if available), check the modulation by 14. “T” port leakage must be less than 250 cc/
slowly applying pressure until the maximum minute with valve pilot pressure or manually
pressure is reached. Make sure that the applied.
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.
22 960E-1
Dual relay valve bench test and adjustment • Hose fittings for valve ports:
Port PX . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
The following parts and test equipment will be Ports B1 and B2 . . . . . . . . . . . . 3/4 in., #8 SAE
required to completely bench test the dual relay Port T . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
valve.
• Ohmmeter or continuity tester
• Four 20 680 kPa (3,000 psi) pressure gauges
NOTE: It is possible to check the pressures with the
• Hydraulic pressure supply, regulated to 18 960 dual relay valve installed on the truck by using the
kPa (2,750 psi) brake treadle valve to modulate pilot pressure and
• Hydraulic test stand monitoring brake apply pressure in the appropriate
brake apply pressure lines.
FIGURE 30-6. DUAL RELAY VALVE BENCH TEST SETUP
1. Motor 6. Needle Valve 10. RH Brake Apply Pressure

2. Pump (Pressure Bleed to Tank) Gauge
3. Main Pressure Gauge 7. Pilot Pressure Gauge 11. Needle Valve
4. Pressure Regulator 8. Dual Relay Valve 12. Needle Valve
(Pilot Pressure) 9. LH Brake Apply Pressure 13. Shutoff Valves
5. Needle Valve Gauge 14. Simulated Brake Volume
(Pilot Pressure Release) 15. Relief Valve
960E-1 23
Test setup procedure Relay valve output pressure adjustment

1. Position the valve on the test stand as shown in 1. With the pump operating and supply pressure
Figure 30-6. and pilot pressure adjusted as described earlier
2. Attach the pilot input supply line to the port inspect the valve for leakage.
labeled “PX” on the side of the valve. 2. With 17 235 kPa (2,500 psi) of pilot pressure
3. Attach the main supply input pressure line to the applied, verify that pressure gauges (9) and (10)
port on the front of the valve labeled “P”. read 17 235 ± 517 kPa (2,500 ± 75 psi).
4. Attach the tank return line to the port labeled 3. Close pilot supply needle valve (5) and open
“T”. pilot pressure release needle valve (6) to bleed
5. Attach the regulated output ports “B1” and “B2” pressure back to the reservoir. Pilot pressure
to the test lines. Pressure monitoring devices in gauge (7) and regulated output pressure
these two lines must be capable of 20 680 kPa gauges (9) and (10) should drop to zero.
(3,000 psi). Connect all ports according to the 4. Repeat Steps 2 and 3 approximately 50 times
diagram shown in Figure 30-6. All ports must be to cycle the valve from minimum to maximum
used and connected. 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),
All ports must be used. Relieve pressure before apply pilot pressure slowly and steadily until
disconnecting hydraulic and other lines. Tighten 17 235 kPa (2,500 psi) maximum pilot pressure
all connections before applying pressure. is obtained.
Avoid spillage and contamination! Avoid contact Pilot pressure and regulated output pressure
with hot oil if the machine has been operating. must track within 345 kPa (50 psi) after the pilot
The oil will be at very high pressure. pressure reaches 690 kPa (100 psi).
Hydraulic fluid escaping under pressure can have 7. Reduce pilot pressure to zero. Apply 17 235
sufficient force to enter a person's body by kPa (2,500 psi) of pilot pressure as quickly as
penetrating the skin and cause serious injury and possible. Regulated output pressure must
possibly death if proper medical treatment by a increase to 17 235 ± 517 kPa (2,500 ± 75 psi)
physician familiar with this injury is not received within one second after pressure is applied to
immediately. the pilot line.
8. Check for internal valve leakage from port “T”
6. Start the hydraulic pump and regulate output with full supply pressure (port “P”) applied.
pressure at 18 960 kPa (2,750 psi) at pressure
With pilot pressure released, leakage must
gauge (3). Pressure gauges (9) and (10) should not exceed 100 cc/minute.
read zero.
With 17 235 kPa (2,500 psi) of pilot
7. Adjust pressure regulator (4) to set pilot supply
pressure applied, leakage must not exceed
pressure to 17 235 kPa (2,500 psi) on gauge 150 cc/minute.
(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).
24 960E-1
NOTES
960E-1 25
960E-1 Dump truck

26 960E-1
CEN30004-00
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
960E-1 1
NOTES
2 960E-1
Accumulator charging and storage 1. Turn the key switch OFF and allow at least 90
Accumulator charging procedures depressurize completely.
depressurized, press the brake lock switch (key
switch ON, engine off) and applying the service
Do not loosen or disconnect any hydraulic line or brake pedal. The service brake light should not
component until the engine is stopped and the come on.
key switch has been OFF for at least 90 seconds. 4. Close the bleed down valves.
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. FIGURE 30-1. BRAKE MANIFOLD
Ensure that the nitrogen supply is shut off before (Rear Brake)
attaching the charging manifold to the nitrogen 2. Automatic Apply Valve
container. 3. Accumulator Bleed Down Valve
(Front Brake)
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and charged at the same time. Correct precharge 5. Ensure that all hydraulic pressure has been
pressure is the most important factor in prolonging relieved from the hydraulic system. Remove the
accumulator life. bleeder plugs in the port valves of the steering
accumulators and brake accumulators to vent
any residual pressure.
NOTE: Use only nitrogen that meets or exceeds CGA
(Compressed Gas Association) specification G-10.1 NOTE: If a new or rebuilt accumulator (or any bladder
for type 1, grade F. The nitrogen should be 99.9% accumulator with all nitrogen discharged) is being
pure. Use only nitrogen cylinders with standard CGA precharged while installed on the truck and
number 580 connections with the appropriate high connected to the hydraulic system, the oil side of the
pressure regulator. 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.
960E-1 3
6. Brake accumulator: Remove protective cap (1, 7. Close shutoff valves (3, Figure 30-4) on control
Figure 30-2) from the gas valve. 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.
FIGURE 30-2. GAS VALVE COMPONENTS -

BRAKE ACCUMULATOR
1. Protective Cap 2. Charging Valve
Steering accumulator: Remove valve guard (5,

Figure 30-3) from gas valve manifold (1).Remove the FIGURE 30-4. NITROGEN CHARGING KIT
valve cap from charging valve (6).
1. Nitrogen Container 4. Pressure Gauge
2. Regulator 5. Control Manifold
3. Shutoff Valve 6. Charging Valve
Adapter
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.
FIGURE 30-3. GAS VALVE COMPONENTS - Steering accumulator: Hold charging valve
STEERING ACCUMULATOR body (6, Figure 30-5) with a wrench while
1. Gas Valve Maniflod 6. Charging Valve unscrewing swivel nut (4) three complete turns
2. O-ring 7. Flat Gasket with another wrench. This will open the poppet
3. Capscrew 8. Gas Valve inside the accumulator gas valve.
4. Lockwasher 9. Pressure Switch
5. Valve Guard
4 960E-1
13. Set the regulator for 172 kPa (25 psi), then 16. Brake accumulator: Turn the “T” handle on
slightly open the valve on the nitrogen container charging valve adapter (6) all the way out
to slowly fill the accumulator. (counterclockwise) to close the accumulator gas
valve.
• The proper fill time for the brake accumulator is
approximately three minutes. Steering accumulator: Hold charging valve
body (6, Figure 30-5) with a wrench while
• The proper fill time for the steering accumulator is
tightening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb)
approximately four minutes.
with another wrench. This will close the poppet
inside the accumulator gas valve.
17. Hold the gas valve on the accumulator
stationary. Loosen the swivel nut on the
charging valve adapter to remove the nitrogen
If the precharge is not added slowly, the bladder charging kit.
may suffer permanent damage. A “starburst”
rupture in the lower end of the bladder is a 18. Use a common leak reactant to check for
characteristic failure caused by charging too nitrogen leaks.
quickly. 19. Brake accumulator: Install protective cap (1,
14. When 172 kPa (25 psi) of precharge pressure is Figure 30-2) on the gas valve.
obtained, close the nitrogen container valve. Set Steering accumulator: Install the valve cap on
the regulator for the precharge pressure based charging valve (6, Figure 30-3) finger-tight.
on the current ambient temperature. Refer to Install valve guard (5) on gas valve manifold (1).
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.
FIGURE 30-5. CHARGING VALVE

1. Valve Cap 6. Valve Body
2. Seal 7. O-ring
3. Valve Core 8. Valve Stem
4. Swivel Nut 9. O-ring
5. Rubber Washer
960E-1 5
Temperature variation can affect the precharge Precharge maintenance

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 If the low accumulator precharge warning is
temperature variation must be accounted for. active when the key switch is turned ON, do not
attempt to start the engine. Permanent bladder
A temperature variation factor is determined by the damage may result. Check the steering
ambient temperature when charging the accumulator accumulator precharge pressure and adjust it if
on a truck that has been shut down for one hour. necessary.
Refer to Table 1 for precharge pressures in different
ambient operating conditions that the truck is 1. When starting the truck, turn the key switch to
currently exposed to during the charging procedure. the ON position and wait to confirm that the low
accumulator precharge warning does not stay
For example, assuming that the ambient temperature active after the system check is complete. If the
is 10 °C (50 °F), charge the accumulator to 9 294 kPa warning stays active, do not operate the truck.
(1,348 psi). Notify maintenance personnel.
2. Check the accumulator precharge pressure
every 500 hours. If the precharge pressure is
Table 1: Relationship Between Precharge too low, the bladder will be crushed into the top
Pressure and Ambient Temperature of the shell by hydraulic system pressure and
Ambient Charging Pressure can extrude into the gas stem and become
Temperature ± 70 kPa (10 psi) punctured. This condition is known as "pick out".
One such cycle is sufficient to destroy a bladder.
-23°C (-10°F) and below 8 232 kPa (1,194 psi)
3. Check all sealing areas on the nitrogen side of
-17°C (0°F) 8 412 kPa (1,220 psi) the accumulator (charging valve, pressure
switch, manifold, etc) during every precharge
-12°C (10°F) 8 584 kPa (1,245 psi) maintenance interval to ensure that the seals do
-7°C (20°F) 8 763 kPa (1,271 psi) not leak. Replace all faulty or leaking seals,
valves, etc. Failure to repair leaking nitrogen
-1°C (30°F) 8 943 kPa (1,297 psi) seals may result in a failed accumulator bladder
4°C (40°F) 9 122 kPa (1,323 psi)
or low performance from the accumulator.
NOTE: If the precharge pressure continues to decline
10°C (50°F) 9 294 kPa (1,348 psi)
frequently between precharge maintenance intervals,
16°C (60°F) 9 473 kPa (1,374 psi) and if all nitrogen sealing areas are free of leaks, then
the accumulator bladder most likely has a small hole
21°C (70°F) 9 653 kPa (1,400 psi) in it and must be replaced.
27°C (80°F) 9 832 kPa (1,426 psi) 4. Check all heat shields and exhaust blankets, as
provided, during every precharge maintenance
32°C (90°F) 10 011 kPa (1,452 psi)
interval to ensure that they are in place and
38°C (100°F) 10 184 kPa (1,477 psi) good condition.
43°C (110°F) 10 363 kPa (1,503 psi) NOTE: If the truck is equipped with cold weather
bladder accumulators, the precharge pressure must
49°C (120°F) 10 542 kPa (1,529 psi) be checked every 100 hours because the nitrogen
permeates this bladder material at a much greater
NOTE: A precharge pressure below 8 232 kPa (1,194 rate than the standard bladder material.
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).
6 960E-1
Accumulator storage procedure 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
Always store bladder accumulators with 690 - 827
psi) and 690 kPa (100 psi), set the regulator to
kPa (100 - 120 psi) nitrogen precharge pressure.
690 kPa (100 psi) and slowly charge the
This amount of pressure fully expands the
accumulator to 690 kPa (100 psi). Disconnect the
bladder and holds oil against the inner walls for
nitrogen charging kit from the accumulator and
lubrication and rust prevention. Do not exceed
install the accumulator on the truck. Charge the
827 kPa (120 psi). Storing accumulators with too
accumulator to the correct operating precharge
much pressure is not safe due to possible
pressure.
leakage.
• If the precharge pressure is less than 172 kPa
Only precharge accumulators to 9 653 kPa (1,400 (25 psi), slowly drain off all of the precharge
psi) while installed on the truck. Never handle an pressure and use the following procedure:
accumulator with lifting equipment if the 1. Remove the nitrogen charging kit from the
precharge pressure is over 827 kPa (120 psi). accumulator.
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the 2. Lay the accumulator on a suitable work bench
accumulators. so that the valve port at the bottom of the
accumulator is higher than the top end of the
1. If the accumulator was just rebuilt, ensure that accumulator. Remove the protective cap from
there is approximately 2 liters (64 oz.) of clean the valve port.
C-4 hydraulic oil inside the accumulator before
3. Pour approximately 2 liters (64 oz.) of clean C-4
adding a precharge pressure of 690 kPa (100
hydraulic oil into the accumulator through the
psi).
valve port. Allow time for the oil to run down the
2. Store bladder accumulators with a precharge inside of the accumulator to reach the other
pressure of 690 - 827 kPa (100 - 120 psi). This end.
pressure fully expands the bladder and holds a
4. Lay the accumulator flat on the work bench (or
film of oil against the inner walls for lubrication
floor) and slowly roll the accumulator two
and rust prevention.
complete revolutions. This will thoroughly coat
3. Cover the hydraulic port with a plastic plug to the accumulator walls with a film of oil that is
prevent contamination. Do not use a screw-in necessary for bladder lubrication during the
type plug. charging procedure.
4. Store the accumulator in an upright position.
5. Stand the accumulator upright. Charge the
accumulator to 690 kPa (100 psi). Refer to
"Accumulator charging procedures" for the
Bladder storage proper charging procedure.
The shelf life of bladders under normal storage 6. Remove the nitrogen charging kit. Install the
conditions is one year. Normal storage conditions protective cap on the valve port.
consist of the bladder being heat sealed in a black 7. Install the accumulator on the truck.
plastic bag and placed in a cool dry place away from 8. Charge the accumulator to the correct operating
the sun, ultraviolet and fluorescent lights, and precharge pressure. Again, refer to
electrical equipment. Direct sunlight or fluorescent "Accumulator charging procedures" for the
light can cause the bladder to weather check and dry proper charging procedure.
rot, which will appear on the bladder surface as
cracks.
960E-1 7
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 BRAKE ACCUMULATOR
accumulator.
1. Protective Cap 2. Charging Valve

FIGURE 30-6. NITROGEN CHARGING KIT STEERING ACCUMULATOR
1. Nitrogen Container 4. Pressure Gauge 1. Gas Valve Maniflod 6. Charging Valve
2. Regulator 5. Control Manifold 2. O-ring 7. Flat Gasket
3. Shutoff Valve 6. Charging Valve 3. Capscrew 8. Gas Valve Assembly
Adapter 4. Lockwasher 9. Pressure Switch
5. Valve Guard
8 960E-1
7. Attach the charging valve adapter to the 10. Brake accumulator: Turn the “T” handle on
charging valve on the accumulator. Make sure charging valve adapter (6, Figure 30-6) all the
that the hose does not loop or twist. Tighten the way out (counterclockwise) to close the
swivel nut on the charging valve adapter finger- accumulator gas valve.
tight.
Steering accumulator: Hold charging valve
8. Brake accumulator: Turn the “T” handle on body (6, Figure 30-9) with a wrench while tight-
charging valve adapter (6) clockwise to open ening swivel nut (4) to 7 - 11 Nm (5 - 8 ft lb) with
the accumulator gas valve. Do not turn the “T” another wrench. This will close the poppet
handle all the way down as it will damage the inside the accumulator gas valve.
valve core.
11. Submerge the accumulator assembly under
Steering accumulator: Hold charging valve water and observe it for 20 minutes. No leakage
body (6, Figure 30-9) with a wrench while (bubbles) is permitted from the gas valve at the
unscrewing swivel nut (4) three complete turns top or the valve port at the bottom. If leakage is
with another wrench. This will open the poppet present, proceed to Step 16.
inside the accumulator gas valve.
12. Hold the gas valve on the accumulator
9. Slowly charge the accumulator to 690 kPa (100 stationary. Loosen the swivel nut on the
psi). After 690 kPa (100 psi) is obtained, the charging valve adapter to remove the nitrogen
charging rate can be increased until the charging kit.
accumulator is fully charged to 9 653 kPa (1,400
psi). 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
FIGURE 30-9. CHARGING VALVE all nitrogen gas from the accumulator. Repair the
accumulator as necessary.
1. Valve Cap 6. Valve Body
2. Seal 7. O-ring • If there were no leaks, adjust the precharge
3. Valve Core 8. Valve Stem pressure to 690 - 827 kPa (100 - 120 psi).
4. Swivel Nut 9. O-ring 18. Verify that all warning and caution labels are
5. Rubber Washer attached and legible. Install new labels as
required.
960E-1 9
Suspension oiling and charging Equipment list

procedures • Hydrair charging kit
Suspensions which have been properly charged will
• Jacks and/or overhead crane
provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame • Support blocks for:
and improving tire wear. Oiling height dimensions (front and rear)
Charging height dimensions (front only)
NOTE: Inflation pressures and exposed piston
lengths are calculated for a normal truck gross • Hydrair II oil
vehicle weight (GVW). Additions to truck weight by
• Friction modifier
adding body liners, tailgates, water tanks, etc, should
be considered part of the payload. Keeping the truck • Dry nitrogen
GVW within the specification shown on the Grade/
Speed Retard chart in the operator cab will extend Installing the charging kit
the service life of the truck main frame and allow the 1. Assemble the charging kit as shown in Figure
suspensions to produce a comfortable ride. 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.
All Hydrair II suspensions are charged with 3. Turn "T" handle valves (1) of charging valve
compressed nitrogen gas with sufficient pressure adapters (2) completely counterclockwise.
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
FIGURE 30-10. HYDRAIR CHARGING KIT
friction modifier should be added to the suspension
oil. See the oil and nitrogen specification charts in the
NOTE: The arrangement of parts may vary from
Specifications section.
the illustration depending on the kit part number.
NOTE: Setup dimensions must be maintained during
oiling and charging procedures. However, after the 1. “T” Handle Valve
truck has been operated, these dimensions may vary. 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
10 960E-1
4. Make sure that outlet valves (3) and inlet valve Support blocks for oiling and charging
(4) are closed (turned completely clockwise). dimensions
5. Turn the swivel nut (small hex) on the charging Before starting the oiling and charging procedures,
valve three full turns counterclockwise to unseat supports should be fabricated to maintain the correct
the valve. exposed piston rod extensions.
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. Nitrogen charging support blocks for the rear
8. Open both outlet valves (3). suspension are no longer necessary. However,
oiling blocks are necessary to properly set the
NOTE: By selective opening and closing of outlet
oiling height.
valves (3), and inlet valve (4), suspensions may be
charged separately or together. Exposed piston rod extensions are specified for both
oil level and nitrogen charging for Hydrair II
Removing the charging kit suspensions. These dimensions are listed in the
1. Close both outlet valves (3). tables below. Measure the dimensions from the face
of the cylinder gland to the machined surface on the
2. Turn "T" handles (1) counterclockwise to
spindle at the front suspension. At the rear
release the charging valve cores.
suspension, measure from the face of the cylinder
3. Remove charging valve adapters (2) from the gland to the piston flange.
charging valves.
Support blocks may be made in various forms. Mild
4. Tighten the swivel nut (small hex) on the
steel materials are recommended. Square stock or
charging valve. If a new charging valve is being
pipe segments at least 25 mm (1 in.) may be used.
used, tighten the swivel nut to 15 Nm (11 ft lb),
The blocks must be capable of supporting the weight
then loosen and retighten the swivel nut to 15
of the truck during oiling and charging procedures
Nm (11 ft lb). Loosen the swivel nut again and
while avoiding contact with plated surfaces and seals
retighten to 6 Nm (50 in lb). Install the valve cap
on the suspension. Refer to Figure 30-10 for front
finger-tight.
suspension support block placement and Figure 30-
5. Install the charging valve caps and protective 12 for rear support block placement.
covers on both suspensions.
Table 2: FRONT SUSPENSION DIMENSIONS

(EMPTY)
OILING HEIGHT CHARGING HEIGHT CHARGING PRESSURE
25.4 mm 219 mm *3 282 kPa

(1.0 in.) (8.62 in.) (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 218 mm *1 351 kPa

(2.1 in.) (8.60 in.) (196 psi)
* Charging pressures are for reference only and may vary depending on
body weights.
960E-1 11
Front suspension oiling 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.
All Hydrair II suspensions are charged with Remove the top fill plug next to the charging
compressed nitrogen gas with sufficient pressure valve (See Figure 30-10).
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.
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.
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 FIGURE 30-11. FRONT SUSPENSION
blocks 180° apart to provide stability (See
Figure 30-10). When nitrogen pressure is
released, the suspensions will lower and rest on 6. Fill the suspension with clean Hydrair II oil (with
the blocks. 6% friction modifier) until the cylinder is full to
the top of the fill plug bore. Use drip pans and
Ensure that the blocks do not mar or scratch the
clean all spillage from the outside of the
plated surfaces of the pistons or damage wiper
suspension. Allow the suspension to settle for at
seals in the lower bearing retainer. Support
least 15 minutes to clear any trapped nitrogen
blocks must seat on the spindle and the cylinder
and bubbles from the oil. Add more suspension
housing.
oil if necessary. Install a new O-ring on the fill
4. Remove the charging valve cap. Turn the swivel plug and install the plug.
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.
12 960E-1
Front suspension nitrogen charging
Dry nitrogen is the only gas approved for use in

Lifting equipment (crane or hydraulic jacks) must Hydrair II suspensions. Charging of these
be of sufficient capacity to lift the truck weight. components with oxygen or other gases may
Make sure that all personnel are clear of the lift result in an explosion which could cause
area before the lift is started. Clearances under fatalities, serious injuries and/or major property
the truck may be suddenly reduced. damage. Use only nitrogen gas meeting the
1. If removed, install the charging valve with new specifications shown in the oil and nitrogen
O-ring (9, Figure 30-11). Lubricate the O-ring specification charts in the Specifications section.
with clean Hydrair oil. 3. Install the Hydrair charging kit and a bottle of
2. Tighten valve body (large hex) (6) to 23 Nm (17 pure dry nitrogen. Refer to "Installing the
ft lb). Swivel nut (small hex) (4) must be charging kit".
unseated by turning it counterclockwise three 4. Charge the suspensions with nitrogen gas to
full turns. 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
FIGURE 30-12. CHARGING VALVE in Table 2. Do not use an overcharge of nitrogen
to lift the suspensions off the charging blocks.
1. Valve Cap 6. Valve Body 10. Close inlet valve (4). Leave outlet valves (3)
2. Seal 7. O-Ring open for five minutes to allow the pressures in
3. Valve Core 8. Valve Stem the suspensions to equalize.
4. Swivel Nut 9. O-Ring 11. Close outlet valves (3). Remove the charging kit
5. Rubber Washer 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).
960E-1 13
13. If a new charging valve is being used, tighten Rear suspension oiling
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.
All Hydrair II suspensions are charged with
14. Install the protective guard over the charging
compressed nitrogen gas with sufficient pressure
valve.
handled. Follow all the safety notes, cautions and
warnings in these procedures to help prevent
accidents during servicing and charging.
Ensure that there is adequate overhead clearance

before raising the body.
15. Raise the truck body in order to extend the front
suspensions, allowing for removal of the
nitrogen charging blocks. If the suspensions do Wear a face mask or goggles while relieving
not extend after raising the body, turn the nitrogen pressure. Make sure that all personnel
steering wheel from stop to stop several times. are clear and support blocks are secure before
If the suspensions still do not extend enough to relieving nitrogen pressure from the suspension.
allow for removal of the blocks, use a crane or An unsecured block could fly loose as weight is
floor jacks to raise the truck and remove the applied, causing serious injury to nearby
blocks. personnel and/or damage to the equipment.
Overhead clearance may be reduced rapidly and
The front suspensions are now ready for operation. suddenly when nitrogen pressure is released.
Visually check piston extension with the truck both
empty and loaded. Record the extension dimensions. NOTE: For longer life of suspension components, a
Maximum downward travel is indicated by the dirt friction modifier should be added to the suspension
ring at the base of the piston. Operator comments on oil. See the oil and nitrogen specification charts in the
steering response and suspension rebound should Specifications section.
also be noted. 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.
14 960E-1
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 3. Rear Axle Housing

2. Oiling Support Block
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 FIGURE 30-14. REAR SUSPENSION
clean oil seaps from the open ports. Use drip
pans and clean all spillage from the outside of 1. Main Frame
the suspension. Allow the suspension to settle 2. Charging Valve
for at least 15 minutes to clear any trapped 3. Rear Axle Housing
nitrogen and bubbles from the oil. Add more
suspension oil if necessary.
960E-1 15
Rear suspension nitrogen charging 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.
Lifting equipment must be of sufficient capacity 7. Make sure that both of the suspension cylinders
to lift the truck weight. Make sure that all are extended the same distance ± 10 mm (0.39
personnel are clear of lift area before lifting is in.). If the difference in the extension from side
started. Clearances under the truck may be to side exceeds this amount, check the front
suddenly reduced. 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
Make sure that the automatic apply circuit has high.
not applied the service brakes during truck
8. Close outlet valves (3). Remove the charging kit
maintenance. If the front brakes are applied
components. Refer to "Removing the charging
during rear suspension charging, the axle cannot
kit".
pivot for frame raising/lowering, and the rear
suspension may be unable to move up or down. 9. If the charging valve is being reused, tighten
swivel nut (4, Figure 30-9) to 6 Nm (50 in lb).
1. If removed, install charging valve with new O-
ring (9, Figure 30-11). Lubricate the O-ring with 10. If a new charging valve is being used, tighten
clean Hydrair oil. the swivel nut to 15 Nm (11 ft lb), then loosen
2. Tighten valve body (large hex) (6) to 23 Nm (17
Loosen the swivel nut again and retighten to 6
ft lb). Swivel nut (small hex) (4) must be
Nm (50 in lb). Install the valve cap finger-tight.
unseated by turning it counterclockwise three
full turns. 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
Dry nitrogen is the only gas approved for use in empty and loaded. Record the extension dimensions.
Hydrair II suspensions. Charging of these Maximum downward travel is indicated by the dirt
components with oxygen or other gases may ring at the base of the piston. Operator comments on
result in an explosion which could cause steering response and suspension rebound should
fatalities, serious injuries and/or major property also be noted.
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.
16 960E-1
Suspension pressure test 4. Pressurize the suspension with air or nitrogen to

7 585 ± 1 380 kPa (1,100 ± 200 psi).
The suspension assembly should be tested for
leakage after rebuild procedures are completed. If 5. Maintain pressure for a minimum of 20 minutes
leakage occurs, the cause of the leakage must be and check for bubbles at the following locations:
identified, and repaired before the suspension is • Housing bearing/housing joint
installed on the truck.
• 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
The entire suspension assembly must be placed nitrogen pressure. Do not remove the charging
in a containment device that will keep the valve from the suspension.
suspension piston in the retracted position and
7. Remove the suspension from the containment
prevent it from extending during pressurization.
device.
Make sure that the containment device is capable
of withstanding the applied force. 8. Coat any exposed, unpainted areas with rust
preventive grease.
1. Collapse the suspension until the piston is fully
9. Store the suspension in a collapsed position to
retracted in the housing.
protect the piston chrome surface until it is
2. Make sure that the charging valve and all plugs installed on a truck.
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.
960E-1 17
960E-1 Dump truck

18 960E-1
CEN30005-00
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
960E-1 1
NOTES
2 960E-1
VHMS and payload meter software

To work with the Vehicle Health Monitoring System NOTE: Be aware that the software and data files are
(VHMS), several special tools and software programs updated periodically. Check with the local Komatsu
are required. Refer to Tables 1 and 2 for detailed distributor for the latest software versions.
information on VHMS software and tools.
Table 1: VHMS Software

Part Number Name Description Source
VHMS Technical
Version 3.04.03.01 To maintain VHMS system Komatsu Distributor
Analysis Tool Box
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
EJ0575-5 PLM III PLM III Controller Software to work with VHMS Komatsu Distributor
Table 2: VHMS Tools

Name Description Source
200 MHz or higher
64 MB RAM or more
Serial or USB Port
Laptop PC Purchase Locally
CD/DVD -Rom drive
Floppy disk drive
Windows 95/98/2000/ME/XP
Male DB9 connector at one end
Serial cable (RS232 port) Purchase Locally
Female DB9 connector at other end
USB port to RS232 serial port
Adaptor (If the laptop PC does not have an RS232 port, Purchase Locally
this adaptor is required.)
VHMS Tool Box Installation VHMS Setting Tool Installation

1. Insert the CD. The VHMS Technical Analysis 1. Insert the CD. If the VHMS Technical Analysis
Tool Box software will begin installing Tool Box software begins installing
automatically. automatically, select the [Cancel] button to stop
2. Accept the recommended defaults and finish the installation process.
installing VHMS Technical Analysis Tool Box. 2. Open My Computer.
3. Double-click on the new icon on the desktop, 3. Right-click on the CD drive and select Open.
VHMS Technical Analysis Tool Box. 4. Open the Setting Tool folder.
4. Initialize the software by inserting the Set Up 5. Double-click on the Setup.exe file.
Disk.
6. Accept the recommended defaults and finish
5. Enter the User Name. The User Name is user. installing VHMS Setting Tool.
6. Enter the Password. The Password you entered
the first time will be your Password from then Installing the PDM software
forward, unless you change it. Insert the CD. The Payload Data Manager (PDM)
7. VHMS Technical Analysis Tool Box is installed. 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.
960E-1 3
VHMS controller initial setting procedure VHMS controller setup procedure

When a new VHMS-equipped truck is being VHMS Setting Tool software program
assembled, there are several procedures to perform
in order to initialize the system. Following the 1. Start the VHMS Setting Tool software program.
procedures will ensure a smooth initialization process There will be three choices to choose from.
which should not take longer than an hour to • Use the [VHMS Setting] function to initialize a
complete. To ensure the initialization process has truck or change a truck's settings.
been completed properly, check off each item on the
list below as it is done. It is important to complete the • Use the [When VHMS needs to be replaced]
function when replacing a truck's VHMS
entire procedure at one time. Submitting a data
controller.
download with a date and SMR that does not match
the VHMS initialization form will not allow the system • Use the [Review setting information] function
to be initialized. when only needing to view a truck's settings.
NOTE: The interface module must be fully

operational before initializing the VHMS controller.
The initialization procedure consists of the following:
Select operation
VHMS controller setup procedure 2. Select VHMS Setting, then click [Next].
VHMS snapshot procedure
VHMS download procedure
VHMS FTP upload procedure
VHMS initialization forms
4 960E-1
VHMS setting function Machine information setting(2)

3. Select Set up & All clear if initializing a truck, 5. Verify that the Machine Information Settings are
then click [Next]. correct. If not, enter the correct settings. Then
click [Next].
Machine information setting(1) Date and time setting

4. Verify that the Machine Information Settings are 6. Enter the correct Time Zone, Date and Time.
correct. If not, enter the correct settings. Then Check [DST (Summer Time)] if the truck's
click [Next]. location uses Daylight Savings Time. Then click
[Next].
960E-1 5
GCC setting Setting summary

7. Choose the correct GCC code. The GCC code 8. Verify that all the setting information is correct
tells trucks that are equipped with Orbcomm and click [Apply].
which satellite ground station to use. Then click
[Next].
9. Click [YES].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will

close.
6 960E-1
VHMS snapshot procedure 3. While the manual snapshot is being taken,

operate the truck.
A snapshot through VHMS records important data
about different systems on the truck. Take snapshots a. Operate the engine at high and low idle.
on a periodic schedule and store them as part of the b. Raise the dump body to the full dump
truck history. These snapshots can then be compared position.
and trends can be analyzed to predict future repairs.
c. Lower the dump body to the frame, then hold
A single snapshot records truck data for 7.5 minutes. it in the power down position momentarily.
NOTE: On AC drive trucks, a laptop PC should also d. Turn the steering wheel to full left, then full
be connected to the GE drive system to allow for right against the stops momentarily.
maximum horsepower check of the engine during the
e. Travel forward to maximum speed and apply
snapshot recording process.
the brakes hard.
f. Travel in reverse.
1. Allow the truck to run until it is at normal
g. Perform a horsepower check using a laptop
operating temperatures.
PC connected to the GE drive system.
2. Press and hold the GE data store switch for
4. The white LED will begin flashing slowly after
three seconds, then release it. The white data
five minutes has elapsed, then flash rapidly
store in progress LED should illuminate.
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.
960E-1 7
VHMS download procedure

NOTE: Always verify a full download has been taken 16. Select the [Machine History] option from the list
before disconnecting the laptop PC from the truck. on the left side of the screen.
1. Turn the key switch to the OFF position to stop 17. Verify that the key ON/OFF and engine ON/OFF
the engine. records are recorded correctly.
2. Turn the key switch to the ON position, but DO 18. Exit any open windows on the laptop PC.
NOT start the engine.
19. Verify that a full download has been taken. Refer
3. Allow the VHMS controller to start up. This to Location of Downloaded Files on Computer
should take about one minute. Verify the red for more detailed instructions.
LED display starts counting up.
20. Disconnect the VHMS cable from the laptop PC
4. Attach the VHMS serial cable to the truck's and from the truck.
VHMS port and the other end to the laptop PC’s
serial port. 21. Turn the key switch to OFF.
5. Double-click on the VHMS Technical Analysis
Location of downloaded files
Tool Box icon on the laptop PC's desktop.
6. Enter the appropriate User Name and Password When a download using VHMS Technical Analysis
and click the [OK] button. Tool Box is performed, several files are downloaded
onto the computer. They are organized in a specific
7. Double-click on the [Download] icon.
way so that they can be used by VHMS Technical
8. Select the COM port in the Port No. drop-down Analysis Tool Box at a later time. This structure is
box and click the [Connection] button. created automatically when the computer is used to
9. Verify that the date and time is correct for perform the download from the VHMS controller. The
current local date and time. Also verify that the situation may arise where the files need to be sent to
displayed service meter hours are equal to the someone, or someone gives these files to you.
value entered previously. 1. Open Windows Explorer by right-clicking on the
10. If this is the first time this laptop PC has been Start button and choosing Explore.
connected to the truck, you will need to 2. In the left frame, the computer's file structure will
download its definition file by clicking the [OK] be displayed. The right frame will show the
button. details for the folder that is highlighted in the left
11. Verify that a manual snapshot (MFAO) has been frame.
recorded. The display should show an item 3. In the left frame, navigate to the download files.
named “Snapshot” with the code MFAO and text
“Manual Trigger”.
The basic path is as follows:
12. On the Download screen, click the [Select All]
button. All items will become checked. - Desktop
13. Click the [Download] button. The download may - My Computer
take one to ten minutes. Generally, if there are - Local Disk (C:)
several snapshots in the download items, the - VHMS_Data
download will take longer. - Model
- Serial Number
14. Click the [OK] button to complete the download. - Date
15. Verify that the “Download Completed” message - Check Number
is displayed. Click on [Exit]. NOTE: The Date folder is named in the format
YYYYMMDD.
8 960E-1
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.

The screenshot shows the location the VHMS 2. Enter the appropriate user name and password
download files on a computer. The Check Number and click the [OK] button.
folder is named in the format CHK000#. Each time a 3. Double-click the [FTP] icon.
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- 4. At the FTP Client Login window, enter the FTP
mail or on a disk, the same folder organization must User ID and Password.
be created in order to view them in VHMS Technical User ID = komatsu
Analysis Tool Box. Password = vhms
960E-1 9
5. The target directory should be set to the laptop 7. After selecting the correct file to send, click the
PC's hard drive (usually drive C:\). [Send (FTP)] button.
a. Double-click the VHMS_Data folder to drop 8. Click the [Yes] button to verify that you want to
down the model folders. upload the data to WebCARE.
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. 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.
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 10. Click the [OK] button, then the [Exit] button.
there is not a sending file in the Send File Close all other open windows.
window, click the [Make Sending File] button.
NOTE: The compressed sending file will look similar

VHMS initialization forms
to this file name, and will always end with a “.K”.
P_930E_-_A30462_1105208857.K Complete the initialization check list and initialization
forms found later in this section. Send the
initialization form to Komatsu.
Initialization is now complete.
10 960E-1
VHMS initialization check list

(Page 1 of 2)
Date of set-up (MM/DD/YY) / /
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS Distributor and
Branch
Person performing
initialization
Item To be checked when Check Item Results

No. 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 Is Product Group correct? (Dump truck)
Machine Information Setting(1) 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)
960E-1 11
VHMS initialization check list (cont.)

(Page 2 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Item Result
No. To be checked when Check Item Yes No
11. With engine running, perform quick While recording data, the white LED should be
PM with manual snapshot switch. 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
12 960E-1
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
960E-1 13
Precautions for replacing VHMS controller 3. Click the [Save] button.

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.
4. Click the [OK] button.
2. Select the [Save current setting before 5. Replace the VHMS controller.
replacement of VHMS controller] function.
14 960E-1
6. Select the [Use previous setting after 8. If the correct data is not showing, click the
replacement of VHMS controller] function. [Select File] button and choose the correct data.
Then click the [Next] button.
7. Verify that the data showing is the data to be 9. Enter the correct Time Zone, Date and Time
loaded and then click the [Next] button. information. Check [DST (Summer Time)] if the
truck's location uses Daylight Savings Time.
Click the [Apply] button.
960E-1 15
Setting Date & Time, Satellite & Payload Meter

10. Click the [OK] button. 1. Select the [VHMS Setting] function, then click
the [Next] button.
11. Click the [OK] button. The Setting Tool Program

will close.
2. Select the [Set up only] function, then click the

[Next] button.
16 960E-1
3. After selecting one of the following choices, b. Satellite: Select the correct country location
click the [Next] button. from the drop-down menu, then click the
[Apply] button to change the setting.
• Date & Time
• Satellite
• Payload Meter
c. Payload Meter: Set Start Time to “0”, and

Interval to 1. Then click the [Apply] button to
a. Date & Time: Should be set to current date save the setting.
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.
960E-1 17
Review Setting Information 2. Review the settings for accuracy. If something is

not correct, click the [Back] button, select the
1. Select the [Review setting information] function
appropriate category and reset the information
and then click the [Next] button.
to the correct settings. If everything is correct,
click the [Exit] button.
3. Click the [Yes] button to close the Setting Tool

Program.
18 960E-1
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
1. Turn the key switch to the OFF position to stop
the engine. Verify that the seven segment LED
display on the VHMS controller is off.
2. Turn the key switch to the ON position, but DO
NOT start the engine. FIGURE 30-1. VHMS CONTROLLER
3. Allow the VHMS controller to boot up. Watch the
1. VHMS Controller 7. Connector CN1
red, two digit LED display on the VHMS
2. LED Display 8. Connector CN2A
controller to show a circular sequence of seven
3. Connector CN3B 9. Connector CN2B
flashing segments on each digit. After a short
4. Connector CN3A 10. PLM III Light
time the two digit display should start counting
5. Connector CN4B 11. OrbComm Light
up from 00 - 99 at a rate of ten numbers per
6. Connector CN4A
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 PC’s serial port.
6. Enter the appropriate User Name and Password
and click the [OK] button.
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.
960E-1 19
8. Start the VHMS Setting Tool program by clicking 11. If any one of the following settings was changed,
on the icon on the laptop PC screen. a new VHMS initialization form must be filled out
9. Select the [Review setting information] function and submitted to Komatsu America Service
and then click the [Next] button. 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.
10. Review the settings for accuracy. 2. Start the serial communications software (Tera
• If everything is correct, click the [Exit] button. The Term).
checkout procedure is complete. 3. Setup the serial communications software by
• If a setting is not correct, click the [Back] button, selecting the appropriate serial COM port, and
select the appropriate category and reset the baud rate equal to 19200.
information to the correct settings. Then proceed 4. After completing the setup, wait for 5 seconds
to the next step. 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
>
20 960E-1
7. At the prompt type "dispvhmsinf". Information 8. The VHMS controller also has two red LED
similar to the following will be displayed: lights (10 and 11, Figure 13-6). Verify the
connection status and repair any problems.
Light (10) PLM III communication
>dispvhmsinf
• OFF - No communication with the PLM III
controller. Troubleshoot and repair the
---- MACHINE INFORMATION -------- connection.
• ON - Communication with the PLM III controller
PRODUCT GROUP: Dumptruck
is good.
MACHINE_MODEL: 930E- Light (11) OrbComm
MACHINE_SERIAL: • OFF - No communication with OrbComm
ENG_MODEL: QSK60 controller. Troubleshoot and repair the
connection.
ENG_SERIAL_NO1:
• ON - Communication with OrbComm controller
ENG_SERIAL_NO2: is good.
PRG_NO1: 12000100100 • FLASHING - Satellite signal is established. This
may take as long as 15 minutes to occur.
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.
960E-1 21
Payload meter initial setting procedure 3. From the main menu, click the "Connect to
Payload Meter" button. The laptop computer will
The payload meter must be configured for operation
try to connect to the payload meter and request
when it is first installed on the truck. This process
basic information from the system.
requires a laptop computer with PDM software to
make the necessary settings. In the event of communications trouble, the lap-
top computer will try three times to connect
Starting communications before "timing-out". This may take several sec-
onds.
Configure payload meter
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.
The connection menu is displayed after a serial con-
b. The units displayed for reports and graphs by nection has been established and the PDM software
the PDM software can be set on this form. has connected to the payload meter. The connection
Click “Done” to return to the main menu. 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.
2. Connect the laptop computer to the payload
meter by using the communications harness. • Number of Inactive Alarms shows how many
The download connector is located on the DID alarms have been recorded in memory and are
available for download.
panel in the cab.
• 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.
22 960E-1
There are also many configuration and download Setting date and time
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
The time shown on the form is the time transmitted
bring up the Truck Configuration screen and menu.
from the payload when the connection was first
This screen displays the latest configuration informa-
established.
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.
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.
960E-1 23
Setting gauge units 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-
The payload units shown on the instrument panel dis- ber for each truck using the payload meter system.
play can be displayed as metric ton, short tons or This number is one of the key fields used within the
long tons by using the Truck Configuration screen. haul cycle database. The field will hold 20 alpha-
This selection also switches between metric (kg/cm2) numeric characters.
and psi (lbs/in2) for the live display of pressure on the
gauge.
Setting Komatsu distributor
Setting frame serial number 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.
The frame serial number is located on the plate Setting Komatsu customer
mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very This field in the haul cycle record can hold the name
important to enter the correct frame serial number. of the mine or operation where the truck is in service.
This number is one of the key fields used within the Komatsu also assigns a customer number to each
haul cycle database. The field will hold 20 alpha- customer. This number is used on all warranty
numeric characters. claims. This Komatsu customer number can also be
put into this field. The field will hold 20 alpha-numeric
characters.
24 960E-1
Clean truck tare Inclinometer calibration
The payload meter uses the clean truck tare value to

The inclinometer calibration procedure is designed to
calculate carry-back load for each haul cycle. The
compensate for variations in the mounting attitude of
carry-back stored in the haul cycle record is the new
the inclinometer. The inclinometer input is critical to
empty tare minus the clean truck tare.
the payload calculation.
Perform this procedure after the suspensions are ser-
This procedure should be performed on relatively flat
viced or when significant changes are made to the
ground. Often the maintenance area is an ideal loca-
sprung weight of the truck. Before performing this
tion for this procedure.
procedure, make sure that the suspensions are prop-
erly filled with oil and charged. It is critical to payload 1. Clean the debris from the truck.
measurement that the proper oil height and gas pres- 2. Check that the suspensions are properly
sure be used. serviced.
Once the clean tare process is started, the payload 3. Connect the laptop computer to the payload
meter will begin to calculate the clean empty sprung meter.
weight of the truck. This calculation continues while 4. From the "Truck Configuration" screen, select
the truck drives to the next loading site. Once the pro- "Inclinometer".
cedure is started, there is no reason to continue to 5. With the truck stopped and the brake lock ON,
monitor the process with the laptop computer. The press the “Start” button. This instructs the pay-
truck does not need to be moving to start this proce- load meter to sample the inclinometer once.
dure.
6. Turn the truck around. Drive the truck around
1. Clean the debris from the truck. and park in the exact same spot as before, fac-
2. Check that the suspensions are properly ing the other direction.
serviced. 7. With the truck stopped and the brake lock ON,
3. Connect the laptop computer to the payload press the “Start” button. This instructs the pay-
meter. load meter to sample the inclinometer again.
4. From the "Truck Configuration" screen, select The payload meter will average the two samples
"Clean Truck Tare". to determine the average offset.
5. Follow the instructions on the screen. 8. Follow the instructions on the screen.
960E-1 25
960E-1 Dump truck

26 960E-1
CEN30006-00
960E-1

960E-1 A30003 and up

Interface module (IM)
Interface module software..................................................................................................................................... 3
Interface module checkout procedures................................................................................................................. 5
960E-1 1
NOTES
2 960E-1
Interface module software NOTE: The data files, application code and
Flashburn software are only required if the interface
To work with the interface module (IM), several
module is being replaced. Replacement interface
special tools and software programs are required.
modules from Komatsu do not have any software
Refer to Table 1 and Table 2 for information on
installed in them. Be aware that the software and
software and tools.
data files are updated periodically. Check with the
local Komatsu distributor for the latest software
versions.
Table 1: Interface Module Software

Part Number Name Description Source
Interface Module
1.1.0.0 Install.exe Realtime Data Monitor Use to watch inputs and outputs in the
Komatsu distributor
(or higher) Software Version interface module
1.1.0.0 Install.exe
To install application code in interface
EJ3055-2.exe Flashburn program Komatsu distributor
module
EM7282-0.KMS Application code Application code for interface module Komatsu distributor
Table 2: Interface Module Tools

Name Description Source
200 MHz or higher
64 MB RAM or more
Serial or USB Port
Laptop computer Purchase locally
CD/DVD -Rom drive
Floppy Disk Drive
Windows 95/98/2000/ME/XP
Male DB9 connector at one end
Serial cable (RS232 port) Purchase locally
Female DB9 connector at other end
USB port to RS232 serial port
Adaptor (If the laptop computer does not have an RS232 port, Purchase locally
this adaptor is required.)
Flashburn program installation

The Flashburn program is used to install the
application code into the interface module controller.
1. Save the file EJ3055-2.exe to local drive on a
laptop PC.
2. Double click on the “EJ3055-2.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.
960E-1 3
Interface module application code installation Interface module realtime data monitor software
installation
The application code is truck specific software that is
installed into the interface module. Application code The interface module realtime data monitor software
is installed using the Flashburn program. is used to display the data going into and out of the
interface module.
1. Using a laptop computer, save the application
code files to a folder on a local hard drive (such To install:
as C:\temp).
1. Copy the file onto the hard drive of the laptop
2. Double-click on the correct application code file
computer.
so it will extract the file. Chose a folder on a
local hard drive to save the file into (such as 2. Double-click on the file and follow the screen
C:\temp). prompts to install the software.
3. Using a serial cable, connect the laptop PC to
To use:
the IM-Diag connector located near the
interface module. 1. Start the Interface Module Realtime Data Moni-
tor program.
4. Start the Flashburn program.
2. Click on the [Select Serial Port] menu item.
5. Select [Download Application to Product].
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.
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.
4 960E-1
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)
• Jumper wire 77 mm (3 in.) or longer
• Volt Meter
• 300 to 332 ohm resistor
• 3/8 in. nut driver FIGURE 30-1. INTERFACE MODULE
1. Interface Module 3. Connector IM2

NOTE: The interface module must already have the 2. Connector IM1 4. Connector IM3
application code installed.
960E-1 5
Preliminary 7. Check for fault codes associated with the

interface module.
1. Turn the key switch to the OFF position to stop
the engine. a. Perform a VHMS download with the VHMS
2. Turn the key switch to the ON position, but DO Technical Analysis Toolbox program. Refer to
NOT start the engine. VHMS Download for detailed instructions on
performing a download.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify that the b. In the download data, view the fault history
red LED display starts counting up. and confirm that there are no fault codes
4. Attach the VHMS serial cable to VHMS associated with the interface module. If any
diagnostic port (2, Figure 30-2), and the other are found, these circuits should be analyzed
end to the serial port on the laptop computer. 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:
FIGURE 30-2. DIAGNOSTIC PORTS Select Serial Port, Start/Stop, Logging,
Screenshot, and Units.
1. IM Diagnostic Port 2. VHMS Diagnostic Port
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
Tool Box icon on the computer's desktop.
Start.
6. Enter the appropriate User Name and Password
12. The program should display data as shown in
and click the [OK] button.
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.
6 960E-1
Check digital inputs to the interface module 5. Low Steering Precharge (IM2-W) - Short wire
51A1 to ground at TB28-B momentarily and
1. Hydraulic Tank Level (IM2-K) - Short wire 34L to
confirm state change (one to zero).
ground at TB43-F 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
2. No Propel / Retard (IM2-n) - Short wire 75-6P to
state change (one to zero).
ground at TB26-C momentarily and confirm
state change (one to zero). 7. No Propel (IM2-p) - Short wire 75NP to ground
at TB25-P momentarily and confirm state
3. Reduced Retard (IM2-r) - Short wire 76LR to
change (one to zero).
ground at TB28-D 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
4. Propel System Temp Caution (IM3-A) - Short
state change (one to zero).
wire 34TW to ground at TB26-B momentarily
and confirm state change (one to zero). 9. Reduced Propel System (IM3-B) - Short wire
72LP to ground at TB25-W momentarily and
confirm state change (one to zero).
FIGURE 30-3. INTERFACE MODULE REALTIME DATA MONITOR
960E-1 7
10. Parking Brake Released (IM2-M) - Short wire 14. Starter Motor 2 Energized (IM3-S) - Disconnect
73S to ground at TB26-W momentarily and wire 11SM2 from cranking motor to TB29-G at
confirm state change (zero to one). TB29-G. Momentarily short TB29-G to 24V and
confirm state change (zero to one). Reconnect
11. Parking Brake Request (IM3-V) - Short the
disconnected wire.
engine oil pressure switch wire circuit 36 on
TB26-L to ground. Move shift lever from Neutral 15. Crank Sense (IM3-U) - Open the start battery
to Park and confirm state change (one to zero). disconnect switch so that there is no battery
Remove the ground from TB26-L. voltage to the starters. Momentarily short TB32-
M to 24V and confirm state change (zero to
12. GE Batt + (IM3-M) - Confirm that this is a one.
one). After removing 24V short from TB32-M,
13. Starter Motor 1 Energized (IM3-R) - Disconnect close the start battery disconnect switch.
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.
FIGURE 30-4. INTERFACE MODULE REAL TIME DATA MONITOR
8 960E-1
16. Selector Switch (Park) (IM3-T) - Place shifter 29. Crank Request (IM2-j) - Open the starter
into Park position and confirm 1 state, then disconnect switch so there is no battery voltage
shift into Neutral and confirm 0 state. Return to the cranking motors. Momentarily turn the key
shifter to park position. switch to START and confirm state change (zero
to one).
17. Selector Switch (FNR) (IM2-N) - Place shifter
into Park position and confirm 0 state, then 30. Parking Brake Set (IM2-f) - Momentarily
shift into Neutral, Forward and Reverse and disconnect the parking brake pressure switch
confirm 1 state for each position. Return shifter (circuit 33) and confirm state change (zero to
to Park position. one).
18. Steering Bleed Down Pressure Switch (IM2-Z) - 31. Circuit Breaker Tripped (IM2-g) - Short wire
Disconnect the steering bleed down pressure 31CB to ground at TB26-T momentarily and
switch (circuit 33JA) and confirm state change confirm state change (one to zero).
(zero to one). Reconnect the switch. 32. Shapshot In Progress (IM2-L) - Actuate the data
19. Brake Lock Switch Power Supply (IM3-L) - Use store switch and confirm state change (one to
GE’s wPTU software to turn on FWD True zero).
output signal. Confirm state change (zero to 33. Low Steering Pressure Switch 1 (IM2-S) - Short
one). Leave FWD True output signal on until wire 33F to ground at TB27-M momentarily and
completion of the next step. confirm state change (one to zero).
20. Brake Lock (IM2-i) - Actuate brake lock switch
34. Brake Accumulator Pressure Switch (IM2-U) -
and confirm state change (zero to one). Turn off
Short wire 33BP to ground at TB30-H
FWD True output signal. Confirm input state
momentarily and confirm state change (one to
remains at one. Turn off brake lock switch.
zero).
Confirm input state returns to zero.
35. Brake Lock Degradation Switch (IM2-V) - Short
21. Service Brake Set Switch (IM3-C) - Short wire wire 33T to ground at TB27-J momentarily and
44R at TB26-X to 24V momentarily and confirm confirm state change (one to zero).
state change (zero to one).
36. Key Switch, Direct (IM2-P) - Confirm state is
22. Timed Engine Shutdown (IM3-F) - Disconnect one. Turn the key switch OFF for one second,
wire 21ISL from the engine ECM at TB36-W then turn it back to ON. Confirm state changes
(leave wire 21ISL to IM connected at TB36-W). to zero then back to one.
Momentarily short TB36-W to 24V and confirm
state change (one to zero). Reconnect 37. Propel System At Rest/Not Ready (IM2-c) -
disconnected wire. Short wire 72NR to ground at TB26-A
momentarily and confirm state change (one to
23. Secondary Engine Shutdown Switch (IM3-E) -
zero).
Actuate the secondary engine shutdown switch
and confirm state change (zero to one). 38. Link Voltage (IM2-b) - Short wire 75LE to ground
at TB25-X momentarily and confirm state
24. Key Switch (IM3-G) - Confirm state remains change (one to zero).
one.
39. Auto Lube Level (IM3-W) - Short wire 68LS to
25. Mode Switch 1 (IM3-H) - Actuate "left arrow" ground at TB32-X momentarily and confirm
LCD screen navigation switch and confirm state state change (one to zero).
40. Auto Lube Solenoid Sense (IM3-X) - Disconnect
26. Mode Switch 2 (IM3-J) - Actuate "OK" LCD
wire 68 to the IM at TB28-K. Momentarily short
screen navigation switch and confirm state
the wire to ground and confirm state change
(one to zero). Reconnect disconnected wire.
27. Mode Switch 3 (IM3-K) - Actuate "down arrow" 41. Auto Lube Pressure Switch (IM3-Y) - Short wire
LCD screen navigation switch and confirm state 68P to ground at TB38-P momentarily and
change (one to zero). confirm state change (one to zero).
28. Mode Switch 4 (IM2-q) - Actuate "up arrow" LCD
screen navigation switch and confirm state
960E-1 9
Check analog inputs to the interface module 9. Right Front Brake Oil Temp [°C] (IM3-r) -
Disconnect right front brake oil temperature
NOTE: Instead of using a resister in place of a sensor
sensor (circuit 34BT2) and confirm fault A169,
for verifying pressure readings, a calibrated pressure
Hydraulic Oil Temp - Right Front Sensor Low, is
gauge can be installed in the hydraulic circuit to
active. Reconnect sensor.
compare system pressures with the pressures
displayed in the Interface Module Realtime Data 10. Left Front Brake Oil Temp [°C] (IM3-t) -
Monitor program. Disconnect left front brake oil temperature
Verify that the used analog inputs are in the range of Hydraulic Oil Temp - Left Front Sensor Low, is
the values listed below. active. Reconnect sensor.
1. Truck Speed [kph] (IM1-g, h) - Use GE DID to 11. Hoist Pressure 2 [kPa] (IM3-q) - Short wire
simulate vehicle speed and confirm reported 33HP2 to ground at TB41-G momentarily and
speed matches vehicle speed set using GE DID
confirm fault A203, Hoist Pressure 2 Sensor
+/- 2 kph.
Low, is active.
2. Steering Pressure [kPa] (IM3-d) - Disconnect
12. Hoist Pressure 1 [kPa] (IM3-S) - Short wire
steering pressure sensor (circuit 33SP) and
33HP1 to ground at TB41-A momentarily and
confirm fault A204, Steering Pressure Sensor
confirm fault A202, Hoist Pressure 1 Sensor
Low, is active. Reconnect sensor.
Low, is active.
3. Ambient Air Temp [°C] (IM3-e) - Confirm
reported temperature matches ambient 13. Battery Voltage 24V [V] (IMint) - Confirm
temperature within 3 °C. reported voltage is +/- 1 volt of actual measured
battery voltage.
4. Fuel Level [%] (IM3-g) - Confirm reported %
level matches actual fuel level in tank +/- 5%.
5. DC Converter [V] (IM3-h) - Confirm reported
Check serial interfaces to the interface module
voltage is 13.5 +/- 0.5 V. (24V battery voltage
must be greater that 18 volts). 1. Disconnect and isolate all circuits 90MMT at
6. Brake Pressure [kPa] (IM3-p) - Disconnect TB33-B and confirm that fault A276 becomes
service brake pressure sensor located in brake active after ten seconds.
cabinet (circuit 33BPS) and confirm fault A205, 2. Reconnect all circuits 90MMT at TB33-B and
Brake Pressure Sensor Low, is active. confirm that fault A276 clears.
Reconnect sensor. 3. Confirm that faults A184, A237, A257, and A276
7. Right Rear Brake Oil Temp [°C] (IM3-m) - are not active.
Disconnect right rear brake oil temperature
Hydraulic Oil Temp - Right Rear Sensor Low, is
8. Left Rear Brake Oil Temp [°C] (IM3-i) -
Disconnect left rear brake oil temperature
Hydraulic Oil Temp - Left Rear Sensor Low, is
10 960E-1
Check outputs from the interface module 6. Start Enable (IM1-B) - Disconnect wire 21PL
from the engine prelube timer.
NOTE: Before performing these next steps, the key
switch must be turned off for at least 7 minutes to a. Shift into PARK and confirm that circuit 21A
allow the IM to completely shutdown. Confirm that the on TB25-D is 24 volts while cranking the
IM has shutdown by verifying that the green LED on engine.
the IM controller has stopped flashing. While b. Shift into NEUTRAL and confirm that circuit
performing the following IM output checks, ensure 21A on TB25-D is 0 volts while cranking the
that no output short circuit fault codes are reported by engine.
the IM Realtime Data Monitor software.
c. Reconnect circuit 21PL to the prelube timer.
1. Parking Brake Solenoid (IM1-E), Brake Auto
7. IM On Signal (IM1-K) - Turn the key switch ON
Apply (IM1-R) - Short the engine oil pressure
and confirm that the voltage on circuit 110NS
switch wire (circuit 36) to ground on TB26-L.
TB36-X is approximately 0 volts.
a. Turn the key switch ON and shift into NEU- 8. Red Warning Light (IM1-G), Sonalert (IM1-M) -
TRAL. Confirm that parking brake solenoid is Disconnect the IM from the CAN/RPC network
energized by verifying that coil is magne- by unplugging the T-connection to the network.
tized. Confirm the following on the dash panel, then
b. Use the DID panel to set the truck speed to a reconnect the IM to the network:
speed above 1 kph. Shift into PARK. Confirm a. All status panel indicators flash on/off.
that the parking brake solenoid remains
energized. b. The red warning light flashes on/off.
c. Reduce the truck speed to 0 kph. Confirm c. Two separate audible alarms sound on/off.
that the auto apply solenoid energizes. After d. A "loss of communications" message is dis-
one second, confirm that the parking brake played.
solenoid de-energizes. After another 0.5 sec-
ond, confirm that the auto apply solenoid de- e. The needles of all gauges are moving
energizes. through their entire range of motion.
9. Steering Bleed Down Solenoid (IM1-P) -
d. Remove the ground from TB26-L.
Confirm that the steering bleed down solenoid is
2. Brake Cooling 1 (IM1-L) - Confirm voltage on de-energized. Turn the key switch OFF and
circuit 33ES1 at TB35-B is approximately 0 confirm that the steering bleed down solenoid is
volts. energized by verifying that coil is magnetized.
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.
960E-1 11
960E-1 Dump truck

12 960E-1
CEN30007-00
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
960E-1 1
NOTES
2 960E-1
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 Federal regulations prohibit venting R-12 and R-
involved in the R-134a refrigerant quality and quantity 134a refrigerant into the atmosphere. An SAE and
in an air conditioning system. UL approved recovery/recycle station must be
used to recover refrigerant from the A/C system.
Because the refrigerant in an air conditioning system Refrigerant is stored in a container on the unit for
must remain pressurized and sealed within the unit to recycling, reclaiming, or transporting. In addition,
function properly, safety is a major consideration technicians servicing A/C systems must be
when anything causes this pressurized, sealed certified they have been properly trained to
condition to change. The following warnings are service the system.
provided here to alert service personnel to their
importance before learning the correct procedures. Although accidental release of refrigerant is a
Read, remember, and observe each warning before remote possibility when proper procedures are
beginning actual system servicing. followed, the following warnings must be
observed when servicing A/C systems:
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is • Provide appropriate protection for your eyes
(goggles or face shield) when working around
essential that servicing tools that come into contact
refrigerant.
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one • A drop of the liquid refrigerant on your skin
type of refrigerant only in order to prevent cross will produce frostbite. Wear gloves and use
contamination. 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
Trucks operating in cold weather climates must whenever refrigerant is being discharged
continue to keep the A/C system charged during from a system. Keep in mind that refrigerant
cold weather months. Keeping the system is heavier than air and will fall to low-lying
charged helps prevent moisture intrusion into areas.
system oil and desiccants. • 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 leave A/C components, hoses, oil, etc,
• Never direct a steam cleaning hose or torch in
exposed to the atmosphere. Always keep sealed
direct contact with components in the air
or plugged until the components are to be conditioning system. Localized heat can raise
installed and the system is ready for evacuation the pressure to a dangerous level.
and charging. PAG oil and receiver-drier
desiccants attract moisture. Leaving system • Do not heat or store refrigerant containers
components open to the atmosphere will allow above 49 °C (120 °F).
moisture to invade the system, resulting in • Do not flush or pressure test the A/C system
component and system failures. using shop air or another compressed air
source. Certain mixtures of air and R-134a
refrigerant are combustible when slightly
To help prevent air, moisture or debris from
pressurized. Shop air supplies also contain
entering an open system, cap or plug open lines, moisture and other contaminants that could
fittings, components and lubricant containers. damage system components.
Keep all connections, caps, and plugs clean.
960E-1 3
Service tools and equipment

Recovery/recycle station
Whenever refrigerant must be removed from the
system, a dual purpose station (Figure 30-1) Mixing different types of refrigerant will damage
performs both recovery and recycle procedures equipment. Dedicate one recovery/recycle station
which follows the new guidelines for handling used to each type of refrigerant processing to avoid
refrigerant. The recovered refrigerant is recycled to equipment damage. DISPOSAL of the gas
reduce contaminants, and can then be reused in the removed requires laboratory or manufacturing
same machine or fleet. facilities.
To accomplish this, the recovery/recycle station Test equipment is available to confirm whether the
separates the oil from the refrigerant and filters the refrigerant in the system is actually the type intended
refrigerant multiple times to reduce moisture, acidity, for the system and has not been contaminated by a
and particulate matter found in a used refrigerant. mixture of refrigerant types.
NOTE: To be re-sold, the gas must be “reclaimed” Recycling equipment must meet certain standards as
which leaves it as pure as new, but requires published by the Society of Automotive Engineers
equipment normally too expensive for all but the (SAE) and carry a UL approved label. The basic
largest refrigeration shops. principals of operation remain the same for all
Equipment is also available to just remove or extract machines, even if the details of operation differ
the refrigerant. Extraction equipment does not clean somewhat.
the refrigerant; it is used to recover the refrigerant
Leak detector
from an A/C system prior to servicing.
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
4 960E-1
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 FIGURE 30-3. MANIFOLD GAUGE SET
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).
960E-1 5
Service valves Vacuum pump

Because an air conditioning system is a sealed The vacuum pump (Figure 30-5) is used to
system, two service valves are provided on the completely evacuate all of the refrigerant, air, and
compressor to enable diagnostic tests, system moisture from the system by deliberately lowering the
charging or evacuation. Connecting the applicable pressure within the system to the point where water
hoses from the manifold gauge set to the compressor turns to a vapor (boils) and together with all air and
service valves enables each of these to be readily refrigerant is withdrawn (pumped) from the system.
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.
FIGURE 30-5. VACUUM PUMP
FIGURE 30-4. R-134a SERVICE VALVE
1. System Service Port 3. Service Hose

Fitting Connection
2. Quick Connect
6 960E-1
Detecting leaks Several methods are available for detecting

refrigerant leaks.
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting from NOTE: The refrigerant is heavier than air and will
improper or no cooling, to major internal component move downward when it leaks. Apply pickup hose or
damage. Leaks most commonly develop in two or test probe on the under-surface of all components to
three places. The first is around the compressor shaft locate leaks.
seal, often accompanied by an indication of fresh
• An electronic leak detector (see Figure 30-2) can
refrigerant oil. If a system is not operated for a while
be used to detect leaks. As the test probe is
(winter months), the shaft seal may dry out and leak moved into an area where traces of refrigerant
slightly. The centrifugal force of the clutch pulley are present, a visual or audible announcement
spinning can also cause the problem. When the indicates a leak. Audible units usually change
system is operated and lubricant wets the seal, the tone or speed as intensity changes.
leak may stop. Such leaks can often be located
• Tracer dyes are available that can be added to
visually or by feeling with your fingers around the
the system as refrigerant is added. The system is
shaft for traces of oil. The R-134a itself is invisible, then operated to thoroughly circulate the dye. As
odorless, and leaves no trace when it leaks, but has a refrigerant escapes, it leaves a trace of the dye at
great affinity for refrigerant oil. the point of leakage, which is then detected using
A second common place for leaks is the nylon and an ultraviolet light (“black light”), revealing a
bright fluorescent glow.
rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other • Soap and water can be mixed together and
threaded joints or areas where gaskets are used applied to system components. Bubbles will
should be visually and physically examined. Moving appear to pinpoint the specific location of leaks.
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 After determining the location or source of leak(s),
evaporator. Any trace of fresh oil here is a clear repair or replace leaking component(s).
indication of a leak. NOTE: The length of the hose will affect the
Usually, a 50% charged system is enough to find refrigerant capacity. When replacing hoses, always
most leaks. If the system is empty, connect the use the same hose length, if possible.
manifold gauge set to the system and charge at least
1.6 kg (3.5 lbs) of refrigerant into the system.
Before system assembly, check the compressor

oil level and fill to specifications.
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.
960E-1 7
System performance test

This test is performed to establish the condition of all 8. Feel the hoses and components on the low
components in the system. Observe these conditions side. They should be cool to the touch. Check
during testing: the connections near the expansion valve. The
inlet side should be warm and the outlet side
1. Place a fan in front of the condenser to simulate
should be cold.
normal ram air flow and allow the system to
stabilize. 9. After a minimum of 10 minutes has elapsed and
the system has stabilized, observe the gauge
2. Install a thermometer into the air conditioning
readings. Compare the readings to the
vent closest to the evaporator.
specifications in Table 2.
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 NOTE: Pressures may be slightly higher in very
temperature. humid conditions and lower in very dry conditions.
Pressures listed in the table are during compressor
5. Set the air conditioning system at maximum
clutch engagement.
cooling and maximum blower speed operation.
6. Close all windows and doors to the cab.
7. Carefully feel the hoses and components on the 10. Check the cab vents for cool air. Outlet air
high side. All should be warm or hot to the temperature should be approximately 16 - 22 °C
touch. Check the inlet and outlet of receiver- (30 - 40 °F) below ambient air temperature.
drier for even temperatures. If outlet is cooler 11. If pressures and temperatures are not within the
than inlet, a restriction is indicated. specified ranges, the system is not operating
properly. Refer to Troubleshooting section Cab
air conditioning for tips on diagnosing poor
system performance.
Use extreme caution when placing hands on high

side components and hoses. Under most normal
conditions, these items can be extremely hot.
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.
8 960E-1
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
The receiver-drier and accumulator must be
in the system on Komatsu trucks.
replaced each time the system is opened.
• Avoid skin contact and inhalation of PAG oil, as
1. Remove the compressor from the truck. With
these are normal precautions with any chemical.
the compressor positioned horizontally, remove
• PAG oil removed from new or old components the drain plug and capture the oil in a clear
must not be retained for re-use. It must be stored graduated container. Rock the compressor back
in a marked container and properly sealed. PAG and forth and rotate the shaft to facilitate oil
oil is an environmental pollutant and must be removal.
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 Under no circumstances should the A/C
absorbed moisture could cause damage to an air compressor be stood upright onto the clutch
conditioning system. 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.
It is critical to keep the correct amount of
Refer to "Evacuating the air conditioning
lubricant in the air conditioning system at all
system". If no particles are found, proceed to
times. Failure to do so could result in damage to
the next step.
the compressor.
3. Add 207 ml (7oz.) of PAG oil to the compressor
Damage to the compressor can be a result from sump. Add the oil through the drain port, and
not only a lack of oil, but also too much oil. A lack install the drain plug. It is important to only add
of oil will cause excess friction and wear on the specified amount to ensure optimal system
moving parts. Excessive oil can result in performance. Too much oil will result in a
“slugging” the compressor. This condition reduction in cooling. Too little oil will result in
occurs when the compressor attempts to compressor failure.
compress liquid oil as opposed to vaporized 4. Determine the correct amount of additional oil to
refrigerant. Since liquid cannot be compressed, add to the system by using the Replacing Oil
damage to internal parts results. 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.
960E-1 9
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
When installing a new compressor, the extremely susceptible to foreign particles and must
compressor must be completely drained of its oil be replaced. If contaminated, the evaporator and
before installation. Add 207 ml (7 oz.) of new PAG condenser must also be replaced. The evaporator
oil to the compressor to ensure proper system oil and condenser are multi-pass units, and they can not
level. Failure to adjust the amount of oil in the be properly cleaned by flushing.
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.
Only SAE and/or Mobile Air Conditioning Society

Table 1: Replacing system oil (MACS) approved flushing methods with the
appropriate refrigerants are to be performed
Component Oil to add when removing debris from the system. Other
methods may be harmful to the environment, as
Condenser 60-90 ml (2-3 ounces)
well as air conditioning components.
Evaporator 30 ml (1 ounce) 1. Remove the compressor, receiver-drier,
expansion valve, and accumulator.
Receiver-Drier 60 ml (2 ounces)
2. Inspect all other components such as the
Accumulator 60 ml (2 ounces) condenser, evaporator, hoses and fittings. If any
of these items are damaged or highly
Compressor 207 ml (7 ounces)
contaminated, replace the components.
Expansion valve Not necessary 3. Flush the remaining hoses with a flushing unit.
Use only R134a as a flushing agent.
Drain and measure the
Hoses 4. After flushing, blow out the system with dry shop
amount removed.
air for 5 to 10 minutes.
5. If the expansion valve has been removed of all
5. Connect all hoses and components in the foreign contamination, it may be reinstalled back
system. Lubricate O-rings with clean mineral oil into the system. If contamination is still present,
before assembly. replace the valve.
6. Install a new compressor, receiver-drier, and
NOTE: Do not use PAG oil to lubricate O-rings or
accumulator.
fittings. PAG oil could corrode fittings when used
externally. 7. Add oil to the system as outlined in Table 1.
6. Evacuate the system. Refer to "Evacuating the
air conditioning system".
10 960E-1
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. FIGURE 30-6. SERVICE HOSE HOOK-UP
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 Purging air from the service hoses
valve and low side to accumulator). Do not open The purpose of this procedure is to remove all the air
the service valves at this time. trapped in the hoses prior to actual system testing.
This gauge hook-up process will be the same, Environmental regulations require that all service
regardless of the gauge set being installed. Whether hoses have a shutoff valve within 12 inches of the
it is a recovery station or individual gauges, the service end. These valves are required to ensure
connections are the same. The procedures only a minimal amount of refrigerant is lost to the
performed next will vary depending what type of atmosphere. R-134a gauge sets have a combination
equipment is being used. If a recovery/recycling quick disconnect and shutoff valve on the high and
station is being used, complete servicing can be low sides. The center hose also requires a valve.
accomplished. Using only a set of gauges will limit The initial purging is best accomplished when
the servicing to only adding refrigerant or observing connected to recovery or recycle equipment. With the
pressures. 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.
960E-1 11
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 An unclear sight glass on R-134a systems can
specifications stipulated by Society of Automotive indicate that the system may be low on
Engineers, SAE J2099. The refrigerant that has refrigerant. However, the sight glass should not
passed through the filtering process has only been be used as a gauge for charging the system.
cleaned of contaminants that are associated with Charging the system must be done with a scale
mobile systems. Therefore, recycled refrigerant from to ensure the proper amount of refrigerant has
mobile systems is only acceptable for reuse in mobile been added.
systems.
Two basic, readily available containers are used to
Reclaimed refrigerant has been filtered through a store R-134a: the 14 kg (30 lb) or 28 kg (60 lb) bulk
more thorough filtering process and has been canisters (Figure 30-7). Always read the container
processed to the same standards of purity as virgin label to verify the contents are correct for the system
refrigerant. Because of this, reclaimed refrigerant is being serviced. Note the containers for R-134a are
acceptable for use in all systems, not just mobile. The painted light blue.
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.
FIGURE 30-7. R-134a CONTAINERS
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much 1. 14 kg (30 lb) Canister 2. 28 kg (60 lb) Canister
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.
12 960E-1
Draining oil from previous recovery cycle 7. Continue extraction until a vacuum exists in the
A/C system.
1. Place the power switch and the controller on the
recovery unit in the OFF position. 8. If an abnormal amount of time elapses after the
system reaches 0 kPa (0 psi) and does not drop
2. Plug in the recovery station to the correct power
steadily into the vacuum range, close the
source.
manifold valves and check the system pressure.
3. Drain the recovered oil through the valve If it rises to 0 psi and stops, there is a major
marked “oil drain” on the front of the machine. leak.
4. Place the controller knob in the ON position. 9. Check the system pressure after the recovery
The low pressure gauge will show a rise. equipment stops. After five minutes, system
pressure should not rise above 0 kPa (0 psi). If
5. Immediately switch to the OFF position and
the pressure continues to rise, restart and begin
allow the pressure to stabilize. If the pressure
the recovery sequence again. This cycle should
does not rise to 34 - 69 kPa (5 - 10 psi), switch continue until the system is void of refrigerant.
the controller ON and OFF again.
10. Check the sight glass oil level to determine the
6. When the pressure reaches 34-69 kPa (5-10 amount of oil that needs to be replaced. (The
psi), open the “oil drain” valve, collect the oil in amount of oil that was lost during the recovery
an appropriate container, and dispose of cycle must be replaced back into the system).
container as indicated by local, state or federal
regulation. The oil is not reusable due to 11. Mark the cylinder with a “RECOVERED” (red)
contaminants that were absorbed during use. magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Record
Recovery cycle the amount of refrigerant recovered.
1. Ensure that the equipment being used is Recycling procedure
designed for the refrigerant you intend to
recover. The recovered refrigerant contained in the cylinder
2. Observe the sight glass oil level. Having been must undergo the recycle procedure before it can be
drained, it should be at zero. reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
3. Check the cylinder refrigerant level before the equipment manufacturer's instructions for this
beginning recovery to make sure you have procedure.
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.
960E-1 13
Evacuating the air conditioning system 2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge
Evacuating the complete air conditioning system is
outlet. Turn on the pump and watch the low side
required for all new system installations, when repairs
gauge. The pump should pull the system into a
are made on systems requiring a component
vacuum. If not, the system has a leak. Find the
replacement (system opened), or when a major loss
source of the leak, repair, and attempt to
of refrigerant has occurred. All these conditions will
evacuate the system again.
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the 3. Allow the vacuum pump to run for at least 45
system. Once properly evacuated, the system can be minutes.
recharged again. 4. Shut off the vacuum pump and observe the
gauges. The system should hold the vacuum
Using a pump to create a vacuum in the air
within 5 cm Hg (2 in. Hg) of the optimal vacuum
conditioning system effectively vaporizes any
for five minutes. If the vacuum does not hold,
moisture, allowing the water vapor to be easily drawn
moisture may still be present in the system.
out by the pump. The pump does this by reducing the
Repeat the previous step. If the vacuum still
point at which water boils (100 °C, 212 °F at sea level
does not hold, a leak may be present in the
with 14.7 psi). In a vacuum, water will boil at a lower
system. Find the source of the leak, repair, and
temperature depending upon how much of a vacuum
evacuate the system again.
is created.
NOTE: In some cases, 45 minutes of evacuation may
As an example, if the ambient air outside the truck is
not be sufficient to vaporize all of the moisture and
24 °C (75 °F) at sea level, by creating a vacuum in
draw it out of the system. If it has been verified that
the system so that the pressure is below that of the
no system leaks exist and gauge readings increase
outside air (in this case, at least 749.3 mm (29.5 in.)
after 45 minutes, extend the evacuation time to
of vacuum is needed), the boiling point of water will
ensure total moisture removal.
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.
FIGURE 30-8. VACUUM PUMP HOOKUP
14 960E-1
Charging the air conditioning system

Table 3: ALTITUDE VACUUM VARIATIONS The proper method for charging refrigerant into a R-
Altitude Above 134a system is to first, recover all of the refrigerant
Optimal Vacuum from the system. The charging refrigerant should
Sea Level
then be weighed on a scale to ensure the proper
0 m (0 ft) 76.0 cm Hg. (29.92 in. Hg.)
amount is charged into the system. Most recovery
305 m (1,000 ft) 73.5 cm Hg. (28.92 in. Hg.) units include a scale within the apparatus, thus
610 m (2,000 ft) 70.7 cm Hg. (27.82 in. Hg.) making it very easy to charge the correct amount
every time. If equipment such as this is not available,
914 m (3,000 ft) 68.1 cm Hg. (26.82 in. Hg.)
a common scale can be used to determine the weight
1 219 m (4,000 ft) 65.6 cm Hg. (25.82 in. Hg.) of charge. Simply weigh the charging tank, subtract
1 524 m (5,000 ft) 63.3 cm Hg. (24.92) in. Hg. the weight of the proper charge, and charge the
system until the difference is shown on the scale. On
1 829 m (6,000 ft) 60.8 cm Hg. (23.92 in. Hg.)
certain types of equipment, it is also possible to add
2 134 m (7,000 ft) 58.5 cm Hg. (23.02 in. Hg.) any necessary lubricant when charging the system.
2 438 m (8,000 ft) 56.4 cm Hg. (22.22 in. Hg.) If a scale is not used when charging R-134a into a
2 743 m (9,000 ft) 54.2 cm Hg. (21.32 In. Hg.) system, it is difficult to tell if the correct charge has
NOTE: The chart indicates the expected gauge been achieved. The sight glass can provide some
readings at altitude to obtain the optimal vacuum. 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 system’s
cooling capacity meets requirements. Refer to
"System performance test".
960E-1 15
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. FIGURE 30-10. DEFLECTION MEASUREMENT
Belt tension check 4. Find the approximate center of the belt between
the two pulleys. Place the tip of the tool onto the
NOTE: This procedure has been written for use with outer face of the belt and apply pressure, as
belt tension tool (XA3379), shown in Figure 30-9. shown in Figure 30-10. The tool must be
Other tension tools may differ in functionality. 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
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.
16 960E-1
FIGURE 30-11. BELT ALIGNMENT TOOL

1. AC Compressor Pulley 2. Drive Pulley 3. Alignment Tool
346 mm (13.63 in.)
FIGURE 30-12. BELT TENSION DIMENSIONS
960E-1 17
960E-1 Dump truck

18 960E-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
960E-1 1
CEN40001-00 40 Troubleshooting
NOTES
2 960E-1
40 Troubleshooting CEN40001-00
Fault code table
Fault Operator
Description Reference section
code action
A001 Left front suspension pressure sensor signal high None
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
Troubleshooting by
A022 Carryback load excessive None
fault code, Part 1
A100 An open circuit breaker has been detected on a relay board Stop; Park CEN40003-00
A101 High pressure detected across an hydraulic pump filter Go to shop
Fuel level sensor shorted to ground, indicating a false high
A105 Go to shop
fuel level
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
960E-1 3
Fault Operator
code action
Hydraulic temperature sensors cause advance of engine
A145 None
rpm to advance level 1 for cooling of hydraulic oil
Hydraulic temperature sensors cause advance of engine
A146 None
rpm to advance level 12 for cooling of hydraulic oil
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
Fuel level sensor is open or shorted high, indicating a false
A158 Go to shop
low fuel level
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
Troubleshooting by
A184 J1939 data link is not connected Stop; Park
fault code, Part 2
A190 Auto lube control has detected an incomplete lube cycle None CEN40004-00
Stop; Park;
A194 Left front hydraulic oil temperature is high
Engine ON
Stop; Park;
A195 Right front hydraulic oil temperature is high
Engine ON
Stop; Park;
A196 Left rear hydraulic oil temperature is high
Engine ON
Stop; Park;
A197 Right rear hydraulic oil temperature is high
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
4 960E-1
Fault Operator
code action
A212 Bad truck speed signal Go to shop
Parking brake should have applied but is detected as not
A213 Secure truck
having applied
Parking brake should have released but is detected as not
A214 Stop; Park
having released
A215 Brake auto apply valve circuit is defective Go to shop
An open or short to ground has been detected in the
A216 Stop; Park
parking brake command valve circuit
Excessive engine cranking has occurred or a jump start has Retry in
A223
been attempted 2 minutes
A230 Parking brake has been requested while truck still moving Move shifter
The body is up while traveling or with selector in forward or
A231 Lower body
neutral
Stop; Park;
A235 Steering accumulator is in the process of being bled down
Do not steer
The steering accumulator has not properly bled down after Stop; Park;
A236
90 seconds 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
Troubleshooting by
Engine coolant temperature gauge within the Actia display
A243 Go to shop fault code, Part 3
panel is defective
CEN40005-00
Drive system temperature gauge within the Actia display
A244 Go to shop
panel is defective
Hydraulic oil temperature gauge within the Actia display
A245 Go to shop
panel is defective
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
Red warning lamp within the Actia display (driven by IM) is
A249 Go to shop
shorted
Charge
A250 Battery voltage is low with the truck parked
battery
Sonalert used with the Actia display (driven by IM) is open
A251 Go to shop
or shorted to ground
Start enable output circuit is either open or shorted to
A252 None
ground
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
Steering accumulator bleed pressure switch circuit is
A258 Go to shop
defective
960E-1 5
Fault Operator
code action
A260 Parking brake failure Secure truck
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
Selector lever was not in park while attempting to crank Move shifter
A266
engine to park
Move shifter
A267 Parking brake was not set while attempting to crank engine
to park
Do not shut
A268 Secondary engine shutdown while cranking
down
A270 Brake lock switch power supply is not on when required Go to shop
Move shifter
A271 Shifter not in gear
into gear
A272 Brake lock switch power supply is not off when required Go to shop
A fault has been detected in the hoist or steering pump filter
A273 None
pressure switch circuit
A274 A brake setting fault has been detected Secure truck
Troubleshooting by
A starter has been detected as engaged without a cranking fault code, Part 4
A275 Stop; Park
attempt CEN40006-00
A276 The drive system data link is not connected None
Move shifter
A277 Parking brake applied while loading
to neutral
Release
A278 Service brake applied while loading
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
The number of excessive cranking counts and jump starts
A282 Stop; Park
without the engine running has reached 7
An engine shutdown delay was aborted because the
A283 None
parking brake was not set
An engine shutdown delay was aborted because the
A284 None
secondary shutdown switch was operated
The parking brake was not set when the key switch was Move shifter
A285
turned off to park
A286 A fault was detected in the shutdown delay relay circuit None
The shutdown delay relay has remained on after the latched
A292 None
key switch circuit is off
6 960E-1
Fault Operator
code action
A303 Shifter is defective Stop; Park
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
Turn brake
A311 Brake lock switch is on when it should not be
lock OFF
DCDC converter 12 volt circuit sensing is producing low
A312 None
readings
DCDC converter 12 volt circuit sensing is producing high
A313 None
readings
A314 DCDC converter 12 volt circuit is high None
A315 DCDC converter 12 volt circuit is low None
Starter engagement has been attempted with engine
A316 Do not crank
running
Operation of brake auto apply valve without a detected
A317 Go to shop
response
Troubleshooting by
A318 Unexpected power loss to interface module None fault code, Part 5
A328 Drive system not powered up Stop; Park CEN40007-00
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
960E-1 7
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
8 960E-1
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
960E-1 9
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
The following two fuses are located in the fusable link between the prelube timer solenoid and #2 cranking
motor.

Fusable link 150 each Cranking Motors 11ST
10 960E-1
The following circuit breakers are located on the relay boards on the left inside wall of the auxiliary control
cabinet.

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
The following circuit breaker is located in the battery disconnect box.

Battery Box -
50 24V to 12V Converter 11BS
CB60
960E-1 11
960E-1 Dump truck
12 960E-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
960E-1 1
NOTES
2 960E-1
DID panel fault code tables

The tables on the following pages list the possible
fault codes which may be displayed on the DID panel Table 1: Operational restrictions
when accessed. Table 1 defines the restrictions to Restriction Definition
operation of the propulsion and retarding systems
when a particular fault occurs. The fault codes listed NO RETARD (red) light
in the tables are applicable to release version 21 illuminates.
software. No Power No retarding allowed.
No propulsion allowed.
• Fault codes numbered 000 through 099 are No power on the link.
applicable to the propulsion system controller
(PSC). See Table 2. NO PROPEL (red) light
illuminates.
• Fault codes numbered 100 through 199 are
applicable to Inverter 1. Fault codes numbered No Propel No propulsion allowed.
200 through 299 are applicable to Inverter 2. See Retarding allowed.
Table 3. Link power allowed.
• Fault codes numbered 600 through 699 are PROPEL SYSTEM
applicable to the truck control interface (TCI). See CAUTION<170> (amber) light
Table 4. illuminates.
Speed Limit Propel, retard and DC link power
still allowed.
Speed limited to 10 MPH (16
KPH).
Prohibits system from enabling
INV1 Disable
inverter #1 drive signal.
Prohibits system from enabling
INV2 Disable
inverter #2 drive signal.
Raises engine speed to account
Engine Speed/
for a possible stuck RP contactor.
RP1
Closes RP1.
No restrictions. Event is for
SYS Event
information purposes only.
960E-1 3
Table 2: DID panel fault codes

(received from PSC)
Fault
Description Restriction Cause of fault
code
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
:01 auxiliary phase control
:02 auxiliary inverter
:03 afse
:04 alternator
:05 left stator
:06 left rotor
:07 right stator
No Propel Temperature exceeds a limit for a sufficient time.
: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 Alternator field current exceeds limit.
:01 normal No power 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
:01 voltage too high None Incorrect input from retard lever
:02 voltage too low
012 RETARD PEDAL BAD
:01 voltage too high None Incorrect input from retard pedal
:02 voltage too low
013 LINKV TEST FAILED No power Incorrect link volts
4 960E-1

(received from PSC)
Fault
code
014 ANALOG SENSOR FAULT
: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 Speed limit Incorrect input from a sensor
: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) Problem has occurred in the system CPU card.
:01 task_1
:02 task_2
:03 task_3
:04 task_4 Failed to initialize
:05 task_5 No power
: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) System CPU cannot communicate with analog I/O card.
:01 analog card no response No power 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
960E-1 5

(received from PSC)
Fault
code
021 TCI COMM. FAULT PSC received no serial data from TCI over period of
time.
:01 Message missing
:02 Bad tick
No propel
:03 Bad CRC
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT No serial data received from TCI and truck is stopped
No power
for 10 seconds.
023 TERTIARY OVERCURRENT Current in alternator field tertiary winding exceeds limit
No propel
over time.
024 PSC CONFIG FILE INCORRECT Incorrect or missing PSC configuration file
:01 no file No configuration file selected
:02 bad CRC No power
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT Auxiliary blower system fault
:01 not ok or no speed feedback Auxiliary speed feedback indicates no or incorrect
No power
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 A panel connector B, C, or D is not properly connected.
:01 CNFB
No power
: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
:01 GFR failed to open GFR command/ feedback don't agree.
Speed limit
:02 GFR failed to close
:03 SCR3 failed
032 RP CONTACTOR
:01 RP1 Speed limit &
engine speed/ RP command/ feedback don't agree.
:02 RP2 RP1
:03 RP3
033 RETARD CIRCUIT Speed limit &
engine speed/
RP1
035 ESS INPUT Speed limit Engine speed sensor is out of range.
6 960E-1

(received from PSC)
Fault
code
036 GY19 GRID BLOWER FAILURE
:01 blower 1 stall
:02 blower 2 stall
No power A grid blower has failed.
:03 blower 1 open
:04 blower 2 open
:05 blower 1 & 2 delta too large
037 COMPUTER POWER SUPPLY
:01 VOLTS 5 POS +5V power supply is out of limits.
:02 VOLTS 15 POS +15V power supply is out of limits.
Speed limit
: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 Selector switch moved to FORWARD or REVERSE
No propel
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 Open circuit in a chopper
:01 chopper 1 Speed limit Open circuit in chopper 1
:02 chopper 2 Open circuit in chopper 2
046 RETARD SHORT CIRCUIT Failure during chopper self test. Link voltage decayed
Speed limit &
too quickly when AFSE command set low, prior to
engine speed
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 Input from M1 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving,
INV1 disable brake released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
052 TACH RIGHT REAR Input from M2 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving,
INV2 disable brake released.
zero.
053 TACH LEFT FRONT 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
SYS Event released.
zero.
054 TACH RIGHT FRONT 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
SYS Event released.
zero.
055 FRONT WHEEL TACHS SYS Event
960E-1 7

(received from PSC)
Fault
code
056 INVERTER SW VERSION Incorrect version of Inverter Software is installed.
:01 Inverter # 1 SYS Event
:02 Inverter # 2
061 MOTOR OVERSPEED SYS Event Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL
:01 below minimum Engine load out of range.
:02 above maximum
SYS Event
:03 PWM signal failed low.
:04 PWM signal failed high.
:05 PWM signal failed incorrect period.
065 TEMP INPUT RANGE CHECK 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
:05 left stator temp
:06 left rotor temp
:07 right stator temp Speed limit
:08 right rotor temp
:09 chopper IGBT temp
Temperature is out of range.
: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
:01 No communication Inverter #1 INV1 Disable
:02 Inverter #1 customer option bit
075 INV2 COMM FAILED
:01 No communication Inverter #2 INV2 Disable
:02 Inverter #2 customer option bit
8 960E-1

(received from PSC)
Fault
code
076 FB173 CARD FB173 card failure
:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Microcontroller
:05 slow task No power
: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 A failure in the inverter background communication was
Sys Event
detected.
084 CONTROL POWER SWITCH OFF SYS Event Control power switch is turned off while truck is moving.
085 AUX COOLING A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input Rpm of Aux Blower out of range.
SYS Event
: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 Engine speed feedback does not match commanded
SYS Event
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
960E-1 9

(received from inverters 1 and 2)
Fault
code
100/200 INVERTER CPU CARD (FB172)
: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
INV1 (INV2) off
: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)
: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
INV1 (INV2) off
: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.
10 960E-1

Fault
code
102/202 INV I/O CARD (FB172)
: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
INV1 (INV2) off
: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)
: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
None
: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
960E-1 11

Fault
code
103/203 INV I/O CARD (NR)
: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 None 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
:01 fo ps low Fiber optic power supply monitor
INV1 (INV2) off
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
:01 P5V not ok +5 volt not in tolerance
INV1 (INV2) off
:03 N15V not ok -15 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
:01 DC pwr conn open INV1 (INV2) off DC power connection is open.
:02 link V phase V mismatch Link and phase voltage are mismatched.
107/207 GDPS FAILURE
:01 gate dr ps off SYS Event 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
INV1 (INV2) off 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
12 960E-1

Fault
code
113/213 INVERTER, GENERAL
: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 INV1 (INV2) off 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
960E-1 13

Fault
code
113/213 INVERTER, GENERAL
: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 INV1 (INV2) off 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)
: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 None 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
14 960E-1

Fault
code
119/219 INVERTER, PHASE A-
: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 INV1 (INV2) off 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)
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open Phase A down thermistor open
None
: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
:01 I sensor ph A Phase A current sensor failed.
:02 IA zero not ok Current IA not zero at startup
INV1 (INV2) off
: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
:01 V sensor phase A INV1 (INV2) off Phase A voltage sensor failed.
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
:01 alarm B Phase B IGBT did not turn off
:02 PTF B INV1 (INV2) off Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
: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.
INV1 (INV2) off
: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+
:02 Bup temp short Phase B up thermistor short
:03 Bup temp open Phase B up thermistor open
None
: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
960E-1 15

Fault
code
128/228 INVERTER, PHASE B-
: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 INV1 (INV2) off 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)
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open Phase B down thermistor open
None
: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
:01 I sensor ph B Phase B current sensor failed.
:02 IB zero not ok Current IB not zero at startup
INV1 (INV2) off
: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
:01 V sensor phase B INV1 (INV2) off Phase B voltage sensor failed.
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
:01 alarm C Phase C IGBT did not turn off.
:02 PTF C INV1 (INV2) off Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated
135/235 INVERTER, PHASE C+/C-
: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 INV1 (INV2) off 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
16 960E-1

Fault
code
136/236 INVERTER, PHASE C+
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open Phase C up thermistor open
None
: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-
: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 INV1 (INV2) off 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)
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
None
: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
:01 V sensor phase C INV1 (INV2) off Phase C voltage sensor failed.
:02 VC not ok Phase C voltage too high
143/243 INVERTER, TACH 1 (NR)
:01 tach1 rate hi Tach 1 high rate of change
INV1 (INV2) off
: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
:01 tach2 high rate None 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
960E-1 17

Fault
code
148/248 INVERTER, CHOPPER 1 (NR)
: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
None
: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)
: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
None
: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
:01 motor open Motor connection open
INV1 (INV2) off
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
:01 rotor temp hi None 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
18 960E-1

(received from TCI)
Fault
code
601 TCI FB144 CPU CARD
:01 10ms task failed to init
:03 50ms task failed to init TCI CPU card problem
No propel
: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 Internal TCI self-test detected a digital I/O card
No propel
problem.
603 FB160 ANALOG I/O CARD FAULT Internal TCI self-test detected an analog I/O card
No propel
problem.
604 PSC FAULT
:01 missing message
:02 bad tick
:03 bad CRC Speed limit Lost RS422 communication with PSC.
:04 FIFO overflow
:05 bad start bit
:06 bad stop bit
Lost RS422 communication with auxiliary blower
605 AUX BLOWER COMM. FAULT None 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 Front wheel speed input out of range
:01 left front wheel speed None Left front wheel sensor out of range
:02 right front wheel speed Right front wheel sensor out of range
613 ANALOG INPUT
:01 A2D gnd Speed limit Signal is outside the design range of valid values.
:02 A2D gainchk
614 BATTERY SEPARATE CONTACTOR FAILURE
Signal is outside the design range of valid values.
:01 Battery Separate Failure
SYS Event
:02 crank batt > cntrl batt
Voltage difference greater than 3V
:03 cntrl batt > crank batt
616 DIRECTION MISMATCH Simultaneous FORWARD and REVERSE commands
No propel
were received.
960E-1 19

(received from TCI)
Fault
code
617 ENGINE START REQUEST DENIED
:01 engine warn while cranking Engine warning occurs after engine crank command is
SYS Event given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED Engine controller sends caution signal, rpm above low
No propel
idle.
620 ENGINE KILL WHILE VEHICLE MOVING Engine shutdown switch is activated while truck is
No propel
moving.
622 PARK BRAKE FAULT Error in parking brake operation has occurred.
:01 command/response failure Park brake command and feedback don't agree.
No propel
:02 set above maximum speed Parking brake set feedback is received while truck is
moving.
623 HYDRAULIC BRAKE FLUID Hydraulic brake oil temperature has exceeded the limit.
:01 tank
:02 left front outlet
SYS Event
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
624 BODY UP AND PAYLOAD INDICATION Full payload and body up signal are received at the
Speed Limit
same time.
625 Extended Battery Reconnect Time Excessive time since battery separate and battery
None
reconnection
628 CONNECTED BATTERY VOLTS 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)
SYS Event
: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 Barometric pressure signal is outside operational limits.
:01 low SYS Event Voltage is below minimum operational limit.
:02 high Voltage is above maximum operational limit.
630 MOTOR BLOWER PRESSURE Motor inlet and outlet pressure signal is outside
operational limits.
:01 no cooling air No voltage signal feedback
Speed Limit
: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 Ambient temperature signal is outside operational
SYS Event 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.
20 960E-1

(received from TCI)
Fault
code
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 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
SYS Event
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 Engine start request signal occured while engine RPM
SYS Event
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.
960E-1 21
960E-1 Dump truck

22 960E-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
960E-1 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
2 960E-1
Fault Code A001: Left front suspension pressure sensor signal high
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 Repair Lamp
System Response 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 current >22 ma: failed high
Sensor (PLM3 36,39) Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A002
Related circuit diagram
+18V
LF PRESSURE
LEFT FRONT
SUSPENSION
PRESSURE
LEFT DECK
JUNCTION BOX
960E-1 3
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).
Display Fault Description: PLM LF PRESS SENS LO
fault.
Table
parameter fault(s).
Fault(s): A001
+18V
LF PRESSURE
LEFT FRONT
SUSPENSION
PRESSURE
LEFT DECK
JUNCTION BOX
4 960E-1
Fault Code A003: Right front suspension pressure sensor signal high
Fault Code A003
Description Right front suspension pressure sensor signal high.
Display Fault Description: PLM RF PRESS SENS HI
fault.
Table
parameter fault(s).
Right Front Pressure Sensor current >22 ma: failed high
Fault(s): A004
RF PRESSURE
+18V
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
960E-1 5
Fault Code A004: Right front suspension pressure sensor signal low
Fault Code A004
Description Right front suspension pressure sensor signal low.
Display Fault Description: PLM RF PRESS SENS LO
fault.
Table
parameter fault(s).
Fault(s): A003
RF PRESSURE
+18V
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
6 960E-1
Fault Code A005: Left rear suspension pressure sensor signal high
Fault Code A005
Description Left rear suspension pressure sensor signal high.
Display Fault Description: PLM LR PRESS SENS HI
fault.
Table
parameter fault(s).
Left Rear Pressure Sensor current >22 ma: failed high
Fault(s): A006
LR PRESSURE
+18V
LEFT REAR
SUSPENSION
PRESSURE REAR AXLE
JUNCTION BOX
960E-1 7
Fault Code A006: Left rear suspension pressure sensor signal low
Fault Code A006
Description Left rear suspension pressure sensor signal low.
Display Fault Description: PLM LR PRESS SENS LO
fault.
Table
parameter fault(s).
Fault(s): A005
LR PRESSURE
+18V
LEFT REAR
SUSPENSION
REAR AXLE
PRESSURE
JUNCTION BOX
8 960E-1
Fault Code A007: Right rear suspension pressure sensor signal high
Fault Code A007
Description Right rear suspension pressure sensor signal high.
Display Fault Description: PLM RR PRESS SENS HI
fault.
Table
parameter fault(s).
Right Rear Pressure Sensor current >22 ma: failed high
Fault(s): A008
+18V
RR PRESSURE
RIGHT REAR
SUSPENSION
REAR AXLE
PRESSURE
JUNCTION BOX
960E-1 9
Fault Code A008: Right rear suspension pressure sensor signal low
Fault Code A008
Description Right rear suspension pressure sensor signal low.
Display Fault Description: PLM RR PRESS SENS LO
fault.
Table
parameter fault(s).
Fault(s): A007
+18V
RR PRESSURE
RIGHT REAR
SUSPENSION
PRESSURE REAR AXLE
JUNCTION BOX
10 960E-1
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).
Display Fault Description: INCLINE SENSOR HIGH
fault.
Table
parameter fault(s).
Incline Sensor (PLM3 Sensor voltage <0.565: failed high
36, 29, 19) Sensor voltage >5.08: failed low
Sensor voltage >0.565 but < 5.08: valid readings
Fault(s): A010
INCLINE SIGNAL
INCLINOMETER INCLINE GROUND
+18V
960E-1 11
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).
Display Fault Description: INCLINE SENSOR LOW
fault.
Table
parameter fault(s).
Fault(s): A009
INCLINE SIGNAL
+18V
12 960E-1
Fault Code A011: Payload meter speed sensor signal has failed
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 Lamp or Buzzer: None - Maintenance Item
System Response 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.

None.
960E-1 13
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.
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 0: Body is up
(PLM 18) 1: Body is down
BODY UP
BODY UP SWITCH
(SHOWN WITH BODY UP)
14 960E-1
Fault Code A014: Payload meter checksum computation has failed

Fault Code A014
Description Payload meter checksum computation has failed.
Fault Conditions PLM reports a checksum failure.
System Response Display Fault Description: PLM CHECKSUM FAIL
fault.
Table
1. This fault is totally contained within the payload meter.
Payload Meter

None.
960E-1 15
Fault Code A016: Payload meter write to flash memory has failed
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.
System Response Display Fault Description: PLM FLASH MEM WRITE
fault.
Table
Payload Meter

None.
16 960E-1
Fault Code A017: Payload meter flash memory read has failed
Fault Code A017
Description A payload meter flash memory read has failed.
Fault Conditions Payload meter reports a failure of flash memory read.
System Response Display Fault Description: PLM FLASH MEM READ
fault.
Table
Payload Meter

None.
960E-1 17
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.
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).
Sensor (PLM3 36, 40) Sensor current <2 ma: failed low
Fault(s): A007, A008
18 960E-1
LEFT FRONT
SUSPENSION LEFT DECK
PRESSURE JUNCTION BOX
+18V
LF PRESSURE
RF PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
LEFT REAR
SUSPENSION LR PRESSURE
PRESSURE RR PRESSURE
RIGHT REAR
SUSPENSION REAR AXLE
INCLINE SIGNAL
960E-1 19
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.
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.
20 960E-1
LEFT FRONT
+18V
LF PRESSURE
RF PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
LEFT REAR
RIGHT REAR
INCLINE SIGNAL
960E-1 21
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 Display Operator Action: None
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.
Sensor voltage >0.565 but <5.08: valid readings
22 960E-1
LEFT FRONT
+18V
LF PRESSURE
RF PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
LEFT REAR
RIGHT REAR
INCLINE SIGNAL
960E-1 23
NOTES
24 960E-1
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 Sound Buzzer
System Response 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 0: one or more circuit breakers tripped on relay boards
(IM 2g) 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
960E-1 25
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 100ºC (212ºF) for
10 seconds.
Resets if any of these not true for 10 seconds.
System Response 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 0: No hydraulic filter switches open
(IM 2Y) 1: One or more hydraulic filter switches open
Fault(s): A273
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings
ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
3m) Fault(s): A167, A171
ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
3r) Fault(s): A169, A173
26 960E-1
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
HOIST FILTER
HOIST FILTER
STEERING FILTER #2 PRESS. SWITCH #1 PRESS. SWITCH
PRESS. SWITCH 35 psi
35 psi
35 psi
PUMP FILTERS
LEFT FRONT LF HYD OIL TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC RF HYD OIL TEMP
BRAKE TEMP
SENSOR #2
LEFT REAR
HYDRAULIC LR HYD OIL TEMP
BRAKE TEMP
SENSOR #3
RIGHT REAR
HYDRAULIC RR HYD OIL TEMP
BRAKE TEMP
SENSOR #4
KEY SWITCH
960E-1 27
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.
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 0.57 to 8.2 Volts: Good Readings at 24 Volt Battery (varies with battery voltage)
3g) <0.57 or >8.2 Volts: Defective Sensor or Circuit at 24 Volt Battery (varies with battery
voltage)
Battery Voltage, 24 >18 Volt: Good Reading
Volt (IM 1A) <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
28 960E-1
BATTERY POWER
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
SPARE
KEY SWITCH
Fault Code A107: GE has generated a propel system caution

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 Sound Buzzer - single burst
System Response 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 0: GE has generated a propel system caution
Caution (IM 2t) 1: no propel system caution exists
GE
CONTROL PROPEL SYSTEM CAUTION
PANEL
960E-1 29
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 The warning lamp integral to the drive system temperature gauge is turned on.
System Response
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 0: GE has generated a propel system caution
Temperature Caution 1: no propel system caution exists
(IM 3A)
GE
CONTROL PROPEL SYSTEM TEMP CAUTION
PANEL
30 960E-1
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.
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 0: GE has generated a propel system reduced level signal
Reduced Level (IM 3B) 1: no propel system reduced level signal exists
GE
CONTROL PROPEL SYSTEM REDUCED LEVEL
PANEL
960E-1 31
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.
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 0: steering pressure normal
Sw (IM 2S) 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] 0: truck is not moving
(IM1gh) Greater than 0.8kph: truck is moving
32 960E-1
LOW STEERING
PRESSURE LOW STEERING
PRESSURE
SWITCH
2300 psi
GE
CONTROL
TRUCK SPEED IN PANEL
TRUCK SPEED IN
960E-1 33
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.
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- 0: Normal reading - full precharge pressure
charge Pressure 1: Steering precharge pressure is low
Switch (IM 2W)
Fault(s): A240
Steering Bleed Valve 0: steering bleed valve is off
1: steering bleed valve is on
Steering Accum Bled 0: Steering bleed is complete
Pressure Switch (IM 1: Steering bleed is not complete
2Z) Fault(s): A258, A280
34 960E-1

LOW STEERING
LOW STEERING PRECHARGE #1
PRECHARGE #2 1400 psi
1400 psi
ACCUMULATOR
PRECHARGE
FAIL
LOW STEERING
PRECHARGE STEERING
STEERING BLEED ACCUMULATOR
PRESSURE SWITCH PRESSURE SWITCH
75 psi
KEY SWITCH
960E-1 35
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.
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 0: brake accumulator pressure normal
Pressure Sw (IM 2U) 1: low brake accumulator pressure
36 960E-1
LBPS
LOW BRAKE
LOW BRAKE
ACCUMULATOR
ACCUMULATOR
PRESSURE
PRESSURE SWITCH
1850 psi
GE
TRUCK SPEED IN CONTROL
PANEL
TRUCK SPEED IN
960E-1 37
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.
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 0: brake lock degrade not on
Sw (IM 2V) 1: brake lock degrade is on
Fault(s): A281
38 960E-1
BRAKE LOCK DEGRADE BDS

BRAKE LOCK
DEGRADE
BRAKE LOCK SOLENOID PRESSURE
SWITCH
1000 psi
BRAKE LOCK
SOLENOID
960E-1 39
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.
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 0: GE has generated a reduced retarding caution
2r) 1: no reduced retarding caution exists
GE
CONTROL PROPEL SYSTEM LOW RETARD
PANEL
40 960E-1
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.
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 0: GE has generated a no propel / retard warning.
(IM 2n) 1: the no propel / retard warning doesn't exist
GE
CONTROL PROPEL SYSTEM
PANEL NO PROPEL / RETARD
960E-1 41
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.
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 PROPEL SYSTEM NO PROPEL
PANEL
42 960E-1
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.
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 0: Oil level is normal
Sensor (IM 1W, 2k) 1: Oil level is low

HYDRAULIC TANK
LEVEL
+24V OUT
LOW HYDRAULIC TANK LEVEL
960E-1 43
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.
System Response 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 >4.52 Volts: Normal voltage
Input (IM 3j) <4.52 Volts: Voltage low
Sensor +5V Output (IM
3c)
44 960E-1
AMBIENT AIR TEMP

AMBIENT
AIR TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
RF HYD OIL TEMP
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
BRAKE TEMP
SENSOR #3
RIGHT REAR RR HYD OIL TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #4
+5 SENSOR
+5 SENSOR
960E-1 45
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 Operate Repair Lamp
System Response 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 <5.51 Volts: Normal voltage
Input (IM 3j) >5.51 Volts: Voltage high
Sensor +5V Output (IM
3c)
46 960E-1
AMBIENT AIR TEMP

AMBIENT
AIR TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
RF HYD OIL TEMP
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
BRAKE TEMP
SENSOR #3

HYDRAULIC
BRAKE TEMP
SENSOR #4
+5 SENSOR
+5 SENSOR
960E-1 47
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.
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.
voltage)
Fault(s): A240
fault is blocked
48 960E-1
BATTERY POWER
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
KEY SWITCH
960E-1 49
960E-1 Dump truck

50 960E-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
960E-1 1
Fault Code A173: Right front hydraulic oil temperature sensor is high ............................................................... 27
Fault Code A184: J1939 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
2 960E-1
NOTES
960E-1 3
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 105ºC after filtering out data from sensors
failed high.
Resets (returns engine to normal) after 5 seconds at 100ºC.
Operator Alerting None. This event is recorded by VHMS only.
System Response
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and equip-
ment damage.
fault.
Table
Brake Cooling RPM Status - Open Load: Unexpected. Troubleshoot
Advance 1: (IM 1L) 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) Fault(s): A167, A171
3r) Fault(s): A169, A173
4 960E-1
GE
CONTROL
PANEL
BRAKE COOL
RPM ADVANCE 1

HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
RF HYD OIL TEMP
HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR
BRAKE TEMP
SENSOR #3

HYDRAULIC
BRAKE TEMP
SENSOR #4
+5 SENSOR
960E-1 5
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 120ºC after filtering out data from sensors
failed high.
Resets (returns engine to normal) after 5 seconds at 108ºC.
Operator Alerting None. This event is recorded by VHMS only.
System Response
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and equip-
ment damage.
fault.
Table
Advance 2: (IM 1X) Status - Normal: Expected. No problem.
0: brake cooling rpm advance to advance idle
1: brake cooling rpm advance to normal idle
Fault(s): A363
3m) Fault(s): A167, A171
3r) Fault(s): A169, A173
6 960E-1
GE
CONTROL
PANEL
BRAKE COOL
RPM ADVANCE 2
LEFT FRONT
LF HYD OIL TEMP
HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT
HYDRAULIC RF HYD OIL TEMP
BRAKE TEMP
SENSOR #2
LEFT REAR
BRAKE TEMP
SENSOR #3
RIGHT REAR
RR HYD OIL TEMP
HYDRAULIC
BRAKE TEMP
SENSOR #4
+5 SENSOR
960E-1 7
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 Display: Repair Item
System Response 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 0: starter motor 1 not energized
Energized (IM 3R) 1: starter motor 1 energized
Fault(s): A275
Energized (IM 3S) 1: starter motor 2 energized
Fault(s): A275
Crank Sense (IM 3U) 0: no cranking in process
1: cranking in process
8 960E-1

STARTER #1
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 1
STARTER #2
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 2
CRANK SENSE
960E-1 9
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.
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 <23.0 volts: Too low to continue operation.
Volt (IM 1A) >23.0 volts: OK to continue operation.
(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 0: parking brake pressure switch indicating high pressure and a released parking
(IM 2M) brake
1: parking brake pressure switch indicating low pressure and an applied parking brake
Fault(s): A214
10 960E-1
BATTERY POWER
GE
PANEL
TRUCK SPEED IN
PARK BRAKE RELEASED PBRPS

PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
PARK BRAKE SET
960E-1 11
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.
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 >32.0 volts: Too high to continue operation.
Volt (IM 1A) <32.0 volts: OK to continue operation.
Fault(s): A155
BATTERY POWER
12 960E-1
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.
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 <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
960E-1 13
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.
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.
voltage)
fault is blocked
14 960E-1
BATTERY POWER
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
960E-1 15
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 -51ºC (.016 Volts) for 3 seconds or remains 10ºC
below ambient temperature for 15 minutes after the engine runs.
Resets if temperature reading rises to -46ºC (.032 Volt) for 3 seconds and recovers to
within 10ºC of ambient temperature.
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 0.016 Volt to 4.89 Volt: Good Readings
(IM 3e) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
16 960E-1
AMBIENT AMBIENT AIR TEMP

AIR TEMP
LEFT REAR
BRAKE TEMP
SENSOR #3
960E-1 17
Fault Code A167: Right rear hydraulic oil temperature sensor is low
Fault Code A167
Description Right Rear Hydraulic Oil Temp Sensor is low.
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
18 960E-1
AMBIENT AIR TEMP

AMBIENT
AIR TEMP
RIGHT REAR
BRAKE TEMP
SENSOR #4
960E-1 19
Fault Code A168: Left front hydraulic oil temperature sensor is low
Fault Code A168
Description Left Front Hydraulic Oil Temp Sensor is low.
System Response Display Fault Description: LF OIL TEMP SENS LO
fault.
Table
Fault(s): A172
20 960E-1
AMBIENT AIR TEMP

AMBIENT
AIR TEMP
LEFT FRONT
HYDRAULIC LF HYD OIL TEMP
BRAKE TEMP
SENSOR #1
960E-1 21
Fault Code A169: Right front hydraulic oil temperature sensor is low
Fault Code A169
Description Right Front Hydraulic Oil Temp Sensor is low.
System Response Display Fault Description: RF OIL TEMP SENS LO
fault.
Table
3r) Fault(s): A173
22 960E-1

AIR TEMP
RIGHT FRONT RF HYD OIL TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #2
960E-1 23
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 211ºC (4.89 Volts) for 3 seconds.
Resets if temperature reading drops to 188ºC (4.77 Volt) for 3 seconds.
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 LR HYD OIL TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #3
24 960E-1
Fault Code A171: Right rear hydraulic oil temperature sensor is high
Fault Code A171
Description Right Rear Hydraulic Oil Temp Sensor is high.
System Response Display Fault Description: RR OIL TEMP SENS HI
fault.
Table
3m) Fault(s): A167
RIGHT REAR
BRAKE TEMP
SENSOR #4
960E-1 25
Fault Code A172: Left front hydraulic oil temperature sensor is high
Fault Code A172
Description Left Front Hydraulic Oil Temp Sensor is high.
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

HYDRAULIC
BRAKE TEMP
SENSOR #1
26 960E-1
Fault Code A173: Right front hydraulic oil temperature sensor is high
Fault Code A173
Description Right Front Hydraulic Oil Temp Sensor is high.
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 RF HYD OIL TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #2
960E-1 27
Fault Code A184: J1939 data link is not connected

Operator Action Stop; Park Power down
Fault Code A184
Description J1939 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.
Display Operator Action: STOP: PARK: PWR ↓
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 J1939 Data Link No communication for 10 seconds if keyswitch has been on for 11 seconds: J1939 not
(IM1qrs) connected.
Successful read of PGN 61444: J1939 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
28 960E-1
YELLOW YELLOW YELLOW YELLOW CUMMINS

CENSE
GREEN GREEN GREEN GREEN 3 PIN 1939
CONNECTOR
DATALINK
YELLOW YELLOW YELLOW YELLOW

GREEN GREEN GREEN GREEN
OP-CAB
(NOT USED) (NOT USED)
J1939 - HIGH
J1939 - LOW
J1939 - SHLD
KEY SWITCH
960E-1 29
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 Operate Repair Lamp
System Response 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 0: Pressure switch has transferred at 2000 psi
Sw (IM 3Y) 1: Pressure switch at low pressure or solenoid circuit not on
Fault(s): A304, A305, A361
Low Steering Pressure 0: steering pressure normal (required for lube cycle to proceed)
Fault(s): A279
(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
30 960E-1
Auto Lube Output (IM Status - Open Load: Unexpected. Troubleshoot

1T) Status - Normal: Expected. No problem.
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
LOW LEVEL
(OPTION)
AUTO LUBE
PRESSURE
SWITCH
2000 psi
KEY SWITCH
AUTO LUBE
PRESSURE SWITCH
AUTO LUBE
SOLENOID
GE
PANEL
TRUCK SPEED IN
LOW STEERING LOW STEERING

PRESSURE PRESSURE
SWITCH
2300 psi
960E-1 31
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 120ºC (4.13 volts) after 5 seconds.
Resets at 103ºC (3.78 volts) after 5 seconds or at steering bleed.
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
LF HYD OIL TEMP
HYDRAULIC
BRAKE TEMP
SENSOR #1
32 960E-1
Fault Code A195: Right front hydraulic oil temperature is high

Fault Code A195
Description Right Front Hydraulic Oil Temperature is high
Display Fault Description: HOT HYD OIL RF
effectiveness.
fault.
Table
3r) Fault(s): A169, A173
RIGHT FRONT
RF HYD OIL TEMP
HYDRAULIC
BRAKE TEMP
SENSOR #2
960E-1 33
Fault Code A196: Left rear hydraulic oil temperature is high

Fault Code A196
Description Left Rear Hydraulic Oil Temperature is high
Display Fault Description: HOT HYD OIL LR
effectiveness.
fault.
Table
LEFT REAR
LR HYD OIL TEMP
HYDRAULIC
BRAKE TEMP
SENSOR #3
34 960E-1
Fault Code A197: Right rear hydraulic oil temperature is high

Fault Code A197
Description Right Rear Hydraulic Oil Temperature is high
Display Fault Description: HOT HYD OIL RR
effectiveness.
fault.
Table
3m) Fault(s): A167, A171
RIGHT REAR
RR HYD OIL TEMP
HYDRAULIC
BRAKE TEMP
SENSOR #4
960E-1 35
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.
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- 2.4 mA to 20.1 mA: good readings
sor (IM 3s) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A202
HOIST HOIST PRESSURE #1

PUMP #1
PRESSURE
36 960E-1
Fault Code A199: Hoist pressure 2 sensor is high

Fault Code A199
Description Hoist Pressure 2 Sensor is high.
System Response Display Fault Description: HOIST PRES 2 SENS HI
fault.
Table
Hoist Pressure 2 Sen- 2.4 mA to 20.1 mA: good readings
sor (IM 3q) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A203

PUMP #2
PRESSURE
960E-1 37
Fault Code A200: Steering pressure sensor is high

Fault Code A200
Description Steering Pressure Sensor is high
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 2.4 mA to 20.1 mA: good readings
Sensor (IM 3d) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A204
STEERING STEERING PRESSURE

PRESSURE
38 960E-1
Fault Code A201: Brake pressure sensor is high

Fault Code A201
Description Brake Pressure Sensor is high
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 2.4 mA to 20.1 mA: good readings
(IM 3p) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A205
SERVICE BRAKE PRESSURE

BRAKE
PRESSURE
960E-1 39
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)
System Response Display Fault Description: HOIST PRES 1 SENS LO
fault.
Table
Hoist Pressure 1 2.4 mA to 20.1 mA: good readings
Sensor (IM 3s) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A198
Volt (IM 1A) <18 Volt: Low battery voltage (while cranking) blocks this fault.
fault is blocked
40 960E-1

PUMP #1
PRESSURE
BATTERY POWER
960E-1 41
Fault Code A203: Hoist pressure 2 sensor is low

Fault Code A203
Description Hoist Pressure 2 Sensor is low
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 2.4 mA to 20.1 mA: good readings
Sensor (IM 3q) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A199
fault is blocked
42 960E-1

PUMP #2
PRESSURE
BATTERY POWER
960E-1 43
Fault Code A204: Steering pressure sensor is low

Fault Code A204
Description Steering Pressure Sensor is low
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 2.4 mA to 20.1 mA: good readings
Sensor (IM 3d) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A200
fault is blocked
44 960E-1
STEERING STEERING PRESSURE

PRESSURE
BATTERY POWER
960E-1 45
Fault Code A205: Brake pressure sensor is low

Fault Code A205
Description Brake Pressure Sensor is low
System Response Display Fault Description: BRAKE PRES SENS LO
Resulting Problem(s) Monitoring of brake pressure in VHMS will be compromised.
fault.
Table
Fault(s): A201
fault is blocked
46 960E-1

BRAKE
PRESSURE
BATTERY POWER
960E-1 47
Fault Code A206: Ambient temperature sensor is high

Fault Code A206
Description Ambient Temperature Sensor is high
Fault Conditions Sets at 133º C (4.89V) for 3 seconds.
Resets at 107º C (4.77V) for 3 seconds.
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
Sensor (IM 3e) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A207

AIR TEMP
48 960E-1
Fault Code A207: Ambient temperature sensor is low

Fault Code A207
Description Ambient Temperature Sensor is low
Fault Conditions Sets at -62º C (0.016V) for 3 seconds.
Resets at -59º C (0.032V) for 3 seconds.
System Response Display Fault Description: AMBIENT TMP SENS LO
Resulting Problem(s) Monitoring of temperatures will be compromised without ambient information.
fault.
Table
Sensor (IM 3e) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A206

AIR TEMP
960E-1 49
960E-1 Dump truck

50 960E-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
960E-1 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
2 960E-1
NOTES
960E-1 3
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.
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
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
4 960E-1
GE
PANEL
TRUCK SPEED IN
GE BATTERY
CRANK SENSE
960E-1 5
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 J1939 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.
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) 0: shifter is not in forward, neutral, or reverse
(IM 2N) 1: shifter is in forward, neutral, or reverse
brake
(IM 2M) brake
6 960E-1
Selector Switch (Park) 0: shifter is not in park

(IM 3T) 1: shifter is in park
Park Brake Request 0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is
(IM 3V) 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
Fault(s): A212
CAN J1939 connec- Fault(s): A184
tion (IM1qrs)
1: keyswitch is on or the truck is moving or the engine is running
Fault(s): A240
Park Brake Solenoid Status - Open Load: Unexpected. Troubleshoot.
(IM 1E) 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.
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 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,
960E-1 7
8
ENGINE RUN
PBRPS OIL PRESSURE SWITCH
PARK BRAKE
RELEASE
PRESS. SWITCH
PARK BRAKE 1250 psi
RELEASED PBS
CEN40005-00
PARK BRAKE
SELECTOR SOLENOID
SWITCH FNR
PARK BRAKE PBAPS

SET PARK BRAKE
APPLY
PRESS. SWITCH
75 psi DIR SELECT
SWITCH
KEY SWITCH
FORWARD
REVERSE
SELECTOR
SWITCH PARK
PARK BRAKE
SHOWN IN
FORWARD
NEUTRAL POSITION)
PARK BRAKE
REQUEST
PARK BRAKE
SOLENOID
GE
CONTROL PARK BRAKE
TRUCK SPEED IN PANEL OFF RELAY
TRUCK SPEED IN
J1939 - HIGH
J1939 - LOW
J1939 - SHLD
40 Troubleshooting
960E-1
NOTES
960E-1 9
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.
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
Selector Switch (Park) 0: shifter is not in park
(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
10 960E-1
Fault(s): A264
Truck Speed [kph] Less than 0.8kph : park brake can be applied
(IM1gh) Greater than 0.8kph: park brake cannot be applied
Fault(s): A212
CAN J1939 connec- Fault(s): A184
tion (IM1qrs)
Fault(s): A240
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.
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 and either the speed of the truck
has been 0.8kph or less for 1 second or the service brakes are applied
960E-1 11
ENGINE RUN
12
PBRPS OIL PRESSURE SWITCH
PARK BRAKE
RELEASE
PRESS. SWITCH
PARK BRAKE 1250 psi
RELEASED PBS
CEN40005-00
PARK BRAKE
SOLENOID
PARK BRAKE PBAPS

SET PARK BRAKE
APPLY
PRESS. SWITCH
75 psi DIR SELECT
SWITCH
KEY SWITCH
FORWARD
REVERSE
SELECTOR
SWITCH PARK
PARK BRAKE
SHOWN IN
FORWARD
NEUTRAL POSITION)
PARK BRAKE
REQUEST
PARK BRAKE
SOLENOID
GE
CONTROL PARK BRAKE
TRUCK SPEED IN PANEL OFF RELAY
TRUCK SPEED IN
J1939 - HIGH
J1939 - LOW
J1939 - SHLD
40 Troubleshooting
960E-1
NOTES
960E-1 13
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.
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
Fault(s): A240
14 960E-1
Auto Brake Apply Status - Open Load: Unexpected if park brake request and keyswitch are on. But
Solenoid (IM 1R) 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
KEY SWITCH
PARK BRAKE REQUEST
ABA
AUTO BRAKE
APPLY SOLENOID
BRAKE AUTO APPLY
960E-1 15
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.
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
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
Fault(s): A264
Fault(s): A240
16 960E-1
KEY SWITCH
PARK BRAKE REQUEST
PBS
PARK BRAKE PARK BRAKE
SOLENOID OFF RELAY
PARK BRAKE
SOLENOID
960E-1 17
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 Sound Buzzer - Single Burst
System Response 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- 0: starter motor 1 not energized
gized (IM 3R) 1: starter motor 1 energized
Fault(s): A152, A275, A316
Starter Motor 2 Ener- 0: starter motor 2 not energized
gized (IM 3S) 1: starter motor 2 energized
Fault(s): A152, A275, A316
Start Enable (IM 1B) Status - Open Load: Unexpected. Troubleshoot
Status - Normal: Expected. No problem.
0: One of several interlocking situations exist to prevent cranking (excessive cranking
history, selector switch in wrong position, engine red light, J1939 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
18 960E-1
+24V OUT
PRE-LUBE
PRESSURE SWITCH
START CIRCUIT 5psi
RELAY
START ENABLE
STARTER #1
STARTER
FAILURE
START CIRCUIT
MOTOR NO. 1
PRE-LUBE
PRE-LUBE TIMER STARTER #2
HIGH VOLUME
PUMP
STARTER
START FAILURE CIRCUIT
MOTOR NO. 2
CRANK SENSE
ENGINE START
RELAY
960E-1 19
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.
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.
Truck Speed [kph] Less than 0.8 kph: truck is not moving
(IM1gh) Greater than 0.8 kph: truck is moving
Fault(s): A212
brake
Fault(s): A213
(IM 2M) brake
1: parking brake pressure switch indicating low pressure and an unreleased parking
brake
Fault(s): A214
20 960E-1
DIRECT SELECTOR
SWITCH
FORWARD
REVERSE
PARK BRAKE
SHOWN IN
FORWARD
NEUTRAL
POSITION
PARK BRAKE PBRPS

RELEASED PARK BRAKE RELEASE
SELECTOR PRESSURE SWITCH
SWITCH FNR 1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
PARK BRAKE 75 psi
SET
GE
PANEL
TRUCK SPEED IN
960E-1 21
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.
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
22 960E-1
Truck Speed [kph] Zero: truck is not moving

Fault(s): A212
brake
Fault(s): A213
(IM 2M) brake
Fault(s): A214
GE
PANEL
TRUCK SPEED IN
PARK BRAKE PBRPS

PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
PARK BRAKE 75 psi
SET
960E-1 23
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 Sound Buzzer - Single Burst
System Response 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 Status - Open Load: Expected with key switch on. No problem. Otherwise, unex-
(IM 1P) 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 0: Accumulator is bled.
Pressure Sw (IM 2Z) 1: Accumulator is not completely bled.
24 960E-1

STEERING ACCUMULATOR
BLEEDDOWN SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
STEERING
75 psi
960E-1 25
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.
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
operation.
Fault(s): A253, A262, A263, A358
26 960E-1

BLEEDDOWN SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
STEERING
75 psi
960E-1 27
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.
Display Operator Action: STOP: PARK: PWR↓
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
YELLOW YELLOW YELLOW

RPC RPC RPC
GREEN CAN GREEN CAN GREEN CAN
RPC1T
MODULAR MINING

RPC RPC
GREEN CAN GREEN GREEN CAN
YELLOW YELLOW
RPC - HIGH
RPC - LOW
28 960E-1
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.
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.
pected. Must troubleshoot.
operation.
Fault(s): A253, A262, A263, A358
KEY SWITCH
960E-1 29
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.
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.

MASTER GAUGE
POWER 7.5V Actia LIN connector, from Master

GND Gauge to all other gauges and light
panel by a daisy chain connection.
LIN
TO SLAVE DEVICES
30 960E-1
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.
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.

MASTER GAUGE
POWER 7.5V
Actia LIN connector, from Master
LIN
TO SLAVE DEVICES
960E-1 31
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.
Display Fault Description: DRIVE SYS TEMP GAUGE
Resulting Problem(s) Drive system could overheat without warning.
fault.
Table

MASTER GAUGE
POWER 7.5V
LIN
TO SLAVE DEVICES
32 960E-1
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.
Display Fault Description: HYD OIL TEMP GAUGE
Resulting Problem(s) Hydraulic oil could overheat without warning.
fault.
Table

MASTER GAUGE
POWER 7.5V Actia LIN connector, from Master

LIN
TO SLAVE DEVICES
960E-1 33
Fault Code A246: Payload meter reports truck overload

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.
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.

None.
34 960E-1
NOTES
960E-1 35
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.
Display Fault Description: LOW STRG PRESSURE
Resulting Problem(s) Truck may not steer properly.
fault.
Table
Low Steering Pressure 0: steering pressure normal
Fault(s): A279, A115, A253
Greater than 1200: engine is running fast enough to maintain steering pressure
36 960E-1
LOW STEERING
PRESSURE LOW STEERING
PRESSURE
SWITCH
2300 psi
GE
CONTROL
TRUCK SPEED IN
960E-1 37
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.
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.

MASTER GAUGE LIGHT MODULE
POWER 7.5V POWER 7.5V

GND Gauge to all other gauges and light GND
LIN LIN
TO SLAVE DEVICES TO SLAVE DEVICES
38 960E-1
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.
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 0: red lamp is not on
1G) 1: red lamp is on
Fault(s): A256
Red Warning Lamp Above 3.75 volts for 400 ms with the lamp on: shorted
Feedback (IM 1G) Less than 3.75 volts for 400 ms with the lamp on: normal
ELECTRONIC DASH PANEL

(PC1927) AND (PC1929)
RED WARNING LAMP
960E-1 39
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.
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 <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
Fault(s): A212
40 960E-1
brake
Fault(s): A213
(IM 2M) brake
Fault(s): A214
BATTERY POWER
GE
CONTROL
TRUCK SPEED IN

PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
PARK BRAKE SET
960E-1 41
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.
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
42 960E-1
SONALERT #2
(IM FAULTS)
SONALERT
+24V OUT
960E-1 43
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 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, J1939 ok, and engine
speed 0 to start and not above 400rpm at finish).
fault.
Table
Fault(s): A350
44 960E-1
START ENABLE
START CIRCUIT
RELAY
+24V OUT
960E-1 45
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 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
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
46 960E-1
KEY SWITCH
BLEEDDOWN SOLENOID
STEERING
BLEEDDOWN
SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
960E-1 47
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.)
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 0: red lamp is not on
1G) 1: red lamp is on
Fault(s): A249
Red Warning Lamp Below 3.75 volts for 400 ms with the lamp off: open
Feedback (IM 1G) Above 3.75 volts for 400 ms with the lamp off: normal

RED WARNING LAMP
(PC1927) AND (PC1929)
48 960E-1
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 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

RPC RPC RPC
RPC1T
MODULAR MINING

RPC RPC
YELLOW YELLOW
RPC - HIGH
RPC - LOW
960E-1 49
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.
Display Fault Description: STRG BLEED PRESS SW
Resulting Problem(s) Indication of steering bleed is unreliable.
fault.
Table
Fault(s): A280
Greater than 300 rpm: engine is running
STEERING
ACCUMULATOR STEERING BLEED
75 psi
50 960E-1
NOTES
960E-1 51
960E-1 Dump truck

52 960E-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
960E-1 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
2 960E-1
NOTES
960E-1 3
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 truck’s 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.
Display Fault Description: PARK BRAKE FAILURE
Resulting Problem(s) Parking brake may not hold truck.
fault.
Table
Pressure Switch (IM brake (NOTE: this input is ignored if keyswitch is off).
2M) 1: parking brake pressure switch indicating lower pressure and an applied parking
brake
Park Brake Set Pres- 0: parking brake pressure switch indicating low pressure and an applied parking brake
sure Switch (IM 2f) 1: parking brake pressure switch indicating higher pressure and a released parking
brake
Truck Speed [kph] Less than 2.0 kph: truck is not moving in case: Truck Rolling After Stop
(IM1gh) 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
4 960E-1
1: keyswitch is on
Fault(s): A240
GE
PANEL
TRUCK SPEED IN

PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
PARK BRAKE SET
KEY SWITCH
960E-1 5
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.
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 0: brake accumulator pressure normal
Pressure Sw (IM 2U) 1: low brake accumulator pressure
6 960E-1
LBPS
LOW BRAKE
LOW BRAKE
ACCUMULATOR
ACCUMULATOR
PRESSURE
PRESSURE SWITCH
1850 psi
GE
PANEL
TRUCK SPEED IN
960E-1 7
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.
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
Fault(s): A212
8 960E-1
GE
CONTROL TRUCK SPEED IN
PANEL
TRUCK SPEED IN
BLEEDDOWN SOLENOID
STEERING
BLEEDDOWN
SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
KEY SWITCH
960E-1 9
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 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
10 960E-1
BLEEDDOWN SOLENOID
STEERING
BLEEDDOWN
SOLENOID
BLEEDDOWN POWER
SUPPLY RELAY
KEY SWITCH
960E-1 11
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 J1939 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.
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 0: Park Brake Set is Requested (shifter is not in the forward, neutral, or reverse posi-
(IM 3V) 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)
12 960E-1
SELECTOR
SWITCH FNR
PARK BRAKE
REQUEST
960E-1 13
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.
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 0: brake lock valve is off
2i) 1: brake lock valve is on
Brake Pressure (kPa) Less than 1724 kPa (250 psi): front brake not applied
(IM 3bp) Greater than 1724 kPa (250 pse): front brake applied
Service Brake Pres- 0: Service brake not applied
sure Switch (IM 3C) 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
14 960E-1

SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi

BRAKE
PRESSURE
BRAKE LOCK
SOLENOID
BRAKE LOCK SOLENOID
960E-1 15
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.
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) 0: shifter is not park
Selector Lever (FNR) 0: shifter is not in forward, neutral, or reverse
Crank Request (IM 2j) 0: cranking not attempted
1: cranking is attempted
SELECTOR SWITCH FRN
CRANK REQUEST
SELECTOR SWITCH PARK
16 960E-1
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.
System Response Display Operator Action: SET PARK BRAKE
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
(IM 2M) brake
Fault(s): A214
PARK BRAKE RELEASED
PARK BRAKE SET
CRANK REQUEST
960E-1 17
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.
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 0: secondary engine shutdown is not on
Shutdown (IM 3E) 1: secondary engine shutdown is on
CRANK REQUEST
SECONDARY ENGINE SHUTDOWN
18 960E-1
NOTES
960E-1 19
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.
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 0: no power available for brake lock switch
Power Supply (IM 3L) 1: power is available for brake lock switch
Fault(s): A272
Truck Speed [kph] Less than 1 kph: truck is not moving
(IM1gh) 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
(IM 2M) brake
Fault(s): A214
20 960E-1
Fault(s): A264
Shutdown Delay Relay 0: shutdown delay is off
(IM 1H) 1: shutdown delay is on
960E-1 21
TIMED ENGINE
SHUTDOWN SHUTDOWN RELAY
DELAY RELAY
GE
PANEL
TRUCK SPEED IN
PARK BRAKE PBRPS

PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
PARK BRAKE SET
ENGINE RUN
OIL PRESS. SWITCH
BRAKE LOCK POWER

PARK BRAKE
REQUEST
BRAKE LOCK
SWITCH
BRAKE LOCK
SOLENOID
22 960E-1
NOTES
960E-1 23
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.
System Response Display Operator Action: ADJUST 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.
Selector Switch (Park) 0: shifter is not park
Fault(s): A303
Fault(s): A303
Fault(s): A240
24 960E-1

DIRECT SELECTOR
SWITCH
KEY SWITCH
SELECTOR
SWITCH PARK
SELECTOR
SWITCH FNR
960E-1 25
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 J1939 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 J1939 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.
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 0: no power available for brake lock switch
Power Supply (IM 3L) 1: power is available for brake lock switch
Fault(s): A270
1: brake lock is on
Auto Brake Apply Sole- 0: normal operation with park brake either on or off. This valve operates only tran-
noid (IM 1R) siently when the park brake is turned on.
kph.
Fault(s): A359
Truck Speed [kph] Less than 0.5 kph: truck is not moving
(IM1gh) Greater than 0.5 kph: truck is moving
Fault(s): A212
26 960E-1
Engine Speed [RPM] 0 rpm for 15 seconds with J1939 working: engine is not running
Greater than 0 rpm or J1939 not working: engine is running
Fault(s): A184
Fault(s): A264
Fault(s): A240
Shutdown Delay Relay 0: Turns off when conditions clear or engine speed drops to zero.
(IM 1H) 1: Turns on when Keyswitch, Direct is off, Cummins Shutdown Delay is on, Park brake
is set, Selector Switch is in park,but not J1939 Not Connected, not High Batt Charge
Voltage, not Starter Stuck On, not Active Engine Red Light, and engine speed above
300.
960E-1 27
TIMED ENGINE
SHUTDOWN SHUTDOWN RELAY
DELAY RELAY
BRAKE AUTO APPLY
GE
PANEL
TRUCK SPEED IN
KEY SWITCH ENGINE RUN

OIL PRESS. SWITCH
BRAKE LOCK POWER

PARK BRAKE
REQUEST
BRAKE LOCK
SWITCH
BRAKE LOCK
SOLENOID
BRAKE LOCK
SOLENOID
28 960E-1
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.
System Response 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 0: No hydraulic filter switches open
(IM 2Y) 1: One or more hydraulic filter switches open
Fault(s): A101

HOIST FILTER
HOIST FILTER
STEERING FILTER #2 PRESS. SWITCH #1 PRESS. SWITCH
PRESS. SWITCH 35 psi
35 psi
35 psi
PUMP FILTERS
960E-1 29
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.
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
(IM 2M) brake
Fault(s): A214
Brake Pressure (IM3 Greater than 100 psi for 5 seconds: front brakes applied
bp) Less than 100 psi for 5 second; front brakes not applied
Fault(s): 201, 205
1: brake lock is on
30 960E-1
Auto Brake Apply 0: normal operation with park brake either on or off. This valve operates only tran-
Solenoid (IM 1R) siently when the park brake is turned on.
kph.
Fault(s): A359
ABA
AUTO BRAKE
APPLY SOLENOID
BRAKE AUTO APPLY

PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PARK BRAKE SET

PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
BRAKE LOCK SOLENOID
BRAKE LOCK
SOLENOID
SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi
BRAKE PRESSURE
960E-1 31
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.
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.
32 960E-1

GROUND
BUS BAR
STARTER #1
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 1
STARTER #2
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 2
CRANK SENSE
ENGINE START RELAY
960E-1 33
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.
System Response Display Fault Description: NO DRIVE SYS DATA
Resulting Problem(s) Details of warnings not available to drivers or VHMS.
fault.
Table
Drive System Data Should operate 20 seconds after initial power up as long as GE control power is on
Link (IM2 D, E, F)
Fault(s): A240
GE Batt+ Off (IM 3M) 0: power to GE control is off
1: power to GE control is on
34 960E-1
GE MODULAR
MINING SERIAL PORT
KEY SWITCH
GE BATTERY
960E-1 35
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.
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 0: parking brake pressure switch indicating low pressure and an applied parking brake
2f) 1: parking brake pressure switch indicating higher pressure and an unapplied parking
brake
Fault(s): A213
Parking Brake 0: parking brake pressure switch indicating high pressure and a released parking
Released (IM 2M) brake
Fault(s): A214
Loading State (PLM3 The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
CAN/RPC)
36 960E-1

PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
PARK BRAKE SET 75 psi

RPC RPC RPC
RPC1T
MODULAR MINING

RPC RPC
YELLOW YELLOW
RPC - HIGH
RPC - LOW
960E-1 37
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.
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 The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
CAN/RPC)
Brake Pressure (IM3 Greater than 175 psi for 10 seconds: front brakes applied
bp) Less than 150 psi for 1 second; front brakes not applied
Fault(s): 201, 205
38 960E-1
RPC - HIGH
RPC - LOW

BRAKE
PRESSURE
960E-1 39
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).
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 0: steering pressure normal
Pressure Sw (IM 2S) 1: low steering pressure
Fault(s): A280
(IM 1P) 1: steering bleed valve is on
LOW STEERING PRESSURE

LOW STEERING
PRESSURE SWITCH
2300 psi
STEERING BLEED PRESSURE SWITCH PRESSURE SWITCH
75 psi
40 960E-1
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.
Display Fault Description: BAD STRG BLED SW
Resulting Problem(s) Improper bleed may not be reported.
fault.
Table
Low Steering 0: steering pressure normal
Pressure Sw (IM 2S) 1: low steering pressure
Fault(s): A279
LOW STEERING PRESSURE

LOW STEERING
PRESSURE SWITCH
2300 psi
STEERING BLEED PRESSURE SWITCH PRESSURE SWITCH
75 psi
960E-1 41
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.
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 0: brake lock degrade not on
Sw (IM 2V) 1: brake lock degrade is on
1: brake lock is on
Brake Pressure (kPa) Less than 1034 kPa (150 psi): front brake not applied
(IM 3bp) Greater than 1034 kPa (150 psi): front brake applied
42 960E-1
BRAKE LOCK DEGRADE BDS

BRAKE LOCK DEGRADE
PRESSURE SWITCH
1000 psi
BRAKE LOCK
SOLENOID
BRAKE LOCK SOLENOID
SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi

BRAKE
PRESSURE
960E-1 43
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.
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.
Fault(s): A152, A223, A275, A316
Fault(s): A152, A223, A275, A316
44 960E-1
START ENABLE
START CIRCUIT STARTER #1

RELAY
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 1
STARTER #2
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 2
CRANK SENSE
ENGINE START RELAY
960E-1 45
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.
System Response 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 0: keyswitch is off
2P) 1: keyswitch is on
Fault(s): A240
Engine Shutdown 0: no shutdown delay
Delay (IM 3F) 1:Cummins shutdown delay signal is on
Fault(s): A284
brake
Fault(s): A213
Fault(s): A214
46 960E-1
TIMED ENGINE DELAY TIMED ENGINE DELAY SHUTDOWN

SHUTDOWN

PARK BRAKE RELEASE
PRESSURE SWITCH
KEY SWITCH DIRECT 1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
KEY SWITCH
960E-1 47
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.
System Response 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 0: engine being shut down by secondary switch
Shutdown Switch (IM 1: engine not being shut down by secondary switch
3E)
Fault(s): A240
Engine Shutdown 0: no shutdown delay
Delay (IM 3F) 1: Engine shutdown delay signal is on
Fault(s): A283
48 960E-1
SECONDARY ENGINE
SHUTDOWN
TIMED ENGINE DELAY TIMED ENGINE DELAY

SHUTDOWN SHUTDOWN
SECONDARY ENGINE
SHUTDOWN SWITCH
(SHOWN PULLED UP)
KEY SWITCH DIRECT

KEY SWITCH
960E-1 49
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.
Display Operator Action: SET PARK BRAKE
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.
Fault(s): A240
brake
Fault(s): A213
Fault(s): A214
50 960E-1

PARK BRAKE RELEASE
PRESSURE SWITCH
KEY SWITCH DIRECT 1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
KEY SWITCH
960E-1 51
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.
System Response Display Fault Description: SHT DWN DEL REL CKT
Resulting Problem(s) A malfunctioning shutdown delay circuit could cause damage to the engine.
fault.
Table
Shutdown Delay Relay Status - Open Load: Unexpected. Troubleshoot
(IM 1H) Status - Normal: Expected. No problem.
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 J1939 Not Connected, not High Batt Charge
300.
Fault(s): A292
Keyswitch, Direct (IM 0: keyswitch is off
Fault(s): A240
52 960E-1
KEY SWITCH DIRECT
KEY SWITCH
SHUTDOWN DELAY RELAY
TIMED ENGINE
SHUTDOWN RELAY
960E-1 53
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.
System Response Display Fault Description: SHT DWN DEL REL CKT
Resulting Problem(s) A malfunctioning shutdown delay circuit could cause damage to the engine.
fault.
Table
Shutdown Delay Relay Status - Open Load: Unexpected. Troubleshoot
0: Turns off when conditions clear or engine speed drops to zero.
is set, Selector Switch is in park, but not J1939 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
54 960E-1
KEY SWITCH
KEY SWITCH
POWER RELAY
TIMED ENGINE
SHUTDOWN RELAY
960E-1 55
960E-1 Dump truck

56 960E-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
960E-1 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
2 960E-1
NOTES
960E-1 3
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.
Display Operator Action: STOP: PARK: PWR↓
Display Fault Description: SHIFTER DEFECTIVE
Resulting Problem(s) Control of truck and park brake will be defective.
fault.
Table
Selector Switch (Park) 0: shifter is not park
Fault(s): A271
Fault(s): A271
Forward Request - 0: Forward not requested
RS232 Input 1: Forward is requested
Reverse Request - 0: Reverse not requested
RS232 Input 1: Reverse is requested
4 960E-1
DIRECT SELECTOR
SWITCH
FORWARD
REVERSE
SELECTOR
SWITCH
PARK PARK BRAKE
SHOWN IN
SELECTOR FORWARD
SWITCH FNR NEUTRAL POSITION
960E-1 5
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.
System Response 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 0: Auto Lube Grease Level Low
Level Low Input (IM 1: Auto Lube Grease Level Not Low
3W)
AUTO LUBE
LOW LEVEL
(OPTION)
AUTO LUBE LEVEL
6 960E-1
NOTES
960E-1 7
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.
System Response Display Fault Description: AUTO LUBE CIRCUIT
Resulting Problem(s) Automatic lubrication may not work.
fault.
Table
Fault(s): A361
Fault(s): A361
Auto Lube Solenoid 0: Auto lube solenoid is energized
Sense (IM 3X) 1: Auto lube solenoid is not energized
Fault(s): A240
8 960E-1
KEY SWITCH
AUTO LUBE
SOL SENSE
AUTO LUBE
PRESSURE
SWITCH
AUTO LUBE
SOLENOID
SPARE
AUTO LUBE
PRESSURE
AUTO LUBE SWITCH
SOLENOID 2000 psi
960E-1 9
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.
Display Fault Description: GE INV1 & INV2 DISABL
Resulting Problem(s) Truck will not operate in propel or retard.
fault.
Table
GE INV1 Disabled - 0: INV1 not disabled
RS232 Input 1: INV1 disabled
GE INV2 Disabled - 0: INV2 not disabled
RS232 Input 1: INV2 disabled
Fault(s): A240
KEY SWITCH
10 960E-1
NOTES
960E-1 11
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.
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
(IM 2M) brake
Fault(s): A214
Fault(s): A265, A274, A309, A317
Fault(s): A212
12 960E-1
GE
PANEL
TRUCK SPEED IN

PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PARK BRAKE SET
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi
SERVICE BRAKE
PRESSURE
960E-1 13
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.
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.
voltage)
Fault(s): A240
fault is blocked
14 960E-1
BATTERY POWER
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
KEY SWITCH
960E-1 15
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.
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
(IM 2M) brake
Fault(s): A214
1: brake lock is on
Fault(s): A272
Auto Brake Apply 0: normal operation with park brake either on or off. This valve operates only tran-
Solenoid (IM 1R) siently when the park brake is turned on.
kph.
Fault(s): A359
16 960E-1
ABA
AUTO BRAKE
APPLY SOLENOID
BRAKE AUTO APPLY

PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PARK BRAKE SET

PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
BRAKE LOCK SOLENOID
BRAKE LOCK
SOLENOID
960E-1 17
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.
System Response 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 0.2 volts to 16.1 volts: Normal measurement range.
Volt (IM 3h) <0.2 or >16.1: Bad sensing circuit or external connection.
Fault(s): A315
12V CONVERTER
24VDC TO 12VDC
60 AMP
CONVERTER
18 960E-1
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.
System Response 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 0.2 volts to 16.1 volts: Normal measurement range.
Volt (IM 3h) <0.2 or >16.1: Bad sensing circuit or external connection.
Fault(s): A314
12V CONVERTER
24VDC TO 12VDC
60 AMP
CONVERTER
960E-1 19
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.
System Response 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 <14.5 volts: Normal measurement range.
Volt (IM 3h) >14.5 volts: Voltage is high.
Fault(s): A313
12V CONVERTER
24VDC TO 12VDC
60 AMP
CONVERTER
20 960E-1
NOTES
960E-1 21
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.
System Response 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 <12.5 volts when battery voltage >22 volts: Voltage is low.
Volt (IM 3h) < (Batt Voltage / 2) - 1.5 volts : Voltage is low.
Otherwise: Voltage is normal.
Fault(s): A312
Battery Voltage, 24 >22 volts: 12 volt circuit should have normal readings
Volt (IM 1A) <22 volts: 12 volt circuit might have abnormal readings
22 960E-1
BATTERY POWER
12V CONVERTER
24VDC TO 12VDC
60 AMP
CONVERTER
960E-1 23
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.
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.
Greater than 500 rpm: engine is running
24 960E-1

STARTER #1
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 1
STARTER #2
STARTER
FAILURE
CIRCUIT
START MOTOR NO. 2
CRANK SENSE
ENGINE START RELAY
960E-1 25
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.
Resulting Problem(s) Failure of brake auto apply circuit could cause damage to parking brake.
fault.
Table
kph.
Fault(s): A215
26 960E-1
(IM 2M) brake
1: parking brake pressure switch indicating lower pressure and an applied parking
brake
Fault(s): A21
1: parking brake pressure switch indicating higher pressure and a released parking
brake
Fault(s): A213
Fault(s): A205
ABA
AUTO BRAKE
APPLY SOLENOID
BRAKE AUTO APPLY

PARK BRAKE RELEASE
PRESSURE SWITCH
1250 psi
PBAPS
PARK BRAKE APPLY
PRESSURE SWITCH
75 psi
PARK BRAKE SET
SBPS
SERVICE BRAKE
PRESSURE SWITCH
75 psi

BRAKE
PRESSURE
960E-1 27
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.
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 >22 volts: 12 volt circuit should have normal readings
Volt (IM 1A) <22 volts: 12 volt circuit might have abnormal readings
BATTERY POWER
28 960E-1
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.
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 0: Control power is off
Power (IM 3M) 1: Control power is on
GE
CONTROL
PANEL
GE BATTERY
960E-1 29
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.
System Response 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
30 960E-1
NOTES
960E-1 31
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
Display Fault Description: PRK BRK COMMAND FLT
Resulting Problem(s) Park Brake Solenoid Valve circuit is disabled (park brake won't release).
fault.
Table
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
32 960E-1
PBS
PARK BRAKE
SOLENOID
PARK BRAKE SOLENOID
960E-1 33
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
System Response Display Fault Description: SHUTDOWN DELAY CKT
Resulting Problem(s) Shutdown delay (5 Minute Idle Latch or Shutdown Delay Relay) circuit is disabled.
fault.
Table
Shutdown Delay Relay Status - Open Load: Unexpected. Troubleshoot.
0. Turns off when conditions clear or engine speed drops to zero.
is set, Selector Switch is in park,but not J1939 Not Connected, not High Batt Charge
300.
TIMED ENGINE
SHUTDOWN RELAY
34 960E-1
Fault Code A353: Overload on output 1J

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
System Response 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 Status - Open Load: Unexpected. Troubleshoot
1J) Status - Normal: Expected. No problem.
0: Off
1: On

None.
960E-1 35
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
System Response 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.
36 960E-1

(PC1927) AND (PC1929)
IM ON SIGNAL
YELLOW
GREEN
960E-1 37
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
System Response Display Fault Description: IM OUTPUT 1L FAULT
rected.
fault.
Table
Advance 1: (IM 1L) Status - Normal: Expected. No problem.
0: Off.
1: On.
Fault(s): A145
GE
CONTROL
PANEL
BRAKE COOL RPM ADVANCE 1
38 960E-1
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
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 #2
SONALERT (IM FAULTS)
960E-1 39
Fault Code A357: Overload on output 1N

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
System Response Display Fault Description: IM OUTPUT 1N FAULT
rected.
fault.
Table
1N) Status - Normal: Expected. No problem.
0: Off.
1: On.

None.
40 960E-1
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
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
operation.
Fault(s): A235, A236, A253, A262, A263

BLEEDDOWN SOLENOID
STEERING
BLEEDDOWN
SOLENOID
960E-1 41
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
Resulting Problem(s) A non-functional brake auto apply valve might cause damage to the parking brake.
fault.
Table
kph.

ABA
AUTO BRAKE
APPLY SOLENOID
BRAKE AUTO APPLY
42 960E-1
Fault Code A360: Overload on output 1S

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
System Response Display Fault Description: IM OUTPUT 1S FAULT
rected.
fault.
Table
1S) Status - Normal: Expected. No problem.
0: Off
1: On

None.
960E-1 43
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
System Response 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
Fault(s): A190
Auto Lube Solenoid 0: Auto lube solenoid is energized
Sense (IM 3X) 1: Auto lube solenoid is not energized
44 960E-1
AUTO LUBE
SOL SENSE
AUTO LUBE
PRESSURE
SWITCH AUTO LUBE
SOLENOID
SPARE
AUTO LUBE
PRESSURE
SWITCH
AUTO LUBE 2000 psi
SOLENOID
960E-1 45
Fault Code A362: Overload on output 1U

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
System Response Display Fault Description: IM OUTPUT 1U FAULT
rected.
fault.
Table
1U) Status - Normal: Expected. No problem.
0: Off
1: On

None.
46 960E-1
NOTES
960E-1 47
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
System Response Display Fault Description: IM OUTPUT 1X FAULT
rected.
fault.
Table
Advance 2: (IM 1X) Status - Normal: Expected. No problem.
0: Off.
1: On.
Fault(s): A146
48 960E-1
GE
CONTROL
PANEL
BRAKE COOL RPM ADVANCE 2
960E-1 49
Fault Code A364: Overload on output 1Y

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
System Response 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
1Y) Status - Normal: Expected. No problem.
0: Off.
1: On.

None.
50 960E-1
Fault Code A365: Overload on output 1Z

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
System Response 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
1Z) Status - Normal: Expected. No problem.
0: Off.
1: On.

None.
960E-1 51
960E-1 Dump truck

52 960E-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
960E-1 1
NOTES
2 960E-1
Preliminary checks Diagnosis of gauge readings and system

If the system indicates insufficient cooling, or no performance
cooling, the following points should be checked Successfully servicing an air conditioning system,
before proceeding with the system diagnosis beyond the basic procedures outlined in the previous
procedures. section, requires additional knowledge of system
testing and diagnosis.
NOTE: Ensure that the rest switch in the cab is ON.
Place the GF cutout switch in the CUTOUT position. A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air
Some simple, but effective checks can be performed
conditioning system. An accurate testing sequence is
to help determine the cause of poor system
usually the quickest way to diagnose an internal
performance. Check the following to ensure proper
problem. When correctly done, diagnosis becomes
system operation.
an accurate procedure rather than guesswork.
• Compressor belt - Must be tight, and aligned.
The following troubleshooting charts list typical
• Compressor clutch - The clutch must engage. If it malfunctions encountered in air conditioning
does not, check fuses, wiring, and switches. systems. Indications and or problems may differ from
• Oil leaks - Inspect all connection or components one system to the next. Read all applicable
for refrigeration oil leaks (especially in the area of situations, service procedures, and explanations to
the compressor shaft). A leak indicates a gain a full understanding of the system malfunction.
refrigerant leak. Refer to information listed under “Suggested
• Electrical check - Check all wires and Corrective Action” for service procedures.
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.
960E-1 3
Troubleshooting by manifold gauge set readings
PROBLEM: Insufficient Cooling

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
Possible Causes Suggested Corrective Actions

- Low refrigerant charge, causing pressures to be Check for leaks by performing leak test.
slightly lower than normal.
If No Leaks Are Found:
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
If Leaks Are Found:

After locating the source of the leak, recover the
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.
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 Add refrigerant (make sure system has at least
clutch disengaged. 50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
enable the compressor to operate, if the com-
- Refrigerant excessively low; leak in system. pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
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.
4 960E-1
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. Check for leaks by performing leak test.
Possible leak in the system.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
A/C operation and performance.
Leaks Found:
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
enable the compressor to operate, if the com-
pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
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.
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
gauge will not fluctuate.)

Leaks in the system. 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.
960E-1 5
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - HIGH
High side pressure - HIGH
- Leaks in system. 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
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.
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.
Expansion valve body is frosted or sweaty.

An expansion valve malfunction could mean Test: Warm diaphragm and valve body with your
the valve is stuck in the closed position, the filter hand, or very carefully with a heat gun. Activate
screen is clogged (block expansion valves do not the system and watch to see if the low pressure
have filter screens), moisture in the system has gauge rises. Next, carefully spray a little nitrogen,
frozen at the expansion valve orifice, or the or any substance below 0° C (32° F), on the capillary
sensing bulb is not operating. If the sensing bulb coil (bulb) or valve diaphragm. The low side gauge
is accessible, perform the following test. If not, needle should drop and read at a lower (suction)
proceed to the Repair Procedure. 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.
6 960E-1
PROBLEM: Expansion Valve Stuck Open
Indications:
Air from vents in the cab seems warm
or only slightly cool.

The expansion valve is stuck open and/or the Test: Operate the A/C system on it's coldest
capillary tube (bulb) is not making proper contact setting for a few minutes. Carefully spray
with the evaporator outlet tube. Liquid refrigerant nitrogen or another cold substance on the cap-
may be flooding the evaporator making it imposs- illary tube coil (bulb) or head of the valve. The low
ible for the refrigerant to vaporize and absorb pressure (suction) side gauge needle should now
heat normally. In vehicles where the expansion drop on the gauge. This indicates the valve has
valve sensing bulb is accessible, check the closed and is not stuck open. Repeat the test,
capillary tube for proper mounting and contact but first warm the valve diaphragm by warming
with the evaporator outlet tube. Then perform the with hands. If the low side gauge shows a drop
following test if the valve is accessible. If it is not, again, the valve is not stuck. Clean the surfaces of
proceed to the Repair Procedure. 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.
Repair Procedure: If the test did not result in
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.
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
and tubing. The line will be cool to the touch
near the restriction.

Kink in a line, collapsed hose liners, plugged Repair Procedure: After you locate the defective
receiver-drier or condenser, etc. 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.
960E-1 7
PROBLEM: Compressor Malfunction
Indications:
High side pressure - LOW
Compressor operates noisily.

- Defective reed valves or other internal Repair Procedure: If the belt is worn or loose,
components. 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.
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.
- Thermostat malfunctioning possibly due to Replace the thermostatic switch. When removing
incorrect installation. 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
8 960E-1
PROBLEM: Condenser Malfunction or System Overcharge
Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.

- Lack of air flow through the condenser fins Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
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.
960E-1 9
960E-1 Dump truck

10 960E-1
CEN50001-00
DUMP TRUCK
960E-1

960E-1 A30003 and up

General information
Special tool list ...................................................................................................................................................... 3
960E-1 1
CEN50001-00 50 Disassembly and assembly
NOTES
2 960E-1
50 Disassembly and assembly CEN50001-00
Special tool list

EH8687 Roller assembly 2
EH8661 Roller mount 2
PC0706 Bearing assembly 2
TG9449 Bearing retaining ring 2
Power module removal and
TG1608 Roller retaining ring 2
installation
C1645 Capscrew - 3/4" - 10NC X 2 1/4" 6
C1542 Lockwasher - 3/4" 6
EH8686 Roller ring assembly 2
AK5298 Jack/maintenance stand - 200 ton 4
XA2307 Radiator tube removal tool 1
Radiator service
VJ6567 Radiator tube seal installation tool 1
EJ2847 Rear suspension pin removal tool 2
EJ2848 Cylinder for 1
EJ2849 Hand pump 1 Rear suspension pin removal
EJ2850 Shackle sssembly 2
MM0093 Capscrew - M16 X 2.00 X 70 4
Rear axle/hub adapter floating seal
ED3347 Seal installation tool 1
installation
BF4117 Seal installation tool 1
EK6089 Front brake tool group 1 Brake assembly and installation
EK6090 Rear brake tool group 1
EK5877 Alignment tool 1 Upper hoist pin installation
Hoist cylinder quill installation tool *
SS1143 1
(make locally) Hoist cylinder quill installation
SS1158 Plug installation tool 1
EH4638 Sleeve alignment tool 1 Steering linkage installation
Operator cab removal and
PC1980 Offset box end wrench - 1-11/16" 1
installation
PC0370 Body retention sling 1
Body up retention
PC0367 Shackle assembly 2
Wheel motor removal and
AK5397 Electrical wheel motor jig 1
installation
AK5299 Large tire handler 1 Tire removal and installation
AK5306 Variable work table 1
As Various procedures
WA4826 Lifting eye bolts
required
960E-1 3
* SS1143 Tightening Tool can be made locally. • SS1146 - Square Tube (3.00" x 3.00" x 0.25" wall
Request the following drawings from your Area or x 15.50" long)
Regional Service Manager: • SS1147 - Tube, Brass (1.75"O.D. x 1.50" I.D.x
13.50" long)
SS1143 Tightening Tool - Assembly Drawing
• SS1148 - Square Cut (2.50" x 2.50" x 0.75" thick)
• SS1144 - Square Tube (3.50" x 3.50" x 0.19" wall
x 2.0" long) • SS1149 - Hex Drive (1.75" Hex stock x 2.50"
long)
• SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
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
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
Clutch plate and hub assembly removal Air conditioning system service
J-9399 1
tool
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
4 960E-1
NOTES
960E-1 5
960E-1 Dump truck

6 960E-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
960E-1 1
NOTES
2 960E-1
General information for tires and rims
DO NOT weld or apply heat on the rim assembly

with the tire mounted on the rim. Remaining
When inflating tires always use a safety cage.
gases inside the tire may ignite causing
Never inflate a tire until the lock ring is securely
explosion of tire and rim.
in place. Do not stand in front of or over the lock
ring during inflation procedures. Never
DO NOT go near a tire if a brake or wheel motor
overinflate a tire. Refer to tire manufacturer’s
has experienced a fire until the tire has cooled.
recommendations.
Before each work shift, the truck tires should be Always keep personnel away from a wheel and
inspected and tire pressure should be checked with tire assembly when it is being removed or
an accurate pressure gauge. Tire pressure will vary installed.
according to manufacturer and local working
conditions. Consult the tire manufacturer for The tire and rim weigh approximately 6,480 kg
recommended tire pressure. (14,285 lbs). Make sure that the tire handling
equipment is capable of lifting and maneuvering
Ensure that the valve caps are securely installed on
the load.
the valve stems. Caps protect the valves from dirt
buildup and damage. Do not bleed air from tires Due to the size and weight of the tire and rim
that are hot due to operation. Under such assemblies, special handling equipment such as a
circumstances, it is normal for pressure to increase in modified fork lift called a “tire handler” is desirable
the tire due to expansion. (See Figure 50-1). Consult local tire vendors for
sources of equipment designed especially to remove,
A bent or damaged rim which does not support the
repair, and install large off-highway truck tires.
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.
FIGURE 50-1. TYPICAL TIRE HANDLER
960E-1 3
Wheel stud maintenance Removal and installation of front wheel

The wheel mounting hardware used on some trucks Removal
may no longer be able to maintain the specified
clamping force (tightening torque). Inadequate 1. Park the truck on level ground and chock the
clamping force may lead to broken studs, stripped rear wheels to prevent truck movement.
threads, and/or failure of the stud knurl, which would 2. Shut down the truck. For the proper shutdown
allow the stud to rotate when the nut is loosened or procedure, refer to Index and foreword section
tightened. Stud replacement is necessary based on Operating instructions.
the following guidelines: 3. Place a jack under the spindle or frame at the
• The maximum allowable number of missing or front cross tube.
damaged studs in any one bolt circle is four. 4. Raise the front end of the truck until the tire
• The position of missing or damaged studs must clears the ground. Block up the truck securely
not be in consecutive locations. under the frame.
• There must be a minimum of four properly 5. Inspect the hydraulic brake lines for damage or
functioning studs between each missing stud. leaking fittings.
Refer to Figure 50-2. 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
While replacing missing or damaged studs,
area.
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.
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
4 960E-1
Installation a. Install six nuts at the 12 o'clock and six nuts

at the 6 o'clock positions. Tighten each nut to
1. Remove all dirt and rust from mating parts
2 326 ± 136 Nm (1,715 ± 100 ft lb).
before installing the wheel assembly.
2. Grip the wheel assembly with the tire handler b. Install three nuts directly below the 3 o'clock
and align the tire inflation hose and wheel hub and three nuts directly above the 9 o'clock
(1, Figure 50-3). Position the rim onto the wheel positions. Tighten the nuts to 2 326 ± 136
hub studs. 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).
Grease containing molybdenum disulphide must d. Install the remaining nuts and torque in a
never be used on wheel mounting hardware. Use clockwise direction to 2 326 ± 136 Nm (1,715
of this type of grease on wheel mounting ± 100 ft lb).
hardware may result in wheel mounting studs e. Retighten all nuts in a clockwise direction to
stretching beyond their elastic limit, making them 2 326 ± 136 Nm (1,715 ± 100 ft lb).
susceptible to breakage. 4. Remove the blocking and lower the jack.
3. Lubricate all stud threads and nut seating 5. Operate the truck for one load, then retighten
flanges with a lithium-based grease that does the wheel nuts to the specified torque.
not contain molybdenum disulphide. Install and
tighten the nuts in the following sequence:
FIGURE 50-3. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub 5. Rim 9. O-Ring

2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring
960E-1 5
Removal and installation of rear wheel 8. If removal of the inner wheel is necessary,
disconnect inner tire inflation extension (7) and
Removal remove it.
1. Park the truck on level ground and chock the 9. Position the tire handler to grip the inner wheel.
rear wheels to prevent truck movement. Remove flanged nuts (6).
2. Shut down the truck. For the proper shutdown 10. Pull straight out to remove the tire from the
procedure, refer to Index and foreword section wheel hub.
Operating instructions.
3. Place a jack under the rear suspension
mounting plates (See Figure 50-4).
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 JACK LOCATION
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 FIGURE 50-5. REAR TIRE REMOVAL
extension (7, Figure 50-6).
6. Grip outer wheel and tire with the tire handler 1. Tire Handler 3. Inner Rear Tire
(See Figure 50-5). Remove flanged nuts (10, 2. Outer Rear Tire
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.
6 960E-1
Installation 3. Lubricate all stud threads and nut seating

flanges with a lithium based grease that does
NOTE: Clean all mating surfaces and check stud
not contain molybdenum disulphide. Install and
threads before installing wheel assemblies.
tighten the wheel nuts in the following
1. If either wheel motor has been removed, bleed sequence:
the brakes before installing the rear tires. Refer
a. Install six nuts at the 12 o'clock position and
to Disassembly and assembly section Brake
six nuts at the 6 o'clock position. Tighten
system.
each nut to 2326 ± 136 N•m (1715 ± 100 ft
2. Grip the inner wheel assembly with the tire lbs).
handler and install it onto wheel hub (5, Figure
50-6). Carefully align tire inflation extension line b. Install three nuts directly below the 3 o'clock
(4) for mating with inner extension (7) at bracket position and three nuts directly above the 9
(8). o'clock position. Tighten the nuts to 2326 ±
136 N•m (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 ±
Grease containing molybdenum disulphide must 136 N•m (1715 ± 100 ft lbs).
never be used on wheel mounting hardware. Use d. Install the remaining nuts and tighten them in
of this type of grease on wheel mounting a clockwise direction to 2326 ± 136 N•m
hardware may result in wheel mounting studs (1715 ± 100 ft lbs).
stretching beyond their elastic limit, making them
susceptible to breakage. e. Retighten all nuts in a clockwise direction to
2326 ± 136 N•m (1715 ± 100 ft lbs).
FIGURE 50-6. REAR WHEEL ASSEMBLY

1. Wheel Motor Mounting Flange 6. Flanged Nut 11. Flanged Nut
2. Inner Wheel Rim 7. Inner Extension 12. Wheel Motor Transmission
3. Disc Brake Assembly 8. Bracket 13. Extension
4. Extension 9. Adapter Ring 14. Bracket
5. Wheel Hub 10. Flanged Nut 15. Outer Wheel Rim
960E-1 7
4. If removed, install adapter ring (9) onto the Removal and installation of tires
wheel hub/wheel motor. Lubricate the studs and
nut flanges with lithium based grease that does Removal
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 DO NOT weld or apply heat on the rim assembly
handler. Position it onto the wheel motor hub so with the tire mounted on the rim. Resulting gases
the tire valve bracket is aligned with the inner inside the tire may ignite, causing an explosion.
wheel inflation line.
NOTE: Position the outer dual wheel to align the tire When deflating tires, always use a safety cage.
valve bracket with the inner wheel inflation line.
7. Use the procedure in Step 3 to install flanged
1. Place the tire and wheel assembly in a safety
nuts (11) in the sequence described and tighten
cage. Discharge all air pressure from the tire.
to the same torque value as the inner wheel.
2. Attach a hydraulic bead breaker to the rim by
8. Secure the inner and outer dual tire inflation
slipping the jaws of the frame assembly over the
lines to bracket (14) on the outer rim.
outer edge of side flange (7, Figure 50-7). Make
9. Remove the blocks from under the truck and sure that the jaws of the frame assembly are as
lower the truck to the ground. Operate the truck near as possible to bead seat band (6).
for one load and retighten flanged nuts (11) and
3. Move the tire bead in far enough to place a
(10) to 2 326 ± 136 Nm (1,715 ± 100 ft lb).
wedge between the tire and the flange at the
NOTE: During scheduled maintenance checks, side of the tool. Follow the tool
inspect the inner wheel flanged nuts and the studs for manufacturer’s instructions.
breakage or missing nuts by inserting a mirror 4. Repeat this procedure at locations
between the rear tires. 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.
8 960E-1
Installation 3. Install the inner flange on the rim. Coat the

beads of the tire with a tire mounting soap
1. Before mounting the tire to the rim, remove all
solution.
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
Prying against tire bead may cause damage to
to cover the mating faces of lock ring (8, Figure 50-7)
tire bead, resulting in air leaks.
and rim (5).
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
Make sure that proper rim parts are used for bead seat band (6). Push in on the bead seat
reassembly. Use of incompatible parts may not band to expose the O-ring groove in the rim.
properly secure the assembly, resulting in 6. Lubricate new O-ring (9) with a tire mounting
violently flying parts upon inflation. soap solution and install it in the groove of the
2. If the tire inflation hose and hardware were rim.
removed, reinstall them in the rim. Position the 7. Install lock ring (8) and tap it into place with a
hose assembly for proper routing. 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 5. Rim 9. O-Ring

2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring
960E-1 9
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
When inflating tires, always use a safety cage.
spindle. If only brake service is to be performed, refer
Never inflate a tire until the lock ring is securely
to Disassembly and assembly section Brake
in place. Do not stand in front of or over the lock
system.
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 Do not loosen or disconnect any hydraulic line or
tire and the O-ring as specified by the tire component until the engine is stopped, the key
manufacturer. switch is OFF for 90 seconds, and the brake
9. If the beads of the tire and O-ring do not seat accumulators are depressurized.
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.
FIGURE 50-8. FRONT WHEEL & SPINDLE

REMOVAL
1. Spindle 4. Brake Cooling Line

2. Brake Oil Drain Plug 5. Speed Sensor
3. Disc Brake Housing Connector
10 960E-1
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. FIGURE 50-9. SPINDLE AND WHEEL HUB
9. Disconnect the steering cylinder and the tie rod REMOVAL (TYPICAL)
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
FIGURE 50-10. WHEEL HUB AND SPINDLE
torque increments of 678 Nm (500 ft lb).
REMOVAL
Remove retainer plate (2).
1. Capscrews and 3. Spindle
Washers 4. Steering Arm
2. Retainer Plate 5. Capscrews
960E-1 11
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 FIGURE 50-11. SPINDLE REMOVAL TOOL
as chassis lube, is recommended for use on the
washers and capscrew threads. 1. Capscrew Insertion 2. Spindle Removal
Holes (“X”) Tool
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 FIGURE 50-12. SPINDLE REMOVAL TOOL
tapered parts have not separated, apply heat to INSTALLATION
the spindle at two places 180 degrees apart. Do 1. Capscrew 3. Spindle Removal Tool
not exceed 454 °C (850 °F), which is the (P/N KC7095) 4. Steering Arm
saturated temperature of the spindle. 2. Hardened Washer (P/ 5. Spindle
N WA0366) 6. Suspension Piston
12 960E-1
15. Tighten the capscrews again to the maximum 6. If removed, install the steering arm. Tighten the
specified torque. Use a large hammer and heat capscrews to 2 705 ± 135 Nm (1,995 ± 100 ft
as specified in the previous step to carefully tap lb).
the top surface of the spindle. 7. Install the steering cylinder into the steering
NOTE: In extreme cases, it may be necessary to arm. Use the sleeve alignment tool included in
remove additional steering arm retaining capscrews the special tool group to position the spacers
and use additional pusher capscrews to apply more and bearing during pin insertion. Tighten the pin
force. retaining nut to 1 017 ± 102 Nm (750 ± 75 ft lb).
8. Use the sleeve alignment tool to install the tie
16. Lower the wheel hub and spindle assembly
rod on the steering arm. Tighten the pin
away from suspension piston rod. Be careful
retaining nut to 1 017 ± 102 Nm (750 ± 75 ft lb).
during removal to prevent damage to the
suspension piston rod taper and the tapered 9. Connect the lubrication lines.
spindle bore. 10. Install the brake system cooling hoses using
17. Move the spindle and hub assembly to a clean new O-rings in the flange fittings. Install the
work area for repair. brake apply line. Make sure that brake oil drain
plug (2, Figure 50-8) is installed.
Installation
11. Reconnect the speed sensor cables.
1. Clean the spindle bore and suspension rod 12. Install the wheel and tire. Refer to "Removal and
taper so that they are free of rust, dirt, etc. installation of front wheel".
2. Lubricate the spindle bore and suspension rod
13. Make sure that the hydraulic pump shutoff
taper with multi-purpose grease No. 2 with 5%
valves are open.
Molybdenum Disulphide.
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
Use of anti-seize compounds that contain copper with oil.
are prohibited from use on spindle bores and rod 15. Bleed the air from the brake apply lines. Refer to
tapers. These lubricants can cause severe Disassembly and assembly section Brake
damage. Only use multi-purpose grease No. 2 system for the procedure.
with 5% molybdenum disulphide.
16. Shut off the engine. Check the hydraulic tank oil
3. Position the spindle and wheel hub assembly on
level and refill if necessary.
a fork lift or similar lifting device as shown in
Figure 50-9. 17. Inspect the brake assembly and all hose
4. Raise the spindle and wheel hub assembly into connections for leaks.
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).
960E-1 13
Disassembly and assembly of front 13. Remove and discard seal carrier O-ring (33).
wheel hub and spindle 14. Remove speed sensor gear (35) and shims
(36).
Disassembly
15. Remove oil seal (19).
1. Remove the wheel hub and spindle. Refer to
"Removal and installation of front wheel hub and 16. If the bearings require replacement, press
spindle". Remove any dirt and mud from the bearing cups (6) and (29) from the wheel hub.
assembly. 17. Remove capscrews (31) and hardened flat
2. To aid in the complete disassembly of the wheel washers (32). Remove and discard O-ring (25).
hub and spindle assembly, use a fabricated
18. Remove inner bearing cone (28) and retainer
spindle stand to support the assembly in a
pin (21).
vertical position (hub cover up).
3. Disconnect the speed sensor cables. Loosen 19. Remove bearing spacer (27).
the sensor clamping capscrews and remove
speed sensors (16, Figure 50-13) from bracket
(17). Cleaning and inspection
4. Remove capscrews (3) and washers (4) that 1. Clean all metal parts in fresh cleaning solvent.
secure cover (5) to wheel hub (1). Remove the
2. Remove and clean magnetic plug (10).
cover and discard O-ring seal (15).
3. Inspect wheel hub studs (2). Replace any that
5. Remove capscrews (11) and hardened flat
are damaged or broken.
washers (12).
6. Remove bearing retainer (13), O-ring (9), and NOTE: If new studs are being installed, coat the hole
shims (8). Discard the O-ring. in the hub and the serrated portion of the stud with an
anti-seize compound before installation. Do not coat
7. Attach a lifting device to the wheel hub/brake
the threads.
assembly and carefully lift it straight up and off
the spindle. 4. Inspect the tapped hole threads. Re-tap them if
necessary.
8. Remove outer bearing cone (7) and retainer pin
(20). 5. Inspect the bearing seating surfaces in the
wheel hub and on the spindle. Inspect the
9. Rotate the hub vertically 180 degrees and place
bearing spacer. Use a stone to carefully dress
it on blocking to prevent damage to the wheel
high spots that may interfere with reassembly.
studs and machined surfaces.
6. Inspect all other machined surfaces for damage.
10. Remove dowel pins (14) and (34) that hold seal
7. Always use new O-ring seals during assembly.
carrier (37), sensor gear (35), and shims (36) in
place on the wheel hub.
11. Remove capscrews (23) and hardened flat
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.
14 960E-1
FIGURE 50-13. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY

1. Wheel Hub 11. Capscrew 21. Bearing Retainer Pin 31. Capscrew
2. Stud 12. Hardened Washer 22. Drain Plug 32. Hardened Washer
3. Capscrew 13. Bearing Retainer 23. Capscrew 33. O-ring
4. Washer 14. Dowel Pin 24. Hardened Washer 34. Dowel Pin
5. Cover 15. O-ring 25. O-ring 35. Speed Sensor Gear
6. Outer Bearing Cup 16. Speed Sensor 26. Spindle 36. Shims
7. Outer Bearing Cone 17. Sensor Bracket 27. Bearing Spacer 37. Seal Carrier
8. Shims 18. Disc Brake Assembly 28. Inner Bearing Cone 38. Plate
9. O-ring 19. Oil Seal 29. Inner Bearing Cup
10. Magnetic Plug 20. Bearing Retainer Pin 30. Seal Assembly
960E-1 15
Assembly 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
All mating surfaces of the wheel and brake secure the retainer. Two capscrews must be
components must be clean and dry during positioned adjacent to the 12.7 mm (0.50 in.)
assembly. No thread lubricant is permitted on diameter access holes in the retainer.
these surfaces.
9. Seat the wheel bearings using the following
1. Position the spindle vertically (hub end up). procedure:
2. Check bearing cones (7) and (28, Figure 50-13) a. Tighten the five capscrews to 95 Nm (70 ft
for a slip fit on spindle (26). lb). Rotate the wheel hub at least three full
3. Check the threads in the bearing retainer holes revolutions.
in the end of the spindle to ensure that the b. Tighten the five capscrews to 190 Nm (140 ft
capscrews will thread freely. If not, re-tap the lb). Rotate the wheel hub at least three full
threads. revolutions.
4. Install bearing cups (6) and (29) in wheel hub
c. Repeat Step 9b until the torque is
(1) as follows:
maintained.
a. Preshrink the cups by packing them in dry ice
d. Loosen the five capscrews and rotate the
or by placing them in a deep-freeze unit.
hub at least three revolutions.
NOTE: Do not cool below -65 °F (-54 °C).
e. Tighten the five capscrews to 54 Nm (40 ft
b. Install the cups in the wheel hub bores. lb). Rotate the wheel hub at least three full
c. After the cups have warmed to ambient revolutions.
temperature, press the cups tight against the f. Repeat Step 9e until the torque is
hub shoulder as follows: maintained.
Inner cup (29) - Apply 22 680 kg (25 tons) force. 10. Use a depth micrometer to measure and record
the distance between the face of bearing
Outer cup (6) - Apply 20 860 kg (23 tons) force.
retainer (13) and spindle (26) through each of
the two 13 mm (0.50 in.) diameter access holes.
5. Install spacer (27). If necessary, tap lightly to 11. Add the two dimensions measured in the Step
seat the spacer against the spindle. The spacer 10. Divide the sum by 2 to obtain the average
must fit tightly against the spindle shoulder. depth.
6. Install retainer pin (21) in the pin groove and
12. Subtract the retainer plate thickness, which is
install inner bearing cone (28) over the pin and
etched on the surface of bearing retainer (13),
against the spacer. The cone is a loose fit on the
from the result calculated in Step 11. Then
spindle.
subtract an additional 0.23 mm (0.009 in.).
7. Install wheel hub (1) onto spindle (26). Install
outer pin (20) and outer bearing cone (7). 13. Assemble a shim pack that equals the
dimension calculated in Step 12 within 0.03 mm
NOTE: To ensure bearing lubrication during initial (0.001 in.).
operation, lightly lubricate the bearings with clean
hydraulic oil.
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.
To facilitate the bearing adjustment procedure,
do not install the brake assembly at this time.
16 960E-1
Example: 17. Remove bearing retainer (13), outer cone (7),

Step 11 (average depth) 1.416 in. retainer pin (20), and wheel hub (1) from spindle
Step 12 subtract etched dim. -1.375 in. (26) for installation of the brake assembly.
Step 12 subtract additional -0.009 in. 18. Install the necessary number of shims (36) that
Step 13 Required shim pack = 0.032 in. 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.
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. FIGURE 50-14. MEASURING SEAL GAP
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.
960E-1 17
Brake installation Speed sensor installation and adjustment

20. Install seal assembly (30, Figure 50-13) into the 32. Install speed sensor (16, Figure 50-13) and
seal cavities of the back plate and seal carrier bracket (17). Adjust the sensor as follows:
(37). Install oil seal (19) in the back plate. Pack a. Rotate the hub to position the center line of a
the area between the seal lips with grease. gear tooth directly under the sensor tip.
21. Install lifting eyes on the brake assembly and
b. Turn in the sensor until the tip contacts the
attach it to an overhead hoist. Lower the brake
gear tooth. Then, back off 1/2 turn.
assembly onto the hub.
c. Continue turning out the sensor until the flats
22. Attach brake assembly (18) to wheel hub (1) of the sensor housing are perpendicular to
with capscrews (23) and hardened washers the gear tooth motion (See Figure 50-15).
(24). Tighten the capscrews to 2 705 ± 135 Nm
(1,995 ± 100 ft lb). d. Lock the sensor in place. Rotate the hub 180
degrees to verify that there is enough sensor
23. Install plates (38) with flat washers and nuts at
clearance. There should be 1 - 2 mm (0.04 -
three equally-spaced locations around the
0.08 in.) of clearance.
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).
FIGURE 50-15. SPEED SENSOR ADJUSTMENT
27. Remove plates (38), the nuts and flat washers.
Remove the shipping bars from the brake
assembly. 33. Install the speed sensor cables.
28. Install remaining capscrews (31) with hardened 34. Install the spindle, hub and brake assembly on
washers (32). Tighten all 54 capscrews to 2 705 the suspension per instructions in Installation.
± 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.
18 960E-1
Removal and installation of rear axle

Removal
1. Park the truck on firm, 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. 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. FIGURE 50-16. REAR AXLE HOUSING
8. Disconnect and unclamp the hoses at hydraulic 1. Axle Air Blower Hose 3. Power Cable Mount
hose manifold (4) on the left side of the rear axle 2. Wheel Motor Cooling 4. Hydraulic Hose
housing. Cap the fittings and plug the hoses to Air Duct Manifold
prevent contamination.
9. Remove the wheel motor cable grips at power 14. Disconnect and unclamp any electrical
cable mount (3) on the right side of the rear axle harnesses that are attached to the rear axle
housing. Slide the cable grips forward on the housing as necessary.
cables.
15. Remove all automatic lubrication system hoses
10. Disconnect the brake system cooling lines at
and clamps that are attached to the rear axle
each brake assembly back plate. Disconnect
housing. Secure the hoses to the frame to
the brake apply lines. Cap and plug all
prevent interference during rear axle housing
openings.
removal.
10. Remove the clamps that secure the brake hoses
16. Remove the wheel motors. Refer to "Removal
to the spindles.
and installation of wheel motor".
NOTE: For access to components inside the rear
17. Remove the rear suspensions. Refer to
axle housing, the rear hatch can be opened and the
Disassembly and assembly section
top cover can be removed.
Suspensions.
11. Disconnect and cap the parking brake supply 18. Remove the anti-sway bar. Refer to "Removal
lines to the parking brake on each wheel motor. and installation of anti-sway bar".
12. Remove the wheel motor cooling air exhaust 19. Remove the pivot pin. Refer to "Removal and
duct from between the wheel motors. installation of pivot pin".
13. Disconnect all wheel motor power cables and
20. Attach an overhead hoist or crane to the lifting
electrical harnesses at their terminals. Remove
eyes on the rear axle housing and move it away
the cable clamps and pull the cables and
from the rear of the frame.
harnesses from the rear axle housing.
960E-1 19
Cleaning and inspection Installation

1. Thoroughly clean the capscrew holes and wheel 1. Position the rear axle housing under the frame.
motor mounting faces. Re-tap the holes if the 2. Align the pivot pin bores and install the pivot pin.
threads are damaged. Refer to Refer to "Removal and installation of
2. Check the wheel motor mounting faces for pivot pin".
nicks, scratches and other damage. Inspect all 3. Install the anti-sway bar. Refer to "Removal and
welds and repair them as necessary. installation of anti-sway bar".
3. Inspect the pivot pin bearing. If it is worn or 4. Install the rear suspensions. Refer to
damaged, refer to "Pivot eye and bearing Disassembly and assembly section
service". Suspensions.
4. Inspect the brake system relay valve and hoses 5. Connect all automatic lubrication system hoses,
inside the rear axle housing for leaks. Repair electrical harnesses and clamps to the rear axle
leaks or damaged hoses as required. housing.
5. Inspect the hose connections at hydraulic hose 6. Route the wheel motor power cables and
manifold (4, Figure 50-16). Repair leaks or electrical harnesses through power cable mount
damaged hoses as required. (3, Figure 50-16) and into the rear axle housing.
6. Inspect the wheel motor power cables, Clamp them in place. Install the cable grips at
terminals, cable grips and clamps. Replace any the power cable mount.
cables or hardware that is worn or damaged. 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
All propulsion system power cables must be between the wheel motors.
properly secured in their wood or other non-
10. Reconnect axle air blower hose (1) to wheel
ferrous cable cleats. If any clamps are cracked or
motor cooling air duct (2) at the front of the rear
broken, replace them with new parts. Inspect the
axle housing. Tighten the hose clamps securely.
cable insulation and replace the entire cable if the
insulation is damaged. 11. Open the pump shutoff valves. Service the
hydraulic system.
20 960E-1
Removal and installation of anti-sway bar 4. Raise the anti-sway bar into position. Push the
pin through spherical bearing (8), insert the
NOTE: The anti-sway bar mounting arrangement is
second bearing spacer, and continue pushing
identical at each end.
the pin into the other ear of the bracket. If
Removal necessary, realign the pin with the retainer
capscrew hole.
1. Position the frame and the rear axle housing to
allow use of a puller arrangement to remove 5. Install capscrew (2) and locknut (3).
pins (4, Figure 50-17). 6. Repeat the previous steps to install the
2. Securely install blocking between the frame and remaining pin and spacers at the opposite end
the rear axle housing. of the bar. Start the pin into the bore from the
rear of the frame mount.
3. Disconnect the lubrication lines.
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
The anti-sway bar weighs approximately 147 kg and the rear axle housing.
(325 lb). Ensure that the lifting device has
9. If necessary, charge the suspensions. Refer to
sufficient capacity for lifting the load.
Testing and adjusting section Accumulators
4. Position a fork lift or attach an appropriate lifting and suspensions for the proper charging
device to anti-sway bar (1). procedure.
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 FIGURE 50-17. ANTI-SWAY BAR ASSEMBLY
that the retainer rings are properly seated in the
grooves. 1. Anti-Sway Bar 5. Sleeve
2. Install one bearing spacer (6). 2. Capscrew 6. Bearing Spacer
3. Lockwasher 7. Retainer Ring
3. Place pin (4) into position at the front of the 4. Pin 8. Spherical Bearing
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.
960E-1 21
Removal and installation of pivot pin 6. Tighten capscrews (2) to 237 Nm (175 ft lb).
Tighten capscrews (1) to 2 325 Nm (1,715 ft lb).
Removal
7. Install the ground wire and the lubrication line.
1. Park the empty truck on a firm, level surface. Pressurize the lube line to ensure that bearing
Ensure that the body is resting on the frame. (6) receives grease.
Block the front and rear of all tires.
8. Charge the front suspension. Refer to Testing
2. Release all brakes. and adjusting section Accumulators and
3. Charge the rear suspensions with nitrogen until suspensions for the proper charging
the pistons are fully extended. Refer to Testing procedure.
and adjusting section Accumulators and
9. Charge the rear suspensions with nitrogen until
suspensions for the proper charging
the pistons are fully extended. Refer to Testing
procedure.
and adjusting section Accumulators and
4. Place blocks or stands under each frame suspensions for the proper charging
member beneath the hoist cylinders. procedure.
5. Release the nitrogen from the front 10. Release the nitrogen from the rear suspension
suspensions. then charge them again.
6. Release the nitrogen from the rear suspensions.
11. Move the directional control lever to PARK.
7. Place a jack under pivot eye (5, Figure 50-18) to
control the downward movement of the front of 12. Remove the blocks from the wheels.
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 FIGURE 50-18. PIVOT PIN ASSEMBLY
capscrews (1).
1. Capscrews (Pin) 5. Pivot Eye
5. Rotate the pin and pin retainer to align 2. Capscrews (Retainer) 6. Spherical Bearing
capscrews (2) with the holes in the frame 3. Pin Retainer 7. Spacers
mounting structure. Install capscrews (2) and 4. Pivot Pin
the lockwashers.
22 960E-1
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 4. Spherical Bearing

2. Bearing Retainer 5. Capscrew
3. Bearing Carrier 6. Locknut
960E-1 23
Pivot eye repair 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 pivot eye weighs approximately 385 kg (850
the bearing carrier will ease installation.
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 The lubrication groove in the outer diameter of
(1). 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.
FIGURE 50-20. PIVOT EYE ATTACHMENT Remove the lifting device.
1. Rear Axle Housing 3. Flat Washer 10. Install the remaining capscrews and flat
2. Capscrew 4. Pivot Eye 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).
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.)
24 960E-1
Removal and installation of wheel motor Removal
Preparation NOTE: If suitable equipment is available to lift the

wheel motor assembly from the axle housing, it is not
Read and observe the following instructions before necessary to remove the dump body. The equipment
attempting any repairs on propulsion system used must be capable of lifting and supporting the
components. 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
• Do not step on or use any power cable as a structures, for dump body removal instructions.
hand hold when the engine is running.
1. Block up the truck and remove the rear wheels.
• All removal, repairs and installation of Refer to "Removal and installation of rear
propulsion system electrical components, wheel".
cables, etc, must be performed by an
electrical maintenance technician properly NOTE: Ensure that additional capscrews have been
trained to service the system. installed to provide support for the wheel motor
• In the event of a propulsion system transmission housing while the rear tires are
malfunction, a qualified technician should removed.
inspect the truck and verify that the 2. If equipped, close the pump shutoff valves at
propulsion system does not have dangerous the hydraulic tank.
voltage levels present before repairs are
3. Remove the drain plugs at the bottom of the
started.
rear brake assemblies. Drain the oil from the
disc brakes into a suitable container.
After the truck is parked in position for the repairs, the 4. Disconnect the brake system cooling lines and
truck must be shut down properly to ensure the apply lines at each brake assembly backplate.
safety of those working in the area of the wheel Cap and plug the hoses and ports.
motors, and possibly the electrical cabinet and
retarding grids. Refer to the shutdown procedure in 5. Remove the clamps that secure the brake
Index and foreword section Operating instructions hoses to the spindles.
to ensure that the electrical system is properly NOTE: For access to components inside the rear
discharged before repairs are started. 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.
7. Remove the wheel motor cooling air exhaust
duct from between the wheel motors.
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.
960E-1 25
Cleaning and inspection

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.
Each complete wheel motor assembly weighs
approximately 18,500 kg (40,800 lbs). Ensure that 2. Check the wheel motor mounting faces for
the lifting device is capable of handling the load nicks, scratches and other damage. Inspect all
safely. welds and repair them as necessary.
10. Attach lifting device to wheel motor assembly. 3. Inspect the brake system relay valve and hoses
Do not allow the lifting device to contact the inside the rear axle housing for leaks. Repair
brake housing. leaks or damaged hoses as required.
4. Inspect the wheel motor power cables,
11. Remove capscrews (1, Figure 50-21) and
terminals, cable grips and clamps. Replace any
hardened washers (2) that secure the wheel
cables or hardware that is worn or damaged.
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 All propulsion system power cables must be
for wheel motor repair instructions. properly secured in their wood or other non-
ferrous cable cleats. If clamps are cracked or
broken, replace them with new parts. Inspect
cable insulation and replace entire cable if
insulation is damaged.
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
FIGURE 50-21. WHEEL MOTOR REMOVAL installation. The mounting hardware must be
1. Capscrews replaced after the third use.
2. Hardened Washers
26 960E-1
The following method is suggested to control the Installation

"3 - Use" maximum:
1. Punch mark the capscrew heads with a center
punch after each tightening as follows:
• Initial Installation . . . . . . . . . . . . . . . . Zero marks
The wheel motors must be properly aligned
• Second Installation . . . . . . . . . .One punch mark
before installing them into the axle housing. The
• Third Installation. . . . . . . . . . . . Two punch marks
wheel motor has markings which help determine
installation orientation. Two sets of dimples are
2. Before installation, inspect each capscrew for
located at the 3 o’clock and 9 o’clock positions. A
any defects and check the number of punch
centerline symbol marks the 12 o’clock position
marks.
of the wheel motor. Refer to Figure 50-24.
3. Replace capscrews and washers if two punch
marks are evident. Do not reuse the capscrews The axle housing also contains dimples at the 3
if any defect is suspected. o’clock and 9 o’clock positions next to the wheel
Hardware showing signs of rust, corrosion, motor mounting rings. Refer to Figure 50-23.
galling, or local yielding on any seat or thread
surfaces should be replaced. Replace the When installing the wheel motors, ensure the
mounting hardware if the truck was operated markings on both components line up. The top
with the wheel motors in a loose joint condition. capscrew hole on the axle housing may also be
Replace wheel motor mounting hardware with determined by counting the holes in between the
original Komatsu parts. two sets of punch marks. The top hole on the axle
housing should line up with the “CL” stamping
NOTE: The hardened washers used in this on the wheel motor.
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.
Punch Marks
FIGURE 50-22. MOUNTING HARDWARE

1. Washer FIGURE 50-23. AXLE HOUSING DIMPLE
2. Capscrew MARKINGS
960E-1 27
FIGURE 50-24. WHEEL MOTOR DIMPLE MARKINGS
1. Install two guide pins 180 degrees apart in the

rear axle housing.
All propulsion system power cables must be

properly secured in their wood or other non-
Each complete wheel motor assembly weighs ferrous cable cleats. If clamps are cracked or
approximately 18,500 kg (40,800 lbs). Ensure that broken, replace them with new parts. Inspect
the lifting device is capable of handling the load cable insulation and replace the entire cable if
safely. insulation is damaged.
5. Connect the brake apply line to the port on the
2. Lift the wheel motor into position on the rear brake assembly back plate.
axle housing. Ensure that all cables and lines 6. Install the brake cooling hoses with new O-
are clear before installation. If the brake system rings.
hoses have not been removed, guide the hoses 7. Use Uniseal 310S Sealant to seal the gap
through the spindle holes during installation. around the brake cooling hoses where cooling
3. Install lubricated capscrews (1, Figure 50-21) hoses pass through spindle holes. Install the
and flat washers (2) to secure the wheel motor clamps.
to the rear axle housing. Snug all capscrews
until the wheel motor is seated against the axle NOTE: Uniseal 310S Sealant comes as a 2-inch wide
housing flange at all points. Tighten alternating x 1/8 inch thick x 120 inch long roll and can be
capscrews 180 degrees apart to 2 007 Nm ordered from:
(1,480 ft lbs). Uniseal
4. Connect all power cables and electrical 1800 W. Maryland Street
harnesses to their appropriate locations on the Evansville, IN 47712
wheel motor.
28 960E-1
NOTE: Brake system hoses must be sealed where 12. Check the hydraulic tank oil level before and
they pass through axle spindle holes to prevent after engine startup and the brake bleeding
cooling air loss. procedure. Service as necessary.
8. Attach the parking brake supply lines to the 13. Bleed any trapped air from the brake apply line.
parking brake on each wheel motor. Refer to Testing and adjusting section Brake
9. Install the wheel motor cooling air exhaust duct system.
between the wheel motors. 14. Remove the temporary capscrews that were
10. If equipped, fully open all shutoff valves in the previously installed in wheel motor transmission
pump suction lines. The valves are fully open housing mounting flange.
when the valve handle is in line with the hose. 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.
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 o’clock 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.
FIGURE 50-25. WHEEL MOTOR OIL LEVEL
960E-1 29
960E-1 Dump truck

30 960E-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
960E-1 1
NOTES
2 960E-1
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.
procedure, refer to Index and foreword section FIGURE 50-1. BRAKE MANIFOLD
Operating instructions. 1. Accumulator Bleed Down Valve
2. Open bleed down valves (1, Figure 50-1) and (Rear Brake)
(3) to depressurize the brake accumulators. 2. Automatic Apply Valve
(Front Brake)
switch ON, engine off) and apply the service
brake pedal. The service brake light should not
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.
8. Remove capscrews (1, Figure 50-2) and
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. FIGURE 50-2. BRAKE VALVE REMOVAL
1. Capscrews 3. Brake Valve
2. Lockwashers Assembly
960E-1 3
Installation Disassembly and assembly of brake

1. Place brake valve assembly (3, Figure 50-2) valve
into position in the cab and secure it with
Disassembly
capscrews (1) and lockwashers (2). Tighten the
capscrews to the standard torque. 1. If not already removed, remove electronic
2. Remove the plugs from the brake valve retarder pedal (16, Figure 50-3) from the brake
assembly and hydraulic lines. Install all fittings pedal by removing pivot shaft (8).
and connect the lines securely to the brake NOTE: During disassembly, precision machined parts
valve assembly. should be ink marked or tagged to ensure proper
3. Connect the retarder pedal harness to the truck reassembly and minimize adjustment time. All items
harness. must be placed back into the bores from which they
4. With the engine off and the key switch OFF, were removed.
open both brake accumulator bleed down 2. Match mark each section of the brake valve
valves (1, Figure 50-1) and (3). Precharge both before disassembly.
brake accumulators to 9650 kPa (1400 psi). 3. Drain the oil from all ports of the brake valve by
Refer to Testing and adjusting section rotating the valve over a suitable container.
Accumulators and suspensions for the 4. Secure the brake valve in an upright position in
accumulator charging procedure. a vice.
NOTE: For best performance, charge the 5. Remove brake pedal actuator (17) by removing
accumulators in the temperature conditions that the retainer clips (2), then removing pivot shaft (3)
vehicle is expected to operate in. During the with a punch and hammer.
precharge, allow the temperature of the nitrogen gas 6. Remove four button head allen screws (3,
to come into equilibrium with the ambient Figure 50-4) that secure boot retainer plate (4).
temperature.
7. Remove boot retainer plate (4), boot (2), and
5. Close both accumulator bleed down valves after actuator cap (1) as an assembly by grasping the
the accumulators have been properly charged. boot and gently lifting it from the valve body.
6. Before checking the brake valve operation, the 8. Remove capscrews (31, Figure 50-5) and plate
steering accumulators must have the proper (30).
nitrogen precharge. Refer to Testing and
adjusting section Accumulators and 9. Remove and discard O-ring (22) and face seals
suspensions for the accumulator charging (23).
procedure. 10. Loosen the locknuts on actuator plunger (2).
7. Start the engine. Partially apply the brakes and Loosen the socket head capscrew from
open the supply plug at each wheel to the bleed adjustment collars (1).
air from brake lines and brakes. Close the 11. Unscrew and remove the adjustment collars.
supply plug after the bubbles disappear. Refer
to Tesing and adjusting section Brake system 12. Remove two socket head capscrews (5, Figure
for additional information on bleeding the 50-4) that retain actuator base (6) to the valve
brakes. body.
8. Check for oil leaks at the brake valve. 13. Remove the actuator base from the valve body.
14. Remove the controller from the vice.
4 960E-1
FIGURE 50-3. BRAKE VALVE WITH RETARD PEDAL

1. Brake Valve 9. Shim 17. Brake Pedal Actuator
2. Retainer Clip 10. Jam Nut 18. Spring Pivot (Lower)
3. Pivot Shaft 11. Capscrew 19. Spring
4. Bushings 12. Pedal Structure 20. Spring Pivot (Top)
5. Shims 13. Pad 21. Set Screw
6. Retainer Clip 14. Nut 22. Jam Nut
7. Nylon Bearing 15. Capscrew
8. Pivot Shaft 16. Electronic Retarder Pedal
960E-1 5
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
FIGURE 50-4. ACTUATOR CAP & BOOT
springs (5) and (6), and spring seats (7) from
1. Actuator Cap 5. Capscrew the valve body.
2. Boot 6. Actuator Base
24. Remove actuator plungers (2) by pushing down
3. Capscrew 7. Threaded Insert
(toward the bottom of the valve) on the actuator
4. Retainer Plate
plunger with your hand until the actuator plunger
slides out.
15. Remove four capscrews (29, Figure 50-5) and 25. Remove Glyde ring assembly (3) from the
washers (28) from the base of the valve. actuator plunger.
16. Remove base plate (27). 26. Remove O-rings (10), (12), and (13), and teflon
backup rings (9) and (11) from the regulator
17. With the valve upright, retaining plug (26) should sleeves. Discard the O-rings and backup rings.
fall out. If the plug does not fall out, lightly tap
the valve body to dislodge the plug. 27. Remove wiper seals (18), poly-pak seals (20),
and orange backup rings (19) from the actuator
NOTE: Spools (8), reaction plungers (16) and (17), section of the valve. Discard the seals and
and spool return springs (15) may fall out at this time. backup rings.
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).
6 960E-1
FIGURE 50-5. BRAKE VALVE COMPONENTS

1. Adjustment Collar 9. Backup Ring 17. Reaction Plunger (B2) 25. O-Ring
2. Actuator Plunger 10. O-Ring 18. Wiper Seal 26. Retaining Plug
3. Glyde Ring Assembly 11. Backup Ring 19. Backup Ring 27. Base Plate
4. Plunger Return Spring 12. O-Ring 20. Poly-Pak Seal 28. Washer
5. Regulator Springs 13. O-Ring 21. Valve Body 29. Capscrew
6. Regulator Springs 14. Regulator Sleeve 22. O-Ring 30. Plate
7. Spring Seats 15. Spool Return Spring 23. Face Seals 31. Capscrew
8. Regulator Spool 16. Reaction Plunger (B1) 24. Set Screw Orifice Plug
960E-1 7
Cleaning and inspection Assembly

1. Clean all metal parts with solvent and air dry. Actuator base threaded inserts
2. Inspect plunger (2, Figure 50-5) for wear on the
1. If any threaded inserts (7, Figure 50-4) were
sides where it moves through the seals. If axial
removed from actuator base (6), position the
grooves are seen or if any wear is apparent,
actuator base upside down on the work bench
replace the plunger.
and support it directly under each of the four
3. Place regulator spool (8) into its sleeve (14). mounting holes.
Push the spool lightly through the sleeve. The
2. Install the threaded inserts into the actuator
spool must be able to move freely and smoothly
base by tapping lightly with a small hammer until
the entire length of the sleeve. If it cannot, it
the insert flanges become flush with the
must be replaced. Never replace just the spool
actuator base. To avoid breaking the base,
or sleeve. They must be replaced as a matched
make sure that the base is supported.
set.
3. Thoroughly clean the actuator base and set it
4. Inspect each spring carefully for cracks and
aside.
breaks. Any spring with a crack or break must
be replaced. Also, if the valve was not reaching
Boot and cap
proper regulated pressure, replace all regulator
springs. 4. Examine boot (2) for any cracks, tears, or other
damage. If damage is evident, the boot must be
5. Inspect threaded inserts (7, Figure 50-4) in
replaced.
actuator base (6). If any of the threads are
damaged, the inserts must be replaced. 5. If damaged, remove the boot from actuator cap
(1) and discard the old boot. Thoroughly clean
6. Lubricate all parts with a thin coat of clean type
the sides of the cap by using a knife or suitable
C-4 hydraulic oil. Take care to keep the
scraper to scrape the lip where the cap contacts
components protected from contamination.
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.
8 960E-1
Valve body seal installation Regulator sleeve O-Ring installation

9. Install poly-pak seal (3, Figure 50-6) in the seal 14. Install O-ring (2, Figure 50-7) onto the smallest
groove first. Position the seal in the groove so groove (on the top) of regulator sleeve (3).
that the internal O-ring inside the poly-pak seal Install O-ring (5) onto the middle groove on the
is facing down toward the bottom of the valve. regulator sleeve. Install O-ring (6) onto the
10. Make sure that the internal O-ring is still seated largest groove (on the bottom) on the regulator
inside the poly-pak seal and did not get sleeve.
dislodged during installation. Position the poly- 15. Install split nylon backup ring (4) onto each side
pak seal to the bottom of the groove. of O-ring (5) located in the middle of the
11. Install orange backup ring (4) on top of the poly- regulator sleeve.
pak seal. Start it by hand and then continue to 16. Install one split nylon backup ring behind O-ring
work into the groove either by hand or by using (2) located at the top end of the sleeve. (This O-
an O-ring installation tool. ring is the smallest of the three O-rings.)
12. Install wiper seal (5) in the top counterbore. Position the backup ring so that it is next to the
Position the seal in the groove so that the top of the regulator sleeve. The top of the sleeve
register lip is facing up toward the actuator. is the end with the smallest outside diameter.
13. Repeat Steps 9 - 12 for the second bore. 17. Repeat Steps 14 - 16 for the second regulator
sleeve.
FIGURE 50-7. SLEEVE SEAL PLACEMENT

1. Backup Ring 4. Backup Ring
2. O-Ring 5. O-Ring
3. Regulator Sleeve 6. O-Ring
FIGURE 50-6. VALVE BODY SEAL INSTALLATION
1. Actuator Plunger 4. Backup Ring

2. Valve Body 5. Wiper Seal
3. Poly - Pak Seal 6. Actuator Base
960E-1 9
Actuator plunger O-ring installation 23. Install the plunger return spring (4), regulator
springs (5) and (6), and spring seat (7) into the
18. Install an O-ring (3, Figure 50-5) into the O-ring
appropriate circuit. If spring seat does not seat
groove located at the large diameter end of
correctly on top of the control spring, lightly
actuator plunger (2).
shake the valve to correctly position the spring
19. Install a split Glyde ring (3) over the O-ring. seat.
Twist and squeeze the split Glyde ring into a
24. Lightly lubricate regulator spool (8). Install the
small circle before installing it to ensure a tight
regulator spool into the regulator sleeve (14).
fit over the O-ring.
The spherical end of the spool should be at the
20. Repeat Steps 18 and 19 for the second plunger. top of the regulator sleeve. The top of the sleeve
is the end with the smallest outside diameter.
Assembly of valve
25. Push the spool lightly through the sleeve. The
NOTE: Start with either side (circuit) of the valve and spool must move freely and smoothly the entire
build that side complete through Step 24 before length of the sleeve. If it cannot, the spool must
starting on the other side (circuit). Be careful to be replaced. Never replace just the spool or
assemble components into the circuit from which they sleeve. They must be replaced as a matched
were removed. set.
21. Lightly lubricate actuator plunger Glyde ring (3, 26. Remove the spool from sleeve before installing
Figure 50-5). Install “B1” actuation plunger (2) the sleeve into the valve body.
into the “B1” circuit.
27. Lightly lubricate O-rings (10), (12) and (13) on
NOTE: Be careful not to damage or cut the Glyde ring the regulator sleeve.
during installation. Observe the Glyde ring assembly
28. Install the regulator sleeve assembly into the
through the tank port as the plunger is being installed.
correct circuit in the valve. Make sure that the
It may be necessary to work Glyde ring (3, Figure 50-
spring seat is correctly seated in the regulator
8) past sharp edges (4) in valve body (2) to prevent
spring before installing the regulator sleeve
damage to the seal. Ensure that the actuation
assembly. Push the sleeve into the bore until the
plunger (1) is completely seated and bottomed.
sleeve retaining flange at the base of the sleeve
22. Repeat Step 21 for the “B2” actuation plunger. 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.
FIGURE 50-8. GLYDE RING INSTALLATION 35. Install base plate (27) on top of the retainer plug.
Tighten four allen screws (29) evenly,
1. Actuator Plunger 3. Glyde Ring alternating diagonally, in order to evenly seat
2. Valve Body 4. Sharp Edges the regulator sleeve assembly. Then tighten the
screws to a final torque of 16 - 17 Nm (140 - 150
in lb).
10 960E-1
36. Using a new O-ring (22) and seal (28), install Removal and installation of dual relay
plate (30) on valve body. valve
37. Install actuator base (6, Figure 50-4) on top of
Removal
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 Before disconnecting pressure lines, replacing
the top of actuator plungers (2). Screw them all components in the hydraulic circuits, or installing
the way down until they bottom on the threads. test gauges, always bleed down the steering and
brake accumulators.
Brake pedal actuator to brake valve installation
39. Install jam nut (22, Figure 50-3) and set screw procedure, refer to Index and foreword section
(21) into brake pedal actuator (17). Operating instructions.
40. Insert nylon bushings (4) into the brake pedal 2. Open bleed down valves (1, Figure 50-9) and
actuator. (3) to depressurize the brake accumulators.
41. Install one retainer clip (2) to one end of pivot 3. To verify that the brake accumulators are
shaft (3). depressurized, press the brake lock switch (key
42. Align pedal structure (12) with brake valve (1) brake pedal. The service brake light should not
and partially insert pivot shaft (3). Move the come on.
pedal structure to the “B2” side of the valve and
insert shims (5) between the pedal structure and 4. Close the bleed down valves by rotating them
the brake valve ear to fill the gap. Fully insert clockwise.
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
(Rear Brake)
retainer clips (6).
46. With jam nut (10) loose, adjust capscrew (11) 3. Accumulator Bleed Down Valve
until the roller on the retard pedal just contacts (Front Brake)
the brake pedal actuator. Tighten jam nut (10).
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.
960E-1 11
Front brake circuit Rear brake circuit

5. Tag and remove all hydraulic lines from dual 7. Open the access hatch on the rear axle
relay valve (1, Figure 50-10). Plug all lines and housing. Remove the capscrews that secure the
ports to prevent possible contamination. duct tube to the axle housing. Remove the tube.
6. Remove two capscrews and washers that 8. Remove the wheel motor cooling air exhaust
secure the valve to the rear wall of the hydraulic duct from between the wheel motors.
brake cabinet. Remove the valve and move it to 9. Tag and remove all hydraulic lines from dual
a clean work area for disassembly. relay valve (1, Figure 50-11). Plug all lines and
ports to prevent possible contamination.
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.
FIGURE 50-11. DUAL RELAY VALVE -

REAR BRAKE CIRCUIT
1. Dual Relay Valve
FIGURE 50-10. DUAL RELAY VALVE -

FRONT BRAKE CIRCUIT
Installation
1. Dual Relay Valve 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.
12 960E-1
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.
FIGURE 50-12. DUAL RELAY VALVE
11. Remove spools (12), reaction plungers (8) and
spool return springs (11). Keep the parts 1. Manifold Body 13. Lower Spring Seat
separate so they can be installed in the same 2. Valve Body 14. Regulator Spring
spool from which they were removed. 3. Capscrew 15. Upper Spring Seat
12. Remove and discard packing (4) from the 4. Packing 16. Plunger
counterbore in the base of the valve body. 5. Plug 17. Sleeve
6. Sleeve Retainer 18. O-Ring
13. Turn the valve on its side on the work bench and
7. Capscrews & Washers 19. Plug
remove sleeves (9) from the valve body.
8. Reaction Plunger 20. Backup Ring
14. Remove and discard seal (10), O-rings (22) and 9. Sleeve 21. O-Ring
(24), and backup rings (21) and (23). 10. Seal 22. Backup Ring
15. Remove spring seats (13) and (15) and 11. Spool Spring 23. O-Ring
regulator springs (14). 12. Regulator Spool
960E-1 13
Cleaning and inspection 7. Install sleeve packing seal (10). Refer to Details
“A” and “B” in Figure 50-12 and install O-rings
1. Clean all metal parts with solvent and air dry.
(22) and (24) and backup rings (21) and (23) in
2. Apply a light film of type C-4 hydraulic oil to the grooves of sleeve (9).
plungers (16, Figure 50-12) and insert them into
8. Apply a light film of oil to the sleeve seals.
sleeves (17). The sleeves must slide smoothly
Carefully push sleeves (9) into their respective
and freely in the sleeve bores. If the parts do not
bores in the valve body until the flange at the
slide smoothly or excessive wear is apparent,
base of each sleeve contacts the valve body.
replace both the sleeve and plunger.
9. Preassemble regulator spool (12) as follows:
3. Apply a light film of oil to regulator spools (12)
and slide them into sleeves (9). The spools a. Insert spool springs (11) into the spool bore.
must slide smoothly and freely in the sleeve b. Insert reaction plungers (8) into the spool
bores. If the parts do not slide smoothly or bores and springs.
excessive wear is apparent, replace both the
sleeve and spool. 10. Install the regulator spool assemblies into their
respective sleeve bores. The spherical end
4. Inspect each spring carefully for cracks and
must be inserted toward the spring seat. Push
breaks. Any spring with a crack or break must
them into the bore until contact is made with the
be replaced. If the valve was not reaching the
lower spring seat.
proper regulated pressure, replace the regulator
springs. 11. Install sleeve retainer plug packing (4) in the
5. Lubricate all parts with a thin coat of clean type valve body.
C-4 hydraulic oil. Take care to keep the 12. Verify that spring seats (13) and (15) are
components protected from contamination. positioned properly in regulator springs (14) and
that reaction plunger (8) slides smoothly in its
bore. Install retaining plug (5) in the valve body
Assembly counterbore.
1. Install sleeves (17, Figure 50-12) in the bores in 13. Position sleeve retainer (6) on the valve body.
the top of valve body (2). Install four capscrews and washers (7). Tighten
the capscrews evenly to properly seat plug (5) in
2. Install plungers (16) in the sleeves as shown in
the counterbore. Then tighten the capscrews to
Figure 3-10.
a final torque of 16 - 17 Nm (140 - 150 in lb).
3. Apply a film of oil to O-rings (18) and position
them in the grooves on top of the valve body. 14. Tighten two capscrews (3) that hold manifold
body (1) to valve body (2) to 20 - 21 Nm (180 -
4. Position manifold body (1) on valve body (2) by
190 in lb).
aligning the marks that were made during
disassembly. 15. Install plugs (19) in the manifold body ports.
5. Secure the manifold to the valve body with two Tighten the larger plugs to 31 - 34 Nm (275 -
socket head capscrews (20). Tighten the 300 in lb). Tighten the smaller plugs (installed in
capscrews finger-tight only. the “TC1” and “TC2” ports) to 10 - 11 Nm (90 -
100 in lb).
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.
14 960E-1
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".
Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or installing
test gauges, always bleed down the steering and
brake accumulators.
1. Shut down the truck. For the proper shutdown FIGURE 50-13. BRAKE MANIFOLD
1. Accumulator Bleed Down Valve (Rear Brake)
2. Accumulator Bleed Down Valve (Front Brake)
2. Open bleed down valves (1, Figure 50-13) and 3. Check Valve
(2) to depressurize the brake accumulators. 4. Pressure Reducing Valve
3. To verify that the brake accumulators are 5. Auto Apply Sequence Valve
depressurized, press the brake lock switch (key 6. Check Valve
switch ON, engine off) and applying the service 7. Load Shuttle Cartridge
brake pedal. The service brake light should not 8. Hot Oil Cartridge
come on. 9. Check Valve
4. Close the bleed down valves by rotating them 10. Brake Lock Solenoid Valve
clockwise. 11. Parking Brake Solenoid Valve
12. Auto Apply Solenoid Valve
NOTE: If the manifold must be removed from the
truck, disconnect only the hydraulic lines and wires
that are necessary to allow removal.
Installation
5. Disconnect and plug all necessary lines and
ports to prevent possible contamination. 1. Place the brake manifold into position in the
hydraulic brake cabinet. Install and tighten the
6. Remove the mounting hardware and move the
mounting hardware to the standard torque.
brake manifold to a clean work area for
disassembly. 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.
960E-1 15
Disassembly and assembly of brake 5. Before installing check valves (3), (6), and (9),
manifold or reducing valve (4), refer to Figure 50-14 for
proper orifice disc installation. The orifice discs
Disassembly must be installed in the direction shown for
1. Mark all plugs, valves and cartridges before proper operation.
removal to ensure proper assembly. • Check valve orifice - 1.58 mm (0.062 in.)
2. Remove the plugs, valves and cartridges as • Reducing valve orifice - 2.54 mm (0.100 in.)
needed.
6. Install all remaining cartridges in the bores from
NOTE: Check valve (3, Figure 50-12) and reducing which they were removed (See Figure 50-13).
valve (4) both have an orifice disc located below Tighten each cartridge to 34 - 36 Nm (25 - 27 ft
them. The two orifices are different sizes. Therefore, lb).
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
FIGURE 50-14. ORIFICE INSTALLATION
parking brake solenoid valve (11). Tighten the
cartridges to 34 - 36 Nm (25 - 27 ft lb). Tighten 1. Cartridge 3. Cavity
the solenoid nut to 7 - 9 Nm (5 - 7 ft lb). 2. Brake Manifold 4. Orifice Disc
16 960E-1
Removal and installation of brake

accumulator
Removal
brake pedal. The service brake light should not
come on.
4. Close the bleed down valves by rotating them
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. FIGURE 50-15. BRAKE SYSTEM ACCUMULATORS
7. Disconnect oil line (6) from the bottom hydraulic 1. Rear Brake Circuit 4. Charging Valve
port. Cap the port and hose fitting to prevent Accumulator 5. Mounting Clamps
contamination. 2. Front Brake Circuit 6. Oil Lines
8. Attach a lifting device to accumulator. Accumulator 7. Mounting Bracket
3. Protective Cover 8. R.H. Frame Rail
Installation
1. Position the accumulator on mounting bracket
Each accumulator weighs approximately 100 kg (7, Figure 50-15) with warning label visible.
(220 lb). Ensure that the lifting device has 2. Install mounting clamps and hardware. Tighten
adequate capacity for handling the load. capscrews to standard torque.
9. Remove accumulator mounting clamps (5) and 3. Install oil line (6) at bottom (hydraulic) port.
lift the accumulator off the mounting pad. Move
4. Precharge the accumulator to 690 - 827 kPa
the accumulator to a clean work area.
(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.
960E-1 17
Disassembly and assembly of brake

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.
FIGURE 50-16. SPACER REMOVAL
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 50-17. ACCUMULATOR ASSEMBLY
1. Hydraulic Port 8. Anti-Extrusion Ring

Assembly 9. Bladder Assembly
2. Bleed Plug 10. Shell
3. Locking Ring 11. Charging Valve
4. Spacer 12. O-Ring
5. O-Ring Backup 13. Locknut
6. O-Ring 14. Protective Cap
7. Metal Backup Washer 15. Port Protector*
18 960E-1
7. Fold the anti-extrusion ring and remove it from 11. Fold the bladder and pull it out of the bottom of
the shell as shown in Figure 50-18. 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.
FIGURE 50-18. ANTI-EXTRUSION RING
FIGURE 50-20. BLADDER REMOVAL

8. Remove the hydraulic port from the shell as
shown in Figure 50-19.

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
FIGURE 50-19. HYDRAULIC PORT REMOVAL
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,
9. At the opposite end of the accumulator consult your Komatsu service manager.
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.
960E-1 19
Assembly 14. Install O-ring (6) over the poppet assembly.

Push it into the shell fluid port until it has
1. After shell (10, Figure 50-17) has been cleaned
bottomed out against washer (7). Do not twist
and inspected, secure it in place to prevent
the O-ring.
rotation during assembly.
2. Apply 2 liters (64 oz.) of clean type C-4 15. Install O-ring backup (5) over the poppet
hydraulic oil inside the shell to lubricate and assembly. Push it until it bottoms against O-ring
provide a cushion for the bladder. (6).
3. With all gas completely exhausted from bladder 16. Insert spacer (4) with the smaller diameter of the
(9), collapse the bladder and roll it longitudinally shoulder facing the shell.
into a compact roll. To keep the bladder rolled 17. Install locking ring (3) on the poppet assembly
up, insert the gas valve core to prevent air from and tighten it. This will squeeze the O-ring into
entering the bladder. position. Use a wrench on the flats of the port
4. Insert the bladder pull rod through the valve assembly to prevent it from rotating. Tighten the
stem opening and through the shell hydraulic nut to a final torque of 373 Nm (275 ft lb).
port. Attach the bladder pull rod to the bladder
18. Release all of the nitrogen from the bladder.
valve stem.
5. With one hand, pull the bladder pull rod while 19. Install bleed plug (2) and tighten it to 14 Nm (10
feeding the bladder into the shell with the other ft lb).
hand. A slight twisting of the bladder will ease 20. Pour approximately 4 liters (1 gallon) of clean
installation. Type C-4 hydraulic oil into the accumulator
6. Once the bladder valve stem has been pulled through the hydraulic port.
through the valve stem opening in the shell, NOTE: The hydraulic oil added in Step 20 will act as
install the name plate (if used) over the valve a cushion when the accumulator is installed on the
stem and install locknut (13) by hand. truck and precharged with nitrogen.
7. Once locknut (13) is in place, remove the
21. Precharge the accumulator to 690 - 827 kPa
bladder pull rod. Tighten the nut to 76 Nm (56 ft
lb).
8. Grasp hydraulic port assembly (1) at the the accumulator charging procedure.
threaded end and insert the poppet end into the
shell. Lay the assembly inside the shell. 22. After precharging, install a plastic cover over the
hydraulic port to prevent contamination. Do not
9. Fold anti-extrusion ring (8) to enable insertion
use a screw-in type plug.
through the shell opening, then insert the ring
into the shell. Once the anti-extrusion ring has 23. Tighten cap (14) to 19 Nm (14 ft lb).
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).
20 960E-1
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 The front brake assembly weighs approximately
prevent damage to machined surfaces. Match mark 1 460 kg (3,210 lb) The rear brake assembly
individual parts for correct orientation before weighs approximately 1 820 kg (4,000 lb). Ensure
disassembly. that the lifting devices have adequate capacites
for handling the load.
FIGURE 50-21. WET DISC BRAKE ASSEMBLIES

1. Hub Adapter 5. Ring Gear 9. Separator Plates
2. Dowel Pin 6. Inner Gear 10. Piston Assembly
3. Seal Carrier 7. Friction Disc 11. Back Plate
4. Capscrew & Hardened Washer 8. Damper
960E-1 21
Disassembly Front and rear wheel brakes:

NOTE: If a rear wheel brake is to be disassembled, 5. Position the brake assembly on a work surface
start with Steps 1 - 4. If a front wheel brake is to be with the ring gear retainer bars on the bottom as
disassembled, start with Step 5. shown in Figure 50-22.
Remove the brake assembly fron the truck. Refer to 6. Remove capscrews and hardened flat washers
the Disassembly and assembly section Wheels, (1, Figure 50-22) from backplate (3).
spindles and rear axle. 7. Insert a 7/8” - 9NC x 2” pusher bolt in each of
the three tapped holes in the back plate. Tighten
Rear wheel brake only: the bolts evenly to lift the back plate from ring
1. Ring gear retainer bars must be installed to gear (4). Remove and discard O-ring (2).
retain inner gear inside the brake assembly. NOTE: Note the order of the discs and dampers as
2. Remove 12-point capscrews and hardened they are removed from the brake pack.
washers (4, Figure 50-21). 8. Remove damper (5) from the top of the brake
3. Make sure that the hub and other parts are pack. Remove separator plates (6), friction discs
marked to ensure proper orientation during (7), and the remaining damper at the bottom of
reassembly. Lift hub adapter (1) from the brake the brake pack.
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.
FIGURE 50-22. INITIAL DISASSEMBLY

1. Capscrew & Hardened Flat Washer 5. Damper
2. O-Ring 6. Separator Plate
3. Back Plate 7. Friction Disc
4. Ring Gear
22 960E-1
FIGURE 50-23. INNER GEAR INSTALLATION

1. Capscrew & Flat Washer 4. Ring Gear 7. Drain Plug
2. Capscrew & Lockwasher 5. Piston Housing 8. Brake Apply Pressure Ports
3. Retainer Bar 6. Inner Gear 9. Brake Wear Indicator Port
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.
960E-1 23
FIGURE 50-24. PISTON/HOUSING ASSEMBLY REMOVAL
1. Capscrew & Hardened Washer 3. O-Ring

2. Piston Housing 4. Ring Gear
FIGURE 50-25. PISTON REMOVAL
1. Capscrew 5. Piston Housing

2. Spring Guide 6. Seal Assembly
3. Piston Retract Spring 7. Seal Assembly
4. Piston
13. Remove capscrews and hardened washers (1, NOTE: Capscrew (1) threads are coated with Loctite®
Figure 50-24) from piston housing (2). during assembly. A small amount of heat applied to
the piston housing may be required for easier
14. Insert a 7/8” - 9NC x 2” pusher bolt in each of
removal.
the three tapped holes in the piston housing.
Tighten the bolts evenly to lift the housing from 17. Loosen or remove the plugs that are installed in
ring gear (4). Remove and discard O-ring (3). the ports in piston housing (5). Carefully lift
15. Position the piston assembly so that piston piston (4) out of the housing. Remove seal
retract springs (3, Figure 50-25) are on top. assemblies (6) and (7).
16. Remove capscrews (1), spring guides (2), and

piston retract springs (3).
24 960E-1
Cleaning and inspection 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.
If the brake wear indicator test indicates that
internal brake components are worn to the Free Height: . . . . . . . . .88.9 mm (3.50 in.)
maximum allowable limit, all friction discs, Height @ 1 000 N (225 lb) working load:
separator plates and dampers should be replaced
. . . . . . . . . . . . . . . . . . . . .74.60 mm (2.937 in.)
with new parts. Always replace seal assemblies
and O-rings with new parts. Height @ 2 669 N (600 lb) working load:
. . . . . . . . . . . . . . . . . . . . .56.46 mm (2.223 in.)
1. Clean all parts thoroughly before inspection.
2. For the rear brake assembly, remove and 6. Inspect the friction discs for warping, tooth wear,
discard the toric rings from the seal assembly in and excessive friction material wear. Replace
seal carrier (3, Figure 50-21) and back plate ithe friction discs if wear exceeds the minimum
(11). Inspect the oil seal’s polished mating allowable groove depth.
surfaces for scratches and other damage.
Disc thickness including friction material:
Inspect the contact band of the mating faces to
. . . . . . . . . . . . . . 7.7 ± 0.3 mm (0.30 ± 0.01 in.)
determine the amount of wear.
Friction material thickness (new):
A new oil seal will have a contact band . . . . . . . . . . . . . . . . . . . . . . . .1.1 mm (0.04 in.)
(dimension "A", Figure 50-26) approximately
Nominal friction material groove depth:
1.6 mm (0.06 in.) wide. As wear occurs, the
0.63 mm (0.025 in.)
contact band will widen slightly (dimension "B")
and migrate inward until the inside diameter is Minimum allowable friction material groove
reached and the entire seal assembly must be depth:. . . . . . . . . . . . . . . . .0.25 mm (0.010 in.)
replaced. Remaining seal life can be estimated Flatness over friction material (new):
by the width of the contact band. . . . . . . . . . . . . . . . . . . . . . .0.45 mm (0.018 in.)
3. Inspect the piston housing for nicks and
7. Inspect the separator plates for warping and
scratches in the piston seal area. If any nicks or
tooth wear.
scratches cannot be removed by polishing,
replace the piston housing. 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
960E-1 25
Assembly 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
The work area must be clean. Handle all parts (1). Alternately tighten the capscrews to 780
carefully to avoid damage to polished sealing N·m (575 ft lbs).
surfaces.
12. Insert inner gear (6, Figure 50-27) into the
1. Check the bore of piston housing (5, Figure 50- piston/housing assembly. Orient the gear as
25) for nicks, scratches and dirt particles. shown.
Position the housing on a clean work surface
with the bore facing upward. 13. Place retainer bars (3) over the piston housing.
Attach the retainer bars to piston housing (5) by
2. Lubricate the square O-ring portion of piston
using 1” - 8NC x 4 1/2” capscrews and flat
seal assemblies (6) and (7) with type C-4
washers (1) at the ends of the retainer bars.
hydraulic oil and install the seals in the grooves
Insert the spacers, 1/2” - 13NC x 7” capscrews
in piston (4). Make sure that the seal
and lockwashers (2) to retain the inner gear.
assemblies are not twisted.
3. Lubricate the piston groove and outer piston 14. Attach lifting eyes to the piston/housing
seal rings. Install the seal ring portion of piston assembly. Turn over the assembly to place the
seal assemblies (6) and (7) in the grooves over piston housing on the bottom.
the O-ring portions. Use your fingers or a 15. Install the brake pack as follows:
smooth rounded object to push the seal ring into
a. Insert one damper (1, Figure 50-28) into the
the groove.
ring gear and inner gear with the friction
4. Install two equally spaced 1/2” - 13NC x 5” material facing piston (5).
guide studs in the housing at the piston retract
spring mount tapped holes. b. Insert one friction disc (2).
5. Lubricate the piston housing bore. Install lifting c. Install one separator plate (3).
eyes and attach an overhead hoist to piston (4). d. Continue installing the remaining friction
Position the piston over piston housing (5) with discs and separator discs, alternating each
the retract spring cavity holes aligned with the type as installed.
guide studs. Place a spring guide over each
stud to aid in alignment. e. Install remaining damper (1) on top of the last
friction disc with the friction material facing
6. Carefully lower the piston straight into the piston away from the top friction disc.
housing bore until it is seated against the
housing. If necessary, seat the piston by tapping NOTE: The brake pack contains eleven friction discs,
it with a soft mallet. ten separator plates, and two dampers.
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.
26 960E-1
FIGURE 50-27. INNER GEAR INSTALLATION

1. Capscrew & Flat Washer 4. Ring Gear 7. Drain Plug
2. Capscrew & Lockwasher 5. Piston Housing 8. Brake Apply Pressure Ports
3. Retainer Bar 6. Inner Gear 9. Brake Wear Indicator Port
FIGURE 50-28. BRAKE PACK INSTALLATION

1. Damper 3. Separator Plate 5. Piston
2. Friction Disc 4. Piston Housing
960E-1 27
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 FIGURE 50-29. REAR BRAKE HUB INSTALLATION
O-rings (1) into hub adapter (2).
1. O-Rings 4. Shims
20. Install seal assembly (6) in the rear brake and 2. Hub Adapter 5. Oil Seal
hub adapter. Refer to "Floating ring seal 3. Seal Carrier 6. Seal Assembly
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.
28 960E-1
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! When using tri-chloroethane or any solvent,
Floating ring seals should always be installed in avoid prolonged skin contact. Use solvents only
matched pairs; that is, two new rings or two rings in well ventilated areas and use approved
that have previously run together. Never assemble respirators to avoid breathing fumes. Do not use
one new ring and one used ring, or two used rings near open flame, welding operations or other
that have not previously run together. heated surfaces exceeding 482°C (900°F). Do not
ALWAYS USE NEW TORIC RINGS! smoke around solvents.
1. Inspect the seal surfaces and mounting cavities
for rough tool marks or nicks that may damage Both ramps must be dry. Use clean, lint-free cloths
rubber seal rings. Hone them smooth and clean, or lint-free paper towels for wiping.
if required.
NOTE: Oil from adjacent bearing installations or seal
2. Remove any oil, dust, protective coating or
ring face lubrication must not get on the ramp or toric
other foreign matter from the metal seal rings,
until after both seal rings are together in their final
the toric rings, and both the housing and seal
assembled position.
ring ramps. Use tri-chloroethane #111, which is
a non-petroleum based, rapid drying solvent
that leaves no film. Allow the surfaces to dry 3. Install the rubber toric on the seal ring. Make
completely. Use clean, lint-free material such as sure that it is STRAIGHT! Make sure that the
Micro-Wipes # 05310 for cleaning and wiping. 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 5. Seal Ring Housing

2. Rubber Toric 6. Seal Ring Face
3. Housing Retainer Lip 7. Seal Ring Ramp
4. Housing Ramp 8. Seal Ring Retainer Lip
960E-1 29
4. Place the installation tool onto the seal ring with 7. Use a sight gauge to check the variation in the
the toric ring. Lower the rings into a container of seal ring "assembled height" in four places that
tri-chloroethane until all surfaces of the toric ring are 90 degrees apart.
are wet.
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.
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. 8. If small adjustments are necessary, do not
push directly on the seal ring. Make any
6. With all surfaces of the toric ring wet, use the required adjustments with the installation tool.
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.
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.
30 960E-1
9. The toric ring must not slip on the ramps of 10. Wipe the polished metal seal surfaces with
either the seal ring or housing. To prevent clean tri-chloroethane to remove any foreign
slippage, wait at least two minutes to let all the material or fingerprints. No foreign particles of
tri-chloroethane evaporate before further any kind should be on the seal ring faces.
assembly. Once it is correctly in place, the toric Something as small as a paper towel raveling
ring must roll on the ramps only. If correct will hold the seal faces apart and cause
installation is not obvious, repeat Steps 4 - 7. 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.
960E-1 31
10. Ensure that both housings are in correct NOTE: Do not slam, bump or drop the seals together.
alignment and are square and concentric. Move High impact can damage the seal face and cause
the parts slowly and carefully toward each other. leakage.
Ensure seals are

square and concentric.
32 960E-1
Removal and installation of parking 3. To verify that the brake accumulators are
brake depressurized, press the brake lock switch (key
switch ON, engine off) and applying the service
Removal brake pedal. The service brake light should not
NOTE: Whenever possible, parking brake repairs come on.
should be performed when the wheel motor is 4. Close the bleed down valves by rotating them
removed from the truck. If repairs are necessary clockwise.
when the wheel motor is installed, a lifting device 5. If the wheel motor is installed in the rear axle
must be set up inside the rear axle housing to support housing, open the rear axle housing hatch.
the weight of the parking brake assembly when it is Disconnect the parking brake apply supply hose
removed from the wheel motor. 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
The parking brake assembly weighs assembly (3) when it is removed from the wheel
approximately 159 kg (350 lb). Ensure that the motor frame.
lifting device is capable of supporting the weight 7. Disconnect the parking brake supply hose from
of the brake assembly when removed. the parking brake. Plug and cap the hose and
1. Shut down the truck. For the proper shutdown port to help prevent contamination.
procedure, refer to Index and foreword section 8. Slide the parking brake assembly out of wheel
Operating instructions. motor frame (2) and off rotor shaft gear (4). If
2. Open bleed down valves (1, Figure 50-31) and the wheel motor is still installed in the rear axle
(2) to depressurize the brake accumulators. 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)
960E-1 33
FIGURE 50-32. PARKING BRAKE INSTALLATION

1. Wheel Motor Mounting 3. Parking Brake Assembly 6. Capscrew & Hardened
Flange 4. Rotor Shaft Gear Flat Washer
2. Wheel Motor Frame 5. Retainer Plate 7. Capscrew & Lockwasher
34 960E-1
Installation Disassembly and assembly of parking

1. If rotor shaft gear (4, Figure 50-32) was brake
removed, install the gear before installing the
Disassembly
parking brake on the wheel motor:
1. Match mark parking brake housing (3, Figure
a. Thoroughly clean the gear and the shaft.
50-34), piston housing (4), and end cap (5).
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 The following procedure is necessary to properly
shoulder of the rotor shaft. relieve the pressure exerted by the belleville
c. Install retainer plate (5), hardened flat springs on the end cap. Failure to follow this
washer and capscrew (6). Tighten the procedure could result in capscrew failure and
capscrew to 595 - 670 Nm (440 - 495 ft lb). personal injury during disassembly.
2. Install two guide studs in wheel motor frame (2) 2. Loosen 12-point capscrews (10) evenly in 27
to guide parking brake assembly (3) into Nm (20 ft lb) increments. Alternate by selecting
position. Ensure that the mating surfaces are a successive capscrew that is located
clean and free of burrs. approximately 180 degrees from the previously
loosened capscrew.
3. Lift the parking brake into position for
installation. Note the proper orientation Continue loosening capscrews until the spring
depending on whether the parking brake is to be pressure is released and the capscrews and
installed on a left or right wheel motor. (The washers can be removed by hand.
bleeder screw at the top of the parking brake will 3. Remove end cap (5). Lift Belleville washers (7)
be tilted toward the front of the truck.) out of the counterbore of piston (6).
4. Slide the parking brake over the guide studs 4. Lift the piston/housing assembly off the dowels
and rotor shaft gear (4). in housing (3).
5. Install capscrews and lockwashers (7). Tighten 5. Remove springs (1), separator discs (12), and
the capscrews evenly to ensure that the parking friction discs (13).
brake housing is properly seated on the wheel
6. Remove piston (6) from piston housing (4).
motor. Tighten the capscrews to a final torque of
Remove and discard piston seals (8) and (9).
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.
960E-1 35
Cleaning and inspection 8. A load deflection test must now be conducted to

determine whether the Belleville washers will be
1. Clean all parts thoroughly.
reused or discarded. The equipment that is
2. It is recommended the separator discs and needed for this test are as follows:
friction discs be replaced if wear is indicated.
• Universal Testing Machine (UTM) -
3. Check the piston and piston housing bore for
capacity minimum of 18 144 kgf (40,000 lbf) in
scratches, nicks, pitting and other defects that compression
may cause seal leakage. Slight defects may be
repaired by polishing. • Machined flat plate
4. Inspect dowel pins (2, Figure 50-34). If the • Height stand and depth indicator with minimum
dowel pins are grooved from excessive wear or range of 25 mm (1 in.)
otherwise damaged, press the dowel pins out of a. Place the Belleville washer on a clean, flat
parking brake housing (3). and leveled testing machine bed.
5. Check the free height of compression springs
b. Put the machined flat plate on top of the
(1) and test for height under load. Replace the
Belleville washer. Make sure that the plate
springs if they are not within approximately 10%
will not slip from the Belleville washer when
of specification.
force is applied.
Free Height: . . . . . . . . . . . . . . . 11.58 mm (0.456 in.)
c. Adjust the height stand so that the depth
Height @ 162 N (36.4 lb): . . . . . 8.89 mm (0.350 in.) indicator is at zero.
6. Inspect Belleville washers (7) for cracks and
d. Gradually apply force. Follow all necessary
damage. Replace any springs that are damaged
safety precautions for operating the UTM.
or significantly worn.
The Belleville washer will start deflecting due
7. Measure the unsprung total height (cone height to compression as shown in the example in
+ material thickness) of Belleville washers (7). It Figure 50-33.
must be greater than or equal to 21.16 mm
(0.833 in.). Discard any Belleville washers that e. Note the depth indicator as it moves from
do not meet this specification. 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
36 960E-1
g. Average the three recorded force values i. If any of the average force values are below
from Step f for a respective deflection the minimum specified values, the Belleville
percentage. washer will not be of sufficient strength to
cause the piston to compress and hold the
h. Compare the average force values with the
disc pack. Discard the Belleville washer and
"Minimum" values in Table 1. If all of the
replace it with a new one during assembly.
average force values are above or equal to
the minimum specified values, the Belleville
washer is acceptable for use in the parking
brake assembly.
Table 1: BELLEVILLE WASHER DEFLECTION SPECIFICATIONS

Load
Percentage Deflection
Average Minimum
10% 0.94 mm (0.037 in.) 2 285 kgf (5,038 lbf) 1 828 kgf (4,030 lbf)
960E-1 37
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. The following procedure is necessary to properly
2. Install one separator disc (12) over the dowel compress the belleville washers. Failure to follow
pins. Insert one compression spring (1) over the this procedure could result in capscrew failure
dowel pins. Insert one friction disc (13). and personal injury during assembly.
3. Install second compression spring (1) over the 9. Select three capscrews 120 degrees apart and
dowel pins. Install one separator disc (12) over mark them.
the dowel pins. Insert second friction disc (13). a. Tighten the marked capscrews to 41 Nm (30
Install remaining separator disc (12) over the ft lb). Snug the remaining capscrews.
dowel pins.
b. Retighten the marked capscrews until the
NOTE: The internal teeth of the two friction discs gap between the end cap and piston housing
must be aligned and must be concentric with the pilot is equalized. Snug the remaining capscrews.
diameter machined on the rear of the housing to
enable the completed assembly to be installed c. Retighten the marked capscrews in 27 Nm
properly. If available, a mating gear as installed on the (20 ft lb) increments until they are fully
wheel motor rotor shaft should be used to simplify tightened to 122 Nm (90 ft lb).
alignment. d. Tighten the remaining capscrews to 122 Nm
4. Assemble piston seal assemblies (8) and (9) on (90 ft lb).
the piston. 10. Install bleeder valve (17). Install a fitting in one of
a. Install the O-ring seal in the bottom of each the oil supply ports and attach a hydraulic power
groove. Make sure that the O-rings are not source. Install an O-ring plug in the remaining
twisted. port.
b. If available, use an expander to expand the 11. Slowly apply pressure and open the bleeder
outside diameter of each seal enough to valve to bleed air from the piston cavity. Close
allow it to slide onto the piston. the bleeder valve. Apply 2 068 kPa (300 psi) of
hydraulic pressure and hold it for one minute.
If an expander tool is not available, the seals
may be heated to a maximum of 204 °C (400 12. Check for oil leakage. If leakage occurs, the
°F). This will allow ring to be manually expanded parking brake assembly must be disassembled
until it will fit over piston. and repaired.
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.
38 960E-1
FIGURE 50-34. PARKING BRAKE ASSEMBLY

1. Compression Spring 7. Belleville Washers 13. Friction Disc
2. Dowel Pin 8. Piston Seal Assembly 14. Gear (Armature)
3. Parking Brake Housing 9. Piston Seal Assembly 15. Plug
4. Piston Housing 10. Capscrew 16. Oil Supply Port
5. End Cap 11. Hardened Washer 17. Bleeder Valve
6. Piston 12. Separator Disc 18. Piston Position Holes
960E-1 39
960E-1 Dump truck

40 960E-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
960E-1 1
NOTES
2 960E-1
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.
1. Turn the key switch OFF and allow 90 seconds
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 FIGURE 50-2. STEERING CONTROL UNIT HOSES
surrounding area to help avoid contaminating 1. Brake Valve 5. "T" Port Hose
the hydraulic oil when any lines are opened. 2. Steering Control Unit 6. "P" Port Hose
3. "LS" Port Hose 7. "R" Port Hose
4. "L" Port Hose
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".
FIGURE 50-1. STEERING CONTROL UNIT

1. Steering Wheel 7. Steering Control Unit
2. Button Horn 8. Bracket L.H.
3. Steering Column 9. Bracket R.H.
4. Capscrew 10. Capscrew
5. Flat Washer 11. Lockwasher
6. Lockwasher
960E-1 3
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 Serious personal injury to the operator or to
position and align it with the steering column anyone positioned near the front wheels may
shaft splines. Secure the steering control unit in occur if a truck is operated with the hydraulic
place using four mounting capscrews (10), flat steering lines improperly installed. Improperly
washers and lockwashers. installed lines can result in uncontrolled steering
3. Check for proper steering wheel rotation. and/or sudden and rapid rotation of the steering
Ensure that the steering wheel does not bind wheel as soon as the steering wheel is moved. It
and returns to the centered position after will turn rapidly and cannot be stopped manually.
rotating it 1/4 turn to the left and right. If
necessary, adjust the steering control unit and/ After servicing the steering control unit, check
or steering column to realign the steering the hydraulic steering lines for correct hook-up
column and the steering control unit. before starting the engine.
4. Tighten all capscrews to the standard torque.
Unplug and attach the hydraulic lines to their 5. Start the engine and check for proper steering
proper ports on the steering control unit. Refer function and any leaks.
to Figure 50-3.
6. Install the access cover on the front of the
operator cab.
FIGURE 50-3. VALVE PORT IDENTIFICATION

1. Steering Control Unit "L" - Left Steering
"T" - Return to Tank "R" - Right Steering
"P" - Supply from Pump "LS" - Load Sensing
4 960E-1
Disassembly and assembly of steering 4. Remove end cover (4, Figure 50-5) and O-ring
control unit (2).
5. Remove the outer gear of gear wheel set (1)
Disassembly
and the O-ring between the gear set and the
NOTE: The steering control unit is a precision unit distribution plate.
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.
FIGURE 50-5. END COVER REMOVAL

1. Gear Wheel Set
2. O-Ring
FIGURE 50-4. MARKING VALVE COMPONENTS

1. Valve Assembly 3. Capscrew With
2. Match Marks Rolled Pin
4. End Cover
960E-1 5
FIGURE 50-6. STEERING CONTROL UNIT
1. Dust Seal 7. Bearing Assembly 13. Tube 19. End Cover

2. Housing & Spools 8. Ring 14. O- ring 20. Washers
3. Ball 9. Cross Pin 15. Distribution Plate 21. Rolled Pin
4. Threaded Bushing 10. Neutral Position Springs 16. Gear Wheel Set 22. Capscrew With Pin
5. O-ring 11. Cardan Shaft 17. O-ring 23. Capscrews
6. Kin Ring 12. Spacer 18. O-ring
6 960E-1
6. Lift the inner gear off cardan shaft (11, Figure Assembly
50-6). 1. Clean all parts carefully with fresh cleaning
7. Remove cardan shaft (11), distribution plate solvent.
(15) and O-ring (14). 2. Inspect all parts carefully and make any
8. Remove threaded bushing (4) and ball (3). replacements necessary.
9. With the valve housing positioned with the spool NOTE: All O-rings, seals and neutral position springs
and sleeve vertical, carefully lift the spool should be replaced. Before reassembly, thoroughly
assembly out of the housing bore. 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
If housing is not vertical when spool and sleeve slots), there are three slots in the spool and three
are removed, pin (9) may slip out of position and holes in the sleeve. These must be opposite each
trap spools inside housing bore. other upon assembly so that the holes are partly
10. Remove O-ring (5), kin ring (6) and bearing visible through the slots in the spool. Refer to Figure
assembly (7). 50-8.
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.
FIGURE 50-8. SPOOL AND SLEEVE ASSEMBLY

1. Slots 3. Spool
2. Hole 4. Sleeve
FIGURE 50-7. DUST SEAL REMOVAL

1. Screwdriver 3. Housing
2. Dust Seal
960E-1 7
FIGURE 50-9. NEUTRAL POSITION SPRING INSTALLATION
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 FIGURE 50-10. BEARING INSTALLATION
the housing. 1. Sleeve 5. Thrust Bearing
10. Position O-ring (5) and kin ring (6) on the spool. 2. Cross Pin 6. Bearing Race
3. Ring 7. Neutral Position
4. Bearing Race (with Springs
chamfer)
8 960E-1
11. Position the steering control unit so that housing 16. Position the inner gear wheel onto the cardan
(1, Figure 50-11) is horizontal. Slowly guide shaft. It may be necessary to rotate the gear
lubricated spool assembly (2) with fitted parts slightly to find the matching splines on the
into the bore using light turning movements. 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-
FIGURE 50-11. SPOOL INSTALLATION cross pattern.
1. Housing
2. Spool Assembly
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 FIGURE 50-12. CHECK BALL INSTALLATION
the slot in the cardan shaft aligned with cross
pin (9). 1. Hole 3. O-ring
2. Check Ball 4. Housing
960E-1 9
Removal and installation of steering

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). FIGURE 50-13. STEERING COLUMN
8. Remove four capscrews (4) with flat washers (5) 1. Steering Wheel 9. Bracket - R.H.
and lockwashers (6). Access these capscrews 2. Button Horn 10. Capscrew
from the front of the cab through the access 3. Steering Column 11. Lockwasher
opening. 4. Capscrew 12. Capscrew
9. Lift the steering column from the instrument 5. Flat Washer 13. Nut
panel. 6. Lockwasher 14. Trim Cover
7. Steering Control Unit 15. Access Cover
Inspection 8. Bracket - L.H.
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.
10 960E-1
Installation 5. Lubricate the male splines on the end of the

steering column shaft.
1. Insert capscrew (10, Figure 50-13) with
lockwashers (11) and flat washers (5) through NOTE: There is no lower end bearing in this steering
brackets (8) and (9), then through the steering column assembly. Therefore, the male end of the
column flange. Add second flat washer (5) and shaft will have to be guided into the mating female
nut (13) to each capscrew to hold the parts part of the steering control unit.
together. Tighten the nuts securely. 6. Without removing capscrews (10) from the
2. Slide the entire assembly down the tapered holes, move steering control unit (7) into place
blocks until brackets (8) and (9) contact the and start each of the capscrews.
mounting surface in the cab. Install capscrews 7. Tighten four capscrews (10) to the standard
(4) and (12) with flat washers (5) and torque.
lockwashers (6). Tighten capscrews (4) only.
8. Ensure that the steering wheel turns properly
3. Inspect brackets (8) and (9) to see whether they without binding and that the steering wheel
contact the mounting surface evenly and are flat returns to its centered position after rotating 1/4
and inline with the surface. If they are, tighten turn to the left and to the right.
capscrews (12). If brackets are not quite
9. If disconnected, reconnect the hoses to the
parallel, install flat washers as needed between
steering control unit.
the brackets and mounting surface to eliminate
any gaps. Tighten capscrews (12) to the 10. Connect the steering column wire harness to the
standard torque. harness in the cab.
4. After capscrews (4) and (12) are tightened to 11. Install access cover (15) and trim cover (14).
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.
960E-1 11
Removal and installation of steering Installation

wheel 1. Place steering wheel (1, Figure 50-14) into posi-
tion on the steering column shaft while guiding
Removal
horn wire (3) through the access hole in the
1. Park the truck on a hard, level surface. Apply steering wheel. Align the marks on the steering
the parking brake and turn the key switch to wheel and the shaft that were made during dis-
OFF. Chock the wheels. assembly. Align the serrations and push the
2. Turn off the battery disconnect switch to remove steering wheel onto the shaft.
battery power from the horn circuit. 2. Install nut (2). Tighten the nut to 81 ± 7 Nm (60
3. Use a pocket screwdriver to pry horn button (4, ± 5 ft lb).
Figure 50-14) from steering wheel (1). 3. Connect horn wire (3) to horn button (4).
4. Disconnect horn wire (3) and set the horn button 4. Install the horn button onto the steering wheel.
aside. Turn on the battery disconnect switch and verify
5. Remove nut (2). that the horn functions properly.
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.
FIGURE 50-14. STEERING WHEEL RETAINER NUT
1. Steering Wheel 3. Horn Wire

2. Nut 4. Horn Button
12 960E-1
Removal and installation of bleed down

manifold
Removal
Do not loosen or disconnect any hydraulic line or

component connection until engine is stopped
and the key switch has been off for at least 90
seconds. Hydraulic fluid 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.
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, 1. Accumulator Bleed Down Valve
remove the inoperative component and replace it. (Rear Brake)
(Front Brake)
2. Open accumulator bleed down valves (1, Figure
50-15) and (3) on the brake manifold to Installation
depressurize the brake accumulators. 1. Position bleed down manifold (6, Figure 50-16)
3. To verify that the brake accumulators are on the truck. Install and tighten the mountng
depressurized, press the brake lock switch (key capscrews to the standard torque.
switch ON, engine off) and apply the service 2. Unplug the hydraulic lines. Install new O-rings
brake pedal. The service brake status light at the flange fittings and attach the hoses to the
should not come on. proper ports (See Figure 50-17). Tighten the
4. Close the bleed down valves by rotating them connections securely.
clockwise. 3. Attach the electrical leads to the (6, Figure 50-
5. Remove the protective cover from bleed down 17) and (15), and pressure switch (7). If the
manifold (6, Figure 50-16). check valves or relief valves were removed,
6. Disconnect the wires from solenoids (6, Figure install new O-ring seals before installing them in
50-17) and (15), and pressure switch (7). the bleed down manifold.
7. Disconnect, identify and plug each hydraulic line 4. Start the engine. Check the steering system and
from the bleed down manifold. 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
The steering pump weighs approximately 170 kg relief valves. Replace them as a unit. The check
(375 lbs). Use a suitable lifting device that has valves are also replaced only as units.
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.
960E-1 13

FIGURE 50-16. STEERING SYSTEM
1. To Hoist Valve, Power Up
COMPONENTS 2. To Hoist Valve, Power Down
1. Cover 3. Spare Pressure Port
2. Front Steering Accumulator 4. Test Port
3. Rear Steering Accumulator 5. To Brake System
4. Mounting Clamp 6. Steering Accumulator Bleeddown Solenoid
5. Flow Amplifier 7. Steering System Pressure Switch
6. Bleeddown Manifold 8. Supply To Flow Amp
9. Return From Flow Amp
7. Mounting Bracket
10. To Front Steering Accumulator
8. Oil Line 11. To Rear Steering Accumulator
9. Charging Valve 12. Relief Valve, 4100 kPa (600 psi)
10. Nitrogen Precharge Pressure Switch 13. Relief Valve, 27,500 kPa (4000 psi)
11. Check Valve 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
20. Feedback Pressure to Unloader valve
21. Supply From Pump
22. Test Port (TP3)
23. Check Valve
24. Quick Disconnect Port (Supply)
25. Quick Disconnect Port (Return)
14 960E-1
Removal and installation of flow amplifier Disassembly and assembly of flow

amplifier
Removal
Disassembly
NOTE: The flow amplifier valve is a precision unit
manufactured to close tolerances. Therefore,
complete cleanliness is essential when handling the
Do not loosen or disconnect any hydraulic line or valve. Work in a clean area and use lint free wiping
component connection until engine is stopped materials or dry compressed air. Use a wire brush to
and the key switch has been off for at least 90 remove foreign material and debris from around the
seconds. Hydraulic fluid escaping under exterior of the valve before disassembly. Clean
pressure can have sufficient force to enter a solvent and type C-4 hydraulic oil should be used to
person's body by penetrating the skin and cause ensure cleanliness and initial lubrication.
serious injury and possibly death if proper
1. Remove counterpressure valve plug (38, Figure
medical treatment by a physician familiar with
50-18) and O-ring (4). Remove counterpressure
this type of injury is not received immediately.
valve (39).
1. Turn the key switch OFF and allow 90 seconds 2. Remove relief valve plug (20) and seal (5). Use
for the steering accumulators to depressurize an 8 mm hex allen head wrench to remove relief
completely. Turn the steering wheel to ensure valve assembly (19). Remove steel seal (6).
3. Use a 13 mm hex head allen wrench to remove
2. Disconnect, identify and plug each hydraulic line screw (11) and lockwasher (12) from end cover
from flow amplifier (5, Figure 50-16). (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
The flow amplifier weighs approximately 29 kg
(29). Remove O-rings (1) and (2) from end
(64 lb). Assistance from others and use of proper
cover (15).
lifting techniques is strongly recommended to
prevent personal injury. 5. Remove spring control (24) and main spool
(37). Remove priority valve spool (41). Remove
3. Support the flow amplifier so it does not fall.
spring control (24), springs (28) and (29), and
Remove the mounting capscrews and the flow
spring stop (23) from housing (40).
amplifier. The weight of the flow amplifier is 29
kg (64 lb). 6. Remove amplifier spool assembly (25) and set it
aside for further disassembly, if required.
4. Move the flow amplifier to a clean work area for
disassembly. 7. Remove shock and suction valve (21) and set it
Installation 8. Use a 13 mm hex head allen wrench to remove
screw (11) and lockwasher (12) from end cover
1. Support the flow amplifier and move it into
(16). Use a 13 mm hex head allen wrench to
position.
remove screws (13) and lockwashers (14).
2. Install the mounting capscrews and tighten Remove end cover (16).
them to the standard torque.
9. Remove O-rings (1), (2) and (3). Remove spring
3. Unplug the hydraulic lines. Install new O-rings
(17).
on the flange fittings and connect the hydraulic
10. Remove shock and suction valve (42) and set it
lines at their proper locations. Tighten the
fittings securely.
11. Remove orifice screw (27), orifice screw (33),
and check valve (34).
960E-1 15
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*
* Serviced as a complete assembly

** Not serviced separately
L060124
FIGURE 50-18. FLOW AMPLIFIER COMPONENTS
16 960E-1
NOTE: The flow amplifier valve is equipped with two Assembly

identical shock and suction valves (21, Figure 50-18) 1. Use clean type C-4 hydraulic oil to thoroughly
and (42) which are only serviced as complete valve lubricate each internal part before installation.
assemblies. Only O-rings (7) and (8) are replaceable.
Check valve (34) and counterpressure valve (39) are 2. Reassemble the amplifier spool assembly in
also serviced only as assemblies. reverse order.
3. Install orifice screw (27, Figure 50-18) finger-
NOTE: Disassembly of the amplifier spool assembly tight.
is only necessary if O-ring (2, Figure 50-19), spring
(9) or orifice plug (11) requires replacement. 4. Install check valve (34). Tighten the check valve
Otherwise, replace the amplifier spool assembly as a to 1 Nm (8 in lb).
complete unit. Refer to Steps 12 and 13. 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
FIGURE 50-19. AMPLIFIER SPOOL ASSEMBLY spring (17).
11. Install spring control (24), springs (28) and (29),
1. Check Valve 7. Retaining Ring
and spring stop (23).
2. O-Ring 8. Inner Spool
3. Spool 9. Spring 12. Lubricate O-rings (1), (2) and (3) with molycote
4. Pin 10. Plug grease and install them on end covers (15) and
5. Pin 11. Orifice Screw (16). Install end covers (15) and (16),
6. Retaining Ring capscrews (13) and lockwashers (44). Tighten
the capscrews to 3 Nm (26 in lb). Install screws
(11) and lockwashers (12). Tighten the screws
12. Remove retaining ring (7, Figure 50-19), remove to 8 Nm (71 in lb).
pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and 13. To prevent contamination, fit plastic plugs to
remove inner spool (8). each open valve port.
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.
960E-1 17
Removal and installation of steering Bearing replacement

cylinders and tie rod 1. Use snap ring pliers to remove bearing seals (8)
NOTE: The steering cylinders and tie rod mounting or (17).
arrangements are similar. The same removal and 2. Press spherical bearing (7) or (16) out of the
installation procedures are applicable to both bore in the steering cylinder or tie rod end.
components. 3. Press the new bearing into the bore.
Removal 4. Use snap ring pliers to install the bearing seals.
completely. Turn the steering wheel to ensure Installation
that no oil remains under pressure. NOTE: Use the sleeve alignment tool included in the
2. Block the front and back of the rear wheels. tool group to hold the bearing spacers and the
3. Disconnect the hydraulic and lubrication lines at spherical bearings in position when the pins are
the steering cylinders. Plug all line connections inserted during assembly.
and cylinder ports to prevent contamination of 1. Align the bearing bore of steering cylinder (2) or
the hydraulic system. tie rod end (4) with the pin bores in the spindle
4. Remove capscrews (12, Figure 50-20), or frame. Insert bearing spacers (11).
hardened washers (13) and retainers (14) from NOTE: The tie rod must be installed with the
both ends of tie rod assembly (1) and steering clamping bolts toward the rear of the truck. The
cylinders (2). steering cylinders must be installed with the hydraulic
5. Remove pins (9) from each end of the tie rod line ports facing up.
assembly and steering cylinders. Move the tie 2. Install pins (9), retainers (14), hardened
rod assembly and steering cylinders to a clean washers (13), capscrews (12) and the bearing
work area. 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
Bearing spacers (11) are secured by the pin. Take proper operation.
measures to prevent the spacers from falling 4. Perform the toe-in adjustment. Refer to Testing
during removal of the pin. Damage to the spacers and adjusting section Steering, brake and
and/or personal injury may result. hoist hydraulic system for the procedure.
18 960E-1
FIGURE 50-20. STEERING CYLINDER AND TIE ROD INSTALLATION

1. Tie Rod Assembly 7. Spherical Bearing 13. Hardened Washer
2. Steering Cylinder 8. Bearing Seal 14. Retainer
3. Steering Arm 9. Pin 15. Sleeve
4. Tie Rod End 10. Sleeve 16. Spherical Bearing
5. Capscrew 11. Spacer 17. Bearing Seal
6. Locknut 12. Capscrew
960E-1 19
Disassembly and assembly of steering

cylinders
Disassembly 3. Pull rod (10) free of gland (8). Remove O-ring
(6) and backup ring (7). Remove snap ring (11)
1. Remove capscrews (9, Figure 50-21) and the and dust seal (12). Remove packing (13), ring
flat washers. Pull rod (10) and gland (8) out of (14) and bushing (15).
cylinder housing (1).
4. Inspect the cylinder housing, gland, piston and
2. Remove screw (2) and unscrew piston (3) from rod for signs of pitting, scoring and excessive
the rod. Remove wear ring (4), piston ring (5), wear. Clean all parts with fresh cleaning solvent.
O-ring (16) and backup ring (17) from the
piston.
FIGURE 50-21. STEERING CYLINDER ASSEMBLY
1. Housing 6. O-Ring 11. Snap Ring 16. O-Ring

2. Screw 7. Backup Ring 12. Dust Seal 17. Backup Ring
3. Piston 8. Gland 13. Packing
4. Wear Ring 9. Capscrews 14. Ring
5. Piston Ring 10. Rod 15. Bushing
20 960E-1
Assembly Removal and installation of

NOTE: Lubricate the O-rings with clean Type C-4 steering/brake pump
hydraulic oil before installation.
Removal
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 lines. Tighten all connections before applying
(122 - 140 °F) water for 3 to 4 minutes. Install pressure.
the backup rings immediately after removing
them from the water, applying pressure evenly Hydraulic oil escaping under pressure can have
around the backup rings. sufficient force to enter a person's body by
4. Slowly push rod (10) through the top of the penetrating the skin and cause serious injury and
gland. Be careful not to damage the dust seal possibly death if proper medical treatment by a
and packing. physician familiar with this injury is not received
5. Apply Loctite No. 262 to the threads of piston immediately.
(3) and screw it onto the rod. Tighten the piston 1. Turn the key switch OFF and allow 90 seconds
to 294 ± 30 Nm (217 ± 22 ft lb). for the steering accumulators to depressurize
6. Apply Loctite No. 262 to the threads of screw completely. Turn the steering wheel to ensure
(2). Tighten the screw to 59 - 74 Nm (44 - 55 ft that no oil remains under pressure.
lb).
2. Drain the hydraulic tank by using the drain
7. Coat the piston and the rod with clean Type C-4 located on the bottom side of the tank.
hydraulic oil and carefully install the rod and
gland assembly into housing (1). Ensure that NOTE: Be prepared to contain approximately 947
backup ring (7) and O-ring (6) are not damaged liters (250 gallons) of hydraulic oil. If the oil is to be
during installation. reused, clean containers must be used with a 3
8. Install capscrews (9) with flat washers. Tighten micron filtering system available for refill.
the capscrews evenly to 343 ± 34 Nm (253 ± 25 NOTE: As an alternative to draining the hydraulic oil,
ft lb). a vacuum can be placed on the hydraulic tank to hold
9. After steering cylinder is assembled, perform the oil in the tank while checking the strainers.
the following tests to verify that performance is
within acceptable limits:
3. Clean the steering pump and surrounding area
a. Piston leakage must not exceed 2.5 cm3/min. carefully to help avoid contamination of
(0.15 in3/min.) at 20 700 kPa (3,000 psi), port hydraulic oil when lines are opened.
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).
960E-1 21
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
FIGURE 50-22. STEERING PUMP REMOVAL outlet lines. Install the lines to the steering pump
1. Hoist Pump Outlet 4. Pump Mounting with new O-rings. Tighten the capscrews
Hoses Capscrews securely. Do not connect the steering pump
2. Pump Mount 5. Steering/Brake Pump drain hose to the steering pump at this time (see
Capscrews 6. Pump Mount Bracket Step 7).
3. Hoist Pump 7. Outlet To Filter 7. Remove the case drain fitting from the top of the
pump housing. Add clean C-4 hydraulic oil to
4. Disconnect the suction line and outlet to filter (7, the pump through the opening until the steering
Figure 50-22) at steering/brake pump (5). pump housing is full. This may require 2 to 3
Disconnect and cap the pump case drain line liters (2 to 3 qt.) of oil.
from the fitting at the top of the pump housing. 8. Uncap the case drain line. Connect the line to
Plug all lines to prevent oil contamination. the steering pump fitting and tighten it.
9. Replace the hydraulic filter elements.
The steering pump weighs approximately 113 kg

(250 lbs). Use a suitable lifting device that has Use only Komatsu filter elements, or elements
sufficient capacity to handle the load safely. that meet the Komatsu hydraulic filtration
5. Support the steering pump and the rear section specification of Beta 12 = 200.
of the hoist pump. Remove the capscrews and 10. With the body down and the engine stopped, fill
pump mount bracket (6). Remove four pump the hydraulic tank with clean C-4 hydraulic oil to
mounting capscrews (4). the upper sight glass level.
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.
22 960E-1
11. With suction line shutoff valve open, loosen the 14. Move the hoist control lever to the FLOAT
suction (inlet) hose capscrews at the pump to position.
bleed any trapped air. Retighten the capscrews 15. Start the truck engine and operate at low idle for
to the standard torque. two minutes.
If trapped air is not bled from steering pump,

Do not allow the engine to run with the
possible pump damage and no output may result.
accumulator bleed down valves in open for
12. If required, top off the oil in the hydraulic tank to longer than two minutes. Excessive hydraulic
the level of the upper sight glass. system heating will occur.
13. Open accumulator bleed down valves (1, Figure
50-23) and (3) completely to allow the steering Do not start any hydraulic pump for the first time
pump to start under a reduced load. 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)
960E-1 23
Disassembly and assembly of NOTE: Stroke adjuster assembly (items 12, 13, 14,
steering/brake pump 15 and 16, Figure 50-24) must be removed before
further disassembly of the control piston.
Disassembly 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).
When disassembling or assembling the pump, 10. Remove bias control spring (1, Figure 50-25).
choose a work area where no traces of dust, sand
or other abrasive particles which could damage Valve plate group
the unit are in the air. Do not work near welding, NOTE: Valve plate (11, Figure 50-26) is a slight press
sand blasting, grinding benches, etc. Place all fit in the pump housing.
parts on a clean surface. To clean parts which
11. Support valve plate (11) from an overhead hoist
have been disassembled, it is important that
using the lifting lug holes that are provided.
clean solvents are used. All tools and gauges
Remove four capscrews (8) from the valve
should be clean before working with these units
plate.
and new, clean, threadless rags should be used
to handle and dry parts. 12. Remove the valve plate from the pump housing
by tapping it away from the housing with a
1. Drain off excess hydraulic oil from the pump mallet until the valve plate pilot diameter is
inlet and discharge ports. It may be necessary disengaged from the case by 6 mm (0.25 in).
to loosen four valve plate capscrews (8, Figure
13. With the weight of the valve plate still
50-26) in order to pull back on the valve plate
suspended from the overhead hoist, slide te
and allow oil to seep out of the case.
valve plate back until it disengages from the
2. Thoroughly clean and dry the outside surface of driveshaft. Set the valve plate aside. Be careful
the pump housing. not to damage the wear face of the valve plate.
NOTE: Depending upon what part or parts are to be 14. To further disassemble the control piston
inspected, it may not be necessary to completely assembly, move control piston (11, Figure 50-
disassemble all components. 25) into sleeve (4) until stop pin (8) contacts the
sleeve. Use a large mallet to drive the piston
Control piston group and sleeve assembly outward from the valve
3. Remove two large plugs (24, Figure 50-24) from plate.
both sides of the pump. 15. When backup ring (5) and O-rings (6) and (7)
4. Control piston (11, Figure 50-25) must be in the are clear of the valve plate, re-extend the
“neutral” position. Control link pin (16) should be control piston. While tipping the assembly
centered in the plug opening. enough to clear the hole, pull the assembly from
5. Use snap ring pliers to remove retaining rings the valve plate.
(14) from both sides of the pin. Remove control 16. Remove pin (18) from the control piston by
link washers (15). pressing or tapping it out through the hole on
6. For handling purposes, insert a 1/4” - 20 UNC the opposite side. Stop pin (8) can be removed
capscrew into the threaded end of control link and control piston (11) can be slipped out of
pin (16). sleeve (4).
17. Remove screws (12, Figure 50-27) and
7. Use a brass rod and hammer to tap on the end
compensator block (10).
opposite the capscrew to remove control link pin
(16). 18. Remove capscrews (7, Figure 50-26) and cover
plate (9).
24 960E-1
FIGURE 50-24. PUMP FRONT HOUSING

1. Driveshaft 8. Name Plate 15. Gland 22. Seal Retainer
2. Bearing 9. Plug 16. Jam Nut 23. Elbow Fitting
3. Retaining Ring 10. O-ring 17. Pin 24. Plug
4. Retaining Ring 11. Plate 18. O-ring 25. O-ring
5. Lifting Eyes 12. O-ring 19. Pin 26. Shaft Seal
6. Name Plate 13. Stem 20. O-ring
7. Drive Screw 14. O-ring 21. Housing
960E-1 25
FIGURE 50-25. PUMP ROTATING GROUP

1. Bias Control Spring 8. Stop Pin 15. Washer 22. Roll Pin
2. Seal 9. Backup Ring 16. Pin 23. Roll Pin
3. Piston Ring 10. Cylinder Barrel 17. Control Link 24. Saddle Bearing
4. Sleeve 11. Control Piston 18. Pin 25. Swashblock
5. Backup Ring 12. Fulcrum Ball 19. Dowel Pin 26. Cylinder Bearing
6. O-ring 13. Piston Shoe Assembly 20. Saddle 27. Retainer
7. O-ring 14. Retaining Ring 21. O-ring 28. Retainer Spring
26 960E-1
Rotating group 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
The rotating group weighs approximately 14 kg housing. Use a mallet to tap saddle (20, Figure
(30 lb). Be careful not to damage the cylinder 50-25) out from the inside of the pump housing.
wear face or cylinder wear plate face, bearing Saddle bearings (24) can then be easily
diameters or piston shoes. Assistance from removed. O-ring (21) may also be removed at
others and use of proper lifting techniques is this time.
strongly recommended to prevent personal injury
as well.
19. To remove the rotating group, firmly grasp Inspection
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 Always wear safety goggles when using solvents
between piston shoe assemblies (13) and the or compressed air. Failure to wear safety goggles
wear face of swashblock (25). could result in serious personal injury.
20. Slide the rotating group off the driveshaft and 1. Clean all parts thoroughly.
out of the pump housing. Place it on a clean,
2. Replace all seals and O-rings with new parts.
protective surface with the piston shoes facing
upward. 3. Check all locating pins for damage and all
springs for cracking and signs of fatigue.
21. Mark each piston, its cylinder bore and location
in shoe retainer for ease of inspection and Control piston group
assembly.
4. Control piston (11, Figure 50-25) must slide
22. Piston/shoe assemblies can be removed
smoothly in sleeve (4).
individually or as a group by pulling upward on
5. The linkage to the cradle should operate
shoe retainer (27).
smoothly but not loosely (with slop). Check the
23. Remove fulcrum ball (12). piston and bore in the sleeve for signs of
24. If retainer springs (28) are removed, mark which scratching and galling. Polish with a fine emery,
spring came from which bore. Each spring must if needed.
be returned to its particular bore upon assembly.
25. Remove two pins (17, Figure 50-24) and pull Valve plate group
cylinder bearing (26, Figure 50-25) straight out 6. Closely examine the mating faces of valve plate
of the pump housing. (11, Figure 50-26) and cylinder barrel (10,
Figure 50-25) for flatness, scratches and
Swashblock group grooves. If the faces are not flat and smooth, the
26. Remove two pins (19, Figure 50-24). Tilt the cylinder side will “lift off” from the alve plate,
bottom of swashblock (25, Figure 50-25) resulting in delivery loss and damage to the
outward and remove the swashblock from the pump. Replace if necessary.
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.
960E-1 27
Rotating group A good piston shoe fit will have no end play,
but the shoe may rotate and pivot on the
7. Check all piston shoe assemblies (13, Figure
piston ball. Inspect each shoe face for nicks
50-25) for smooth action in their bores.
and scratches.
8. Check the piston walls and bores for scratches
b. Measure the shoe thickness between
or other signs of excessive wear. (The pistons
retainer (27) and the cradle. All shoes must
should not have more than a few thousandths of
have equal thickness within 0.003 mm
an inch of clearance). Replace if necessary.
(0.0001 in.). If even one piston shoe
9. The piston shoes must pivot smoothly, but the assembly (13) is out of specification, all
end play must not exceed 0.076 mm (0.003 in.). piston shoe assemblies must be replaced.
To check the end play:
c. Inspect cylinder bearing (26) and the
a. Place the square end of the piston on a matching cylinder barrel bearing mating
bench and hold it down firmly. Pull on the end
surface for galling, pitting and roughness.
of the shoe with your other hand and note the
Replace if necessary.
end play.
FIGURE 50-26. PUMP, REAR HOUSING
1. Capscrew 6. O-ring 11. Valve Plate

2. O-ring 7. Capscrew 12. Gasket
3. Plug 8. Capscrew 13. Bearing
4. Cap 9. Cover Plate
5. Backup Ring 10. O-ring
28 960E-1
Swashblock group 11. For saddle bearing (24), compare the thickness
in the wear area to the thickness in a non-wear
10. Inspect swashblock (25, Figure 50-25) for
area. Replace the saddle bearings if the
scratches, grooves, cracks and uneven surface.
difference is greater than 0.102 mm (0.004 in.).
Replace if necessary.
12. Check the mating surface of the swashblock for
NOTE: The wear face is coated with a gray colored,
cracks and excessive wear. Replace if
epoxy-based, dry film lubricant for break-in purposes.
necessary.
Scratching or wearing of this coating is not
detrimental as long as the metal surface underneath 13. Swashblock movement in the saddle and saddle
the coating is not scored or “picked-up”. bearing must be smooth.
FIGURE 50-27. UNLOADER & COMPENSATOR CONTROLS
1. Valve Plate 8. O-Ring 15. Orifice (0.032 in.)

2. O-Ring 9. Orifice (0.062 in.) 16. Compensator
3. O-Ring 10. Compensator Block 17. Screw
4. O-Ring 11. 4-Way Valve 18. Unloader Module
5. Plug 12. Screw 19. O-Ring
6. O-Ring 13. Plug
7. Plug 14. O-Ring
960E-1 29
Driveshaft group Assembly

14. Remove shaft seal (26, Figure 50-24). NOTE: The procedures for assembling the pump are
15. Check bearing (2) for galling, pitting, binding basically the reverse order of the disassembly
and roughness. Replace if necessary. procedures.
16. Check the shaft and its splines for wear. NOTE: During assembly, install new gaskets, seals,
Replace parts as necessary. and O-rings.
Compensator block and unloader module 1. Apply a thin film of clean grease or hydraulic oil
17. Remove screws (17, Figure 50-27) and to the sealing components to ease the assembly
separate unloader module (18) from procedure. If a new rotating group is used,
compensator block (10). lubricate it thoroughly with clean hydraulic oil.
Apply oil generously to all wear surfaces.
18. Remove 4-way valve (11) and compensator (16)
from the compensator block. Remove all plugs Swashblock group
and orifices (9) and (15). Clean the
2. Press or tap roll pin (22, Figure 50-25) into
compensator block in solvent and inspect all
pump housing (18, Figure 50-24).
passages and orifices for obstructions.
19. Remove the valve from unloader module (18). 3. Use an arbor press to press new shaft seal (26)
Remove the plugs and clean the block into saddle (20, Figure 50-25). Install O-ring (21)
passages. If the valve is inoperative, replace the into the groove in the saddle.
entire unloader module. 4. Press four roll pins (23) into saddle (20) until
they bottom. Then press saddle bearing (24)
Stroke adjuster assembly onto the pins to locate the bearing in the saddle.
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 Be careful not to damage the saddle bearing
wear. surfaces while installing the saddle into the pump
housing.
23. Install new O-ring (2) on stem (1) and
reassemble it to gland (3). Adjust the stem-to- 5. Use a long brass bar and a mallet (or an arbor
gland distance to dimension “A” recorded in press) to install the saddle and bearing
Step 20. Tighten jam nut (4). 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.
FIGURE 50-28. STROKE ADJUSTER ASSEMBLY 9. Retain the swashblock by installing two pins
1. Stem 3. Gland (19, Figure 50-24) and O-rings (20). Once
2. O-ring 4. Jam Nut pinned, ensure that the swashblock strokes
smoothly in the saddle by pulling firmly on the
free end of the control link.
30 960E-1
Driveshaft group
NOTE: Ensure that the punch marks on cylinder
bearing (26, Figure 50-25) will face toward the shaft
end of the pump.
The assembled rotating group weighs
10. Insert cylinder bearing (26) straight into the approximately 14 kg (30 lb). Assistance from
pump housing. Ensure that the bearing is others and use of proper lifting techniques is
positioned so that bearing retainer pins (17, strongly recommended to prevent personal
Figure 6-9) can be inserted in the case and into injury.
the bearing.
21. The rotating group can now be carefully
11. Install O-rings (18) on pins (17). Install the pins. installed over the end of the driveshaft and into
12. An arbor press is required to install bearing (2, the pump housing.
Figure 50-24) onto driveshaft (1). Press only on 22. When installing the rotating group, support the
the inner race of the bearing. Press the bearing weight of cylinder barrel (10) as the cylinder
until it contacts the shoulder on the driveshaft. spline is passed over the end of the driveshaft to
13. Use a 153 mm (6 in.) long sleeve with an inside avoid scratching or damage.
diameter that is slightly larger than the retaining 23. Push the cylinder barrel forward until the
ring inside diameter to press retaining ring (4) cylinder spline reaches the driveshaft spline.
toward the bearing until it seats in the groove. Rotate the cylinder slightly to engage the shaft
14. Place seal retainer (22) over shaft seal (26) splines.
inside pump housing (21). Lubricate the shaft 24. Continue to slide cylinder barrel forward until it
seal with clean hydraulic oil. encounters cylinder bearing (26). Lifting the
15. Install the entire driveshaft assembly through driveshaft slightly helps cylinder barrel-to-
the front of the pump housing. A mallet will be cylinder bearing engagement. Continue pushing
required to install the driveshaft through the the cylinder forward until the piston shoes
shaft seal. contact swashblock (25).
16. Once the driveshaft assembly is fully seated in 25. At this point, the back of the cylinder barrel
the pump housing, install retaining ring (3). should be located approximately 6 mm (0.25 in.)
inside the back of the pump housing.
Rotating group
Control piston group
17. Grease the mating surfaces. Place the cylinder
assembly on a clean work bench with the valve 26. Install seal (2) and piston ring (3) into their
plate side down. respective grooves on control piston (11).
18. Assemble the rotating group by inserting 27. Insert the control piston assembly into sleeve
retainer springs (28, Figure 50-25) into the (4).
same spring bores in cylinder barrel (10) from 28. While supporting the control piston, press or slip
which they came. in pin (8) and secure it with cotter or roll pin (18).
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.
960E-1 31
NOTE: The order of piston sleeve seal installation Valve plate group
starts at the widest end of the sleeve. 35. Ensure that bearing (13, Figure 50-26) is in
29. Install backup ring (1, Figure 50-29), O-ring (2) place. Using assembly grease to hold the
and backup ring (3) in rearmost groove on the desired position, place gasket (12) in position on
piston sleeve. Install O-ring (4) and backup ring valve plate (11).
(5) in the remaining groove. 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).
FIGURE 50-29. O-RING LOCATION ON PISTON 39. With the hole in the control piston lined up with
SLEEVE the hole in the link, carefully insert pin (16).
1. Backup Ring 4. O-ring
2. O-ring 5. Backup Ring
3. Backup Ring
During this next step, be careful to prevent the

NOTE: Ensure that the grooves in sleeve (4, Figure washer and retaining ring from falling into the
50-25) are at the 12 o’clock and 6 o’clock positions pump housing.
when inserted into the valve plate.
40. Install second washer (15) and retaining ring
30. Insert the piston and sleeve assembly into valve (14) onto the pin. Remove the capscrew from
plate (11, Figure 50-26). Install O-ring (6) with the pin.
backup ring (5) in the seal groove of control
NOTE: The valve plate is a slight press fit into thr
cover cap (4).
pump housing. Ensure that the pilot diameter on the
31. Insert bias control springs (1, Figure 50-25) into valve plate is aligned with the mating diameter on the
control piston (11). Use four capscrews (1, pump housing before assembly.
Figure 50-26) to fasten the control cover cap to
41. Insert four capscrews (8, Figure 50-26) and
the rear of the valve plate. Tighten the
alternately tighten them until the valve plate is
capscrews evenly to 187 Nm (138 ft lb).
drawn up to the pump housing. Tighten the
32. Install O-ring (10) in the rear of the valve plate. capscrews evenly to 330 Nm (244 ft lb).
Use four capscrews (7) to fasten cover plate (9)
42. Install cover plate (9) with new O-ring (10) and
over the opening in the valve plate.
capscrews (7).
33. Pull the free end of control link (17, Figure 50-
43. Install O-rings (2, Figure 50-27), (3) and (4) in
25) toward the rear of the pump housing until
their proper locations on the top of the valve
the open hole in the link lines up with the open
plate. Install compensator block (10) to the
ports on the sides of the pump case.
valve plate with socket head capscrews (12).
34. Install stroke adjuster assembly (see Figure 50- Tighten the capscrews to 21 Nm (183 in lb).
28) to hold the swashblock in place.
32 960E-1
44. Install 4-way valve (11) and compensator (16). Removal and installation of steering
45. Install orifice (9) and plug (7) with new O-ring (8) accumulators
in the side of the compensator block. Install
Removal
orifice (15), plug (7) and O-ring (8) in the top of
the compensator block. 1. Turn the key switch OFF and allow 90 seconds
46. Install the remaining plugs with new O-rings.
47. Install unloader module (18) on the that no oil remains under pressure.
compensator block with new O-rings (19) and 2. Remove cover (1, Figure 50-30). Disconnect the
socket head capscrews (17). Tighten the electrical wires from nitrogen precharge
capscrews to 10 Nm (88 in lb). pressure switch (10).
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).
FIGURE 50-30. STEERING ACCUMULATORS

1. Cover 6. Bleed Down Manifold
2. Front Steering 7. Mounting Bracket
Accumulator 8. Oil Line
3. Rear Steering 9. Charging Valve
Accumulator 10. Nitrogen Precharge
4. Mounting Clamp Pressure Switch
5. Flow Amplifier Valve 11. Gas Valve
960E-1 33
3. Remove the charging valve guard and loosen Disassembly and assembly of steering
the small hex on charging valve (9) three accumulators
complete turns. Depress the valve core until all
nitrogen pressure has been relieved. 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
Ensure that only the small swivel hex nut turns. hydraulic port assembly from damage. Clamp
Turning the complete charging valve assembly on wrench flats only when using a jaw vise to
may result in the valve assembly being forced out prevent the accumulator from turning.
of the accumulator by the nitrogen pressure 2. Remove bleed plug (12, Figure 50-33) on
inside. Wear a protective face mask when hydraulic port assembly (2). Use a spanner
discharging nitrogen gas. wrench to remove locking ring (10) from
4. Remove oil line (8) from the bottom of the hydraulic port assembly (2). Use an adjustable
accumulator that is being serviced. Plug the wrench on the flats located on the port assembly
hoses and cover the opening in the accumulator to prevent the port assembly from rotating.
to prevent possible contamination of the system.
3. Remove spacer (9), then push the hydraulic
Do not use a screw-in type plug.
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
The accumulator weighs approximately 172 kg (3) from the hydraulic port. Fold the anti-
(380 lbs). Use a suitable lifting device with extrusion ring and remove it from the shell (See
adequate capacity to handle the load safely. Figure 50-31).
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
a clean work area for disassembly.
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. FIGURE 50-31. ANTI-EXTRUSION RING REMOVAL
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.
34 960E-1
5. Remove the hydraulic port from the accumulator Cleaning and Inspection
shell. 1. Clean all metal parts with a cleaning agent.
6. To prevent the bladder valve stem from twisting, 2. All seals and soft parts should be wiped clean.
secure it with an appropriate wrench applied to
3. Inflate the bladder to normal size. Wash the
the valve stem flats. Remove gas valve manifold
bladder with a soap solution. If the bladder
(14, Figure 50-33). Then remove nut (5) while
causes bubbles in the soap solution, discard the
still holding the bladder valve stem.
bladder. After testing, deflate the bladder
7. Fold the bladder and pull it out of the immediately.
accumulator shell. A slight twisting motion while
4. Inspect the hydraulic port assembly for damage.
pulling on the bladder reduces the effort
Check the poppet plunger to see that it spins
required (see Figure 50-32). If the bladder is
freely and functions properly.
slippery, hold it with a cloth.
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,

FIGURE 50-32. BLADDER REMOVAL
machining or plating to salvage a worn area.
These procedures may weaken the housing and
result in serious injury to personnel when
pressurized.
960E-1 35
Assembly 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
Assemble the accumulator(s) in a dust and lint opening and out through the shell fluid port.
free area. Maintain complete cleanliness during Attach the bladder pull rod to the bladder valve
assembly to prevent possible contamination. stem.
6. With one hand, pull the bladder pull rod while
Use only nitrogen that meets or exceeds CGA feeding the bladder into the shell with the other
(Compressed Gas Association) specification G- hand. Slight twisting of the bladder will assist in
10.1 for type 1, grade F. The nitrogen should be this insertion.
99.9% pure. Use only nitrogen cylinders with 7. Once the bladder valve stem has been pulled
standard CGA number 580 connections with the through the valve stem opening in the shell,
appropriate high pressure regulator. install nut (5) by hand. Remove the bladder pull
1. After shell (4, Figure 50-33) has been cleaned rod.
and inspected, place the accumulator shell in a 8. Use a wrench to hold the bladder valve stem on
vise or on a table. the flats, then tighten nut (5) securely.
2. Thoroughly spray the inside of the accumulator 9. If removed, install pressure switch (15) into
shell with 3.1 L (106 oz.) of clean C-4 hydraulic charging valve assembly (11). Tighten the
oil to lubricate and cushion the bladder. Ensure switch to 41 ± 5 Nm (30 ± 4 ft lb). Then install
that the entire internal surface of the shell is valve assembly (11) onto gas valve manifold
lubricated. (14) and tighten it to 18 ± 4 Nm (13 ± 3 ft lb).
FIGURE 50-33. ACCUMULATOR ASSEMBLY
1. Bladder Assembly 7. O-ring 13. Warning Plate

2. Hydraulic Port Assembly 8. O-ring Backup 14. Gas Valve Manifold
3. Anti-Extrusion Ring 9. Spacer 15. Pressure Switch
4. Shell 10. Locking Ring 16. O-ring
5. Nut 11. Charging Valve Assembly
6. Metal Backup Washer 12. Bleed Plug
36 960E-1
10. If removed, install charging valve assembly (11) 14. Fold anti-extrusion ring (3) to enable insertion
onto gas valve manifold (14). Then tighten into the shell. Once the anti-extrusion ring has
swivel nut (4, Figure 50-34) to 5 Nm (45 in lb). cleared the fluid port opening, place the anti-
extrusion ring on the hydraulic port assembly
If a new charging valve was installed, the valve
with the steel collar facing toward the shell fluid
stem must be seated as follows:
port.
a. Tighten swivel nut (4) to 14 Nm (10 ft lb). 15. Pull the threaded end of the port assembly
b. Loosen the swivel nut. through the shell fluid port until it seats solidly
into position on the shell fluid port opening.
c. Retighten the swivel nut to 14 Nm (10 ft lb).
16. Connect the nitrogen charging kit to the
d. Loosen the swivel nut again. charging valve. With the hydraulic port
e. Finally, tighten the swivel nut to 5 Nm (45 in assembly firmly in place, slowly pressurize the
lb). 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.
FIGURE 50-34. CHARGING VALVE 21. Install locking ring (10) on the hydraulic port
assembly and tighten it securely. This will
1. Valve Cap 6. Valve Body squeeze the O-ring into position. Use an
2. Seal 7. O-ring appropriate wrench on the flats on the port
3. Valve Core 8. Valve Stem assembly to ensure that the unit does not turn.
4. Swivel Nut 9. O-ring
22. Install bleed plug (12) into the hydraulic port
5. Rubber Washer
assembly.
23. Verify that all warning labels are attached to the
shell and that they are legible. Install new labels
11. Install valve cap (1) finger-tight. Install the valve
as required.
cover and tighten the capscrews to 40 Nm (25 ft
lb). 24. Precharge the accumulator to 690 - 827 kPa
12. Install new O-ring (16, Figure 50-33) on gas
valve manifold (14). Hold the bladder valve stem
the accumulator charging procedure.
with a wrench and install gas valve manifold
(14) securely. 25. After precharging is completed, install a plastic
cover over the hydraulic port to prevent
13. While holding hydraulic port assembly (2) by the
contamination. Do not use a screw-in type
threaded end, insert the poppet end into the
plug.
shell fluid port. Lay the complete assembly
inside the shell.
960E-1 37
960E-1 Dump truck

38 960E-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
960E-1 1
NOTES
2 960E-1
Removal and installation of front Removal

suspension 1. Remove the front tire and rim. Refer to
Hydrair®
II suspensions are hydro-pneumatic Disassembly and assembly section Tires,
components containing oil and nitrogen gas. The oil spindles and rear axle.
and gas in the four suspensions carry the gross truck 2. Remove the front wheel hub and spindle. Refer
weight less wheels, spindles and rear axle assembly. to Disassembly and assembly section Tires,
spindles and rear axle.
The front suspension cylinders consist of two basic
components: a suspension housing attached to the 3. Remove the boot clamp and boot from the front
truck frame and a suspension rod attached to the suspension.
front spindle.
Check valves and orifice dampening holes control
suspension travel to provide good ride qualities on
haul roads under loaded and empty conditions.
Wear a face mask or goggles. Make sure that only
The front suspension rods also act as kingpins for the swivel nut turns. Turning the entire charging
steering the truck. valve assembly may result in the valve assembly
being forced out of the suspension by the gas
The suspension cylinder requires only normal care
pressure inside.
when handling as a unit. However, after being
disassembled, these parts must be handled carefully 4. Discharge the nitrogen pressure from the
to prevent damage to the machined surfaces. suspension as follows:
Surfaces are machined to extremely close tolerances a. Remove the cap from charging valve (5,
and are precisely fitted. All parts must be completely Figure 50-1).
clean during assembly.
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 4. Vent Plug

FIGURE 50-2. CHARGING VALVE INSTALLATION
2. Cap Structure 5. Charging Valve
3. Pressure Sensor Port 1. Valve Cap 3. Charging Valve Body
2. Swivel Nut (Large Hex)
(Small Hex) 4. Vent Plug
960E-1 3
6. Place a suitable container under the suspension Installation

cylinder. Remove bottom drain plug (11, Figure 1. Remove all paint, rust, dirt and foreign debris
50-12) and allow the cylinder to drain from the suspension mounting surfaces.
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 FIGURE 50-3. REMOVING DEBRIS
lifting device.
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
The front suspension weighs approximately 3255 evaporation, such as isopropyl alcohol, acetone
kg (7176 lbs). Make sure that the lifting device or lacquer thinner.
has a sufficient capacity to handle the load.
3. Inspect the mounting surfaces of the
9. Remove upper capscrews (1, Figure 50-4). suspension and frame for damage or wear.
10. Remove four lower outer capscrews (4). Check for the following criteria:
11. Remove four lower capscrews (4) with spacers Flatness of each surface must be within
(7). 0.25 mm (0.010 in.).
12. Move the suspension to a clean work area for Surface finish must not exceed 0.635 µm
disassembly. (250 µ in.) roughness average (RA).
13. Discard the suspension mounting capscrews, If measurements are not within specifications,
washers, and nuts. 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.
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.
4 960E-1
High tightening torque is required to load the The use of dry threads in this application is not
front suspension mounting cap screws. recommended. Due to the high tightening forces
Repeated tightening will result in cap screw required to load these cap screws, dry threads or
fatigue and damage. DO NOT reuse mounting cap threads lubricated with anti-seize compounds
screws, washers and nuts. Replace the hardware may result in damage. Only use the approved
after each use. lubricant specified below.
Suspension mounting cap screws are specially

hardened to meet or exceed grade 8 5. Lubricate the cap screw threads, cap screw
specifications. Replace only with cap screws of head seats, washer faces and nut seats with 5%
correct hardness. Refer to the appropriate parts molybdenum-disulphide grease.
book for the correct part numbers. 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
960E-1 5
7. The hardened flat washers used on the front 8. Lift the front suspension into position on the
suspensions are punched during the frame. The weight of each front suspension
manufacturing process. Assemble the cap cylinder is approximately 2 790 kg (6,150 lb).
screws and washers and position the punched 9. Install the mounting hardware and the shear
lip away from the cap screw head to prevent key. Install the shear key flush with the side face
damage. Refer to Figure 50-5. 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.
FIGURE 50-5. FLAT WASHER ORIENTATION
1. Hardened Flat Washer 2. Cap Screw

Failure to tighten all cap screws to the proper
torque and in the proper sequence could affect
the integrity of the joint.
FIGURE 50-6. SUSPENSION INSTALLATION
6 960E-1
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
FIGURE 50-7. TIGHTENING SEQUENCE MAP and adjusting section Accumulators and
suspensions for the oiling and charging
procedure.
15. Install the suspension boot and secure it with
the boot clamp.
960E-1 7
Upper mounting joint - 60° turn-of-the-nut method 5. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown in
1. Loosen the cap screw. All other cap screws
Figure 50-9. These reference lines will be used
must remain tightened.
to verify the cap screws have maintained their
2. Tighten the cap screw to 95 Nm (70 lb ft). torque.
NOTE: Do not exceed 4 rpm tightening speed. Do not NOTE: If, for any reason, these fasteners need to be
hammer or jerk the wrench while tightening. checked for tightness after completing this
3. Mark a corner of the cap screw head with a procedure, loosen and inspect all 14 cap screws and
paint marker as shown in Figure 50-8. Draw a repeat the entire process. The hardware must be
reference line on the suspension surface next to cleaned and lubricated again before repeating.
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.
FIGURE 50-9. MAKING REFERENCE LINES

FIGURE 50-8. 60 DEGREE ADVANCE
8 960E-1
Lower mounting joint - 90° turn-of-the-nut method 5. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown in
1. Loosen the cap screw. All other cap screws
Figure 50-9. For the four cap screws with
must remain tightened.
spacers, refer to Figure 50-11. These reference
2. Tighten the cap screw to 475 Nm (350 lb ft). lines will be used to verify the cap screws have
NOTE: Do not exceed 4 rpm tightening speed. Do not maintained their torque.
hammer or jerk the wrench while tightening. NOTE: If, for any reason, these fasteners need to be
3. Mark a corner of the cap screw head with a checked for tightness after completing this
paint marker as shown in Figure 50-10. Draw a procedure, loosen and inspect all 14 cap screws and
reference line on the suspension surface (or repeat the entire process. The hardware must be
frame) next to the marked corner on the cap cleaned and lubricated again before repeating.
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.
FIGURE 50-11. MAKING REFERENCE LINES
FIGURE 50-10. 90 DEGREE ADVANCE

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.
960E-1 9
Minor front suspension repairs (lower 5. Install the spindle, wheel and tire. Refer to
bearing and seals) Disassembly and assembly section Wheels,
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
Disassembly and assembly section Wheels,
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 FIGURE 50-12. FRONT SUSPENSION
seated. Lift lower bearing retainer (3) into place
and carefully start it into the suspension 1. Capscrew 6. Double Lip Seal
housing. 2. Hardened Washer 7. Buffer Seal
4. Install hardened washers (2) and capscrews (1). 3. Lower Bearing 8. O-Ring
Tighten the capscrews to 678 Nm (500 ft lbs). Retainer 9. Backup Ring
4. Retainer Plate 10. Lower Bearing
5. Wiper Seal 11. Drain Plug
10 960E-1
Major front suspension rebuild Assembly

NOTE: All parts must be completely dry and free of
Disassembly
foreign material. Lubricate all interior parts with clean
NOTE: Contact your Komatsu distributor for any Hydrair II suspension oil. Refer to Testing and
Hydrair II suspension repair information that is not adjusting section Accumulators and suspensions.
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 Be careful not to damage the machined or plated
(16) and lift the end cap out of suspension surfaces, O-rings or seals when installing the
housing (6) until piston stop (12) contacts upper piston assembly.
bearing retainer (5). Support the lower end of
the piston and remove capscrews (3) and 1. Install new buffer seal (7, Figure 50-12), double
hardened washers (4). Lift the end cap and lip seal (6) and wiper seal (5). Install retainer
bearing retainer from the housing. plate (4).
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
When installing backup rings with double lip seal
lift it out of the housing.
(6) and buffer seal (7), ensure that the radius is
4. Rotate the suspension 180 degrees. positioned toward the seal and the white dot is
NOTE: Steel balls (9) will fall free when the housing is positioned away from the seal.
rotated. 2. Install new O-ring (8) and backup ring (9) in
5. Remove capscrews (1, Figure 50-12) and their appropriate grooves in lower bearing
hardened washers (2). Install pusher bolts and retainer (3).
remove lower bearing retainer (3). NOTE: The backup rings must be positioned toward
6. Remove retainer plate (4), wiper seal (5), the bearing retainer bolt flange with the concave side
double lip seal (6), buffer seal (7), O-ring (8), toward the O-ring as shown in Figure 50-13.
backup ring (9) and lower bearing (10). 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 3. Lower Bearing
2. Backup Ring Retainer
960E-1 11
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. FIGURE 50-14. PISTON ROD REMOVAL
13. Install the charging valve with a new O-ring. 1. Capscrew 9. Steel Ball (2 each)
Lubricate all O-rings with clean Hydrair II oil 2. Hardened Washer 10. Rollpin
before threading the charging valve into the end 3. Capscrew 11. Nut
cap. Tighten valve body (large hex) (3, Figure 4. Hardened Washer 12. Piston Stop
50-2) to 23 Nm (17 ft lb). 5. Upper Bearing 13. Key
Retainer 14. Upper Bearing
6. Housing 15. O-Ring and Backup
7. Piston Ring
8. Mounting Holes 16. Cap Structure
12 960E-1
Removal and installation of rear

suspension
The Hydrair® II suspensions are hydro-pneumatic The suspension cylinder requires only normal care
components containing oil and nitrogen gas. The oil when handling as a unit. However, after being
and gas in the four suspensions carry the gross truck disassembled, these parts must be handled with
weight less wheels, spindles and final drive extreme care to prevent damage to the machined
assembly. surfaces. Surfaces are machined to extremely close
The rear suspension cylinders consist of two basic tolerances and are precisely fitted. All parts must be
components: a suspension housing attached to the completely clean during assembly.
frame and a suspension rod attached to the rear axle
housing.
FIGURE 50-15. REAR SUSPENSION
1. Suspension Cylinder 3. Mounting Pin

2. Mud Flap
960E-1 13
Removal 2. Discharge the nitrogen pressure from the

suspension as follows:
a. Remove charging valve cap (1, Figure 50-
Table 1: TOOL LIST FOR SUSPENSION PIN 16).
REMOVAL
b. Loosen swivel nut (small hex) (4) on the
Part Number Description Quantity charging valve and turn it counterclockwise
three full turns to unseat the valve seal. Do
EJ2847 Pin Removal Tool 2
not turn more than three turns. Do not turn
EJ2848 Cylinder 1 valve body (large hex) (6).
EJ2849 Hand Pump 1 c. Connect the charging kit.
EJ2850 Shackle 2
MM0093 Capscrew - M16 x 2 x 70 4
Wear a face mask or goggles. Make sure that only

1. Remove capscrews, washers, and mud flap (2, the swivel nut turns. Turning the entire charging
Figure 50-15) from the suspension. 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.
FIGURE 50-16. CHARGING VALVE

The rear suspension weighs approximately 913
1. Charging Valve Cap 6. Valve Body kg (2,013 lb). Make sure that the lifting device has
2. Seal 7. O-Ring a sufficient capacity to handle the load.
3. Valve Core 8. Valve Stem
4. Swivel Nut 9. O-Ring
5. Rubber Washer
14 960E-1
NOTE: The mounting arrangement for the top and 13. When the cylinder reaches the end of its stroke,
bottom pins is identical. remove one of the shackles from the cylinder
8. Remove locking capscrew (4, Figure 50-17) and connect the cylinder shackle directly to the
from the lower suspension pin that is to be pin removal tool. This is necessary to pull the
removed. The locking capscrew on the pin the remaining distance.
remaining cylinder must remain installed. 14. Remove the pin from the lower mounting.
9. Install pin removal tool (1) to each lower pin 15. Install the tool on the upper pin and repeat the
using the capscrews listed in Table 1. Tighten pin removal process.
the capscrews to 240 ± 24 Nm (177 ± 17 ft lb).
16. Remove the cylinder from the truck.
10. Attach both shackles (2) to cylinder (3).
17. If it is necessary to remove the remaining rear
11. Attach each shackle to pin removal tool (1), as suspension cylinder, insert the pins back into
shown. the upper and lower mountings.
12. Apply pressure to the cylinder using the hand 18. Secure the pins using locking capscrews (4),
pump (not shown). and repeat the removal process.
Installation
1. Inspect mounting bore sleeves (9, Figure 50-
18) and the bearing spacers for damage and
Do not exceed 10 tons of force when applying wear. Check the fit of the pins in the bores
pressure to the cylinder. Damage to the tool or before installing the suspension. Replace worn
suspension components, as well as personal or damaged parts.
injury to maintenance personnel, may result.
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.
FIGURE 50-17. REAR SUSPENSION
PIN REMOVAL TOOL 6. Insert bearing spacer (4) and continue to drive
in the pin through the spherical bearing. Insert
1. Pin Removal Tool 3. Cylinder the remaining spacer and continue to drive in
2. Shackle 4. Locking Capscrew the pin until the retaining capscrew hole is
aligned with the hole in the pin.
960E-1 15
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

FIGURE 50-18. SUSPENSION MOUNTING PIN all nitrogen gas pressure has been released
Typical, top and bottom before removing the charging valve.
1. Pin 6. Spherical Bearing 3. Remove cover (16, Figure 50-19) and charging
2. Retainer Capscrew 7. Capscrew valve (17). Remove and discard the charging
3. Locknut 8. Washer valve O-ring.
4. Bearing Spacer 9. Sleeve 4. Remove pressure sensor (15).
5. Retaining Ring 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
7. Install capscrew (2) and locknut (3). Tighten to suspension cylinder contains 54.5 L (14.4 gal)
465 Nm (343 ft lb). If further alignment of the of oil.
capscrew and hole are necessary, install a pin
6. Rotate the cylinder 180 degrees. Remove
removal tool onto the pin. Use the tool in
capscrews (6) and washers (7). Lift piston rod
conjunction with a large pipe wrench or other
(9) from housing (1).
suitable device to align the locking capscrew
holes. 7. Remove bearing retainer (5) from the piston.
Remove bearing (4). Remove the seals, the O-
8. Adjust the piston rod height until the lower
ring and backup ring from bearing retainer (5).
mount bearing aligns with the bore in the rear
Discard the O-ring and backup ring.
axle housing, and repeat the above procedure
to install the bottom pin. Mounting components 8. Remove bearing (3) from the piston.
in the top and bottom joints are identical. 10. If spherical bearings (6, Figure 50-18) require
9. Install the nitrogen charging kit, and add replacement, remove retaining rings (5) and
nitrogen to raise the frame off the stands or press the bearing from the cylinder bore.
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.
16 960E-1
Cleaning and Inspection Assembly

1. Clean all parts thoroughly in fresh cleaning NOTE: Assembly must be performed in a clean, dust
solvent. Use a solvent that does not leave a film free work area. All parts must be completely clean,
after evaporation such as trichlorethylene, dry and free of rust or scale. Lubricate all interior
acetone or laquer thinner. 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
When using cleaning agents, follow the solvent 50-18) in the eye of the piston rod and cylinder
manufacturer's instructions. housing.
2. Install retaining rings (5) to secure the bearings.
2. Dry all parts completely using only dry, filtered 3. Install wiper seal (12, Figure 50-19), double lip
compressed air and lint free wiping materials. seal (11), buffer seal (10), O-ring (13) and
3. Inspect all parts for evidence of wear or backup ring (14) onto bearing retainer (5).
damage. Inspect plated surfaces for scratches,
NOTE: Refer to the seal installation illustration and
nicks or other defects. Replace or repair any
details in Figure 50-19 for proper orientation.
damaged parts.
4. Install rod bearing (4).
NOTE: Contact your local Komatsu distributor for
5. Slide piston bearing (3) onto the lubricated
repair information and instructions not covered in this
piston rod.
manual.
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
the swivel nut to 15 Nm (11 ft lb), then loosen
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.
960E-1 17
FIGURE 50-19. REAR SUSPENSION ASSEMBLY

1. Housing 7. Hardened Washer 13. O-ring
2. Vent Plug 8. Mud Flap 14. Backup Ring
3. Piston Bearing 9. Piston Rod 15. Pressure Sensor
4. Rod Bearing 10. Rod Buffer Seal 16. Cover
5. Bearing Retainer 11. Rod Double Lip Seal 17. Charging Valve
6. Capscrew 12. Wiper Seal 18. Drain Plug
18 960E-1
NOTES
960E-1 19
960E-1 Dump truck

20 960E-1
CEN50006-00
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
960E-1 1
NOTES
2 960E-1
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.
FIGURE 50-1. HOIST PUMP REMOVAL

Always maintain complete cleanliness when 1. Pump Outlet Hoses 5. Steering/Brake Pump
opening any hydraulic connection. Ensure that all 2. Capscrews 6. Pump Mount Bracket
system lines and components are capped while 3. Hoist Pump 7. Outlet Hose
the component is removed from the truck. 4. Mounting Capscrews
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 8. Remove four capscrews (2) that secure the
container. hoist pump to the front support bracket. Remove
5. Remove the inlet and outlet hoses. Cap or cover the six capscrews that secure pump mount
all lines and pump inlets and outlets to prevent bracket (6) to the pump module support.
contamination. Remove the pump mount bracket.
6. Remove the capscrews that secure the hoist 9. Ensure that the lifting and support devices are in
pump drive flange to the driveshaft. 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.
The hoist pump weighs approximately 140 kg 10. Remove four steering/brake pump mounting
(310 lb). The hoist pump and steering/brake pump capscrews (4). Slide the hoist pump forward to
combined weigh approximately 254 kg (560 lb). disengage the splines of coupling (9, Figure 50-
Use a suitable lifting device that can handle the 2) from the steering/brake pump.
load safely.
11. Move the hoist pump to a clean work area for
7. Attach a suitable lifting device to the hoist pump. disassembly.
Attach a support to the front end of steering/
brake pump (5) to hold it in place during removal
of the hoist pump.
960E-1 3
FIGURE 50-2. HOIST PUMP INSTALLATION

1. Hoist Pump 6. Bearing Plate 11. Steering/Brake Pump 14. Compensator
2. Nut and Washer 7. O-Ring 12. Pump Case Return Adjustment
3. Dowel 8. Transition Plate Fitting (Pump Drain) 15. Unloader Adjustment
4. O-Ring 9. Coupling 13. Inlet Port 16. O-Ring
5. Capscrew 10. Capscrew 17. Nut
Installation 4. Use the capscrews, lockwashers and nuts to

attach the front support bracket to the pump
NOTE: The following procedure assumes that the
module support and to the pump. Tighten the
steering/brake pump is already installed on the truck.
capscrews to the standard torque.
1. Install O-ring (16, Figure 50-2) on transition 5. Use the capscrews, lockwashers and nuts to
plate (8). Install coupling (9) on hoist pump (1). 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.
The hoist pump weighs approximately 140 kg 7. Uncap the inlet and outlet hoses and attach
(310 lbs). The hoist and steering pump together them to the pumps with new O-rings. Tighten
weigh approximately 254 kg (560 lbs). Use a the capscrews securely.
suitable lifting or support device that can handle 8. Fill the hydraulic tank with clean hydraulic oil.
the load safely. 9. To bleed any trapped air, loosen the capscrews
2. Attach a suitable lifting device to the hoist pump. on the suction hoses at the pump, then loosen
Move the pump into position for installation. the capscrews on the pressure hoses at the
3. Lubricate the steering/brake pump spline shaft pump. Tighten all capscrews securely.
and align it with coupling (9). Install the hoist NOTE: If trapped air is not bled from steering pump,
pump onto the steering/brake pump using possible pump damage and no output may result.
capscrews (10) with hardened washers. Tighten
the capscrews to the standard torque. Raise the 10. Install the blower duct and support bracket.
pumps into position.
4 960E-1
Disassembly and assembly of hoist pump 4. Remove nuts (17). Remove bearing plate (6)
with transition plate (8) and O-ring (16).
Disassembly
5. Remove the capscrews that secure the bearing
NOTE: As parts are removed, they should be laid out plate to the transition plate. Remove O-ring (7).
in a group in the same order in which they are Remove the dowels if they are damaged or if
removed. replacement of the transition plate is necessary.
1. Clean the exterior of the pump assembly 6. Remove connector plate (9, Figure 50-3). If the
thoroughly. If the steering/brake pump is connector plate is stuck, tap it lightly with a
attached, remove capscrews (10, Figure 50-2) plastic hammer to loosen it. Remove O-ring (8)
and pull the steering/brake pump free of and steel rings (10) and (14). Remove dowels
transition plate (8). Remove O-ring (16). (6) if they are damaged or if the connector plate
must be replaced.
2. Remove and inspect coupling (9). Remove and
discard the internal snap ring, if installed. 7. Remove backup ring (15), O-ring and retainer
Remove dowels (3) if they are damaged or if (16), and isolation plate (17). Grasp drive gear
replacement of the bearing plate is necessary. (12) and idler gear (11) and pull straight up and
out of the bore of gear plate (5). Remove
3. Support the pump by placing it on wood blocks
pressure plate (18) from gears.
with the input driveshaft pointing downward.
Match mark each section nearest the input drive 8. Remove gear plate (5) and pressure plate (19).
gear to aid in reassembly. Remove the steel rings, backup ring, O-ring,
and retainer, and isolation plate. Remove O-
rings (3) and (4).
FIGURE 50-3. HOIST PUMP DISASSEMBLY (Rear Section)

1. O-ring 7. Stud 13. Bearings 19. Pressure Plate
2. Bearing Plate 8. O-ring 14. Steel Ring 20. Dowels
3. O-ring 9. Connector Plate 15. Backup Ring 21. Coupling
4. O-ring 10. Steel Ring 16. O-ring and Retainer 22. Snap Ring
5. Gear Plate 11. Idler Gear 17. Isolation plate 23. O-ring
6. Dowel 12. Drive Gear (Rear) 18. Pressure Plate
960E-1 5
9. Remove bearing plate (2). Remove O-ring (23) 11. Remove steel rings (13), backup ring (14), O-
and stud O-rings (1). Remove dowels (20) if ring and retainer (15), and isolation plate (17).
they are damaged or if replacement of the Remove dowels (16) if they are damaged or if
bearing plate is necessary. replacement of bearing plate (10) is necessary.
10. Remove coupling (21). Remove snap ring (22) 12. Unscrew studs (12) and remove them. Remove
if it is damaged or if replacement is necessary. flange (5). If the flange is stuck, tap it lightly with
NOTE: Disassembly of the rear pump section is now a plastic hammer to loosen it. Remove O-ring
complete. Do not remove studs (12, Figure 50-4) at (8). Remove dowels (6) if they are damaged or if
this time as the studs serve as guides for replacement of flange (5) or gear plate (7) is
disassembly. necessary.
10. Remove bearing plate (10, Figure 50-4). If the 13. Remove the steel rings, backup ring, O-ring and
bearing plate is stuck, tap it lightly with a plastic retainer. Remove drive gear (1) and idler (3)
hammer to loosen it. Remove O-rings (9) and from gear plate (7). Remove both pressure
(11). plates (18).
FIGURE 50-4. HOIST PUMP DISASSEMBLY (Front Section)
1. Drive Gear and Shaft 8. O-ring 15. O-ring and Retainer

2. Seal 9. O-ring 16. Dowel
3. Idler Gear 10. Bearing Plate 17. Isolation Plate
4. Steel Ball 11. O-ring 18. Pressure Plate
5. Flange 12. Studs 19. Plug
6. Dowel 13. Steel Rings 20. Seal
7. Gear Plate 14. Backup Ring 21. Snap Ring
6 960E-1
FIGURE 50-5. PREPARATION FOR SEAL

REMOVAL
1. Flange 3. Wood Blocks
2. Bearings
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 FIGURE 50-6. SHAFT SEAL REMOVAL
seal bore surface or bearings.
17. After the shaft seals and snap ring have been 1. Flange 3. Bearings
removed, clean the bore thoroughly. If 2. Punch
necessary, the bore may be smoothed with
number 400 emery paper only.
960E-1 7
Inspection NOTE: Installing a new bearing in the flange,

connector plates or bearing plate is not
1. Inspect the gear bores in both gear plates (2,
recommended due to close tolerances and special
Figure 50-7). During the initial break-in, the
tooling required for crimping the bearing in place to
gears cut into the aluminum gear plates. The
prevent bearing spin.
nominal depth of this cut is 0.203 mm (0.008 in.)
and should not exceed 0.381 mm (0.015 in.). 6. Inspect the flange seal bore for scratches and
gouges which may interfere with shaft seal
As the gear teeth cut into the gear plates, metal installation.
is rolled against the pressure plates. Use a knife
or sharp pointed scraper to remove the metal Assembly
that was rolled against the pressure plates.
Remove all metal chips that were broken loose. 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.
When removing the rolled up metal, do not 1. Open the vise jaws wide enough to accept the
attempt to remove gear track-in grooves (1). combined thickness of the flange, wood blocks
2. Inspect the pressure plates. They should not and press ring.
show excessive wear on the bronzed side. If 2. Place the wood blocks flat against the fixed jaw
deep, curved wear marks are visible, replace of the vise. Place flange (1, Figure 50-8) against
the pressure plates. wood blocks (2) so that bearing projections (3)
3. Inspect the gears. If excessive wear is visible on are between the wood blocks and clear of the
the journals, sides, or face of the gears, or at the vise jaw.
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.
FIGURE 50-8. SHAFT SEAL INSTALLATION
FIGURE 50-7. GEAR BORE INSPECTION 1. Flange 3. Bearing Projection

2. Wood Blocks
1. Gear Track-In 2. Gear Plate
Groove
8 960E-1
3. Lubricate the seals with hydraulic oil. Position 9. Install steel rings (5, Figure 50-10). Lubricate
inboard shaft seal (3, Figure 50-9) with the and install backup ring (8), O-ring (7) and
metal face toward the outboard end of the retainer (6).
flange. 10. Install isolation plate (9) on the suction side of
4. Position the press ring over the seal. Ensure gear plate (1). The isolation plate has a relief
that the seal stays centered and true with the area milled on one side. Turn that side up or
bore, then start applying pressure with the vise. toward the pressure plate.
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.
FIGURE 50-10. PUMP REASSEMBLY
1. Gear Plate 7. O-ring

2. Drive Gear 8. Backup Ring
3. Idler Gear 9. Isolation Plate
4. Bearing 10. Relief Area
5. Steel Ring 11. Studs
6. Retainer
FIGURE 50-9. SHAFT SEAL INSTALLATION
1. Outboard Shaft Seal 8. Bearing

2. Snap Ring 9. Bearing
3. Inboard Shaft Seal 10. Weep Hole
4. Seal, Metal Face 11. Plug
5. Flange 12. Dowel
6. Steel Ball 13. Gear Plate
7. O-ring 14. Studs
960E-1 9
11. With the bronze side up and milled slot (3, 14. Install the opposite pressure plate with the
Figure 50-11) facing toward the discharge side, bronze side down and the milled slot facing
slide pressure plate (2) down into the gear toward the discharge side.
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 FIGURE 50-11. PRESSURE PLATE INSTALLATION
idler gear.
1. Gear Plate 3. Milled Slot
2. Pressure Plate
FIGURE 50-12. HOIST PUMP ASSEMBLY (Front Section)

1. Drive Gear and Shaft 6. Connector Plate 11. Steel Ring 16. Pressure Plate
2. Idler Gear 7. O-ring 12. Backup Ring 17. Bearings
3. Gear Plate 8. Snap Ring 13. O-ring and Retainer
4. Relief 9. Coupling 14. Dowel
5. O-ring 10. Studs 15. Isolation Plate
10 960E-1
15. Install steel rings (11, Figure 50-12), backup ring 17. Lubricate O-ring (3, Figure 50-13) and install it in
(12), O-ring and retainer (13). Install the bearing plate (7). Lubricate O-rings (4) and
isolation plate so that its relief is toward the install them over studs (12). If removed, replace
pressure plate. dowel (2). Install bearing plate (7).
16. Lubricate and install O-rings (5) and (7). If 18. Repeat Steps 9, 10 and 11 for installation of the
removed, install dowel (14). Lubricate the inside steel rings, backup ring, O-ring, retainer,
diameter of bearings (17) and install connector isolation plate and pressure plate.
plate (6). Install snap ring (8) and coupling (9). 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) 8. O-ring 15. Bearing Plate 22. Dowel
2. Dowel 9. O-ring 16. Transition Plate 23. Dowel
3. O-ring 10. Gear Plate 17. O-ring 24. O-ring
4. O-ring 11. Connector Plate 18. (Not used) 25. Dowel
5. Coupling 12. Stud 19. Coupling 26. Bearings
6. Connector Plate 13. Idler Gear 20. Nut
7. Bearing Plate 14. Capscrew 21. O-ring
960E-1 11
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.
FIGURE 50-15. CHECKING PUMP DRIVE

FIGURE 50-14. PUMP GEAR TIMING
ROTATION
1. Wrench 3. Pump
21. Repeat Steps 14 and 15 for installation of the 2. Driveshaft
remaining pressure plate, steel rings, backup
ring, O-ring and retainer, and isolation plate.
26. Lubricate the stud threads and install two
22. Lubricate and install O-ring (24, Figure 50-13) in opposite stud nuts and hardened washers.
connector plate (11). If removed, install dowel Tighten the nuts to 325 - 339 Nm (240 - 250 ft
(23). Lubricate the inside diameter of the lb).
bearing in connector plate (11). Install connector
plate (11) with flat washers and nuts. 27. Use a 45 cm (18 in.) adjustable wrench to check
the pump drive shaft rotation (See Figure 50-
23. If removed, install dowel (22). Lubricate and 15). The driveshaft will be tight but should turn
position O-ring (17) in transition plate (16). freely with a maximum torque of 7 - 14 Nm (5 -
Assemble bearing plate (15) onto the transition 10 ft lb) after the initial surge.
plate and install capscrews (14). Tighten the
capscrews to the standard torque. 28. If the shaft will not turn properly, disassemble
the pump and inspect the parts for burrs or
24. Lubricate O-ring (21) and position it on bearing foreign material that that may be causing
plate (15). Install assembled bearing plate (15) buildup or interference between parts.
and transition plate (16) to connector plate (11)
and secure it with nuts (20). Tighten the nuts to 29. When the driveshaft turns properly, install the
the standard torque. remaining hardened washers and nuts. Tighten
the nuts to 325 - 339 Nm (240 - 250 ft lb).
25. Install coupling (19).
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
A snap ring may have been installed previously torque.
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.
12 960E-1
Removal and installation of hoist valve 2. Shut down the truck properly. Refer to Index
and foreword section Operating instructions
Removal 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.
Relieve all pressure before disconnecting 4. Thoroughly clean the exterior of the hoist valve.
hydraulic lines. Tighten all connections securely 5. Disconnect and plug all hydraulic lines and
before applying pressure. ports to help prevent contamination. Mark each
hydraulic line to aid in correct installation.
Hydraulic oil escaping under pressure can have 6. Remove the capscrews and lockwashers that
sufficient force to enter a person's body by secure hoist valve (5, Figure 50-16).
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
1. Make sure that there is adequate overhead The hoist valve weighs approximately 193 kg (425
clearance and raise the truck body. Secure the lb). Use a suitable lifting device that can handle
body in the raised position with the body-up the load safely.
retention cable. Refer to Index and foreword 7. Attach a lifting device to the hoist valve and
section Foreword and general information for remove it from the truck. Move the hoist valve to
the procedure. a clean work area for disassembly.
FIGURE 50-16. HOIST VALVE & PIPING (Top View)

1. Hoist Cylinder 3. Overcenter Manifold 6. Pump Drive Shaft
2. Brake/Hoist Return Oil 4. Hoist Circuit Filters 7. Hydraulic Tank
Manifold 5. Hoist Valve
960E-1 13
Installation Disassembly and assembly of hoist valve

1. Attach a suitable lifting device to the hoist valve. O-ring replacement
Move the hoist valve into position on top of the
hoist pump and secure it with capscrews, nuts It is not necessary to remove the individual valve
and lockwashers. Tighten the capscrews to the sections to accomplish repairs unless the O-rings
standard torque. between the valve sections to must be replaced to
prevent leakage. Loosening and retightening the
NOTE: The hoist valve must be positioned with main valve tie rod nut could cause distortion,
separator plate (8, Figure 50-17) toward the front of resulting in binding or severely sticking plungers,
the truck. 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-
FIGURE 50-17. HOIST VALVE ASSEMBLY
18).
1. Inlet Section (Rear) 4. Inlet Section (Front)
2. Spool Section (Work 5. Nuts and Washers
Ports) 6. Tie Rods
3. Spool Section (Tank 7. Tube
Ports) 8. Separator Plate
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 FIGURE 50-18. TIE ROD INSTALLATON
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.
14 960E-1
5. Use a torque wrench to tighten the nuts in the Disassembly of inlet section
pattern shown in Figure 50-19. Tighten the tie
NOTE: Match mark or identify each part when
rod nuts evenly in the following sequence:
removed in respect to its location or mating bore to
a. First, tighten the nuts to 20 Nm (15 ft lb) in aid in reassembly.
order 1, 4, 2, 3.
1. Disconnect tube (7, Figure 50-17) at the cover
b. Next, tighten the nuts to 43 Nm (32 ft lb) in end. Remove capscrews (14, Figure 50-20) and
order 1, 4, 2, 3. cover (13). Remove springs (12), check valves
c. Finally, tighten the nuts to 142 Nm (105 ft lb) (11), and O-rings (10).
in order 1, 4, 2, 3. 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 6. Sleeve 10. O-Rings

2. Inlet Cover 7. Secondary Low Pressure 11. Check Valves
3. Spring (Orange) Relief Valve 12. Springs
4. Flow Control/Main Relief Valve 8. O-Rings 13. Cover
5. Spring 9. Inlet Valve Body 14. Capscrews
960E-1 15
3. Remove sleeve (9, Figure 50-21), backup ring Assembly of inlet section
(8), O-ring (7), backup ring (6). Remove backup 1. Discard all O-rings and backup rings. Clean all
ring (5), O-ring (4), backup ring (3) and restrictor parts in solvent and dry with compressed air.
poppet (2).
2. Inspect all springs for breaks and distortion.
4. Repeat the procedure for the opposite inlet Inspect poppet seating surfaces for nicks or
section if disassembly is required. 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
FIGURE 50-21. RESTRICTOR POPPET REMOVAL the nuts to 34 Nm (25 ft lb).
(Inlet Cover)
1. Inlet Cover 6. Backup Ring
2. Restrictor Poppet 7. O-ring
3. Backup Ring 8. Backup Ring
4. O-Ring 9. Sleeve
5. Backup Ring
FIGURE 50-22. POPPET AND BALL

1. Poppet 3. O-Ring
2. Steel Ball
16 960E-1
Disassembly of rear spool section 6. Remove plug (3) from the end of the spool.
Remove spring seat (2) and spring (11).
NOTE: It is not necessary to remove inlet sections (1,
Remove poppet (21) and spool end (15).
Figure 50-17) or (4) to disassemble spool sections (2)
or (3). NOTE: Pay special attention to poppets (12), (21)
and (22) during removal to ensure proper location
NOTE: Match mark or identify each part when
during reassembly. Poppets may be identified with a
removed in respect to its location or respect to its
colored dot (red, green or white). If the poppets are
mating bore to aid reassembly.
not color coded, use the table below and the
1. Remove the capscrews and lift spool cover (1, specified drill bit to measure the orifice diameter for
Figure 50-24) from the housing. proper identification.
2. Remove poppet (6) from the spool cover.
Remove and discard O-ring (8).
POPPET ORIFICE DRILL
NOTE: The poppet contains a small steel ball (7). Do COLOR DIAMETER SIZE
not misplace it. Red 3.556 mm (.140 in.) #28
3. Remove and discard O-rings (4) and (5).
Green 2.362 mm (.093 in.) #42
4. Remove restrictor poppet (1, Figure 50-23).
White 1.600 mm (.063 in.) #52
Remove and discard O-ring (2) and backup ring
(3), if used. Note the position of the restrictor
poppet when removed to ensure correct 7. Repeat Step 6 to disassemble the opposite end
reassembly. of spool assembly (20). Note that there is no
5. Remove spool assembly (20, Figure 50-24). plug or restrictor poppet in the opposite end and
Note the color of the lower spring (blue) to the spring is blue.
ensure proper location during reassembly. Also 8. Remove spool assembly (14). At the top end of
note the “V” groove on the top end of the spool. 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).
FIGURE 50-23. RESTRICTOR POPPET

1. Restrictor Poppet 4. O-Ring
2. O-Ring * 5. O-Ring
3. Backup Ring *
* Items 2 and 3 not used on all valves.
960E-1 17
FIGURE 50-24. REAR SPOOL SECTION ASSEMBLY

1. Spool Cover 8. O-Ring 14. Spool Assembly 21. Restrictor Poppet
2. Spring Seat 9. Restrictor Poppet 15. Spool End (Green)
3. Plug 10. O-Ring 16. Spring (Blue) 22. Restrictor Poppet
4. O-Ring 11. Spring 17. O-Ring (White)
5. O-Ring 12. Restrictor Poppet 18. Poppet
6. Poppet (Red) 19. Spool Cover
7. Steel Ball 13. Spool Housing 20. Spool Assembly
18 960E-1
Assembly of rear spool section NOTE: Spool assemblies (14, Figure 50-24) and (20)
are physically interchangeable. Ensure that spool
1. Discard all O-rings and backup rings. Clean all
assembly (14) is installed toward the base port of the
parts in solvent and blow dry with compressed
spool housing.
air.
2. Inspect all springs for breaks and distortion. 12. If used, install O-ring (2, Figure 50-23) and
Inspect the poppet seating surfaces for nicks backup ring (3) on restrictor poppet (1). Install
and excessive wear. All seats must be sharp the poppet in the spool housing as shown in
and free of nicks. Figure 50-24.
3. Inspect all bores and surfaces of sliding parts 13. Install new O-rings (4, Figure 50-24), (5) and
for nicks, scores and excessive wear. (10).
4. Inspect all poppets in their respective bore for 14. Install a new O-ring (and backup ring, if used)
proper fit. Poppets should move freely through a on poppet (6). Make sure that small steel ball (7)
complete revolution without binding. is installed in the poppet. Install the poppet in
5. Lubricate O-rings (4, Figure 50-24), (5) and (10) spool cover (1).
with clean hydraulic oil. Install the O-rings in 15. Position spool cover (1) over spool housing (13).
spool housing (13). Install poppet (18). Install Install and tighten the capscrews to 81 Nm (60
spool cover (19) and secure it with the ft lb).
capscrews. 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.
6. Install spring (11) in spool assembly (20). Install
Do not reverse the cover position.
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 FIGURE 50-25. SPOOL INSTALLATION
threads of spool end (15). Install spool end and
tighten it to 34 Nm (25 ft lb). Install red restrictor 1. “V” Groove 3. Work Ports Spool
poppet (12). Apply Dri-loc #204 to the threads of 2. Spool Assembly Section
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.
960E-1 19
Disassembly of front spool section 1. Remove the capscrews and lift spool cover (4,
Figure 50-26) from spool housing (1).
NOTE: It is not necessary to remove inlet sections (1,
Figure 50-17) or (4) to accomplish spool section 2. Remove and discard O-rings (5) and (6).
disassembly and repair. 3. Remove the capscrews and spool cover (9)
from spool housing (1). Remove and discard the
NOTE: Match mark or identify each spool in respect
O-rings.
to its mating bore when removed.
4. Remove springs (8). Push spools (7) out of the
housing bores.
FIGURE 50-26. FRONT SPOOL SECTION ASSEMBLY

1. Spool Housing 4. Spool Cover 7. Spool
2. Plug 5. O-Ring 8. Spring
3. O-Ring 6. O-Ring 9. Spool Cover
20 960E-1
Assembly of front spool section Overcenter valve manifold service

1. Discard all O-rings. Clean all parts in solvent The overcenter valve manifold is located at the rear
and blow dry with compressed air. of the hoist valve (See Figure 50-16). Figure 50-27
2. Inspect the springs for breaks and distortion. through Figure 50-29 show the proper placement of
the O-rings and backup rings on the cavity plug, the
3. Inspect the housing bores and surfaces of the
needle valve, and the counterbalance valve.
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 FIGURE 50-27. CAVITY PLUG
(3). 1. O-Rings 2. Backup Rings
FIGURE 50-28. NEEDLE VALVE

1. O-Rings 2. Backup Rings
FIGURE 50-29. COUNTERBALANCE VALVE

1. O-Rings 2. Backup Rings
960E-1 21
Removal and installation of hoist pilot Installation

valve 1. Place hoist pilot valve (1) into position on the
Removal mounting bracket. Secure the hoist pilot valve
with mounting hardware (2).
1. Place the hoist control lever in the LOWER
position. Ensure that the body is in the fully 2. Position hydraulic lines (3) over the valve ports
resting on the frame. Release the hoist control and assemble the fittings. Tighten the hydraulic
lever to return the hoist valve spool to the line connections securely.
FLOAT position. 3. Place the hoist control lever in the spring-
2. Disconnect hydraulic lines (3, Figure 50-30) at centered position. Adjust the pilot valve spool
hoist pilot valve (1) located in the hydraulic until the centerline of the cable attachment hole
brake cabinet. Remove capscrews (5). extends 29.5 mm (1.16 in.) from the face of the
valve body.
3. Loosen and unthread jam nut (8). Unthread
sleeve (9) until cotter pin (6) and pin (10) are 4. Align the control cable eye with the pilot valve
exposed. spool hole, then insert pin (10). Secure the pin
with cotter pin (6).
4. Remove cotter pin and pin.
5. Thread sleeve (9) upward until it contacts the
5. Remove mounting hardware (2) and hoist pilot valve body. Move flange (4) into position and
valve (1). 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

1. Hoist Pilot Valve 4. Flange 7. Control Cable 10. Pin
2. Mounting Hardware 5. Capscrew 8. Jam Nut
3. Hydraulic Tubes 6. Cotter Pin 9. Sleeve
22 960E-1
Disassembly and assembly of hoist pilot 9. Remove nuts (8) and (10, Figure 50-32) and
valve remove tie rods (9). Separate the valve
housings. Remove O-ring (11). Remove the
Disassembly poppet check and spring (located on the outlet
1. Thoroughly clean the exterior of the valve. housing side of the spool housing) from the
Match mark the components to ensure proper spool housing.
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.

1. Snap Ring 15. Machine Screw
2. Ball (4) 16. Seal Plate
3. Detent Pin 17. Spool Housing
4. Spring 18. Inlet Housing
5. Spacer 19. Spring Seat
6. Capscrew 20. Spring
7. Outlet Housing 21. Ball (1)
8. Nut 22. Detent Sleeve
9. Tie Rod 23. Spacer
FIGURE 50-31. RELIEF VALVE 10. Nut 24. Cap
1. Spool Housing 5. To Hoist Valve (Base 11. O-Ring 25. Seal Retainer
2. Relief Valve End) 12. O-Ring 26. Wiper
3. Supply Port 6. Return to Tank 13. Wiper 27. O-Ring
4. To Hoist Valve (Rod End) 14. Spool
960E-1 23
Cleaning and inspection 9. Install new O-ring (12) and wiper (13). Install
seal plate (16) and machine screws (15).
1. Clean all parts, including the housings, in
solvent and blow dry with compressed air. 10. Install relief valve (2, Figure 50-31) with new O-
2. Inspect the seal counter bores. They must be rings in the spool housing.
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
complete revolution without binding.
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). FIGURE 50-33. HOIST PILOT VALVE
1. Spool Housing 4. O-Ring
b. Install new O-ring (4) in spool housing. Place
2. Check Poppet 5. Outlet Housing
the inlet and outlet housings on the spool
3. Spring
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). FIGURE 50-34. TIE ROD NUT TORQUE
8. Secure cap (24) in place with capscrews (6). 1. Nut 4. Tie Rod
Tighten the capscrews to 7 Nm (5 ft lb). Install 2. Tie Rod 5. Outlet Housing
spacer (23) and snap ring (1). 3. Nut
24 960E-1
Removal and installation of hoist cylinders 8. At the lower mount, straighten the locking plate
tabs to allow removal of the capscrews.
Removal 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.
lines. Tighten all connections securely before NOTE: Do not lose spacer (6) between the cylinder
applying pressure. bearing and frame.
10. Clean the exterior of the cylinder thoroughly.
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
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 FIGURE 50-35. HOIST CYLINDER UPPER MOUNT
50-35) and capscrew (5). Use a brass drift and
hammer to drive pivot pin (1) from the bore of 1. Pivot Pin 4. Locknut
the mounting bracket. 2. Retaining Ring 5. Capscrew
3. Bearing
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.
960E-1 25
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 N·m
(150 ft lbs).
5. Lubricate new O-rings with clean hydraulic oil
and install the O-rings in the grooves on the
FIGURE 50-36. HOIST CYLINDER LOWER MOUNT
hose flange connections. Position the flange
clamps over the hoist cylinder ports and secure 1. Capscrew 4. Retaining Ring
the flange clamps with capscrews and 2. Locking Plate 5. Bearing
lockwashers. Tighten the capscrews to the 3. Retaining Plate 6. Spacer
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.
26 960E-1
Disassembly and assembly of hoist NOTE: As internal parts are exposed during
cylinders disassembly, protect machined surfaces from
scratches or nicks.
Disassembly
8. Rotate the cylinder housing 180 degrees.
1. If removal of the hoist cylinder eye bearings is Remove the retainer bar that was installed in
necessary, remove retaining ring (4, Figure 50- Step 6.
36) and press out bearing (5). 9. Fabricate a round disc - 318 mm (12.5 in.)
2. Mount the hoist cylinder in a fixture which will diameter x 10 mm (0.38 in.) thick with a 14 mm
allow it to be rotated 180 degrees. (0.56 in.) hole in the center. Align the disc over
3. Position the cylinder with the mounting eye on second stage cylinder (2) and first stage
cover (10, Figure 50-37) at the top. Remove cylinder (3) at the bottom of the cylinder
capscrews and lockwashers (11) the secure the housing.
cover to housing (4). 10. Insert a threaded rod - 13 mm (0.50 in.)
4. Install two threaded capscrews - 22 mm (0.88 diameter x 1350 mm (53 in.) - through the top
in.) diameter x 229 mm (9 in.) length - into the and through the hole in the round disc. Thread a
two threaded holes in cover (10). Screw in the nut onto the bottom end of the threaded rod
capscrews evenly until the cover can be below the disc.
removed. Lift the cover straight up until quill
11. Screw a lifting eye into the top end of the rod.
assembly (22) is clear. Remove O-ring (12) and
Attach it to a lifting device, then lift the second
backup ring (23).
and first stage cylinders out of the housing.
5. Remove capscrews (7) and plate (5) that secure
12. Remove the lifting tools from the second and
rod bearing retainer (6) to rod (1). Remove seal
first stage cylinders.
(8).
6. Fabricate a retainer bar using a 6 x 25 x 460 13. Slide second stage cylinder (2) down inside first
mm (1/4" x 1" x 18") steel flat. Drill holes in the stage cylinder (3). Remove snap ring (9) from
bar to align with a pair of tapped holes spaced inside the first stage cylinder.
180 degrees apart in the housing. Attach the bar 14. Remove the second stage cylinder from the first
to the housing using capscrews (11). stage cylinder by sliding it out the top.
NOTE: A retainer bar is required to prevent the first 15. Remove all old bearings, O-rings, and seals
and second stage cylinders from dropping out when from the hoist cylinder parts.
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).
960E-1 27
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
28 960E-1

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 FIGURE 50-38. QUILL ASSEMBLY TIGHTENING
the threads in the cover assembly and quill.
1. Cap Assembly
c. To install the quill, refer to "Installation of the 2. Quill Assembly
quill".
5. When the cylinder assembly is dismantled,
check capscrews (7, Figure 50-37) carefully for
distress. Replace the capscrews if in doubt.
960E-1 29
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 VJ6863) 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 3. Plug

2. Quill Assembly 4. Check Ball
30 960E-1
Installation of check balls and plugs in quill 1. Use the newer plugs. Ensure that the threads in
the quill tube and on the plugs are clean, dry
Check balls (4, Figure 50-39) in the side of quill
and free of oil and solvent.
assembly (2) are held in place with threaded plugs
(3). 2. Spray the mating threads of both plugs (3,
Figure 50-39) and quill assembly (2) with
If a plug is missing and the check ball is not found in LOCQUIC Primer T (Komatsu part number
the cylinder, inspect the opposite side hoist cylinder TL8753) or equivalent. Allow the primer to dry
and the plumbing leading to the hoist valve for for 3 to 5 minutes.
damage. Also, check the hoist valve itself to see
3. Apply Loctite Sealant #277 (Komatsu part
whether the ball or plug has caused internal damage
number VJ6863) or equivalent to the mating
to the spool. Peening of the necked down sections of
threads of both plugs and the quill assembly.
the spool may result. Spool sticking may also occur.
4. Place check balls (4) in the quill tube and install
NOTE: Refer to Figure 50-40 for SS1158 plug plugs (3) with the concave side facing the ball.
installation and removal tool that can be fabricated for Use the SS1158 plug installation and removal
installing and removing the check ball plugs. tool to tighten the plugs to 95 Nm (70 ft lb).
Check the plugs during any cylinder repair to ensure Allow the parts to cure for two hours before
that they are tight. If they move, remove the plugs exposing the threaded areas to oil.
and check whether the ball seat in the quill is NOTE: If LOCQUIC Primer T (TL8753) was not used,
deformed. the cure time will require 24 hours instead of two
• If deformation of the ball seat has occurred, the hours.
quill should be replaced. 5. Stake the plug threads in two places between
• If the ball seat area is not deformed, measure the the holes, as shown in Figure 50-40, to prevent
plug thickness as shown in Figure 50-40: loosening of the plug.
Older plug: 6.35 ± 0.50 mm (0.25 ± 0.02 in.) NOTE: If removal of the plug is necessary in a later
Newer plug: 9.65 ± 0.50 mm (0.38 ± 0.02 in.) 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
960E-1 31
Assembly 12. Check capscrews (1, Figure 50-41) carefully for

distress. Replace the capscrews if in doubt.
1. Install seals (15, Figure 50-37) and bearing (14)
on the second stage cylinder. Install bearings 13. Lubricate capscrews (1) with a lithium based
(19), buffer seal (18), rod seal (20) and rod grease. Install capscrews and plate (2). Tighten
wiper (21) on the first stage cylinder. Lubricate the capscrews to 780 Nm (575 ft lb).
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). FIGURE 50-41. THIRD STAGE PISTON
8. Attach a lifting device to the eye of rod (1) and 1. Capscrew 3. Piston
align it over housing (4). Install cushion (25) on 2. Plate
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 14. Install O-ring (12, Figure 50-37) and backup ring
cover end at the top. Remove the retainer bar (23) on cover (10). Align and lower the cover
that was installed in Step 6. Install bearings (17) onto housing (4). Lubricate capscrews (11) and
and seal (16) on rod bearing retainer (6). install them with the lockwashers. Tighten the
10. Thread two guide bolts - 100 mm (4 in.) long - in
the end of rod (1). Install seal (8) on the end of 15. If removed, install bearing (5, Figure 50-36) and
the rod. retainer rings (4) in the hoist cylinder eye.
11. Align piston rod bearing retainer (6) over the

guide bolts and lower it over the end of rod (1).
Remove the guide bolts.
32 960E-1
NOTES
960E-1 33
960E-1 Dump truck

34 960E-1
CEN50007-00
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
960E-1 1
NOTES
2 960E-1
Removal and installation of operator cab

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 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 Do not attempt to work in the deck area until the
servicing Komatsu Distributor. body safety cables have been installed.
FIGURE 50-1. CAB ASSEMBLY (FRONT VEW)
1. Access Cover 2. Lifting Eyes
960E-1 3
Removal 4. Disconnect all hydraulic hoses that are routed to

the frame from the fittings on the bottom of the
NOTE: The following procedure describes removal of
hydraulic brake cabinet. Remove the rear cover
the cab as a complete module with the hydraulic
plate underneath the cab and disconnect the
brake cabinet attached. All hoses and wire harnesses
steering hoses. Cap all fittings and plug the
must be marked prior to removal for identification to
hoses to prevent contamination.
ensure correct reinstallation.
5. Disconnect the wire harnesses from cab
1. Turn the key switch to the OFF position and connector plate (1, Figure 50-2) at the rear of
allow at least 90 seconds for the steering the cab.
accumulators to depressurize completely. Turn
6. Remove cable clamps, hose clamps, grounding
the steering wheel to ensure that no pressure
straps and cables as needed for cab removal.
remains.
7. Close heater shutoff valves (1, Figure 50-3)
2. Chock the tires securely, then open the brake
located at the water pump inlet housing on the
accumulator bleed down valves on brake
right side of the engine and at the water
manifold located in the hydraulic brake cabinet.
manifold. Disconnect the heater hoses at each
Allow sufficient time for the accumulators to
valve and drain the coolant into a container.
depressurize completely.
8. Remove clamps and heater hoses from the
3. Activate the battery disconnect switches located
fittings on the underside of the deck.
on the left side of the battery box.
FIGURE 50-2. CAB ASSEMBLY (REAR VEW)

1. Cab Connector Plate 2. Cab Mounting Hardware
4 960E-1
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
FIGURE 50-3. ENGINE - R.H. VIEW capscrews to 950 Nm (700 ft lb).
1. Heater Shutoff Valves 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
Federal regulations prohibit venting air
tubes.
conditioning system refrigerants into the
atmosphere. An approved recovery/recycle 5. Reinstall any cable clamps, hose clamps,
station must be used to remove the refrigerant grounding straps and cables as needed.
from the air conditioning system. 6. Install the heater hoses and clamps on the
9. Evacuate the air conditioning system. Refer to fittings on the underside of the cab. Connect the
Structure, function and maintenance standards other end of each hose to the fittings at heater
section Cab air conditioner for the correct shutoff valves (1, Figure 50-3). Open the heater
procedure. shutoff valves.
7. Remove the caps and reinstall the air
10. Attach a lifting device to lifting eyes (2, Figure
conditioning system hoses to the compressor
50-1) provided on top of the cab.
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
The cab assembly weighs approximately 2 268 kg
on the brake manifold.
(5,000 lb). Ensure the lifting device has adequate
capacity for lifting the load. 9. Deactivate the battery disconnect switches.
NOTE: The rear portion of the cab assembly is 10. Service the hydraulic tank and engine coolant
heavier than the front portion. as required.
11. Remove cab mounting hardware (2, Figure 50- 11. Start the engine and verify proper operation of
2) from the mounting pads at each corner of the all controls. Ensure that the air conditioning
cab. system is properly recharged.
960E-1 5
Removal and installation of cab door Disassembly and assembly of cab door
The cab door assemblies are mirror images of each Removing door panel
other. Each is hinged on the rear edge with a heavy
duty hinge. For repairs on the door latches or window 1. Remove hair pin clip (1, Figure 50-4) and bolt
controls, it is usually better (but not necessary) to (2) from the door check strap closest to the
remove the door from the cab and lower it to the floor door.
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 FIGURE 50-4. DOOR PANEL
internal components for repair.
1. Hair Pin Clip 4. Wiring Harness
Installation 2. Bolt 5. Panel Screws
3. Door Check Strap 6. Window Regulator
1. Attach a lifting sling and hoist to the door
Bracket Mounting Screw
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. 2. Disconnect wiring harness (4) from the floor.
3. Attach the travel limiting strap with the bolt and 3. Open the door as far as possible in order to
clip that were removed previously. remove the internal door panel.
4. Connect the door harness to the receptacle 4. Before removing all door panel mounting
mounted in the cab floor. screws, support the panel to prevent the
assembly from dropping. Remove 15 panel
5. Verify proper operation of the power window screws (5).
and door latch adjustment.
6. Install the door panel. NOTE: Remove the panel screws across the top last.
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 Door glass and internal door panel will drop when
keep out dirt and drafts. This sealer strip should door panel screws are removed.
be replaced if it becomes damaged.
6 960E-1
5. Carefully lower the door panel a few inches. Installing door panel
Hold the glass at the top to prevent it from 1. While supporting the window glass as shown in
dropping. Slide the door panel toward the cab to Figure 50-10 (a few inches from the top), install
disengage the window regulator roller from the the lower and upper regulator rollers in their
track on the bottom of the glass (See Figure 50- tracks. Start by moving the door panel (with the
5). Slide the panel away from the cab to window regulator) away from the cab just far
disengage the other top roller and lower roller enough to allow the rollers to enter their tracks.
from its tracks. Place the panel out of the way Then, with the rollers in the tracks, slide the
after removal. 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
FIGURE 50-5. WINDOW REGULATOR ROLLER
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".
960E-1 7
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 3. Mounting Screw -
2. Mounting Screws - Outside Door Handle
Latch 4. Latch Assembly
5. Window Frame
8 960E-1
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

FIGURE 50-7. DOOR SEALS
1. Starting at the lower center of the door opening,
pull up on one end of the seal. The seal should
1. Door Opening Seal 3. Door Assembly Seal
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. FIGURE 50-8. DOOR SEALS
5. Fit both ends so that they meet squarely. Then
while holding the ends together, push them 1. Door Opening Seal 2. Door Hinge Seal
firmly into the center of the opening.
960E-1 9
Removing door glass 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
door panel".
able to remove the screws.
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).
FIGURE 50-11. WINDOW CHANNEL

1. Screws 2. Rubber Felt Insert
FIGURE 50-9. ROLLER TRACK
6. Remove the trim material covering screws (1,
Figure 50-12) that are holding the window frame
4. Support the glass in the door frame with support to the door. Remove the screws.
block (1, Figure 50-10) as shown. Remove
screws (2) that hold the window regulator track NOTE: The screws along the bottom of the window
adapter. frame may be shorter than the screws along the top
and sides.
FIGURE 50-10. WINDOW REGULATOR TRACK

ADAPTER
FIGURE 50-12. WINDOW FRAME
1. Support Block 2. Screws
1. Screws
10 960E-1
7. Lift the door glass up in window frame (1, Figure Installing door glass
50-13) so that it is near the top. While holding 1. Before installing new window glass, inspect the
the glass in place, tilt the frame out at the top. window frame. In each corner, there is an “L”
Lift the frame and glass straight up and out of shaped bracket (1, Figure 50-14) with two
the door. 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.
Window bracket (2) at the bottom of the glass 2. Slide the new window glass into the window
must clear the door frame if it is still on the glass. 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
8. Move the window glass and frame to a work

area where the glass can be removed. Slide the FIGURE 50-14. WINDOW FRAME INSPECTION
glass down and out of the window channels. 1. “L” Shaped Brackets
960E-1 11
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.
FIGURE 50-15. INSTALLING 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".
12 960E-1
Adjustment of cab door 4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
Door jamb bolt adjustment door. If the paper is loose all around, repeat
Over time, the door latch mechanism may wear. To Step 2. If the paper is firmly gripped, but can be
ensure proper latching of the door, the door jamb bolt removed without tearing it, open the door and
may need to be adjusted periodically. 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.
FIGURE 50-16. DOOR JAMB BOLT ADJUSTMENT b. If the seals are tight at the top of the door but
1. Washer 3. Frame not at the bottom, place a 4 x 4 block of wood
2. Striker Bolt 4. Door Seal 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
NOTE: Always check the condition of the door block and check seal compression again
assembly seal before making adjustments. using the paper method. Seal compression
should be equal all the way around the door.
• If the door closes, but not tightly enough to give a
good seal between the door seal and the cab If seal is still loose at the bottom, repeat the
skin: procedure again until seal compression is the
same all the way around.
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 • If the door springs back when trying to close it,
washer onto the jamb. striker bolt (2) has probably loosened and slipped
down from where the catch can engage with the
2. Loosen striker bolt (2). Move it straight inwards
bolt.
1.5 mm (1/16 inch) and retighten the bolt.
1. Open the door and close both latches (3) and (5
3. Hold a piece of paper where door seal (4) will
on the catch until they are both fully closed.
contact the skin of the cab and firmly close the
door on the paper. 2. Transfer the center of this opening onto the skin
of the cab nearest where the door jamb bolt is
NOTE: The door latch mechanism has a double located. Use a T-square or other measuring
catch mechanism, so ensure that it latches on the equipment and mark on the cab with a pencil.
second catch.
NOTE: Release the door catch before trying to close
the door.
960E-1 13
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).
FIGURE 50-18. MEASURING TRAVEL DISTANCE

FIGURE 50-17. DOOR JAMB BOLT ADJUSTMENT OF PLUNGER
1. Cab 4. Door
2. Striker Bolt 5. Lower Latch
3. Upper Latch
door panel".
3. Remove capscrew and nut (1, Figure 50-19)
3. Loosen and vertically align (center) the door from inside release lever.
jamb bolt with the mark and tighten it firmly 4. Remove four mounting screws (2) that hold the
enough to hold it in place but still allow some latch mechanism in the door.
slippage.
5. Remove latch assembly (4). Check whether the
4. Carefully try to close door (4, Figure 50-17) and door latch mechanism works properly by
determine whether this adjustment has helped performing the following test:
the “springing” problem. If the door latches but
not firmly enough, follow the procedure in Step a. Close the latch mechanism pawls.
1. If the door latch does not catch, move the bolt b. Operate the inside door release lever to see
outward and try again. When corrected, follow whether the pawls open. If the pawls do not
the adjustment procedures in Step 1 to ensure a open, replace the door latch assembly.
good seal.
c. Close the pawls again.
By design, if both seals are in good condition, d. Press the outside door button to see whether
proper adjustment of the outside seal will the pawls open.
ensure good contact on the inside seal to
prevent dust and moisture from entering the e. If the latch mechanism operates properly,
cab. proceed to Step 6. If the latch mechanism
does not operate properly, install a new door
latch assembly then continue with Step 6.
14 960E-1
6. Remove mounting screws (3) from the outside Removal and installation of side window
door handle. With the door handle removed, glass
adjust the plunger counterclockwise to increase
the height of the door handle release button. Recommended tools and supplies
Lock the plunger capscrew with the locknut. • Cold knife, pneumatic knife, or a piano wire
Apply Loctite® to prevent the screw from cutting device, long knife. Cutout tools are
loosening. 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
FIGURE 50-19. DOOR LATCH

1. Capscrew and Nut 3. Mounting Screw - Due to the severe duty application of off-highway
2. Mounting Screws - Outside Door Handle vehicles, the cure times listed by the adhesive
Latch 4. Latch Assembly manufacturer should be doubled before a truck is
5. Window Frame 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.
NOTE: Install the door handle and latch assembly by
If another adhesive manufacturer is used, follow
reversing the previous steps.
that manufacturer's instructions for use,
including the use of any primers, and double the
allowances for proper curing time.
960E-1 15
Removal 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 first concern with all glass replacement is
The rubber bumpers are used to ensure a
SAFETY! Wear heavy protective gloves and
proper adhesive installed thickness. If too thin,
safety eyeglass goggles when working with
the glass may break when the cab flexes. If too
glass.
thick, both improper sealing and the risk of
1. Use a cut-out tool to slice into the existing glassnot being properly bonded are possible.
urethane adhesive and remove the window
glass. NOTE: Be careful not to place the adhesive too far
inboard, as it will make any future glass replacement
2. Carefully clean and remove all broken glass more difficult.
chips from any remaining window adhesive. The
surface should be smooth and even. Use only 6. Apply a continuous, even bead of adhesive
clean water. (approximately 10 mm (0.38 in.) in diameter) to
the cab skin at a distance of 13 - 16 mm (0.50 -
NOTE: Removal of all old adhesive is not required. 0.63 in.) inboard from the previously marked
Remove just enough to provide an even bedding final location of the glass edges from Step 2.
base. 7. Immediately install the glass. Carefully locate
3. Use a long knife to cut the remaining urethane the glass in place with the black masking side
from the opening, leaving a bed 2 - 4 mm (0.08 - toward the adhesive. Press firmly, but not
0.15 in.) thick. If the existing urethane is loose, abruptly, into place to ensure that the glass is
completely remove it. Leave the installation properly seated. Do not pound the glass into
bumpers in place, if possible. place.
8. Use a wooden prop and duct tape to hold the
Installation
glass in place for at least two hours or double
1. Clean the metal with Sika Aktivator. Allow it to the adhesive manufacturer’s curing time,
dry for ten minutes. Then paint on a thin coat of whichever time is longer.
Sika Primer 206G+P and allow it to dry for ten 9. Remove the tape or prop from the glass only
minutes. after the cure time has expired.
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.
16 960E-1
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.
FIGURE 50-20. WINDSHIELD
3. Clean all dirt and old sealant from the
weatherstrip grooves. Ensure that the perimeter 1. Glass 3. Weatherstrip
of the window opening is clean and free of 2. Locking Lip 4. Sheet Metal
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. FIGURE 50-21. REAR WINDOW
c. Lift both ends so that they meet squarely. 1. Glass 3. Weatherstrip
Then, while holding the ends together, force 2. Locking Lip 4. Sheet Metal
them back over the lip of the opening.
960E-1 17
2. Lubricate the groove of the weatherstrip where Removal and installation of windshield
the glass is to be seated. wiper motor
3. Lower the glass into the groove along the
Removal
bottom of the window opening.
4. Two people should be used for glass 1. Remove large access cover (1, Figure 50-1)
installation. Have one person on the outside of from the front of the cab.
the cab pushing in on the glass against the 2. Disconnect the wiper motor harness connector.
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 Some wiper linkage arms may have extremely
secure the glass in the weatherstrip. sharp edges. Wear protective gloves and long
sleeves when handling wiper linkage arms.
NOTE: If the windshield was replaced, lower the
windshield wiper arms back onto the glass. 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).
18 960E-1
Removal and installation of windshield

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 6. Cap Screw
2. Cap Screw 7. Flat Washer
3. Flat Washer 8. Lock Washer
FIGURE 50-23. WIPER ARM DETAIL
4. Lock Washer 9. Wiper Linkage
5. Plate 10. Nut 1. Wiper Arm 4. Cap
2. Nut 5. Washer
3. Spring Washer 6. Nut
960E-1 19
Removal and installation of windshield Installation

wiper linkage 1. Place the wiper assembly into position in the
Removal wiper compartment.
2. Install cap screws (3, Figure 50-24), lock wash-
1. Remove the wiper arms. Refer to "Removal and
ers (4) and flat washers (5). Tighten cap screws.
installation of windshield wiper arm".
3. Install washer (5, Figure 50-23) and nut (6) on
2. Remove retainer (8, Figure 50-24), and discon- each wiper shaft. Tighten the nut to 18-20 Nm
nect the wiper linkage from wiper motor drive (160-177 in lbs).
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). Do not overtighten the nut. The threads on the
5. Remove wiper assembly from cab. 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 o’clock 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°) 5. Flat Washer
1. Wiper Motor 6. Wiper Motor Drive Arm
2. Wiper Blade 7. Nozzle
3. Cap Screw 8. Retainer
4. Lock Washer 9. Hose
20 960E-1
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 5. Cotter Pin
2. Cap Screw 6. Seat Belt Tether
3. Flat Washer 7. Seat Harness
4. Lock Washer
960E-1 21
960E-1 Dump truck

22 960E-1
CEN50008-00
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
960E-1 1
NOTES
2 960E-1
Removal and installation of dump body Removal

1. Park truck on a hard, level surface and block all
the wheels.
Inspect the condition and rating of all lifting Operating instructions.
devices, slings, chains, and cables. Refer to the 3. Attach lifting cables (1, Figure 50-1) and a lifting
manufacturer's manual for correct capacities and device to the dump body and take up the slack.
safety procedures when lifting components.
Replace any questionable items. 4. Remove the mud flaps from both sides of the
dump body. Remove any electrical wiring and
Ensure that the lifting device is rated for at least a hoses that are attached to the dump body.
45 ton capacity. Slings, chains, and cables used 5. Attach chains around the upper end of the hoist
for lifting components must be rated to supply a cylinders to support them after the mounting
safety factor of approximately 2X the weight pins are removed.
being lifted. When in doubt as to the weight of 6. Remove retaining capscrew and locknut (4,
components or any service procedure, contact Figure 50-2) from each of the upper hoist
the Komatsu area representative for further cylinder mounting eyes. Remove each pivot pin
information. (2).
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.
FIGURE 50-2. HOIST CYLINDER MOUNT

1. Dump Body 3. Hoist Cylinder
2. Pivot Pin 4. Retaining Capscrew
and Locknut
FIGURE 50-1. DUMP BODY REMOVAL

1. Lifting Cables 2. Guide Rope
960E-1 3
7. Remove capscrews (1, Figure 50-3) and Inspection

locknuts (2) from each body pivot pin. 1. Inspect body ear (4, Figure 50-3), frame pivot
8. Attach a body pivot pin support fixture to the (7), and bushings (5), (8) and (9) for excessive
bracket on the underside of the dump body to wear or damage.
aid in supporting the pin as it is removed. 2. Inspect the body guide wear points. Body guide
9. Remove body pivot pins (3) far enough to allow (2, Figure 50-4) should be centered between
shims (6) to drop out. Complete removal of pins wear plates (3) with a maximum gap of 4.8 mm
is not necessary unless new pins are being (0.19 in.) at each side (new wear plates).
installed.
If the gap becomes excessive, install new parts.
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.
FIGURE 50-4. BODY GUIDE

FIGURE 50-3. DUMP BODY PIVOT PIN
1. Capscrew 6. Shim 1. Dump Body 3. Body Guide Wear
2. Locknut 7. Frame Pivot 2. Body Guide Plates
3. Body Pivot Pin 8. Pivot Bushing
4. Body Ear 9. Body Pivot Bushing
5. Body Pivot Bushing
4 960E-1
Installation Removal and installation of body pads

1. Park truck on a hard, level surface and block all Removal
the wheels.
3. Attach lifting cables (1, Figure 50-1) and a lifting
device to the dump body and take up the slack. To avoid serious personal injury or death, the
body retention sling must be installed anytime
4. Lower the body over the truck frame and align
personnel are required to perform maintenance
the body pivots with the frame pivot holes.
on the vehicle with the dump body in the raised
5. Install shims (6, Figure 50-3) in both body position.
pivots, as required, to fill the outside gaps and
center the body on the frame pivot. Do not Refer to Index and foreword section Foreword
install shims on the inside. A minimum of one and general information for the body retention
shim is required at the outside end of both frame sling installation procedure.
pivots.
NOTE: It is not necessary to remove the dump body
6. Align the hole in pivot pin (3) with the capscrew
to replace the body pads. Body pads should be
hole in the pin retainer, which is part of body
inspected during scheduled maintenance inspections
pivot ear (4). Push the pivot pin through shims
and replaced if worn excessively.
(6), frame pivot (7), and into pivot bushings (5)
and (9) in each side of the body pivot. 1. Raise the unloaded dump body to a height that
7. Install capscrew (1) through each pin. Install is sufficient to allow access to all of the body
and tighten locknuts (2) to 203 Nm (150 ft lb). pads. Place blocks between the dump body and
the frame. Secure the blocks in place.
NOTE: Use washers, as necessary, on the nut side 2. Remove pad mounting hardware (2, Figure 50-
only to ensure that the capscrew does not run out of 5).
threads when tightening.
3. Remove body pad (4) and shims (5). Note the
8. Align the hoist cylinder upper mounting eye number of shims installed at each pad location.
bushings with the hole through the dump body. The rear pad on each side should have one less
Align the pin retaining capscrew hole and install shim than the other pads.
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.
960E-1 5
Installation 5. A gap of approximately 1.9 mm (0.075 in.) is

required at each rear pad. This can be
1. Install new body pads (4) with the same number
accomplished by using one less shim at each
of shims (5) that were removed in Step 3.
rear pad.
2. Install pad mounting hardware (2). Tighten the
6. If the pad contact appears to be unequal, repeat
nuts to 88 Nm (65 ft lb).
the adjustment procedure.
3. Remove the blocks from the frame. Lower the
dump body onto the frame. NOTE: Proper contact between the body pad and
frame is required to assure maximum pad life.
4. All pads (except the rear pad on each side)
should contact the frame with approximately
equal compression of the rubber.
FIGURE 50-5. BODY PAD INSTALLATION

1. Dump Body 3. Frame 5. Shim
2. Pad Mounting Hardware 4. Body Pad 6. Mounting Pad
6 960E-1
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) FIGURE 50-6. HOOD AND GRILLE REMOVAL
from the grille housing.
6. Loosen the radiator bumpers on both decks. 1. Hood and Grille 2. Capscrews and
7. Lift hood and grille assembly (1) from the truck Assembly Lockwashers
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.
960E-1 7
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 FIGURE 50-7. DECK COMPONENTS
the underside of the deck. If necessary, remove
any hoses or cables that remain connected to 1. L.H. Deck 5. Center Deck
the deck. The lighting harness and clamps do 2. Electrical Cabinet 6. R.H. Deck
not require removal. 3. Cab 7. Retarding Grid
4. Diagonal Ladder
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.
7. Loosen the radiator bumpers on both decks.
8. Ensure that all wiring harnesses, cables and
hoses have been removed. Carefully lift the
deck from the deck supports.
8 960E-1
Installation 5. Connect deck lighting harness (4) and any

hoses or cables that were disconnected from
1. Tighten the radiator bumpers on both decks.
the deck. Ensure that all electrical harnesses
Clean all deck mount mating surfaces.
and clamps are undamaged and reinstalled
2. Install an appropriate lifting device to the lifting securely. Replace any components as
eyes at each corner of the deck and take up any necessary.
6. Attach an appropriate lifting device to the lifting
handrails.
eyes on the retarding grid. Lift retarding grid (7,
3. Carefully lift and position the deck on the deck Figure 50-7) into position on deck structure (1,
supports. Ensure that any wiring harnesses, Figure 50-8).
cables and hoses that may still be attached to
7. Install retarding grid mounting hardware (3) at
the deck are moved out of the way.
six locations. Tighten the capscrews to the
4. Install deck mounting hardware (2) at the deck standard torque.
support and the front upright. Tighten the
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 3. Retarding Grid Mounting Hardware
2. Deck Mounting Hardware 4. Deck Lighting Harness
960E-1 9
Removal and installation of left deck Installation
Removal 1. Tighten the radiator bumpers on both decks.

Clean all deck mount mating surfaces.
handrails.
If air conditioning system components must be 3. Carefully lift and position the deck on the deck
removed, refer to Testing and adjusting section supports. Ensure that any wiring harnesses,
Cab air conditioning for instructions on cables and hoses that may still be attached to
discharging the air conditioning system before the deck are moved out of the way.
disconnecting any air conditioning lines and 4. Install deck mounting hardware (2) at the deck
servicing the air conditioning system after support and the front upright. Tighten the
installation. capscrews to the standard torque.
1. Remove the operator cab. Refer to Disassembly 5. Connect deck lighting harness (4) and any
and assembly section Operator cab for cab hoses or cables that were disconnected from
removal instructions. the deck. Ensure that all electrical harnesses
2. Disconnect deck lighting harness (3, Figure 50- and clamps are undamaged and reinstalled
9). Inspect the underside of the deck. If securely. Replace any components as
necessary, remove any hoses or cables that necessary.
remain connected to the deck. The lighting 6. Install the operator cab. Refer to Disassembly
harness and clamps do not require removal. and assembly section Operator cab for cab
installation instructions.
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.
5. Loosen the radiator bumpers on both decks.
6. Ensure that all wiring harnesses, cables and
hoses have been removed. Carefully lift the
deck from the deck supports.
10 960E-1
FIGURE 50-9. LEFT DECK STRUCTURE - BOTTOM VIEW

1. Deck Structure 3. Deck Lighting Harness
2. Deck Mounting Hardware
960E-1 11
Removal and installation of fuel tank Cleaning and inspection
Removal NOTE: If a tank has been damaged and requires

structural repair, perform such repairs before final
1. Raise the truck body and install the body up cleaning.
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. If a tank is to be weld repaired, special
3. Disconnect wire harness (13) and remove the precautions are necessary to prevent fire or
clamps attached to the fuel tank. Remove explosion. Consult local authorities for safety
ground wire (17). regulations before proceeding.
4. If equipped, close the inline shutoff valves. The fuel tank has drain cock (10) and a cleaning port
Remove fuel return hose (6) and fuel supply in the side that allows steam or solvent to be used for
hose (8). Cap the hoses and tank fittings to help cleaning tanks that have accumulated foreign
prevent contamination. material.
5. Remove hoist circuit filter assemblies (11) and
It is not necessary to remove the tank from the truck
steering circuit filter assembly (12) from the
for cleaning of sediment. However, rust and scale on
frame side of the tank. Support the filter
the walls and baffles may require complete tank
assembly by placing a chain over the frame rail.
removal. This allows cleaning solutions to be in
It is not necessary to remove the hydraulic
contact with all interior surfaces by rotating the tank in
hoses.
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
The weight of the empty fuel tank is complete, the temporary plugs can be removed.
approximately 2 056 kg (4,533 lb). Use a lifting If the tank is to remain out of service, a small amount
device with adequate capacity to remove the of light oil should be sprayed into the tank to prevent
component. rust. All openings should be sealed for rust
6. Attach a lifting device to the lifting eyes on each prevention.
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.
12 960E-1
FIGURE 50-10. FUEL TANK INSTALLATION

1. Fuel Tank 8. Fuel Supply Hose 15. Flat Washer
2. Fuel Receiver Assembly 9. Fuel Gauge Sender 16. Rubber Dampener
3. Mounting Cap 10. Drain Cock 17. Ground Wire
4. Upper Mounting Hardware 11. Hoist Circuit Filter Assemblies 18. Terminals
5. Filler Cap 12. Steering Circuit Filter Assembly 19. Sender Mounting Hardware
6. Fuel Return Hose 13. Wire Harness
7. Breather 14. Lower Mounting Hardware
960E-1 13
Installation Removal and installation of fuel gauge

1. Thoroughly clean the frame mounting brackets sender
and the mounting hardware holes. Re-tap the Removal
threads if damaged.
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).
The weight of the empty fuel tank is Carefully remove the sender and gasket.
approximately 2 056 kg (4,533 lb). Use a lifting
device with adequate capacity to remove the Installation
component. 1. Clean the mating surfaces. Install a new gasket.
2. Attach a lifting device to the lifting eyes on each 2. Install fuel gauge sender (9) in the tank. Ensure
side of the tank. Lift the fuel tank over the frame that the float is oriented properly and moves
trunnion mounts and lower it into position. freely.
3. Install mounting caps (4, Figure 50-10) and 3. Install sender mounting hardware (19) and
upper mounting hardware (3). Do not tighten the tighten the capscrews to the standard torque.
hardware at this time.
4. Connect the wires to terminals (18).
4. Install rubber dampeners (16), flat washers (15)
5. Fill the fuel tank and check for leaks.
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.
14 960E-1
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
FIGURE 50-11. FUEL TANK BREATHER
accordingly.
1. Screen 7. End Fitting
2. Cover 8. Stem
3. Clamp 9. O-Ring
4. Body 10. Ball Cage
5. Valve Spring 11. Solid Ball
6. O-Ring 12. Float Ball
960E-1 15
960E-1 Dump truck

16 960E-1
CEN50009-00
960E-1

960E-1 A30003 and up

Replacement of air conditioning system components........................................................................................... 3
Diasassembly and assembly of compressor clutch .............................................................................................. 5
960E-1 1
NOTES
2 960E-1
Replacement of air conditioning system Expansion valve

components 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
Never use any lubricant or joint compound to valve service is limited to cleaning or replacing the
lubricate or seal any A/C connections. 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
Hoses and fittings material.
When replacing hoses, use the same type and ID
hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, Receiver-drier
ensure that these are in position or secured. 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
Lines to control the clutch, and should be removed and
installed onto the new unit.
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 Thermostat
prevent line vibration, ensure that these are in place A thermostat can be stuck open or closed due to
and secure. 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
It is important to always torque fittings to the sensing element can not sense temperature in the
proper torque. Failure to do this may result in evaporator, the clutch will not engage (no A/C system
improper contact between mating parts and operation). Causes are a loss of charge in the
leakage may occur. Refer to the following torque capillary tube or a kink, burned thermostat contact or
chart for tightening specifications. 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.
Fitting Size Foot Pounds Newton Meters
Thermostat contact points may be fused (burned)
6 10 - 15 ft.lbs. 14 - 20 Nm closed and the clutch will not disengage. Causes are
a faulty switch that could be due to fatigue. The
8 24 - 29 ft.lbs. 33 - 39 Nm thermostat must be replaced. When the clutch will not
10 26 - 31 ft.lbs. 36 - 42 Nm disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
12 30 - 35 ft.lbs. 41 - 47 Nm There will also be below normal pressure on the low
side of the system. Side effects can be compressor
Installation torque for the single M10 or 3/8 in. damage caused by oil accumulation (refrigeration oil
capscrews securing the inlet and outlet fittings onto tends to accumulate at the coldest spot inside the
the compressor ports is 15 - 34 Nm (11 - 25 ft lb). system) and lower than normal suction pressure that
can starve the compressor of oil.
960E-1 3
Compressor Clutch pulley bearing failure is indicated by bearing

noise when the A/C system is off or the clutch is not
The compressor can fail due to shaft seal leaks (no
engaged. Premature bearing failure may be caused
refrigerant in the system), defective valve plates,
by poor alignment of the clutch and clutch drive
bearings, or other internal parts or problems
pulley.
associated with high or low pressure, heat, or lack of
lubrication. Ensure that the compressor is securely Sometimes it may be necessary to use shims or
mounted and the clutch pulley is properly aligned with enlarge the slots in the compressor mounting bracket
the drive pulley. to achieve proper alignment.
Use a mechanic's stethoscope to listen for noises Excessive clutch plate wear is caused by the plate
inside the compressor. 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
When installing a new compressor, the gap between the clutch pulley and the clutch plate is
compressor must be completely drained of its oil 1.02 ± 0.043 mm (0.023 to 0.057 in.). If the gap is too
before installation. Add 207 ml (7 oz.) of new PAG wide, the magnetic field created when the clutch coil
oil to the compressor to ensure proper system oil is energized will not be strong enough to pull and lock
level. Failure to adjust the amount of oil in the the clutch plate to the clutch pulley.
compressor will lead to excessive system oil and
poor A/C performance.
Some compressors may be discarded because it

is suspected that internal components within the
compressor have seized. Ensure that the
Under no circumstances should the A/C compressor clutch is working properly before
compressor be stood upright onto the clutch discarding a compressor for internal seizure. The
assembly. Damage to the compressor clutch will normal compressor life span should be about
result, leading to premature compressor failures. twice as long as the normal life span of the
compressor clutch.
It is important to note that often times a weak clutch
Accumulator coil may be mistaken for a seized compressor. When
The accumulator can not be serviced or repaired. It a coil’s resistance has increased over time and the
must be replaced whenever the system is opened for magnetic field weakens, the coil may not be able to
any service. 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.
Clutch Before a compressor is dismissed as being seized, a
check for proper voltage to the coil should be
Clutch problems include electrical failure in the clutch
performed. In addition, the coil should be ohm
coil or lead wire, clutch pulley bearing failure, worn or
checked for proper electrical resistance. The coil
warped clutch plate or loss of clutch plate spring
should fall within the following range:
temper. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the 12.0 ± 0.37 Ohms @ 20 °C (68 °F)
clutch shows obvious signs of excessive heat 16.1 ± 0.62 Ohms @ 116 °C (240 °F)
damage, replace the whole assembly. The temperatures specified above are roughly typical
The fast way to check electrical failure in the lead of a summer morning before first start-up and the
wire or clutch coil is to hot wire the coil with a fused heat beside an engine on a hot day. At temperatures
lead. This procedure enables you to bypass clutch in between those listed above, the correct resistance
circuit control devices. is proportionate to the difference in temperature.
4 960E-1
Diasassembly and assembly of Removal of the clutch assembly

compressor clutch 1. Remove the belt guard from the front of the air
conditioning compressor.
* RECOMMENDED TOOLS FOR COMPRESSOR
CLUTCH REMOVAL AND INSTALLATION
J-9399 Thin Wall Socket
**J-9403 Spanner Wrench
**J-25030 Clutch Hub Holding Tool
Clutch Plate and Hub Assembly

J-9401
Remover
J-8433 Pulley Puller
J-9395 Puller Pilot FIGURE 50-1.

1. Belt Pulley 3. Shaft
***J-24092 Puller Legs
2. Clutch Hub/Drive Plate 4. Locknut
J-8092 Universal Handle
J-9481 Pulley and Bearing Installer 2. Remove the drive belt from compressor belt
pulley (1, Figure 50-1).
J-9480-01 Drive Plate Installer
J-9480-02 Spacer, Drive Plate Installer
* 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. FIGURE 50-2.
1. Thin Wall Socket 3. Clutch Hub
2. Clutch Hub Holding Tool
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.
960E-1 5
FIGURE 50-3.
1. Clutch Assembly 2. Clutch Plate & Hub FIGURE 50-5.

Assembly Remover
1. Clutch Hub 2. Pulley
4. Thread clutch plate and hub assembly remover

(2, Figure 50-3) into the hub of clutch assembly 6. Inspect the friction surfaces on clutch hub (1,
(1). Hold the body of the remover with a wrench Figure Figure 50-5) and pulley (2). Scoring on
and tighten the center screw to pull the clutch the friction surfaces is normal. DO NOT replace
plate and hub assembly from the compressor. 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.
FIGURE 50-4.
1. Square Key 2. Keyway in Shaft
5. Remove square key (1, Figure 50-4) from the

keyways.
6 960E-1
Removal of the pulley 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
FIGURE 50-6. specifications, the clutch will not operate properly.
1. Pulley Assembly 3. Retaining Ring Pliers Remove the retaining ring and replace the coil.
2. Pulley Retainer Ring
7. Use retaining ring pliers (3, Figure 50-6) to Installation of the pulley
remove pulley retainer ring (2) from pulley (1).
8. Pry the absorbent sleeve retainer from the neck
of the compressor, and remove the sleeve.
FIGURE 50-8.
1. Bearing Installer 2. Universal Handle
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
FIGURE 50-7. the bearing will result in bearing damage.
1. Pulley Puller 3. Puller Pilot 2. Ensure the pulley rotates freely. If the pulley
2. Pulley Assembly does not rotate freely, remove the pulley and
check for damaged components. Replace any
9. Install pulley puller (1, Figure 50-7) and puller damaged components and reinstall the pulley.
pilot (3) onto the compressor, as shown. If a
3. Install the pulley retainer ring and ensure that
multiple groove pulley is used, install puller legs
the ring is properly seated.
(J-24092) onto the puller in place of the
standard legs. Extend the puller legs to the back 4. Install the absorbent sleeve into the neck of the
side of the pulley. DO NOT use the belt grooves compressor. Install the sleeve retainer.
to pull the pulley from the compressor.
960E-1 7
Installation of the clutch assembly NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
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.
FIGURE 50-10. CLUTCH GAP
5. Install locknut (4, Figure 50-1) and tighten the

FIGURE 50-9.
nut until it seats. The gap should now measure
1. Drive Plate Installer 2. Spacer 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.
2. Place the clutch assembly into position on the
Ensure that the proper tension on the belt is
compressor. Align the square key with the
attained. Refer to the belt tension chart in the
keyway on the shaft.
appropriate engine manual for the proper
3. Thread drive plate installer (1, Figure 50-9) onto specifications.
the shaft of the compressor. Spacer (2) should
7. After assembly is complete, burnish the mating
be in place under the hex nut on the tool.
parts of the clutch by operating the air
4. Press the clutch onto the compressor using conditioning system at maximum load
drive plate installer (1). Continue to press the conditions with the engine at high idle. Turn the
clutch plate until a 2 mm (0.08 in.) gap remains air conditioning control ON and OFF at least 15
between the clutch friction surface and the times for one second intervals.
pulley friction surface. Refer to Figure 50-10.
8. Install the belt guard if no further servicing is
required.
8 960E-1
NOTES
960E-1 9
960E-1 Dump truck

10 960E-1
CEN90001-00
960E-1

960E-1 A30003 and up

Hydraulic circuit diagrams
Steering, hoist and brake cooling hydraulic circuit diagram ....................................................................... EM7616
Brake hydraulic circuit diagram.................................................................................................................. EM7623
960E-1 1
CEN90001-00 90 Diagrams and drawings
NOTES
2 960E-1
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
NOTES
960E-1 3
960E-1 Dump truck

4 960E-1
CEN90002-00
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
960E-1 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
2 960E-1
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
Connectors table and arrangement drawing 960E-1
Number Number
Connector No. Description Location Item No. Connector No. Description Location Item No.
of pins of pins
ABA 2 Auto brake apply solenoid connector R3 2 CN730 6 Fuel tank connector T10 20
BLS 2 Brake lock solenoid connector R4 3 CN801 16 Engine sub-module connector T8 21
BPS 2 Brake pressure sensor connector M5 4 CN802 4 Coolant level switch connector T2 22
BPS 3 Low brake pressure switch connector P1 5 CN803 2 A/C compressor clutch connector W5 23
CAATS 2 Ambient air temperature sensor connector T8 37 CN804 23 Engine ECM connector W5 24
CAN1A 3 CAN 1939 network connector F6 1 CN805 21 Engine ECM connector W5 25
CAN2B 3 CAN - RPC network connector E7 2 CN806 31 Engine ECM connector W5 26
CNP1 8 Dash panel 1 connector I5 42 CN807 5 Prelube relay connector T5 27
CNP2 8 Dash panel 2 connector I5 43 CN808 9 Engine ECM/sub-module connector T4 28
CNX1/P301 48 GE interface connector - P301 A2 3 CN815 2 Prelube signal connector T5 29
CNX2/P302 48 GE interface connector - P302 A2 4 CN816 4 A/C drier pressure switch connector X3 30
CNX3/P303 48 GE interface connector - P303 A2 5 CN820 3 Engine ECM/CAN connector T8 31
CNX4/P304 48 GE interface connector - P304 A3 6 CN821 3 CAN - RPC engine connector E7 9
CNX5/P305 48 GE interface connector - P305 A3 7 DB1P1 3 Diode board 1 connector - P1 C7 10
CN01 19 Cab interface - diagnostic panel I1 1 DB1P2 6 Diode board 1 connector - P2 C7 11
CN02 31 Cab interface - diagnostic panel I1 2 DB1P3 12 Diode board 1 connector - P3 C7 12
CN04 31 Cab interface - dash & center control I1 3 DB1P4 15 Diode board 1 connector - P4 C7 13
CN05 31 Cab interface - dash panel I1 4 DB1P5 6 Diode board 1 connector - P5 C7 14
CN06 19 Cab interface - dash overhead J1 5 DIAG 1 9 Diagnostic plug 1 connector - PSC G5 45
CN08 5 Wiper relay high speed connector K7 6 DIAG 2 3 Diagnostic plug 2 connector - CENCE G2 46
CN09 5 Wiper relay low speed connector K7 7 DIAG 3 9 Diagnostic plug 3 connector - TCI G5 47
CN10 5 Wiper timer delay module connector K7 8 DIAG 4 9 Diagnostic plug 4 connector - QUANTUM G2 48
CN11 2 Horn connector K7 9 DIAG 5 9 Diagnostic plug 5 connector - IM H1 49
CN12 12 Steering column connector J7 10 DIAG 6 9 Diagnostic plug 6 connector - VHMS H1 50
CN14 4 Heater module connector L5 11 DIAG 7 9 Diagnostic plug 7 connector - PLM H2 51
CN16 6 Wiper motor connector L5 12 DIAG 8 9 Diagnostic plug 8 connector - GE/MM H5 52
CN22 4 Panel light dimmer connector H6 13 DID 10 DID panel connector H2 44
CN25 10 Headlight switch connector H7 14 HFPSW-1 2 Hoist pressure bypass switch 1 connector T9 32
CN26 10 Ladder light switch connector H7 15 HFPSW-2 2 Hoist pressure bypass switch 2 connector T9 33
CN27 10 Manual back-up light switch connector H7 16 HLS 2 Hoist limit solenoid connector W8 42
CN28 10 Fog light switch connector H6 17 HPS1 2 Hoist pressure sensor 1 connector T10 34
CN29 10 Display control switch 2 connector H6 18 HPS2 2 Hoist pressure sensor 2 connector T10 35
CN30 10 Display control switch 1 connector H6 19 IMCAN1A 3 CAN 1939 interface module connector F6 15
CN32 10 Rotating beacon switch connector I5 20 IMCAN2B 3 CAN - RPC interface module connector F7 16
CN33 10 Heated mirror switch connector J7 21 IM1 41 Interface module connector - 1 E7 17
CN36 10 Grid drier/engine warmup switch connector L4 22 IM2 41 Interface module connector - 2 E7 18
CN37 10 AC drive rest switch connector L4 23 IM3 41 Interface module connector - 3 D7 19
CN38 10 Brake lock switch connector J7 24 LSPS 3 Low steering pressure switch connector W8 40
CN40 10 Pantagraph control switch connector I5 25 ORBCOMMCNA 14 Orbcomm connector - CNA A6 20
CN41 10 Hazard light switch connector J5 26 ORBCOMMCNB 10 Orbcomm connector - CNB A7 21
CN71 10 Right window switch connector H1 27 PBAPS 3 Parking brake apply pressure switch connector R3 8
CN72 10 Left window switch connector H1 28 PBRPS 3 Parking brake release pressure switch connector Q1 10
CN75 8 Selector switch connector L4 29 PBS 2 Parking brake solenoid connector R4 9
CN161 2 Left window motor connector I5 30 PLMCN264 10 Payload meter connector C7 22
CN162 2 Right window motor connector K2 31 RB1P1 6 Relay board 1 connector - P1 C1 23
CN209 5 Radio power relay connector H5 32 RB1P3 10 Relay board 1 connector - P3 C1 24
CN210 6 Radio right speakers connector H5 33 RB3P1 5 Relay board 3 connector - P1 D1 25
CN211 6 Radio left speakers connector H5 34 RB3P2 2 Relay board 3 connector - P2 D1 26
CN228 2 Air seat power left connector K3 35 RB3P4 9 Relay board 3 connector - P4 D1 27
CN229 2 Air seat power right connector K3 36 RB3P5 2 Relay board 3 connector - P5 D1 28
CN235 3 Retarder pedal connector L6 37 RB4P1 8 Relay board 4 connector - P1 D1 29
CN236 3 Accelerator pedal connector L6 38 RB4P3 8 Relay board 4 connector - P3 D1 30
CN237 3 Retarder lever connector L5 39 RB4P4 2 Relay board 4 connector - P4 D1 31
CN240 23 Hydraulic cabinet connector M5 1 RB5P1 6 Relay board 5 connector - P1 B1 32
CN246 3 Inclinometer connector C1 8 RB5P3 4 Relay board 5 connector - P3 B1 33
CN250 2 Selector switch current limit connector L3 40 RB5P4 6 Relay board 5 connector - P4 B1 34
CN251 12 Modular mining interface connector G5 41 RB5P5 6 Relay board 5 connector - P5 B1 35
CN501 4 Left wheel speed connector W7 1 RPCIM 3 CAN incoming “T” to CN251 connector K3 53
CN502 8 Left frame/hood lights connector W2 2 RPCIT 3 CAN outgoing “T” to dash “T” connector K2 54
CN503 5 Left engine service lights connector W4 3 RPC2M 3 CAN incoming “T” to dash “T” connector J5 55
CN504 5 Right engine service lights connector T4 4 RPC2T 3 CAN dash “T” to dash panel connector K5 56
CN507 4 Right wheel speed connector T5 5 SBDPSW 2 Service brake degrade pressure switch connector M4 6
CN511 5 Auto lube pump connector X3 6 SBDPSW 3 Steering bleeddown pressure switch connector W8 39
CN512 3 Auto lube level connector X3 7 SBDS 2 Steering bleeddown solenoid connector W7 38
CN516 8 Right frame/hood lights connector T3 8 SBPSW 2 Service brake pressure switch connector R5 7
CN535 3 Ladder light switch connector X2 9 SFPSW 2 Steering pressure bypass switch connector T9 36
CN536 3 Engine shutdown switch connector X2 10 SPS 2 Steering pressure sensor connector W8 41
CN703 3 Cooling air pressure switch connector V14 11 VCAN1A 3 CAN 1939 VHMS connector F7 36
CN707 2 Left front brake temperature sensor connector W10 12 VCAN2B 3 CAN - RPC VHMS connector E7 37
CN708 2 Right front brake temperature sensor connector W11 13 VHMSCN1 20 VHMS connector - CN1 C7 38
CN709 2 Left rear brake temperature sensor connector W11 14 VHMSCN2A 18 VHMS connector - CN2A C7 39
CN710 2 Right rear brake temperature sensor connector W11 15 VHMSCN2B 12 VHMS connector - CN2B C7 40
CN711 2 Hydraulic tank level sender connector W10 16 VHMSCN3A 18 VHMS connector - CN3A C7 41
CN712 3 Hydraulic tank temperature sensor connector W10 17 VHMSCN3B 12 VHMS connector - CN3B C7 42
CN721 7 Left rear speed sensor connector U14 18 VHMSCN4A 14 VHMS connector - CN4A C7 43
CN722 7 Right rear speed sensor connector V14 19 VHMSCN4B 10 VHMS connector - CN4B C7 44
Auxiliary control cabinet Operator cab
Main frame Hydraulic brake cabinet

90 Diagrams and drawings CEN90002-00
NOTES
960E-1 3
960E-1 Dump truck

4 960E-1
®
www.komatsuamerica.com
Komatsu America Corp. Copyright 2008 Komatsu

2300 N.E. Adams Street Peoria, IL 61639 Phone: 309-672-7577 Fax: 309-672-7072 Printed in Canada

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CEBM021300

SERIAL NUMBERS A30003 and UP

DUMP TRUCK 1SHOP MANUAL

Machine model Serial number

00 Index and foreword

Composition of shop manual

Section Title Form Number

Shop Manual, contents binder, binder label and tabs CEBM021300

00 Index and foreword

10 Structure, function and maintenance standard

20 Standard value table

30 Testing and adjusting

50 Disassembly and assembly

90 Diagrams and drawings

00 Index and foreword

10 Structure, function and maintenance standard

20 Standard value table

30 Testing and adjusting

Fault Code A124: GE has generated a no propel / no retard warning ....................................41

Fault Code A277: Parking brake applied while loading...........................................................36

Preliminary checks .................................................................................................................... 3

50 Disassembly and assembly

Removal and installation of front suspension............................................................................3

90 Digrams and drawings

Electrical circuit diagram - circuit locator sheet .............................................................. XS5703

960E-1 Dump truck

DUMP TRUCK 1SHOP MANUAL

Machine model Serial number

00 Index and foreword

NON-OEM PARTS IN CRITICAL SYSTEMS

Replacement parts manufactured and supplied by unauthorized sources may not be

Foreword A product identification plate is located on the frame

How to read the shop manual

Composition of shop manual

00. Index and foreword

10. Structure, function and maintenance standard

20. Standard value table

30. Testing and adjusting

50. Disassembly and assembly

90. Diagrams and drawings

Revision and distribution

This “ALERT” symbol is used with the signal words,

“DANGER” identifies a specific potential hazard WHICH WILL

“WARNING” identifies a specific potential hazard WHICH MAY

“CAUTION” is used for general reminders of proper safety

General safety Fire extinguisher and first aid kit

Read and follow all safety precautions. Failure to

Safety rules Clothing and personal items

Mounting and dismounting

Precautions with high temperature fluids Prevention of injury by work equipment

Precautions for attachments Precautions before operating the truck

Fire prevention Mirrors, windows and lights

In operator cab (before starting the engine)

Precautions while operating the truck

Traveling Traveling on slopes

Driving near high voltage cables Working on loose ground

Working near batteries • Batteries generate hydrogen gas. Hydrogen gas

Precautions before performing service Securing the dump body

Precautions while performing service Working under the truck

Adding fuel or oil

Radiator coolant level Precautions when performing maintenance near

Tires Storing tires after removal

Handling tires • As a basic rule, store the tires in a warehouse in