Mack Brake System

AIR
AND
BRAKE
SYSTEM JULY 2007
(REVISED)
16-104
SERVICE MANUAL
AIR AND BRAKE
SYSTEM
SERVICE MANUAL
JULY 2007 © MACK TRUCKS, INC. 2007

(REVISED — SUPERSEDES ISSUE DATED OCTOBER 2005) 16-104
ATTENTION
The information in this manual is not all inclusive and
cannot take into account all unique situations. Note that
some illustrations are typical and may not reflect the
exact arrangement of every component installed on a
specific chassis.
The information, specifications, and illustrations in this
publication are based on information that was current at
the time of publication.
No part of this publication may be reproduced, stored in a
retrieval system, or be transmitted in any form by any
means including (but not limited to) electronic,
mechanical, photocopying, recording, or otherwise
without prior written permission of Mack Trucks, Inc.
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TABLE OF CONTENTS
TABLE OF CONTENTS
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TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Service Procedures and Tool Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
EXPLANATION OF NUMERICAL CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
AIR SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Air Compressor and Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Dash-Mounted Pressure Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Application Valve (Treadle Valve) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Brake Chambers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
AIR SYSTEM THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
System Pressurized with Parking Brakes Applied . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
System Pressurized with Parking Brakes Released . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Applying the Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Releasing the Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
AIR SYSTEM SAFETY FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Low-Pressure Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Single Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Double Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Spring Brake Modulating Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Spring Brake Control Valve (LE and MR Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Redundant Signal Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Anti-Compounding Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Tractor Protection Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
AIR SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Air Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Automatic Drain Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Low-Pressure Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Single Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Double Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Pressure Protection Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Stoplight Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Treadle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Park Brake Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Single Park Brake Control Valve with Double Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Push/Pull-Type Park Brake Control Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Trailer Air Supply Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Tractor Protection Valve — MR and DM Models with Full Trailer Connection . . . . . . . . . . . . . 59
Tractor Protection Manifold — CXN/CHN/CH/CL/CX/CV/CT Models . . . . . . . . . . . . . . . . . . . . 62
Hand Control Valve (Trolley Valve) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Spring Brake Modulating Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Spring Brake Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Quick Release Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Tractor — Rear Brake Proportioning/Front Axle Ratio Valves . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Inversion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Relay Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
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TABLE OF CONTENTS
Bobtail Proportioning Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Hose Couplings (Glad Hands) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Brake Chambers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Single-Diaphragm Brake Chambers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Multiple-Diaphragm Spring Brake Chambers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Rotochambers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Long-Stroke Air Chambers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
AIR DRYERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Air Dryer Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Anchorlok “Moisture Lok” Dry Air Tank (Aftercooler Type) . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Bendix AD-9 and AD-9 Soft Seat Air Dryers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Bendix AD-IP Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Bendix AD-SP Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
CR Brakemaster Models 62 and 68 (Aftercooler Type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
CR Brakemaster T2000 and T3000 Air Dryers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Cyclo-Gard Air Dryer Models 17 and 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Haldex Dry E.S.T. Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Midland Pure Air Plus Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
ArvinMeritor™ WABCO System Saver 1000, 1200, 1200E and 1200P . . . . . . . . . . . . . . . . . 148
Isolation (ECON) Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
ANTI-LOCK BRAKE SYSTEM (ABS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Dyno-Testing Vehicles with ATC Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
ANTI-LOCK BRAKE SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Electronic Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Engine Brake Disable Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
ABS Relay Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Tone Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Wheel Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Modulator (ABS) Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
ATC Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
ABS Indicator Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
ATC Indicator Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Diagnostic Blink Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
ABS/ATC Diagnostic Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
TROUBLESHOOTING BRAKE SYSTEM PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
BRAKE NOISE INVESTIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
DUAL-NEEDLE TEST GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
AIR SYSTEM DIAGNOSTIC PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Measuring Supply Pressure at the Service Brake Relay Valve (If Equipped) . . . . . . . . . . . . . 176
Measuring Supply Pressure at the Treadle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Measuring Relay Valve Control Pressure Versus Delivery Pressure . . . . . . . . . . . . . . . . . . . . 177
Measuring Drive Axle Delivery Pressure Versus Steering Axle Delivery Pressure . . . . . . . . . 178
Measuring Drive Axle Control Pressure Versus Trailer Control Pressure (Tractors Only) . . . . 178
Measuring Drive Axle Delivery Pressure Versus Trailer Axle Delivery
Pressure (Tractors Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
Air System Diagnostic Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
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MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
AIR SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
Service Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Dual-Circuit Brake System Function Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
REPAIR INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
ANTI-LOCK BRAKE SYSTEM COMPONENT REMOVAL AND INSTALLATION . . . . . . . . . . . . . 188
Front-Axle Speed Sensor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Front-Axle Speed Sensor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Rear-Axle Speed Sensor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Rear-Axle Speed Sensor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
ABS Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
ABS Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
ATC Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
ATC Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
WHEELBASE CHANGES ON ABS-EQUIPPED VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
REPLACEMENT OF ABS CHASSIS HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
BRAKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
Manual and Automatic Slack Adjusters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
Slack Adjuster Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
Slack Adjuster Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Adjusting Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
BRAKE SYSTEM OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Asbestos Fibers Danger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Non-Asbestos Fibers Danger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Wheel Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Drum/Rotor Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Cam Brake Shoe Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Cam Brake Component Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Cam Brake Shoe Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
AIR SYSTEM CONTAMINANT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
BALANCED AIR BRAKES ON TRACTOR/TRAILER COMBINATIONS . . . . . . . . . . . . . . . . . . . . 241
Testing for Balanced Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
AIR LINE HOSE — INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
Air Fittings — Quick Disconnect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Air Lines — Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Air Lines — Clamping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Air Lines — Minimum Allowable Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
SCHEMATIC & ROUTING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
AIR SYSTEM BASIC CHASSIS AND CAB PIPING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . 260
CXN, CHN, CT Series Truck with 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
CXN, CHN, CT Series Truck with 4S/4M ABS/ATC with Full Trailer Connection . . . . . . . . . . . . . 266
CXN, CHN, CT Series Truck with 4S/4M ABS/ATC with Full Trailer Connection
and Dual Function Hand Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
CXN, CHN, CT Series Tractor with 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
CV Series Truck with 4S/4M ABS/ATC (January 1, 2004 and Later) . . . . . . . . . . . . . . . . . . . . . . 269
CV Series Truck with 4S/4M ABS/ATC with Full Trailer Connection (January 1, 2004
and Later) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
CV Series Truck with 4S/4M ABS/ATC with Full Trailer Connection and Dual Function
Hand Control Valve (January 1, 2004 and Later) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
vi
TABLE OF CONTENTS
CV Series Truck with 4S/4M ABS/ATC (Prior to January 1, 2004) . . . . . . . . . . . . . . . . . . . . . . . . 272
CV Series Truck with 4S/4M ABS/ATC with Full Trailer Connection (Prior to
January 1, 2004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
CV Series Truck with 4S/4M ABS/ATC with Full Trailer Connection and Dual Function
Hand Control Valve (Prior to January 1, 2004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
CV Series Tractor with 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
CH/CL Series Truck with 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
CH/CL Series Truck without ABS/ATC with Full Trailer Connection . . . . . . . . . . . . . . . . . . . . . . . 277
CH/CL Series Truck with 4S/4M ABS/ATC and Full Trailer Connection . . . . . . . . . . . . . . . . . . . . 278
CH/CL Series Truck with 4S/4M ABS/ATC and Full Trailer Connection with Dual Function
Hand Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
CH/CL Series Tractor without ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
CH/CL Series Tractor with 4S/4M ABS/ATC ArvinMeritor™ WABCO “C” Version ECU . . . . . . . . 281
CH/CL/CX Series Tractor with 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
R Series Truck without ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
R Series Truck with 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
R Series Truck without ABS/ATC with Full Trailer Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
R Series Truck with 4S/4M ABS/ATC with Full Trailer Connection . . . . . . . . . . . . . . . . . . . . . . . . 286
R Series Tractor without ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
R Series Tractor with 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288
R Series Truck with 4S/4M ABS/ATC with Full Trailer Connection and Dual Function
Hand Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
DM, DMM Series Truck without ABS/ATC with Full Trailer Connection . . . . . . . . . . . . . . . . . . . . 290
DM, DMM Series Truck with 4S/4M ABS/ATC with Full Trailer Connection . . . . . . . . . . . . . . . . . 291
MR Series Truck without ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
MR Series Truck with 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
MR Series Truck without ABS/ATC with Full Trailer Connection . . . . . . . . . . . . . . . . . . . . . . . . . . 294
MR Series Truck with 4S/4M ABS/ATC with Full Trailer Connection . . . . . . . . . . . . . . . . . . . . . . 295
MR Series Tractor without ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
MR Series Tractor with 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
LE Series Truck without ABS/ATC without Work Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
LE Series Truck with 4S/4M ABS/ATC without Work Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
LE Series Truck without ABS/ATC and with Work Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
LE Series Truck with 4S/4M ABS/ATC with Work Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
Liftable Axle Air Brake Piping — One Tag or One Pusher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
Liftable Axle Air Brake Piping — Two Pusher Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
Liftable Axle Air Brake Piping — One Tag and One Pusher Axle . . . . . . . . . . . . . . . . . . . . . . . . . 304
Liftable Axle Air Brake Piping — Two Pusher Axles and One Tag Axle . . . . . . . . . . . . . . . . . . . . 305
Rear Axle Relay Valve Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
Bendix TU-FLO Piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
Cab Manifold Piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
SPECIAL TOOLS & EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
vii
NOTES
viii
INTRODUCTION
INTRODUCTION
Page 1
INTRODUCTION
SAFETY INFORMATION
Advisory Labels
Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this
manual. Information accented by one of these signal words must be observed to minimize the risk of
personal injury to service personnel, or the possibility of improper service methods which may damage
the vehicle or cause it to be unsafe. Additional Notes and Service Hints are used to emphasize areas of
procedural importance and provide suggestions for ease of repair. The following definitions indicate the
use of these advisory labels as they appear throughout the manual:
Danger indicates an unsafe practice that could result in death or serious

personal injury. Serious personal injury is considered to be permanent injury
from which full recovery is NOT expected, resulting in a change in life style
Warning indicates an unsafe practice that could result in personal injury.

Personal injury means that the injury is of a temporary nature and that full
recovery is expected.
Caution indicates an unsafe practice that could result in damage to the product.
Note indicates a procedure, practice, or condition that must be followed in order for
the vehicle or component to function in the manner intended.
A helpful suggestion that will make it quicker and/or easier to perform a procedure,
while possibly reducing service cost.
Page 2
INTRODUCTION
Service Procedures and Tool Usage
Anyone using a service procedure or tool not recommended in this manual must first satisfy himself
thoroughly that neither his safety nor vehicle safety will be jeopardized by the service method he selects.
Individuals deviating in any manner from the instructions provided assume all risks of consequential
personal injury or damage to equipment involved.
Also note that particular service procedures may require the use of a special tool(s) designed for a
specific purpose. These special tools must be used in the manner described, whenever specified in the
instructions.
1. Before starting a vehicle, always be seated in the driver’s seat, place the
transmission in neutral, be sure that parking brakes are set, and
disengage the clutch.
2. Before working on a vehicle, place the transmission in neutral, set the
parking brakes, and block the wheels.
3. Before towing the vehicle, place the transmission in neutral and lift the
rear wheels off the ground, or disconnect the driveline to avoid damage to
the transmission during towing.
Engine-driven components such as Power Take-Off (PTO) units, fans and fan
belts, driveshafts and other related rotating assemblies, can be very
dangerous. Do not work on or service engine-driven components unless the
engine is shut down. Always keep body parts and loose clothing out of range
of these powerful components to prevent serious personal injury. Be aware of
PTO engagement or nonengagement status. Always disengage the PTO when
not in use.
REMEMBER,
SAFETY . . . IS NO ACCIDENT!
Page 3
INTRODUCTION
EXPLANATION OF GROUP 400 — STEERING, AXLES, WHEELS
AND TIRES, DRIVELINE
NUMERICAL CODE
The organization of MACK service manuals has GROUP 500 — BRAKES, AUXILIARY
been upgraded to standardize manual content SYSTEMS
according to a reference system based on
component identification. The new reference GROUP 600 — CAB, TRUCK BODY
system will help link the information contained in
this publication with related information included GROUP 700 — ELECTRICAL
in other MACK service/warranty publications,
such as associated service bulletins, warranty The second two digits of the three-digit code are
manuals, and MACK Service Labor Time used to identify the system, assembly or
Standards. subassembly, as appropriate, within each of the
groupings. The codes applicable to this
The system is based on a numerical code, the publication are shown at the COMPONENT
first digit of which identifies the general HEADINGS, as necessary, and may also appear
component grouping as listed here: in the TABLE OF CONTENTS, to guide you to
specific component information.
GROUP 000 — GENERAL DATA
Additionally, a two-character alpha code (i.e.,
GROUP 100 — CHASSIS [CP] RESERVOIR, AIR SUPPLY) may be shown
with each operation. This alpha code, in
GROUP 200 — ENGINE combination with the three-digit Group number,
identifies the specific assembly, sub-assembly or
GROUP 300 — CLUTCH, TRANSMISSION, part, and directly relates to the first five positions
TRANSFER CASE AND PTO of the operation code listed in MACK Service
Labor Time Standards.
Examples:
Numerical Code
Page 4
INTRODUCTION
ABOUT THIS MANUAL
This manual assists the technician in properly
diagnosing and repairing the air and brake
system of a MACK Class 8 highway chassis. To
provide an understanding of how an air system
operates, a basic discussion of air system
operation, along with a detailed explanation of air
system components, is included. As an aid in
identifying the various air system components in
relation to the chassis, illustrations are used,
where possible, to show the location of each
component on the truck. Piping diagrams are
designed to be easy to follow while accurately
illustrating airflow through the system.
Every effort has been made to ensure the

accuracy of the presented information. However,
due to constant product improvement, not all
information is applicable to every chassis.
Additionally, because of various
customer-specified options, not all chassis are
equally equipped.
Follow recommended service and maintenance

procedures to ensure air and brake system
integrity and proper operation. Read and
understand this manual before attempting any
extensive air and brake system service or repair.
Page 5
NOTES
Page 6
DESCRIPTION AND OPERATION
Page 7
AIR SYSTEM OVERVIEW The wet tank supplies compressed air to two
service reservoirs:
Air-actuated brakes are standard equipment on 앫 Primary Reservoir — supplies the rear
all MACK chassis. Air brakes use the power brakes
generated by pressurized air to force the brake
shoes (or disc pads if the chassis is equipped 앫 Secondary Reservoir — supplies the front
with disc brakes) against the brake drums (or brakes
1
rotors) to stop the vehicle. A typical air brake
system is composed of an air compressor which
is driven by the engine, air reservoirs to store the
compressed air, air chambers which apply the
force to the brake assemblies, and a method of
distribution (piping, hoses, valves, etc.) to direct
the pressurized air throughout the system. The
air system is also used to power various
air-operated accessories which may be used on
the vehicle.
All MACK chassis use a dual air system which is

actually two separate braking systems, with either
system capable of stopping the vehicle should
one system fail. The system is composed of a
primary circuit which supplies air pressure to the
rear brake assemblies, and a secondary circuit
which supplies air pressure to the front brake
assemblies.
The air system is designed and built to conform to

all applicable Federal Motor Vehicle Safety
Standards in effect at the time of manufacture.
Tractor air systems are designed for tractor
operation only. If a tractor is going to be
converted for operation as a straight truck, the air
system must be reconfigured accordingly, for safe
braking operation of the vehicle. Refer to “AIR
SYSTEM SAFETY FEATURES” on page 15 for
illustrations of the differences between straight Figure 1 — Compressor, Governor and Reservoirs
truck and tractor air systems.
Air Compressor and Reservoirs

Different reservoir configurations are available,
Air pressure is generated by the air compressor depending upon chassis model. The primary and
and stored in the air reservoirs. The air secondary reservoirs on some models may be
compressor pressurizes the supply reservoir combined into one reservoir containing two
(which is also called the “wet tank” because it separate chambers, while other models may
traps moisture, oil, etc.) to a pressure of combine the supply and secondary reservoirs into
120 pounds per square inch (psi). Reservoir one tank with two separate chambers. Some
pressure is maintained between 105 to 135 psi by chassis may also be equipped with two primary
a governor which is mounted on or near the reservoirs to provide additional capacity for the
compressor, and works in conjunction with a primary circuit.
compressor unloader valve. The supply reservoir
is protected from over-pressurization by a safety
valve that is set to open at 150 psi in the event of
compressor or governor failure.
Page 8
Dash-Mounted Pressure Gauges Application Valve (Treadle Valve)
A dash-mounted, dual air-pressure gauge A foot-operated brake application valve (treadle
provides the driver with information on how the valve) provides the driver with modulated control
system is functioning. The gauge monitors of the air system for applying or releasing the
pressure in both primary and secondary systems. brakes. The treadle valve is a dual air valve that
The green pointer indicates air pressure in the controls air pressure in both primary and
primary air circuit, and the orange pointer secondary circuits in one motion. The portion of
indicates air pressure in the secondary circuit. the valve closest to the pedal directs air pressure
2
to the primary air circuit (rear brake assemblies),
and the portion of the valve furthest from the
pedal directs pressure to the secondary circuit
(front brake assemblies).
3
Figure 2 — Dashboard Pressure Gauge
Some vehicles are equipped with a separate

gauge for each circuit. The gauge with the green
pointer indicates primary circuit air pressure and
the gauge with the orange pointer indicates
secondary circuit air pressure.
Figure 3 — Treadle Valve
Page 9
Brake Chambers a parking brake function, along with an
emergency brake function in the event of a
Brake diaphragm chambers convert the energy of pressure loss.
the pressurized air into the mechanical energy
necessary to operate the brake assemblies. In
most applications, single-diaphragm brake
chambers are used on the front axle brake Spring brakes automatically apply when air
assemblies, and multiple-diaphragm spring brake pressure in both primary and secondary circuits
chambers are used on rear axle brake drops to approximately 40 psi.
assemblies. The spring brake chambers provide
4
Figure 4 — Air Chambers
Page 10
AIR SYSTEM THEORY OF and the various auxiliary control valves that make
up the system. The multiple diaphragm spring
OPERATION brake chambers apply the rear brakes if system
pressure is below approximately 40 psi in both
System Pressurized with Parking primary and secondary circuits, or the parking
Brakes Applied brake valve is pulled out (applied).
5
The air system becomes operational when the air

reservoirs are sufficiently pressurized and
compressed air is delivered to the treadle valve
Figure 5 — System Pressurized, Parking Brakes Applied
Page 11
System Pressurized with Parking valve is pushed IN, air pressure is directed to the
spring brake chambers to compress the power
Brakes Released spring and release the spring brakes.
6
At approximately 70 psi, sufficient pressure exists
in the air system to shut off the low air buzzer and
the low air warning lamp. When the parking brake
Figure 6 — System Pressurized, Parking Brakes Released
Page 12
Applying the Service Brakes Many chassis are equipped with a relay valve that
speeds up the application of the rear service
Pushing the brake pedal applies the service brakes by providing reservoir pressure in close
brakes by opening a path through the treadle proximity to the rear axle brake chambers. The
valve for pressure to flow to the front and rear relay valve is mounted near the rear axle(s), and
service brake chambers. The flow of pressure is responds to signal pressure received from the
proportional to the amount of force applied to the treadle valve.
brake pedal. 7
Figure 7 — Applying the Service Brakes
Page 13
Releasing the Service Brakes exhaust air back through the treadle valve. Signal
pressure to the relay valve exhausts through the
Releasing the brake pedal relieves the pressure treadle valve.
against the brake chamber diaphragms, allowing
the return springs to force the diaphragms into Most chassis are equipped with a quick release
the released position, thus releasing the service valve on the front axle brake circuit that allows
brakes. the front axle brakes to release more quickly.
When the treadle valve is released, pressure
Pressure from the brake chambers exhausts from the front chambers exhausts through the
either through the treadle valve or through the quick release valve rather than through the
relay valve, if the chassis is so equipped. treadle valve. Air in the line between the quick
Exhausting air through the relay valve allows the release valve and the treadle valve exhausts
brakes to release more quickly than having to through the treadle valve.
8
Figure 8 — Releasing the Service Brakes
Page 14
AIR SYSTEM SAFETY Single Check Valves
FEATURES Check valves prevent a total loss of air pressure if
A series of check valves, control valves and other an air line ruptures or a similar malfunction
features provide a measure of safety if the air occurs. A check valve allows air to flow in one
system should fail. direction, but closes if the flow of air should
reverse. If a malfunction resulting in a loss of air
pressure occurs anywhere between the air
Low-Pressure Warning compressor and the primary and secondary air
reservoirs, the higher pressure in the reservoirs
If air pressure in either circuit drops below 70 psi, forces the check valve to close and allows the
a low air pressure warning lamp and an audible system to retain air pressure.
buzzer activate to alert the driver of an air system 10
malfunction.
9
Figure 9 — Pressure Gauge Indicating Low Pressure
Stop the vehicle and immediately service if

pressure in either air system drops below
70 psi. Pressure lower than 70 psi can result
in reduced braking performance and may lead
to vehicle or property damage.
Figure 10 — Check Valves Prevent Total Air Pressure

Loss
Page 15
Double Check Valves If primary system pressure drops below
secondary system pressure, the double check
A double check valve provides dual air function valve shuttle shifts position and allows secondary
by isolating the primary and secondary air system pressure to be fed to the spring brake
systems while directing pressure into a common chambers. If the primary system experiences a
line between the two reservoirs. With both total loss of pressure, secondary system pressure
systems functioning normally, pressure from keeps the spring brakes released. Double check
whichever reservoir is at the higher pressure is valves are designed so that the outlet port is
fed into the common line and supplied to the never blocked.
spring brake chambers to keep the spring brakes 11
released.
Figure 11 — Dual Air Circuit, Primary System Air Loss
Page 16
Spring Brake Modulating Relay With the air system functioning normally, the
spring brake modulation valve monitors pressure
Valve in both the primary and secondary circuits. When
A method of providing modulated control of the the park brake valve is pushed in to release the
spring brakes through the treadle valve is parking brakes, the relay valve opens a path for
standard on straight trucks, and can be optional reservoir pressure to the spring brake chambers
on tractors. On CV, CT, CXN and CHN model to keep the spring brakes released.
chassis this is accomplished using a spring brake
modulating relay valve; whereas on current LE A loss of primary pressure at the spring brake
and MR models, a spring brake control valve is modulating relay valve results in an unbalanced
used. The spring brake modulating relay valve condition inside the valve. In this condition, a
combines the functions of both the spring brake service brake application allows secondary
control valve and the spring brake relay valve. control pressure to enter the valve in proportion to
the amount of force applied to the pedal. In
response to the applied control pressure, the
modulating relay valve allows a proportionate
amount of spring brake hold-off pressure to
The spring brake modulating relay valve was exhaust from the spring brake chambers.
implemented into production January 1, 2004 on Typically, a 30 psi service brake application will
CV model chassis, and was used on CXN and exhaust spring brake hold-off pressure to
CHN models from the beginning of production. approximately 60 psi.
In the event of a pressure loss in the primary

circuit, the spring brake modulating relay valve
allows the spring brakes to be applied by
application of the treadle valve rather than having
to use the instrument panel-mounted park brake
control valve.
Page 17
12
Figure 12 — Spring Brake Modulating Relay Valve
Page 18
Spring Brake Control Valve (LE and amount of force applied to the pedal from the
secondary circuit to the spring brake control
MR Models) valve. In response to the applied signal pressure
On LE and MR models, the spring brake control from the secondary circuit, the control valve
valve allows a modulated application of the spring proportionately closes the supply line. The drop in
brakes through the treadle valve in the event of a supply line pressure causes a proportionate
primary air system pressure loss. When the amount of air to exhaust from the delivery line. By
system is functioning normally, the spring brake exhausting pressure from the delivery line
control valve is balanced by pressure from both through the spring brake relay valve, a
the primary and secondary circuits. System proportionate amount of pressure is exhausted
pressure is supplied through the valve to the from the spring brake chambers, allowing the
spring brake chambers to keep the spring brakes spring to gradually expand and apply the brakes.
released.
Releasing the brake pedal removes the signal
A pressure loss in the primary circuit causes an pressure from the relay valve, and system
unbalanced condition at the spring brake control pressure is again returned to the spring brake
valve. In this condition, applying the brake pedal chambers to release the brakes.
13
directs signal pressure in proportion to the
Figure 13 — Spring Brake Control, Primary Circuit Air Loss (MR and LE Models)
Page 19
Redundant Signal Relay Valve The double check valve is designed so that
primary control pressure always activates the
On a straight truck, if a leak should develop in the valve during a normal brake application. Primary
primary signal line between the treadle valve and control pressure is supplied from the treadle
the rear axle relay valve, the chassis must still be valve primary delivery port, and secondary
able to meet emergency stopping distance pressure is supplied by the front axle brake
requirements mandated by Federal Motor Vehicle system (either “tee’d” into the system at the front
Safety Standards. This is accomplished through axle quick release valve or at the control line for
the use of the spring brake modulating relay the spring brake control valve). If a leak develops
valve. On chassis having the spring brake control in the primary signal line, secondary control
valve, this requirement is met through the use of pressure delivered to the relay valve activates the
a redundant signal relay valve in the rear axle rear axle brakes.
service brake circuit. This relay valve (R-12DC)
incorporates a double check valve in the relay
valve control port which allows a redundancy of
signals (both primary and secondary), thus
allowing the chassis to meet the stopping
distance requirements in the event of a primary
signal line failure.
Page 20
14
Figure 14 — Redundant Signal Relay Valve, Primary Control Pressure Air Loss
Page 21
Anti-Compounding Circuits Anti-Compounding, Spring Brakes Applied
To prevent compounding the force against the When the spring brakes are applied, air is
rear brake assemblies when the service brakes exhausted from the spring brake chambers
are inadvertently applied while the parking brakes allowing the compression springs to expand and
are set, pressure is directed from the treadle set the brakes. If the treadle valve is applied, air
valve into the spring brake circuits. Most tractors pressure is directed to the service section of the
accomplish this with a double check valve, while brake chamber, and to the anti-compounding
trucks use a spring brake relay valve with an double check valve. The parking brake circuit is
anti-compounding function. not delivering pressure to the double check valve.
TRACTOR ANTI-COMPOUNDING CIRCUIT Brake application pressure, therefore, enters the

double check valve and forces the valve shuttle to
In a tractor air system, a double check valve one side, opening a path for pressure to enter the
directs pressure into a common line in the spring spring brake section of the brake chamber.
brake circuit between the park brake valve and Pressure entering the spring brake chamber
the treadle valve. forces the compression spring to compress and
relieve some of the pressure against the brake
chamber push rod as application pressure enters
the service section of the brake chamber.
15
Figure 15 — Tractor Anti-Compounding Circuit (Spring Brakes Applied)
Page 22
Anti-Compounding, Spring Brakes Released to enter the spring brake chambers and cage the
compression springs. Because system pressure
When the parking brake control valves are is generally higher than brake application
pushed in to release the spring brakes, system pressure, the double check valve will not respond
pressure is directed to the anti-compounding to pressure applied from the treadle valve when
double check valve. This forces the valve shuttle the service brakes are applied.
to the opposite side, opening a path for pressure 16
Figure 16 — Tractor Anti-Compounding Circuit (Spring Brakes Released)
Page 23
STRAIGHT TRUCK ANTI-COMPOUNDING CIRCUIT (SPRING BRAKE MODULATING
RELAY VALVE)
17
Figure 17 — Straight Truck Anti-Compounding Circuit — Spring Brake Modulating Relay Valve
Anti-Compounding — Spring Brake

Modulating Relay Valve
On straight truck air systems, the spring brake

modulating relay valve provides an
anti-compounding function. When the park brake
valve is pulled out, control pressure at the
modulating relay valve is exhausted and the
spring brakes are applied. Applying the service
brakes directs pressure to the modulating relay
valve balance port. Pressure entering the balance
port opens the relay valve and allows reservoir
pressure to enter the spring brake chamber to
relieve tension against the compression spring.
Page 24
STRAIGHT TRUCK ANTI-COMPOUNDING CIRCUIT (SPRING BRAKE RELAY VALVE)
18
Figure 18 — Straight Truck Anti-Compounding Circuit — Spring Brake Relay Valve
Anti-Compounding — Spring Brake Relay

Valve
The spring brake relay valve reacts to control

pressure from either the parking brake control
valve or the rear service brake circuit. With the
park brake valve pulled out, control pressure at
the spring brake relay valve is exhausted and the
spring brakes are applied. Applying the treadle
valve directs brake application pressure to the
control port of the spring brake relay valve. This
causes the valve to open, allowing reservoir
pressure to enter the spring brake chambers and
relieve some of the tension against the
compression spring.
Page 25
Tractor Protection Valve breakaway, or similar malfunction, the tractor
protection valve immediately seals off the trailer
On tractor and trailer combinations, a tractor air system. This allows the tractor air system to
protection valve is used to prevent an air loss in retain pressure so that the vehicle can be
the tractor air system should an air loss occur in stopped.
the trailer air system. In the event of a trailer 19
Figure 19 — Tractor Protection Valve Circuit
Page 26
AIR SYSTEM COMPONENTS Air Reservoir
20
Before servicing the air brake system, the

following precautions must be taken to
prevent personal injury:
앫 Block the wheels to prevent the vehicle
from rolling.
앫 Spring brakes must be mechanically
caged, or they will automatically apply
when air pressure drops to 40 psi.
앫 Drain air pressure completely before
performing any maintenance on the air
system. DO NOT disconnect any hoses,
lines, fittings, etc., unless all pressure
has been exhausted from the system. Figure 20 — Typical Reservoir Configuration
앫 Follow the manufacturer’s recommended

procedures when working on DESCRIPTION
components having internal springs. Compressed air is stored in the air reservoirs,
앫 After performing any brake system which are nothing more than storage tanks.
service, always check brake system However, they perform the additional function of
operation before putting the vehicle back cooling the air as it is delivered by the
into operation. compressor. As the air cools, water vapor that
may be present, is condensed into a liquid and
trapped in the reservoir. Oil that may be passed
by the air compressor while in operation, is also
trapped and held in the reservoir until it can be
drained.
Single- or double-compartment reservoirs may be

used. Double-compartment reservoirs have an
integral check valve between compartments to
allow the free passage of air from one
compartment to the next, but block the flow if a
rupture should occur downstream from the
second compartment.
Page 27
21
Figure 21 — CH/CL Reservoir Piping with Primary Extension Reservoir
The integral check valve may either be mounted For reservoirs having the replaceable internal
externally on the outside diameter surface of the check valve, a 1/2-inch, 6-point, thin-wall,
reservoir, or inside the reservoir compartment on deep-well 3/8-inch drive socket and a long
the inner compartment wall. On earlier production 3/8-inch drive extension are required to remove
reservoirs, access to the internally mounted the check valve. To remove the check valve,
check valve is through the reservoir end port. The drain the reservoir and remove the fitting or plug
port is labeled “CHECK VALVE ACCESS.” from the end port. Insert the socket and extension
into the reservoir, over the hex head of the check
valve, and then unscrew the valve. Carefully
withdraw the socket, extension and check valve
The internal check valve on current production air from the reservoir. Reinstallation is the reverse
reservoirs is not serviceable. If the reservoir end procedure of removal.
port is not labeled “CHECK VALVE ACCESS,”
the internal check valve cannot be replaced.
Page 28
OPERATIONAL AND LEAKAGE TESTS
22
Testing the Integral Check Valve in a

Double-Compartment Reservoir
1. Determine the direction of airflow through
the reservoir (airflow from the compressor,
through the first compartment to the second
compartment).
2. Start the engine and allow the air system to
build pressure until it reaches governor
cutout.
3. Stop the engine.
4. Completely drain the first compartment.
5. Determine if the second reservoir
compartment is retaining air pressure by:
앫 Checking the dash gauge and noting if
the secondary air system is retaining
pressure
OR
앫 Momentarily opening the drain valve of
the second chamber and noting if any
air is expelled.
DO NOT allow the second compartment to

completely drain.
6. Apply a soap-and-water solution to the open

drain ferrule of the first compartment. Slight
bubble leakage is permitted.
Figure 22 — Integral Check Valves

A lanyard drain valve must be held opened.
If it is evident that the second compartment of the

double air reservoir is leaking, or if excessive
leakage at the open drain ferrule of the first
compartment is indicated, the integral check
valve is suspect. Inspect and replace as
necessary.
Page 29
PREVENTIVE MAINTENANCE Automatic Drain Valve
Moisture and contaminants should be drained 24
from the air reservoirs daily. When draining
moisture and contaminants, open the drain valve
slowly to prevent the formation of an air channel
which would empty only air from the reservoirs
and prevent any moisture and contaminants from
being expelled. DO NOT completely drain the
reservoirs on a daily basis. Reservoirs should
only be completely drained once per month.
Drain Valves
23
Figure 24 — Automatic Drain Valve
DESCRIPTION
This reservoir drain valve automatically expels
moisture and other contaminants from the
reservoir into which it is installed. To provide
flexibility for different mounting arrangements,
automatic drain valves contain two reservoir inlet
ports. When mounted on the bottom of the
reservoir, the top port of the drain valve is used.
The side port is used if the valve is mounted in
Figure 23 — Reservoir Drain Valve the end of an end drain reservoir.
DESCRIPTION
Reservoir drain valves provide a means of
manually draining moisture and other
contaminants from the reservoirs.
When the reservoir drain valve is opened, air

should drain proportionately to the amount that
the valve is opened.
LEAKAGE TESTS
With the reservoirs fully pressurized and the drain
valves closed, coat the drain valves with a
soap-and-water solution and check for leakage.
No leakage is allowed.
Page 30
When there is no pressure in the air system, the
25
inlet and exhaust valves are closed. Slight

pressure build-up opens the inlet valve and
allows moisture and other contaminants to collect
in the sump cavity. The inlet valve remains open
until maximum system pressure is reached, at
which point, spring tension of the valve guide
assembly closes the inlet valve. Both the inlet and
exhaust valves are then closed.
27
Figure 27 — Inlet Valve Opened
Figure 25 — Automatic Drain Valve Cutaway
To operate, the valve needs no outside control or

manual assistance. The die-cast aluminum valve
body contains a sump cavity (to collect moisture
and other contaminants) and an inlet/exhaust
valve assembly.
26
Figure 26 — Inlet/Exhaust Valve Closed
Page 31
A slight pressure drop (approximately 2 psi) in the With the air system charged and pressure
reservoir allows the pressure in the sump cavity stabilized, there should be no leakage through
to open the exhaust valve and drain moisture and the automatic drain valve exhaust port.
other contaminants through the exhaust port.
28
A constant, slight exhaust of air through the

automatic drain valve may, however, be caused
by excessive leakage elsewhere in the system
and not the result of a faulty drain valve.
PREVENTIVE MAINTENANCE
앫 B, C, D Inspections — Check for proper
operation and excessive leakage. Replace if
necessary.
Air Compressor
29
Figure 28 — Exhaust Valve Opened, Moisture Expelled
The exhaust valve remains open until the

pressure in the sump cavity drops enough to
allow the valve to close. The length of time that
the exhaust valve remains open and the amount
of moisture and contaminants expelled from the
system depends upon the pressure in the sump
cavity and the drop in reservoir pressure that
occurs each time the air system is used.
Figure 29 — Typical Air Compressor
OPERATIONAL TESTS
With the air system fully pressurized, make
several brake pedal applications. Make sure that
an exhaust of air occurs at the automatic drain
valve exhaust port each time the brake pedal is
applied. If no air is exhausted, push the wire stem
located inside the exhaust port. If air still does not
exhaust, there may be a plugged filter in the
adaptor. Remove and discard the filter.
Page 32
DESCRIPTION
30
The air compressor generates the compressed

air needed for the air system to operate.
Compressors used on MACK chassis may either
be one- or two-cylinder, single-stage types and
are driven by the engine. Water for cooling and oil
for lubrication are both provided by the cooling
and lubricating systems of the engine.
The compressor is continuously operating (as

long as the engine is running) and compresses
air by the reciprocating action of the piston in the
cylinder. On the piston downstroke, air is drawn
into the cylinder through the compressor inlet
valve. As the piston begins its upward stroke, the
increased air pressure inside the cylinder forces
the inlet valve to close. As the upward stroke
continues, air pressure forces the discharge valve
open. The compressed air flows past the
discharge valve into the discharge line and into
the supply reservoir. At the end of the piston
stroke, the discharge valve closes (by spring
pressure and the higher pressure in the
discharge line) to prevent the flow of compressed
air back into the cylinder.
Air compression stops when reservoir pressure is

directed to the air compressor unloader
mechanism by the governor. Pressure entering Figure 30 — Compressor Cutaway
the unloader cavity moves the unloader pistons
down to hold the inlet valves open. With the inlet On the Holset QE single-cylinder air compressor,
valves open, air is pumped back and forth the unloader mechanism has a different design
between the two cylinders and the discharge than those used on conventional-style air
valves remain closed. As air system pressure compressors. The unloader mechanism on the
drops, compression resumes when the governor Holset compressor is pressurized with air system
closes and allows the pressure in the unloader pressure, typically 95–125 psi. This pressure
cavity to exhaust. When the air in the unloader holds both the inlet and exhaust valves closed
cavity exhausts, the unloader pistons move up, during unloaded operation. The trapped air
and the inlet valves close. pressure inside the cylinder bore creates an air
spring effect as the piston reaches the top of its
travel, and provides a downward force against
the piston as direction of travel changes.
Page 33
OPERATIONAL TESTS Governor
For vehicles operating under FMVSS 121, the air 31
compressor must be capable of building air
pressure from 85 to 100 psi in 25 seconds or less
with the engine running at full governed speed.
To test the operation of the air compressor, totally
drain all pressurized air from the system. With the
engine running at full governed speed, observe
the time it takes for pressure to build from
50–90 psi. After the air pressure has reached at
least 100 psi, rapidly cycle the treadle valve to
decrease pressure below 85 psi. Observe the
time it takes for the pressure to build back up
from 85–100 psi. Time should not exceed
25 seconds.
Time may exceed 25 seconds if the chassis is

equipped with increased air reservoir capacity.
LEAKAGE TESTS
Testing and service procedures vary between Figure 31 — Remote-Mounted Air Governor
different compressor manufacturers. If the
compressor is not functioning properly or DESCRIPTION
excessive leakage is detected, refer to the
appropriate manufacturer service literature for Although the compressor is continuously running
service and repair procedures. as long as the engine is operating, actual air
compression is controlled by the governor. The
governor works in conjunction with the
PREVENTIVE MAINTENANCE compressor unloader mechanism to maintain
앫 B, C, D Inspections — Check that the pressure between a specific minimum and
compressor is securely mounted. maximum setting.
The governor consists of a piston, an inlet and

exhaust valve assembly and a pressure setting
spring. Air pressure from the supply reservoir
MACK chassis may be equipped with a Bendix, enters the governor through the reservoir port. As
Holset, ArvinMeritor™ WABCO or other air reservoir pressure builds, pressure entering the
compressor. For maintenance, service or repair governor overcomes the force of the
information of a particular compressor, refer to pressure-setting spring and moves the piston and
the specific manufacturer service literature. valve assembly up. As reservoir pressure
reaches the cutout setting (130–135 psi), the
upward movement of the piston assembly seats
the exhaust stem against the inlet/outlet valve
assembly, seals the exhaust passage and opens
the inlet passage. Air pressure entering the
governor through the reservoir passage then
flows past the inlet valve, through the air passage
in the piston and out through the unloader port to
the compressor unloader mechanism. When the
unloader mechanism is activated, air
compression stops.
Page 34
OPERATIONAL TESTS
32
Start the engine and allow the air system to build

pressure. Observe that the governor cuts out
when air pressure reaches between 130–135 psi.
Make a series of brake applications to reduce air
system pressure, and observe that the governor
cuts in when pressure falls between 105–110 psi.
LEAKAGE TESTS
The governor should be tested for leakage in
both cut-in and cutout operations.
앫 With the governor in cut-in operation, apply
a soap-and-water solution to the exhaust
port of the governor. Slight bubble leakage is
acceptable, but excessive leakage is not. If
leakage is excessive in the cut-in position, a
faulty inlet valve or lower piston O-ring is
indicated.
앫 With the governor in cutout operation, apply
port. Again, slight bubble leakage is
permissible, but excessive leakage is not.
Excessive leakage in the cutout position
indicates a faulty exhaust valve seat,
exhaust stem, exhaust stem O-ring, or upper
piston O-ring.
Figure 32 — Air Governor Cutaway
As reservoir pressure drops toward the governor PREVENTIVE MAINTENANCE

cut-in setting (100–105 psi), the force of the 앫 A, B, C, D Inspections — Check governor
pressure-setting spring overcomes the force of cut-in/cut-out operation, and test for leaks.
the air entering the governor and pushes the Replace if necessary.
piston and valve assembly down. The downward
movement of the piston seals the passage to the
unloader port and allows the air pressure in the
unloader line to exhaust through the exhaust port.
The pressure drop in the unloader line
deactivates the unloader mechanism, and air
compression resumes.
For chassis built prior to March 15, 1995,

governor cutout is set at 120 ± 5 psi and governor
cut-in is set at 100 + 5 psi.
Page 35
Low-Pressure Indicator Switch
34
33
Figure 33 — Low-Pressure Indicator Switch
DESCRIPTION
The low-pressure indicator is a pressure-sensing Figure 34 — Low-Pressure Switch Cutaway
device used to monitor air system pressure.
Operating as an air-actuated electrical switch, the
low-pressure indicator functions when air
pressure, applied to the supply port, pushes
against the diaphragm, piston and spring
assembly to hold the electrical contacts apart.
When pressure entering the supply port drops
below 70 ± 5 psi, spring tension overcomes the
drop in pressure and forces the diaphragm and
piston to move, causing the electrical contacts to
close. The closed contacts complete the electrical
circuit to activate the low air warning lamp and
buzzer.
Page 36
OPERATIONAL TESTS Single Check Valves
With the ignition switch on, reduce air system 35
pressure and observe that the low air warning
lamp and buzzer activate when the air system
gauge indicates a minimum 65 psi.
앫 If the warning buzzer does not activate, test
both terminals of the low-pressure indicator
with a volt/ohm meter to determine if voltage
is present. As an alternate method, bypass
the switch by installing a jumper across the
terminals. If the low-pressure warning
activates when the jumper is installed, or the
volt/ohm meter indicates voltage is present,
the low-pressure indicator is defective and
must be replaced.
앫 If the low-pressure warning fails to activate
when the jumper is installed, or the volt/ohm Figure 35 — Ball Type
meter indicates there is no voltage, a 36
problem with the electrical circuit is indicated

which must be located and corrected.
LEAKAGE TESTS
With the air system pressurized, apply a
soap-and-water solution to the low-pressure
indicator connection and observe. NO bubble
leakage is permissible.
앫 B, C, D Inspections — Check the electrical
connections at the low-pressure indicator.
Determine that the indicator is functioning
properly by performing the operational Figure 36 — Disc Type
37
checks as described above. Replace as
necessary.
Figure 37 — Disc Type with Replaceable Seat
Page 37
DESCRIPTION
39
A single check valve allows airflow in one

direction, and blocks the path if airflow reverses.
A check valve consists of a seal assembly and
spring. Spring tension holds the seal on its seat.
Air pressure applied to the inlet side of the valve
overcomes the spring tension and lifts the seal
assembly off its seat, allowing the free passage of
air from the inlet port through the outlet port.
When pressure on the inlet side is removed,
spring tension pushes the seal back onto its seat,
sealing the air path and preventing the passage
of air from the outlet port through the inlet port.
OPERATIONAL AND LEAKAGE TESTS Figure 39 — Shuttle Type
DESCRIPTION
It may be easier, or necessary, to completely Double check valves (also called shuttle valves),
remove the check valves in order to perform the are used to direct airflow into one common line
following checks. from either of two sources. The double check
valve contains two inlet ports and one outlet port.
Inside the valve is a movable shuttle. Air pressure
Connect an air supply to the outlet side of the entering either one of the two inlet ports pushes
check valve, and leave the inlet side open to the shuttle against the opposite port to seal the
atmosphere. Apply air pressure, and coat the air passage, allowing the free flow of air through
inlet side of the valve with a soap-and-water the outlet port. The valve shuttle always reacts to
solution. A one-inch bubble in five seconds is the higher pressure. Double check valves are
allowable. designed so that it is impossible for the shuttle to
block the outlet port.
앫 C, D Inspections — Check for proper OPERATIONAL TESTS
operation and excessive leakage. Replace
as necessary.
Double check valves are best checked and leak

Double Check Valves tested by removing the valve from the vehicle and
38
bench testing using two separately controlled air
supplies.
1. Install an accurately calibrated pressure

gauge in the outlet port.
2. Apply and release air pressure to one of the
inlet ports and note that the air pressure
gauge installed in the outlet line registers
application and release.
3. Repeat the above procedure for the
opposite inlet port.
Figure 38 — Disc Type
Page 38
LEAKAGE TESTS
41
1. Disconnect the inlet line from one inlet port.

2. Apply a soap-and-water solution to the
disconnected inlet port while applying air
pressure to the other inlet port. Leakage
should not exceed a one-inch bubble in five
seconds.
3. Repeat the above test for the opposite inlet
port.
If the double check valve fails either of the above

tests, replace it with a new valve.
앫 C, D Inspections — Check for proper
operation and test for excessive leakage.
Replace as necessary.
Pressure Protection Valve

40
Figure 41 — Pressure Protection Valve Cutaway
The valve consists of a piston and spring

assembly contained inside the valve body. When
supply pressure is below 65 psi, spring tension
holds the piston assembly on its seat to restrict
the free flow of air through the valve. As pressure
increases, spring tension is overcome, allowing
the piston assembly to move off its seat and
permit the flow of air to the auxiliary system.
If air pressure falls to approximately 20 psi below

Figure 40 — Pressure Protection Valve the opening pressure of the valve, spring tension
forces the piston back onto its seat to seal the air
DESCRIPTION supply and protect the system against further
pressure loss through continued use of the
The pressure protection valve is designed to auxiliary system.
prevent the supply of pressure to an air-operated
device or system, while the air supply is below a
specified rating. These valves are generally used
when air-operated auxiliary attachments are
installed on the chassis to prevent a total loss of
pressure should a leak in any part of the auxiliary
system occur.
Page 39
OPERATIONAL TESTS PREVENTIVE MAINTENANCE
1. Drain the main air supply. 앫 B, C, D Inspections — Check for proper
2. Disconnect the outlet side of the valve and
install a tee fitting, a shut-off valve and an
accurately calibrated pressure gauge.
3. Start the engine and allow system pressure Stoplight Switch
to build. 42
4. Observe the pressure gauge on the

instrument panel, and the gauge installed in
the outlet port of the pressure protection
valve.
5. No pressure should register on the gauge
installed in the outlet port until the gauge on
the dashboard reaches between 75–95 psi.
At that time, the pressure protection valve
should open, and both the test gauge and
the dashboard gauge should indicate the
same pressure.
6. Stop the engine and open the shut-off valve.
Air should exhaust through the valve until
the pressure gauge inside the cab reaches
approximately 65 psi, at which point the
valve should close and no more air should
exhaust.
After completing the above operational check,

drain the main air reservoir, remove the test
gauge and shut-off valve, and reconnect the
valve to the auxiliary system.
LEAKAGE TESTS
1. With the valve properly connected, start the
engine and build full system pressure.
Figure 42 — Typical Stoplight Switch
2. Apply a soap-and-water solution to the cap
of the pressure protection valve and
observe. A one-inch bubble in three seconds DESCRIPTION
is allowable. The stoplight switch is an air-actuated electrical
3. Drain the air pressure from the system on switch that works in conjunction with the treadle
the outlet side of the pressure protection valve and the hand-control valve (if so equipped)
valve. to illuminate the stop lamps when the brakes are
applied. The switch operates when an application
4. Disconnect the line from the outlet side of pressure of at least 6 psi acts against the
the pressure protection valve and apply a diaphragm inside the switch to complete the
soap-and-water solution to the outlet port. A electrical circuit and illuminate the stop lamps.
one-inch bubble in five seconds is
acceptable.
Page 40
2. Slowly depress the treadle valve and note
43
the pressure gauge reading at which the

stop lamps illuminate. The gauge should
read 6 psi.
3. Release the treadle valve and note that the
stop lamps turn off.
4. Repeat the above tests for the secondary
system, and for any other stoplight switch
that may be installed in the air system.
The above tests verify the operation and the

electrical function of the stoplight switches. If the
stop lamps fail to function during the above tests,
the following electrical checks are necessary.
ELECTRICAL CHECKS
앫 If the stop lamps do not illuminate, test both
terminals of the stoplight switch with a volt/
ohm meter to determine if voltage is present.
As an alternate method, bypass the switch
by installing a jumper across the terminals. If
the stop lamps illuminate when the jumper is
installed, or the volt/ohm meter indicates
voltage is present, the stoplight switch has
malfunctioned and must be replaced.
앫 If the stop lamps fail to illuminate when the
Figure 43 — Stoplight Switch Cutaway jumper is installed, or the volt/ohm meter
indicates there is no voltage present, a
OPERATIONAL TESTS problem with the electrical circuit is indicated
and must be located and corrected.
In order to illuminate the stop lamps, even if one

system experiences a pressure loss, the stoplight The function of certain air system switches, such
switches must be actuated by both the primary as the stop lamp switches, can be checked using
and secondary air systems. Chassis have either the switch status function in the V-MAC Service
a switch in each air system, or a single switch and Support Software. Refer to the applicable V-MAC
a double check valve. Additionally, some tractors User Guide for information.
have a stoplight switch installed at the trailer
brake hand control valve so that the stop lamps
illuminate when the valve is used to actuate the LEAKAGE TESTS
trailer brakes. When checking operation of the With the brakes applied, coat the stoplight
stoplight switches, they should be checked switches with a soap-and-water solution. No
independently by disconnecting the electrical leakage is acceptable.
connections and checking one switch at a time to
be sure each switch is functioning.
1. Install an accurately calibrated pressure 앫 B, C, D Inspections — Check the electrical
gauge in the primary system service line connections at each stoplight switch. Check
near the stoplight switch. the operation of each switch, and test for
excessive leakage. Replace as necessary.
Page 41
Treadle Valve
44
DESCRIPTION
The treadle valve provides the driver with a
means of graduated control of the air system for
applying and releasing the service brakes. The
valve is divided into two separate sections. The
upper portion operates the primary brake circuit
and the lower portion operates the secondary
brake circuit. The upper portion of the treadle
valve contains a graduating spring, spring seat,
primary piston and an inlet and exhaust valve
assembly. The lower portion of the valve contains
a relay piston and an inlet and exhaust valve
assembly. Both the upper and lower portions of
the valve share a common exhaust port.
Figure 44 — Treadle Valve Cutaway
Page 42
45
Figure 45 — Typical Treadle Valve Piping Diagram
Page 43
On CH, CL, CX and CV models, the treadle valve OPERATION
is mounted on the firewall. On all other models, it
Application
is mounted to the floor. 48
46
Figure 48 — Application
Figure 46 — CH, CL, CX and CV Models
47
Depressing the brake pedal exerts a force on the
spring seat and graduating spring. With applied
force, both the primary piston and the relay piston
are moved down. Downward movement of the
two pistons closes both the primary circuit and
secondary circuit exhaust valves. As the primary
exhaust valve closes, the primary inlet valve
opens and allows pressure to flow through the
primary delivery port to the rear axle brake
chambers. The rear service brakes apply.
With the primary inlet valve opened, air passes

through the bleed passage between the upper
and lower valve bodies, enters the relay cavity
and exerts a force on the relay piston. The relay
Figure 47 — Other Models piston then moves further to open the secondary
inlet valve, allowing air pressure to flow through
the secondary delivery port to apply the front
service brakes.
Page 44
Balanced Released
49 50
Figure 49 — Balanced Figure 50 — Released
As pressure being delivered through the treadle Removing the force from the brake pedal
valve begins to equal the force applied to the removes the force applied to the spring seat and
brake pedal, the primary piston moves up and the graduating spring. Air pressure on the
closes the primary inlet valve, preventing further delivery sides of both the primary and relay
passage of air through the delivery port. The relay pistons pushes the pistons upward to open both
piston also moves up to seal the secondary inlet exhaust valves, allowing air to exhaust through
valve and prevent airflow through the secondary the exhaust port.
delivery port. Both the primary and the secondary
exhaust valves remain closed to prevent the
escape of air through the exhaust port. The
treadle valve in this position is balanced, and
pressure being delivered to the service brake
chambers is neither increased nor decreased.
Page 45
OPERATIONAL TESTS 앫 B, C, D Inspections — Check the rubber
plunger boot for cracks, holes or
1. Using accurately calibrated pressure gauges
deterioration. Replace if required. Check
installed in both brake circuits, check the
that the treadle valve is securely mounted
delivery pressure in both systems. Make
and structurally sound. Pedal free travel
several brake applications between the fully
should be checked to be sure the plunger is
released and fully applied positions, and
in contact with the spring seat. The stop
note that the readings indicated on the test
button should be adjusted, if necessary, so
gauges vary proportionately with the
that the roller just contacts the plunger.
movement of the brake pedal. With both the
primary and secondary reservoirs at the 앫 B, C, D Inspections — Inspect the treadle
same pressure, the test gauge reading on valve pin and plunger for wear and freedom
the primary circuit will be approximately of movement.
2–4 psi greater than the reading on the
앫 B, C, D Inspections — Inspect the treadle
gauge for the secondary circuit.
valve mounting bracket for damage, cracks
2. After releasing a full application, the reading or wear. Replace as necessary.
on the test gauges should promptly fall to
zero.
BRAKE PEDAL MOUNTING
On CH, CL and CX model chassis, check the
LEAKAGE TESTS
brake pedal mounting support, making sure the
앫 Make and hold a high pressure brake mounting bracket is structurally sound and there
application. Coat the exhaust port and the is no damage, wear or cracks. Replace as
brake valve body with a soap-and-water necessary.
solution. A one-inch bubble in three seconds
is permitted.
Park Brake Control Module
If the treadle valve fails any of the checks as 51
described above, it must be removed and
repaired or replaced.
앫 A Inspection — Clean any debris from
around the treadle valve.
앫 B, C, D Inspections — Using engine oil,
lubricate the treadle roller, roller pin and
hinge pin.
On CV, CX, CH and CL model chassis, lift the

rubber boot and lubricate the treadle valve
Figure 51 — Parking Brake Control Valve Module
plunger with MG-C grease.
Page 46
DESCRIPTION With no air in the system, both the trailer air
supply knob and the parking brake knob will be
On CH, CL, CX and CV model tractors or trucks
out. The tractor and trailer spring brakes will be
with a full trailer connection, the parking brake
applied.
control and trailer supply valves are housed in a 53
single module and mounted in the center console
of the dashboard. The module consists of a
two-button push/pull-type control valve, and
includes a dual-circuit supply valve and a check
valve. The red octagon-shaped knob controls the
trailer air supply, and the yellow diamond-shaped
knob controls the tractor and trailer spring brakes.
52
Figure 53 — System Parked

Figure 52 — Valve Porting
Page 47
During initial charge, when system pressure has When the yellow parking-brake knob is pushed
reached 70 psi, the red trailer-supply knob may in, air is supplied to the tractor spring brakes.
be pushed in to supply the trailer air system and 55
release the trailer spring brakes.

54
Figure 55 — Normal Run Mode
Figure 54 — Trailer Air System Pressurized
Page 48
In the normal run mode when both the knobs are Pulling the red trailer-supply knob out exhausts
pushed in, both the tractor and the trailer spring the air from the trailer supply line and applies the
brakes may be applied by pulling the yellow knob trailer spring brakes. This mode would be used to
out. When the yellow knob is pulled out, air uncouple a trailer or for bobtail operations.
exhausts from the tractor spring brakes and 57
simultaneously causes the red trailer-supply

button to pop out and apply the trailer spring
brakes. When both knobs are pulled out, the red
knob can be pushed in to supply the trailer air
system, but the tractor spring brakes remain
applied (tractor park only).
56
Figure 57 — Trailer Parking Brakes Applied
If supply pressure applied to the valve module is

reduced to approximately 35–45 psi, the red
trailer-supply knob automatically pops out and
applies the trailer spring brakes. If the knob is
held in, a tripper piston moves when the pressure
Figure 56 — Tractor Parking Brakes Applied decreases to 25–35 psi and exhausts the trailer
air supply. The yellow parking-brake knob
automatically pops out when air pressure
decreases to approximately 20–30 psi.
The dual-circuit supply valve automatically

selects the primary reservoir as the main air
source for the valve module. If the pressure in the
primary reservoir should drop more than 25 psi
below that of the secondary air reservoir, the
dual-circuit supply valve shuttle moves and
establishes the secondary air reservoir as the air
source.
Page 49
OPERATIONAL AND LEAKAGE TESTS 10. Rebuild system pressure to 130 psi. Push
both the red and yellow knobs in. Pull the
1. Block the wheels to prevent the vehicle from
red knob out. The yellow knob must remain
moving.
pushed in.
2. Pressurize the air system to 130 psi.
11. Push the red knob in and pull the yellow
3. Apply a soap-and-water solution to the area knob out. The red knob should pop out
between the valve body and the cover plate instantaneously.
and exhaust port. No leakage at the valve
12. With the spring brakes applied (no air in the
body is acceptable, and leakage at the
spring brake delivery line), install a pressure
exhaust port must not exceed a one-inch
gauge in a spring brake chamber supply
bubble in five seconds.
line.
4. With system pressure maintained at 130 psi,
13. Pressurize the air system to 130 psi.
push the red trailer air-supply knob in. The
knob must stay pushed in. 14. Push the yellow parking-brake knob in.
Tractor spring brake delivery pressure
5. With the knob pushed in, apply a
should equal the primary reservoir pressure.
soap-and-water solution to the control
module exhaust port. Leakage still must not 15. Reduce pressure in the primary reservoir
exceed a one-inch bubble in five seconds. and observe the test gauge. Both the
reservoir pressure and the tractor spring
6. With both the red trailer air-supply knob and
brake supply pressure should drop at the
the yellow parking-brake knob pushed in,
same rate until reaching between
slowly reduce the pressure in both
105–95 psi. At that point, the dual-circuit
reservoirs. The red button must pop out
supply valve shuttle should switch and
when the supply pressure drops between
establish the secondary reservoir as the air
35–45 psi.
source. Observe that the test gauge
monitoring the tractor spring-brake delivery
pressure increases to indicate the same
pressure as the secondary reservoir.
The yellow parking-brake knob must not pop out
before the red button. 16. Continue reducing primary air pressure until
there is no air remaining in the reservoir.
There should be no audible leakage coming
7. Hold the red knob in and continue reducing
from the primary reservoir drain.
the pressure in the reservoirs. Air must
exhaust from the exhaust port of the valve 17. Close the drain.
module when trailer supply pressure
18. Drain the pressure remaining in the
reaches between 20 and 35 psi.
secondary air system.
8. Release the red knob and allow the air
19. Remove the pressure gauge and tee fitting
system pressure to build to 130 psi. Push
from the spring brake chamber and
the yellow parking-brake knob in and check
reconnect the delivery line.
for leakage at the exhaust port. The knob
should remain pushed in, and leakage at the
If the valve module fails to operate as described
exhaust port should not exceed a one-inch
above, or exhibits excessive leakage, the
bubble in five seconds.
assembly must be replaced.
9. With the trailer supply knob pulled out and
the yellow parking-brake knob pushed in,
slowly reduce air system pressure. The
yellow knob must pop out when pressure is
reduced to 20–30 psi.
Page 50
Single Park Brake Control Valve
with Double Check Valve
When removing the park brake control module 59
from a CXN, CHN, CX, CH, CT, CV and CL
model chassis, removal of the push-to-connect
hoses can be made easier by using fitting release
tool part No. 1538-54000100.
On CX and CH models manufactured prior to
August 1, 2001, a 90-degree 1/4″ pipe-to-3/8″
tube fitting was used in the port located in the
upper left-hand side of the module. After
August 1, 2001, this fitting was changed to a
45-degree fitting. When replacing a park brake
control module manufactured prior to August 1,
2001, it is recommended that the original
90-degree fitting be replaced with the 45-degree
fitting.
58
Figure 59 — Single Park Brake Control Valve
A park brake control valve having a double check

valve is used on straight trucks having a single
park brake valve except LE and MR models. This
type of valve receives supply pressure from both
the primary and secondary reservoirs, and
functions with whichever reservoir is at the higher
pressure.
When the knob is pushed in, pressure is

delivered to the spring brake chambers to release
the parking brakes, and when the knob is pulled
out, pressure is exhausted from the spring brake
chambers to apply the parking brakes. If total
system pressure drops below 20–30 psi, the knob
Figure 58 — Park Brake Control Valve Module Fitting automatically pops out, exhausting pressure from
Change the spring brake chambers to apply the parking
brakes.
1. 45-Degree 1/4″ Pipe-to-3/8″ Tube Fitting
With the air system functioning normally, primary
and secondary pressure enter the valve through
the primary and secondary supply ports. The
앫 B, C, D Inspections — Check for proper double check valve diaphragm reacts to the
operation and test for excessive leakage. higher pressure and allows air to flow into the
Replace as necessary. valve body. Pushing the knob in to release the
parking brakes moves the plunger down, closing
the exhaust port and moving the plunger seal
past the guide spool. Supply pressure then flows
through the passages in the plunger and out the
delivery port to the spring brake chambers.
Page 51
60
Figure 60 — Park Brake Valve — Park Brakes Released
1. Knob 6. Exhaust Seal

2. Plunger 7. Exhaust Port
3. Guide Spool 8. Primary Reservoir Pressure
4. Plunger O-Ring 9. Double Check Valve Diaphragm
5. Deliver Pressure to Park Brake Circuit 10. Secondary Reservoir Pressure
Page 52
Pulling the knob out to release the parking brakes 3. With the knob pulled out, coat the exhaust
moves the plunger up, opening the exhaust port port, the plunger stem and the fitting at the
and sealing the passages inside the valve. The secondary supply port with a
flow of pressure to the delivery port is blocked, soap-and-water solution. Leakage at the
and pressure from the spring brake chambers exhaust port and plunger stem should not
exhausts through the exhaust port. exceed a one-inch bubble in five seconds.
61
There should be no leakage at the
secondary supply port.
4. Again start the engine and allow air system
pressure to build to governor cutout, and
then stop the engine.
5. Drain enough air from the primary reservoir
to ensure that secondary system pressure is
higher than the secondary system as noted
on the instrument panel air pressure gauge.
6. With the knob pulled out, coat the fitting at
the primary reservoir supply port with a
soap-and-water solution. There should be
no leakage at the primary supply port.
7. Push the knob in, and then coat the plunger
stem and exhaust port with a
soap-and-water solution. Leakage at both
areas should not exceed a one-inch bubble
in five seconds.
Operational Tests
Figure 61 — Park Brake Valve — Park Brakes Applied 1. Connect an accurately calibrated pressure
gauge to the delivery port.
1. Knob 7. Exhaust Seal
2. Plunger 8. Exhaust Port 2. With the knob pulled out, start the engine
3. Guide Spool 9. Primary Reservoir and allow system pressure to build to
4. Plunger O-Ring Pressure governor cutout. Stop the engine.
5. Pressure Exhausting 10. Double Check Valve
from Spring Brake Diaphragm 3. Push the knob in and compare the pressure
Chambers 11. Secondary Reservoir reading on the gauge connected to the
6. Exhaust Pressure delivery port with the reading on the
instrument panel air gauge. Pressure at the
delivery port should be equal to supply
OPERATIONAL AND LEAKAGE TESTS pressure.
Leakage Tests 4. Pull the knob out and note the reading
1. Block the wheels to prevent the vehicle from indicated on the pressure gauge installed in
moving, and then start the engine and allow the delivery port. Pressure should drop to
air system pressure to build to governor 0 psi.
cutout. Stop the engine. 5. Again start the engine and build system
2. Drain enough air from the secondary pressure to governor cutout. Stop the
reservoir to ensure that primary system engine.
pressure is higher than the secondary
system as noted on the instrument panel air
pressure gauge.
Page 53
6. Drain the secondary reservoir at a rate of DESCRIPTION
approximately 10 psi per second as
Parking brake valves are manually operated
indicated by the pressure gauge on the
push/pull-type valves. The brake valve with the
instrument panel. Primary system pressure
yellow diamond shaped knob serves as the
(as indicated by the air pressure gauge on
system park brake valve to apply and release the
the instrument panel) and delivery pressure
truck, tractor and trailer parking brakes. On a
indicated by the gauge connected to the
three park brake valve system (tractor or truck
delivery port should not drop below 100 psi.
with a full trailer connection), the valve with the
7. Repeat steps 5 and 6 for the primary round blue knob applies the truck/tractor parking
system. brakes only, independent of the trailer parking
brakes.
8. Start the engine and build system pressure
to governor cutout. Stop the engine.
The valves are two-position on/off valves that
9. With the knob pushed in, drain both primary operate when pushed in. When the knob is
and secondary reservoirs while noting the pushed in, air pressure is directed to the spring
pressure indicated on the instrument panel brake chambers to release the brakes. The
air pressure gauge. The knob should valves also contain an exhaust function. If supply
automatically pop out when pressure in both pressure should drop to 40 psi, the control valve
systems drops below 20–30 psi. pops out to exhaust the spring brake supply lines
and apply the spring brakes.
10. Remove the pressure gauge from the
delivery port and reconnect the air line for
The parking brake control valve used on the LE
the park brake circuit.
series chassis contains an auxiliary piston in the
lower cover that moves the valve from a full
If the valve fails to function as described above,
system application pressure to the exhaust
or if leakage is excessive, the valve must be
position when receiving a control pressure of
replaced.
18 psi or more.
Replace the valve as necessary.
Push/Pull-Type Park Brake Control

Valves
62
Figure 62 — Parking Brake Control Valves
Page 54
63
Figure 63 — Typical Three Control Valve System Piping
OPERATIONAL AND LEAKAGE TESTS 6. Push the knob in and check again for
leakage at the exhaust port and the plunger.
Leakage in both areas should not exceed a
moving.
one-inch bubble in three seconds.
7. With the parking brake valve still pushed in,
to governor cutout.
reduce system pressure. The button should
3. Stop the engine. automatically pop out when pressure
reaches between 60–20 psi (depending on
4. With the parking brake valve pulled out, coat
the pressure rating of the valve), and air
the exhaust port with a soap-and-water
pressure from the spring brake supply lines
solution. Leakage should not exceed a
should exhaust through the exhaust port.
one-inch bubble in five seconds.
5. With a system pressure of 130 psi and the
knob still pulled out, coat the area around
the plunger stem and the valve body. 앫 B, C, D Inspections — Check for proper
Leakage at the plunger stem should not operation, and test for excessive leakage.
exceed a one-inch bubble in five seconds, Replace as necessary.
and there should be no leakage between the
upper and lower valve bodies.
Page 55
Trailer Air Supply Valve DESCRIPTION
64
The trailer air supply valve is a push/pull-type
valve that is mounted inside the cab and operates
in conjunction with the parking brake control
valve and the tractor protection valve. The valve,
which has a red octagonal shaped knob, supplies
air pressure to the trailer air system and, in
conjunction with the tractor protection valve,
protects the tractor air system in the event of a
trailer breakaway or a trailer air system leak.
65
Figure 64 — Trailer Supply Valve
Figure 65 — Typical Trailer Air Supply Valve Piping
Page 56
The trailer air supply valve is actually a The valve operates when the button is pushed in
combination of two on/off control valves and the plunger moves down. When the plunger
contained in a single valve body. The valve moves down, the inlet valve opens and the
contains a manually operated plunger with an exhaust valve is sealed. The button will not stay
inlet and exhaust valve assembly, and a control pushed in unless there is approximately 40 psi in
valve assembly containing a control piston and a the air system.
control inlet and exhaust valve assembly. The 67
control piston operates when pressure is received

from the parking brake control valve. Air system
pressure is received at the supply port, and
pressure is delivered to the trailer air system
through the delivery port. Control pressure from
the parking brake control valve, to signal whether
the spring brakes are applied or released, is
received through the control port.
66
Figure 67 — System Park
With the air system charged to 40 psi or more and

the parking brake control valve pulled out (spring
brakes applied), the trailer air supply button may
be pushed in, but air pressure will not be
delivered to the tractor protection valve, and the
trailer spring brakes will remain applied.
Figure 66 — Trailer Supply Valve Cutaway
Page 57
When the parking brake control valve is pushed
69
in to release the spring brakes, control pressure

is applied to the trailer air supply valve which
moves the control piston and opens the control
inlet valve. When the control inlet valve is
opened, air flows through the delivery port to
supply the trailer air system.
68
Figure 69 — Emergency
In the event of a trailer breakaway, a sudden

trailer air line failure, or a slow leak in the trailer
air system, the trailer air supply valve
automatically pops out when air system pressure
leaks down to approximately 70 psi, thereby
protecting the tractor air system from further
Figure 68 — Trailer Air System Charged
pressure loss.
When the trailer air supply button is pulled out,
the plunger is moved up to close the inlet valve If the supply valve button is held in while system
and unseat the exhaust valve. Air that was pressure is at 40 psi or less, the control piston
present at the delivery port will then exhaust moves into the exhaust position at approximately
through the exhaust vent located in the 20 psi, causing the trailer air system to exhaust
mid-section of the valve. Applying the parking and apply the trailer spring brakes.
brakes prior to deactivating the trailer air supply
valve, removes the control pressure, which then OPERATIONAL AND LEAKAGE TESTS
causes the control piston to move and unseat the
control exhaust valve. Delivery pressure will then 1. Block the wheels to prevent the vehicle from
exhaust through the exhaust port. moving.
2. Start the engine and build air system
pressure to governor cutout.
3. Stop the engine.
Page 58
4. With both the trailer supply and the parking Tractor Protection Valve — MR and
brake control knobs pulled out (spring
brakes applied), apply a soap-and-water DM Models with Full Trailer
solution to the exhaust vent and the plunger Connection
stem. Leakage should not exceed a
70
one-inch bubble in five seconds.
5. Push the trailer air supply knob in and apply
vent and the exhaust port. Leakage should
not exceed a one-inch bubble in five
seconds at either point.
6. Connect an accurately calibrated test gauge
into an assembled hose coupling. Then
connect to the trailer supply coupling (tractor
emergency line) at the rear of the tractor.
7. With the trailer air supply knob still pushed
in, push the parking brake control knob in to
release the spring brakes. There should be
an immediate indication of pressure
registered on the test gauge, and it should
equal system pressure as indicated on the
dash gauge.
exhaust port of the trailer air supply valve.
Leakage should not exceed a one-inch
bubble in five seconds. Figure 70 — Tractor Protection Valve
9. With the tractor air system at governor
cutout, note the pressure indicated on the DESCRIPTION
dashboard pressure gauge. The tractor protection valve operates in
10. Quickly disconnect the assembled hose conjunction with the trailer air supply valve to
coupling and test gauge from the trailer direct air pressure to the trailer air system, and to
supply line coupling. The air system will leak protect the tractor air system from a total loss of
down to approximately 65 psi before the pressure should a leak develop in the trailer
trailer air supply valve pops out. system. The valve is usually mounted behind the
cab.
11. Reconnect the hose coupling and test gauge
to the trailer supply line and push the trailer
air supply knob in.
12. Open the drain valves on the primary and
secondary air reservoirs slightly.
13. As the reservoirs drain, note at what
pressure the knob of the trailer supply valve
pops out and exhausts the trailer supply line.
This should occur between 20 and 45 psi.
Page 59
71
Figure 71 — Typical Tractor Protection Valve Piping
A delivery line from the trailer air supply valve is During normal operation with a trailer attached
connected to the tractor emergency port, and a and the trailer air supply valve pushed in, the
line from the treadle valve is connected to the tractor protection valve remains open to allow the
tractor service port. The trailer emergency and free flow of air between the trailer and tractor air
service hoses are each connected to their systems. Should a trailer breakaway occur or a
respective ports. severe leak develop in the trailer air system, the
drop in pressure at the tractor emergency port
The supply passage through the valve is always causes the service line inlet valve to close and
open. When the trailer air supply valve is seal the service port, preventing a further loss of
activated (pushed in), air pressure enters the pressure. Pressure in the trailer emergency lines
tractor protection valve through the tractor exhausts to atmosphere allowing the trailer spring
emergency port, flows through the valve and brakes to apply.
supplies the trailer air system. With 45 psi applied
to the tractor emergency port, the service line
shut-off valve moves off its seat and opens a
passage for brake application pressure to flow to
the trailer service brakes. Externally mounted
dual check valves select application pressures
from the primary or secondary sections of the
treadle valve, or from the hand control valve. The
tractor protection valve also incorporates a quick
release function to speed-up trailer service-brake
release response by allowing service line
pressure to exhaust through the valve rather than
back through the treadle valve (or hand valve).
Page 60
5. While maintaining tractor air system
72
pressure at 60 psi and with the trailer air

supply valve still pushed in, make a full
service brake application. The pressure
gauge installed in the trailer service line
should indicate the application pressure of
60 psi.
6. While holding the full brake application,
apply a soap-and-water solution to the
exhaust port. Leakage should not exceed a
7. Release the brake pedal. The pressure
gauge installed in the trailer service line
should immediately indicate 0 psi.
8. Build air system pressure to 100 psi.
9. With the trailer air supply valve pushed in,
make and hold a service brake application
and note that the application pressure is
indicated on the gauge installed in the
service line.
10. Open the primary and secondary reservoir
drain valves and allow the air system to
bleed down.
11. When air system pressure drops to
approximately 45 psi, observe that the
tractor protection inlet valve closes to seal
Figure 72 — Tractor Protection Valve Cutaway
the trailer service port. There should not be
any pressure indicated on either pressure
OPERATIONAL AND LEAKAGE TESTS gauge.
moving. If the valve fails to perform as indicated in the
above test, or if excessive leakage is evident, it
2. Install accurately calibrated pressure must be removed and repaired or replaced as
gauges in both the trailer service and necessary.
emergency ports.
3. With a tractor air system pressure of 60 psi, PREVENTIVE MAINTENANCE
push the trailer air supply valve in. Sixty psi
should be indicated on the pressure gauge B, C, D Inspections — Test the operation of the
installed in the trailer emergency line. There valve and check for excessive leakage. Remove
should be no pressure indicated on the and repair, or replace as necessary.
gauge installed in the trailer service line.
exhaust port of the tractor protection valve.
bubble in three seconds.
Page 61
Tractor Protection Manifold — DESCRIPTION
CXN/CHN/CH/CL/CX/CV/CT Models The tractor protection manifold performs the
same functions as the tractor protection valve,
73
but is a bulkhead-mounted unit that eliminates
the externally mounted dual check valves that
select primary, secondary or hand valve delivery
pressures. The manifold also contains ports
where stoplight switches are installed.
Figure 73 — CH, CL, CX and CV Models
Page 62
74
Figure 74 — Tractor Protection Manifold Schematic
The tractor protection manifold contains two dual OPERATION

check valves that select the highest control
The tractor protection manifold uses the same
pressure from either the tractor primary circuit,
operating principles as the tractor protection
tractor secondary circuit or the hand control
valve. When the trailer air supply valve is
valve, and actuate the trailer service brakes
activated (pushed in), air pressure enters the
accordingly. An integral quick release valve is
manifold through the tractor emergency port and
also contained within the manifold to speed-up
flows through the manifold to supply the trailer air
the response time for trailer brake release.
system. With at least 45 psi entering the manifold
through the tractor emergency port, the service
line shut-off valve is moved off its seat and opens
a path for brake application pressure to flow to
the trailer service brakes. The tractor protection
manifold remains open as long as pressure is
supplied to the tractor emergency port.
Page 63
75
Figure 75 — Tractor Protection Manifold Airflow
Applying the treadle valve directs brake When the trailer brakes are applied using the
application pressure to the manifold. The dual hand control valve, pressure enters the manifold
check valve senses the higher pressure from through the trailer hand brake control (TC) port.
either the tractor primary or secondary brake The second dual check valve reacts accordingly
circuits and reacts accordingly. In normal by moving to seal the passage from the primary
operation with the primary circuit at the higher and secondary delivery ports. Pressure flows
pressure, the valve shuttle moves and seals the past the opened service line shut-off valve and
secondary delivery port. Primary brake out through the trailer service port to apply the
application pressure then flows through the trailer service brakes. Pressure is also applied to
internal passages in the manifold, past the the stoplight switch port to actuate the stop
opened service line shut-off valve, and out lamps. Releasing the hand valve allows the
through the trailer service port to apply the trailer pressure in the service line to exhaust through
service brakes. Pressure is also applied to the the protection manifold quick release valve.
stoplight switch port to activate the stop lamps.
If a trailer breakaway should occur, or a severe
If the secondary brake circuit is at the higher leak in the trailer air system develop, the drop in
pressure, the dual check valve moves in the pressure at the tractor emergency port causes
opposite direction to seal the primary delivery the service line shut-off valve to move and seal
port, and the trailer service brakes are actuated the trailer service port, preventing a further loss of
with application pressure from the secondary pressure. Pressure in the tractor emergency line
circuit. exhausts and allows the trailer spring brakes to
apply.
Releasing the treadle valve allows the pressure in
the trailer service lines to exhaust through the
quick release valve inside the manifold.
Page 64
OPERATIONAL AND LEAKAGE TESTS 15. Disconnect and plug the primary circuit
delivery line from the tractor protection
manifold (labeled PCD).
moving.
16. Apply the treadle valve and check for
leakage at the opened primary circuit
delivery port.
3. Pull the trailer air supply valve out.
17. Release the treadle valve application. Then
4. Disconnect the trailer service hose coupling. reconnect the primary circuit delivery line.
5. Make a trailer hand control valve application. 18. Repeat the above procedure for the
secondary circuit delivery line (labeled SCD
6. Hold a finger over the 1/16-inch vent hole
on the tractor protection manifold).
located in the manifold casting near the
service line shut-off area and check for 19. Excessive leakage at either port indicates a
leakage. Also check for leakage at the faulty double check valve shuttle.
disconnected trailer service-line hose
20. Reconnect all lines that were disconnected
coupling. Excessive leakage at either port
before returning the vehicle to service.
indicates a faulty inlet valve.
7. With the hand control valve still applied, turn
the ignition switch on and verify that the stop
lamps illuminate. 앫 B, C, D Inspections — Test the operation of
the manifold and check for excessive
8. Release the hand control valve and push the
leakage. Remove and repair, or replace as
trailer air supply valve in.
necessary.
9. Connect a pressure gauge to the trailer
service hose coupling.
Hand Control Valve (Trolley Valve)
10. Apply the trailer hand control valve and note
76
that pressure is indicated at the service hose
coupling.
11. With the trailer hand control valve applied,
check for leakage at the following locations:
앫 Service line quick release valve —
Excessive leakage in this area may
indicate a faulty quick release
diaphragm.
앫 Treadle valve exhaust port —
Excessive leakage in this area
indicates a defective double check
valve shuttle.
앫 1/16 vent hole located in the
manifold casting — Excessive
leakage indicates defective inlet valve Figure 76 — Hand Control Valve — Dashboard-Mounted
O-ring.
12. Release the hand valve application, then DESCRIPTION
make and hold a treadle valve application. The hand control valve gives the driver graduated
13. Check for leakage at the trailer hand control control of air system pressure for applying the
valve exhaust port. Excessive leakage at trailer brakes independently of the tractor brakes
this port indicates a faulty double check or, in the case of a platform truck, for applying the
valve shuttle. rear axle(s) service brakes independently of the
front brakes.
14. Release the treadle valve application.
Page 65
Moving the handle in a clockwise direction from As the handle is moved counterclockwise, spring
the released position exerts a force on the tension against the piston is decreased. Air
pressure graduating spring through the action of pressure underneath the piston lifts it and moves
the cam and cam follower. The force of the spring it away from the exhaust valve. When the exhaust
causes the piston inside the valve to move down. passage is opened, air pressure in the delivery
77
line exhausts through the exhaust port, and the
trailer or truck rear axle(s) service brakes release.
OPERATIONAL TESTS
gauge in the delivery port of the trailer brake
hand control valve.
2. Rotate the handle to the fully applied
position. The pressure gauge should register
full reservoir pressure.
The test gauge should indicate proportional

readings when the control handle is placed
anywhere between the fully applied and fully
released positions.
3. Rotate the control handle back to the

released position. The gauge should
immediately register 0 psi.
LEAKAGE TESTS
Apply a soap-and-water solution to the exhaust
port or exhaust line of the valve.
Figure 77 — Hand Control Valve Cutaway
As the piston moves down, the exhaust seat, Typically, the exhaust port is connected to a line
which is in the center of the piston, contacts the and exhausted away from the driver’s area.
exhaust valve and closes the exhaust passage.
Further movement of the piston moves the inlet
valve off its seat and allows reservoir pressure to With the valve in the released position, leakage at
flow past the open inlet valve, through the the exhaust port should not exceed a one-inch
delivery port, and to the trailer brake chambers or bubble in five seconds.
to the truck rear axle(s) brake chambers.
With the valve in the applied position, leakage
Pressure flowing past the open inlet valve also should not exceed a one-inch bubble in three
acts upon the bottom of the piston. When the seconds.
force of air pressure beneath the piston balances
the force exerted by the depressed graduating
spring, the piston lifts slightly and allows the inlet PREVENTIVE MAINTENANCE
valve to return to its seat. The exhaust valve, 앫 B, C, D Inspections — Check for proper
however, remains seated so the flow of pressure operation, and test for excessive leakage.
through the valve is blocked, and air pressure is Replace as necessary.
held in the service line.
Page 66
Spring Brake Modulating Relay
Valve
78
Figure 78 — Spring Brake Modulating Relay Valve
DESCRIPTION
The spring brake modulating relay valve provides
rapid application of the spring brakes for parking,
modulated control of the spring brakes through
the treadle valve should a failure of the primary
air system be encountered and an
anti-compounding function to prevent damaging
the brake actuators should a service brake
application be made with the parking brakes
applied. This valve is used on all straight truck
chassis (except current LE and MR models), and
is an option on certain tractor applications.
Page 67
79
Figure 79 — Typical Spring Brake Modulating Relay Valve Piping
1. Primary Reservoir 6. Park Brake Valve with Double Check Valve

2. Secondary Reservoir 7. Spring Brake Modulating Relay Valve
3. Front Brake Chambers 8. Spring Brake Chambers
4. Quick Release Valve 9. Service Brake Relay Valve
5. Treadle Valve
Page 68
The spring brake modulating relay valve contains
81
a park brake control port, balance port, supply

port, exhaust port, service brake control port
(secondary pressure) and four delivery ports. The
elbow fitting in the supply port contains a check
valve, and the exhaust port is protected from dirt
entry by a diaphragm.
80
Figure 81 — Modulating Relay Valve Cutaway

Figure 80 — Modulating Relay Valve Porting
1. Control Piston 13. Inlet/Exhaust Valve
1. Control Port (Park Brake 4. Supply Port (Secondary 2. Upper Valve Body 14. Lower Valve Guide
Control Signal) Reservoir) 3. Main Piston 15. Exhaust Port
2. Balance Port (Primary 5. Exhaust Port 4. Control Piston Spring 16. Valve Seat
System Signal) 6. Control Port (Secondary 5. Balance Port 17. Elbow Fitting with
3. Delivery Ports System Signal) 6. Main Piston Spring Check Valve
7. Control Port 18. Check Valve Guide
8. Valve Insert 19. Supply Port
Inside the valve is a control piston that receives 9. Lower Valve Body 20. Check Valve Spring
system pressure from the park brake control 10. Delivery Port 21. Check Valve
11. Valve Retainer 22. Control Port
valve and acts against the force of the large main 12. Valve Spring 23. Double Check Valve
piston spring, and a main piston that reacts to
force applied by the control piston. The main
piston actuates the inlet/exhaust valve assembly.
The check valve contained within the secondary
port elbow fitting prevents spring brake hold-off
pressure from leaking to the atmosphere should a
leak in the secondary air system develop. The
valve also contains an internal check valve in a
passage between the park brake control port and
the supply port. This check valve allows the
control pressure from the park brake control
circuit to become the supply for the valve should
the secondary air system lose pressure.
Page 69
OPERATION System Fully Charged
Initial Pressure Build-Up
At 107 psi (nominal), reservoir pressure entering
the lower cavity of the valve pushes against the
With the air system functioning normally, pushing
bottom of the main piston to move the piston up.
the park brake valve in to release the parking
When the main piston moves up, the inlet valve
brakes allows pressure to enter the spring brake
seats and spring brake hold-off pressure is
modulating valve through the park brake control
maintained in the circuit to keep the spring brakes
port. Pressure entering the cavity above the
released.
control piston pushes the piston down, 83
overcoming the tension applied by the main
piston spring. Downward movement of the control
piston causes the main piston to move down,
which in turn, opens the inlet valve. With the inlet
valve open, pressure flows to the spring brake
chambers and continues to flow until reaching
107 psi (nominal).
82
Figure 83 — Air System Charged, Spring Brakes

Released
1. Control Pressure from 4. Main Piston Moves Up

Park Brake Valve 5. Inlet Valve Seats
2. Secondary Reservoir 6. Delivery Pressure
Pressure Maintained in Spring
3. Control Piston Remains Brake Circuit
Down
Figure 82 — Initial Pressure Build-Up
1. Control Pressure from 4. Main Piston Moves Down

Park Brake Valve 5. Inlet Valve Opens
2. Secondary Reservoir 6. Delivery to Spring Brake
Pressure Chambers
3. Control Piston Moves
Down
Page 70
Normal Service Brake Application Parking Brake Application
A service brake application allows primary and When both the primary and secondary systems
secondary pressure to enter the valve through are functioning properly and the park brake valve
the balance port and the secondary control port. is pulled out to apply the parking brakes, pressure
Primary pressure enters the cavity above the on top of the control piston exhausts which allows
main piston and secondary pressure enters the both the control piston and main piston to move
cavity below the main piston. With pressure up. When the main piston moves up, the inlet
above and below the main piston, the valve valve remains seated and a passage to allow
remains in balance and no movement of the main pressure from the spring brake chambers to
piston takes place. The inlet/exhaust valve exhaust opens.
assembly remains closed, and hold-off pressure 85
is maintained in the spring brake circuit.

84
Figure 85 — Parking Brake Application
Figure 84 — Service Brake Application 1. Park Brake Control 4. Main Piston Moves Up
Pressure — Exhausts 5. Pressure in Spring Brake
1. Control Pressure from 4. Balance Pressure 2. Secondary Reservoir Circuit Exhausts
Park Brake Valve (Primary System Signal) Pressure 6. Exhaust (from Spring
2. Secondary Reservoir 5. Control Pressure 3. Control Piston Moves Up Brake Circuit)
Pressure (Secondary System
3. Control Piston Remains Signal)
Down 6. Delivery Pressure
Maintained in Spring
Brake Circuit
Page 71
Loss of Pressure in the Secondary Circuit Loss of Pressure in Primary Circuit
If a pressure loss in the secondary circuit occurs, With a loss of pressure in the primary circuit, a
the check valve inside the elbow fitting at the service brake application will allow secondary
secondary reservoir supply port moves to seal circuit pressure to enter the spring brake
the port against further air loss. The check valve modulating relay valve through the control port
located in the internal passage between the park and flow into the cavity below the main piston.
brake control port and secondary supply port Secondary pressure moves the main piston up,
opens and allows pressure from the park brake which in turn causes the exhaust valve to open.
control circuit to become the supply for the valve. With the exhaust valve open, spring brake
Spring brake hold-off pressure is maintained at hold-off pressure exhausts through the exhaust
107 psi. port. When the hold-off pressure exhausts, the
compression springs expand to apply the rear
When the service brakes are applied, pressure axle brakes. The amount of pressure exhausted
from the primary circuit enters the spring brake from the spring brake chambers is proportionate
modulating relay valve through the balance port to the amount of force applied to the brake
and flows into the cavity above the main piston. treadle valve. A service brake application of
30 psi would exhaust spring brake hold-off
Without secondary pressure under the main pressure to approximately 60 psi. When the
piston, primary pressure will push the main piston service brake application is released, pressure is
down to open the inlet valve. With the inlet valve removed from under the main piston, and the
open, pressure from the park brake control circuit main piston moves down to open the inlet valve.
flows to the spring brake circuit to maintain With the inlet valve open, secondary pressure
hold-off pressure. flows back into the spring brake circuit to release
86
the spring brakes.
87
Figure 87 — Service Brake Application, Loss of

Figure 86 — Service Brake Application, Loss of Pressure in Primary Circuit
Pressure in Secondary Circuit
1. Park Brake Control 5. Secondary Control
1. Park Brake Control 5. Primary System Signal Pressure Pressure
Pressure (Becomes Pressure (Balance Port) 2. Secondary Reservoir 6. Main Piston Moves Up
Supply Pressure) 6. Main Piston Moves Down Pressure 7. Pressure from Spring
2. Loss of Secondary 7. Loss of Secondary 3. Control Piston Remains Brake Chambers
Reservoir Pressure Pressure (No Control Down Exhausts
3. Check Valve Opens Pressure Enters Valve) 4. Loss of Primary Pressure 8. Exhaust
4. Control Piston Remains 8. Spring Brake Hold-Off (No Pressure Enters the
Down Pressure is Maintained Balance Port)
Page 72
Anti-Compounding OPERATIONAL TESTS
Place blocks at the front wheels to prevent the
To prevent compounding the force against the
vehicle from moving, and then start the engine
rear brake assemblies should the service brakes
and allow system pressure to build to governor
be inadvertently applied while the parking brakes
cutout. Stop the engine and proceed as follows:
are set, the spring brake modulating relay valve
provides an anti-compounding function. When 1. Apply the parking brakes and observe that
the park brake valve is pulled out, pressure at the the spring brakes apply promptly. Remove
top of the control piston is removed and pressure one of the lines from a delivery port on the
is exhausted from the spring brake chambers. If spring brake modulating relay valve, then
the service brakes are inadvertently applied, install an accurately calibrated test gauge
primary circuit pressure enters the modulating into the port. Reconnect the air line.
relay valve through the balance port and flows
2. Release the parking brakes and note that
through internal passages to the cavity above the
the spring brakes fully release. With the
control piston. Pressure at the top of the control
parking brakes in the released position, note
piston moves both the control piston and main
the spring brake hold-off pressure indicated
piston down, which in turn opens the inlet valve.
on the pressure gauge. Typical hold-off
With the inlet valve opened, secondary reservoir
pressure is approximately 107 psi (nominal).
pressure enters the spring brake portion of the
chambers to relieve some of the tension against 3. Apply the parking brakes. Hold-off pressure
the pushrod as application pressure enters the (indicated by the pressure gauge installed in
service section of the brake chambers. When the a delivery port) should immediately drop to
service brakes are released, primary circuit zero. A lag in the drop in pressure (more
pressure is exhausted from the top of the control than three seconds) would indicate a faulty
piston, which in turn allows the inlet valve to valve.
close. Pressure in the spring brake chambers
4. With the parking brakes applied, gradually
exhausts and allows the compression spring to
apply the treadle valve and note a gradual
expand.
88 increase in pressure as indicated on the test
gauge installed in the delivery port. This
checks the anti-compounding function of the
spring brake modulating relay valve.
5. Release the parking brakes.
6. Drain the primary reservoir. After the
reservoir has drained, apply the treadle
valve several times and note the reading on
the pressure gauge installed in the delivery
port. The reading should decrease each
time the treadle valve is applied (spring
brake modulation). After several
applications, pressure on the gauge will drop
to the point where release of the spring
brakes will no longer occur.
Figure 88 — Anti-Compounding
1. Park Brake Control 5. Control Piston Moves

Pressure Exhausted Down
2. Secondary Reservoir 6. Main Piston Moves Down
Pressure 7. Delivery Pressure to
3. Primary Pressure Enters Spring Brake Chambers
Balance Port
4. Secondary Control
Pressure
Page 73
LEAKAGE TESTS Spring Brake Control Valve
Release the parking brakes. Apply a 89
soap-and-water solution to all ports, including the
exhaust port. A one-inch bubble in three seconds
is allowed.
If the valve does not function as described under

“Operating Tests,” or if leakage is excessive,
replace the valve.
DO NOT attempt to disassemble a spring

brake modulating relay valve. The valve
contains springs under compression that
could release with enough force to cause
serious personal injury should disassembly
be attempted.
B, C, D Inspections — Clean any accumulated
road dirt and other debris from around the valve
and visually inspect the exterior of the valve for
physical damage or signs of excessive corrosion.
B, C, D Inspections — Inspect all air line

connections for signs of wear or physical
damage. Replace as necessary.
Figure 89 — Spring Brake Control Valve
B, C, D Inspections — Perform the leakage test
as described above. Tighten fittings or replace as
required.
D Inspection — Perform operational tests as

described above. Replace valve if it does not
function as described.
Page 74
DESCRIPTION valve allows a graduated application of the spring
brakes through a treadle valve application, to
The spring brake control valve directs a specific
bring the vehicle to a safe stop. Spring brake
amount of “hold-off” pressure (about 95 psi) to the
control valves are used in all truck applications,
spring brake chambers to cage the compression
and may be used in some tractor applications.
springs and release the spring brakes. In the 90
event of a primary system pressure loss, the
Figure 90 — Typical Spring Brake Control Valve Piping
Page 75
The valve contains a supply port, delivery port, OPERATION
control port, primary air reservoir port and an
Initial Pressure Build-Up
exhaust port. The exhaust port is protected from
dirt entry by a diaphragm. Inside the valve is a
With little or no pressure at the control valve, the
large piston that receives system pressure from
piston springs force both pistons into contact with
the parking brake control valves and acts against
the inlet and exhaust valve assemblies. In this
the force of two large piston springs, and a small
position, the exhaust valves are closed and the
piston that receives air pressure directly from the
inlet valves are opened. As system pressure
primary air reservoir and acts against the force of
begins to build, pressure entering the primary
one small piston spring. Each piston actuates an
reservoir port moves the small piston upward
inlet and exhaust valve assembly.
91 against the tension of the piston spring. At
approximately 55 psi, the small piston moves
enough to close the inlet valve and open the
hollow exhaust passage in the small piston. Also
at 55 psi, pushing the parking brake control
valves in to release the spring brakes directs
pressure to the supply port of the spring brake
control valve. Pressure entering the supply port
pushes the large piston up slightly against the
force of the two piston springs.
92
Figure 91 — Spring-Brake Control Valve Cutaway
Figure 92 — Initial Pressure Build-Up
Page 76
System Fully Charged piston moves, the inlet valve closes and the
exhaust valve remains closed. With the inlet
As pressure underneath the large piston builds to valve closed, 95 psi is held in the spring brake
approximately 95 psi, it moves upward against chambers and system pressure builds in the
the tension of the two large piston springs. As the remainder of the air system.
93
Figure 93 — Air System Fully Charged
Page 77
Normal Brake Application flow of air is blocked by the closed inlet valve at
the small piston, so no movement of the pistons
When the air system is operating normally, or inlet/exhaust valves takes place. In this
applying the brakes directs air pressure from the condition, the rear service brakes apply as
secondary section of the treadle valve to the normal.
control port of the spring brake control valve. The 94
Figure 94 — Normal Brake Application
Page 78
Parking Brake Application The spring brake control valve contains a single
check valve that allows air pressure beneath the
When both the primary and secondary systems large piston to exhaust through the parking brake
are functioning properly and the parking brake control valve. After a sufficient quantity of air has
valve is placed in the PARK position, pressure at exhausted, the piston is forced down, and the
the spring brake control valve, along with the inlet valve opens to provide an additional
pressure in the spring brake chambers, is passage for air to exhaust from the spring brake
exhausted, allowing the spring brakes to apply. chambers.
95
Figure 95 — Parking Brake Application
Page 79
Loss of Pressure in the Secondary Circuit no air pressure to the control port of the spring
brake control valve. Thus, no movement of the
If a pressure loss in the secondary reservoir components inside the valve takes place. The
occurs, the primary circuit is protected by check rear-axle service brakes apply as normal.
valves. Applying the treadle valve supplies little or 96
Figure 96 — Service Brake Application, Loss of Pressure in Secondary Circuit
Loss of Pressure in the Primary Circuit upward against the tension of the two large piston
springs. The upward movement opens the
If pressure in the primary reservoir falls below exhaust valve and allows the air in the spring
55 psi, insufficient pressure exists at the primary brake lines and chambers to exhaust, applying
reservoir port of the spring brake control valve to the rear-axle spring brakes. The amount of air
hold the small piston against the tension of the exhausted from the spring brake chambers is
spring. Spring tension then moves the piston proportionate to the amount of force exerted on
downward to close the exhaust passage. the brake pedal.
Continued downward movement of the piston
opens the inlet valve. The secondary reservoir Releasing the brake treadle removes the
and the parking brake control valve are protected pressure applied to the control port of the spring
from a loss of pressure by check valves. brake control valve. When control pressure is
removed, spring tension forces the large piston
Applying the brake pedal directs air pressure down to close the exhaust valve and trap a
from the secondary portion of the treadle valve to sufficient amount of air in the spring brake
the control port of the spring brake control valve. chambers to release the brakes. Each time the
Air entering the control port flows past the inlet spring brakes are applied and released, however,
valve underneath the small piston, directed pressure remaining in the chambers decreases
through an air passage in the valve body and until no longer sufficient to hold off full application
applied to the bottom of the large piston. The of the spring brakes.
additional pressure moves the large piston
Page 80
97
Figure 97 — Service Brake Application, Loss of Pressure in Primary Circuit
OPERATIONAL TESTS 7. Place the parking brake control valve in the

PARK position and note that the test gauge
immediately drops to 0 psi. If the pressure
rolling.
drops slowly, the single check valve (inside
2. Start the engine and allow the air system to the spring brake control valve) may be
build pressure until governor cutout. faulty.
3. Stop the engine. 8. Place the parking brake control valve in the
RELEASE position. Then completely drain
4. Place the parking brake control valve in the
the primary air reservoir.
PARK position and observe that the spring
brakes apply promptly. 9. Note that the test gauge indicates the proper
spring brake hold-off pressure.
5. Install a tee fitting and an accurately
calibrated pressure gauge in the line coming 10. Apply the treadle valve several times and
from the delivery port of the spring brake note that the pressure reading on the test
control valve. gauge decreases with each brake
application. After several brake applications,
6. Place the parking brake control valve in the
the pressure should reach a point
RELEASE position and observe that the
(approximately 45 psi) where hold-off
spring brakes release fully. Note that the test
pressure is no longer sufficient, and the
gauge indicates the proper spring brake
spring brakes automatically apply.
hold-off pressure of 95 psi. If the pressure is
incorrect, the spring brake control valve
must be repaired or replaced.
Page 81
LEAKAGE TESTS DESCRIPTION
With the air system fully pressurized and the The quick release valve is used to speed up the
parking brake control valve in the RELEASED exhaust of air from the brake chambers. The
position, apply a soap-and-water solution to the valve consists of a flat, circular diaphragm
exhaust port and body of the spring brake control installed between the upper and lower valve
valve. Slight leakage at these points is allowable. bodies.
99
Quick Release Valve

98
Figure 99 — Quick Release Valve Cutaway
When the brakes are applied, air pressure enters

the quick release valve supply port. The center
portion of the diaphragm is forced against the
exhaust port, while the outer edge moves off the
upper sealing lip, allowing air to flow around the
diaphragm, through the delivery ports to the
brake chambers.
As pressure on the delivery side of the valve

equals approximately that of the supply side, the
outer edge of the diaphragm moves to seal
against the sealing lip of the upper valve body.
Because air pressure is acting upon the center
portion of the diaphragm from the supply side
Figure 98 — Quick Release Valve only, the diaphragm remains sealed against the
exhaust port.
Releasing the brake pedal removes air pressure

from the supply side of the quick release valve,
which allows the diaphragm to move off the
exhaust port. Pressure on the supply side of the
valve exhausts back through the brake treadle
valve, while air from the brake chambers (delivery
side) exhausts through the exhaust port of the
quick release valve.
Page 82
Trailer Air Line Quick Release Valve 3. With the brakes fully applied, coat the valve
body with a soap-and-water solution. No
CXN, CHN, CH, CL, CX and CV model tractors leakage through the valve body is permitted.
having coiled air lines for the trailer connections,
are equipped with in line quick release valves at
the glad hands. These valves are used to provide
a faster response time for release of the trailer B, C, D Inspections — Check the valve for
service brakes. proper operation and test for excessive leakage.
100
Repair or replace as required.
Tractor — Rear Brake

Proportioning/Front Axle Ratio
Valves
101
Figure 100 — Trailer Air Line Quick Release Valve
OPERATIONAL TESTS
Apply and release the service brakes. Observe
that air exhausts through the quick release valve
exhaust port.
Figure 101 — Brake Proportioning Valve
LEAKAGE TESTS
1. With the air system fully charged, make and
hold a full brake application.
2. Coat the quick release valve exhaust port
with a soap-and-water solution. Allowable
leakage through the exhaust port is a
Page 83
DESCRIPTION
Brake proportioning valves are used in tractor air
systems to reduce the braking effort at the rear The brake proportioning valve is not used on
axle brakes when operating without a trailer. chassis equipped with ABS.
An inversion valve provides control pressure to 102
the brake proportioning valves to signal if a trailer

is attached.
Figure 102 — Brake Proportioning Valves, Typical Piping
Page 84
upper and inner pistons. Because pressure is
acting on the total surface area of both pistons,
delivery and supply pressures are equal.
Brake proportioning valves may be used on both 103
the front axle and the rear axle brake circuits.

They are similar in appearance but NOT
interchangeable. The identification tags attached
to one of the valve cover screws are stamped
with either “BP-1 FRONT” or “BP-1 REAR” to
identify in which circuit the valve is to be used.
A rear valve may be used without a front valve,

provided the chassis is NOT equipped with a ratio
valve. If a ratio valve is used, it must be replaced
with a “FRONT” proportioning valve.
When equipped with a rear proportioning valve

only and the tractor operating with a trailer
attached, equal pressure (100% of the service
brake application pressure) is delivered to each
axle when the service brakes are applied. When
the trailer is disconnected and the service brakes
are applied, 100% of the application pressure is
delivered to the front axle brakes and
approximately 25% is delivered to the rear axle(s) Figure 103 — Rear Proportioning Valve Cutaway
brakes. As application pressure increases, the
difference in delivery pressures between the front When the trailer is disconnected and the trailer
and rear axles decreases. supply valve is pulled out to exhaust the trailer air
system, full reservoir pressure is delivered to the
If the tractor is equipped with a front and a rear proportioning valve control port and applied to the
proportioning valve and operating with a trailer bottom surface of the upper piston. When the
attached, the front axle receives 50% of a service service brakes are applied, application pressure
brake application for a 40-psi application, but the enters the supply port, but force is applied to the
difference between supply and delivery pressures lower and inner pistons only. Because there is
decreases until reaching a 60-psi application, at now less piston surface area, only 25% of the
which point a full 1:1 delivery is attained. application pressure is delivered through the
delivery port. When the brakes are applied,
With the trailer disconnected, the front axle however, the proportioning valve will not limit
receives 100% of the brake application and the pressure as normal until an initial delivery
rear axle(s) receives approximately 25%. As pressure overcomes the tension of the spring
application pressure increases, the difference in holding the lower piston closed. This initial
delivery pressures between the front and rear delivery pressure is necessary to offset the
axles decreases. rear-axle brake relay-valve crack pressure when
the tractor is operating without a trailer.
Rear Proportioning Valve
Front Ratio Valve
The rear brake proportioning valve contains an
upper piston, a lower piston and an inner piston. The brake proportioning valve used for the front
When a trailer is attached and the trailer supply axle is similar in appearance to the rear valve, but
valve is pushed in to supply the trailer air system, different internally. The valves are not
pressure at the proportioning valve control port is interchangeable. The front valve uses an upper
exhausted. With no pressure at the control port, piston and a lower piston. Movement of the upper
brake application pressure enters the supply port piston is restricted by a spring.
and acts upon the total surface area of both the
Page 85
2. With the trailer supply valve pulled out,
104
install a tee fitting and an air gauge in a

front-axle brake chamber and a rear-axle
brake chamber.
4. Apply the service brakes with the treadle
valve and observe the readings indicated on
the air gauges. When the gauge installed in
the front-axle brake chamber reaches
40 psi, the gauge installed in the rear-axle
brake chamber should read approximately
10 to 20 psi, depending upon rear-axle relay
valve pressure differential. The difference in
pressures between the front axle and rear
axle should decrease as application
pressure is increased.
5. If the chassis is not equipped with a
front-axle limiting valve, connect a trailer and
push the trailer supply valve in to supply the
Figure 104 — Front Ratio Valve Cutaway trailer air system.
6. Apply the service brakes with the treadle
As with the rear proportioning valve, pressure to valve and observe the readings indicated on
the proportioning valve control port is supplied the gauges. Both gauges should read
through an inversion valve. With a trailer attached approximately equal throughout a range of
and the trailer supply valve pushed in to supply service brake application pressures.
the trailer air system, pressure at the
proportioning valve control port is exhausted. 7. If the chassis is equipped with a front and
Brake application pressure entering the rear limiting valve, connect a trailer and push
proportioning valve supply port applies force to the trailer air-supply valve in to supply the
both the upper and the lower pistons. Because trailer air system. Apply the service brakes
movement of the upper piston is restricted with a with the treadle valve and note the readings
spring, service brake applications of 40 psi or less indicated on the gauges. When the gauge
move the lower piston only, which, due to the installed in the front-axle air chamber reads
decreased piston surface area, allows only 50% 20 psi, the rear axle gauge should read
of the application pressure through the delivery approximately 40 psi. As application
port. As application pressure exceeds 40 psi, pressure is increased, the difference in
spring tension holding the upper piston is pressure between the front and rear axles
overcome, allowing the upper piston to move. should decrease.
With movement of the upper piston, the 8. Remove the pressure gauges and tee
difference between supply and delivery pressure fittings and test for leakage before putting
decreases. When service brake application the vehicle back into service.
pressure reaches 60 psi, upper piston spring
tension is fully overcome, allowing the valve to
deliver a full 1:1 brake application pressure to the PREVENTIVE MAINTENANCE
front brakes. B, C, D Inspections — Check for proper
operation, and test for excessive leakage.
OPERATIONAL TESTS Replace as necessary.
moving.
Page 86
Inversion Valve
106
105
Figure 106 — Inversion Valve Cutaway
Figure 105 — Inversion Valve

Air pressure in the control cavity of the inversion
valve overcomes the force of the piston return
spring and holds the piston away from the inlet
DESCRIPTION valve. The inlet valve is held closed by the inlet
Inversion valves are pilot-operated, two-way valve spring, and the flow of pressure through the
on-off valves that provide control pressure to the valve is blocked. Any pressure that was present
brake proportioning valves to signal whether or in the delivery line is exhausted to atmosphere
not a trailer is attached. The valve is so named through the hollow exhaust passage in the piston.
because pressure will not flow through the valve Removing the control pressure from the cavity
when pressure is applied at both the control and allows the force of the piston return spring to
supply ports, but when control pressure is push the piston into contact with the inlet valve
removed, pressure flows through the delivery and seal the exhaust passage through the piston.
port. Continued movement of the piston opens the inlet
valve and opens a path for supply pressure to
flow through the valve and out the delivery port.
Inversion valves are used on chassis equipped

with bobtail proportioning valves. They are not
used with bobtail proportioning relay valves.
Page 87
The inversion valve receives control pressure Relay Valves
from the tractor protection valve. When the trailer
107
supply valve is pushed in to pressurize the trailer
air system, pressure is directed from the tractor
protection valve to the inversion valve control
port. With control pressure at the inversion valve,
delivery pressure is exhausted, signaling the
brake proportioning valves that a trailer is
attached and service brake application pressure
should not be reduced. Pulling the trailer air
supply valve out exhausts the pressure at the
inversion valve control port. With no control
pressure, the inversion valve allows reservoir
pressure to be delivered to the brake
proportioning valves, signaling that a trailer is not
attached. Service brake application pressure will
then be proportioned.
OPERATIONAL AND LEAKAGE TESTS
Depending on installation, it may be easier or

necessary to completely remove the valve to
perform the following tests.
1. Install an accurately calibrated test gauge in

a common control/supply line, and another
accurately calibrated gauge in the delivery
port.
Figure 107 — Relay Valve
2. Gradually apply pressure to the common
supply/control line, and note at what
pressure exhaust occurs. DESCRIPTION
3. With air pressure in the supply/control line, Relay valves are used to speed up the response
apply a soap-and-water solution around the time for the application and release of the service
supply-port capnut. No leakage is permitted brakes. Acting as a remotely operated brake
from this area. application valve, the relay valve opens a direct
air path from the reservoir to the brake chambers
4. Apply a soap solution to the delivery and after receiving control pressure from the treadle
exhaust ports. Slight bubble leakage is valve. The valve is generally mounted in close
permissible. Excessive leakage, however, proximity to the brake chambers it serves.
may indicate a faulty O-ring or inlet valve. Pressure from the brake chambers exhausts
5. Slowly decrease pressure at the control port through the relay valve rather than through the
and note at what pressure delivery is made. treadle valve when the brakes are released.
Relay valves may be used in both the service
If the valve fails these tests or exhibits excessive brake and spring brake circuits.
leakage, it must be repaired or replaced.
B, C, D Inspections — Check the valve for
proper operation and excessive leakage. Replace
as necessary.
Page 88
Different types of relay valves are found on because of its anti-compounding and quick
MACK chassis. The R-12 relay valve is used on release functions. On MR and LE straight truck
chassis prior to the introduction of the Anti-lock air systems, the R-12DC relay valve is used in
Brake System (ABS). The R-14 relay valve is the rear axle service brake circuit. These relay
used on tractors equipped with ABS, and is also valves are described in greater detail in the
used in the spring brake circuit of truck chassis, following text.
108
Figure 108 — Relay Valve Piping Diagram
Page 89
OPERATION Air flowing past the inlet valve also acts on the
bottom of the relay piston. As delivery pressure
R-12 Relay Valve
109 beneath the relay piston equals control pressure
applied above the piston, the piston lifts slightly
and allows the inlet valve return spring to push
the inlet valve back onto its seat. The exhaust
valve remains closed as control pressure
balances the delivery pressure of the relay valve.
Releasing the brake treadle removes air pressure

from the control port of the relay valve. As air
pressure above the piston exhausts, pressure
below the piston, along with the tension of the
return spring, lifts the relay piston to move the
exhaust seat off the exhaust valve, opening the
exhaust passage to atmosphere. Air pressure
from the brake chambers then exhausts through
the relay valve.
R-14 Relay Valve
The R-14 relay valve functions in the same

manner as the R-12 relay valve previously
described except that the R-14 valve incorporates
an anti-compounding/quick release function.
Figure 109 — R-12 Relay Valve Cutaway 110
Inside the relay valve is a relay piston assembly,

a piston return spring and an inlet and exhaust
valve assembly. The relay valve reacts quickly to
control pressure from the brake treadle valve
because of the small volume of air required to fill
the cavity between the valve body cover and
relay piston.
When the brake treadle is applied, air pressure

enters the control port of the relay valve. Air
pressure overcomes the tension of the return
spring and forces the relay piston down. The
exhaust valve seat moves down with the piston
and seals against the exhaust portion of the inlet/
exhaust valve assembly to seal the exhaust
passage. At the same time, the inlet portion of the
inlet/exhaust valve assembly moves off its seat,
opening a passage for air to flow directly from the
reservoir to the brake chambers.
Figure 110 — R-14 Relay Valve Cutaway
Page 90
The R-14 relay valve contains an additional
balance/quick exhaust port on the top of the relay
valve at the control port. A diaphragm that
functions as a double check valve is located The exhaust line is used only with Bendix relay
inside the control port. valves.
앫 Anti-Compounding Function — When the
parking brakes are released, pressure from R-12DC Relay Valve — Straight Trucks Prior
the parking brake control valve enters the to January 2004 and All MR and LE Models
control port of the R-14 relay valve and
causes the flexible diaphragm to seal The R-12DC relay valve functions in much the
against the quick exhaust port. Control same manner as a standard R-12 relay valve,
pressure then flows around the edges of the except that the R-12DC valve provides a
flexible diaphragm and into the cavity redundant signal from both the primary and
between the valve cover and relay piston. secondary air circuits. This relay valve is used on
From this point, the valve reacts in the same straight trucks or on tractors equipped with a
manner as the R-12 relay valve. spring brake control valve to ensure that the
When a service brake application is made, chassis can make an emergency stop in the
pressure from the service brake relay valve required distance, even with air loss in the
is directed to the balance/quick exhaust port primary control circuit between the treadle valve
of the R-14 relay valve. In general, pressure and the relay valve.
from a brake application entering the
balance port is not sufficient to overcome the The control port of the R-12DC valve contains a
pressure applied against the flexible double check valve that is biased to ensure that
diaphragm from the parking brake control the primary air system controls the relay valve. A
valve, so there is no effect on the relay spring keeps the edges of the check valve
valve. diaphragm sealed to prevent the passage of air
from the secondary system during a normal brake
When the parking brakes are applied,
application. Control pressure delivered from the
however, pressure is exhausted from the
treadle valve, enters the small cavity above the
R-14 relay valve control port. If a service
piston to move the piston down. Movement of the
brake application is made, pressure directed
relay piston opens a path for air to flow from the
from the service brake relay valve enters the
reservoir to the rear axle brake chambers.
balance/quick exhaust port and flows into
the cavity between the relay valve cover and
piston. The piston moves down against the
tension of the return spring and opens a
path for reservoir pressure to flow through
the relay valve to the spring brake
chambers.
앫 ABS Applications — On ABS-equipped
tractors, the R-14 relay valve is used for the
quick exhaust function. When a service
brake application is released, or during an
anti-lock braking event, control pressure is
exhausted through the balance/quick
exhaust port, thus improving control
pressure exhaust timing. When used as the
service brake relay valve on an
ABS-equipped tractor, a 90-degree elbow
and air line is installed in the balance/quick
exhaust port. The air line, which is routed
into the air line harness, prevents moisture
and dirt from entering the relay valve
through the balance/quick exhaust port.
Page 91
111
Figure 111 — R-12DC Relay Valve Cutaway
In the event of a primary control line failure,

control pressure from the secondary air system
enters the control port of the relay valve when the
The primary control port is located on the top of brakes are applied. Secondary control pressure
the relay valve. The secondary control port is delivered to the relay valve moves the edges of
located on the side of the valve. Make sure that the double check valve diaphragm against the
the control lines are connected to the proper tension of the bias spring. Secondary control
ports. Intermixing the connections results in brake pressure then flows around the diaphragm and
balance problems. into the small cavity above the relay piston.
Pressure applied to the relay piston moves the
piston down and allows pressure to flow from the
reservoir to the rear axle brake chambers.
Page 92
112
Figure 112 — R-12DC Relay Valve Application
On CH, CL and CV model trucks, the secondary

113
circuit redundant signal line for the R-12DC relay

valve is tee’d into the secondary circuit at the
front axle quick release valve. On all other
chassis, the secondary circuit signal line is tee’d
into the air system at the spring brake control
valve. On all chassis, primary control pressure
comes from the treadle valve. In all instances, the
primary air line to the relay valve control port is
routed on the left-hand side of the chassis, and
the secondary air line to the relay valve control
port is routed down the right-hand side of the
chassis.
Figure 113 — R-12DC Relay Valve Control Line Routing
Page 93
OPERATIONAL AND LEAKAGE TESTS Bobtail Proportioning Relay Valve
1. Block the wheels to prevent the vehicle from 114
rolling.
2. Check brake adjustment and adjust if
necessary. Refer to “BRAKE
ADJUSTMENT” on page 196 for proper
brake adjustment procedures.
3. Pressurize the air system.
4. Make several brake treadle applications and
check for prompt response of the service
brakes at each wheel.
5. With the brakes released, check the relay
valve for leakage through the inlet valve and
O-ring by coating the exhaust port with a
soap-and-water solution. A one-inch bubble
in three seconds is acceptable.
6. With the brakes fully applied, check for
leakage through the exhaust valve by
coating the exhaust port with a
soap-and-water solution. A one-inch bubble
is permissible.
7. With the brakes fully applied, coat the valve Figure 114 — Bobtail Proportioning Relay Valve
body with a soap-and-water solution and
check for leakage through the seal ring DESCRIPTION
where the valve cover and valve body join.
No leakage in this area is allowable. The bobtail proportioning relay valve, which is
used only in tractor air systems, is actually two
8. With the brakes released, coat the valves contained in a single housing. One portion
quick-release exhaust port with a of the valve functions as a standard brake relay
soap-and-water solution and check for valve. The other portion functions as a
leakage through the quick-release proportioning valve to automatically reduce brake
diaphragm exhaust seat. Allowable leakage application pressure to the rear brake chambers
is a one-inch bubble in three seconds. during bobtail operations and return the system to
full braking power when a trailer is attached.
B, C, D Inspections — Check for proper
Page 94
115
Figure 115 — Bobtail Proportioning Relay Valve Piping Diagram
Page 95
Operation with Trailer Attached
116
When the air system is fully pressurized and the

trailer air supply knob is pushed in to pressurize
the trailer air system, pressure is also directed to
the control port of the bobtail proportioning valve.
Air pressure entering the control port pushes the
proportioning piston against its stop in the cover
to seat and seal the exhaust passage and open
the inlet valve. With the proportioning valve in this
position, full application pressure will be delivered
to the rear axle brakes.
117
Figure 116 — Bobtail Proportioning Relay Valve

Cutaway
The proportioning section of the valve contains a

proportioning piston with an integral inlet/exhaust
valve, a blend-back piston, a service piston with
an exhaust diaphragm and an exhaust port. The
lower portion of the valve houses a relay piston
and an inlet/exhaust valve assembly.
OPERATION
When the air system is operational, reservoir
pressure enters the proportioning valve through Figure 117 — Receiving Control Pressure
the supply port and flows through internal
passages in the valve body and cover to exert a
force against the large diameter end of the
blend-back piston.
Reservoir pressure enters the bobtail

proportioning relay valve through the supply ports
and is directed to the service brake chambers
through the delivery ports. Application pressure
from the primary side of the treadle valve enters
the proportioning valve through the service port
and control pressure, which signals the
proportioning valve that a trailer is attached,
enters the valve through the control port.
Page 96
Once past the inlet valve, air flows through a
118
passage in the valve cover to the top of the relay

piston. The relay piston moves into contact with
the exhaust portion of the inlet/exhaust valve
assembly to seal the exhaust passage.
Continued movement of the relay piston opens
the inlet portion of the inlet/exhaust valve and
allows reservoir pressure to flow through the
valve to the brake chambers.
While the brakes are applied and pressure

underneath the relay piston begins to equal
application pressure, the piston moves slightly
and allows the inlet valve to close. With both the
inlet and exhaust valves closed, pressure is
trapped in the brake chambers to hold the brake
shoes in contact with the drums. Pressure
delivered to the chambers is neither increased
nor decreased.
Figure 118 — Applying Brakes
When the brakes are applied, pressure from the

treadle valve enters the proportioning valve
through the service port and flows through the
service piston to the exhaust diaphragm. The
diaphragm flexes and seals the exhaust passage.
Air then flows around the exhaust diaphragm,
through the centers of both the blend-back and
proportioning pistons, and past the opened inlet
valve.
Page 97
119
Figure 119 — Releasing Brakes
When the brakes are released, air pressure at the Bobtail Operation
service port of the proportioning relay valve
exhausts through the treadle valve. Pressure Brake proportioning takes place when control
above the relay piston then flows back through pressure is removed from the proportioning valve
the proportioning and blend-back pistons to the (by pulling the trailer air-supply valve out) and
exhaust diaphragm. If the brake treadle was pressure holding the proportioning piston is
released rapidly, the force of the returning air exhausted. With the control pressure exhausted,
flexes the exhaust diaphragm and allows the the proportioning piston moves away from its stop
pressure to exhaust through the exhaust port of in the valve cover.
the proportioning valve. If, however, the treadle
was released slowly, the exhausting air pressure
flows through a slot behind the exhaust
diaphragm and exhausts through the treadle
valve. As pressure above the relay piston
exhausts, pressure beneath the piston lifts it
away from the exhaust valve to open the exhaust
passage and allow the air from the service brake
chambers to exhaust through the open exhaust
port.
Page 98
action opens a path for air pressure to flow from
120
the reservoir to the rear brake chambers. The

initial application pressure ensures that the brake
shoes contact the drum.
121
Figure 120 — Bobtail Operation, Applying Brakes
Applying the brakes directs air pressure from the

primary side of the treadle valve to the
proportioning valve service port. Pressure
Figure 121 — Bobtail Operation, Releasing Brakes
entering the service port pushes against the
exhaust diaphragm and seals the exhaust port. As pressure under the relay piston exceeds the
With the exhaust port sealed, pressure flows to initial application pressure, force is exerted
the blend-back piston. Brake proportioning against the large diameter end of the
occurs because both the blend-back and proportioning piston, moving it just enough to
proportioning pistons have large-diameter and close the inlet valve without opening the exhaust
small-diameter ends. valve. If application pressure increases, the
proportioning piston opens the inlet valve only as
At application pressures of 80 psi or less, the necessary to deliver a proportioned amount of
blend-back piston remains stationary because of reservoir pressure to the brake chambers.
the opposing force applied by reservoir pressure.
Pressure flows through the center of the Application pressures above 80 psi are sufficient
blend-back piston to exert a force against the enough to move the blend-back piston against
small-diameter end of the proportioning piston the opposing force exerted by reservoir pressure
while simultaneously flowing through its center entering the valve. The difference between
past the opened inlet valve. Pressure flowing past applied and delivered pressures blend back from
the inlet valve exerts a force against the a proportioned delivery to nearly a 1:1 delivery. A
large-diameter end of the proportioning piston. full brake application delivers a full 1:1 delivery
The proportioning piston and the inlet valve regardless of the reservoir pressure acting
remain in this position and allow air pressure to against the blend-back piston.
flow into the relay cavity until a preset initial
application pressure moves the relay piston. This
Page 99
When the brakes are released, pressure 10. Pull the trailer supply valve out.
exhausts through the proportioning valve in the
11. Slowly apply the brakes, increasing the
same manner as when a trailer is attached.
application pressure to 20 psi. Note that the
delivery pressure rises to approximately
OPERATIONAL TESTS 5–10 psi and remains constant as the
pressure at the service port continues to rise
Proper operation of the bobtail proportioning relay
until reaching 20 psi.
valve is tested using two accurately calibrated
test gauges. 12. Release the brakes.
1. Block the wheels to prevent the vehicle from 13. Apply the brakes again and slowly increase
moving. the service port pressure to approximately
60–70 psi while observing the pressure
2. Drain the reservoirs.
indicated on the pressure gauge installed at
3. Install one tee fitting at the service port, and the delivery port. Delivery pressure should
one tee fitting at one of the delivery ports of rise above the initial application pressure of
the proportioning valve. Then install a test 5–10 psi when service port pressure rises
gauge in each fitting. between 20–30 psi. The proportioned rate of
delivery pressure should be approximately
4. Connect the tractor service and emergency
3:1 (as an example, a 70-psi service
trailer hose couplings to hose couplings that
pressure should give a delivered pressure of
have been plugged, or connect to a trailer.
15–25 psi).
14. Fully apply the brakes and note that both
to governor cutout. Make four or five full
test gauges indicate the same pressures.
brake applications. Check the fittings
installed at the proportioning relay valve for 15. Remove the test gauges and tee fittings
leakage. Tighten as needed. from the valve and reinstall the air lines.
6. Stop the engine.
LEAKAGE TESTS
7. With both the trailer air-supply valve and the
parking brake valve pushed in, apply, 1. Start the engine and build air system
HOLD, then release the service brakes pressure until governor cutout.
several times at varying application
2. Stop the engine.
pressures, while noting the reaction of the
test gauges installed in the proportioning 3. With the trailer air supply valve pushed in,
relay valve. Note that a prompt application apply a soap-and-water solution to all three
occurs, can be held and releases promptly. of the exhaust ports (two ports in the cover
and one port in the body of the valve).
8. Check the differential pressure of the
proportioning relay valve by applying 10 psi
bubble in less than three seconds at any of
to the service port and noting the pressure
the exhaust ports.
indicated on the test gauge installed in the
delivery port. Subtract the delivery port 4. Fully apply the brakes, and again apply a
pressure from the 10 psi to obtain the soap-and-water solution to the three exhaust
differential. The pressure differential should ports, and around the cover where it joins
be approximately 4 psi. the valve body. Leakage should not exceed
a one-inch bubble in three seconds at any of
the exhaust ports, or at the cover.
Some proportioning valves incorporate a relay Replace the proportioning valve if it fails any of
piston return spring. When a return spring is the operational or leakage tests.
used, the pressure differential will be higher.
9. Make and hold a full brake application

(100 psi or more) and note that full pressure
is delivered to the service brake chambers.
Page 100
PREVENTIVE MAINTENANCE DESCRIPTION
앫 B, C, D Inspections — Remove any Hose couplings provide a means of connecting
accumulated contaminants from around the and disconnecting the air lines between the
valve and visually inspect the exterior of the tractor and trailer.
valve for physical damage or signs of
excessive corrosion.
LEAKAGE TESTS
앫 B, C, D Inspections — Inspect all air line
Connect the couplings to a dummy coupling that
connections for signs of wear or physical
does not have an exhaust port. Pressurize the
damage. Replace as necessary.
lines. Apply a soap-and-water solution to the
앫 B, C, D Inspections — Test the air line coupling and check for leaks. Leakage should not
fittings for excessive leakage and tighten or exceed a one-inch bubble in one second.
replace as necessary.
If leakage occurs at the joint, replace the packing
앫 B, C, D Inspections — Perform the leakage
ring. If leakage occurs elsewhere, replace the
tests as described above.
coupling.
앫 D Inspection — Perform the operational
tests as described above.
A, B, C, D Inspections — Check the couplings
Hose Couplings (Glad Hands) for defects that might affect sealing, and repair or
122 replace as necessary.
Brake Chambers
123
Figure 123 — Single-Diaphragm Brake Chamber
Figure 122 — Hose Couplings (Glad Hands)
Page 101
Single-Diaphragm Brake Chambers
124
125
Figure 124 — Multiple-Diaphragm Brake Chamber
DESCRIPTION
The brake chamber is a diaphragm-type actuator
assembly that converts the energy of air pressure
into the mechanical force necessary to push the
brake shoes into contact with the drums.
Generally, single-diaphragm brake chambers are
used on front axles, while multiple-diaphragm
spring brake chambers are used on rear axles.
Figure 125 — Single-Diaphragm Brake Chamber

Cutaway
DESCRIPTION
The single-diaphragm brake chamber has a
pressure side which receives air pressure from
the air system, and a non-pressure side which is
opened to atmosphere. The diaphragm is held
between the pressure and non-pressure plates
with either a one-piece or two-piece clamp. The
non-pressure plate is vented through holes in the
plate. For installations that require the chamber to
be weatherproof, venting is accomplished by
passages drilled through the mounting bolts.
Page 102
Air pressure entering the brake chamber pushes PREVENTIVE MAINTENANCE
against the diaphragm and moves the push plate
A, B, C, D Inspections — Check push rod travel.
and rod assembly forward. Forward motion of the
Travel should be as short as possible without
push rod assembly provides the force that
allowing the brakes to drag. Adjust the slack
pushes the brake shoes against the brake drums.
adjusters, if necessary, to maintain proper push
The greater the pressure applied to the
rod travel. Check the alignment of the push rod to
diaphragm, the greater the force applied to the
slack adjuster from the release to full stroke
brakes. Conversely, when less pressure is
positions. Make sure there is no binding. Check
applied to the diaphragm, less force is applied to
the angle formed by the slack adjuster arm and
the brakes.
the push rod. Angle should not be greater than
90 degrees when the push rod is in the released
When pressure is removed from the pressure
position. The push rod should also form a
side of the brake chamber, the force of the
90-degree angle with the flat mounting surface of
push-rod return spring, in combination with the
the brake chamber. Check the tightness of the
brake-shoe return springs, returns the diaphragm
mounting nuts. Check that all cotter pins are in
to its released position, thus releasing the brakes.
place. Refer to “BRAKE ADJUSTMENT” on page
196.
OPERATIONAL TESTS
In addition to the checks described above,
1. Apply the service brakes and observe that
perform the following checks:
the push rods respond quickly, and with no
indication of binding. 앫 The breather cap or dust cover must be in
place.
2. Release the brakes and observe that the
push rods return quickly to the released 앫 Check that the service brake chamber
position without binding. clamping ring is evenly seated and the
clamp band bolts are torqued to 25–30 lb-ft.
3. Check push rod travel. Refer to “BRAKE
ADJUSTMENT” on page 196. Travel should 앫 Visually inspect the exterior surfaces of the
be as short as possible without allowing the brake chamber for signs of damage.
brakes to drag.
앫 Check that the mounting stud nuts are
torqued to 100–115 lb-ft, and make sure that
LEAKAGE TESTS the hardened flat washers are in place.
1. Make and hold a full service brake 앫 Check the air line fittings.
application.
clamping ring(s). If any leakage is detected,
tighten the clamping ring only enough to
stop the leakage. DO NOT OVERTIGHTEN
the ring as this can distort the sealing
surface or the ring.
3. Apply a soap-and-water solution to the area
around the push rod hole. No leakage is
acceptable. If leakage is evident, the
diaphragm must be replaced.
Page 103
Multiple-Diaphragm Spring Brake
Chambers
126
It is extremely important to use a retaining
method when working on all spring brake
chambers. The spring is under heavy
compression and can expand rapidly and with
enough force to cause serious personal
injury. Methods of retention include an arbor
press, safety cage and stud and capscrew
arrangement. One of these methods should
be used in addition to the precautions
recommended by the spring brake chamber
manufacturer.
OPERATION
127
Figure 126 — Multiple-Diaphragm Spring Brake

Chamber Cutaway
DESCRIPTION
Multiple-diaphragm spring brake chambers are
generally used on rear axle assemblies to actuate
the brakes for service, parking and emergency
applications. One air chamber applies and
releases the service brakes in the same manner
as the single-diaphragm brake chamber, and a
second air chamber, that contains a powerful
compression spring, applies and releases the
brakes for parking and emergency situations.
Figure 127 — Spring Brakes Released
Page 104
During normal operation when the parking brake As an emergency backup, the spring brakes
control valve is pushed in, air pressure is applied apply if air system pressure drops to 40 psi or
to the spring section of the brake chamber to less.
cage the compression spring and hold it ready for
parking or emergency situations. If air system
pressure should drop to 40 psi or less, the
compression spring expands and sets the brake Proper precautions must be taken when
shoes against the brake drums. servicing spring brakes. Spring brake
128
chambers contain a very powerful spring that
is under compression and could expand
suddenly with enough force to cause serious
personal injury or death. Spring brake
chambers must be mechanically caged before
servicing. To avoid serious injury while
servicing spring brake chambers, the
following precautions must be observed:
앫 Always block the wheels to prevent the
vehicle from rolling while servicing the
brake system or attempting to manually
cage the spring brakes.
앫 If a spring brake chamber shows
structural damage, NO attempt to service
the unit should be made. The complete
Figure 128 — Service Brakes Applied
chamber should be replaced.
Applying the treadle valve directs air pressure to 앫 If an uncaged spring brake chamber
the service portion of the spring brake chamber. must be removed from the vehicle, it
Pressure entering the chamber applies force must be removed and dismantled
against the diaphragm and push rod assembly to according to the manufacturer’s
move the brake shoes into contact with the brake recommendations.
drum.
129 앫 NEVER strike any part of the spring brake
chamber with a hammer or any other
heavy object, as structural damage may
result.
앫 DO NOT drop a spring brake chamber, as
the spring may forcefully release.
MANUAL RELEASE
DO NOT attempt to mechanically release a

spring if the spring brake chamber shows
structural damage and/or the safety ears have
Figure 129 — Spring Brakes Applied been removed. (Gold Seal chambers do not
have safety ears or clamps.) Attempting to
Pulling the parking brake control valve out cage the spring or disassembling the
exhausts the pressure from the spring section of chamber may result in the forceful release of
the chamber, allowing the compression spring to the spring chamber and its contents, which
expand and apply the brakes for positive parking. could result in serious injury or death.
Page 105
130 131
Figure 131 — Inserting Release Tool
4. Insert the release tool, crosspin end first,

through the keyhole in the spring chamber
and into the push plate. Making sure the
crosspin has actually entered the plate,
continue inserting until the release tool
Figure 130 — Spring Brake Chamber, Manual Release bottoms out.
1. Remove the cover from the center of the
chamber to reveal the release tool keyhole.
2. Remove the release tool from the storage
pocket found on the side of the chamber.
3. Assemble the washer and nut onto the
release tool.
Page 106
132 133
Figure 132 — Turn Tool 1/4 Turn Figure 133 — Tighten Release Tool Nut
5. When satisfied that the release tool is 7. Using a handwrench, tighten the release nut
properly engaged, turn the tool 1/4 turn to manually cage the spring. DO NOT USE
clockwise and pull up to seat into the AN IMPACT WRENCH. Make sure that the
crosspin slot. service chamber push rod is retracting while
the release nut is being tightened.
6. Finger-tighten the nut against the washer.
8. To ensure that the spring is properly caged,
measure the release tool length from the nut
to the end of the tool.
The following procedures are used to manually
release the spring brakes only if pressure has
been exhausted from the spring brake chambers.
If the springs are being manually caged with
pressure still present in the chambers, only
finger-tighten the release tool nut. Torquing the
nut may cause push plate damage, which may
result in sudden release of the spring.
Page 107
Anchorlok Standard and Gold Seal Chambers
134
DO NOT overtorque the release tool or

damage to the pressure plate may result.
Release nut torque should not exceed the
following values:
앫 Cam-type chambers — 35 lb-ft (47 N폷m)
maximum
Gold Seal and steel chamber models:

앫 30″ chambers: 3.38″ minimum
Aluminum chamber models:

Figure 134 — Measure Release Tool Length If the dimensions cannot be met at the listed
torque values, the spring brake chamber
Release tool measurement should be as follows. should be considered structurally damaged,
and must be removed from the chassis and
MGM Chambers disassembled according to the chamber
앫 Types 2424 and 3024 chambers: 3.25″ manufacturer’s recommendations.
앫 Types 2430 and 3030 chambers: 3.00″
After uncaging the power spring, always return

DO NOT exceed the release tool measurement the release tool to the storage pocket so that it is
lengths, and DO NOT exceed 50 lb-ft torque available in the event of an emergency situation.
on the release nut. Damage may result to the
pressure plate, which could prevent further
manual release of the spring.
Page 108
MGM Stopgard LD-Type Chambers OPERATIONAL TESTS
Service Brakes
To manually release the MGM Stopgard spring
brake, remove the breather cap from the top of
Operational checks for the service portion of
the chamber. Turn the release bolt
multi-diaphragm spring brake chambers are the
counterclockwise until the power spring is fully
same as for single-diaphragm chambers.
caged. While turning the release bolt, observe
that the service chamber push rod is retracting
Spring Brakes
into the chamber the same approximate distance
the release bolt is extending from the spring
chamber.
135
To prevent serious personal injury, perform

the following:
앫 Before testing the operation of the spring
brakes, block the wheels to prevent the
vehicle from rolling when the parking
brakes are released.
앫 Actuate the parking brake valve to apply
the spring brakes. Note that the spring
brakes apply promptly with no evidence
of push rod bind.
앫 Release the spring brakes by actuating
the parking brake valve and note that the
spring brakes fully and promptly release
without any push rod bind.
LEAKAGE TESTS
앫 With the spring brakes released, apply a
soap-and-water solution around the spring
brake chamber clamping ring. If leakage is
detected, tighten the clamping ring only
enough to stop the leakage. DO NOT
exceed the recommended torque of the ring
as the sealing surface or the ring could be
distorted. Also check for leakage at the air
line fittings.
Figure 135 — MGM Stopgard Manual Release
The power spring is manually caged when the

release bolt extends from the spring chamber
when measured as follows:
앫 Type 24 and 30 chambers: 2.25″ to 2.50″
앫 Type 36 chambers: 2.75″ to 3.00″
DO NOT apply more than 50 lb-ft (68 N폷m) torque

to the release bolt.
Page 109
앫 A, B, C, D Inspections — Perform the
following checks: NEVER remove or attempt to remove the
— The breather cap or dust cover must be spring brake chamber clamping ring without
in place. properly caging the spring. Serious personal
injury may be the result. Refer to the chamber
manufacturer’s service literature for proper
disassembly procedures.
The arrow on the breather cap installed on MGM
brake chambers must point toward the ground. If — Check that the service brake chamber
a breather cap is installed, it must be checked clamping ring is evenly seated and the
periodically. If dirty or clogged, it must be clamp band bolts are torqued to
replaced. On MGM LD-type chambers, remove 25–30 lb-ft.
the breather cap and check that release bolt — Visually inspect the exterior surfaces of
torque is 50 lb-ft (clockwise). the brake chamber for signs of
damage.
— Check that the spring brake chamber
— Check that the mounting stud nuts are
clamping ring is evenly seated and the
torqued between 100–115 lb-ft, and
clamp band bolts are torqued to
make sure that the hardened
25–30 lb-ft.
flatwashers are in place.
— Check all air line fittings.
Rotochambers
136
Figure 136 — Rotochamber Cutaway
Page 110
DESCRIPTION Long-Stroke Air Chambers
Rotochambers are generally used on chassis that DESCRIPTION
have heavy-capacity front axle assemblies.
These chambers operate with the same Prior to 1/27/97, type 24 long-stroke brake
principles as the previously described chambers chambers were standard equipment on 34,000-
except that a rolling-type diaphragm is used to to 44,000-lb rear axle suspensions, with type
move the push rod assembly. This type of 30 brake chambers as an available option. After
diaphragm gives a constant output force 1/27/97, type 30 brake chambers became the
throughout the entire chamber stroke. standard chamber on 34,000- to 44,000-lb rear
axle suspensions.
One end of the diaphragm is clamped to the
inside wall of the chamber body by the outer The long-stroke concept provides increased
clamp, and the other end is clamped between the stroke for reduced adjustment frequency,
diaphragm guide and the inner diaphragm clamp. improved service chamber power and increased
Brake application pressure entering the chamber spring force for parking. Smaller chambers may
through the inlet port acts upon the diaphragm be used while still developing adequate braking
and moves the diaphragm guide and the force.
diaphragm forward. The diaphragm moves along
the inside wall of the chamber body with a There is a difference in diaphragm configuration
smooth rolling motion. The forward motion of the between the long-stroke and standard chambers.
diaphragm and guide moves the push plate and The diaphragm used in the long-stroke chamber
the push rod forward. This moves the slack has a depth of 1.53 inches (38.8 mm), while the
adjuster and pushes the brake shoes into contact standard diaphragm has a depth of 1.25 inches
with the brake drums. (31.8 mm). Stroke length is 2.50 inches
(63.5 mm) for a long-stroke chamber and
When the brake application is released, the force 2.25 inches (57.2 mm) for the standard-stroke
of the diaphragm return spring moves the push chamber.
rod and plate assembly, along with the
diaphragm and diaphragm guide, back into the The standard-stroke diaphragm cannot be
released position. installed in the long-stroke chamber. To prevent
confusion and/or mismatch of parts, both the
diaphragm and housing(s) are identified by
OPERATIONAL TESTS prominent markings.
1. Apply the brakes and observe that the push
rods move out promptly and without binding.
2. Release the brakes and observe that the
push rods return to the released position
promptly and without binding.
3. Check push rod travel. Travel should be as
short as possible without allowing the brakes
to drag. Adjust travel as necessary. Refer to
“BRAKE ADJUSTMENT” on page 196.
LEAKAGE TESTS
1. Loosen the rubber boot from around the
push rod. Then make and hold a full brake
application.
2. Coat the area with a soap-and-water
solution. No leakage at this area is
permitted. If bubbles are detected, the
diaphragm is leaking and must be replaced.
Page 111
137
Figure 137 — Long-Stroke Chamber Identification
Page 112
AIR DRYERS DESICCANT-TYPE AIR DRYER
138
Description
Air dryers remove moisture and other
contaminants from the compressed air before it
reaches the supply/service reservoir. The air
dryer is installed in the compressor discharge line
between the air compressor and the supply/
service reservoir, and is usually mounted to the
frame rail behind the cab in an area of airflow
while the truck is in motion.
There are two different types of air dryers:

앫 Desiccant Type — uses a replaceable
desiccant material to dry the air.
앫 Aftercooler Type — uses heat dissipation
to dry the air.
Some air dryers employ a thermostatically

controlled heater to prevent air line and valve
body freeze-ups when operating in subfreezing
temperatures.
Figure 138 — Desiccant-Type Air Dryer
A typical desiccant-type air dryer consists of a

desiccant cartridge through which the
compressed air passes, and a valve body that
contains a sump cavity, check valve, purge valve
and the necessary ports for connecting the air
dryer to the air system.
Contaminated, moisture-laden compressed air

enters the air dryer through the supply port, and
dry filtered air exits through the delivery port.
Control pressure from the governor enters the air
dryer through the control port. While in operation,
the air dryer alternates between two modes of
operation: the charge (or drying) cycle and the
purge cycle.
Page 113
Charge (Drying) Cycle is regenerated, and the dryer is ready to begin
the next charge cycle. The purge valve remains
Compressed air flows through the compressor open until air system pressure drops to governor
discharge line and enters the air-dryer supply cut-in, at which point pressure at the control port
port. It then flows through a filter (oil separator) is exhausted and the purge valve closes.
where oil, water droplets and other contaminants
are initially removed. Once through the filter, the A one-way check valve prevents reservoir
air then flows into the desiccant cartridge where pressure from bleeding through the air dryer
the remaining moisture is removed. Moisture during the purge cycle.
clings to the desiccant material inside the
cartridge rather than being absorbed by the
AFTERCOOLER-TYPE AIR DRYER
desiccant. After flowing through the desiccant
139
material, the dry, filtered compressed air exits the
air dryer and flows into the supply reservoir. A
small volume of air, however, is diverted into a
purge area and is held there until the compressor
unloads and the air-dryer purge cycle begins.
The Brakemaster T2000 and the WABCO 1200P

air dryers use a separate reservoir to hold the
volume of purge air. The ArvinMeritor™ WABCO
System Saver 1000, 1200 and 1200E, and the
Bendix AD/SP dryers all use pressure from the
supply and primary air reservoirs to purge the air
dryer.
Purge Cycle
When air system pressure reaches governor

cutout, air compression stops. Air pressure is
directed to the air-dryer control port by the
governor, signaling the air dryer to begin the
purge cycle. Control pressure received from the
governor causes the purge valve assembly to
open, which allows the pressurized air inside the
dryer to backflush the desiccant bed, filter and
sump cavity, and expel moisture and other
contaminants from the dryer. At the same time,
the volume of air held in the purge cavity (or Figure 139 — Aftercooler-Type Air Dryer
reservoir) is metered through an orifice, then
slowly passes through the desiccant cartridge in An aftercooler-type air dryer uses heat dissipation
the direction opposite of flow during the charge to cool the air and condense the moisture, rather
cycle. The purge volume passes through the than a desiccant material.
desiccant cartridge (at a pressure slightly higher
than atmospheric) to remove the moisture being Compressed air flows through the compressor
held by the desiccant material, then expels it discharge line and into the air dryer through the
through the purge valve. supply port. The compressed air circulates
around the lower portion of the air dryer, through
The purge cycle should last between 10 and the exit tube, around the baffles and into the
60 seconds, depending upon air dryer design and finned portion. It then passes through a
the length of time it takes for the purge volume to wire-mesh filter before exiting through the
flow through the desiccant cartridge. After the delivery port.
purge cycle is completed, the desiccant material
Page 114
When the hot, moisture-laden air enters the Anchorlok “Moisture Lok” Dry Air
finned portion of the air dryer, heat dissipates to
the outside, causing the moisture in the air to Tank (Aftercooler Type)
condense and drop to the bottom of the dryer. At 140
governor cutout, pressure is directed to the air
dryer unloader valve by the governor. Upon
receiving control pressure, the air dryer unloader
valve opens and allows the pressurized air
contained within the dryer, along with the
accumulated moisture and other contaminants, to
exhaust through the exhaust port. An internal
check valve at the delivery port prevents a loss of
system pressure through the air dryer while it is
unloading.
Air Dryer Service

The following air dryers are used on MACK
chassis:
앫 Anchorlok (No longer manufactured as of
11/98)
앫 Bendix
앫 CR Brakemaster
앫 Cyclo-Gard (Aftercooler Type)
앫 Haldex
앫 Midland
앫 ArvinMeritor™ WABCO
The following operational checks and

maintenance procedures cover some of the most
popular models.
With all air dryer installations, proper routing of

compressor discharge line is important. Except
for the portion immediately after the compressor,
the discharge line should run downhill to the air Figure 140 — Anchorlok Dry Air Tank Dryer
dryer. Avoid “goosenecks” in the routing and
90-degree elbows in the installation, as moisture
could become trapped in these areas where it
may freeze and block the compressor discharge
line.
Page 115
SPECIFICATIONS
Manufacturer: Anchorlok
Model: DV85/DH85
Type: Cooler
Maximum Flow Capacity: 36 SCFM
Heater: 12V
Purge Air Source: Not Applicable
Pressure-Controlled Check Valve for System Purge: Not Applicable
Purge Signal: Pneumatic
Additional Valves and Piping for all Compressors Except Holset*
Isolation Valve: Not Required
Additional Valves and Piping for Holset Compressors
Feedback Line and Check Valve: Not Required
* Bendix Tu-Flo 1400 not included.

141
OPERATIONAL TESTS
2. Using a soap-and-water solution, check for
leaks at all fittings and repair as required.
3. Apply and release the service brakes (using
a minimum of 22 psi application pressure).
Note that the ejector valve expels
contaminants.
4. Allow air system pressure to build again to
governor cutout. At governor cutout, the line
from the unloader port to the air dryer will be
charged and contaminants will be forced into
the valve cavity.
5. Reduce system pressure to governor cut-in.
Contaminants should be expelled from the
air dryer valve.
Figure 141 — Anchorlok Dry Air Tank, Typical Piping

Diagram
Page 116
The Anchorlok “Moisture Lok” dry air tank is no

longer available from the manufacturer. If repair
The following maintenance should be performed
of a dry air tank is not possible, it can be replaced
in the spring and fall.
with a Bendix AD-IP air dryer. On chassis
equipped with a Bendix Tu-Flo 1400 air
Remove the 1/8-inch pipe plug from the bottom of compressor and used in bulk tank unloading
the air dryer assembly. Start the engine and build operations, the Bendix AD-IP may not provide
system pressure to governor cutout. Reduce satisfactory performance. In these applications, a
system pressure by cycling the treadle valve so WABCO Twin air dryer may be an acceptable
that the air compressor cycles between governor alternative.
cut-in and cutout three or four times. As the
compressor is cycling, the accumulated moisture
and contaminants are being expelled from the REPLACING AN ANCHORLOK DRY AIR TANK
diaphragm area of the valve, ensuring that the WITH A BENDIX AD-IP AIR DRYER
line to the ejector valve is clear. Shut the engine
In November 1998, Anchorlok Corporation
off and reinstall the pipe plug when the procedure
discontinued manufacture of the Anchorlok Dry
is complete.
142 Air Tank. If repair of a defective dry air tank is not
possible, it can be replaced with a Bendix AD-IP
air dryer.
Dry Air Tank Removal and Reinstallation

1. Apply the parking brakes and block the
wheels to prevent the vehicle from moving.
2. Open the reservoir drain valves and
completely drain the air system.
3. Disconnect the inlet, outlet and purge control
air lines from the dry air tank.
4. Unplug the wire harness from the purge
valve heater.
5. Remove the fittings from the inlet, outlet and
purge control ports and save the fittings for
later reuse.
On chassis equipped with a Holset air

Figure 142 — Remove Pipe Plug compressor, special fittings, valves and a
make-up air line are used. These fittings, valves
and make-up line must be removed from the
Anchorlok dry air tank and retained for possible
reuse when connecting the AD-IP dryer.
6. Remove the dry air tank from the frame

mounting bracket.
7. Remove the dry air tank frame mounting
bracket from the frame rail.
Page 117
8. Install a new AD-IP air dryer frame mounting 2. Install a new 1/2″ NPTF-to-#10 flared,
bracket, using the existing hardware, or new straight fitting, into the AD-IP air dryer inlet
hardware. port.
9. Install the AD-IP air dryer to the frame 3. Install a 1/4″ NPTF-to-#4 flared, straight
mounting bracket. Use four bolts and four fitting, into the AD-IP dryer control port.
nuts to secure the air dryer to the mounting
4. Connect the Bendix air compressor
bracket.
discharge line into the AD-IP air dryer inlet
port and the supply reservoir feed line to the
Connecting the Air Lines to the Dryer
AD-IP outlet port. Refer to the following
figure for an illustration of how the air line
Air line connections for the air dryer are different
connections are routed.
for Bendix and Holset air compressors.
Depending upon which air compressor is installed
on the chassis, connect the air dryer as follows:
Connecting the AD-IP Air Dryer Air Lines on a In some instances, it may be necessary to
Chassis Equipped with a Bendix Air Compressor fabricate new #10 steel braided cloth lines to
properly accommodate the new AD-IP air dryer.
1. Install the 1/2″ NPTF-to-#10 flared,
90-degree elbow fitting, that was removed 143
from the dry air tank discharge port to the

AD-IP air dryer discharge port.
Figure 143 — Typical AD-IP Piping with Bendix Air Compressor
Page 118
The air compressor discharge line should slope The air compressor discharge should slope
continuously downward from the top of the continuously downward from the top of the
transmission to the air dryer inlet port. There transmission to the air dryer inlet port. There
should not be any area of the discharge line that should not be any area of the compressor
drops below the inlet port. This would create an discharge line that drops below the inlet port, as
area where moisture could collect, freeze and this would create an area where moisture could
eventually block the compressor discharge line. possibly collect, freeze and eventually block the
air compressor discharge line.
Connecting the AD-IP Air Dryer Air Lines on a
7. Connect the supply reservoir feed line to the
Chassis Equipped with a Holset Air Compressor
special one-way check valve installed in the
1. Install a new, special one-way check valve AD-IP air dryer outlet port.
in the outlet port of the AD-IP air dryer.
8. Install the #4 make-up air line from the
2. Install a 1/2″ NPTF special street tee fitting special one-way check valve to the special
in the AD-IP air dryer inlet port. street tee fitting installed in the air dryer inlet
port. One end of this make-up line requires a
3. Install a 1/2″ NPTF straight-to-#12 flared
90-degree, #4 hose end, to connect either to
fitting into the female port of the special
the one-way check valve, or the special
street tee fitting, directly opposite the male
street tee fitting. Positioning of this
pipe end.
90-degree #4 hose end depends upon air
4. Install a 1/2″-to-1/4″ NPTF adapter fitting line routing. Refer to the following note and
and the 1/4″ NPTF-to-#4 90-degree elbow illustrations for proper hose routing and
fitting in the remaining female port of the fitting orientation.
special street tee fitting.
5. Install a 1/4″ NPTF-to-#4 flared, straight
fitting into the control port of the AD-IP dryer.
Routing of the supply reservoir feed line and the
6. Connect the Holset air compressor make-up line should remain the same as it was
discharge line to the AD-IP inlet port, and for the Anchorlok dry air tank. The supply
connect the purge control line into the air reservoir feed line may have been routed toward
dryer purge port. the rear of the chassis and over the frame rail to
the supply reservoir. Install the fittings in the air
dryer to retain the same air line routing. Refer to
the following figure for an illustration of the air line
routing configurations and fitting positions.
Page 119
144
Figure 144 — Typical Piping for AD-IP Air Dryer with Holset Air Compressor
9. After completing the installation, start the

engine and allow the air system pressure to
build to governor cutout. Stop the engine
and check the air dryer installation for air
leaks.
Page 120
Bendix AD-9 and AD-9 Soft Seat Air
Dryers
145
Figure 145 — Bendix AD-9
SPECIFICATIONS FOR AD-9
Manufacturer: Bendix
Model: AD-9 Part No. 26QE377
Type: Desiccant
Heater: 12V or 24V
Purge Air Source: Internal
Additional Valves and Piping for All Compressors Except Holset*
Isolation Valve: Required
Feedback Line and Check Valve: Required
Page 121
146
Figure 146 — Bendix AD-9, Typical Piping Diagram
SPECIFICATIONS FOR AD-9 SOFT SEAT
Model: AD-9 Soft Seat Part No.
26QE384
Type: Desiccant
Heater: 12V or 24V
Page 122
147
Figure 147 — Bendix AD-9 Soft Seat, Typical Piping Diagram
OPERATIONAL AND LEAKAGE TESTS 2. Check for excessive leakage around the
purge valve by starting the engine and, with
1. Test the delivery-port check valve assembly
the compressor in the loaded mode
by installing an accurately calibrated
(compressing air), by applying a
air-pressure test gauge into the outlet port of
soap-and-water solution to the exhaust port
the supply reservoir, then by starting the
of the purge valve housing assembly.
engine and building air system pressure to
Observe that leakage does not exceed a
governor cutout. Observe the reading on the
one-inch bubble in one second. If leakage
test gauge. A rapid loss of pressure could
exceeds the maximum, service the purge
indicate a failed outlet port check valve.
valve assembly.
A failed outlet port check valve can be
confirmed as follows: 3. Check that all reservoir draincocks are
closed. Then start the engine and build air
앫 Shut off the engine. system pressure to governor cutout. Note
앫 Drain the air system. that the dryer purges with an audible escape
of air. Rapidly cycle the treadle valve until
앫 Remove the check valve assembly system pressure is reduced to governor
from the end cover. cut-in. Note that the air system rebuilds to
앫 Apply air pressure to the inlet port of full system pressure and that the air dryer
the check valve. purges.
앫 Apply a soap-and-water solution to the
outlet port of the check valve. Leakage
should not exceed a one-inch bubble in
one second. If leakage exceeds this
limit, replace the outlet port check
valve.
Page 123
4. Check the operation of the safety valve by
pulling on the exposed stem found at the
bottom of the dryer, while the engine is
running and the compressor is in the loaded Some early models of the AD-9 air dryer have
mode (compressing air). There must be an resistance readings between 1.0–2.5 ohms for
exhaust of air while the stem is held, and the the 12-volt heater, and between 4.8–7.2 ohms for
valve should reseat when the stem is the 24-volt heater.
released.
5. Check for leakage at all air lines and fittings Warm the end cover assembly to a temperature
leading to and from the air dryer. Check air above 90°F (32°C) and again measure the
line integrity. resistance. Resistance should exceed
1000 ohms. If the measured resistance is not
6. Check the operation of the end cover heater
within the specified values at both cold and hot
and thermostat assembly during cold
measurements, replace the purge valve
weather operations as follows:
assembly, which includes the heater and
앫 Electric Power to the Air Dryer — With the thermostat assembly.
ignition switch in the ON position, use a test
light or multi-meter set to measure DC
voltage. Test for voltage to the heater and
thermostat assembly by unplugging the At every A, B, C, D inspection interval:
electrical connector from the dryer and
1. Check for moisture in the air system by
placing the leads of the test light or
opening the reservoir draincocks (or valves)
multi-meter on the two pins of the male
and checking for the presence of water. If
connector. If voltage is not present, look for
moisture is present, the desiccant may
a blown fuse, broken wires or corrosion in
require replacement. However, the following
the vehicle wiring harness. Also check for a
conditions may also contribute to water
proper ground connection.
accumulation in the system and should be
앫 Thermostat and Heater Operation — Turn considered before replacing the desiccant:
the ignition switch off and cool the end cover
앫 An outside air source, which did not
assembly to a temperature below 40°F
pass through the desiccant bed, was
(5°C). Using an ohmmeter, measure the
used to charge the air system.
resistance between the electrical pins in the
female connector. Resistance should be 앫 Air usage is exceptionally high and not
between 1.5–3.0 ohms for a 12-volt heater normal for a highway vehicle. This may
assembly, and between 6.8–9.0 ohms for a be due to accessory air demands or
24-volt heater assembly. some unusual air requirement that
does not allow the compressor to load
and unload in a normal fashion. Also
check for excessive amounts of air
system leakage.
앫 The air dryer was installed in a system
that was previously used without an air
dryer. The system will most likely be
saturated with moisture and requires
several weeks of operation to dry out.
앫 Location of the air dryer is too close to
the compressor.
앫 In areas where more than a 30-degree
range of temperature can occur in a
single day, a small amount of moisture
is normal and should not be considered
an indication that the air dryer is not
operating properly.
Page 124
2. Small amounts of oil in the system may be Every 300,000 miles/483 000 km, 10,800 hours
normal and should not be considered a or 3 years (whichever occurs first), rebuild the air
reason to replace the desiccant. An dryer and replace the desiccant cartridge.
oil-stained desiccant can function
adequately.
3. Check the mounting bolts for tightness.
Retorque to 270–385 lb-in (31–44 N폷m). The desiccant cartridge change interval may vary
between vehicles. Although a typical desiccant
4. Perform the tests as outlined under cartridge should last approximately three years,
OPERATIONAL AND LEAKAGE TESTS. some vehicle applications may require that the
cartridge be changed more often, while in other
applications, the cartridge may perform
adequately for more than three years. In order to
take maximum advantage of desiccant life and
ensure that replacement occurs only when
necessary, it is important that the operational and
leakage tests be performed on a regular basis.
Page 125
Bendix AD-IP Air Dryer
148
Figure 148 — Bendix AD-IP Air Dryer
SPECIFICATIONS
Model: AD-IP
Type: Desiccant
Heater: 12V or 24V
Page 126
149
Figure 149 — Bendix AD-IP, Typical Piping Diagram
OPERATIONAL AND LEAKAGE TESTS 앫 Disconnect the air dryer delivery line
and apply compressed air to the air
1. Test the delivery-port check valve assembly
dryer delivery port.
by installing an accurately calibrated
air-pressure test gauge into the outlet port of 앫 Apply a soap-and-water solution to the
the supply reservoir, then by starting the opened port from where the plug was
engine and building air system pressure to removed. Leakage should not exceed a
governor cutout. Observe the reading on the one-inch bubble in one second. If
test gauge. A rapid loss of pressure could leakage exceeds this limit, replace the
indicate a failed outlet-port check valve. outlet-port check valve.
A failed outlet-port check valve can be 앫 Reconnect all fittings and reinstall the
confirmed as follows: plug.
앫 Shut off the engine.
앫 Drain the air system to a point below
governor cut-in (usually not less than
95 psi).
앫 Bleed residual air pressure from the
compressor discharge line by loosening
the fitting.
앫 Remove the plug located in the air
dryer end cover, adjacent to the air
dryer delivery port.
Page 127
2. Check for excessive leakage around the PREVENTIVE MAINTENANCE
purge valve by starting the engine and, with
At every A, B, C, D inspection interval:
the compressor running in the loaded mode
(compressing air), by applying a 1. Check for moisture in the air system by
soap-and-water solution to the purge-valve opening the reservoir draincocks (or valves)
exhaust port. Observe that leakage does not and checking for the presence of water. If
exceed a one-inch bubble in one second. If moisture is present, the desiccant may
leakage exceeds the maximum, service the require replacement. However, the following
purge valve assembly. conditions may also contribute to water
3. Check that all reservoir draincocks are
considered before replacing the desiccant:
closed. Then start the engine and build air
system pressure to governor cutout. Note 앫 An outside air source, which did not
that the dryer purges with an audible escape pass through the desiccant bed, was
of air. Rapidly cycle the treadle valve until used to charge the air system.
system pressure is reduced to governor
앫 Air usage is exceptionally high and not
cut-in, and note that the air system rebuilds
normal for a highway vehicle. This may
to full system pressure and that the air dryer
be due to accessory air demands or
purges.
some unusual air requirement that
4. Check for leakage at all air lines and fittings does not allow the compressor to load
leading to and from the air dryer. Check air and unload in a normal fashion. Also
line integrity. check for excessive amounts of air
system leakage.
5. Check the operation of the end cover heater
and thermostat assembly during cold 앫 The air dryer was installed in a system
weather operations as follows: that was previously used without an air
앫 Electric Power to the Air Dryer — With the
ignition switch in the ON position, use a test
light or a multi-meter set to DC voltage. Test
for voltage to the heater and thermostat 앫 Location of the air dryer is too close to
assembly by unplugging the electrical the compressor.
connector from the dryer and placing the
leads of the test light or multi-meter on the
range of temperature can occur in a
two pins of the male connector. If voltage is
single day, a small amount of moisture
not present, look for a blown fuse, broken
wires or corrosion in the vehicle wiring
harness. Also check for a proper ground
operating properly.
connection.
앫 Small amounts of oil in the system may
앫 Thermostat and Heater Operation —
be normal and should not be
During cold weather operations, turn the
considered a reason to replace the
ignition switch off and cool the end cover
desiccant. An oil-stained desiccant can
assembly to a temperature below 40°F
function adequately.
(5°C). Using an ohmmeter, measure the
resistance between the electrical pins in the
female connector. Resistance should be
between 1.5–3.0 ohms for a 12-volt heater
assembly, and between 6.8–9.0 ohms for a
24-volt heater assembly.
Warm the end cover assembly to a
temperature above 90°F (32°C) and again
measure the resistance. Resistance should
exceed 1000 ohms. If the measured
resistance is not within the specified values
at both cold and hot measurements, replace
the heater and thermostat assembly.
Page 128
Retorque to 270–385 lb-in (31–44 N폷m).
3. Perform the tests as outlined under The desiccant cartridge change interval may vary
OPERATIONAL AND LEAKAGE TESTS. between vehicles. Although a typical desiccant
cartridge should last approximately three years,
Every 300,000 miles/483 000 km, 10,800 hours some vehicle applications may require that the
or 3 years (whichever occurs first), rebuild the air cartridge be changed more often, while in other
dryer and replace the desiccant cartridge. applications, the cartridge may perform
Page 129
Bendix AD-SP Air Dryer
150
Figure 150 — Bendix AD-SP Air Dryer
SPECIFICATIONS
Model: AD-SP
Type: Desiccant
Heater: 12V or 24V
Purge Air Source: Brake System
Pressure-Controlled Check Valve for System Purge: Required
Page 130
151
Figure 151 — Bendix AD-SP, Typical Piping Diagram
OPERATIONAL AND LEAKAGE TESTS 4. Install one hose of the dual-needle test
gauge in the primary reservoir, and the
1. Check for excessive leakage around the
second hose in the secondary reservoir.
purge valve by starting the engine. With the
compressor running in the loaded mode 5. Start the engine and build system pressure
(compressing air), apply a soap-and-water to governor cutout.
solution to the purge-valve exhaust port and
6. When system pressure reaches governor
observe that leakage does not exceed a
cutout, note that the air dryer purges with an
one-inch bubble in five seconds. If leakage
audible escape of air. The purge cycle
exceeds the maximum, service the purge
should last approximately 10–15 seconds.
valve assembly.
7. During the purge cycle, observe the
2. Check for leakage around the desiccant by
dual-needle test gauge and note that the
applying a soap-and-water solution around
needle indicating primary system pressure
the desiccant cartridge seal while the engine
indicates 10 psi less than the needle
is running and the compressor is in the
indicating secondary system pressure.
loaded mode (compressing air). Observe
that no leakage occurs. If leakage is noted, 앫 If the test gauge does not indicate a
tighten the cartridge with a strap wrench. pressure drop during the purge cycle,
Then retest for leakage. check the pressure-controlled check
valve installed in the primary reservoir
3. Shut off the engine.
and replace as required.
Page 131
앫 If, during the purge cycle, the test PREVENTIVE MAINTENANCE
gauge indicates a pressure drop of
At every A, B, C, D inspection interval:
greater than 15 psi and no other
air-operated components are using air, 1. Check for moisture in the air system by
check for and correct any air leaks or opening the reservoir draincocks (or valves)
other air system malfunctions. and checking for the presence of water. If
moisture is present, the desiccant may
8. With the system pressurized, check for air
require replacement. However, the following
leaks by applying a soap-and-water solution
conditions may also contribute to water
to all connections and fittings where air
pressure is present. Repair any leaks
considered before replacing the desiccant:
detected.
앫 An outside air source, which did not
pass through the desiccant bed, was
PRESSURE-CONTROLLED CHECK VALVE
used to charge the air system.
TESTS
앫 Air usage is exceptionally high and not
normal for a highway vehicle. This may
be due to accessory air demands or
The pressure-controlled check valve is installed some unusual air requirement that
in the primary air reservoir in place of, not in does not allow the compressor to load
addition to, the one-way check valve. The system and unload in a normal fashion. Also
will not function properly if there are any check for excessive amounts of air
additional check valves installed between the air system leakage.
dryer and the primary reservoir. 앫 The air dryer was installed in a system
that was previously used without an air
The pressure-controlled check valve has an
arrow embossed on the valve body to indicate the
direction of airflow through the valve. The valve is
properly installed when the arrow is pointing 앫 Location of the air dryer is too close to
toward the reservoir. If a malfunction is indicated, the compressor.
always check that the valve is installed properly.
1. Install an accurately calibrated pressure range of temperature can occur in a
gauge in the primary air reservoir. single day, a small amount of moisture
2. Start the engine.
3. Open the drain valve on the secondary operating properly.
reservoir and drain system pressure down to
앫 Small amounts of oil in the system may
80 psi or lower.
be normal and should not be
4. Check the test gauge and note that pressure considered a reason to replace the
is 95 ±5 psi. desiccant. An oil-stained desiccant can
function adequately.
앫 If the test gauge indicates less than
85 psi, check the air system for air
leaks. If no significant leakage can be
located, replace the
pressure-controlled check valve. Then
retest.
앫 If the test gauge readings do not
change or do not fall below 105 psi, the
pressure-controlled check valve may
be shutting off at 105 psi or higher.
Replace the valve. Then retest.
Page 132
Retorque to 270–385 lb-in (31–44 N폷m).
3. Perform the tests as outlined under The desiccant cartridge change interval may vary
OPERATIONAL AND LEAKAGE TESTS. between vehicles. Although a typical desiccant
cartridge should last approximately three years,
Every 300,000 miles/483 000 km, 10,800 hours some vehicle applications may require that the
or 3 years (whichever occurs first), rebuild the air cartridge be changed more often, while in other
dryer and replace the desiccant cartridge. applications, the cartridge may perform
Page 133
CR Brakemaster Models 62 and 68
(Aftercooler Type)
152
Figure 152 — CR Brakemaster Air Dryer
SPECIFICATIONS
Manufacturer: CR Brakemaster
Model: 62/68
Type: Cooler/Separator
Heater: 12V
Page 134
153
Figure 153 — CR Brakemaster Models 62 and 68, Typical Piping Diagram
OPERATIONAL TESTS 앫 Check that the cooling fins have not been
painted.
1. Check all hoses and fittings for tightness.
앫 Check all the air lines at the air dryer to be
sure they are not kinked, cracked, broken or
to governor cutout.
abraded.
3. When reaching governor cutout, check the
앫 Start the engine and pressurize the air
air dryer exhaust valve and note that it is
system.
exhausting a small quantity of air.
앫 Allow the compressor to cycle between
4. Make several brake applications until the
governor cut-in and cutout several times.
pressure drops to governor cut-in. When
reaching governor cut-in, note that the 앫 Compare the temperature of the inlet and
exhaust valve closes and air is no longer outlet ports by feeling them with the hand.
exhausting. The exhaust valve should
remain closed while system pressure is
building.
5. Shut off the engine. The inlet port may be very warm.
6. With the system pressurized, check the air
dryer fittings for air leaks. Correct as The inlet port should be warmer than the outlet
required. port, and the outlet port should be slightly above
ambient temperature.
앫 Occasionally steam-clean the cooling fins of
the air dryer to remove accumulated road
grime.
Page 135
CR Brakemaster T2000 and T3000
Air Dryers
154
Figure 154 — CR Brakemaster Turbo 2000
SPECIFICATIONS FOR T2000 AIR DRYER
Model: T2000
Type: Desiccant
Heater: 12V or 24V
Purge Air Source: Separate Purge Tank
Additional Valves and Piping for All Compressors Including Holset*
Page 136
155
Figure 155 — T2000 Typical Piping Diagram
SPECIFICATIONS FOR T3000 AIR DRYER
Model: T3000
Type: Desiccant
Heater: 12V or 24V
Additional Valves and Piping for All Compressors Including Holset*
Page 137
Bleed Valve and Check Valve Tests
156

pressure to governor cutout and allow the air
dryer to exhaust.
2. Stop the engine and listen for exhausting air
at the exhaust port. After an initial exhaust,
air should continue to exhaust approximately
45–60 seconds.
앫 If no air was exhausted, indicating that
a purge cycle did not occur, inspect the
bleed valve and repair or replace as
required.
앫 If air continued to exhaust after
45–60 seconds passed, test the
function of the check valve and repair
or replace as necessary.
Unloader Valve Tests — Compressor

Unloaded
1. Start the engine, build air system pressure to
governor cutout and allow the air dryer to
exhaust.
2. Cycle the air dryer between the charge and
purge cycles several times by rapidly cycling
the treadle valve to decrease air pressure
below governor cutout. Then allow system
Figure 156 — T3000 Typical Piping Diagram
pressure to rebuild.
OPERATIONAL TESTS 앫 If the dryer fails to unload or the

unloader valve sticks, the valve should
Air Dryer Pressure Checks be replaced.
1. With the engine stopped, open the reservoir
drain valves and completely drain the air
system.
pressure to approximately 100 psi. Do not
allow the air dryer to exhaust.
3. Stop the engine.
4. With the engine stopped, apply a
soap-and-water solution around the joint
between the desiccant cartridge and the
base plate of the air dryer assembly. If leaks
are evident, the desiccant requires
replacement.
5. On Turbo 2000 models, use a
soap-and-water solution to check for air
leaks at the purge reservoir air line
connections.
Page 138
Unloader Valve Tests — Compressor Loaded PREVENTIVE MAINTENANCE
1. Start the engine and build system pressure At each A, B, C, D inspection interval, check air
to approximately 100 psi (just before dryer operation as described above. Also check
governor cutout). Do not allow the for moisture in the system by draining the supply
compressor to unload. tank and checking for the presence of moisture.
2. Stop the engine and listen for leaking air at
Replace the desiccant cartridge every 2–3 years.
the exhaust port.
앫 If air is leaking at the exhaust port,
remove the air line from the unloader
valve nut. If the air leak stops, repairing Always replace the desiccant cartridge after
or replacing the governor is required. rebuilding the air compressor.
앫 If air continues to leak after repairing or
replacing the governor, it is necessary
to replace the unloader valve.
Page 139
Cyclo-Gard Air Dryer Models 17
158
and 22
157
Figure 158 — Cyclo-Gard Models 17 and 22 Typical

Piping Diagram
Figure 157 — Cyclo-Gard Aftercooler Air Dryer
SPECIFICATIONS
Manufacturer: Maradyne Corp.

Model: 17 and 22
Type: Aftercooler
Maximum Flow Capacity: Model 17 —20 SCFM
Model 22 —40 SCFM
Heater: 12V or 24V
Additional Valves and Piping for Bendix* and ArvinMeritor Compressors
Page 140
OPERATIONAL TESTS 3. With the engine stopped, check the air dryer
function by draining the supply reservoir and
checking for the presence of moisture. A
high accumulation of moisture in the supply
2. With air system pressure at governor cutout reservoir indicates that the baffle may be
and the air compressor running unloaded, damaged and the pressurized air is not
check that the air dryer discharges. The being cooled sufficiently.
discharge cycle should last only a few
seconds.
앫 If the discharge cycle lasts longer than
At each 200,000 mile/320 000 km interval or
a few seconds and the dryer is
every 2 years (whichever occurs first),
constantly cycling 30–50 seconds
disassemble, inspect and clean the air dryer.
apart, inspect the air dryer for a faulty
Check the baffles and other parts for damage.
check valve. Repair or replace as
Remove the wire mesh filter and soak in a
necessary.
suitable nonflammable solvent to remove the
앫 The air dryer unloader valve should accumulation of oil. Be sure to dry the filter before
only be opened when pressure is reinstalling.
applied from the governor when the
compressor is running in the unloaded Unloader Valve Maintenance
mode. When the compressor is running
in the unloaded mode, the unloader
moving. Then completely drain the air
valve maintains 35 psi in the air dryer to
system.
prevent a loss of turbcharged air. This
minimizes the pumping of low pressure 2. Disconnect the air line from the control port
air from an unloaded single-cylinder air of the air dryer unloader valve.
compressor. If the unloader valve
3. Drain any water that may be in the line.
remains open while the compressor is
compressing air, the air system cannot 4. Loosen the unloader valve locknut and
be brought up to normal operating unscrew the cap from the body.
pressure, since air intended for the
5. Remove the piston and dry any water that
reservoirs is escaping through the
may be found in the cap.
opened unloader valve. If the unloader
valve remains open while the 6. Clean and lubricate the valve with a low
compressor is in a compression mode, temperature grease (Dow 55 or equivalent).
either the unloader valve or the
7. Before reassembling the cap-and-piston
governor may be faulty. To determine
assembly to the body, depress and release
the cause, crack open the control-port
the plunger inside the body. Plunger travel
air line fitting at the unloader valve cap
should be approximately 1/4 inch, and the
slightly and note if any air escapes.
washer should remain flush with the end of
the body. If plunger travel is not normal,
remove the unloader valve from the body,
clean and reinstall.
The control line from the governor to the air
dryer may be pressurized. Use caution when 8. Reassemble the valve cap to the body with
cracking the fitting open. the open side of the piston toward the body.
Fully tighten the valve cap to the body. Then
Escaping air indicates that the control line is tighten the locknut.
pressurized and that the governor is
defective. Repair or replace the governor as
necessary. If no air escapes from the control
line when the fitting is cracked open and the
air dryer unloader valve remains open, the
valve is faulty and must be replaced.
Page 141
Winterizing the Air Dryer Haldex Dry E.S.T. Air Dryer
159
To prepare the Cyclo-Gard air dryer for winter
service, heater function should be checked, and
the unloader valve preventive maintenance and
function check should be performed (as
described above). Test function of the heater as
follows:
Testing the heater involves lowering the heater

temperature below 35°F (2°C).
1. Disconnect and remove the heater from the

air dryer.
2. Place the heater in a freezer for one hour.
3. After one hour, remove the heater from the
freezer, connect and energize the heater.
The heater should begin to heat, and continue

heating until the thermostat reaches 75°F (24°C).
At 75°F (24°C), the thermostat should turn the
heater off. If the heater fails the above test, it
must be replaced.
Figure 159 — Haldex Dry E.S.T. Air Dryer
SPECIFICATIONS FOR HALDEX DRY E.S.T. AIR DRYER FOR BOTH BENDIX AND HALDEX AIR
COMPRESSORS
Manufacturer: Haldex
Model: Dry E.S.T.
MACK Part Number: 26QE512-Bendix
26QE513-Holset
Type: Desiccant
Heater: 12V or 24V
Additional Valves and Piping for All Compressors Excluding Holset*
Page 142
160
Figure 160 — Haldex Dry E.S.T., Typical Piping Diagram for Bendix and Holset Air Compressors
SPECIFICATIONS FOR HALDEX DRY E.S.T. AIR DRYER FOR HOLSET HD AIR COMPRESSOR
Manufacturer: Haldex
Model: Dry E.S.T.
MACK Part Number: 26QE514-Holset HD
Type: Desiccant
Heater: None
Purge Signal: Pneumatic, Internal
Additional Valves and Piping for Holset HD Compressors
Page 143
161
At each A, B, C, D inspection interval, perform the

operational tests as described above.
ADDITIONAL MAINTENANCE ITEMS

Additional air dryer maintenance items are as
follows:
앫 Safety Valve — Using a 22-mm wrench,
loosen the safety valve. When installing a
new valve, check the placement of the
O-ring. The valve is set to open at 155 psi.
Tighten the valve to 10 lb-ft (14 N폷m).
앫 Heating Element — The heater is
thermostatically controlled and is designed
to heat when the temperature is below
freezing. If defective, loosen the screw on
the heater housing, and remove and replace
the heater assembly. Ensure that the O-ring
is seated against the aluminum housing.
앫 Check Valve — Using a 32-mm wrench,
loosen and remove the check valve.
Replace the spring and seal, reassemble
and tighten to 20 lb-ft (28 N폷m).
앫 Regeneration Valve — Using a 32-mm
wrench, remove the regeneration valve.
Figure 161 — Typical Piping Diagram for Holset HD Before installing a new valve, check that the
Compressor O-rings and check valve are in the proper
position. Tighten the valve to 20 lb-ft
OPERATIONAL TESTS (28 N폷m). A regeneration valve is not used
on vehicles equipped with an external purge
1. Start the engine and build system pressure tank. On these vehicles, the regeneration
to governor cutout. When governor cutout is valve port is sealed with a plug and O-ring.
reached, two bursts of air will exhaust from
the air dryer purge valve located at the 앫 Valve Pack — The valve pack is not
bottom of the dryer. These two short bursts serviceable. If the valve pack fails, it must be
of air will then be followed by a slow flow of replaced as a unit by loosening the six bolts
air lasting approximately 25 seconds. with a 6-mm hex key and removing the
valve. Clean the mounting surface, install a
2. Cycle the treadle valve to reduce air system new O-ring and install a new valve pack.
pressure to governor cut-in.
앫 Desiccant Cartridge Replacement — The
3. Allow the air system to rebuild pressure to desiccant cartridge must be replaced yearly.
governor cutout, and again, note if the air
dryer purges. The dashboard air pressure
gauge should drop approximately 6 psi
during the purge cycle.
Page 144
162
TESTS
The pressure-controlled check valve is usually

installed in the primary air reservoir (or it may,
however, be installed in the secondary reservoir)
in place of, not in addition to, the one-way check
valve. The system will not function properly if
there are any additional check valves installed
between the air dryer and the primary (or
secondary) reservoir.
properly installed when the arrow is pointing
toward the reservoir. If a malfunction is indicated,
always check that the valve is installed properly.

gauge in the primary air reservoir.
2. Start the engine.
3. Open the drain valve on the secondary
reservoir and drain system pressure down to
80 psi or lower.
4. Check the test gauge and note that pressure
is 95 ±5 psi.
leaks. If no significant leakage can be
pressure-controlled check valve, then
retest.
Figure 162 — Exploded View of Haldex Dry E.S.T. 앫 If the test gauge readings do not
change or do not fall below 105 psi, the
pressure-controlled check valve may
be shutting off at 105 psi or higher.
Replace the valve, then retest.
Page 145
Midland Pure Air Plus Air Dryer
163
Figure 163 — Midland Pure Air Plus Air Dryer
SPECIFICATIONS
Manufacturer: Midland
Model: Pure Air Plus
Type: Desiccant
Heater: 12V or 24V
Page 146
164
Figure 164 — Midland Pure Air Plus, Typical Piping Diagram
OPERATIONAL TESTS 앫 If the purge cycle does not occur, check

for a sticking purge valve, restricted air
line between the governor and the air
pressure to 100 psi.
dryer, or a faulty governor.
2. Stop the engine.
6. To ensure that the air dryer does not cycle
3. Using a soap-and-water solution, check for excessively, check for air leaks at the
air leaks at the air dryer inlet and outlet following locations:
connections. Repair as required.
앫 Air compressor unloader mechanism
4. Restart the engine and build air system
앫 Governor
앫 Drain valve and safety valve at the
5. Upon reaching governor cutout, note that
supply reservoir
the air-dryer purge valve opens and expels a
large volume of air, followed by a slow flow 앫 All air line connections leading to and
lasting approximately 30 seconds. from the supply reservoir
앫 If the purge cycle lasts longer than
40 seconds, check for a faulty air dryer PREVENTIVE MAINTENANCE
one-way check valve or a partially
At each A, B, C, D inspection interval, perform the
plugged purge orifice.
operational checks as described above.
앫 If air constantly leaks from the purge
valve, check for a damaged purge Change the coalescing filter yearly and the
valve seal, foreign particles on the desiccant cartridge every 2–3 years.
purge valve seat, or a faulty governor.
Page 147
ArvinMeritor™ WABCO System Saver 1000, 1200, 1200E and 1200P
165
Figure 165 — ArvinMeritor™ WABCO System Saver 1200 Series Air Dryer
SPECIFICATIONS FOR SYSTEM SAVER 1000 AND 1200
Manufacturer: ArvinMeritor™ WABCO

Model: System Saver 1000 and
1200
Type: Desiccant
Heater: 12V or 24V
Page 148
SPECIFICATIONS FOR SYSTEM SAVER 1200E

Model: System Saver 1200E
Type: Desiccant
Heater: 12V or 24V
Feedback Line and Check Valve: Integrated into Lower
Dryer Housing
SPECIFICATIONS FOR SYSTEM SAVER 1200P

Model: System Saver 1200P
Type: Desiccant
Heater: 12V or 24V
Purge Air Source: Dedicated Purge
Reservoir
Pressure-Controlled Check Valve for System Purge: Not Required
Feedback Line and Check Valve: Integrated into Lower
Dryer Housing
Page 149
166
Figure 166 — System Saver 1000 and 1200, Typical Piping Diagram
Page 150
167 168
Figure 167 — System Saver 1200E, Typical Piping Figure 168 — System Saver 1200P, Typical Piping
Diagram Diagram
For ArvinMeritor™ WABCO System Saver 1000

air dryers that are not equipped with a
pressure-relief valve in the lower air dryer
housing, an external pressure-relief valve kit must
be installed in the air dryer inlet port.
ArvinMeritor™ WABCO System Saver 1000,

1200 and 1200E air dryers use air pressure from
the supply and primary reservoirs to purge
moisture from the desiccant bed. The backflow of
air is controlled by the air dryer regeneration
valve, and begins when governor cutout pressure
is reached. The regeneration cycle ends when
the regeneration valve senses a 10-psi drop from
the initial pressure at which the purge/
regeneration cycle began. When the cycle is
complete, pressure in the supply and primary
reservoirs will be 10 psi less than governor cutout
pressure.
Page 151
5. With the air system pressurized, check for
air leaks by applying a soap-and-water
solution to all connections that contain
WABCO 1200P air dryers do not use a pressurized air. Repair any leaks that are
regeneration valve. The purge air source is found.
supplied from a dedicated purge air reservoir.
On chassis equipped with WABCO System Saver TESTS — SYSTEM SAVER 1000, 1200 AND
1000, 1200 and 1200E air dryers, a 1200E ONLY
pressure-controlled check valve replaces the
standard check valve in the primary reservoir to
allow the backflow of air from the primary
reservoir to the supply reservoir, provided system The pressure-controlled check valve is usually
pressure remains within normal governor cut-in installed in the primary air reservoir (it may,
and cutout range. A pressure-controlled check however, be installed in the secondary reservoir)
valve is not used on chassis equipped with in place of, not in addition to, the one-way check
WABCO 1200P air dryers. valve. The system will not function properly if
there are any additional check valves installed
between the air dryer and the primary reservoir.
Some vehicles use the secondary reservoir as
the purge source.
properly installed when the arrow is pointing
toward the reservoir. If a malfunction is indicated,
OPERATIONAL TESTS always check that the valve is installed properly.
gauge in the primary air reservoir. 1. Install an accurately calibrated pressure
gauge in the primary air reservoir.
pressure to governor cutout. 2. Start the engine and build air system
pressure to governor cutout, and allow the
3. When air system pressure reaches governor
air compressor to unload.
cutout, note that the air dryer purges and
regeneration is initiated. The purge cycle 3. Stop the engine.
should last approximately 10–15 seconds.
4. Open the drain valve on the secondary air
4. During the purge cycle, note that the reservoir and drain system pressure down to
pressure gauge installed in the primary 80 psi or lower.
reservoir indicates 10 psi less than
5. Check the air gauge installed in the primary
secondary system pressure, as indicated on
reservoir and note that pressure is
the dashboard air gauge.
95 ± 5 psi.
앫 If the pressure gauge does not indicate
a pressure drop during the purge cycle,
check the pressure-controlled check
leaks. If no significant leaks can be
valve. Repair or replace as necessary.
앫 If, during the purge cycle, the pressure pressure-controlled check valve and
gauge indicates a pressure drop of retest.
15 psi or more and no other
앫 If the test gauge reading does not
air-operated components are using air,
change, or does not fall below 105 psi,
locate and correct any air leaks or other
the pressure-controlled check valve
air-system malfunctions.
may be shutting off at 105 psi or higher.
Replace the valve and retest.
Page 152
PREVENTIVE MAINTENANCE DESCRIPTION
At each A, B, C, D inspection interval, check air Isolation (ECON) valves are necessary when the
dryer operation as outlined above in the vehicle is equipped with a purge-type air dryer
operational tests and pressure-controlled check and the air compressor uses turbocharged intake
valve test. Also, check for moisture in the air air. The isolation valve prevents a loss of
system by draining the supply reservoir and turbo-boost pressure through the air dryer while
checking for the presence of moisture. the compressor is unloaded and the dryer is
purging.
Replace the desiccant cartridge every 2–3 years.
Additionally, whenever the air compressor is If the vehicle is equipped with a Holset E-type air
rebuilt, always replace the desiccant cartridge. compressor, the isolation valve is required to
pressurize the air compressor discharge line and
hold the exhaust valve closed while the
compressor is unloaded.
Desiccant cartridge life varies depending on
operating conditions, speeds, loads, air system Some air dryers are equipped with an integral
usage and compressor condition. turbo cutoff valve and may be used with a Holset
air compressor without an external isolation
valve. Air dryers with turbo cutoff valves include:
Isolation (ECON) Valve 앫 CR Brakemaster Turbo 2000 and Turbo
3000
169
앫 Bendix AD-9 with soft seats
앫 Midland Pure Air Plus
앫 Bendix AD-SP
For Bendix AD-9 air dryers, only soft-seat air

dryer valves may be used without an isolation
valve when used in conjunction with a Holset
compressor.
The isolation valve is a pneumatic spool valve

that allows the free flow of air through the valve,
but blocks the flow when control pressure is
applied.
Figure 169 — Isolation Valve
Page 153
170
Figure 170 — Isolation Valve Airflow
The valve contains an inlet port, outlet port, With no pressure at the control port, air flows
control port and a reservoir port that in some through the inlet port to the outlet and reservoir
applications may be plugged. Inside the valve is a ports. When control pressure is applied, the valve
valve spool that shifts position when control spool shifts position and seals the outlet port. Air
pressure is applied. then flows through the inlet and reservoir ports,
but not through the outlet port. Air may flow
through the inlet and reservoir ports in any
direction.
Page 154
ANTI-LOCK BRAKE SYSTEM Pro-Link 9000 with the proper EPROM, or a
personal computer and the appropriate
(ABS) diagnostic software.
System Overview
Federal Motor Vehicle Safety Standards require
Signals generated by the wheel speed sensors
Anti-lock Brake Systems (ABS) on all tractors
are transmitted to the ABS Electronic Control Unit
manufactured 3/1/97 and later, on all trucks and
(ECU). The ECU processes the information and
trailers manufactured 3/1/98 and later. Beginning
determines wheel activity. If, during a brake
3/1/01, Federal regulations require that a trailer
application, the system senses that a particular
ABS indicator lamp be provided on all
wheel is entering a lockup situation, the ECU
combination vehicles (any vehicle that pulls an air
sends a signal to the appropriate modulator valve
brake equipped trailer) to alert the operator
which activates and reduces air pressure
should a malfunction in the trailer ABS occur.
delivered to the air chamber. As wheel speed
MACK chassis may be equipped with either
enters the stable region, the ECU signals the
ArvinMeritor™ WABCO, Eaton, Bendix or
modulator valve to either hold or increase air
Midland systems. The following information is
pressure to that of the driver’s application.
intended only as a general overview of anti-lock
Although the ABS system continuously monitors
brakes. For more specific troubleshooting and
wheel speed, anti-lock braking takes place only
repair information, refer to the specific system
when the system senses a need.
manufacturer’s service literature. If information
concerning the vehicle electrical system is
Chassis may also be equipped with optional
required, refer to the specific wiring diagram for
Automatic Traction Control (ATC). ATC prevents
the vehicle. Vehicle wiring diagrams are available
the drive wheels from spinning when starting from
on paper or on CD-ROM, and may be ordered
a standing position or when accelerating. Chassis
through your local MACK dealer.
using the C-version ECU have two additional
ATC solenoid valves and two double check
valves. On D-version systems, only one ATC
Introduction solenoid valve is used. ATC is not available on
systems that use the D-Basic version ECU.
Anti-lock Brake Systems (ABS) provide increased
stability, safety and better braking performance
by preventing wheel lockup when applying the
brakes in an emergency situation. The
electronically controlled system constantly For proper ABS/ATC operation with the standard
monitors wheel speed to determine if the wheel is ECU configuration on the ArvinMeritor™ WABCO
accelerating, freewheeling or approaching wheel system, front and rear tire sizes must be within
lockup. If wheel lockup is detected, a signal is 5% of each other. Exceeding this tire size range
sent to the appropriate ABS modulator valve to without modifying the ECU can cause the
either reduce or hold pressure on the brakes. indicator lamp to illuminate and the ABS system
to deactivate. Percent difference is calculated as
This self-monitoring system continuously checks follows (where rpm = tire revolutions per mile):
all sensors, valves and other electrical % = [rpm steer axle ÷ rpm drive axle − 1] x 100
components to make sure everything is operating
properly. If a problem is detected, a dashboard For tire RPM (revolutions per mile) values, refer
indicator light illuminates to alert the driver. Faults to the specific tire manufacturer’s data sheets.
which may occur are logged into the system and Consult the ABS/ATC system manufacturer if
stored for later reference by the service planned use of tire size is different than 5%.
technician, so identifying and correcting problems
is made quick and easy. Fault codes may be read
either by accessing the diagnostic blink codes, or
by installing a suitable diagnostic tool such as the
Page 155
Dyno-Testing Vehicles with ATC
Option
Anti-lock Brake Systems became mandatory
on all tractors beginning March 1, 1997 and on
all trucks and trailers beginning March 1,
1998. Additionally, the March 1, 1998 Federal Failure to disable the Automatic Traction
regulations established that a constant Control (ATC) system before dynamometer
source of electrical power be provided to testing could result in serious personal injury
trailer ABS when the vehicle ignition key and possible damage to the vehicle.
switch is turned on. With this regulation, the
center pin of the standard trailer electrical
connector became the standardized source of When preparing to run an ATC-equipped vehicle
uninterrupted power to trailer ABS. Beginning on a chassis dynamometer, ATC must be
March 1, 2001, Federal regulations require disabled first. To disable automatic traction
that for combination vehicles (any vehicle that control on a C-version system, remove the ABS
pulls an air brake equipped trailer), a trailer circuit breakers/fuses, or disconnect the 35-pin
ABS indicator lamp must be mounted inside ECU harness connector from the ECU. When
the cab to alert the operator should a trailer disconnecting the connector or removing the
ABS malfunction occur. This has been circuit breakers/fuses, always do so with the
accomplished with technology that allows ignition switch in the OFF position.
data to be carried over the same line that
supplies power to the trailer (power-line On D-version systems, ATC can be disabled by
carrier). Because the center pin of the trailer pressing and holding the ABS diagnostic switch
electrical connector provides both power and for at least three seconds. When the system
the means of communication between the configuration code begins to flash, automatic
truck/tractor and trailer anti-lock brake traction control is disabled. The ATC lamp
systems, incompatibilities may exist between activates and stays on while ATC is disabled.
old and new equipment, in that some trailers Removing the ABS circuit breakers/fuses, or
(manufactured prior to the trailer ABS disconnecting the 18-pin power connector from
regulations) may use the center pin to power the ECU also disables automatic traction control.
certain trailer auxiliary equipment. The
possibility exists that this auxiliary equipment
may be unexpectedly activated by the truck or
tractor electrical systems, resulting in On chassis equipped with an electronic
personal injury or damage to equipment. dashboard (CV, CX and CH), the ABS diagnostic
Caution must be used when connecting the switch has been eliminated. ATC must be
trailer electrical connector to ensure that disabled by removing the ABS circuit breakers/
power at the center trailer connector pin will fuses, or disconnecting the 18-pin power
not unintentionally activate any trailer connector from the ABS ECU.
auxiliary equipment.
For complete chassis wiring diagrams, including

diagrams for the ABS chassis connections,
consult the specific main wiring diagram for the
chassis being serviced.
Page 156
ANTI-LOCK BRAKE SYSTEM
COMPONENTS
Do not perform any welding operations on the
Electronic Control Unit (ECU) frame of an ABS-equipped vehicle without first
disconnecting the connectors from the ABS
The ABS Electronic Control Unit (ECU) is a electronic control unit. To prevent damaging any
microcomputer-based controller that receives sensitive electronic components, all electronic
information from the wheel speed sensors control units should be disconnected. The vehicle
relative to wheel speed. If the ECU detects wheel batteries should also be disconnected.
lockup, a pulsed signal is sent to the appropriate
modulator valve to reduce air pressure being
delivered to the affected brake chambers. As Location of the ABS electronic control unit varies
wheel speed re-enters the stable region, the ECU by vehicle. Refer to the following illustrations for
signals the modulator valve to either hold or location of the ECU on various model chassis.
increase pressure to that of the driver application.
If the vehicle is equipped with optional Automatic

Traction Control (ATC) and the ECU detects
wheel spin, a pulsed signal is sent to the
appropriate ATC valve to apply brake pressure to
the brakes of the wheel(s) that is spinning, and
also sends a signal to the Vehicle Electronic
Control Unit (VECU) to derate engine
horsepower. Once wheel spin is no longer
detected, application pressure is released, and
engine horsepower is returned to normal.
171
Figure 171 — ABS ECU (Bendix Shown)
1. Full ABS Module 2. Basic ABS Module

A. Power Supply — 18-Pin C. Third Axle — 15-Pin
B. Sensors/Modulators —
18-Pin
Page 157
172
Figure 172 — CXN/CHN/CH/CX/CT/CV/CL Models
Page 158
173 174
Figure 173 — R Model Figure 174 — DM Model
On the MR model chassis, the ABS module is

located on the center tunnel. To access the
module, remove the cover from the tunnel. The
engine brake disable relay is located on the
electrical equipment panel.
175
Figure 175 — MR Model
Page 159
On the LE model chassis, the ABS module is The relay is normally closed. However, when the
located under the left side driver’s position, as ABS system detects wheel lockup, a signal is
shown in the illustration below. The engine brake sent by the ECU to energize the engine brake
disable relay is located on the electrical disable relay. With the relay energized, the relay
equipment panel. contacts move to deactivate the engine brake
176
circuit. When the signal is removed from the
relay, the relay de-energizes and the relay
contacts move back to their normally closed
position, which reactivates the engine brake
circuit. Since the engine brake disable relay is
connected in series with the clutch switch on
V-MAC-equipped vehicles, it is used whether or
not the chassis is equipped with an engine brake.
Refer to the following schematic diagrams for the

engine brake disable circuits used on
non-V-MAC, V-MAC II and V-MAC III
chassis.
177
Figure 176 — LE Model
Engine Brake Disable Relay

On earlier ABS-equipped chassis that have an
engine brake, a relay is required to disable the
engine brake circuit in the event the ABS system Figure 177 — Engine Brake Disable Circuit, Mechanical
detects a wheel lockup condition. and V-MAC II Engines, Early Production (with
ArvinMeritor™ WABCO C-Version ECU)
On current production models (excluding DM, MR

and LE models), the engine communicates with
the ABS module via the J1939 data bus. Because
of this, the engine brake disable relay has been
eliminated on all models except DM, MR and LE
models.
Page 160
Location of the engine brake disable relay varies
178
according to vehicle model. Typically, on

mechanically governed engines, the relay is
mounted on the ABS ECU mounting bracket. On
V-MAC II and V-MAC III vehicles, the relay is
located on the electrical equipment panel.
ABS Relay Panel

On early chassis using the ArvinMeritor™
WABCO C-version ECU, an ABS relay panel,
which contains the diagonal relays, fuses, etc., is
located in the same area as the chassis electrical
equipment panel. Location of the relay panel
varies with vehicle design. Refer to the operator
manual supplied with each vehicle for the location
of the electrical equipment panel.
An ABS relay panel is not required with the later

ArvinMeritor™ WABCO D and D-Basic systems.
All necessary relays, fuses, etc., are an integral
Figure 178 — Engine Brake Disable Circuit, Mechanical
part of the ECU.
and V-MAC II Engines, Later Production (with
ArvinMeritor™ WABCO D and D-Basic ECU)
179 Tone Wheel
The tone wheel is a metal wheel containing
100 teeth and is mounted to the hub of each
monitored wheel. The tone wheel turns with the
road wheel and provides the sensor with a means
of sensing wheel speed.
180
Figure 179 — Engine Brake Disable Circuit, V-MAC III Figure 180 — Tone Wheel
Engines (DM, MR and LE Models)
Page 161
Wheel Speed Sensors WHEEL SPEED SENSOR ADJUSTMENT
Wheel speed sensors use the principle of No air gap adjustment is required for the wheel
induction to generate pulses of alternating speed sensors. Sensor adjustment simply
current. The sensor contains a permanent involves gently pushing the sensor toward the
magnet and is mounted in close proximity to the tone wheel until it bottoms. The sensor
tone wheel. As the teeth of the tone wheel pass in self-adjusts after wheel rotation. Do not pry or
front of the sensor, the magnetic field is broken push a speed sensor with a sharp object.
182
and a pulse of AC voltage is generated.
A wheel speed sensor is installed at each

monitored wheel. On front axles, the sensors are
installed through the steering knuckle. The
sensors on the drive axle are mounted in a block
attached to the axle housing.
181
Figure 182 — Wheel Speed Sensor

Figure 181 — Wheel Speed Sensor
Wheel speed sensor locations are as follows:
앫 Steering Axle —The sensor is accessible
on the inboard side of the steering knuckle.
앫 Drive Axle — The wheel and drum
assembly must be removed to gain access
to the sensor.
Page 162
Modulator (ABS) Valve
184
The modulator valve controls air pressure to each

affected brake during anti-lock braking functions.
During normal braking, air pressure passes freely
through the ABS valve to the brake chamber.
When anti-lock braking takes place, the
modulator valve receives a signal from the ECU,
and instantly responds by adjusting air pressure
delivered to the brake chambers so that wheel
lockup is prevented. The modulator valves are
usually mounted to the frame rail or a
crossmember, and are connected to the air
system between the relay valve (or quick release
valve) and the air chamber.
183
Figure 184 — ATC Valve
Figure 183 — Modulator (ABS) Valve On chassis equipped with the C-version ECU and
ATC, two ATC valves (one for the left side and
one for the right side) and two double check
ATC Valve valves are used. When the system detects wheel
spin, the ECU sends a signal to the ATC valve on
On vehicles equipped with automatic traction the appropriate side of the vehicle. This signal
control, an ATC valve is added to the system that causes the solenoid to energize and open the
directs air pressure to the modulator valve when valve, allowing the flow of reservoir pressure
the ECU detects wheel spin during acceleration. through the double check valve to the ABS
The ATC valve is basically an ON/OFF solenoid modulator valve. The modulator valve, which also
air valve that, upon receiving an electrical signal responds to signals received from the ECU,
from the ECU, opens and allows full reservoir regulates how much pressure is applied to the
pressure to flow. brake chamber of the spinning wheel. With this
system, only one ATC valve and one ABS valve
(on the side of the vehicle where the wheels are
spinning) will be active.
Page 163
185 186
Figure 185 — Typical ATC Valve Piping, Early Model Figure 186 — Typical ATC Piping Diagram, Later Models
Chassis
On D-version ECUs, only one ATC valve is used.

If wheel spin is detected, the ECU sends a signal
to the ATC valve to energize and allow the flow of
reservoir pressure to the control port of the relay
valve. The relay valve then allows full application
pressure to flow to the modulator valves on both
sides of the vehicle. With the D-version system,
both modulator valves must activate. On the side
of the vehicle where the wheels are not spinning,
the modulator valve must activate to block the
flow of pressure to the brake chamber. On the
side of the vehicle where the wheels are spinning,
the modulator valve regulates the amount of
pressure to the brake chamber to apply the
brakes.
Page 164
ABS Indicator Lamp ATC Indicator Lamp
The ABS indicator lamp is an amber-colored Similar to the ABS indicator lamp, the ATC
lamp with the ISO symbol for anti-lock. The indicator lamp is also an amber-colored lamp,
indicator lamp, which is located on the located on the dashboard, that illuminates when
dashboard, alerts the operator if an ABS ATC is active or constantly illuminates if there is a
malfunction occurs. Beginning March 1, 2001, malfunction in the ATC system. Location of the
Federal regulations require that a trailer ABS lamp on the dashboard varies depending on the
indicator lamp also be located on the dashboard chassis model. On C-version systems, the ATC
of a tractor or a truck with a full trailer air lamp is used for the diagnostic blink codes.
connection to alert the operator, should a trailer 188
ABS malfunction occur. Location of the ABS

indicator lamps varies by vehicle design. The
following illustration shows the various lamps for
truck, tractor and trailer ABS.
187
Figure 188 — ATC Indicator Lamp
ATC is not available on vehicles that have the

ArvinMeritor™ WABCO D-Basic ABS system.
Figure 187 — ABS Indicator Lamps
If the indicator lamp activates and remains on

during vehicle operation, an existing ABS fault is
indicated.
Page 165
Diagnostic Blink Codes Once activated, the blink codes are displayed by
the blinking ABS indicator lamp. For information
Diagnostic blink codes provide the technician with on activating the blink code sequence and
a method of determining failures which may occur interpreting blink code diagnostics, refer to the
with the anti-lock brake system. When a failure literature for the specific system being serviced.
occurs, the ABS indicator lamp illuminates and
the fault is stored in the ECU memory. These
faults may be accessed by the technician as a
troubleshooting aid when diagnosing the fault. The ABS diagnostic switch has been eliminated
on chassis equipped with an electronic
The diagnostic blink codes are activated with the dashboard (CX, CV and CH). ABS diagnostic
ABS diagnostic switch. This switch is generally information is displayed on the odometer/hour
located next to the vehicle communication port. meter/fault code screen located on the dashboard
189
B panel, above the speedometer and tachometer.
ABS fault information is displayed as a PID
(parameter identifier) code, SID (subsystem
identifier) code and MID (message identifier)
code. For a complete list of PID, SID and MID
codes relating to ABS/ATC, refer to the
applicable V-MAC service manual.
BENDIX ABS/ATC DIAGNOSTIC LAMPS

On vehicles equipped with Bendix ABS, faults are
displayed by the diagnostic lamps (Light Emitting
Diodes [LED]) located on the Bendix ABS/ATC
controller. These LEDs allow the technician to
locate and diagnose faults. For complete
Figure 189 — ABS Diagnostic Switch information on diagnostics and troubleshooting,
refer to the Bendix ABS/ATC service literature.
On early chassis equipped with the

ArvinMeritor™ WABCO C-version ECU, the ABS
diagnostic switch is located on the ABS relay
panel located near the vehicle electrical
equipment panel.
Page 166
ABS/ATC Diagnostic Tools When troubleshooting ABS/ATC faults, the ABS
diagnostic software packages or the Pro-Link
Several ABS/ATC diagnostic tools are available. 9000 diagnostic tool can be used in place of
diagnostic blink code procedures. When using
ABS/ATC DIAGNOSTIC SOFTWARE the Pro-Link 9000, operating instructions and
illustrations of screen displays can be found in the
Service support software packages are available Pro-Link instruction booklet supplied with the tool.
from the various anti-lock brake system When using diagnostic software packages from a
manufacturers. Contact your nearest MACK specific ABS manufacturer, instructions are
dealer for information on software availability. supplied along with the software.
PRO-LINK 9000 DIAGNOSTIC TOOL BENDIX ABS/ATC DIAGNOSTIC TOOLS

ABS/ATC diagnostic cartridges are available for For the Bendix ABS/ATC system, the following
the Pro-Link 9000 diagnostic tool. The Pro-Link diagnostic tools are available.
9000 and cartridges are available through SPX
Kent-Moore Tools. Part numbers for the 앫 802108 — Bendix ACOM for Windows®
cartridges are as follows: software, a software package that allows
expanded diagnostic capabilities using a
앫 J 38500-404 — ABS Pro-Link cartridge that personal computer.
is compatible for ArvinMeritor™ WABCO C-,
D- and D-Basic version ECUs. 앫 801869 — Bendix Remote Diagnostic Unit
(RDU) is a diagnostic tool that can be used
앫 J 38500-403A — The original diagnostic to read codes, clear codes and reconfigure
cartridge No. available for the ArvinMeritor™ the ABS control unit.
WABCO C-version ECU. This cartridge may
be updated for D-version ECUs by installing The RDU is a diagnostic tool that plugs into the
the PROM chip, part No. J 38500-414. diagnostic connector and utilizes LEDs to relay
앫 J 38500-1300D — Eaton PCMCIA card diagnostic information to the technician. A small
version 2.3, covers the Eaton VORAD magnet can be used to clear fault codes and
system, ABS generation 4 and G2S, and reconfigure the module to which the RDU is
Eaton electronically controlled connected.
transmissions.
The above tools are available by contacting
The diagnostic software packages and Pro-Link Bendix Commercial Vehicle Systems, LLC.
9000 are useful for diagnosing system faults with
the ABS and ABS/ATC systems. The screens
identify faults as existing or stored, and the
software tool may also be used to perform The above part numbers are Bendix part
component measurement and function tests. numbers available from Bendix. These tools are
not available through the MACK Parts System or
The components that may be tested are: from SPX Kent-Moore.
앫 Vehicle voltages
앫 ABS modulator valves
앫 ATC valves
앫 ABS/ATC lamps
앫 Sensors
앫 Engine datalink
앫 Retarder relay
앫 Retarder datalink
앫 ABS/ATC switches
Page 167
NOTES
Page 168
TROUBLESHOOTING
TROUBLESHOOTING
Page 169
TROUBLESHOOTING
TROUBLESHOOTING BRAKE
SYSTEM PROBLEMS
The following charts summarize some common
problems which may be experienced with the
dual air brake system.
COMMON BRAKE SYSTEM PROBLEMS

Condition Possible Causes Correction
No pressure build-up. 1. Restricted compressor discharge 1. Inspect for restrictions. Repair or
line. replace.
2. Restricted or faulty one-way check 2. Possible malfunction in the air supply
valve or valves. system. Leak check system.
3. Air system leaks. 3. Test air system for leakage.
4. Faulty governor. 4. Test governor. Repair or replace as
necessary.
5. Faulty unloader mechanism. 5. Check unloader mechanism. Repair
6. Faulty air compressor. 6. Check air compressor. Repair as
necessary.
Low air pressure warning activates 1. Loss of one section of the dual air 1. Vehicle may be moved with
while operating the vehicle. system. EXTREME caution to the nearest
safe parking area. Leak-check faulty
system. Observe both pressure
gauges to determine which system is
not functioning.
2. Loss of complete air system. 2. Spring brakes will automatically apply
when system pressure decreases to
40 psi. The vehicle cannot be moved.
Leak-check system.
3. Faulty governor. 3. Check governor for leakage, and
repair or replace as necessary.
4. Compressor malfunction. 4. Repair compressor.
5. Air line leakage. 5. Check for air line leakage. Repair or
Air pressure drops rapidly with the 1. Treadle valve leaking. 1. Check treadle valve for leakage and
engine stopped and the brakes fully repair or replace as necessary.
applied.
2. Brake chamber leakage. 2. Repair or replace leaking brake
chamber.
3. Air line hoses, fittings, tubing or 3. Leak-check air system and repair or
components leaking. replace components as necessary.
Air system will not retain pressure with 1. Treadle valve leaking. 1. Check treadle valve for leakage and
the engine stopped and the brakes repair or replace as necessary.
released.
2. Air line hoses, fittings, tubing or 2. Leak-test air system and repair or
components leaking. replace components as necessary.
3. Spring brake chamber leakage. 3. Check spring brake chambers for
leakage and repair or replace as
necessary.
Page 170
TROUBLESHOOTING
Air pressure will not rise to normal. 1. Reservoir draincocks opened. 1. Check reservoir draincocks and close
if necessary.
2. Excessive leakage from air system 2. Leak-check entire system and repair
components. or replace any components found to
be leaking.
3. Governor out of adjustment. 3. Check governor setting and make
required adjustments if necessary.
4. Defective air pressure gauge. 4. Check air pressure gauge and
replace if necessary.
5. Defective air compressor. 5. Check air compressor function.
Repair or replace as necessary.
Air system build-up time too slow. 1. Engine speed too low. 1. Check engine speed and adjust if
necessary.
2. Excessive leakage from air system 2. Leak-check entire air system and
components. repair or replace any components
found to be leaking.
3. Faulty air compressor. 3. Check compressor and repair or
Air pressure rises above normal. 1. Defective air pressure gauge. 1. Disconnect the pressure gauge and
install an accurately calibrated test
pressure gauge, and observe
pressure. Replace pressure gauge if
necessary.
2. Governor out of adjustment or faulty 2. Check governor and adjust or replace
restricted governor signal line. if necessary.
3. Restriction in air lines. 3. Check air line for kinks, sharp bends
or other restrictions. Replace as
required.
Insufficient braking power. 1. Low system pressure, excessive 1. Leak-check system. Make necessary
leaks or brake application pressure adjustments and repairs.
below normal.
2. Brakes out of adjustment, need 2. Check brake adjustment and adjust if
lubrication or brake shoe relining. necessary. Check condition of brake
components and repair and lubricate
as required.
3. Mechanical brake component (slack 3. Check brake components and repair
adjusters, push rods, brake cams, as required.
etc.) failure.
4. Air line restrictions. 4. Check entire air system for kinks in
hoses, sharp bends or any other type
of restriction. Repair or replace as
required.
Brakes apply too slowly. 1. Brakes out of adjustment or in need 1. Check brake adjustment and adjust if
of lubrication. necessary. Lubricate components as
required.
2. Air line restrictions. 2. Check air lines for kinks, sharp bends
or other types of restrictions. Repair
or replace as required.
3. Check possible causes under “Air 3. Follow corrections outlined for the
pressure drops quickly with the possible cause.
engine stopped and the brakes
applied.”
Page 171
TROUBLESHOOTING
Brakes release too slowly. 1. Treadle valve not returning to the 1. Check for accumulation of dirt, gravel
released position. or other types of debris around the
brake treadle. Clean as necessary.
Lubricate the treadle valve roller and
hinge pin.
2. Brakes out of adjustment or in need 2. Check brake adjustment and adjust if
of lubrication. necessary. Lubricate components as
required.
or replace as required.
4. Exhaust ports of the treadle valve, 4. Check the operation of the valves
quick release valves, relay valves, and repair or replace as necessary.
etc., restricted or plugged.
Service brakes do not release. 1. Broken or weak brake shoe or brake 1. Check springs and replace as
chamber return springs. required.
2. Treadle valve not fully released. 2. Check for accumulation of dirt, gravel
or other types of debris around the
brake treadle. Clean as necessary.
Lubricate the treadle valve hinge pin
and roller.
4. Spring brake chamber leaking. 4. Check spring brake chambers for
leakage. Repair or replace as
necessary.
Brakes grab. 1. Grease or oil on brake linings. 1. Determine cause of oil or grease
contamination and repair as
necessary. Replace grease- or
oil-soaked brake linings, and
thoroughly clean brake drums (or
disc rotors) and any other
components that may be involved.
2. Brake drum out-of-round. 2. Check concentricity of the brake
drum. Machine within allowable
limitations, or replace if necessary.
3. Defective brake valves. 3. Check for faulty valves. Repair or
4. Brake actuating linkages bind (slack 4. Check brake actuating components
adjusters, push rods, etc.). for freedom of movement. Repair or
replace as required.
Page 172
TROUBLESHOOTING
Uneven braking performance. 1. Brakes out of adjustment or in need 1. Check brake adjustment and adjust if
of lubrication. necessary. Lubricate brake
components as required.
2. Grease or oil on brake linings. 2. Determine cause of oil or grease
contamination and repair as
necessary. Replace grease- or
oil-soaked brake linings and
thoroughly clean brake drums (or
disc rotors) and other components
that may be involved.
3. Brake shoe return springs or 3. Check brake shoe return springs and
air-chamber diaphragm return air chamber springs. Replace as
springs broken. required.
4. Out-of-round brake drum. 4. Measure concentricity of the brake
drums. Machine within allowable
limits, or replace as required.
5. Leaking air chamber diaphragms. 5. Check for leakage at the air
chambers. Repair or replace as
required.
Brakes do not apply. 1. Restricted or broken air lines. 1. Check air system to locate problem
area. Repair or replace as required.
2. Faulty brake treadle valve. 2. Inspect treadle valve. Repair or
Page 173
TROUBLESHOOTING
BRAKE NOISE INVESTIGATION 2. Check the vehicle service history if
available.
Brake systems can produce a variety of noises
ranging from insignificant, but irritating sounds to 3. Determine that the braking effectiveness is
those noises that indicate possibly serious satisfactory to allow a safe road test of the
problems. vehicle.
4. Road-test the vehicle.
It is important to recognize which sounds are
normal and what problems might be the source of 앫 Listen for the noise when the brakes
a specific noise. This section deals with the are applied and when they are
following common and easily identified brake released.
noises, plus possible causes and remedies. 앫 Note the circumstances during which
앫 Rattle the noise occurs, such as speed,
degree of brake application, road
앫 Scrape surface and weather condition.
앫 Grinding 앫 Determine the category of the noise
앫 Squeal which is experienced: rattle, scrape,
grinding, squeal, etc.
Diagnosing a brake noise problem includes the 5. Refer to the following troubleshooting chart
following sequence of steps: for a listing of the noise, the possible cause,
1. Review driver observations relating to the and the correction.
noise complaint.
Noise Possible Cause Correction

RATTLE (disc brakes): Usually occurs Rattle at low speed indicates excessive Disassemble the brakes and check for
when brakes are released. clearance between the brakes pads and loosely mounted pads resulting from
the rotor. worn, damaged or missing parts.
Replace parts as required. During
reassembly, be sure that all caliper
guide pins, bushings, retaining clips and
springs are installed.
SCRAPE: Usually occurs when the DISC BRAKES: Bent splash shield Repair or replace splash shield or
brakes are released. rubbing against rotor. backing plate as required.
DRUM BRAKES: Bent backing shield
contacting the drum.
GRINDING: Usually occurs when SLIGHT GRIND: Occurs during Advise the operator that this is a normal
brakes are applied. low-speed operation on vehicles that sound due to formulation of
are equipped with semi-metallic lining. semi-metallic friction material.
LOUD GRIND: Worn brake linings Disassemble brakes as required and
allowing metal-to-metal contact inspect the brake shoes or brake pads.
between the brake shoes and drums If worn excessively, replace shoes or
(drum brakes) or the pad backing plates pads, and inspect the brake drums or
to the rotor (disc brakes). rotors. Machine or replace drums or
rotors as required.
SQUEAL: Usually occurs when brakes High frequency vibration of the disc Reduce vibrations by minimizing brake
are applied. pads inside the calipers or the brake pad or brake shoe movement, and by
shoes. insulating the pads or shoes from other
brake parts.
Page 174
TROUBLESHOOTING
DUAL-NEEDLE TEST GAUGE A dual-needle test gauge is actually two pressure
gauges contained within a single unit that can be
To properly diagnose air system problems, an used to test either an individual circuit or two
accurate dual-needle test gauge, such as circuits simultaneously. The gauge needles are
Kent-Moore J 42206 or Bendix 745-277671, is color-coded to the gauge fittings to make it easier
required. to determine circuit pressures when testing two
190
circuits simultaneously.
A dual-needle test gauge is useful for:

앫 Accurately checking primary and secondary
system pressure
앫 Accurately checking supply and delivery
pressure at the valves
앫 Checking crack pressure of relay and quick
release valves
앫 Checking exhaust timing of two systems
앫 Checking application timing of two separate
systems
앫 Checking control versus delivery pressure
앫 Checking steering axle versus drive axle
delivery pressure
앫 Checking front rear versus rear rear axle
delivery pressure on tandem axles
앫 Checking tractor versus trailer application
pressure
Figure 190 — Dual-Needle Test Gauge
Page 175
TROUBLESHOOTING
AIR SYSTEM DIAGNOSTIC Brakes Brakes Fully
PROCEDURES Vehicle Type Released Applied
Tractor 4 psi in 2 min. 8 psi in 2 min.
When diagnosing chassis air system problems, a
logical method of troubleshooting must be Straight truck 4 psi in 2 min. 8 psi in 2 min.
followed. The following diagnostic procedures aid Tractor with 6 psi in 2 min. 8 psi in 2 min.
in determining which area of the air system trailer
(control, supply or delivery) is contributing to the Tractor with two 8 psi in 2 min. 10 psi in 2 min.
problem. trailers
A dual-needle test gauge, such as Kent-Moore

J 42206, Bendix 745-277671 or equivalent, must
be used to measure and record the pressure
readings obtained when performing the To avoid possible injury due to automatic
diagnostic procedures. Pressure readings application of the spring brakes during the test
obtained during these tests should be recorded procedures, spring brakes should be
so that a comparison between pressures can be mechanically caged.
developed. The Chassis Air System Diagnostic
Check sheet, Figure 191 and Figure 192, can be
used to record and note pressure readings. Measuring Supply Pressure at the
The following tests must be performed with the Service Brake Relay Valve (If
parking brakes released and a system pressure Equipped)
of 110 psi or greater. Service brakes on all axles
must be adjusted equally before proceeding. 1. Block the wheels to prevent the vehicle from
Refer to “BRAKE ADJUSTMENT” on page 196. moving. Then release the parking brakes.
2. Completely drain the air system.
Before beginning, make a thorough inspection of
the chassis air system to check for obvious signs 3. Connect one of the dual-needle test gauge
of problems such as pinched, rubbing or leaking hoses to the circuit by disconnecting the
air lines and fittings, valves exhibiting visible supply line from the relay valve serving the
signs of damage, and other such problems. front rear drive axle, then by installing a
suitable tee fitting into the relay valve supply
Before proceeding with the diagnostic port. Connect the supply line and one of the
procedures, check the chassis for excessive air hoses from the dual-needle test gauge to the
system leakage as follows: tee fitting installed in the relay valve supply
port.
to governor cutout. 4. Start the engine and build air system
2. Apply the parking brakes.
5. Measure and record the supply pressure at
3. Observe the dashboard air system pressure the relay valve.
gauge and note any drop in primary or
secondary system pressure. 6. Shut off the engine.
4. Fully apply the brake treadle, and again, 7. Completely drain the air system.
note any drop in system pressure. 8. Disconnect the dual-needle test gauge and
the supply line from the tee fitting.
If air system leakage exceeds the limits listed in
the chart below, make the necessary repairs 9. Remove the tee fitting from the relay valve
before proceeding. supply port. Then reconnect the supply line.
10. Repeat the above procedure for the relay
valve serving the rear rear drive axle.
Page 176
TROUBLESHOOTING
Measuring Supply Pressure at the Measuring Relay Valve Control
Treadle Valve Pressure Versus Delivery Pressure
moving. Then release the parking brakes.
2. Completely drain the air system. When performing the following three tests
3. Connect the dual-needle test gauge to the (measuring relay valve control pressure versus
primary and secondary circuits by removing delivery pressure, measuring drive axle delivery
the primary and secondary supply lines from pressure versus steering axle delivery pressure,
the treadle valve, then by installing suitable measuring drive axle control pressure versus
tee fittings into the treadle valve supply trailer control pressure [tractors only]), all
ports. Connect one portion of the measurements must be taken by increasing
dual-needle test gauge to the tee fitting application pressure in 10-psi increments only.
installed in the primary supply port, and the Do not apply and release brakes for each
other portion of the gauge to the tee fitting measurement, and do not overapply, then
installed in the secondary supply port. attempt to adjust the application to obtain the
Reconnect the primary and secondary desired pressure, as measurements will not be
supply lines to the corresponding tee fittings. accurate. If pressure is overapplied, release the
brakes fully, then reapply to obtain the desired
application pressure.
Do not cross the primary and secondary circuits

when reconnecting the air lines to the treadle
valve.
The following tests must be made with the
parking brakes released and the air system at
4. Start the engine and build system pressure 110 psi or greater. To make the following tests
to governor cutout. more convenient, the dual-needle test gauge
5. Measure and record the primary and hoses should be made long enough to reach
secondary supply pressures. inside the cab so the measurements may be
taken as the brake treadle application is being
6. Stop the engine and completely drain the air made.
system.
7. Remove the dual-needle test gauge from the 1. Disconnect the control line from the relay
circuits. Then remove the tee fittings from valve serving the front rear drive axle.
the treadle valve.
2. Install a suitable tee fitting into the relay
8. Reconnect the primary and secondary air valve control port. Then connect the control
lines to the corresponding supply ports in the line and one of the dual-needle test gauge
treadle valve. hoses to the tee fitting.
3. Disconnect the delivery line from one of the
front rear axle brake chambers.
DO NOT cross the primary and secondary air 4. Install a suitable tee fitting into the brake
lines when reconnecting to the treadle valve. The chamber. Then connect the delivery line and
air system will not function properly if these lines the other hose from the dual-needle test
are reversed. gauge to the tee fitting.
5. Make a steadily increasing treadle valve
application in 10-psi increments (from 10 psi
to 90 psi), then a full treadle application.
6. Record the pressure readings at each 10-psi
application.
7. Release the treadle application.
Page 177
TROUBLESHOOTING
8. Disconnect the control line, delivery line and 3. Fabricate a hose that allows the dual-needle
dual-needle test gauge lines from the tee test gauge to be connected to the service
fittings, and remove the tee fittings from the control glad hand. Connect the hose to the
relay valve and the brake chamber. glad hand, and connect the second hose of
the dual-needle test gauge.
9. Reconnect the control line to the relay valve
control port and the delivery line to the brake 4. Make a steadily increasing treadle valve
chamber. application in 10-psi increments (from 10 psi
up to 90 psi), then a full treadle application.
10. Repeat the above procedure for the rear
rear drive axle. 5. Record the pressure reading at each 10-psi
application.
Measuring Drive Axle Delivery 6. Remove the dual-needle test gauge and the
tee fitting from the circuits. Then reconnect
Pressure Versus Steering Axle the control line to the relay valve control port.
Delivery Pressure
1. Disconnect the delivery line from one of the Measuring Drive Axle Delivery
steering axle brake chambers. Pressure Versus Trailer Axle
2. Install a tee fitting into the brake chamber. Delivery Pressure (Tractors Only)
Then connect the delivery line and one of
the hoses from the dual-needle test gauge to 1. Disconnect the delivery line from one of the
the tee fitting. rear axle service brake chambers.
3. Disconnect the delivery line from one of the 2. Install a tee fitting into the chamber. Then
rear drive axle service brake chambers. connect the delivery line and one of the
hoses from the dual-needle test gauge to the
4. Install a tee fitting into the brake chamber.
fitting.
Then connect the delivery line and the
second hose from the dual-needle test 3. Disconnect the delivery line from one of the
gauge to the tee fitting. trailer axle service brake chambers.
5. Make a steadily increasing treadle valve 4. Install a tee fitting into the chamber. Then
application in 10-psi increments (from 10 psi connect the delivery line and the other hose
to 90 psi), then a full treadle application. from the dual-needle test gauge to the fitting.
6. Record the pressure reading at each 10-psi 5. Make a steadily increasing treadle valve
application. application in 10-psi increments (from 10 psi
up to 90 psi), then a full treadle application.
7. Disconnect the delivery lines and test gauge
lines from the tee fittings in both brake 6. Record the pressure reading at each 10-psi
chambers. Then remove the tee fittings. application.
8. Reconnect the delivery lines to both brake 7. Remove the dual-needle test gauge and the
chambers. tee fitting from the circuit. Then reconnect
the delivery line to the brake chamber.
Measuring Drive Axle Control 8. Repeat the above procedures for the
remaining axles on the trailer.
Pressure Versus Trailer Control
Pressure (Tractors Only) In general, pressures obtained during the above
tests should equal (or nearly equal) each other. If
1. Disconnect the control line from the relay differences in pressure exist (such as supply
valve serving the rear rear axle. versus system, control versus delivery, steering
2. Install a tee fitting into the relay valve control axle versus drive axle, and tractor drive axle
port. Then connect the control line and one control versus trailer control), the cause must be
hose of the dual-needle test gauge to the tee determined and corrected. Inspect the air system
fitting. for sticking or corroded valves, pinched or
restricted air lines, or other such problems.
Page 178
TROUBLESHOOTING
Air System Diagnostic Check
191
Figure 191 — Air System Diagnostic Check (Page 1)
Page 179
TROUBLESHOOTING
192
Figure 192 — Air System Diagnostic Check (Page 2)
Page 180
MAINTENANCE
MAINTENANCE
Page 181
MAINTENANCE
AIR SYSTEM MAINTENANCE 앫 Air Pressure Build-Up Test: With the
engine running at full governed speed,
observe the time it takes for air pressure to
Service Tests build from 50–90 psi. When pressure has
Regularly scheduled service tests should be reached 90 psi or more, rapidly cycle the
performed by the operator of the vehicle to treadle valve to reduce pressure below
ensure safe, reliable operation of the air brake 85 psi, and observe the time it takes for the
system. The following checks should provide a pressure to rise from 85–100 psi. Time
general indication of air system performance and should not exceed 25 seconds.
isolate any specific problems before a major
failure occurs.
앫 Drain Moisture from Reservoirs Daily:
Build-up time may exceed 25 seconds if the
Apply the parking brakes and open the
chassis is equipped with increased reservoir
reservoir drain valves to drain moisture and
capacity.
other contaminants from the reservoirs.
Open the valves slowly so a channel of air
does not develop that would only drain air 앫 Governor Setting: With the engine running,
from the reservoirs and not the accumulation observe the pressure at which the governor
of contaminants. Close the valves as soon cuts out. It should cut out when reservoir
as moisture has drained. Do not completely pressure reaches between 130–135 psi.
drain the reservoirs. Reduce system pressure by rapidly cycling
the treadle valve and observe the pressure
앫 Completely Drain the Reservoirs at which the governor cuts in. Governor
Monthly: Block the wheels and release the cut-in should occur when reservoir pressure
parking brakes. With the air system fully drops between 110–115 psi.
pressurized, open the reservoir drain valves
and allow the reservoirs to drain slowly and
completely to remove accumulated moisture
and other contaminants from the system.
For chassis built prior to March 15, 1995,
Open the valves slowly so a channel of air
governor cutout is set at 120 ± 5 psi and governor
does not develop that would only drain air
cut-in is set at 100 + 5 psi.
from the reservoirs and not the accumulation
of contaminants. Make sure the spring
brakes apply automatically when the air 앫 Leakage Test: With the air system fully
pressure drops to 40 psi. pressurized and the parking brakes
released, pressure drop should be less than
앫 Stoplight Switch Test: With the pressure 2 psi per minute for a truck, and less than
entirely exhausted from the system, start the 3 psi per minute for a tractor/trailer
engine and apply the treadle valve. The stop combination. With the parking brakes
lamps should illuminate before the air released and a full treadle application,
pressure gauge on the dash registers 6 psi pressure drop should not exceed 3 psi per
(41 kPa). minute for a truck and 4 psi per minute for a
앫 Low-Pressure Indicator Test: With the tractor/trailer combination.
engine running, allow the system to continue
building pressure. The low-pressure warning If the air system fails any of these tests, the cause
lamp and buzzer should remain activated must be determined and corrected before the
until system pressure reaches a minimum of vehicle is operated.
65 psi or a maximum of 75 psi.
Page 182
MAINTENANCE
Preventive Maintenance Refer to the Maintenance and Lubrication
Manual, TS494, for complete maintenance
Preventive maintenance is the most schedules along with mileage/time intervals.
cost-effective method of maintaining reliable,
trouble-free vehicle operation. The air system and The following maintenance procedures are
all vehicle components require periodic required at the recommended inspection interval:
inspections along with specific maintenance
procedures to maintain peak system efficiency
and prevent mechanical failure.
The MACK Preventive Maintenance Program is

arranged in A, B, C and D order:
앫 Schedule A is a light inspection.
앫 Schedule B is a more detailed check.
앫 Schedule C is a heavy inspection and
adjustment.
앫 Schedule D is a comprehensive inspection
and adjustment.
SYSTEM MAINTENANCE
Inspection Schedule
Inspect the air system for leaks by fully pressurizing the system, releasing the parking brakes, and A, B, C, D
observing any pressure drop as indicated by the dashboard air pressure gauge. Pressure drop
should be less than 2 psi per minute for a truck, or less than 3 psi per minute for a tractor/trailer
combination. Make a full treadle application and check again for leaks by observing the air
pressure gauge. Pressure drop should not exceed 3 psi per minute for a truck or 4 psi per minute
for a tractor/trailer combination.
With air system fully charged, block the wheels, release the parking brakes, then drain reservoirs A, B, C, D
slowly and completely. Spring brakes should apply automatically when air pressure decreases to
40 psi (276 kPa).
Check alcohol evaporator reservoir level (if so equipped). Add fluid if necessary. (Use only A, B, C, D
188 proof methanol alcohol.) Check that the connections are tight.
Check the treadle valve pivot pin and plunger for freedom of movement. Lubricate the plunger and A, B, C, D
make sure the treadle valve is securely mounted and structurally sound. For floor-mounted treadle
valves, clean any debris from around the valve.
Check air dryer for proper operation. Consult the air dryer manufacturer’s service literature for B, C, D
recommended service intervals and procedures.
Check the condition of all brake hoses. Check for interference and/or chafing. B, C, D
Check mounting of air reservoirs. C, D
Perform dual circuit brake test. C, D
Page 183
MAINTENANCE
AIR SYSTEM COMPONENT MAINTENANCE
Inspection Schedule
Compressor
Check for proper operation. Build-up time from 85–100 psi (586–690 kPa) should not exceed A, B, C, D
25 seconds (at maximum governed, no-load speed). Rapidly cycle brake treadle valve until
reservoir pressure drops below 105 psi (620 kPa). Note and record pressure at which governor
cut-in occurs — should be 110–115 psi (100–105 for chassis prior to 3/15/95).
Governor cutout should occur when pressure reaches 125–135 psi (861–930 kPa) (115–125 psi A, B, C, D
[793–862 kPa] for chassis manufactured prior to 3/5/95). Note and record pressure at which
governor cutout occurs. Check operation of the low-air pressure indicator lamp and the audible
low-air buzzer.
Glad Hands
Check couplings for defects that may affect sealing. Repair or replace as necessary. A, B, C, D
Governor
Check governor cut-in/cut-out operation, and test for excessive leakage. Replace if necessary. C, D
Low-Pressure Indicator, Stoplight Switch
Check lamps and electrical connections. B, C, D
Check operation and test for excessive leakage. Replace if necessary. B, C, D
Trailer Supply Valve, Tractor Parking Brake Control Valve, Parking Control Valve, Trailer
Control Valve
Check Valves, Double Check Valves, Automatic Drain Valve
Treadle Valve, Quick Release Valve(s), Ratio Valve(s), Pressure Protection Valve, Tractor
Protection Valve, Spring Brake Control Valve, Relay Valve(s), Hand Control Valve,
Inversion Valve, Bobtail Proportioning Relay Valve
Page 184
MAINTENANCE
Dual-Circuit Brake System Function TRACTOR:
Test 앫 The brakes on either the steering axle
or the rear drive axle(s) should always
The following dual-circuit brake system function apply.
test should be performed at each C and D
inspection interval, and after any air system 앫 The low-air warning buzzer and
service procedure involving the disconnecting warning lamp should activate for at
and reconnecting of air lines where the possibility least two of the tests.
of incorrect reconnection exists, such as at the
treadle valve. Repeat the above procedures for the remaining
air reservoirs on the chassis. (Do not include
1. Block the wheels to prevent the vehicle from reservoirs for the air starter if the chassis is so
moving. equipped.)
3. Stop the engine.
4. Completely drain one of the air reservoirs.
5. Release the parking brakes, then fully apply
and hold the brake treadle.
6. Have an assistant check for proper results
by observing movement of the slack
adjusters as indicated below.
TRUCK:
앫 The brakes on the rear drive axle(s)
should always apply.
앫 The low-air warning buzzer and
warning lamp should activate for at
least two of the tests.
Page 185
NOTES
Page 186
REPAIR INSTRUCTIONS
REPAIR INSTRUCTIONS
Page 187
REPAIR INSTRUCTIONS
ANTI-LOCK BRAKE SYSTEM Front-Axle Speed Sensor
COMPONENT REMOVAL AND Installation
INSTALLATION 1. Connect the sensor cable to the chassis
harness.
2. Reinstall any fasteners and tie-wraps used
to hold the sensor cable in place.
Prevent serious eye injury by always wearing
safety glasses when performing vehicle 3. Apply lubricant to the sensor spring clip and
service or maintenance. Drain air system sensor body. Lubricant must be mineral
pressure before disconnecting any oil-based, containing molydisulfide, and
components, as pressurized air can cause have excellent anti-corrosion and adhesion
serious personal injury. characteristics. This lubricant must be
capable of continuous function within a
temperature range of −40°F to 300°F (−40°C
to 150°C). A quantity of approved
Front-Axle Speed Sensor Removal ArvinMeritor™ WABCO lubricant is included
with all replacement sensors.
1. Apply the parking brakes and block the
wheels to prevent the vehicle from moving. 4. Push the sensor spring clip into the steering
knuckle, making sure that the flange stops
2. Remove the sensor from the steering are on the inboard side of the vehicle.
knuckle by grasping the sensor head and 194
using a twisting motion, if necessary, to pull
the sensor from the knuckle. DO NOT
attempt to remove the sensor by pulling on
the sensor cable.
193
Figure 194 — Properly Installed Sensor Spring Clip
5. Push the sensor completely into the sensor

spring clip until it contacts the tone wheel.
Figure 193 — Removing Sensor
3. Remove any fasteners and cut any tie-wraps

that secure the sensor harness to frame or There is no air gap adjustment required for the
suspension components. wheel speed sensors. The sensor self-adjusts
during the first wheel rotation.
4. Disconnect the sensor cable from the
chassis harness. 6. Remove the blocks from under the wheels.
5. Remove the sensor spring clip from the
steering knuckle.
Page 188
REPAIR INSTRUCTIONS
Rear-Axle Speed Sensor Removal 7. Remove the sensor spring clip from the
mounting block.
1. Apply the parking brakes and block the 196
wheels to prevent the vehicle from moving.

2. On the side of the vehicle from which the
sensor must be removed, raise the wheel off
the ground and support the axle on
jackstands of adequate capacity to support
the weight.
DO NOT work on or under a vehicle that is

supported only by hydraulic jacks, as they
can slip or fail unexpectedly, causing serious
personal injury.
3. Back off the slack adjuster to provide

clearance between the brake shoes and
brake drum. Refer to the information on
slack adjusters in “BRAKE ADJUSTMENT”
on page 196 for complete instructions.
4. Remove the wheel and tire assembly.
Figure 196 — Removing Sensor Spring Clip
5. Remove the brake drum.
6. Remove the speed sensor from the 8. Disconnect any fasteners or cut any
mounting block by grasping the sensor head tie-wraps that secure the sensor to any
and using a twisting motion, if necessary, to frame or suspension components.
pull the sensor. DO NOT attempt to remove 9. Disconnect the sensor cable from the
the sensor by pulling on the sensor cable. chassis harness.
195
Figure 195 — Removing Sensor
Page 189
REPAIR INSTRUCTIONS
Rear-Axle Speed Sensor Installation 6. Reinstall any fasteners and replace any
tie-wraps that secured the sensor cable/
1. Apply lubricant to the sensor spring clip and harness.
the sensor body. Lubricant must be mineral 198
oil-based, containing molydisulfide, and

have excellent anti-corrosion and adhesion
characteristics. This lubricant must be
capable of continuous function within a
temperature range of −40°F to 300°F (−40°C
to 150°C). A quantity of approved
ArvinMeritor™ WABCO lubricant is included
with all replacement sensors.
2. With the flange stops on the sensor spring
clip facing the inboard side of the chassis,
install the spring clip into the sensor
mounting block until it stops.
197
Figure 198 — Properly Routed Sensor Cable/Harness
7. Reinstall the brake drum.

8. Adjust the brakes. Refer to “BRAKE
ADJUSTMENT” on page 196.
9. Reinstall the wheels and torque the wheel
nuts to specification. Refer to the Wheels,
Rims and Tires Service Manual, 15-101, or
the Maintenance and Lubrication, TS494
manual, for wheel installation procedures
and wheel nut torque specifications.
10. Remove the jackstands and lower the
Figure 197 — Sensor Spring Clip Flange Stops vehicle to the ground. Remove the blocks
from under the wheels.
3. Insert the speed sensor into the spring clip
and push in completely until contacting the
tone wheel.
No air gap adjustment is required for the wheel

speed sensors. The sensor self-adjusts during
the first wheel rotation.
4. Insert the sensor cable through the hole in

the brake spider and housing flange. Then
route the cable to the frame rail. Be sure to
route the cable in a way that prevents
pinching or chafing and allows sufficient
movement for suspension travel.
5. Connect the sensor cable to the chassis
harness.
Page 190
REPAIR INSTRUCTIONS
ABS Valve Removal 4. Disconnect the air lines from port No. 1
(supply) and port No. 2 (delivery) of the ABS
1. Apply the parking brakes and place blocks valve.
under the wheels to prevent the vehicle from
moving. 5. Remove the two mounting bolts and nuts
that secure the ABS valve to the frame.
2. Completely drain the air system. Then remove the valve.
200
3. Disconnect the harness connector from the
ABS valve that is to be removed.
199
Figure 199 — ABS Valve
Figure 200 — Removing the ABS Valve
Page 191
REPAIR INSTRUCTIONS
ABS Valve Installation ATC Valve Removal
202
Moisture adversely affects ABS/ATC systems, as

well as standard brake systems. Follow accepted
installation procedures to prevent moisture
contamination when installing air lines and
valves. Use thread sealant where applicable.
1. Using the two mounting bolts and nuts,

install the ABS valve to the frame. Torque
the mounting bolts to 18 lb-ft (24 N폷m).
2. Connect the supply line to port No. 1 of the
ABS valve and the delivery line to port No. 2.
201
Figure 202 — ATC Valve

Figure 201 — ABS Valve Ports
1. Make sure the ignition switch is OFF, apply
3. Reconnect the ABS valve wire harness. the parking brakes, and block the wheels to
prevent the vehicle from moving.
4. Test the valve installation as follows:
2. Completely drain the air system.
a. Start the engine and build system
pressure to governor cutout. Then shut 3. Disconnect the harness from the ATC valve.
off the engine. 4. Disconnect the supply line from port No. 1
b. Apply a soap-and-water solution to the and the delivery line from port No. 2 of the
air line connections of the ABS valve ATC valve.
and around the valve body, and check 5. Remove the two mounting bolts and nuts
for leaks. that secure the ATC valve to the chassis.
c. Turn the ignition switch to ON position 6. Remove the ATC valve.
and listen for the modulator valve cycle.
If the valve fails to cycle, check the
electrical connection. If the connection
is OK, refer to “ANTI-LOCK BRAKE
SYSTEM (ABS)” on page 155.
d. Remove the blocks from under the
wheels. Then operate the vehicle and
verify that the ABS indicator lamp
operates properly.
Page 192
REPAIR INSTRUCTIONS
ATC Valve Installation REPLACEMENT OF ABS
1. Using the two mounting bolts and nuts, CHASSIS HARNESSES
install the ATC valve to the chassis. Splicing or repairing of Anti-lock Brake System
2. Tighten the two mounting bolts to 10 lb-ft (ABS) chassis harnesses (cables) is not
(24 N폷m). recommended. On chassis where the ABS
harness is damaged, individual universal
3. Connect the supply line to port No. 1 and the harnesses are available through the MACK Parts
delivery line to port No. 2 of the ATC valve. System to replace specific harnesses that are
4. Reconnect the harness connector to the damaged. These cables are supplied with special
ATC valve. connectors on one end which are required to
attach to the modulator valve, wheel speed
5. Test the ATC valve as follows: sensor cable or Automatic Traction Control (ATC)
a. Start the engine and build air system valve.
pressure to governor cutout. Then shut
off the engine. Instructions for installing the replacement
harnesses are as follows:
b. Apply the brakes and apply a
soap-and-water solution to the air line 1. After identifying the damaged harness,
connections and around the valve body remove the clamps and harness ties that
to check for leaks. secure the harness in place on the chassis.
Save all clamps for reinstallation after the
c. Remove the blocks and operate the new harness has been routed in place.
vehicle to verify that the ABS indicator
lamp operates properly. 2. Begin the installation by attaching the
replacement harness to the modulator valve,
wheel speed sensor or ATC valve,
WHEELBASE CHANGES ON depending on which harness is being
ABS-EQUIPPED VEHICLES replaced.
Whenever wheelbase changes are made to a 3. Carefully route the new cable following the
chassis equipped with ABS, the ABS components same path as the old cable. Clamp and tie
for the rear axle(s) must be moved to correspond the cable in place.
with the increase or decrease in wheelbase 4. After the replacement cable has been routed
length. The relationship between the rear and clamped in place, cut and install new
suspension and the ABS modulator valve must Deutsch terminals on the cable. Refer to
be kept the same. Additionally, the rear axle Figure 203 for the correct terminal pin
service brake relay valve should also be moved positions in the bulkhead connector.
so that the same distance between the modulator
valve and relay valve is maintained.
Cutting and splicing the ABS wire harnesses is

not recommended or approved by Mack Trucks,
Inc. When wheelbase changes are made,
extension harnesses for the modulator valves
and wheel speed sensors are available through
the MACK Parts System. Use these extension
harnesses, rather than attempting to cut and
splice existing harnesses.
Page 193
REPAIR INSTRUCTIONS
203
Figure 203 — Harness Connector Pin Configuration for Bulkhead Connectors
Page 194
REPAIR INSTRUCTIONS
5. Connect the harness to the bulkhead
connector and make sure the protective boot
is properly installed.
6. If an incorrect connection is made when
installing a wheel speed sensor or ATC
valve harness, a fault code will be displayed
when the ignition switch is turned ON. If an
ABS modulator valve is replaced, however,
use the appropriate diagnostic tools
(ArvinMeritor™ WABCO or Bendix) to test
ABS modulator valve functionality before
returning the vehicle to service.
Page 195
REPAIR INSTRUCTIONS
BRAKE ADJUSTMENT Slack adjusters are either manual or automatic.
Manual slack adjusters require periodic
adjustment to maintain proper brake
Manual and Automatic Slack shoe-to-drum clearance and air chamber stroke.
Adjusters Automatic slack adjusters adjust automatically
during normal service brake applications to
DESCRIPTION compensate for normal brake lining wear and
Slack adjusters are used on cam or disc brake maintain proper stroke and brake shoe-to-drum
systems to convert the linear force applied by the clearance. All slack adjusters operate on a worm
air chambers into the rotary force (torque) shaft and gear principle.
necessary to bring the brake shoes (or pads) into
contact with the brake drums (or rotors). The
204
slack adjuster is installed over the splines of the
S-cam (powershaft on disc brakes) and secured
to the air chamber push rod with a clevis.
Figure 204 — Manual and Automatic Slack Adjusters
Page 196
REPAIR INSTRUCTIONS
205
Automatic slack adjusters, which are designed to

maintain proper brake chamber push rod travel
and compensate for brake lining wear during
normal use, have been required on all air
brake-equipped vehicles since October 1994.
Manual adjustment of an automatic slack adjuster
should never be performed except when
performing brake or wheel service (such as
backing off the brake shoes for wheel removal,
brake shoe relining/replacing, brake drum
reconditioning, etc.). When push rod travel
exceeds specifications (Maximum Allowable
Stroke as given in table on page 204) on a vehicle Figure 205 — Incorrect Adjustment
equipped with automatic slack adjusters, a
mechanical problem with the slack adjuster, brake 206
components or improper installation of the slack

adjuster are indicated.
In general, manually adjusting an automatic slack

adjuster to bring push rod travel back within
specifications is masking a mechanical problem,
not repairing it. Additionally, routine adjustment of
most automatic slack adjusters will likely result in
premature wear of the adjuster. If automatic slack
adjusters are found to be out of adjustment, it is
recommended that the vehicle be taken to the
nearest repair facility as soon as possible to have
the problem investigated and corrected.
Figure 206 — Correct Adjustment

Slack Adjuster Maintenance 5. Measure the push rod stroke. Stroke should
PRELIMINARY SLACK ADJUSTER CHECKS be as short as possible without allowing the
(MANUAL AND AUTOMATIC) brakes to drag. Refer to “Adjusting Stroke”
on page 204 for measurement procedures.
Perform the following service tests:
1. Apply the brakes and check that the slack Automatic slack adjusters are designed to
adjusters rotate freely and without binding. compensate for brake lining wear and maintain
proper air chamber stroke by automatically
2. Release the brakes and check that the slack adjusting during normal brake applications.
adjusters return to the released position Automatic slack adjusters should never require
freely and without binding. manual adjustments while in service. However,
3. With the brakes released, check that the periodic measurements should be made as part
angle formed by the slack adjuster arm and of routine brake system maintenance to ensure
the push rod is greater than 90 degrees. proper slack adjuster operation.
4. With the brakes applied, check that the
angle formed by the slack adjuster and the
push rod is 90 degrees. The angle formed
by the push rod and the flat surface of the
brake chamber should also form a
90-degree angle.
Page 197
REPAIR INSTRUCTIONS
The only time automatic slack adjusters should AUTOMATIC SLACK ADJUSTERS
be adjusted is during installation or removal, or
Haldex Automatic Slack Adjusters
after backing off the adjusters to provide 208
clearance when removing the brake drums for
brake service. If an automatic slack adjuster
cannot maintain proper air chamber stroke, it
must be removed and repaired, or replaced as
necessary.
Maintaining proper brake adjustment cannot be

accomplished by the slack adjuster alone. Other
brake system components have a direct bearing
on the proper operation of the slack adjusters.
Therefore, it is necessary to inspect the following
components before assuming that an automatic
slack adjuster is at fault:
앫 Air Chambers — Check that the air
chambers are securely mounted and that
proper alignment is maintained to avoid
interference between the chamber push rod
and the chamber housing.
앫 Camshafts — Check the camshaft bushings
for wear. A worn camshaft bushing
increases push rod travel.
207
Figure 208 — Haldex Slack Adjuster Cutaway
Inspect the slack adjuster for the following:

1. Inspect the slack adjuster mounting bracket
for damage and make sure it is tight.
2. Check that the control arm is in the full
release position.
3. Check the slack adjuster for damage.
Figure 207 — Camshaft
4. Check the de-adjustment torque of the
앫 Wheel Bearing Adjustment — Proper one-way clutch by placing a torque wrench
wheel bearing adjustment is necessary to on the manual adjusting nut and turning
maintain proper alignment between the counterclockwise. If the nut turns at a torque
brake drums and the brake shoes. Wheel less than 13 lb-ft (18 N폷m), the one-way
bearing end play must be maintained clutch is slipping, making it necessary to
between 0.001–0.005 inch replace the slack adjuster. (When backing
(0.025–0.13 mm). Refer to Master Manual off the adjusting nut, a ratcheting sound
section 15-701, Wheel Bearings Service should be heard.)
Manual, for wheel bearing adjustment
procedures.
Page 198
REPAIR INSTRUCTIONS
Check slack adjuster operation as follows:
210

moving.
2. Release the spring brakes.
3. Check that the push rods are fully retracted.
209
Figure 210 — Checking Slack Adjuster Operation
5. Fully apply, then release the service brakes.

During release, observe if the manual
adjusting nut rotates. (It may be easier to
detect rotation by placing a wrench on the
adjusting nut.) The rotating adjusting nut
Figure 209 — Backing Off Slack Adjuster indicates that the slack adjuster is
automatically adjusting to compensate for
4. Create an excessive clearance between the the excessive clearance between the brake
brake shoes and the brake drum by turning shoes and brake drum. On each subsequent
the manual adjusting nut counterclockwise. brake application and release, the amount of
(When backing off the adjusting nut, a adjustment should be reduced until the
ratcheting sound should be heard.) desired clearance is obtained.
6. With the brakes released, check that the
angle formed by the slack adjuster arm and
the push rod is greater than 90 degrees.
Page 199
REPAIR INSTRUCTIONS
ArvinMeritor™ Automatic Slack Adjusters 2. Inspect the slack adjuster boots for damage.
211
If damage is evident, install a new boot after
first inspecting the condition of the grease
inside the slack adjuster. If the grease is dry
or contaminated, or if the slack adjuster pawl
or actuator is dry or worn, the slack adjuster
must be removed, disassembled and
repaired.
3. Check for heavy corrosion or contamination
around the splines and retainer ring. Clean
the area as necessary. Also check for
excessive movement between the slack
adjuster and the S-cam (or powershaft on
disc brakes). Repair or replace worn or
damaged parts.
212
Figure 211 — ArvinMeritor™ Automatic Slack Adjuster

Cutaway
Figure 212 — Splined Shaft
1. Check the in-service free stroke and the
adjusted chamber stroke. Refer to
“ARVINMERITOR™ AUTOMATIC SLACK
ADJUSTERS” on page 205 for
measurement procedures.
Page 200
REPAIR INSTRUCTIONS
Bendix Automatic Slack Adjusters Check slack adjuster operation as follows:
213
moving. Release the parking brakes.
2. Apply and release the service brakes
several times and observe that the slack
adjusters and external components move
freely and without binding.
3. Check the brake chamber stroke. Refer to
“Adjusting Stroke” on page 204 for
앫 If the brakes do not fully release when
the chamber push rod is fully retracted
and the measured stroke for a full
service brake application is less than
1-1/4 inches, the slack adjuster may be
overadjusting and should be removed
and replaced.
앫 If the measured push rod stroke is
greater than 1-1/4 inches and the
brakes do not completely release when
the brake chamber air is exhausted, a
problem with the service brakes is
indicated and must be identified and
corrected.
앫 If the measured push rod stroke
exceeds the recommended maximum
operating stroke, the slack adjuster
Figure 213 — Bendix Automatic Slack Adjuster Cutaway may be underadjusting. Check the
linkages for physical damage or
Inspect the slack adjuster for the following: excessive wear, and replace as
앫 Test the adjusting mechanism torque by necessary. If no damage to the linkage
inserting a 3/8-inch square drive torque is evident, check the brake assemblies
wrench into the adjusting crank socket and for excessive camshaft movement,
turning in the opposite direction of the arrow cracked or broken brake chamber
stamped on the face of the housing. If the brackets, or oversized drums. Repair or
torque required to back off the crank is replace as necessary. If none of the
greater than 50 lb-ft (68 N폷m), replace the above conditions exist, replace the
slack adjuster. slack adjuster.
Page 201
REPAIR INSTRUCTIONS
GUNITE AUTOMATIC SLACK ADJUSTERS 4. Check the adjusting mechanism torque by
214 using a torque wrench and a 7/16″ socket to
turn the adjusting hex counterclockwise.
Note the amount of torque it took to rotate
the adjusting hex counterclockwise.
If the adjusting hex did not rotate clockwise
when the brakes were applied and released
during step 3, or if less than 15 lb-ft (20 N폷m)
of torque was required to rotate the adjusting
hex counterclockwise, the slack adjuster
must be replaced.
If the adjusting hex rotated clockwise when
the brakes were applied and released, and a
torque greater than 15 lb-ft (20 N폷m) was
required to turn the adjusting hex
counterclockwise, the slack adjuster is
functioning properly.
5. Readjust the brakes.
Figure 214 — Gunite Automatic Slack Adjuster
1. Boot 3. Adjusting Hex

2. Grease Fitting

앫 Check the slack adjuster housing for
structural damage, and also check for a
worn clevis, clevis bushing and a torn or cut
boot. Replace as required.
Check slack adjuster operation as follows:

1. Using a 7/16″ box wrench on the adjusting
hex, turn the hex counterclockwise 3/4 turn.
A ratcheting sound should be heard when
the adjusting hex is rotated
counterclockwise.
2. Make a chalk mark on the adjusting hex.
3. Apply and release the service brakes
several times while watching the adjusting
hex. The hex should rotate clockwise during
this test.
The adjustment is intentionally made in small

increments, so it will take several brake
applications to bring the slack adjuster back
within stroke specifications.
Page 202
REPAIR INSTRUCTIONS
Slack Adjuster Lubrication
Lubricate the slack adjusters at each scheduled chassis lubrication interval. Apply a sufficient amount of
grease to the fitting to completely fill the slack adjuster body cavity.
215
Figure 215 — Slack Adjuster Lubrication Points
Page 203
REPAIR INSTRUCTIONS
Adjusting Stroke
217
MEASURING PUSH ROD TRAVEL

1. With the brakes released, measure the
distance between the flat surface of the
brake chamber to the center of the push rod
clevis pin.
216
Figure 217 — Measuring Distance “B”

Figure 216 — Measuring Distance “A”
4. Subtract the measurement made with the
2. Make and hold a full brake treadle brakes released from the measurement
application. made with the brakes applied. The
difference is the stroke.
3. With the brakes applied, again measure the
distance between the flat surface of the 5. Compare the stroke measurement with the
brake chamber to the center of the push rod maximum allowable stroke shown in the last
clevis pin. column of the following table.
Effective Diaphragm Overall Diameter Maximum Allowable

Type Area (Square Inches) (Inches) Stroke (Inches [mm])
Clamp and Stamped 9... 9 5-1/4 1-3/8 [35]
Ring Type
12... 12 5-11/16 1-3/8 [35]
16... 16 6-3/8 1-3/4 [44]
20... 20 6-13/16 1-3/4 [44]
24... 24 7-1/4 1-3/4 [44]
24L... 24 7-1/4 2 [51]
30... 30 8-1/8 2 [51]
36... 36 9 2-1/4 [57]
Rotochambers 24... 24 7-1/32 1-7/8 [48]
Manual slack adjusters must be adjusted

whenever the actual push rod applied stroke
exceeds the maximum allowable stroke. With
automatic slack adjusters, investigate and correct Proper brake adjustment must be maintained
the probable cause if actual push rod applied for the safe operation of the truck.
stroke exceeds the maximum allowable stroke.
Do not attempt to operate an automatic slack
adjuster as a manual adjuster.
Page 204
REPAIR INSTRUCTIONS
After proper adjustment, apply the brakes.
Block the wheels that remain on the ground.

Raise the axle to be adjusted and support on
All wheels must be on the ground before the
safety stands.
brakes are applied.
앫 Support the front axle under the axle
housing or the center of the axle.
The slack adjuster arm and brake chamber push
앫 Support the rear axle under the lower rod should form a 90-degree angle. The brake
spring trunnion. chamber push rod should also form a 90-degree
Release the parking brake while adjusting the angle with the flat mounting surface of the brake
brakes. chamber. All slack adjusters on the vehicle must
be at the same angle.
MANUAL SLACK ADJUSTERS ARVINMERITOR™ AUTOMATIC SLACK

218 ADJUSTERS
The brakes must be readjusted after any
operation involving the removal and reinstallation
of the slack adjusters, or if the adjustment has
been backed off for any reason. DO NOT rely on
automatic slack adjusters to take up excess initial
clearance.
Slack Adjuster Free Stroke
Spring brake chambers must be manually caged,

and there must not be any air pressure in the
service portion of the chambers before measuring
Figure 218 — Manual Slack Adjuster
free stroke.
Position the wrench over the adjusting screw and

depress the adjusting lock sleeve BEFORE
attempting to turn the adjusting screw. With the
brake chamber push rod in the released position, Make sure the spring brakes are uncaged before
turn the adjusting screw until the brake linings are returning the vehicle to service.
against the brake drum. Back off the adjusting
screw 1/4 turn or until the wheel rotates freely (a
light drag may still be felt when rotating the
wheel). When the adjustment is complete, be
sure the locking sleeve is returned to its locked Pawls on old-style ArvinMeritor™ automatic slack
position by allowing the sleeve to engage the hex adjusters must be removed when manually
head of the adjusting screw. adjusting the brakes or damage to the pawl teeth
may result. New-style pawls are spring-loaded
and need only be pried out 1/32 inch to
disengage. The pawl automatically re-engages
when the pry bar is removed.
Because of different applications and slack
adjuster mounting, always make sure the
adjusting screw is being turned in the proper
direction to adjust the brakes.
Page 205
REPAIR INSTRUCTIONS
Setting Free Stroke
220
Before attempting to turn the manual adjusting

nut, remove or disengage the pawl.
219
Figure 219 — Setting Free Stroke
Set the stroke to its approximate length and set

the lining-to-drum (or brake pad-to-rotor)
clearance as follows:
Turn the manual adjusting nut clockwise until the Figure 220 — Measuring Free Stroke
brake linings contact the drum or disc rotor. Then:
The difference between the two measurements is
앫 Turn the nut 1/2 turn counterclockwise for the free stroke.
drum brakes.
앫 Drum brake free stroke = 1/2–5/8 inch
앫 Turn the nut 3/4 turn counterclockwise for (12.7–15.9 mm)
disc brakes.
앫 Disc brake free stroke = 3/4–7/8 inch
Measuring Free Stroke (19.1–22.2 mm)
1. Measure the distance from the bottom flat Adjusting Free Stroke
surface of the air chamber to the center of
the large clevis pin. Adjust the free stroke by turning the adjusting nut
2. Using a pry bar inserted in the clevis in 1/8-turn increments.
between the large and small clevis pins,
move the slack adjuster until the brake
linings contact the brake drum (or disc rotor).
Before attempting to turn the manual adjusting
3. Again measure the distance from the bottom nut, remove or disengage the pawl.
flat surface of the air chamber to the center
of the large clevis pin.
Page 206
REPAIR INSTRUCTIONS
221
moving. Then release the parking brakes.

2. Turn the manual adjusting nut until the brake
linings contact the brake drum.
222
Figure 221 — Adjusting Free Stroke
앫 Turning the nut clockwise lengthens stroke

length.
앫 Turning the nut counterclockwise shortens
stroke length.
After properly setting the free stroke, verify the

correct installation of the slack adjuster or proper
operation of the brakes by checking the adjusted
stroke.
Refer to “Adjusting Stroke” on page 204 for

When measuring adjusted stroke, the applied Figure 222 — Haldex Slack Adjuster
pressure must be between 80 and 90 psi. If the
vehicle is not equipped with an application gauge, 3. Back off the adjusting nut 1/2 turn.
pressurize the reservoirs to 100 psi. A full brake
application with a reservoir pressure of 100 psi
gives an application pressure of 80 to 90 psi at
the air chambers.
A minimum torque of 13 lb-ft (17.6 N폷m) is
required to overcome the one-way clutch. A
After properly setting the chamber stroke, ratcheting sound should occur while the adjusting
reinstall the pawl assembly, and torque the nut is being turned counterclockwise.
capscrew to 15–20 lb-ft (20–27 N폷m).
4. After properly setting the slack adjuster,
measure the adjusted stroke. Refer to
HALDEX AUTOMATIC SLACK ADJUSTERS
The brakes must be readjusted after any measurement procedures.
operation involving the removal and reinstallation
of the slack adjusters, or if the adjustment has
been backed off for any reason. DO NOT rely on
automatic slack adjusters to take up excess initial
clearance.
Page 207
REPAIR INSTRUCTIONS
BENDIX AUTOMATIC SLACK ADJUSTERS GUNITE AUTOMATIC SLACK ADJUSTERS
The brakes must be readjusted after any The brakes must be readjusted after any
operation involving the removal and reinstallation operation involving the removal and reinstallation
of the slack adjusters, or if the adjustment has of the slack adjuster, or if the adjustment has
been backed off for any reason. DO NOT rely on been backed off for any reason. DO NOT rely on
automatic slack adjusters to take up excess initial automatic slack adjusters to take up excess initial
clearance. clearances.
1. Block the wheels to prevent the vehicle from 1. Block the wheels to prevent the vehicle from
rolling. Release the parking brakes and raise rolling, and then release the parking brakes.
the wheel to be adjusted off the ground so it
2. Turn the adjusting hex extension clockwise
spins freely.
until the brake linings contact the brake
2. Insert a 3/8-inch square drive ratchet into the drum.
adjusting crank socket.
3. Back off the slack adjuster by turning the
3. While spinning the wheel, turn the adjusting adjusting hex counterclockwise
crank in the direction indicated by the arrow approximately 1/2 turn.
stamped on the face of the housing until
wheel rotation stops.
4. Back off the adjustment 3/4 turn in the
opposite direction, or until the wheel spins Approximately 25–30 lb-ft (34–41 N폷m) of torque
freely. will be required to back off the slack adjuster.
When rotating the adjusting hex
counterclockwise, a ratcheting should be heard.
This is normal.
Considerable torque, as much as 50 lb-ft 223
(67.8 N폷m), is required to back off the manual

adjustment.
5. After properly setting the slack adjuster,

measure the adjusted stroke. Refer to
Figure 223 — Slack Adjuster Adjusting Hex
Page 208
REPAIR INSTRUCTIONS
4. After backing off the slack adjuster, measure Free stroke should be 3/8″–5/8″
the stroke by measuring the distance (9.53–15.88 mm). If free stroke is within
between the face of the air chamber and the specifications, but the applied stroke is
center of the large clevis pin with the brakes too long, check the brakes for problems
released and applied (refer to “Adjusting such as missing or worn components,
Stroke” on page 204). cracked brake drums or improper lining
to drum contact.
5. Measure free stroke. Free stroke is the
amount of movement of the slack adjuster If free stroke is greater than
required to move the brake shoes against specifications, perform the tests
the brake drum. Free stroke is measured as outlined in the section “Slack Adjuster
follows: Maintenance” on page 197.
If free stroke is less than 3/8″
a. With the brakes released, measure the
(9.53 mm), dragging brakes can occur.
distance from the face of the brake
Recheck the brake adjustment
chamber and the center of the large
procedure.
clevis pin.
b. Using a large screwdriver or pry bar as
a lever, move the slack adjuster until
the brake shoes contact the brake
drum. With the brake shoes in contact
with the brake drum, again measure the
distance between the face of the brake
chamber and the center of the large
clevis pin.
224
Figure 224 — Measuring Free Stroke
Page 209
REPAIR INSTRUCTIONS
BRAKE SYSTEM OVERHAUL Technicians who perform brake service work,
which also includes wheel removal and
reinstallation, must wear an air-purifying
Asbestos Fibers Danger respirator with high-efficiency filters that is
approved by NIOSH or MSHA for asbestos dust.
Exposure to airborne asbestos dust particles

poses a potential health hazard. Proper Disposable dust masks are no longer
precautions must be taken and proper approved by OSHA.
equipment must be used by technicians who
perform brake service to minimize the risk of
asbestos exposure and personal injury. OSHA recommends using the enclosed cell
systems, which are equipped with high-efficiency
(HEPA) filters, while performing brake system
The lining material used on many brake shoe service. This type of system totally encloses the
assemblies may contain asbestos. Exposure to brake assembly. Access to the brake assembly is
asbestos poses a potential hazard for technicians gained through sleeves attached to the enclosed
who perform brake service or handle brake lining cell. Compressed air is blown into the enclosure
material. It is essential, therefore, that technicians to clean the brake assembly. A dust-trapping
realize the potential hazards that exist, and know vacuum removes dirty air.
the precautions that can be taken to minimize the
hazards. If an enclosed cell system is not available, brake
service must be performed carefully in the open.
Exposure to airborne asbestos fibers can cause Before removing any parts, vacuum the drums,
serious, and perhaps fatal, diseases such as: backing plates and other related assemblies with
앫 Asbestosis — a chronic lung disease a vacuum cleaner designed to trap asbestos
fibers. The vacuum cleaner must be equipped
앫 Cancer — usually lung cancer with a HEPA filter, and dirt and dust in the cleaner
앫 Mesothelioma — a cancer of the chest or must be disposed of in a manner that prevents
abdominal cavities dust exposure. Any dirt remaining on the brake
assemblies must be removed with a
Symptoms of the above diseases are not usually solvent-soaked rag which is wrung out nearly dry.
seen for 15 to 20 years or more after initial During disassembly, gently place parts on the
asbestos exposure. Additionally, the risk of lung floor to minimize the creation of airborne dust.
cancer among asbestos workers who smoke is
greater than among non-smokers.
Areas where brake service work is performed DO NOT use compressed air to clean dust
should be separate from other service areas. from the brake assemblies.
OSHA requires posting the following notice at the
entrance to areas where asbestos levels exceed
the recommended maximum of 0.2 fibers per Grinding, filing or machining brake linings
cubic centimeter of air (as an 8-hour time exposes the technician to asbestos dust at its
weighted average), or 1.0 fiber per cubic highest level. In addition to wearing an approved
centimeter of air (averaged over a 30-minute respirator, exhaust ventilation must also be
sampling period). provided so exposure to asbestos dust is
maintained below OSHA standards.
“CANCER AND LUNG DISEASE HAZARD:
AUTHORIZED PERSONNEL ONLY.
RESPIRATORS AND PROTECTIVE CLOTHING
ARE REQUIRED IN THIS AREA.”
Page 210
REPAIR INSTRUCTIONS
Work areas should be kept clean by vacuuming Wheel Removal
with an industrial vacuum cleaner equipped with
HEPA filters or by wet wiping. Dry sweeping or
compressed air should NEVER be used. Waste
containing asbestos should be sealed in
containers, such as sealed trash bags, labeled Before performing any maintenance involving
and disposed of as required by EPA and OSHA the removal of the wheel assemblies, take the
regulations. Respirators should be used when following precautions:
emptying vacuum cleaners and handling 앫 Block the wheels that remain on the
asbestos waste. ground to prevent the vehicle from
moving.
Workers should wash before eating, drinking or
smoking, and should shower after work and not 앫 Raise the axle from which the wheel
wear work clothes home. Asbestos fibers should assembly is to be removed, and support
be removed from work clothing by vacuuming with jackstands of adequate capacity.
before laundering. Attempting to remove 앫 When servicing rear brakes, manually
asbestos fibers by shaking clothing should be cage the spring brakes. Apply the
avoided. parking brakes when servicing front
brakes.
Non-Asbestos Fibers Danger
Before attempting to remove the wheel and brake
Brake linings manufactured most recently no
drum assembly, back off the slack adjuster to
longer contain asbestos fibers. In place of
obtain sufficient clearance between the brake
asbestos, these linings contain a variety of
linings and drum.
ingredients including glass fibers, mineral wool, 225
aramid fibers, ceramic fibers and carbon fibers.
At present, OSHA does not regulate these
non-asbestos fibers except as a nuisance dust,
and medical experts do not agree as to the
possible long-term risks of working with and
inhaling them. Some experts, however, feel that
long-term exposure to some of these fibers can
cause diseases of the lung which include
pneumoconiosis, fibrosis and cancer. It is,
therefore, recommended that technicians who
service brake systems use caution to avoid
creating and breathing dust when working on
brakes that contain non-asbestos fibers, and that
the same precautions be used as when working
on brakes that contain asbestos fibers.
Figure 225 — Backing Off the Slack Adjuster
Page 211
REPAIR INSTRUCTIONS
Refer to “Manual and Automatic Slack Adjusters”
226
on page 196.
On chassis equipped with spoke wheels, or

stud-located disc wheels, having
inboard-mounted cast brake drums, it is
necessary to disassemble the hub assembly in
order to remove the brake drums. Wheel bearing
removal for the various axle assemblies that may
be encountered, along with related service and
maintenance information, is covered in the Wheel
Bearings Service Manual, 15-701.
Brake drums can be removed from chassis

having disc wheels (either hub-piloted or
stud-located) without disassembling the hub. For
detailed information concerning wheel removal,
along with all related service procedures, refer to
the Wheels, Rims and Tires Service Manual,
15-101, in the Master Manual.
Drum/Rotor Inspection Figure 226 — Cracked Drum Surface
The friction surface of the brake drums, or rotors,

indicates brake system performance. Examine HEAT-CHECKED DRUMS
the drums or rotors during a brake system Heat checking appears as fine hairline cracks.
overhaul, or any time they are removed. This is a normal condition caused by the constant
heating and cooling of the braking surfaces.
CRACKED DRUMS Thoroughly inspect the drums to be sure that
deep cracks have not developed.
Deep cracks through the entire wall of the brake 227
drum indicate excessive heating and cooling.
Repeated cracking may mean that the drums (or
the entire brake system) are inadequate for the
particular application, or may indicate driver
abuse if the drums and system are correctly rated
for the application. Replace cracked drums
immediately.
Figure 227 — Heat-Checked Drums
Page 212
REPAIR INSTRUCTIONS
OVERSIZED DRUMS
229
This condition is indicated by uneven brake lining

wear. Replace the brake drums and brake shoes
when the drum diameter measurements exceed
allowable limits.
228
Figure 229 — Out-of-Round Drums
GREASE-STAINED DRUMS
Grease stains appear on a brake drum as spots
of discoloration on the braking surface. Also, the
entire brake assembly will most likely be
splattered with oil or grease. Grease staining may
be caused by improper brake cam lubrication,
leaking wheel bearing seals, etc. Repair any oil or
grease leakage and clean the brake assembly
before reassembling. Replace the brake linings if
Figure 228 — Oversized Drums
they are soaked with oil or grease.
230
OUT-OF-ROUND DRUMS
Variations in drum diameter, when measured at
different points on the braking surface, indicate
an out-of-round drum. This condition is also
evidenced as uneven brake lining wear on one
side of the brake shoe. To restore concentricity,
the drum may be machined within allowable
limits. If the drums are beyond allowable limits,
they must be replaced. Do not machine a brake
drum in excess of .080 inch over the dimension
cast into the drum.
Figure 230 — Grease-Stained Drums
Page 213
REPAIR INSTRUCTIONS
HOT SPOTS
232
Hot spots appear on the drum as slightly raised,

dark-colored spots. They may cut grooves into
the lining material or cause uneven lining wear.
Hot spots result when high energy created on the
surface of the drum changes the characteristics
of the metal. Machining may remove the spots,
but if not, the drum must be replaced. Hot
spotting can be avoided by using brake linings
that wear quickly enough to seat uniformly
against the brake drum friction surface. Using
intermittent high-pressure brake applications
rather than low-pressure dragging applications
helps the linings break in without forming
damaging hot spots on the drum.
231
Figure 232 — Scored Drum
POLISHED DRUMS
A polished drum is identified by a mirror-like glaze
on the braking surface. The glaze can be
removed with 80-grit emery cloth. If the problem
persists, check the brake lining material for
proper friction rating. If the brake lining material is
glazed, consider an alternate lining material.
233
Figure 231 — Hot Spots
SCORED DRUMS
The braking surface of a drum that is scored has
a rough appearance as compared to one that is
properly surfaced. A scored drum reduces the life
of the brake linings. If scoring is severe, the drum
may be machined as long as it can be resurfaced
within allowable limits. If the scoring is not
excessive and the inside diameter of the drum is
within specifications, the drum may be reused.
Replace the brake linings and inspect the entire
braking system for excessive amounts of
abrasive material which may be entering the
brake system.
Figure 233 — Polished Drum
Page 214
REPAIR INSTRUCTIONS
EXCESSIVE WEAR BLUE DRUMS
Excessive wear along the edges of the brake Brake drums with a bluish color on the braking
shoe contact area, or in areas coinciding with the surface, severely worn brake lining material, and/
brake lining rivet holes, may be caused by or deformed brake components indicate that
abrasive material that has collected inside the excessive heat is being generated. Excessive
drum. If dust shields are installed, remove the heat is usually caused by dragging brakes or
lower shield to allow any abrasive material to exit severe overloading. Inspect the system for
from inside the brake system. If, however, problems that will not allow the brakes to release
excessive abrasive material collects inside the fully, such as:
system and dust shields are not used, install
앫 Incorrect slack adjuster positioning
shields to prevent abrasive materials from
entering. Check the brake drums for severe 앫 Spring brakes not released completely
scoring, and replace if necessary.
234 앫 Weak or broken return springs
앫 Air system problems
235
Figure 234 — Excessive Wear
Figure 235 — Blue Drum
Page 215
REPAIR INSTRUCTIONS
Cam Brake Shoe Removal
EATON CAM BRAKES (EB AND ES MODELS)
236
Figure 236 — Eaton Brake
Page 216
REPAIR INSTRUCTIONS
Eaton EB-165-5D, 6D, 7D, EB-180-7R and 2. Using an adjustable wrench, screwdriver or
ES-165-7D similar lever, lift the upper shoe to stretch
the return spring. Then remove the upper
1. On model ES-165-7D, pry roller retainer
cam roller and pin.
coiled loop out of both shoe web holes as 238
shown below. Then pivot the roller retainer
to swing loops clear of shoe webs.
EB model brake assemblies do not have roller

retainers.
237
Figure 238 — Removing Cam Roller
Remove roller and roller retainer as a unit on

ES-165-7D brake assembly.
3. Repeat the previous procedures to remove

the lower cam roller and pin.
4. Push the cam end of both shoes toward the
cam, and unhook the brake shoe return
spring. Remove and discard the spring.
Figure 237 — Removing Roller Retainer
Page 217
REPAIR INSTRUCTIONS
239 240
Figure 239 — Removing Brake Shoe Return Spring Figure 240 — Removing Brake Shoe Return Spring:
ES165-D, L, F Models
5. Rotate both brake shoes around the anchor

pin. Then lift the shoes off the pins to
To remove the brake shoe return spring on an remove.
241
ES-165-7D brake assembly, position a lever or
suitable tool with a notch to engage the spring
rod, as shown in Figure 240. Apply downward
force to stretch the spring, allowing removal of the
upper spring hook. Remove and discard the
spring.
Figure 241 — Removing Brake Shoes
Page 218
REPAIR INSTRUCTIONS
Eaton EB-150-4L and ES-150-4L Cam Brakes 4. Rotate lower shoe downward and rotate to
allow disengagement of the shoe retaining
1. Using a large screwdriver, adjustable
spring from the lower shoe web (refer to
wrench or other suitable tool as a lever, lift
Figure 243).
the upper brake shoe to stretch the return 243
spring. Then remove the cam roller.
2. Repeat step 1 to remove the lower cam
roller.
3. Stretch the shoe return spring and unhook it
from the upper shoe web (refer to
Figure 242).
242
Figure 243 — Removing Lower Brake Shoe
5. Rotate upper shoe upward and remove shoe

and shoe retaining spring.
Figure 242 — Removing Brake Shoe Return Spring
Page 219
REPAIR INSTRUCTIONS
ARVINMERITOR™ HEAVY-DUTY “P” BRAKES
244
Figure 244 — ArvinMeritor™ “P” Brake
ArvinMeritor™ “P” cam brakes have removable

245
anchor pins and shoes with closed-end anchor

pin openings.
Anchor pin arrangements may be different on

older and newer style brakes. Some
arrangements may have more parts, but
disassembly and reassembly procedures are all
the same.
1. Remove the anchor pin snap rings, washers,

retainers, felt seals, anchor pin lock bolts
and other parts as necessary.
Anchor pin lock bolts on some brakes may be

safety wired, making it necessary to cut the safety
wire.
Figure 245 — Removing Lock Rings, Retainers, Felts
Page 220
REPAIR INSTRUCTIONS
2. Using a brass drift, remove the upper and 3. Rotate the upper brake shoe around the
lower anchor pin. cam roller, release the return spring and
246
remove the brake shoe.
247
Figure 246 — Removing Anchor Pin

Figure 247 — Removing Upper and Lower Brake Shoes
4. Using a brass drift, remove the lower anchor

pin. Then remove the brake shoe.
Page 221
REPAIR INSTRUCTIONS
ARVINMERITOR™ 16.5-INCH “Q” AND “Q-PLUS” BRAKES
248
Figure 248 — ArvinMeritor™ “Q” Brake
ArvinMeritor™ “Q” and “Q-Plus” brakes have

249
removable anchor pins and bushings and shoes

with open-end anchor pin openings.
1. Push the lower brake shoe downward. Pull
the roller retaining clip to disconnect. Then
remove the cam roller.
Figure 249 — Disconnecting Cam Roller Retainers
Page 222
REPAIR INSTRUCTIONS
2. Lift the upper brake shoe. Then disconnect Cam Brake Component Inspection
and remove the cam roller.
The following topics provide information
3. Lift the lower brake shoe to release tension concerning items of importance to look for when
on the brake return spring. Then remove the performing a brake system overhaul. This
spring. information pertains to both Eaton and
250
ArvinMeritor™ brake systems, and is general in
nature. If more specific information is needed,
consult the service publications for the particular
brake system being serviced.
ANCHOR PINS
Clean all dirt and rust from the anchor pins and
inspect. Replace the pins if worn.
The anchor pin on an Eaton brake system is part

of the brake spider assembly. If anchor pin
replacement is necessary, the complete spider
assembly must be replaced.
BRAKE SHOE SPRINGS

Figure 250 — Removing Return Spring Brake return springs and retaining springs must
be replaced at each brake relining.
4. Rotate the lower shoe backward (about 180 252
degrees) to relieve the tension on the brake

shoe retaining springs. Then remove the
springs and shoes.
251
Figure 252 — Brake Shoe Springs
Figure 251 — Removing Brake Shoes
Page 223
REPAIR INSTRUCTIONS
BACKING PLATE/DUST SHIELD ArvinMeritor™ Brake Spiders
Clean and inspect the backing plate/dust shield, if
Tighten the brake spider attachment bolts to the
equipped. Replace if bent or twisted.
253 torque listed in the following table.
255
Figure 253 — Backing Plate/Dust Shield

Figure 255 — ArvinMeritor™ Spider
BRAKE SPIDERS Bolt Size Torque

Clean and inspect the brake spider assembly. 7/16″-20 60–75 lb-ft (81–102 N폷m)
Visually check for cracks around the attachment 1/2″-20 85–115 lb-ft (115–156 N폷m)
bolt holes and around the cam area. Replace the 9/16″-18 130–165 lb-ft (176–224 N폷m)
spider if defective.
254 5/8″-18 180–230 lb-ft (224–312 N폷m)
Eaton Brake Spiders
Check the anchor pin. If the pin is loose or

grooved more than 0.031 inch (0.79 mm) below
the original surface, the spider assembly must be
replaced.
Figure 254 — Brake Spiders (Eaton Spider Shown)
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REPAIR INSTRUCTIONS
EB-150-4L and ES-150-4L Brake Spiders
257
Tighten the anchor pin reinforcement plate

attaching nuts to 35–40 lb-ft (47–53 N폷m).
256
Figure 257 — Torque Anchor Pin Retaining Nut
On the right-hand brakes, the anchor pin

retaining nut has right-hand threads. On the
left-hand brakes, the retaining nut has left-hand
threads. Make sure to turn the nut in the proper
direction when checking retaining nut torque.
Figure 256 — Torque Reinforcement Plate Nuts
Tighten the anchor pin retaining nut to

475–525 lb-ft (644–712 N폷m). If the anchor pin turns while retaining nut torque
is being checked, the spider assembly must be
replaced.
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REPAIR INSTRUCTIONS
CAMSHAFT INSPECTION
259
Check the spline end of the camshaft for cracks,

signs of wear or deformed splines. Replace as
necessary.
258
Figure 258 — Camshaft
Check the camshaft bushing journals for wear

and signs of corrosion. Replace the camshaft if
visible signs of wear are evident or roughness is
felt in the journal areas.
Inspect the S-cam for cracking, flat spots or

brinelling. Replace as necessary. Figure 259 — Checking Camshaft Radial Play
Using the following procedures, check the If radial play exceeds these maximum
camshaft radial play: specifications, install new camshaft bushings in
1. Mount a suitable dial indicator with the the brake spider, and then recheck play. If radial
plunger referencing the S-cam at the roller play is still excessive, replace the camshaft.
contact area.
2. Zero the dial indicator.
3. Move the camhead radially, back and forth
and note the maximum reading on the dial
indicator.
앫 Eaton Maximum Radial Play —
0.020 inch (0.51 mm)
앫 ArvinMeritor™ Maximum Radial
Play — 0.030 inch (0.76 mm)
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REPAIR INSTRUCTIONS
CAM ROLLERS AND BUSHINGS BRAKE SHOE/LINING INSPECTION
Clean any dirt and rust from the cam rollers, pins When the brake shoes are removed, inspect for
and bushings. Replace if worn. cracks or broken welds on the table or web, loose
260
rivets or elongated rivet holes, and distorted or
twisted table. Replace as necessary.
262
Figure 260 — Cam Roller
AIR CHAMBER BRACKET INSPECTION

Check for a bent, broken or cracked arm and
cracked welds (refer to Figure 261). Replace
bracket if any abnormalities are evident.
261
Figure 262 — Inspecting Anchor Pin and Roller

Recesses (Eaton Shoe Shown)
Check the anchor pin and cam roller recesses (or

holes) in the shoe webs for elongation or signs of
wear. Replace if diameter exceeds specifications.
Refer to the table below.
Figure 261 — Inspecting Air Chamber Bracket Eaton Brakes Roller End Anchor Pin End
All EB 0.836 inch 1.400 inch
Check mounting studs (or bolts) for looseness,
damaged threads or a bent condition. Replace ArvinMeritor™ Brakes — 16.5-inch shoes only. Anchor
pin holes must not exceed 1.009-inch diameter.
mounting stud if any of these conditions are
evident.
Check the lining material for cracks or
contamination. Replace as necessary. Replace
the linings if they are worn to less than 3/16-inch
(4.5-mm) thickness at any point, or within
1/16 inch (1.5 mm) from the rivet heads at any
point.
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REPAIR INSTRUCTIONS
Check the brake shoe span and web
measurements as shown in Figure 263. Replace
any shoes that exceed the specifications.
To maintain balanced braking on the vehicle 263
and to minimize the risk of accidents due to

brake mismatch, all brakes should be relined
at the same time. If complete replacement is
not necessary, be sure that all the linings on
each side of one axle are replaced at the same
time.
Figure 263 — Checking Shoe Span and Web Measurements
BRAKE LINING MATERIAL FRICTION Brake linings have a code consisting of two
COEFFICIENT letters that designate the friction coefficient of the
lining material. The first letter represents the
Brake linings must be of the correct material and
normal coefficient of friction, and the second
friction coefficient for the specific application.
letter represents the hot coefficient of friction.
Additionally, the same type of lining should be
used on each wheel of the same axle.
Code Letter Coefficient of Friction
Linings must be handled carefully to prevent the C Not over 0.15
surface from being contaminated with grease, oil D Over 0.15, but not over 0.25
and other foreign material. E Over 0.25, but not over 0.35
F Over 0.35, but not over 0.45
G Over 0.45, but not over 0.55
H Over 0.55
Page 228
REPAIR INSTRUCTIONS
For example, a lining with a normal friction Cam Brake Shoe Installation
coefficient of 0.37 and a hot coefficient of friction
of 0.48 would be coded “FG.” EATON BRAKES — EB-150-4L AND
ES-150-4L
When brake linings are being replaced, make Make sure all components are serviceable.
sure that the new linings have the same friction
coefficient as the original. 1. Apply a thin film of grease to the cam roller
and anchor pin recesses of each shoe web.
Choose linings of the proper size and proper

friction rating for a specific application. Use the Use only high-temperature waterproof grease
same type of lining for each wheel on the same conforming to NLGI grade 1.
axle. Handle brake linings carefully to prevent the 265
surface from being contaminated with grease, oil
and other foreign material.
264
Figure 265 — Lubricating Cam Roller and Anchor Pin

Recesses
Figure 264 — Friction Coefficient Markings 2. Position the upper shoe on the anchor pin.
Then rotate the shoe downward toward the
S-cam until the shoe is held in place by the
shoe hold-down spring.
3. Hook one end of a new shoe-retaining
spring into the hole in the upper shoe web so
that the coil lays across the anchor pin.
4. Hook the opposite end of the shoe-retaining
spring into the hole of the lower shoe web.
5. Stretch the shoe-retaining spring to allow the
lower shoe to be positioned against the
anchor pin.
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REPAIR INSTRUCTIONS
2. DO NOT lubricate:
266
앫 Cam head surfaces. For efficient

operation, these surfaces must be free
of oil, grease and other contaminants.
앫 Anchor pin recess — single anchor pin
brake shoes.
3. Hook the ends of two new retainer springs
into the holes in both shoe tables. Spring
hooks must be pointing out.
4. Position the upper and lower shoes around
the anchor pin. Refer to Figure 267.
267
Figure 266 — Installing Lower Brake Shoe
6. Rotate the lower shoe into position until the

shoe is retained in place by the shoe
hold-down spring.
7. Hook one end of a new brake shoe return
spring in the hole in the lower shoe web.
8. Using a screwdriver, stretch the shoe return
spring and hook it into the hole in the upper
shoe web.
9. Using an adjustable wrench, screwdriver or
similar tool as a lever, pry the upper shoe to
stretch the return spring. Then insert a new
cam roller on the upper shoe web.
10. Install a new cam roller at the lower shoe
web in the same manner.
EATON BRAKES — EB-165-5D, 6D, 7D/

EB-180-7R AND ES-165-7D Figure 267 — Installing Upper and Lower Brake Shoes
1. Lubricate the following: 5. Install a new shoe return spring.

앫 Shoe roller recess — one-piece roller
앫 Roller ID — two-piece roller
On ES-165-7D brakes, a lever may be required to
assist in hooking the shoe return spring.
Use only high-temperature waterproof grease

conforming to NLGI grade 1.
Page 230
REPAIR INSTRUCTIONS
268 270
Figure 268 — Hooking Brake Shoe Return Spring Figure 270 — Installing Cam Roller
6. For ES-165-7D only, assemble the roller

retainer on the ends of the roller as shown.
269
If drums are oversized or have been resurfaced,

oversize rollers must be used.
Oversize rollers are not available for EB-180

brakes.
For identification purposes, the last three

digits of the part number are stamped on the
roller as shown in Figure 271.
271
Figure 269 — Installing Roller Retainer
7. Using a large screwdriver, adjustable

wrench or similar tool as a lever, pry the
lower brake shoe upward to allow the new
roller and pin (or roller and retainer) into the
lower shoe web.
Figure 271 — Cam Roller Identification
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REPAIR INSTRUCTIONS
Roller part numbers are as follows:
272
074, 234, 523, 524, 525, 526.

EB-165 brakes
Standard roller — 074
1.75-inch oversize — 525
ES-165-7D brakes
Standard roller — 234
8. Recommended procedure for using
oversized rollers is as follows:
앫 If drum inside diameter measures
between 16.500 and 16.530 inches
(16.5-inch brakes), use standard-size
rollers.
between 16.531 and 16.562 inches
(16.5-inch brakes), install standard-size Figure 272 — Installing Roller Retainer
roller. Then when brake linings are
approximately half worn, replace roller 10. Repeat process for upper shoe.
with oversized roller as follows:
EB-165 brakes — 525 roller (1.75-inch
diameter)
ES-165-7D brakes — 523 roller (1.38-inch EB model brakes do not use a roller retainer.
diameter)
between 16.563 and 16.619 inches,
install standard size roller. Then, when
brake linings are approximately half
worn, replace roller with oversized roller
as follows:
EB-165 brakes — 526 roller (1.87-inch
diameter)
ES-165-7D brakes — 524 roller (1.50-inch
diameter)
DO NOT use drums with ID measuring
16.620 inches and larger.
9. For ES-165-7D brakes, position assembly in
roller recess as shown in Figure 272. Then
squeeze retainer loops and swing into
position so that the loops snap into the web
holes. Verify that both retainer loops engage
the web holes before proceeding.
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REPAIR INSTRUCTIONS
ARVINMERITOR™ HEAVY-DUTY “P” 2. Install the anchor pins. Be sure to align the
BRAKES flats on the anchor pins with the locking bolt
holes on the brake spider.
1. Install upper and lower brake shoes, cam 274
rollers and brake shoe return springs.
273
Figure 274 — Installing Anchor Pins
Figure 273 — Installing Upper and Lower Brake Shoes
Differences may be encountered in anchor pin

arrangements. Assembly is still the same.
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REPAIR INSTRUCTIONS
3. Install the felts, felt retainers and lock rings
277
on both sides of each anchor pin.

275
Figure 277 — Lock-Wiring Anchor Pin Locking Bolts
Figure 275 — Anchor Pin Retaining Parts ARVINMERITOR™ “Q” AND “Q-PLUS”
BRAKES
4. Install the anchor pin lock bolts and torque to
19–27 lb-ft (85–120 N폷m).
276
DO NOT intermix standard “Q” and “Q-Plus”

brake components. “Q” and “Q-Plus” components
are marked for easy identification so brake
system components are not intermixed. DO NOT
use “Q-Plus” brake shoes with a standard “Q”
brake camshaft, as the possibility of camshaft
rollover exists under certain operating conditions,
which results in a non-operating brake and
increased stopping distances. Also, the brake
drum may not fit over the “Q-Plus” brake shoes if
the shoes are used with a standard “Q” brake
camshaft. The following illustration shows how to
identify the differences between “Q” and “Q-Plus”
components.
Figure 276 — Installing Anchor Pin Lock Bolt
5. Lock-wire the anchor pin locking bolts.
Page 234
REPAIR INSTRUCTIONS
278
Figure 278 — “Q” and “Q-Plus” Brake Component Identification
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REPAIR INSTRUCTIONS
Later production 16.5″ x 5″ and 6″ front “Q” The new offset-center bar brake-shoe return
brakes now use a standard “Q-Plus” camshaft spring can be used with the hammerclaw design
and offset-center bar return spring rather than the “Q” camshaft.
hammerclaw-style camshaft and straight-center
bar return spring. (Refer to Figure 279.) 1. Position the anchor pin recess of the upper
279 shoe over the anchor pin of the brake spider.
Then rotate the shoe down until resting
against the S-cam.
2. Position the lower brake shoe against the
anchor pin and install two new brake shoe
retaining springs.
281
Figure 279 — New Style

280
Figure 280 — Previously Used Style
Figure 281 — Installing Lower Brake Shoe
DO NOT use the straight-center bar

brake-shoe return spring with the “Q-Plus”
camshaft. This spring can interfere with the
camshaft and affect braking performance,
resulting in serious personal injury.
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REPAIR INSTRUCTIONS
3. Rotate the lower shoe forward and install a
282
new brake-shoe return spring.
Install the new offset-center bar return spring with

the open end of the spring hooks toward the
camshaft as shown in Figure 283.
Figure 282 — Installing Inner and Outer Retaining

Springs
Page 237
REPAIR INSTRUCTIONS
283
Figure 283 — Return Spring Installation
Page 238
REPAIR INSTRUCTIONS
4. Pull each brake shoe away from the S-cam 5. Push the retainer into the brake shoe until
to allow enough clearance for installing the the ears lock into the holes in the shoe
cam roller and retainers. Squeeze the webs.
retainer ears together so that they fit
between the brake shoe webs.
284
For chassis equipped with ArvinMeritor™ disc

brakes, refer to the ArvinMeritor™ service
literature covering disc brake overhaul.
Figure 284 — Installing Cam Roller
Page 239
REPAIR INSTRUCTIONS
AIR SYSTEM CONTAMINANT 8. Repeat the above procedures for the
remaining air reservoirs.
REMOVAL
9. Blow compressed air backward through the
Should the air system become contaminated with one-way check valves until the valves are
oil, dirt or other types of debris, the following free of contamination.
contaminant removal procedures should be used
to protect the air system from additional damage. 10. Remove the dual check valve and blow
clean shop air through the valve until clean.
11. Blow air backward through the air lines
connecting the supply reservoir with the
When removing contaminants from the air service reservoirs until free of
system, do not use chemicals or other types of contamination.
cleaning agents that damage the rubber O-rings
in the valves. 12. Remove the primary and secondary supply
lines from the treadle valve and blow air
backward through the line (from the treadle
valve toward the reservoir) until free of
contamination.
The following contaminant removal procedures
require a source of clean, dry compressed air.
1. Apply the parking brakes. Block the wheels If no oil or other contaminants are found in these
to prevent the vehicle from moving. Then lines (from the treadle valve to the reservoirs), the
completely drain the air system. cleaning procedure is complete. If, however,
2. Disconnect the discharge line from the air contamination is present, check the treadle valve
compressor and air dryer. by removing the lower housing of the valve. If
contamination is found in this location, all
3. Using clean, dry compressed air, blow remaining valves (dashboard push/pull valves,
through the discharge line in the opposite tractor protection valves, dual check valves, etc.)
direction from normal air flow (from the air must be checked for contamination and replaced
dryer toward the compressor) until the line is as necessary. Additionally, all interconnecting
clean. Inspect the discharge line for carbon lines must be cleaned of contamination.
build-up. Since a build-up of carbon in the
discharge would be extremely difficult to 13. Inspect the brake chamber diaphragms for
remove, the existing discharge line should contamination by removing them from the
be replaced, preferably with a new chassis and disassembling.
steel-braided Teflon line.
4. Disassemble the air dryer and service
according to the manufacturer’s
recommendation. Spring brake chambers must be manually
5. Disconnect all the air lines from the supply caged before removing from the chassis and
reservoir, and remove all check valves. disassembling. Consult the information on
Install plugs into the open reservoir ports, brake chambers in “Brake Chambers” on
but leave the reservoir inlet port opened. page 101, as well as the specific chamber
manufacturer’s service literature before
6. Fabricate an air line with a pressure proceeding.
regulating valve that can be installed into the
reservoir inlet port and connected to the
shop air source.
7. Open the reservoir draincock, install the
fabricated air line and regulating valve to the
reservoir inlet port, connect to the shop air
source, and set the pressure to 5–8 psi.
Allow the air to flow through the tank for at
least 30 minutes.
Page 240
REPAIR INSTRUCTIONS
14. Determine and correct the source of high pressure is not available to force the volume
contamination as follows: of air necessary to set the brake shoes against
the drums.
앫 Excessive oil contamination — repair or
replace the air compressor.
An unbalanced air brake system may be caused
앫 Excessive dirt contamination — inspect by air line restrictions, sticking valves due to dirt
air compressor intake source for or corrosion, etc. Therefore, it is necessary to
damage or a malfunctioning filter. recognize the importance of balanced brakes,
and that the brake system must be maintained as
15. Reconnect all air lines and reinstall all check
a unit.
valves, dual check valves and other
components that were removed during these
cleaning procedures. Testing for Balanced Brakes
16. Remove and check the safety valve from the To determine if the brakes are balanced, perform
supply reservoir, and clean or replace as the following test.
required.
17. Before putting the chassis back into service, EQUIPMENT NECESSARY
perform a complete air and brake system
evaluation to ensure proper brake function. 앫 A dual-needle test gauge such as
Perform the dual-circuit brake system Kent-Moore J 42206, Bendix 745-277671, or
function test (see “Dual-Circuit Brake equivalent
System Function Test” on page 185) to verify 앫 Two air line hoses of the same length
that the primary and secondary air circuits (approximately 25–30 feet) equipped with
are connected correctly and functioning suitable fittings to connect to the dual-needle
properly. test gauge and the air system
앫 Two tee fittings
BALANCED AIR BRAKES ON
TRACTOR/TRAILER PROCEDURES
COMBINATIONS 1. Disconnect the delivery line from one of the
On tractor/trailer combinations, the term rear axle service brake chambers. Then
“balanced brakes” means that each brake install the tee fitting into the brake chamber
assembly on the unit applies an equal amount of port.
force in proportion to the load each axle is 2. Connect one of the fabricated air lines to the
carrying. Just as proper load distribution ensures tee fitting. This air line should be long
that each axle of the unit is carrying weight in enough to reach to the center of the trailer.
proportion to its Gross Axle Weight Rating
(GAWR), adjusting the brakes so that they are 3. Reconnect the delivery line to the tee fitting.
“balanced,” ensures that each brake does its 4. Disconnect the delivery line from one of the
proper portion of the total brake application. In trailer service brake chambers. Then install
addition, all the brakes on the unit should apply a tee fitting into the brake chamber port.
simultaneously and should release
simultaneously. 5. Connect the second fabricated air line to the
tee fitting. This air line should also be long
Although there is between 95–100 psi available, enough to reach to the center of the trailer.
most brake applications are made with an 6. Reconnect the delivery line to the tee fitting.
application pressure of approximately 20 psi or
less. A difference of 4–5 psi application pressure 7. Connect the two fabricated air lines to the
between axles may not be significant when dual-needle test gauge.
application pressure exceeds 60 psi, but it 8. Have an assistant slowly make a brake
becomes extremely critical when application treadle valve application, and observe the
pressure is between 15–20 psi. It is also pressure indicated by both needles of the
important to remember that application time is dual-needle test gauge.
increased at lower pressures because a head of
Page 241
REPAIR INSTRUCTIONS
9. Observe the reaction of the gauge needles 앫 Check the brake chambers for broken return
as the assistant releases the brake springs, diaphragms or missing or damaged
application. dust boots. Repair or replace as necessary.
As the brake treadle application is increased, the

COLORED PLASTIC AIR LINES
pressure, as indicated by both needles of the
dual-needle test gauge, should build equally and Colored plastic air lines are used on CXN, CHN,
the maximum application pressure (at a full CX and CH model chassis. Green, red, blue,
treadle application) should be at least 80 psi. The brown, orange, yellow, purple, black and gray
build-up of pressure and exhaust should be lines are used, with green designating primary air
visibly equal between application pressures of 20 circuits and red designating secondary air
and 80 psi. Failure to show equal pressure circuits. The remaining colors designate the
readings indicates an unbalanced air system, and various supply, dual air and accessory control
the cause must be determined and corrected for circuits.
the tractor/trailer combination to function
properly.
After making any necessary corrections and Colored air lines have always been used for the
disconnecting the test equipment, test the transmission shift circuits at the shifter. For a
performance of the brakes while operating the description of the transmission shifter air line
vehicle on the road. With the vehicle fully loaded, color coding, refer to the applicable transmission
make several brake applications to bring the service manual.
brake drums up to normal operating temperature.
If an unbalanced braking condition is still evident,

check the brake system as follows:
It is acceptable to replace a colored plastic air line
with a black plastic line.
Refer to “BRAKE SYSTEM OVERHAUL” on page

210 for complete brake system overhaul
procedures.
앫 Remove all wheels from both the tractor and

trailer. Then examine the drums for signs of
heat checking, scoring, wear and
eccentricity. Eccentricity should not exceed
0.010 inch. Replace or recondition the brake
drums as necessary.
앫 Check the condition of the brake linings and
the tightness of the linings on the shoes.
앫 Check the brake shoe return springs for
equal tension. Replace as necessary.
앫 With the return springs detached, check the
brake shoes for freedom of movement on
the anchor pins.
앫 Check the camshafts, bushings, cam
followers and wear plates. Repair or replace
as necessary.
앫 Check the slack adjusters for binding or
slippage on the camshaft. Repair or replace
as necessary.
Page 242
REPAIR INSTRUCTIONS
The following chart outlines the various air line colors, line sizes and circuit descriptions:
Line Size
Circuit
Identification Inside
Color No. Diameter Designation Circuit Description
Blue 101 0.750″ No. 12 Compressor to Supply Reservoir — 32 cu. ft./min.
425 L/min.
0.625″ No. 10 Compressor to Supply Reservoir — 12 and 15 cu.
ft./min 340 L/min.
Blue 143 0.500″ No. 8 Trailer Service Line
Blue 174 0.250″ No. 4 Governor to Compressor (on chassis with
bulkhead-mounted governors, line Nos. 174 and
228 are one line)
Blue 228 0.250″ No. 4 Air Compressor Unloader Port to Automatic Drain
Valve Control Port (May be Separate Valve or Part
of Air Dryer Assembly)
Red NA 0.250″ No. 4 VTG Oil Coalescing Air Filter, from Shut-Off Valve
(at Pressure Protection Valve) to Filter; from Filter to
VTG Control Valve
Red 107 0.625″ No. 8 Supply, Secondary Reservoir to Treadle Valve
Red 110 0.188″ No. 3 Secondary Reservoir to Low Pressure Indicator and
Air Gauge
Red 128 0.500″ No. 8 Secondary Reservoir to Double Check Valve or
Parking Control Valve with Double Check Valve
0.375″ No. 6 Secondary Reservoir to Double Check Valve or
Red 140 0.375″ No. 6 Trailer Emergency Line
Red 188 0.500″ No. 8 Front Axle Quick Release Valve Delivery to Right
Front Brake Chamber
Red 189 0.500″ No. 8 Front Axle Quick Release Valve Delivery to Left
Front Brake Chamber
Red 190 0.375″ No. 6 Treadle Valve Delivery or Front Axle Quick Release
Valve Delivery to Spring Brake Control Valve
(Control)
Red 199 0.500″ No. 8 Treadle Valve Delivery (Secondary) to Front Axle
Quick Release Valve (Supply)
0.375″ No. 6 Treadle Valve Delivery (Secondary) to Front Axle
Quick Release Valve (Supply)
Red 250 0.250″ No. 4 Air Suspension Height Control Valve Supply
Red 251 0.250″ No. 4 Height Control Valve to Air Spring
Red 293 0.500″ No. 8 Treadle Valve (Secondary) to Trailer Service Double
Check Valve or Tractor Protection Valve with
Double Check Valve
Red 295 0.250″ No. 4 Pressure Protection Valve to Console Manifold
Red 330 0.375″ No. 6 Secondary Reservoir to Parking Control Valve with
Double Check Valve
Red 371 0.500″ No. 8 Front Axle Quick Release Valve Delivery to
Left-Hand ABS Modulator Valve Supply (Port 1)
Red 372 0.500″ No. 8 Front Axle Quick Release Valve Delivery to
Right-Hand ABS Modulator Valve Supply (Port 1)
Red 373 0.500″ No. 8 Left-Hand ABS Modulator Valve Delivery (Port 2) to
Front Axle Brake Chamber
Page 243
REPAIR INSTRUCTIONS
Line Size
Circuit
Red 374 0.500″ No. 8 Right-Hand ABS Modulator Valve Delivery (Port 2)
to Front Axle Brake Chamber
Red 390 0.500″ No. 8 Treadle Valve Delivery to Front-Rear Axle Relay
Valve (Control)
Red 393 0.500″ No. 8 Secondary Reservoir to Front-Rear Axle Relay
Valve (Supply)
Red 437 0.375″ No. 6 Front Axle Quick Release Valve (or Spring Brake
Control Valve Control Port) to Rear Axle Service
Brake Relay Valve Control Port (Secondary Control)
Green 112 0.625″ No. 10 Supply, Primary Reservoir to Treadle Valve
Green 114 0.188″ No. 3 Primary Reservoir to Low Pressure Indicator and Air
Gauge
Green 129 0.500″ No. 8 Primary Air Reservoir to Double Check Valve or
0.375″ No. 6 Primary Air Reservoir to Double Check Valve or
Green 134 0.375″ No. 6 Supply, Primary or Secondary Reservoir to Hand
Control Valve
Green 155 0.250″ No. 4 Primary Reservoir to Front-Rear Axle Relay Valve
(Supply)
Green 182 0.375″ No. 6 Application, Brake Valve Delivery (Primary) to Front
Rear Axle Service Relay Valve
Green 184 0.375″ No. 6 Primary Reservoir to Spring Brake Control Valve
(Res. 1 Port)
Green 185 0.625″ No. 10 Supply, Primary Reservoir to Front Rear Axle
Service Relay Valve
Green 200 0.375″ No. 6 Service Relay Valve Delivery to Spring Brake
Double Check Valve (Inlet) (Anti-compound)
Green 292 0.625″ No. 10 Treadle Valve (Primary) to Trailer Service Double
Double Check Valve
0.500″ No. 8 Treadle Valve (Primary) to Trailer Service Double
Double Check Valve
Green 296 0.500″ No. 8 Primary Reservoir to Primary Extension Reservoir
Green 331 0.375″ No. 6 Primary Reservoir to Parking Control Valve with
Double Check Valve
Green 375 0.625″ No. 10 Service Brake Relay Valve Delivery to Left-Hand
ABS Modulator Valve (Supply, Port 1) or ATC
Double Check Valve
Green 376 0.625″ No. 10 Service Brake Relay Valve Delivery to Right-Hand
ABS Modulator Valve (Supply, Port 1) or ATC
Double Check Valve
Green 377 0.625″ No. 10 Left-Hand ABS Modulator Valve Delivery (Port 2) to
Rear-Rear Axle Service Brake Chamber
Green 378 0.625″ No. 10 Right-Hand ABS Modulator Valve Delivery (Port 2)
to Rear-Rear Axle Service Brake Chamber
Green 381 0.625″ No. 10 Primary Reservoir to Service Brake Relay Valve
Supply (Central Relay 6x4 with 30-30 Chambers)
Page 244
REPAIR INSTRUCTIONS
Line Size
Circuit
Green 433 0.375″ No. 6 Treadle Valve Delivery (Primary) to Traction Control
Solenoid (Port 3)
Green 434 0.375″ No. 6 ATC Valve (Delivery, Port 2) to Rear Axle Service
Brake Relay Valve
Black NA 0.375″ No. 6 Purge Line from Air Dryer to Purge Tank
Black 103 0.500″ No. 8 Supply Reservoir to Primary Reservoir
Black 119 0.500″ No. 8 Supply, Primary or Secondary Reservoir Double
Check Valve to Relay Valve
Black 156 0.250″ No. 4 Air Horn Supply
Black 201 0.375″ No. 6 Spring Brake Double Check Valve Delivery to
Rear-Rear Axle Frame Tee
Black 261 0.250″ No. 4 Control, Air Suspension Application Valve
Black 262 0.375″ No. 6 Supply Line to Air Suspension Height Control
Assembly
0.250″ No. 4 Supply Line to Air Suspension Height Control
Assembly
Black 268 0.375″ No. 6 Supply to Transmission Shift Valve
Black 310 0.250″ No. 4 Secondary Air Supply to Air Suspension Seat(s)
Black 435 0.250″ No. 4 Interwheel Differential Lock Control Solenoid to
Front Rear Axle Differential Lock Port
Brown 139 0.375″ No. 6 Tractor Emergency, Trailer Supply Valve Delivery to
Tractor Protection Valve
Brown 151 0.375″ No. 6 Supply, Primary or Secondary Reservoir Double
Check Valve to Parking Brake Control Valve
Brown 436 0.250″ No. 4 Interwheel Differential Lock Control Solenoid to
Rear-Rear Axle Differential Lock Port
Yellow 130 0.250″ No. 4 Supply Reservoir to Governor Reserve Port
Yellow 136 0.375″ No. 6 Valve Exhaust
Yellow 259 0.250″ No. 4 Fifth Wheel Air Control Switch Delivery
Orange 152 0.250″ No. 4 Supply, Tractor Parking Brake Delivery to Spring
Brake Control Valve (Excluding Four-Wheel
Tractors)
0.375″ No. 6 Supply, Tractor Parking Brake Delivery to Spring
Brake Control Valve (Excluding Four-Wheel
Tractors)
Orange 154 0.250″ No. 4 Spring Brake Control Valve Delivery to Relay Valve
Service (Excluding Four-Wheel Tractors)
Orange 178 0.375″ No. 6 Tractor Parking Brake Delivery to Spring Brake
Double Check Valve (Inlet) (Domestic Tractors
Only)
Gray 135 0.375″ No. 6 Hand Control Valve Delivery to Double Check Valve
or Tractor Protection Valve with Double Check
Valve
Gray 160 0.250″ No. 4 Power Divider Lock-Out Valve Delivery
Purple 425 0.250″ No. 4 From Air Suspension Pilot Valve (N. O. Port) to Air
Gauge
Page 245
REPAIR INSTRUCTIONS
AIR LINE HOSE — Avoid Excessive Torque on Fittings — Unlike
pipe threads, swivel fittings do not depend on
INSTALLATION thread compression to seal. DO NOT overtighten
Flexible air line hose may eventually fail. a swivel fitting, as this will damage the fitting or
However, by following proper installation, sealing surfaces.
clamping and routing procedures, hose life can
be maximized. Also, when selecting an air line An air line should be installed as follows:
hose, make sure that the hose is the same 1. Tighten male pipe ends of hose assemblies
diameter as the hose being replaced. Replacing first, then tighten the swivel fittings.
an air line hose with a different size hose may
affect brake timing. 2. Whenever possible, install any adapters
needed in accessories (as a bench
Avoid Twisting — Hoses are imprinted with a procedure) first.
layline along the length of the hose to help 3. Use an adjustable or open end wrench to
determine if the hose is twisted. The hose is install air hose assemblies. DO NOT use
twisted if the layline spirals around the hose. pipe wrenches as they will mar the fittings
Swivel fittings make it possible to install a hose and damage the plating material.
without a twist. When installing a hose, install one
fitting so that the layline is visible when the fitting 4. DO NOT use pipe thread-sealing compound
is tight. While the other fitting is still loose, the on swivel-nut hose fittings. Thread sealant
hose may be rotated as needed until the layline should only be used on pipe threads.
follows the hose routing without spiraling around 5. When installing male-end fittings, use the
the hose. Similarly, elbow fittings can be aligned nipple hex, not the socket hex, to tighten the
to avoid hose twist. fitting. Refer to Figure 286.
285
286
Figure 285 — Twisted and Straight Laylines
Figure 286 — Tightening Male-End Fittings
Page 246
REPAIR INSTRUCTIONS
Air Fittings — Quick Disconnect 3. With the collet depressed, pull the tubing
from the fitting.
Quick connect style (push-to-connect) air fittings 289
may be used for various applications in the

chassis air system. The following guidelines for
fitting disassembly and assembly will greatly
reduce the possibility of an air leak.
287
Figure 289 — Remove Tube
FITTING ASSEMBLY GUIDELINES

1. When installing a fitting, install hand-tight,
Figure 287 — Push-to-Connect Fitting Cross-Sectional then make final adjustments with a wrench
View on the hex or flats of the fitting body. Do not
use a wrench near the tubing entry or collet
FITTING DISASSEMBLY head of the fitting.
290
1. Ensure that all pressure has been

exhausted from the line before
disassembling.
2. Using either the Weatherhead Tube Release
tool (Weatherhead part No. 1800TRK) or
fingers, depress the collet head to release
the grip on the tubing.
288
Figure 290 — Proper Fitting Installation
Figure 288 — Depress Collet
Page 247
REPAIR INSTRUCTIONS
2. When preparing the tube for installation, a 3. Install the tubing straight into the fitting until
square (90-degree), clean cut edge is a solid stop is felt. The tubing grip and seal
recommended. An angled cut up to (on the O-ring) is then accomplished.
15 degrees, however, is acceptable. Always protect against contaminants in
291
cartridges and fittings during assembly.
293
Figure 291 — Clean, Square Cut Tubing Edge

Figure 293 — Insert Tube
Use a tubing cutter (Weatherhead part No.
T919 or equivalent) to ensure a good clean
cut. Dull knives, side-cutters or other types
of cutting tools may not ensure a good,
clean cut. Burrs, oval tubing and DO NOT use detergent, soap and water, or
contamination can damage seals and other similar types of solutions as a lubricant when
air system components. installing the tube.
292
4. After the tube is fully inserted, gently tug on

the tubing to ensure that it is secure in the
fitting.
294
Figure 292 — Use a Tubing Cutter for Proper Cut Edges
Figure 294 — Ensure Tubing is Secure
Page 248
REPAIR INSTRUCTIONS
5. Check the completed installation. Allow the Air Lines — Routing
tube ample room for a gradual bend. Severe
bends can collapse the tubing, resulting in A leading cause of flexible air line leakage is
line blockage, flow restrictions and an routing. Hoses that are too long, too short,
eventual air leak. twisted, have sharp bends or that rub against
295 other components will eventually leak.
The following basic rules apply when installing

and routing flexible air line:
앫 A flexible air line should be routed in a
straight line or should follow the contours of
the equipment to which it is clamped.
296
Figure 295 — Inspect Final Installation
6. Start the engine and allow the air system to

build pressure to governor cut-out. Stop the
engine. Then, using soap and water
solution, check the installation for leaks.
Figure 296 — Flexible Air Line Following Contour of

Equipment
앫 Pairs of flexible air line should be routed

together and parallel.
297
Figure 297 — Air Line Pairs Routed Parallel
Page 249
REPAIR INSTRUCTIONS
앫 A flexible air line should be routed and 앫 A flexible air line must be routed and
clamped to prevent contact with points of adequately clamped to avoid contact with
abrasion. When clamping air lines, use sharp edges. Clamps should be installed so
clamps that are suitably sized for the that the air line is properly supported to
diameter of hose. Clamps that are too large prevent drooping and contacting a sharp
allow the hose to move in the clamp, and edge.
clamps that are too small may pinch the 299
hose.
298
Figure 299 — Clamps Provide Proper Support
Figure 298 — Route and Clamp Line to Prevent Abrasion
Page 250
REPAIR INSTRUCTIONS
앫 Route flexible air line to avoid moving parts. 앫 DO NOT crisscross flexible air lines. The
If necessary, use a stand-off bracket to “sawing” action between crisscrossed hoses
clamp the line away from a moving part. eventually causes the line to leak. Use
300
suitable clamps to keep the crisscrossed
hoses apart.
301
Figure 300 — Route to Avoid Moving Parts
Figure 301 — Properly Clamp Crisscrossed Lines
When routing a flexible air line between

components in relative motion, leaks due to
abrasion and/or less than optimal bend
radius may occur. To minimize possible air
leakage, the following guidelines are
recommended:
Page 251
REPAIR INSTRUCTIONS
앫 Sufficient line length must be provided to 앫 Flexible air line that is bent in two planes
allow for movement. should be clamped at the point where the
line changes planes. In effect, this divides
앫 Fittings must not be part of the flexible
the line into two assemblies. DO NOT use
portion of the hose assembly. To minimize
nylon tubing in these types of applications.
twisting, the hose should bend in the same 303
plane of motion as the boss to which it is
connected.
302
Figure 303 — Clamp Line Where Planes Change
When an air line is routed close to a high heat

Figure 302 — Install Line to Bend in Same Plane of
Motion
source (e.g., exhaust pipe, exhaust manifold or
radiator), the following minimum clearances must
be maintained:
앫 Braided hose — 4 inches
앫 Plastic, nylon or rubber line — 6 inches
The above clearances may be reduced if an

appropriate heat shield is used.
Page 252
REPAIR INSTRUCTIONS
Air Lines — Clamping 앫 If the clamp fastener must be installed
perpendicular to the ground, provide
To minimize the occurrence of air leakage, the full-length support for the clamp.
following clamp installation procedures are 306
recommended:
앫 When installing a clamp, install the fastener
parallel to the ground with the clamp
suspended from the fastener and the clamp
well backed.
304
Figure 306 — Provide Proper Clamp Support
앫 When installing two clamps on one fastener,

install the upper clamp first, then suspend
the second clamp.
307
Figure 304 — Preferred Clamp Installation
앫 DO NOT install the clamp fastener

perpendicular to the ground. The weight of
the clamped line may cause the clamp to
bend and the line to move.
305
Figure 307 — Installing Two Clamps on One Fastener
Avoid installations where the clamp will not

be adequately supported.
Figure 305 — Avoid Installation Where Fastener is

Perpendicular to Ground
Page 253
REPAIR INSTRUCTIONS
앫 Inverted clamps may be used if the clamp
308
material is of adequate strength to support

the load and resist bending.
310
Figure 310 — Inverted Clamp Installation
앫 If an installation requires that the clamp

mounting legs be bent, make sure the clamp
material is of adequate strength to support
the load and resist further bending.
Figure 308 — Avoid Inadequate Clamp Support 311
앫 When clamping multiple hoses, provide a

backing of 0.25 inch minimum past the
mounting legs of the clamp.
309
Figure 311 — Bent Clamp Leg Installation
CLAMPS
Rubber-covered metal-band clamps of suitable
size for the hose being clamped should be used
Figure 309 — Proper Backing for Multiple-Hose Clamp for primary support. DO NOT use a clamp that is
Installations too large for the diameter of the hose, because
the hose may rub against the clamp and result in
an air leak.
Page 254
REPAIR INSTRUCTIONS
TIE WRAPS tie wraps are used. Additional information
concerning button-head tie wraps can be found in
Nylon tie wraps should be used for bundling air
the section “BUTTON-HEAD TIE WRAPS” on
lines together, when necessary, between primary
page 256.
supporting clamps. Do not use tie wraps for 312
primary support of hose lines unless button-head
Figure 312 — Metal Clamps for Primary Support, Tie Wraps for Bundling
Page 255
REPAIR INSTRUCTIONS
Nylon tie wraps may be used for primary support metal clamped hoses. When installing tie wraps,
when clamping additional hoses to metal they should be snug, but not so tight as to
clamped hoses as long as the number and size of collapse or cut the hose. Always trim the ends of
the additional hose(s) are not greater than the the tie wraps.
313
Figure 313 — Use Tie Wraps for Primary Support of Additional Hose(s)
BUTTON-HEAD TIE WRAPS 앫 The cutoff should be flush with the

button-head, leaving no burrs or sharp
Button-head tie wraps were used in certain
edges. If these special tools are not
applications for primary support of air lines at
available, or if the tie wrap was originally
MACK assembly plants. If it becomes necessary
installed on a stand-off bracket and
to cut this type of tie wrap to install a new air line,
clearance for using the tensioning tool is
install a new button-head tie wrap as follows:
insufficient, tension the tie wrap by hand,
앫 Install the tie wrap through the frame hole then cut off the excess with a diagonal cutter
and around the air line(s). (or similar tool). The tie wrap should be tight,
but not so tight that it collapses or pinches
앫 Tighten the wrap by hand until snug, then
the line.
use Panduit tool No. GS4H or Snap-on tool
No. YA317 to properly tension and cut off 앫 For bundled air line installations, the lines
the excess end of the tie-wrap. should be secure within the bundle and
without excessive clearance. Refer to the
following illustration.
Page 256
REPAIR INSTRUCTIONS
TIE WRAPS WITH FRICTION CLIPS
314
앫 When using tie wraps with friction clips,

install the tie wrap through the slots in the
clip and around the air lines.
앫 Tighten the tie wrap by hand until snug, then
trim the excess. DO NOT leave sharp edges
on the cut end of the tie wrap.
앫 For this type of installation, the air lines must
be adequately supported as shown below.
315
Figure 315 — Proper Installation
Figure 314 — Installing Button-Head Tie Wraps
Page 257
REPAIR INSTRUCTIONS
앫 DO NOT use tie wraps with friction clips in Air Lines — Minimum Allowable
installations where side loads may be
applied because the clip and air lines may Radius
be forced off the frame. DO NOT allow the For rigid air lines, minimum bending radius
weight of the air lines to hang from the recommendations are as follows:
friction clip.
316
RIGID AIR LINES
Minimum Bending Radius
Bent with
Tubing OD Bent by Hand Bending Tool
1/4″ 1″ 9/16″
3/8″ 2″ 1″
1/2″ 3″ 1-1/2″
5/8″ 4″ 2″
3/4″ 6″ 2-1/2″
For flexible air lines, minimum bending radius

recommendations are as follows:
FLEXIBLE AIR LINES

Minimum
Bending
Hose Size Hose ID Hose OD Radius
No. 4 3/16″ 0.52″ 3/4″
No. 6 5/16″ 0.68″ 1-1/4″
No. 8 13/32″ 0.77″ 1-3/4″
No. 10 1/2″ 0.92″ 2-1/4″
Figure 316 — Improper Installations
Page 258
SCHEMATIC & ROUTING DIAGRAMS
Page 259
AIR SYSTEM BASIC CHASSIS 317
AND CAB PIPING DIAGRAMS
The basic piping diagrams that follow do not

represent customer-specified valves or options.
!

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Figure 317 — Full Trailer Connection — CTP Series Truck
1. Tractor Protection Valve 8. Supply Reservoir

2. Double Check Valve 9. Secondary Reservoir
3. Bulkhead Manifold (Connections Outside Cab) 10. One-Way Check Valve
4. Treadle Valve 11. Primary Reservoir
5. Bulkhead Manifold (Connections Inside Cab) 12. Spring Brake Modulating Relay Valve
6. Park Brake Module 13. Tractor Protection Relay Valve
7. Hand Control Valve
Page 260
318
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Figure 318 — Full Trailer Connection with Dual Function Hand Control Valve
1. Tractor Protection Valve 8. Supply Reservoir

2. Double Check Valve 9. Secondary Reservoir
3. Bulkhead Manifold (Connections Outside Cab) 10. One-Way Check Valve
4. Treadle Valve 11. Primary Reservoir
5. Bulkhead Manifold (Connections Inside Cab) 12. Spring Brake Modulating Relay Valve
6. Park Brake Module 13. Tractor Protection Relay Valve
7. Hand Control Valve 14. Inversion Valve
Page 261
319
"! !" #

%"
!
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!
!

" !
!!
! !
! !
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!

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$$"! " ' #"

&&#!" ! !#' ! ' #"
!!#! '!#' $ ' # #"
!# '!#' !#' #"
&#!"

" $ '

Figure 319 — CTP Series Truck with 4S/4M ABS/ATC and Hand Control Valve without MACK Road Stability Advantage
(RSA)
1. Front Axle Brake Chamber 13. Spring Brake Modulating Relay Valve
2. Treadle Valve 14. Rear Axle Brake Chamber
3. Anti-Lock Brake System (ABS) Modulator Valve 15. Frame Fitting
4. Quick Release Valve 16. Rear Axle Service Brake Relay Valve
5. Pressure Protection Valve 17. Automatic Traction Control Valve (ATC)
6. Park Brake Module 18. Double Check Valve
7. Hand Control Valve 19. Bulkhead Manifold (Connections Inside Cab)
8. Supply Reservoir 20. Bulkhead Manifold (Connections Outside Cab)
9. Secondary Reservoir 21. Bulkhead Manifold
10. One-Way Check Valve 22. Stop Lamp Switch
11. Primary Reservoir 23. Pressure Regulator, Air-Operated Clutch Assist
12. Air Solenoid Valve Pack 24. Cylinder, Air-Operated Clutch Assist
Page 262
320
! !"

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"!!

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!

!

! "&

"! #

!

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&"!
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#& "&"!
"& "&
%" !
!#&

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Figure 320 — CTP Series Truck with 4S/4M ABS/ATC with Full Trailer Connection without MACK Road Stability
Advantage (RSA)
1. Front Axle Brake Chamber 14. Rear Axle Brake Chamber

2. Treadle Valve 15. Frame Fitting
3. Anti-Lock Brake System (ABS) Modulator Valve 16. Rear Axle Service Brake Relay Valve
4. Quick Release Valve 17. Automatic Traction Control Valve (ATC)
5. Pressure Protection Valve 18. Double Check Valve
6. Park Brake Module 19. Bulkhead Manifold (Connections Inside Cab)
7. Hand Control Valve 20. Bulkhead Manifold (Connections Outside Cab)
8. Supply Reservoir 21. Bulkhead Manifold
9. Secondary Reservoir 22. Stop Lamp Switch
10. One-Way Check Valve 23. Air Regulator, Air-Operated Clutch Assist
11. Primary Reservoir 24. Cylinder, Air-Operated Clutch Assist
12. Air Solenoid Valve Pack 25. Tractor Protection Valve
13. Spring Brake Modulating Relay Valve 26. Tractor Protection Relay Valve
Page 263
321
! !"

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$!"! !!&#!

!

!

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!

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%%" ! ! &"!
" & "& "& ""!
"& "& #& "&"!
!#& %" !

!!#&

Figure 321 — CTP Series Truck with 4S/4M ABS/ATC with Full Trailer Connection and Dual Function Hand Control
Valve without MACK Road Stability Advantage (RSA)
1. Front Axle Brake Chamber 15. Frame Fitting

2. Treadle Valve 16. Rear Axle Service Brake Relay Valve
3. Anti-Lock Brake System (ABS) Modulator Valve 17. Automatic Traction Control Valve (ATC)
4. Quick Release Valve 18. Double Check Valve
5. Pressure Protection Valve 19. Bulkhead Manifold (Connections Inside Cab)
6. Park Brake Module 20. Bulkhead Manifold (Connections Outside Cab)
7. Hand Control Valve 21. Bulkhead Manifold
8. Supply Reservoir 22. Stop Lamp Switch
9. Secondary Reservoir 23. Air Regulator, Air-Operated Clutch Assist
10. One-Way Check Valve 24. Cylinder, Air-Operated Clutch Assist
11. Primary Reservoir 25. Tractor Protection Valve
12. Air Solenoid Valve Pack 26. Tractor Protection Relay Valve
13. Spring Brake Modulating Relay Valve 27. Inversion Valve
14. Rear Axle Brake Chamber
Page 264
CXN, CHN, CT Series Truck with 4S/4M ABS/ATC
322
Figure 322 — CXN, CHN, CT Series Truck with 4S/4M ABS/ATC
Page 265
CXN, CHN, CT Series Truck with 4S/4M ABS/ATC with Full Trailer
Connection
323
Figure 323 — CXN, CHN, CT Series Truck with 4S/4M ABS/ATC with Full Trailer Connection
Page 266
CXN, CHN, CT Series Truck with 4S/4M ABS/ATC with Full Trailer
Connection and Dual Function Hand Control Valve
324
Figure 324 — CXN, CHN, CT Series Truck with 4S/4M ABS/ATC with Full Trailer Connection and Dual Function Hand
Control Valve
Page 267
CXN, CHN, CT Series Tractor with 4S/4M ABS/ATC
325
Figure 325 — CXN, CHN, CT Series Tractor with 4S/4M ABS/ATC
Page 268
CV Series Truck with 4S/4M ABS/ATC (January 1, 2004 and Later)
326
Figure 326 — CV Series Truck with 4S/4M ABS/ATC (January 1, 2004 and Later)
Page 269
CV Series Truck with 4S/4M ABS/ATC with Full Trailer Connection
(January 1, 2004 and Later)
327
Figure 327 — CV Series Truck with 4S/4M ABS/ATC with Full Trailer Connection (January 1, 2004 and Later)
Page 270
and Dual Function Hand Control Valve (January 1, 2004 and Later)
328
Figure 328 — CV Series Truck with 4S/4M ABS/ATC with Full Trailer Connection and Dual Function Hand Control Valve
(January 1, 2004 and Later)
Page 271
CV Series Truck with 4S/4M ABS/ATC (Prior to January 1, 2004)
329
Figure 329 — CV Series Truck with 4S/4M ABS/ATC (Prior to January 1, 2004)
Page 272
(Prior to January 1, 2004)
330
Figure 330 — CV Series Truck with 4S/4M ABS/ATC with Full Trailer Connection (Prior to January 1, 2004)
Page 273
and Dual Function Hand Control Valve (Prior to January 1, 2004)
331
Figure 331 — CV Series Truck with 4S/4M ABS/ATC with Full Trailer Connection and Dual Function Hand Control Valve
(Prior to January 1, 2004)
Page 274
CV Series Tractor with 4S/4M ABS/ATC
332
Figure 332 — CV Series Tractor with 4S/4M ABS/ATC
Page 275
CH/CL Series Truck with 4S/4M ABS/ATC
333
Figure 333 — CH/CL Series Truck with 4S/4M ABS/ATC
Page 276
CH/CL Series Truck without ABS/ATC with Full Trailer Connection
334
Figure 334 — CH/CL Series Truck without ABS/ATC with Full Trailer Connection
Page 277
CH/CL Series Truck with 4S/4M ABS/ATC and Full Trailer
Connection
335
Figure 335 — CH/CL Series Truck with 4S/4M ABS/ATC and Full Trailer Connection
Page 278
CH/CL Series Truck with 4S/4M ABS/ATC and Full Trailer
Connection with Dual Function Hand Control Valve
336
Figure 336 — CH/CL Series Truck with 4S/4M ABS/ATC and Full Trailer Connection with Dual Function Hand Control
Valve
Page 279
CH/CL Series Tractor without ABS/ATC
337
Figure 337 — CH/CL Series Tractor without ABS/ATC
Page 280
CH/CL Series Tractor with 4S/4M ABS/ATC ArvinMeritor™ WABCO
“C” Version ECU
338
Figure 338 — CH/CL Series Tractor with 4S/4M ABS/ATC ArvinMeritor™ WABCO “C” Version ECU
Page 281
CH/CL/CX Series Tractor with 4S/4M ABS/ATC
339
Figure 339 — CH/CL/CX Series Tractor with 4S/4M ABS/ATC
Page 282
R Series Truck without ABS/ATC
340
Figure 340 — R Series Truck without ABS/ATC
Page 283
R Series Truck with 4S/4M ABS/ATC
341
Figure 341 — R Series Truck with 4S/4M ABS/ATC
Page 284
R Series Truck without ABS/ATC with Full Trailer Connection
342
Figure 342 — R Series Truck without ABS/ATC with Full Trailer Connection
Page 285
R Series Truck with 4S/4M ABS/ATC with Full Trailer Connection
343
Figure 343 — R Series Truck with 4S/4M ABS/ATC with Full Trailer Connection
Page 286
R Series Tractor without ABS/ATC
344
Figure 344 — R Series Tractor without ABS/ATC
Page 287
R Series Tractor with 4S/4M ABS/ATC
345
Figure 345 — R Series Tractor with 4S/4M ABS/ATC
Page 288
R Series Truck with 4S/4M ABS/ATC with Full Trailer Connection
and Dual Function Hand Control Valve
346
Figure 346 — R Series Truck with 4S/4M ABS/ATC with Full Trailer Connection and Dual Function Hand Control Valve
Page 289
DM, DMM Series Truck without ABS/ATC with Full Trailer
Connection
347
Figure 347 — DM, DMM Series Truck without ABS/ATC with Full Trailer Connection
Page 290
DM, DMM Series Truck with 4S/4M ABS/ATC with Full Trailer
Connection
348
Figure 348 — DM, DMM Series Truck with 4S/4M ABS/ATC with Full Trailer Connection
Page 291
MR Series Truck without ABS/ATC
349
Figure 349 — MR Series Truck without ABS/ATC
Page 292
MR Series Truck with 4S/4M ABS/ATC
350
Figure 350 — MR Series Truck with 4S/4M ABS/ATC
Page 293
MR Series Truck without ABS/ATC with Full Trailer Connection
351
Figure 351 — MR Series Truck without ABS/ATC with Full Trailer Connection
Page 294
MR Series Truck with 4S/4M ABS/ATC with Full Trailer Connection
352
Figure 352 — MR Series Truck with 4S/4M ABS/ATC with Full Trailer Connection
Page 295
MR Series Tractor without ABS/ATC
353
Figure 353 — MR Series Tractor without ABS/ATC
Page 296
MR Series Tractor with 4S/4M ABS/ATC
354
Figure 354 — MR Series Tractor with 4S/4M ABS/ATC
Page 297
LE Series Truck without ABS/ATC without Work Brake
355
Figure 355 — LE Series Truck without ABS/ATC without Work Brake
Page 298
LE Series Truck with 4S/4M ABS/ATC without Work Brake
356
Figure 356 — LE Series Truck with 4S/4M ABS/ATC without Work Brake
Page 299
LE Series Truck without ABS/ATC and with Work Brake
357
Figure 357 — LE Series Truck without ABS/ATC and with Work Brake
Page 300
LE Series Truck with 4S/4M ABS/ATC with Work Brake
358
Figure 358 — LE Series Truck with 4S/4M ABS/ATC with Work Brake
Page 301
Liftable Axle Air Brake Piping — One Tag or One Pusher
359
Figure 359 — Liftable Axle Air Brake Piping — One Tag or One Pusher
1. Primary Supply Pressure (from Primary Reservoir) 6. ATC Valve (if Equipped)
2. Primary Expansion Reservoir 7. Primary Control Pressure (from Treadle Valve)
3. One Way Check Valve 8. Quick Release Valve (if Required)
4. Rear Axle Service Brake Relay Valve 9. Liftable Axle Service Brake Relay Valve R-12
5. Primary Supply Pressure 10. Tag or Pusher Axle Brake Chamber
Page 302
Liftable Axle Air Brake Piping — Two Pusher Axles
360
Figure 360 — Liftable Axle Air Brake Piping — Two Pusher Axles
1. Primary Supply Pressure (from Primary Reservoir) 6. ATC Valve (if Equipped)
2. Primary Expansion Reservoir 7. Quick Release Valve (if Required)
3. One Way Check Valve 8. Primary Control Pressure (from Treadle Valve)
4. Rear Axle Service Brake Relay Valve 9. Pusher Axle Service Brake Relay Valve R-12
5. Primary Supply Pressure (Part No. 8235-9732980360 or 745-103009)
10. Pusher Axle Brake Chamber
Page 303
Liftable Axle Air Brake Piping — One Tag and One Pusher Axle
361
Figure 361 — Liftable Axle Air Brake Piping — One Tag and One Pusher Axle
1. Primary Supply Pressure (from Primary Reservoir) 7. Quick Release Valve (if Required)
2. Primary Expansion Reservoir 8. Pusher Axle Service Brake Relay Valve R-12
3. One Way Check Valve 9. Pusher Axle Brake Chamber
4. Service Brake Relay Valve 10. Tag Axle Service Brake Relay Valve R-12
5. ATC Valve (if Equipped) 11. Tag Axle Brake Chamber
6. Primary Control Pressure (from Treadle Valve) 12. Secondary Reservoir
Page 304
Liftable Axle Air Brake Piping — Two Pusher Axles and One Tag
Axle
362
Figure 362 — Liftable Axle Air Brake Piping — Two Pusher Axles and One Tag Axle
1. Primary Supply Pressure (from Primary Reservoir) 8. Quick Release Valve (if Required)
2. Primary Expansion Reservoir 9. Primary Control Pressure (from Treadle Valve)
3. One Way Check Valve (MACK Part No. 63AX3805) 10. Pusher Axle Brake Chambers
4. Rear Axle Service Brake Relay Valve 11. Pusher Axle Service Brake Relay Valve R-12
5. Delivery Pressure to Rear (Part No. 8235-9732980360 or 745-103009)
6. Primary Supply Pressure 12. Tag Axle Service Brake Relay Valve R-12
7. ATC Valve (if Equipped) (Part No. 8235-9732980360 or 745-103009)
13. Tag Axle Brake Chamber
Page 305
Rear Axle Relay Valve Configuration
363
Figure 363 — Rear Axle Relay Valve Configuration (Prior to Introduction of ABS/ATC) 4 x 2 Chassis
Page 306
364
Page 307
365
Page 308
366
Figure 366 — Rear Axle Relay Valve Configuration (Prior to Introduction of ABS/ATC) 6 x 4 Chassis for CAM and Disc
Brakes
Page 309
Bendix TU-FLO Piping
367
Figure 367 — TU-FLO 1400 Compressor with Remote-Mounted Governor and with Remote-Mounted Governor and Air
Dryer
Page 310
Cab Manifold Piping
368
Figure 368 — CH/CL/CX Bulkhead Manifold (Aluminum) Cab Exterior (Engine Side)
Page 311
369
Figure 369 — CH/CL/CX Bulkhead Manifold (Aluminum) Cab Interior
Page 312
370
Figure 370 — Aluminum Bulkhead (Aluminum) Cab Interior (CL with Vendor Engines)
Page 313
371
Figure 371 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Straight Truck — One Park Brake Valve — Cab
Interior Piping
Page 314
372
Figure 372 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Truck — (One Park Brake Valve and Rear Service Cab
Interior Piping)
Page 315
373
Figure 373 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Truck — Two Valve Park Brake and Full Trailer
Connection Cab Interior Piping
Page 316
374
Figure 374 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Truck — Three Valve Park Brake and Full Trailer
Connection Cab Interior Piping
Page 317
375
Figure 375 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Tractor — Two Valve Park Brake (Early Production
Models) Cab Interior Piping
Page 318
376
Figure 376 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Tractor — Two Valve Park Brake (Later Production
Models CH and CL up to 12/95) Cab Interior Piping
Page 319
377
Figure 377 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Tractor — Three Valve Park Brake Cab Interior Piping
up to 12/95
Page 320
378
Figure 378 — CXN/CHN/CX/CH/CL/CV/CT Bulkhead-Mounted Air Manifold (Plastic) Straight Truck with One Park Brake
Valve and Rear Service — Cab Interior Piping
Page 321
379
Figure 379 — CXN/CHN/CX/CH/CL/CV/CT Bulkhead-Mounted Air Manifold (Plastic) Straight Truck — Cab Exterior
(Engine Side) Piping (January 1, 2004 and Later)
Page 322
380
Figure 380 — CH/CL/CX Bulkhead-Mounted Air Manifold (Aluminum) Tractor — Cab Exterior Piping
Page 323
381
Figure 381 — CH/CL/CX Bulkhead-Mounted Air Manifold (Aluminum) Tractor with Bobtail Proportioning — Cab Exterior
Piping
Page 324
382
Figure 382 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Straight Truck — Cab Exterior Piping
Page 325
383
Figure 383 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Truck with Rear Service — Cab Exterior Piping
Page 326
384
Figure 384 — CH/CL Bulkhead-Mounted Air Manifold (Aluminum) Truck with Full Trailer Connection — Cab Exterior
Piping
Page 327
385
Figure 385 — CXN/CHN/CH/CX/CL/CV/CT Bulkhead-Mounted Manifold (Plastic with Push-to-Connect Connections)

386
Figure 386 — CXN/CHN/CH/CX/CL/CV/CT Bulkhead-Mounted Manifold (Plastic with Push-to-Connect Connections) —

Cab Interior Pass-Through Connections
Page 328
387
Figure 387 — CXN/CHN/CX/CH/CL/CV/CT Bulkhead-Mounted Air Manifold (Plastic) Tractor with Two Valve Park Brake
Control — Cab Interior Piping
Page 329
388
Figure 388 — CXN/CHN/CX/CH/CL/CV Bulkhead-Mounted Air Manifold (Plastic) Straight Truck with One Park Brake
Valve and Rear Service — Cab Interior Piping (Prior to January 1, 2004)
Page 330
389
Figure 389 — CH/CX/CL Bulkhead-Mounted Air Manifold (Aluminum) Tractor — Two Valve Park Brake (CH and
CL Models After 12/95, and All CX) — Cab Interior Piping
Page 331
390
Figure 390 — CXN/CHN/CX/CH/CL/CV/CT Bulkhead-Mounted Air Manifold (Plastic) Tractor — Cab Exterior
(Engine-Side) Piping
Page 332
391
Figure 391 — CXN/CHN/CX/CH/CL/CV/CT Bulkhead-Mounted Air Manifold (Plastic) Tractor with Bobtail
Proportioning — Cab Exterior (Engine Side) Piping
Page 333
392
Figure 392 — CXN/CHN/CX/CH/CL/CV Bulkhead-Mounted Air Manifold (Plastic) Straight Truck — Cab Exterior (Engine
Side) Piping (Prior to January 1, 2004)
Page 334
393
Figure 393 — CXN/CHN/CX/CH/CL/CV Bulkhead-Mounted Air Manifold (Plastic) Straight Truck with Rear Service — Cab
Exterior (Engine Side) Piping (Prior to January 1, 2004)
Page 335
394
Figure 394 — CXN/CHN/CX/CH/CL/CV Bulkhead-Mounted Air Manifold (Plastic) Straight Truck with Full Trailer
Connection — Cab Exterior (Engine Side) Piping (Prior to January 1, 2004)
Page 336
395
Figure 395 — CXN/CHN/CX/CH/CL/CV/CT Bulkhead-Mounted Air Manifold (Plastic) Straight Truck — Cab Exterior
(Engine Side) Piping (January 1, 2004 and Later)
Page 337
396
Figure 396 — CXN/CHN/CX/CH/CL/CV/CT Bulkhead-Mounted Air Manifold (Plastic) Straight Truck with Rear Service —
Cab Exterior (Engine Side) Piping (January 1, 2004 and Later)
Page 338
397
Figure 397 — CXN/CHN/CX/CH/CL/CV/CT Bulkhead-Mounted Air Mainfold (Plastic) Straight Truck with Full Trailer
Connection — Cab Exterior (Engine Side) Piping (January 1, 2004 and Later)
Page 339
398
Figure 398 — DM/DMM Cab Interior Piping
Page 340
399
Figure 399 — DM/DMM Frame Rail Manifold, Truck without Hand Control Valve and without Trailer Connection
Page 341
400
Figure 400 — DM/DMM Frame Rail Manifold, Truck with Hand Control Valve for Rear Service Brake Application without
Trailer Connection
Page 342
401
Figure 401 — DM/DMM Frame Rail Manifold, Truck without Hand Control Valve and with Trailer Connection
Page 343
402
Figure 402 — DM/DMM Frame Rail Manifold, Truck with Hand Control Valve and with Trailer Connection
Page 344
403
Figure 403 — DM/DMM Frame Rail Manifold, Dual Function Trailer Brakes and Tractor Rear Service Brakes with Hand
Control Valve and with Trailer Connection
Page 345
404
Figure 404 — R Series Cab Interior Piping
Page 346
405
Figure 405 — MR Series Cab Piping
Page 347
406
Figure 406 — CX and CH (After January 2000), CXN, CHN, CV, CT and CL Dashboard Air Switch Piping
Page 348
407
Figure 407 — Bulkhead-Mounted Air Manifold Location and CX/CH/CL Console Manifold
Page 349
408
Figure 408 — DM/DMM Frame Rail Manifold (Located on Left-Hand Side of Chassis, Under Cab, Mounted on Top Frame
Flange)
Page 350
SPECIAL TOOLS & EQUIPMENT
Page 351
SPECIAL TOOLS
The following is a list of special tools that can be
used for air and brake system service.
TOOL LIST
Tool No. Tool Name
J 42206 Dual-Needle Pressure Gauge
J 34520-A Volt/Ohm Meter Kit
J 38500-1 Pro-Link 9000 Diagnostic Reader
J 38500-404 Pro-Link Cartridge for ArvinMeritor™ C-/D-Version ABS Systems
J 38500-403A Pro-Link Cartridge for ArvinMeritor™ C-Version ABS System
J 38500-1300D PCMCIA Card for Eaton VORAD Systems
J 24407 30–250 lb-ft Torque Wrench
J 23775-01 100–600 lb-ft Torque Wrench
5004893 AlliedSignal Diagnostic Communication Interface (DCI) for Bendix Systems
5004892 AlliedSignal “ACOM for Windows” Software used with PC
5004894 AlliedSignal DCI Tool and Software Package
1800TRK Weatherhead Quick-Connect Tube Release Tool
T919 Weatherhead Tubing Cutter
GS4H Panduit Tie-Wrap Tool
YA317 Snap-On Tie-Wrap Tool
1538-54000100 Norgren Fitting Release Tool
Page 352
INDEX
INDEX
Page 353
INDEX
A B
ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . .5 BALANCED AIR BRAKES ON TRACTOR/
ABS INDICATOR LAMP . . . . . . . . . . . . . . . .165 TRAILER COMBINATIONS . . . . . . . . . . 241
ABS RELAY PANEL . . . . . . . . . . . . . . . . . . .161 BENDIX AD-9 AND AD-9 SOFT SEAT AIR
ABS VALVE INSTALLATION . . . . . . . . . . . .192 DRYERS . . . . . . . . . . . . . . . . . . . . . . . . . 121
ABS VALVE REMOVAL . . . . . . . . . . . . . . . .191 BENDIX AD-IP AIR DRYER . . . . . . . . . . . . . 126
ABS/ATC DIAGNOSTIC TOOLS . . . . . . . . . .167 BENDIX AD-SP AIR DRYER . . . . . . . . . . . . 130
ADJUSTING STROKE . . . . . . . . . . . . . . . . . .204 BENDIX TU-FLO PIPING . . . . . . . . . . . . . . . 310
ADVISORY LABELS . . . . . . . . . . . . . . . . . . . . .2 BOBTAIL PROPORTIONING RELAY
AIR COMPRESSOR . . . . . . . . . . . . . . . . . . . .32 VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
AIR COMPRESSOR AND RESERVOIRS . . . . .8 BRAKE ADJUSTMENT . . . . . . . . . . . . . . . . . 196
AIR DRYER SERVICE . . . . . . . . . . . . . . . . .115 BRAKE CHAMBERS . . . . . . . . . . . . . . . . 10, 101
AIR DRYERS . . . . . . . . . . . . . . . . . . . . . . . . .113 BRAKE NOISE INVESTIGATION . . . . . . . . . 174
AIR FITTINGS — QUICK DISCONNECT . . .247 BRAKE SYSTEM OVERHAUL . . . . . . . . . . . 210
AIR LINE HOSE — INSTALLATION . . . . . . .246
AIR LINES — CLAMPING . . . . . . . . . . . . . . .253 C
AIR LINES — MINIMUM ALLOWABLE CAB MANIFOLD PIPING . . . . . . . . . . . . . . . 311
RADIUS . . . . . . . . . . . . . . . . . . . . . . . . . .258 CAM BRAKE COMPONENT INSPECTION . 223
AIR LINES — ROUTING . . . . . . . . . . . . . . . .249 CAM BRAKE SHOE INSTALLATION . . . . . . 229
AIR RESERVOIR . . . . . . . . . . . . . . . . . . . . . . .27 CAM BRAKE SHOE REMOVAL . . . . . . . . . . 216
AIR SYSTEM BASIC CHASSIS AND CAB CH/CL SERIES TRACTOR WITH 4S/4M
PIPING DIAGRAMS . . . . . . . . . . . . . . . .260 ABS/ATC ARVINMERITOR™ WABCO
AIR SYSTEM COMPONENTS . . . . . . . . . . . .27 “C” VERSION ECU . . . . . . . . . . . . . . . . . 281
AIR SYSTEM CONTAMINANT CH/CL SERIES TRACTOR WITHOUT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . .240 ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . 280
AIR SYSTEM DIAGNOSTIC CHECK . . . . . .179 CH/CL SERIES TRUCK WITH 4S/4M
AIR SYSTEM DIAGNOSTIC ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . 276
PROCEDURES . . . . . . . . . . . . . . . . . . . .176 CH/CL SERIES TRUCK WITH 4S/4M
AIR SYSTEM MAINTENANCE . . . . . . . . . . .182 ABS/ATC AND FULL TRAILER
AIR SYSTEM OVERVIEW . . . . . . . . . . . . . . . . .8 CONNECTION . . . . . . . . . . . . . . . . . . . . 278
AIR SYSTEM SAFETY FEATURES . . . . . . . .15 CH/CL SERIES TRUCK WITH 4S/4M ABS/ATC
AIR SYSTEM THEORY OF OPERATION . . . .11 AND FULL TRAILER CONNECTION WITH
ANCHORLOK “MOISTURE LOK” DRY AIR DUAL FUNCTION HAND CONTROL
TANK (AFTERCOOLER TYPE) . . . . . . . .115 VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
ANTI-COMPOUNDING CIRCUITS . . . . . . . . .22 CH/CL SERIES TRUCK WITHOUT
ANTI-LOCK BRAKE SYSTEM (ABS) . . . . . .155 ABS/ATC WITH FULL TRAILER
ANTI-LOCK BRAKE SYSTEM COMPONENT CONNECTION . . . . . . . . . . . . . . . . . . . . 277
REMOVAL AND INSTALLATION . . . . . .188 CH/CL/CX SERIES TRACTOR WITH
ANTI-LOCK BRAKE SYSTEM 4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . . 282
COMPONENTS . . . . . . . . . . . . . . . . . . . .157 CR BRAKEMASTER MODELS 62 AND 68
APPLICATION VALVE (TREADLE VALVE) . . .9 (AFTERCOOLER TYPE) . . . . . . . . . . . . . 134
APPLYING THE SERVICE BRAKES . . . . . . .13 CR BRAKEMASTER T2000 AND T3000 AIR
ARVINMERITOR™ WABCO SYSTEM SAVER DRYERS . . . . . . . . . . . . . . . . . . . . . . . . . 136
1000, 1200, 1200E AND 1200P . . . . . . .148 CV SERIES TRACTOR WITH 4S/4M
ASBESTOS FIBERS DANGER . . . . . . . . . . .210 ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . 275
ATC INDICATOR LAMP . . . . . . . . . . . . . . . .165 CV SERIES TRUCK WITH 4S/4M ABS/ATC
ATC VALVE . . . . . . . . . . . . . . . . . . . . . . . . . .163 (JANUARY 1, 2004 AND LATER) . . . . . . 269
ATC VALVE INSTALLATION . . . . . . . . . . . .193 CV SERIES TRUCK WITH 4S/4M ABS/ATC
ATC VALVE REMOVAL . . . . . . . . . . . . . . . .192 (PRIOR TO JANUARY 1, 2004) . . . . . . . 272
AUTOMATIC DRAIN VALVE . . . . . . . . . . . . . .30
Page 354
INDEX
CV SERIES TRUCK WITH 4S/4M ABS/ATC E
WITH FULL TRAILER CONNECTION ELECTRONIC CONTROL UNIT (ECU) . . . . 157
(JANUARY 1, 2004 AND LATER) . . . . . .270 ENGINE BRAKE DISABLE RELAY . . . . . . . 160
CV SERIES TRUCK WITH 4S/4M ABS/ATC EXPLANATION OF NUMERICAL CODE . . . . . 4
WITH FULL TRAILER CONNECTION
(PRIOR TO JANUARY 1, 2004) . . . . . . .273 F
CV SERIES TRUCK WITH 4S/4M ABS/ATC
WITH FULL TRAILER CONNECTION AND FRONT-AXLE SPEED SENSOR
DUAL FUNCTION HAND CONTROL INSTALLATION . . . . . . . . . . . . . . . . . . . . 188
VALVE (JANUARY 1, 2004 AND FRONT-AXLE SPEED SENSOR
LATER) . . . . . . . . . . . . . . . . . . . . . . . . . .271 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . 188
CV SERIES TRUCK WITH 4S/4M ABS/ATC
G
WITH FULL TRAILER CONNECTION AND
DUAL FUNCTION HAND CONTROL GOVERNOR . . . . . . . . . . . . . . . . . . . . . . . . . . 34
VALVE (PRIOR TO
JANUARY 1, 2004) . . . . . . . . . . . . . . . . .274 H
CXN, CHN, CT SERIES TRACTOR WITH HALDEX DRY E.S.T. AIR DRYER . . . . . . . . 142
4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . .268 HAND CONTROL VALVE (TROLLEY
CXN, CHN, CT SERIES TRUCK WITH VALVE) . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
4S/4M ABS/ATC . . . . . . . . . . . . . . . . . . .265 HOSE COUPLINGS (GLAD HANDS) . . . . . . 101
CXN, CHN, CT SERIES TRUCK WITH 4S/4M
ABS/ATC WITH FULL TRAILER I
CONNECTION . . . . . . . . . . . . . . . . . . . . .266 NTRODUCTION . . . . . . . . . . . . . . . . . . . . . . 155
CXN, CHN, CT SERIES TRUCK WITH 4S/4M INVERSION VALVE . . . . . . . . . . . . . . . . . . . . 87
ABS/ATC WITH FULL TRAILER ISOLATION (ECON) VALVE . . . . . . . . . . . . . 153
CONNECTION AND DUAL FUNCTION
HAND CONTROL VALVE . . . . . . . . . . . .267 L
CYCLO-GARD AIR DRYER MODELS 17
LE SERIES TRUCK WITH 4S/4M ABS/ATC
AND 22 . . . . . . . . . . . . . . . . . . . . . . . . . .140
WITH WORK BRAKE . . . . . . . . . . . . . . . 301
D LE SERIES TRUCK WITH 4S/4M ABS/ATC
WITHOUT WORK BRAKE . . . . . . . . . . . 299
DASH-MOUNTED PRESSURE GAUGES . . . .9 LE SERIES TRUCK WITHOUT ABS/ATC AND
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .113 WITH WORK BRAKE . . . . . . . . . . . . . . . 300
DIAGNOSTIC BLINK CODES . . . . . . . . . . . .166 LE SERIES TRUCK WITHOUT ABS/ATC
DM, DMM SERIES TRUCK WITH 4S/4M WITHOUT WORK BRAKE . . . . . . . . . . . 298
ABS/ATC WITH FULL TRAILER LIFTABLE AXLE AIR BRAKE PIPING —
CONNECTION . . . . . . . . . . . . . . . . . . . . .291 ONE TAG AND ONE PUSHER AXLE . . . 304
DM, DMM SERIES TRUCK WITHOUT LIFTABLE AXLE AIR BRAKE PIPING —
ABS/ATC WITH FULL TRAILER ONE TAG OR ONE PUSHER . . . . . . . . . 302
CONNECTION . . . . . . . . . . . . . . . . . . . . .290 LIFTABLE AXLE AIR BRAKE PIPING —
DOUBLE CHECK VALVES . . . . . . . . . . . .16, 38 TWO PUSHER AXLES . . . . . . . . . . . . . . 303
DRAIN VALVES . . . . . . . . . . . . . . . . . . . . . . . .30 LIFTABLE AXLE AIR BRAKE PIPING —
DRUM/ROTOR INSPECTION . . . . . . . . . . . .212 TWO PUSHER AXLES AND ONE TAG
DUAL-CIRCUIT BRAKE SYSTEM AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
FUNCTION TEST . . . . . . . . . . . . . . . . . .185 LONG-STROKE AIR CHAMBERS . . . . . . . . 111
DUAL-NEEDLE TEST GAUGE . . . . . . . . . . .175 LOW-PRESSURE INDICATOR SWITCH . . . . 36
DYNO-TESTING VEHICLES WITH ATC LOW-PRESSURE WARNING . . . . . . . . . . . . . 15
OPTION . . . . . . . . . . . . . . . . . . . . . . . . . .156
Page 355
INDEX
M Q
MANUAL AND AUTOMATIC SLACK QUICK RELEASE VALVE . . . . . . . . . . . . . . . . 82
ADJUSTERS . . . . . . . . . . . . . . . . . . . . . .196
MEASURING DRIVE AXLE CONTROL R
PRESSURE VERSUS TRAILER R SERIES TRACTOR WITH 4S/4M
CONTROL PRESSURE (TRACTORS ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . 288
ONLY) . . . . . . . . . . . . . . . . . . . . . . . . . . .178 R SERIES TRACTOR WITHOUT
MEASURING DRIVE AXLE DELIVERY ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . 287
PRESSURE VERSUS STEERING AXLE R SERIES TRUCK WITH 4S/4M
DELIVERY PRESSURE . . . . . . . . . . . . .178 ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . . 284
MEASURING DRIVE AXLE DELIVERY R SERIES TRUCK WITH 4S/4M ABS/ATC
PRESSURE VERSUS TRAILER AXLE WITH FULL TRAILER
DELIVERY PRESSURE (TRACTORS CONNECTION . . . . . . . . . . . . . . . . . . . . 286
ONLY) . . . . . . . . . . . . . . . . . . . . . . . . . . .178 R SERIES TRUCK WITH 4S/4M ABS/ATC
MEASURING RELAY VALVE CONTROL WITH FULL TRAILER CONNECTION
PRESSURE VERSUS DELIVERY AND DUAL FUNCTION HAND
PRESSURE . . . . . . . . . . . . . . . . . . . . . . .177 CONTROL VALVE . . . . . . . . . . . . . . . . . 289
MEASURING SUPPLY PRESSURE AT THE R SERIES TRUCK WITHOUT ABS/ATC . . . 283
SERVICE BRAKE RELAY VALVE (IF R SERIES TRUCK WITHOUT ABS/ATC
EQUIPPED) . . . . . . . . . . . . . . . . . . . . . . .176 WITH FULL TRAILER
MEASURING SUPPLY PRESSURE AT THE CONNECTION . . . . . . . . . . . . . . . . . . . . 285
TREADLE VALVE . . . . . . . . . . . . . . . . . .177 REAR AXLE RELAY VALVE
MIDLAND PURE AIR PLUS AIR DRYER . . .146 CONFIGURATION . . . . . . . . . . . . . . . . . 306
MODULATOR (ABS) VALVE . . . . . . . . . . . . .163 REAR-AXLE SPEED SENSOR
MR SERIES TRACTOR WITH 4S/4M INSTALLATION . . . . . . . . . . . . . . . . . . . . 190
ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . .297 REAR-AXLE SPEED SENSOR
MR SERIES TRACTOR WITHOUT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . 189
ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . .296 REDUNDANT SIGNAL RELAY VALVE . . . . . 20
MR SERIES TRUCK WITH 4S/4M RELAY VALVES . . . . . . . . . . . . . . . . . . . . . . . 88
ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . .293 RELEASING THE SERVICE BRAKES . . . . . . 14
MR SERIES TRUCK WITH 4S/4M ABS/ATC REPLACEMENT OF ABS CHASSIS
WITH FULL TRAILER HARNESSES . . . . . . . . . . . . . . . . . . . . . 193
CONNECTION . . . . . . . . . . . . . . . . . . . . .295 ROTOCHAMBERS . . . . . . . . . . . . . . . . . . . . 110
MR SERIES TRUCK WITHOUT
ABS/ATC . . . . . . . . . . . . . . . . . . . . . . . . .292 S
MR SERIES TRUCK WITHOUT ABS/ATC
SAFETY INFORMATION . . . . . . . . . . . . . . . . . 2
WITH FULL TRAILER CONNECTION . . .294
SERVICE PROCEDURES AND TOOL
MULTIPLE-DIAPHRAGM SPRING BRAKE
USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
CHAMBERS . . . . . . . . . . . . . . . . . . . . . .104
SERVICE TESTS . . . . . . . . . . . . . . . . . . . . . 182
N SINGLE CHECK VALVES . . . . . . . . . . . . . . . . 15
SINGLE CHECK VALVES . . . . . . . . . . . . . . . . 37
NON-ASBESTOS FIBERS DANGER . . . . . .211 SINGLE PARK BRAKE CONTROL VALVE
WITH DOUBLE CHECK VALVE . . . . . . . . 51
P SINGLE-DIAPHRAGM BRAKE
PARK BRAKE CONTROL MODULE . . . . . . . .46 CHAMBERS . . . . . . . . . . . . . . . . . . . . . . 102
PRESSURE PROTECTION VALVE . . . . . . . .39 SLACK ADJUSTER LUBRICATION . . . . . . . 203
PREVENTIVE MAINTENANCE . . . . . . . . . . .183 SLACK ADJUSTER MAINTENANCE . . . . . . 197
PUSH/PULL-TYPE PARK BRAKE SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . 352
CONTROL VALVES . . . . . . . . . . . . . . . . .54 SPRING BRAKE CONTROL VALVE . . . . . . . 74
SPRING BRAKE CONTROL VALVE (LE
AND MR MODELS) . . . . . . . . . . . . . . . . . . 19
Page 356
INDEX
SPRING BRAKE MODULATING RELAY TRACTOR PROTECTION VALVE — MR
VALVE . . . . . . . . . . . . . . . . . . . . . . . . .17, 67 AND DM MODELS WITH FULL TRAILER
STOPLIGHT SWITCH . . . . . . . . . . . . . . . . . . .40 CONNECTION . . . . . . . . . . . . . . . . . . . . . 59
SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . .155 TRACTOR PROTECTION VALVE . . . . . . . . . 26
SYSTEM PRESSURIZED WITH PARKING TRAILER AIR SUPPLY VALVE . . . . . . . . . . . 56
BRAKES APPLIED . . . . . . . . . . . . . . . . . .11 TREADLE VALVE . . . . . . . . . . . . . . . . . . . . . . 42
SYSTEM PRESSURIZED WITH PARKING TROUBLESHOOTING BRAKE SYSTEM
BRAKES RELEASED . . . . . . . . . . . . . . . .12 PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . 170
T W
TESTING FOR BALANCED BRAKES . . . . . .241 WHEEL REMOVAL . . . . . . . . . . . . . . . . . . . . 211
TONE WHEEL . . . . . . . . . . . . . . . . . . . . . . . .161 WHEEL SPEED SENSORS . . . . . . . . . . . . . 162
TRACTOR — REAR BRAKE WHEELBASE CHANGES ON
PROPORTIONING/FRONT AXLE ABS-EQUIPPED VEHICLES . . . . . . . . . . 193
RATIO VALVES . . . . . . . . . . . . . . . . . . . . .83
TRACTOR PROTECTION MANIFOLD —
CXN/CHN/CH/CL/CX/CV/CT
MODELS . . . . . . . . . . . . . . . . . . . . . . . . . .62
Page 357
NOTES
Page 358
AIR
AND
BRAKE
SYSTEM
SERVICE MANUAL
PRINTED IN U.S.A.
16-104 © MACK TRUCKS, INC. 2007

Mack Brake System

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AIR

JULY 2007 © MACK TRUCKS, INC. 2007

Danger indicates an unsafe practice that could result in death or serious

Warning indicates an unsafe practice that could result in personal injury.

Every effort has been made to ensure the

Follow recommended service and maintenance

DESCRIPTION AND OPERATION

All MACK chassis use a dual air system which is

The air system is designed and built to conform to

Air Compressor and Reservoirs

Figure 2 — Dashboard Pressure Gauge

Some vehicles are equipped with a separate

Figure 3 — Treadle Valve

Figure 4 — Air Chambers

The air system becomes operational when the air

Figure 5 — System Pressurized, Parking Brakes Applied

Figure 6 — System Pressurized, Parking Brakes Released

Figure 7 — Applying the Service Brakes

Figure 8 — Releasing the Service Brakes

Figure 9 — Pressure Gauge Indicating Low Pressure

Stop the vehicle and immediately service if

Figure 10 — Check Valves Prevent Total Air Pressure

Figure 11 — Dual Air Circuit, Primary System Air Loss

In the event of a pressure loss in the primary

Figure 12 — Spring Brake Modulating Relay Valve

TRACTOR ANTI-COMPOUNDING CIRCUIT Brake application pressure, therefore, enters the

Figure 15 — Tractor Anti-Compounding Circuit (Spring Brakes Applied)

Figure 16 — Tractor Anti-Compounding Circuit (Spring Brakes Released)

Anti-Compounding — Spring Brake

On straight truck air systems, the spring brake

Figure 18 — Straight Truck Anti-Compounding Circuit — Spring Brake Relay Valve

Anti-Compounding — Spring Brake Relay

The spring brake relay valve reacts to control

Figure 19 — Tractor Protection Valve Circuit

Before servicing the air brake system, the

앫 Follow the manufacturer’s recommended

Single- or double-compartment reservoirs may be

Figure 21 — CH/CL Reservoir Piping with Primary Extension Reservoir

Testing the Integral Check Valve in a

DO NOT allow the second compartment to

6. Apply a soap-and-water solution to the open

Figure 22 — Integral Check Valves

If it is evident that the second compartment of the

Figure 24 — Automatic Drain Valve

When the reservoir drain valve is opened, air

inlet and exhaust valves are closed. Slight

Figure 27 — Inlet Valve Opened

Figure 25 — Automatic Drain Valve Cutaway

To operate, the valve needs no outside control or

Figure 26 — Inlet/Exhaust Valve Closed

A constant, slight exhaust of air through the

Figure 28 — Exhaust Valve Opened, Moisture Expelled

The exhaust valve remains open until the

The air compressor generates the compressed

The compressor is continuously operating (as

Air compression stops when reservoir pressure is

Time may exceed 25 seconds if the chassis is

The governor consists of a piston, an inlet and

Start the engine and allow the air system to build

As reservoir pressure drops toward the governor PREVENTIVE MAINTENANCE

For chassis built prior to March 15, 1995,

Figure 33 — Low-Pressure Indicator Switch

problem with the electrical circuit is indicated

Figure 37 — Disc Type with Replaceable Seat