Unsafe use of this machine may cause serious injury or death.

Operators and maintenance personnel must read and understand

this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference,
and periodically reviewed by all personnel who will come into
contact with it.

This material is proprietary to Komatsu Mining Systems, Inc. and is not

to be reproduced, used, or disclosed except in accordance with written
authorization from Komatsu Mining Systems, Inc.
It is the policy of the Company to improve products whenever it is possible
and practical to do so. The Company reserves the right to make changes
or add improvements at any time without incurring any obligation to install
such changes on products sold previously.
Because of continuous research and development, periodic revisions
may be made to this publication. Customers should contact their local
distributor for information on the latest revision.

CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects and other
reproductive harm.
 FOREWORD
This Manual is written for use by the service technician and is designed to help the technician become
fully knowledgeable of the truck and all its systems in order to keep it running and in production. All
maintenance personnel should read and understand the materials in this manual before performing
maintenance and/or operational checks on the truck. All safety notices, warnings and cautions should
be understood and followed when accomplishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well
as other general information. The major portion of the manual pertains to disassembly, service and
reassembly. Each major serviceable area is dealt with individually. For example: The disassembly,
service and reassembly of the radiator group is discussed as a unit. The same is true of the engine
and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly
should be carried only as far as necessary to accomplish needed repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not
necessarily depict a specific model.
This manual shows dimensioning of metric and (U.S. standard) units throughout. All references to
‘‘Right’’, ‘‘Left’’, ‘‘Front’’, or ‘‘Rear’’ are made with respect to the operator’s normal seated position,
unless specifically stated otherwise.
Standard torque requirements are shown in torque charts in the Introduction section and individual
torques are provided in the text in bold face type, such as 723 kg.m (100 ft.lbs.) torque. All torque
specifications have ± 10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame upright in front of the left side
front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial
number), and Maximum G.V.W. (Gross Vehicle Weight) rating.

The KOMATSU Haulpak Model designation consists of three numbers and one letter (i.e. 530M).
The three numbers represent the basic truck model. The letter ‘‘M’’ designates a Mechanical drive
and the letter ‘‘E’’ designates an Electrical propulsion system.

The Product Identification Number (vehicle serial number) contains information which will identify the
original manufacturing bill of material for this unit. This complete number will be necessary for proper
ordering of many service parts and/or warranty consideration.

The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other
components. The vehicle design and application guidelines are sensitive to the total maximum Gross
Vehicle Weight (GVW) and this means the total weight: the Empty Vehicle Weight + the fuel &
lubricants + the payload.
To determine allowable payload:
Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories,
body liners, tailgates, etc.) and then weigh truck.
Record this value and subtract from the GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable
payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations
should be removed as often as practical.

Exceeding the allowable payload will reduce expected life of truck components.

A00018 11/97 Introduction A-1

 This ‘‘ALERT’’ symbol is used with the signal words,
‘‘CAUTION’’, ‘‘DANGER’’, and ‘‘WARNING’’ in this man-
ual to alert the reader to hazards arising from
improper operating and maintenance practices.

‘‘DANGER’’ identifies a specific potential hazard

WHICH WILL RESULT
in either INJURY OR DEATH
if proper precautions are not taken.

‘‘WARNING’’ identifies a specific potential hazard

WHICH MAY RESULT
in either INJURY OR DEATH
if proper precautions are not taken.

‘‘CAUTION’’ is used for general reminders

of proper safety practices
OR
to direct the reader’s attention to avoid unsafe
or improper practices which may result
in damage to the equipment.

A-2 Introduction A00018 11/97

 TABLE OF CONTENTS

SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A

STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B

ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . C

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . D

TRANSMISSION AND TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . F

DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G

SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H

BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J

AIR SYSTEM (NO AIR SYSTEM ON THIS TRUCK) . . . . . . . . . . . . . . . . . . . . . . . . . . K

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L

OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

OPERATOR’S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q

SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R

A00018 11/97 Introduction A-3

 KOMATSU 530M Haulpak Truck

A-4 Introduction A00018 11/97

 SECTION A

GENERAL INFORMATION

INDEX

TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . A3-1

WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1

A01001 2/94 Index A1-1

 NOTES

A1-2 Index A01001 2/94

 MAJOR COMPONENTS AND SPECIFICATIONS

ENGINE POWER STEERING

The KOMATSU 530M Haulpak Truck is powered by a
Cummins KTA-50 diesel engine, Rated for 1082 kW
(1450 SAE Brake HP) @ 1900 RPM.
The 530M Haulpak truck is equipped with a full time
power steering system which provides positive steer-
ing control with a minimum of effort by the operator.
The system includes nitrogen-charged accumulators
which automatically provide emergency power if the
steering hydraulic pressure is reduced below an estab-
lished minimum.

TRANSMISSION
The TORQFLOW transmission consists of a 3-ele-
ment, single-stage, two-phase torque converter and a BRAKE SYSTEM
planetary gear, multiple disc clutch transmission which
Depressing the brake pedal, or pulling the lever on the
is hydraulically actuated and force-lubricated for opti-
R.H. side of the steering wheel, actuates hydraulic
mum heat dissipation.
front and rear service brakes. Both front and rear
The TORQFLOW transmission is capable of seven (7)
service brakes are oil-cooled, multiple-disc brakes.
forward speeds and one (1) reverse gear. Automatic
These brakes are automatically activated when the
shifting is controlled by electronic shift control with
engine speed exceeds the rated revolutions of the shift
automatic clutch modulation in all gears. A lockup
position.
system consisting of a wet, double-disc clutch, is acti-
vated in F1--F7 gears for increased fuel savings.

RETARDER
FINAL DRIVE ASSEMBLY The operator can manually apply both the front and
rear oil-cooled, multiple-disc brakes by moving the
The final drive consists of a plug-in differential with
retarder contol lever which is mounted on the steering
planetary wheel drive.
column, or by using the foot-operated brake pedal.

SUSPENSION
OPERATOR’S CAB
Hydro-pneumatic suspension cylinders are used at
The Haulpak Operator’s Cab has been engineered for each wheel to reduce shock and provide riding comfort
operator comfort and to allow for efficient and safe for the operator and machine stability.
operation of the truck.
The cab provides for wide visibility, with an integral
4-post ROPS/FOPS stucture, and an advanced ana-
log operator envirnment. It includes a tinted safety-
glass windshield and power-operated side windows, a
deluxe interior with a fully adjustable seat with lumbar
support, a fully adjustable/tilt steering wheel, controls
mounted within easy reach of the operator, and an
electronic display/monitoring panel to keep the opera-
tor informed of the truck’s operating circuits. Audible
alarms and indicator lights warn the operator of system
malfunctions.

A02038 7/99 Major Components and Specifications A2-1

 530M MAJOR COMPONENTS

A2-2 Major Components and Specifications A02038 7/99

 SPECIFICATIONS
ENGINE
Cummins . . . . . . . . . . . . . . . . . KTA-50
Number of Cylinders . . . . . . . . . . . . . . . 16
Operating Cycle (diesel) . . . . . . . . . . 4-Stroke
Rated.......1082
.....................kW
.. (1450 SAE Brake HP) @ 1900 RPM
Flywheel . 1027 kW ( 1377 SAE HP) @ 1900 RPM
Weight (dry) . . . . . . . . . 4932 kg (10,873 lbs)
TORQFLOW TRANSMISSION
Automatic Electronic Shift Control
. . . with Automatic Clutch Modulation In All Gears.
Torque Converter . . . . 3-Element, Single-stage,
. . . . . . . . . . . . . . . . . . . . . Two-phase
Lockup Clutch . . . . . . . . . Wet, Double-disc,
. . . . . . . . . . . . . . Activated in F1--F7 gears.
Transmission . . . . 7 Forward Speeds, 1 Reverse
. . . . . . . . Planetary Gear, Multiple Disc Clutch,
. . . . . . Hydraulically Actuated, Force-lubricated
Gear . . . . . . . . . . . Km/h . . . . . MPH
1 . . . . . . . . . . . . . 10.3 . . . . . . 6.4
2 . . . . . . . . . . . . . 13.8 . . . . . . 8.6
3 . . . . . . . . . . . . . 18.4 . . . . . 11.4
4 . . . . . . . . . . . . . 23.2 . . . . . 14.4
5 . . . . . . . . . . . . . 31.1 . . . . . 19.3
6 . . . . . . . . . . . . . 42.0 . . . . . 26.1
7 . . . . . . . . . . . . . 58.0 . . . . . 36.0
Rev . . . . . . . . . . . . . 9.4 . . . . . . 5.8
FINAL DRIVE ASSEMBLY
Final Drive . . . . . . . . . . . Plug-in Differential
. . . . . . . . . . . . . with Planetary Wheel Drive
Reduction Ratios:
Bevel Set . . . . . . . . . . . . . . . . . 2.647:1
Planetary Final Drive . . . . . . . . . . . 7.235:1
Total Reduction . . . . . . . . . . . . . 19.151:1
ELECTRIC SYSTEM
Batteries (series-parallel) . . . 4 x 12V / 220 A. Hr.
Alternator . . . . . . . 24 Volt, 100 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . . 24 Volt
Starters . . . . . . . . . Two (2) - 24 Volt Electric
A02038 7/99 Major Components and Specifications
SERVICE CAPACITIES
. . . . . . . . . . . . . . Liters . U.S. Gallons
Cummins . . . . . . . . . . 170 . . . . . (44.9)
(Includes Lube Oil Filters)
Cooling System . . . . . . 511 . . . . (135.0)
Fuel Tank . . . . . . . . . . 2120 . . . . (560.0)
Transmission . . . . . . . . 120 . . . . . (31.7)
And Torque Converter
Hydraulic System . . . . . . 710 . . . . (187.6)
(Includes Retarder Cooling)
Differential . . . . . . . . . 300 . . . . . (79.0)
Final Drive (each planetary) . 120 . . . . . (31.7)
HYDRAULIC SYSTEM
Hydraulic Pumps (3)
Hoist (Tandem Gear)
. 805 l/min. (213 gpm) @ 18 960 kPa (2,750 psi)
Steering (Piston Pump)
221 l/min. (58.5 gpm) @ 18 960 kPa (2,750 psi)
Brakes (Tandem Gear) . . 1512 l/min. (400 gpm)
Hoist Control Valve . . . . . . . . . . . Spool Type
Positions . . . . . Raise, Hold, Float, and Lower
Hydraulic Cylinders
Hoisting . . . . . . . 3-Stage Telescoping Piston
Steering . . . . . . . Twin - Double Acting Piston
Relief Valve Setting . . . . . 18 960 kPa (2,750 psi)
Filtration . . . . . . . In-line Replaceable Elements
Suction . . . . . . . Single, Full Flow, 100 Mesh
Hoist & Steering . . . . . . Dual, Full Flow, In-line
. . . . . . High Pressure. Beta 12 Rating = 200
Transmission . . . . . . . . Dual, High Pressure
SERVICE BRAKES
Actuation: . . . . . . . . . . . . . . . All-Hydraulic
Front . . . . . . . . . . . Oil-Cooled, Multiple-Disc
Rear . . . . . . . . . . . Oil-Cooled, Multiple-Disc
Both Act as both Service and Retarder Brakes
Retarder Brakes:
Normally Applied . . . . Manually By Operator.
Automatically Actuated . . . . . . . . . . . . .
when engine speed exceeds the rated revolu-
tions of the shift position for the transmission.
Parking Brake: . . Spring-Applied, Oil Released
. Dry Caliper Disc Actuates On Rear Drive Shaft
Emergency Brakes:
An emergency brake valve actuates the brakes
automatically, if the hydraulic pressure drops
below a pre-set value.
Manual operation is also possible.
A2-3
STEERING OVERALL TRUCK DIMENSIONS
Turning Circle Diameter (SAE) . . . . 24.4 m (80 ft) Loading Height . . . . . . . . . . 4.965 m (16’ 3")
Automatic Emergency Steering . . 2 Accumulators Minimum Clearance Height . . . . . 5.85 m (19’ 2")
Overall Length . . . . . . . . . . . 11.48 m (37’ 8")
Maximum Width . . . . . . . . . . . 6.62 m (21’ 9")
TIRES
Rock Service (E-3) . . . . . . . . . . . . Tubeless WEIGHT DISTRIBUTION
Standard . . . . . . . . . . . . . . . . 33.00 R51 Based on SAE 2:1 Heaped . . . 78 m3 (102 yds3)
Rim Size . . 61x 12.95 x 12.7 cm (24 x 51 x 5 in.) (w/Cummins Engine; and . . . . . 33.00 R51 Tires)
Phase II Generation . . . . Separable Tire Rims EMPTY . . . . . . . . Kilograms . . . Pounds
Front Axle . . . . . . . 48 795 . . . 107,575
Rear Axle . . . . . . . 51 195 . . . 112,865
DUMP BODY CAPACITY (Standard) Total . . . . . . . . . . 99 990 . . . 220,440
LOADED (100 Ton PAYLOAD)
Struck . . . . . . . . . . . . . . . 54 m3 (71 yds3)
. . . . . . . . . . . . . Kilograms . . . Pounds
Heaped @ 2:1 (SAE) . . . . . . . 78 m3 (102 yds3) Front Axle . . . . . . . 82 327 . . . 181,500
Rear Axle . . . . . . 167 149 . . . 368,500
Total * . . . . . . . . 249 475 . . . 550,000
* Not to Exceed 249 475 kg (550,000 lbs.).
Including Options, Fuel & Payload

OVERALL TRUCK DIMENSIONS

All dimensions shown are with 33.00 R51 tires.

A2-4 Major Components and Specifications A02038 7/99

 GENERAL SAFETY
Safety records of most organizations will show that the
greatest percentage of accidents are caused by un-
safe acts of persons. The remainder are caused by
unsafe mechanical or physical conditions. Report all
unsafe conditions to the proper authority.
The following safety rules are provided as a guide for
the operator. However, local conditions and regula-
tions may add many more to this list.
SAFETY IS THINKING AHEAD
Prevention is the best safety program. Prevent a
potential accident by knowing the employer’s safety
requirements, all necessary job site regulations as well
as use and care of the safety equipment on the truck.
Only qualified operators or technicians should attempt
to operate the Haulpak Truck.
Safe practices start before the operator gets to
the equipment!
1. Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc., can
catch on a protrusion and cause a potential haz-
ard.
2. Always use the personal safety equipment pro-
vided for the operator such as hard hat, safety
shoes, safety glasses or goggles. There are some
conditions when protective hearing devices
should also be worn for operator safety.
3. When walking to and from the truck, maintain a
safe distance from all machines even if the opera-
tor is visible.
At The Truck - Ground Level Inspection
4. Before operating truck, a careful visual inspection
should be completed. Report any items that need
attention to the proper authority.
a. Visually inspect all headlights, worklights,
clearance lights, and taillights for damage and
be certain lenses are clean. Good visibility may
prevent an accident.
b. Visually inspect entire truck for oil or coolant
leaks, and loose nuts and bolts, especially at
the load carrying areas, such as: wheels, sus-
pensions, steering, and brakes.
A03008 General Safety and Operating Instructions
If engine has been running, allow coolant to cool
before removing the fill cap or draining radiator.
Any operating fluid, such as hydraulic oil, or en-
gine coolant escaping under pressure, can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death, if proper medical treatment by a
physician who is familiar with this type of injury is
not received immediately.
c. When checking coolant in radiator, relieve
pressure before removing radiator cap.
Do not stand in front of rim and locking ring when
inflating tire.
d. Check tires for cuts, damage or ‘‘bubbles’’.
Check tires for proper inflation. If tire is warm
from operation, allow tire to cool before ad-
justing tire pressure. If inflation is needed,
use an air chuck with extension hose clipped
on the tire inflation valve to allow service from
behind the tread of the tire and away from front
of wheel.
e. Clean ladder and handrails of any foreign
material such as ice, snow, mud or oil.
f. Upon completion of an exterior inspection of
the truck, clean mud, grease, or snow from
shoes before climbing access ladder.
Preparing For Operation
Always mount and dismount facing the truck.
Never attempt to mount or dismount the truck
while it is in motion.
5. Always use handrails and ladder when mounting
or dismounting from the truck.
6. Check the deck areas for debris, loose hardware
or tools.
A3-1
 7. Become familiar with all protective equipment
devices on the truck and insure that these items
(anti-skid material, grab bars, seat belts, etc.) are
securely in place.
8. Read and understand the contents of this manual.
Read the sections pertaining to safety and oper-
ating instructions with special attention. Become
thoroughly acquainted with all gauges, instru-
ments and controls before attempting operation
of the truck.
Read and understand WARNING and CAUTION
decals in the operator’s cab.
9. Keep all unauthorized reading material out of
truck cab.
10. Do not carry tools and supplies or allow trash to
accumulate in cab of truck.
11. Insure steering wheel, horn, controls and pedals
are free of any oil, grease or mud.
12. Insure headlights, worklights and taillights are in
proper working order.
13. Insure windshield and all cab windows are clean
and unbroken. Good visibility may prevent an
accident.
14. Check operation of windshield wiper, condition of
wiper blades, and check washer reservoir for fluid
level.
15. Be familiar with all steering and brake system
controls and warning devices, road speeds and
loading capabilities, before operating the truck.
Truck Operation
16. DO NOT leave truck unattended while engine is
running.
17. WEAR SEAT BELTS AT ALL TIMES. Only
authorized persons are allowed to ride in truck.
Riders should be in cab only.
18. Do not allow anyone to ride on decks or steps of
truck.
19. Do not allow anyone to get on or off truck while it
is in motion.
20. Do not move truck into or out of a building without
a signal person present.
A3-2 General Safety and Operating Instructions
21. Know and obey the hand signal communications
between operator and spotter. When other ma-
chines and personnel are present, the operator
should move in and out of buildings, loading areas
and through traffic, under the direction of a signal
person. Courtesy at all times is a safety pre-
caution!
22. Report immediately to supervisor any conditions
on haul road, pit or dump area that may cause an
operating hazard.
23. Check for flat tires periodically during shift. If truck
has been run on a ‘‘flat’’, it must not be parked
in a building until the tire cools.
If tire must be changed, do not stand in front of
rim and locking ring when inflating tire mounted
on the machine. Observers should not be permit-
ted in the area and should be kept away from the
side of such tires.
Tire and rim assembly may expode if subjected to
excessive heat. Personnel should move to a re-
mote or protected location if sensing excessively
hot brakes, smell of burning rubber or evidence of
fire near tire and wheel area.
If the truck must be approached, such as to fight a
fire, those personnel should do so only while fac-
ing the tread area of the tire (front or back), unless
protected by use of large heavy equipment as a
shield. Stay at least 50 ft. (15 m) from the tread of
the tire.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
at least 8 hours or until the tire and wheel are cool.
24. Always have parking brake applied when the truck
is parked and unattended.
25. When parking, park a safe distance from other
vehicles as determined by supervisor.
26. Keep serviceable fire fighting equipment at hand.
Report used extinguishers for replacement or
refilling.
27. Stay alert at all times! In the event of an emer-
gency, be prepared to react quickly and avoid
accidents. If an emergency arises, know where to
get prompt assistance.
A03008
ADDITIONAL JOB SITE RULES
Use this space to add any ADDITIONAL Job Site Rules not covered in any of the previous discussions.

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A03008 General Safety and Operating Instructions A3-3

WHEN REPAIRS ARE NECESSARY
1. Only qualified maintenance personnel who under- 9. If truck is to be towed for any reason, use a rigid
stand the systems being repaired should accom- tow bar. Check truck cab for decal recommending
plish repairs. special towing precautions. (Also refer to Towing
Procedure in OPERATING INSTRUCTIONS.)
2. Many components on the truck are large and
heavy. Insure that lifting equipment - hoists, 10. Drain, clean and ventilate fuel tanks and/or hy-
slings, chains, lifting eyes - are of adequate ca- draulic tanks before making any welding repairs.
pacity to handle the lift.
3. DO NOT WORK under a suspended load. Do not
work under raised body unless body safety ca-
bles, props, or pins are in place to hold the body Any operating fluid, such as hydraulic oil or brake
in up position. fluid escaping under pressure, can have sufficient
force to enter a person’s body by penetrating the
4. Do not repair or service truck while engine is
skin. Serious injury and possibly death may result
running, except when adjustments can only be
if proper medical treatment by a physician familiar
made under such conditions. Keep a safe dis-
with this injury is not received immediately.
tance from moving parts.
5. When servicing any air conditioning system with
11. Relieve pressure in lines or hoses before making
refrigerant, wear a face shield and cold resistant
any disconnects.
gloves for protection against freezing. Be certain
to follow all current regulations for handling and 12. After adjustments or repairs, replace all shields,
recycling refrigerants. screens and clamps.
6. Follow package directions carefully when using 13. Tire Care:
cleaning solvents.
7. If an auxiliary battery assist is needed, first use
one cable to connect the 24V positive (+) post of
the disabled truck batteries to the 24V positive (+) Do not stand in front of rim and locking ring when
post of the auxiliary assist. Use second cable to inflating tire mounted on the machine. Observers
connect the 24V negative (-) post of the auxililary should not be permitted in the area and should be
assist battery to a frame ground (-) on the dis- kept away from the side of such tires.
abled truck away from the battery.
Do not weld or apply heat on the rim assembly with
8. Always disconnect the positive and negative bat- the tire mounted on the rim. Resulting gases inside
tery cables of the vehicle before doing any weld- the tire may ignite, causing explosion of tire and
ing on the unit. Failure to do so may seriously rim.
damage the battery and electrical equipment.
Disconnect battery charging alternator lead wire
14. Only a qualified operator or experienced mainte-
and isolate transmission electronic control com-
nance personnel who are also qualified in opera-
ponents before making welding repairs.
tion should move the truck under its own power
Always fasten the welding machine ground (-) in the repair facility or during road testing after
lead to the piece being welded; grounding repairs are complete.
clamp MUST BE ATTACHED AS NEAR AS
POSSIBLE to the weld area. Never allow weld-
ing current to pass through ball bearings, roller
bearings, suspensions, or hydraulic cylinders. Al-
ways avoid laying welding cables over or near the
vehicle electrical harnesses. Welding voltage
could be induced into the electrical harness and
possibly cause damage to components.

A3-4 General Safety and Operating Instructions A03008

 OPERATING INSTRUCTIONS
PREPARING FOR OPERATION
The safest trucks are those which have been properly
prepared for operation. At the beginning of each shift,
a careful check of the truck should be made by the
operator before attempting to start the engine.
SAFETY IS THINKING AHEAD
Prevention is the best safety program. Prevent a
potential accident by knowing the employer’s safety
requirements and all necessary job site regulations, as
well as use and care of the safety equipment on the
truck.
Only qualified operators or technicians should attempt
to operate or maintain the Haulpak truck.
Safe practices start before the operator gets to
the equipment!
• Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc., can
catch on a protrusion and cause a potential haz-
ard.
•Always use the personal safety equipment pro-
vided for the operator such as hard hat, safety
shoes, safety glasses or goggles. There are some
conditions when protective hearing devices
should also be worn for operator safety.
• When walking to and from the truck, maintain a
safe distance from all machines even if the opera-
tor is visible.
At The Truck - Ground Level Walk Around
Inspection
At the beginning of each shift, a careful walk around
inspection of the truck should be made before the
operator attempts engine start-up. A walk around in-
spection is a systematic ground level inspection of the
truck and its components to insure that the truck is safe
to operate before entering the operator’s cab.
Start at the left front corner of the truck (see illustration,
next page), and move in a counter-clockwise direction,
front-to-rear, across the rear, and continuing forward
up the opposite side of the truck to the original starting
point. If these steps are taken in sequence, and are
repeated from the same point and in the same direction
before every shift, many potential problems may be
avoided.
A03008 General Safety and Operating Instructions
If problems or potential problems are found during the
‘‘walk-around’’, be sure to notify maintenance. Vehicle
breakdowns and UNSCHEDULED downtime and loss
of production can be reduced.
Local work practices may prevent an operator from
performing all tasks suggested here, but to the extent
permitted, the operator should follow this or similar
routine.
1. Start at left front of truck (see illustration, next
page). While performing the walk around inspec-
tion, visually inspect all lights and safety equip-
ment for external damage from rocks or misuse.
Make sure lenses are clean and unbroken.
2. Move behind the front of the left front tire, inspect
the hub and the oil disc brake assemblies for
leaks and any abnormal conditions.
Check that all suspension attaching hardware is
secure and inspect for evidence of wear. Check
that the suspension extension (exposed piston
rod) is correct, and that there are no leaks.
3. With engine stopped, check engine oil level.
Check that the engine oil filters or oil lines to filters
are not leaking.
4. Inspect fan and air conditioner belts for correct
tension, obvious wear, and tracking. Inspect fan
guard for security and condition.
5. Move outboard of the front wheel, and inspect
attaching lugs/wedges to be sure all are tight and
complete. Check tires for cuts, damage or ‘‘bub-
bles’’ and that inflation appears to be correct.
6. Move behind the rear of the front wheel, inspect
for leaks at hub or brakes or any unusual condi-
tions. Inspect suspension hardware to be sure it
is all in place. Inspect the tie-rod pivots and
steering cylinder for proper greasing, and for se-
curity of all parts. Inspect for any hydraulic leaks.
7. Inspect sight glass for transmission oil level.
Check pumps on front of transmission for leakage
and check that all parts are secure.
8. Move to the side of the hydraulic tank and check
the hydraulic fluid level for both the hydraulic tank
and brake cooling oil. Oil should be visible in sight
glass with engine stopped and body down.
A3-5
 START HERE

KOMATSU 530M Haulpak Truck

A3-6 General Safety and Operating Instructions A03008

 9. Move on around the hydraulic tank and in front of 19. Move on around the fuel tank, inspect the fuel
the rear dual tires, inspect the hoist cylinder for quantity gauge. Inspect the attaching hardware
any damage and leaks. for the fuel tank at the upper saddles, and then at
Inspect both upper and lower hoist cylinder pins the lower back of the tank for the security and
for security, and for proper greasing. condition of the mounts.
10. Before leaving this position, look to see that there 20. Move in behind the right front wheel, and inspect
is no leakage or any other unusual condition with the tie-rod pivots and steering cylinder for proper
transmission or drive shaft. greasing, and for security of all parts.Be sure the
suspension protective cover is in good condition.
11. Move on around the dual tires, check to see that
Check suspension attaching hardware and sus-
all lugs/wedges are in place and tight. Inspect
pension extension, as well as greasing and at-
wheel for any leakage that may be coming from
taching hardware for the steering cylinder.
inside the wheel housing that would indicate
planetary leakage. 21. Move out and around the right front wheel, inspect
that all lugs/wedges are in place and tight.
Check dual tires for cuts, damage or ‘‘bubbles’’
and that inflation appears to be correct. If truck 22. Move in behind the front of the right front wheel,
has been run on a ‘‘flat’’, the tire must be cooled check hub and the oil disc brakes for leaks and
before parking truck inside. Inspect for any any unusual condition. Inspect the engine com-
rocks that might be lodged between dual tires, partment for any leaks and unusual condition.
and that rock ejector is in good condition and Inspect the fan guard, and belts also for any rags
straight so that it can not damage a tire. or debris behind radiator.
12. Inspect left rear suspension for damage and for 23. Move on around to the right front of the truck.
proper inflation, and that there are no leaks. In-
24. As you move in front of the radiator, inspect for
spect also for proper greasing, and that covers
any debris that might be stuck in front of the
over the chromed piston rod are in good condi-
radiator and remove it. Check for any coolant
tion.
leaks. Inspect all headlamps and fog lights.
13. Check final drive housing breather. Replace
25. Before climbing ladder to first level, be sure
breather if obstructed. Check for leakage around
ground level engine shutdown switch is ‘‘ON’’ (if
final drive housing and wet disc brake housings
equipped).
and the hoses connected to the housings.
26. Climb ladder to main deck. Always use grab rails
14. While standing behind final drive housing, look up
and ladder when mounting or dismounting from
to see that rear lights are in good condition, along
the truck. Clean ladder and hand rails of any
with back up horns. Inspect linkage rods to see
foreign material, such as ice, snow, oil or mud.
that all locations are getting proper greasing.
Also look at both body hinge pins for greasing and
any abnormal condition.
15. Perform the same inspection on the right rear Always mount and dismount ladders facing the
suspension as done on the left. truck. Never attempt to mount or dismount while
16. Move on around the right dual tires, inspect be- the truck is in motion.
tween the tires for rocks, and for condition of the
rock ejector, inspect the tires for cuts or damage,
and for correct inflation.
17. Perform the same inspection for wheel lugs,
wedges, wheel cover latches, and for leaks that
was done on the left hand dual wheels.
18. Move in front of right dual tires, and inspect the
hoist cylinder the same as was done on the left
side.

A03008 General Safety and Operating Instructions A3-7

27. When checking coolant in radiator, use coolant
level sight gauge (if equipped) or observe coolant
level through opening in end of hood. If it is
necessary to remove radiator cap, shut down
engine (if running), and relieve coolant pressure
SLOWLY before removing radiator cap.
If engine has been running, allow coolant to cool,
before removing the fill cap or draining radiator.
Serious burns may result if coolant is not allowed
to cool.
28. Inspect battery box cover for looseness or dam-
age.
29. Check air cleaner indicator. If the RED area is
showing in the indicator, the air filter must be
cleaned/replaced before operating truck.
30. Clean cab windows and mirrors; clean out cab
floor as necessary. Insure steering wheel, con-
trols and pedals are free of any oil, grease or mud.
31. Stow personal gear in cab so that it does not
interfere with any operation of the truck. Dirt or
trash buildup, specifically in the operator’s cab,
should be cleared. Do not carry tools or supplies
in cab of truck or on the deck.
32. Adjust seat and steering wheel so that it is com-
fortable for use.
33. Read and understand the OPERATOR CON-
TROLS AND INSTRUMENT PANEL discussion
in the Operation & Maintenance Manual.
Be familiar with all control locations and functions
BEFORE operating truck.
ENGINE START-UP SAFETY PRACTICES
Safety rules must be observed upon engine start-up.
Insure adequate ventilation before start-up, if the
truck is in an enclosure. Exhaust fumes are dan-
gerous!
1. Insure all personnel are clear of truck before
starting engine. Always sound the horn as a
warning before actuating any operational con-
trols.
A3-8 General Safety and Operating Instructions
2. Check and insure Transmission Range Selector
is in ‘‘Neutral’’ before starting.
3. Do not attempt to start engine while cold weather
starting heater (if equipped) is in operation. Dam-
age to coolant heaters will result, due to lack of
circulation.
4. The key switch is a three position
(Off, Run, Start) switch.
When the key slot is in the vertical
position, the electrical system is
‘‘Off’’ and no electrical devices are
energized.
Use this key position to stop the engine when it is
running.
When the switch is rotated one position clock-
wise, it is in the ‘‘Run’’ position
and all electrical circuits (except
‘‘Start’’) are energized.
With Transmission Selector
Lever in the ‘‘Neutral’’ position,
rotate key switch fully clockwise
to ‘‘start’’ position (Transmission
Range Selector in ‘‘Neutral’’)
and hold this position until en-
gine starts (see NOTE below). ‘‘Start’’ position is
spring loaded to return to ‘‘run’’ when key is re-
leased.
NOTE: The starter is equipped with an Engine
Prelube System; a noticeable time delay will oc-
cur (while engine lube oil passages are being
filled) before starter engagement and engine
cranking will begin. The colder the engine oil
temperature, the longer the time delay will be. In
addition, if truck is also equipped with Engine
Starting Aid for cold weather starting, the Engine
Prelube System should be engaged FIRST for
5-10 seconds, or until starter is engaged, BE-
FORE activating the Engine Starting Aid .
Starting fluid is extremely volatile and flammable!
Use with extreme care.
If truck is equipped with Engine Starting Aid for
cold weather starting, and ambient temperature
is below -5°C (23°F), push the Engine Starting Aid
A03008
 switch ‘‘in’’ for three seconds; then release. Turn
the key switch to the ‘‘start’’ position. If engine
does not start, wait at least 15 sec. before repeat-
ing the procedure.
Do not crank an electric starter for more than 30
seconds. Allow two minutes for starter motor
cooling before attempting to start engine again.
Severe damage to starter motor can result from
overheating.
5. The truck cannot be push started. Transmission
lube and control systems are inoperative when
engine is not running.
6. When getting a battery assist from one truck to
another, all switches must be ‘‘Off’’ prior to making
any connections. Be certain to maintain correct
polarity. Connect one lead of booster cable to 24V
positive (+) post of battery needing assist, and
other lead of the booster cable to the 24V positive
(+) post of auxiliary battery. Connect one lead of
second booster cable to 24V negative (-) post of
auxiliary battery and then connect other lead of
the booster cable to a good frame ground on the
disabled truck away from the battery needing
assist. This procedure will avoid the possibility of
causing sparks near the battery where explosive
gases may be present.
NOTE: The KOMATSU 530M Haulpak Trucks are
equipped with four 12 volt batteries connected in series
and parallel to provide 24 volt output. Be certain to
maintain correct voltage and polarity when connecting
booster cables. Damage to electrical components may
result if voltage and polarity are not correct.
A03008 General Safety and Operating Instructions
AFTER ENGINE HAS STARTED
1. Become thoroughly familiar with steering and
emergency controls. Test the truck steering in
extreme right and left directions. If the steering
system is not operating properly, shut engine
down immediately. Determine the steering sys-
tem problem and have repairs made before re-
suming operation.
2. Operate each of the truck’s brake circuits at least
twice prior to operating and moving the truck.
These circuits include individual activation from
the operator’s cab of the service brake, retarder
control lever, parking brake switch, brake lock
switch, and emergency brake switch. Activate
each circuit individually with the engine running
and with the hydraulic circuit fully charged.
If any application or release of any brake circuit
does not appear proper or if sluggishness is
apparent on application or release, shut the en-
gine down and notify maintenance personnel. Do
not operate truck until brake circuit in question is
fully operational.
3. Check gauges, warning lights and instruments
before moving the truck to insure proper system
operation and proper instrument functioning.
Give special attention to braking and steering
circuit warning lights. If warning lights come on,
shut down the engine immediately and determine
the cause.
4. Insure headlights, worklights and taillights are in
proper working order. Good visibility may prevent
an accident. Check operation of windshield wiper
and washer.
5. When truck body is in dump position, do not allow
anyone beneath it, unless body-up retaining de-
vice is in place.
6. Do not use the fire extinguisher for any purpose
other than putting out a fire! If extinguisher is
discharged, report the occurrence so the used
unit can be refilled or replaced.
7. Do not allow unauthorized personnel to ride in the
truck. Do not allow anyone to ride on the ladder
or on the deck of the truck.
8. Do not leave truck unattended while engine is
running. Shutdown engine before leaving cab.
A3-9
MACHINE OPERATION
SAFETY PRECAUTIONS
After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to insure safe machine operation.
If any of the red warning lights come ‘‘On’’ or if any
gauge reads in the red area during truck operation,
a malfunction is indicated. Stop truck as soon as
safety permits, shut down engine if problem indi-
cates and have problem corrected before resum-
ing truck operation.
1. Always sound the warning horn before moving the
truck. When backing the truck, give back-up sig-
nal (three blasts on horn); when starting forward,
two blasts on horn. These signals must be given
each time the truck is moved forward or back-
ward. Look to the rear before backing the truck.
Watch for and obey ground spotter’s hand signals
before making any reverse movements. Spotter
should have a clear view of the total area at the
rear of the truck.
2. Operate the truck only while properly seated with
seat belt fastened. Keep hands and feet inside
the cab compartment while truck is in operation.
Keep a firm grip on steering wheel at all times.
3. Check gauges and instruments frequently during
operation for proper readings.
4. Observe all regulations pertaining to the job site’s
traffic pattern. Be alert to any unusual traffic pat-
tern. Match the truck speed to haul road condi-
tions and slow the truck in any congested area.
Obey the spotter’s signals at shovel and dump.
5. Do not allow engine to run at ‘‘Idle’’ for extended
periods of time.
6. Check parking brake periodically during working
shift. Use parking brake for parking only.
Do not attempt to apply parking brake while truck
is moving!
7. Apply the Brake Lock Switch at the shovel and
dump areas.
8. Proceed slowly on rough terrain to avoid deep ruts
or large obstacles. Avoid traveling close to soft
edges and the edge of fill area.
9. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
A3-10 General Safety and Operating Instructions
LOADING
1. Pull into the loading area with caution. Remain at
a safe distance while truck ahead is being loaded.
2. Do not drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch out for other vehicles and for personnel
working in the area.
4. When pulling in under a loader or shovel, follow
‘‘Spotter’’ or ‘‘Shovel Operator’’ signals. The truck
operator may speed up loading operations by
observing the location and loading cycle of the
truck being loaded ahead, then follow a similiar
pattern.
5. Operator should remain in truck cab with engine
running while truck is being loaded.
Place Transmission Range Selector in ‘‘Neutral’’
and apply the Brake Lock Switch.
If operator must leave truck cab during loading,
engine must be shut down and parking brake ap-
plied. DO NOT use emergency brake for parking.
Remain far enough away from truck to avoid being
struck by flying material.
6. When truck is loaded, pull away from shovel as
quickly as possible, but with extreme caution.
HAULING
1. Always stay alert! If unfamiliar with the road, drive
with extreme caution.
2. Govern truck speed by the road conditions,
weather and visibility.
3. Operate truck so it is under control at all times.
4. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
5. Obey all road signs.
6. Always dim headlights when meeting oncoming
vehicles.
7. Maintain a safe distance when following another
vehicle. Never approach another vehicle from the
rear, in the same lane, closer than 15 m (50 ft).
When operating on a down grade, stay at least 30
m (100 ft) away.
A03008
 8. Before starting down a grade, maintain a speed
that will insure safe operation and provide effec-
tive retarding under all conditions.
When descending a known grade with a loaded
truck, the operator should adjust the speed of the
truck if necessary, to preselect a transmission
gear range, so that operation can be maintained
within the speeds listed on the Retarding Capac-
ity decal located inside the cab on the left front
cab post (Shown below). Either the retarder con-
trol lever or the foot-operated brake pedal can be
used to control the speed of the truck.
System components can accept heating at a
higher-than-continuous rate for a short period of
time, beyond which the system would become
over-temperature.
The short-length rating (sometimes called the
‘‘three-minute’’ limit) will successfully accommo-
date most downhill loaded hauls. It is necessary
to divide haul road grade segment length by
allowable speed to determine actual time on
grade. If actual time on grade exceeds the allow-
able amount, the grade will need to be negotiated
at the continuous speed. Ambient temperature,
as well as the prior temperature of the brake
cooling oil can affect this number (the brake cool-
ing oil could already be above the normal range
from recent operating conditions).

DO NOT exceed these recommended MAXIMUM

speeds when descending grades with a loaded
truck.
For Efficient Retarder Operation, the operator
should:
• Maintain engine RPM between 2000 ---- 2100
RPM, and
• When descending a grade, the operator should
apply the retarder lever/foot pedal and observe
both the Tachometer and the Brake Oil Tempera-
ture Gauge . The engine RPM must be main-
tained at 2000 -- 2100 RPM and the Brake Oil
Temperature must be maintained below 248oF
(120oC).
If the operator observes that either the maximum
engine speed of 2100 RPM or the Brake Oil
Retarder Operation Temperature of 248oF (120oC) are about to be
exceeded, the operator should immediately move
Two lists are provided on the Retarding Capac- the transmission range selector to the next lower
ity decal, one a continuous rating and the second range and use, either the retarder control lever,
a short-length rating. Both lists are matched to the or the foot-operated brake pedal, to apply more
truck at maximum Gross Vehicle Weight. brake pressure until the truck is slowed to a speed
The continuous numbers on the chart indicate the which will permit the transmission to downshift to
combination of speeds and grades which the the gear range selected.
vehicle can safely negotiate for unlimited time or Continue this procedure to downshift to the re-
distance. quired gear range to maintain engine speed at
The short-length numbers listed on the chart in- 2000 -- 2100 RPM and brake oil temperature
dicate the combination of speeds and grades below 248oF (120oC). When the proper gear
which the vehicle can safely negotiate for three range is attained, continue to use the retarder as
minutes. These speeds are faster than the con- needed to maintain a safe, productive speed.
tinuous values, reflecting the thermal capacity of
various system components.

A03008 General Safety and Operating Instructions A3-11

 If brake oil temperature exceeds 248oF (120oC), PASSING
the Brake Oil Temperature Warning light will turn
on. As quickly as safety will permit, bring the 1. Do not pass another truck on a hill or blind curve!
truck to a complete stop away from traffic, move 2. Before passing, make sure the road ahead is
transmission range selector to ‘‘Neutral’’, apply clear. If a disabled truck is blocking your lane,
the parking brake, and run engine at high idle. slow down and pass with extreme caution.
Continue to run engine at high idle until Brake Oil 3. Use only the areas designated for passing.
Temperature Warning light turns off and brake oil
temperature cools to below 248oF (120oC). If
temperature does not return to this range within
a few minutes, report the condition immediately
to maintenance personnel and wait for further
instructions before moving truck.
9. When operating truck in darkness or when visibil-
ity is poor, do not move truck unless headlights
are on. Do not back truck if back-up horn or lights
are inoperative.
10. When backing the truck, give back-up signal
(three blasts on horn); when starting forward, two
blasts on horn. These signals must be given each
time the truck is moved forward or backward.
11. Do not stop or park on a haul road unless unavoid-
able. If you must stop, move truck to a safe place,
apply parking brake, shut down engine, block
wheels securely and notify maintenance person-
nel for assistance.
12. If the warning light for ‘‘Low Steering Pressure’’
illuminates during operation, steer the truck im-
mediately to a safe stopping area, away from
other traffic, if possible. Refer to item 11 above.
13. Report haul road conditions immediately. Muddy
or icy roads, pot holes or other obstructions can
present hazards.
14. Cab doors should remain closed at all times while
truck is in motion or unattended.
15. Check for flat tires periodically during shift. If truck
has been run on a ‘‘flat’’, it must not be parked
in a building until the tire cools.

A3-12 General Safety and Operating Instructions A03008

DUMPING
1. Pull into dump area with extreme caution. Make
sure area is clear of persons and obstructions,
including overhead utility lines. Obey signals di-
rected by the spotter, if present.
Avoid unstable areas. Stay a safe distance from
edge of dump area.
Position truck on a solid, level surface before
dumping.
As body raises, the truck Center of Gravity (CG)
will move. Truck must be on level surface to pre-
vent tipping / rolling!
2. Carefully maneuver truck into dump position.
When backing truck into dump position, use only
the foot-operated brake pedal to stop and hold
truck.
3. When in dump position, place transmission range
selector at the ‘‘Neutral’’ position, and apply the
Brake Lock switch.
HOIST CONTROL VALVE
1. Hoist Control Lever 3. ‘‘DOWN’’ Position
2. ‘‘FLOAT’’/"HOLD" 4. ‘‘RAISE’’ Position
Postion 5. Center Console
← ARROW Points to Front of Truck
A03008 General Safety and Operating Instructions
To Raise dump body:
The dumping of very large rocks (10% of payload,
or greater) or sticky material (loads that do not flow
freely from the body) may allow the material to
move too fast and cause the dump body to move
RAPIDLY and SUDDENLY. This sudden movement
may jolt the truck violently and cause possible
injury to the operator, and/or damage to the hoist
cylinders, frame, and/or body hinge pins. If it is
necessary to dump this kind of material, refer to
the CAUTION in the following procedure:
4. Pull the Hoist Control Lever back to the ‘‘RAISE’’
position and release lever.
(Releasing the hoist lever anywhere during the
‘‘Hoist Up/RAISE’’ operation will place the dump
body in ‘‘HOLD’’ at that position.)
5. Raise engine RPM to accelerate hoist speed.
Refer to the CAUTION below.
When body is near the maximum angle, reduce
engine RPM (reduce foot pressure on the accel-
erator pedal) to reduce shock load to the hydraulic
system and hoist cylinders.
If dumping very large rocks or sticky material as
decribed in WARNING above, slowly accelerate
engine RPM to raise the dump body.
When the material starts to move, release hoist
lever to ‘‘HOLD’’ position. If material does not con-
tinue moving and clear dump body, repeat this
procedure until material has cleared dump body.
6. When the dump body rises to the desired position,
release the hoist control lever (it will return to the
‘‘HOLD’’ position). If desired to raise the body
further, move dump lever again to ‘‘RAISE’’ posi-
tion and dump body will rise until hoist cylinders
are fully extended.
(Releasing the hoist lever anywhere during the
‘‘Hoist Up/RAISE’’ operation will place the dump
body in ‘‘HOLD’’ at that position.)
A3-13
 To Lower Body:
7. After material being dumped clears the dump
body, lower body to frame by moving the Hoist
Control Lever forward to the ‘‘DOWN’’ position
and the dump body will start to move down.
8. Releasing the lever completely will automatically
return it to the ‘‘FLOAT’’ position. The dump body
will then move down under its own weight.
If dumped material builds up at body tailgate and
body cannot be lowered, shift Transmission
Range Selector to ‘‘D’’ (Drive), release Brake
Lock switch, and drive forward to clear material.
Stop, shift Transmission Range Selector to ‘‘N’’
(Neutral), apply Brake Lock switch and lower
dump body. See NOTE : * below.
The truck is not to be moved with
the dump body raised except for
emergency moves only. Failure
to lower the dump body before
moving truck may cause damage
to hoist cylinders, frame and/or
body hinge pins.
NOTE: When traveling, always place the dump lever
at the FLOAT position, regardless of whether or not
the truck is loaded.
* If the transmission range selector is moved to any
position other than ‘‘N’’ (neutral) when the dump lever
is not at the FLOAT position, the central warning lamp
will flash and the alarm buzzer will sound intermittently.
9. With body returned to frame, move Transmission
Range Selector to ‘‘D’’ (Drive), release Brake
Lock switch, and leave dump area carefully.
A3-14 General Safety and Operating Instructions
SAFE PARKING PROCEDURES
The operator must continue the use of safety precau-
tions when preparing for parking and engine shut-
down.
In the event that the equipment is being worked in
consecutive shifts, any questionable truck perform-
ance the operator may have noticed must be checked
by maintenance personnel before the truck is released
to another operator.
1. The truck should be parked on level ground, if at
all possible. If parking must be done on a grade,
the truck should be positioned at right angles to
the grade.
2. The parking brake must be applied and/or chocks
placed fore/aft of wheels so that the truck cannot
roll. Each truck should be parked at a reasonable
distance from another.
3. Haul roads are not safe parking areas. In an
emergency, pick the safest spot most visible to
other machines in the area. If the truck becomes
disabled where traffic is heavy, mark the truck
with warning flags in daylight or with flares at
night.
SHUTDOWN PROCEDURE
The following sequence of shutdown procedure is
important and should be followed at each shutdown.
1. Stop truck, reduce engine RPM to low idle. Place
Transmission Range Selector in ‘‘Neutral’’ and
apply parking brake.
2. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes.
3. Turn keyswitch to the ‘‘off’’ position to stop engine.
4. Close and lock all windows, remove key from key
switch and lock cab to prevent possible unauthor-
ized truck operation.
5. Dismount truck properly.
A03008
TOWING 3. Determine that towing vehicle has adequate ca-
pacity to both move and stop the towed truck
Prior to towing a truck, many factors must be carefully under all conditions.
considered. Serious personal injury and/or significant
property damage may result if important safety prac- 4. Protect both operators in the event of tow bar
tices, procedures, and preparation for moving heavy failure.
equipment are not observed.
Towing a disabled truck requires a rigid tow bar capa- 5. Release disabled truck brakes and remove all
ble of towing at least 1.5 times the Gross Vehicle blocking.
Weight (GVW) of the vehicle being towed.
NEVER use cable for towing a disabled vehicle!
When towing becomes necessary, use the tow eyes
installed under the front frame/bumper and take the Do not tow the truck any faster than 8 kph (5 MPH).
following precautions:
1. Block disabled truck to prevent movement while 6. Sudden movement may cause tow bar failure.
preparing truck for towing and attaching tow bar. Smooth and gradual truck movement is preferred.
Inspect tow bar for capacity (it must be capable
of towing at least 1.5 times the Gross Vehicle 7. Minimize tow angle at all times -
Weight of vehicle being towed). NEVER EXCEED 30o.
The towed truck must be steered in the direction
2. Determine primary reason that vehicle is disabled. of the tow bar.
a. If truck is disabled because of a suspected final
drive problem, both right and left planetary sun
gears/drive axles should be removed before
any towing. (Refer to Section ‘‘G’’ in the Shop
Manual for procedure.)
Extensive secondary damage can occur to
final drive components and/or transmis-
sion, if truck is towed without first removing
sun gears/drive axles.
b. If truck is disabled because of a suspected
transmission problem, and the towing distance
surpasses 800m (2,625 ft), remove the drive
shaft between the transmission and the differ-
ential case (if final drive sun gears have not
been removed).
c. If the engine of the disabled truck is operable;
keep the engine running while towing, so that
the steering and braking can be used.
d. If the engine is NOT operable, hydraulic power
for steering and braking and transmission lubri-
cation will not be available.
Install the necessary hydraulic connections be-
tween the towing vehicle and the disabled truck
to provide hydraulic power for steering and
braking. (Refer to the decals on the truck near
the hydraulic manifold.)
Disconnect transmission as stated above.

A03008 General Safety and Operating Instructions A3-15

 NOTES

A3-16 General Safety and Operating Instructions A03008

 WARNINGS AND CAUTIONS
The following pages give an explanation of the Warning, Caution, and Service Instruction plates and decals attached
to the KOMATSU 530M Haulpak truck. The plates and decals listed here are typical of this model, but because of
customer options, individual trucks may have plates and decals that are different from those shown here.
The plates and decals must be kept clean and legible. If any decal or plate becomes unable to be read or damaged,
it should be replaced with a new one.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Never apply the auxiliary brake switch when the
A warning decal is located at the lower right side of the truck is moving, except as an emergency measure.
instrument panel and below the key switch.
The warning stresses the importance of reading the
A Grade/Speed plate showing Retarding Capacities is
operator’s manual before operation.
located on the left front post of the operator’s cab and

. . . . . . . . . . . . . . . . . . . . . .
A warning decal is located to the far right of the
instrument panel and below the Auxiliary Brake switch.

Depress the center button to apply the auxiliary brake.

The RED lamp will illuminate.
Depress the button again to release the auxiliary

provides the recommended MAXIMUM speeds to be

used when descending various grades with a loaded
truck.
Refer to ‘‘Hauling/Retarder Operation’’, OPERATING
INSTRUCTIONS, Section 3, of the Operation & Main-
tenance, for complete details regarding the use of the
information on this chart.

brake; the light will turn ‘‘Off’’.
When the auxiliary brake switch is activated, full,
unmodulated hydraulic brake pressure is applied
to all wheels. The parking brake is also applied.
Always refer to the decal in operator’s cab.
This decal may change with OPTIONAL truck
equipment such as: tire sizes, etc.

A04027 6/98 Warnings and Cautions A4-1

A plate attached to the right rear corner of the cab states the Rollover Protective Structure and Falling Object Protective
Structure meets various SAE performance requirements.

! WARNING ! Do not make modifications to this structure, or attempt to repair damage without
written approval from the Manufacturer.
Unauthorized repairs will void certification.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DANGER plates are mounted on each suspension and

accumulator cylinder. These plates warn that the sus-
pensions and accumulators are charged with high
pressure nitrogen. No servicing of any kind should be
attempted until the service manual has been refer-
enced and proper and safe procedures are followed.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Warning plates are attached to both the hydraulic tank

and fuel tank to alert technicians not to work on the
truck with the body in the raised position unless
body-up retention device (pins or cable) is in position.

A4-2 Warnings and Cautions A04027 6/98

A plate is mounted on the left hand side of the trans-
mission oil pan to provide instructions for proper trans-
mission oil level check.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Warning plates are mounted on the truck frame in front

of and to the rear of both front tires to alert all persons
to stay clear when the truck is being steered.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A warning plate is mounted on top of the radiator surge

tank cover near the radiator cap.
The engine cooling system is pressurized. Always
turn the key switch off and allow the engine to cool
before removing radiator cap. Unless the pressure
is first released, removing the radiator cap after the
engine has been running for a time will result in the hot
coolant being expelled from the radiator.
Serious scalding and burning can result.
Service personnel should use caution when serv-
icing radiator. The system is pressurized because
of thermal expansion of coolant. ‘‘DO NOT’’ re-
move radiator cap while engine is hot. Severe
burns may result.

A04027 6/98 Warnings and Cautions A4-3

A plate on the side of the hydraulic tank furnishes
instructions for filling the hydraulic tank.
Keep the system open to the atmosphere only as long
as absolutely necessary to lessen chances of system
contamination. Service the tank with clean Type C-4
hydraulic oil. All oil being put into the hydraulic tank
should be filtered through 3 micron filters.

A CAUTION decal is attached below the hydraulic tank

oil level sight gauge. Check level with body down,
engine stopped, and key switch ‘‘Off’’ (to assure pres-
sure has been relieved from system) before removing
fillercap.
Add oil per filling instructions, if oil level is below top of
sight glass.

A warning plate is attached to the frame above the

hydraulic system (APU) quick disconnect fittings to
alert technicians that high pressure hydraulic oil is
present during operation. Care must be taken when it
is necessary to open the hydraulic system. There is
always a chance of residual pressure being present.
Open fittings slowly to allow any pressure to bleed off
before removing any connections.
Any operating fluid, such as hydraulic oil, escap-
ing under pressure can have sufficient force to
enter a person’s body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.

A4-4 Warnings and Cautions A04027 6/98

A plate is located next to filler cap on fuel cap which
specifies Diesel Fuel Only. Care should be taken to
open cap slowly and bleed off pressure that may be in
tank when removing filler cap.
Operation and Maintenance Manual refered to is from
Engine Manufacturer.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attached to the interior of battery box lid is a DANGER
plate. This plate stresses the need to keep from mak-
ing any sparks near the battery. When another battery
or 24VDC power source is used for auxiliary power, all
switches must be ‘‘Off’’ prior to making any connec-
tions. When connecting auxiliary power cables, posi-
tively maintain correct polarity; connect the positive (+)
leads together and then connect the negative (-) lead
of the auxiliary power cable to a good frame ground.
Do not connect to the negative post of the truck battery
or near the battery box. This hookup completes the
circuit but minimizes danger of sparks near the batter-
ies.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Avoid contact with
skin, eyes or clothing. In event of accident, immedi-
ately flush with plenty of water and call a physician.
KEEP OUT OR REACH OF CHILDREN!
These decals are placed on the top of the battery box
and near the battery disconnect switches to indicate
that the battery system (24VDC) is a NEGATIVE (-)
GROUND system.
This decal is placed above the battery disconnect
switches on the right side of the battery box to indicate
‘‘Off’’ and ‘‘On’’ positions of the switches.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A caution plate is located on the side of the battery box.

These instructions must be followed when welding is
done on the truck to avoid damage to the electronic
components.

A04027 6/98 Warnings and Cautions A4-5

A product identification plate is located on the right hand frame rail near the front bumper. This lists the vehicle model
number, maximum G.V.W. and Product Identification Number. The Product Identification Number (vehicle serial
number) contains information which will identify the original manufacturing bill of material for this unit. This complete
number will be necessary for the proper ordering of many service parts and/or warranty consideration.

The lubrication chart is located on the left hand front fender behind the ladder.
Refer to Maintenance - Section 4, ‘‘Lubrication and Service’’, for more complete lubrication instructions.

A4-6 Warnings and Cautions A04027 6/98

 STANDARD TABLES
This manual provides dual dimensioning for many specifications. Metric units are specified first, with U.S. standard
units in parentheses. References throughout the manual to standard torques or other standard values will be to one
of the following Tables.
For values not shown in any of the charts or tables, standard conversion factors for most commonly used
measurements are provided in TABLES I and .
NOTE: Portions of this truck may be assembled with SAE (U.S.) hardware.
BE SURE TO REFER TO THE CORRECT TABLE!

INDEX OF TABLES
TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE I . . . . . . COMMON CONVERSIONS
METRIC -to- ENGLISH . . A5-1
TABLE I -- COMMON CONVERSIONS
TABLE IISTANDARD TIGHTENING TORQUE METRIC -to- ENGLISH
. . . . . . . For Capscrews and Nuts A5-2 TO CONVERT
MULTIPLY BY
FROM TO
TABLE IIISTANDARD TIGHTENING TORQUE millimeter (mm) inch -- in. 0.0394
. . . . . . . . . . For Split Flange Bolts A5-2 centimeter (cm) inch -- in. 0.3937
meter (m) foot -- ft. 3.2808
TABLE IV . . . . . TIGHTENING TORQUE FOR
meter (m) yard -- yd. 1.0936
. . Flared Tube And Hose Fittings A5-2
kilometer (km) mile -- mi. 0.6210
TABLE V TEMPERATURE CONVERSIONS A5-3 sq. centimeters (cm2) sq. in. -- in.2 0.1550
sq. centimeters (cm2) sq. ft. -- ft.2 0.001
TABLE VI . . . . . . TORQUE CONVERSIONS cu. centimeters (cm3) cu. in. -- in.3 0.061
. . kilogram.meters To foot pounds A5-3 liters (l) cu. in. -- in.3 61.02
cu. meters (m3) cu. ft. -- ft.3 35.314
TABLE VII . . . . . . TORQUE CONVERSIONS
liters (l) cu. ft. -- ft.3 0.0353
kilogram.meters To Newton.meters A5-3
grams (g) ounce -- oz. 0.0353
TABLEVIII . . . . PRESSURE CONVERSIONS milliliter (ml) fluid ounce -- fl. oz. 0.0338
. . . . . . . . . . . kg/cm2 To (psi) A5-4 kilogram (kg) pound (mass) 2.2046
Newton (N) pound (force) -- lbs. 0.2248
TABLE IX . . . . PRESSURE CONVERSIONS Newton.meters (N.m) kilogram.meters (kg.m) 0.102
. . . . . . . . . . . . kg/cm2 To kPa A5-4 Newton.meters (N.m) ft. lbs. (force) 0.7376
kilogram.meters (kg.m) ft. lbs. (force) 7.2329
TABLE X . . . PRESSURE CONVERSIONS
kilogram.meters (kg.m) Newton.meters (N.m) 9.807
. . . . . . . . . . . . . . . . psi To kPa A5-4
kilopascals (kPa) psi (pressure) 0.1450
SEALANTS AND ADHESIVES . . . . . . . . . . A5-5 megapascals (MPa) psi (pressure) 145.038
kilograms/cm2 (kg/cm2) psi (pressure) 14.2231
TABLE XISTANDARD TIGHTENING TORQUE kilograms/cm2 (kg/cm2) kilopascals (kPa) 9.8068
. . . For SAE Capscrews and Nuts A5-6 kilogram (kg) ton (short) 0.0011
TABLE XII . STANDARD ASSEMBLY TORQUE metric ton ton (short) 1.1023
liters (l) quart -- qt. 1.0567
12-Pt, Grade 9, Capscrews (SAE) A5-6
liters (l) gallon -- gal. 0.2642
TABLE XIII.JIC
............Swivel Nuts Torque Chart (SAE) A5-7 Watts HP (horsepower) 0.00134
kilowatts (kW) HP (horsepower) 1.3410
TABLE XIV . Pipe Thread Torque Chart (SAE) A5-7
TABLE XV . O-Ring Boss Torque Chart (SAE) A5-7
TABLE XVI
...O-Ring
................. Face Seal Torque Cht (SAE) A5-7
TABLE XVII . . . . . COMMON CONVERSIONS
ENGLISH -to- METRIC
.............A5-8
.......

A05005 Standard Tables A5-1

 TABLE I
STANDARD TIGHTENING TORQUE FOR
METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY

Capscrew Thread Width Kilogram.meters Newton.meters Foot Pounds

Diameter Across Flat (kg.m) (N.m) (ft.lbs.)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
6 10 1.35 13.2 10
8 13 3.2 31.4 23
10 17 6.7 65.7 48
12 19 11.5 112 83
14 22 18.0 177 130
16 24 28.5 279 206
18 27 39.0 383 282
20 30 56.0 549 405
22 32 76.0 745 550
24 36 94.5 927 684
27 41 135 1320 975
30 46 175 1720 1266
33 50 225 2210 1630
36 55 280 2750 2025
39 60 335 3280 2420
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.

TABLE III
TIGHTENING TORQUE FOR SPLIT FLANGE BOLTS

Capscrew Thread Width Kilogram.meters Newton.meters Foot Pounds

Diameter Across Flat (kg.m) (N.m) (ft.lbs.)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
10 14 6.7 65.7 48
12 17 11.5 112 83
16 22 28.5 279 206
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.

TABLE IV
TIGHTENING TORQUE FOR FLARED TUBE AND HOSE FITTINGS

Thread Diameter Width Kilogram.meters Newton.meters Foot Pounds

of Nut Across Flat (kg.m) (N.m) (ft.lbs.)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
14 19 2.5 25 18
18 24 5 50 36
22 27 8 80 58
24 32 14 140 101
30 36 18 175 130
33 41 20 195 145
36 46 25 245 180
42 55 30 295 215

A5-2 Standard Tables A05005

 TABLE V TEMPERATURE CONVERSIONS
FORMULA: F° -- 32 ÷ 1.8 = C° C° x 1.8 + 32 = F°
CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT
C° F° C° F° C° F°
121 250 482 63 145 293 4 40 104
118 245 473 60 140 284 2 35 95
116 240 464 57 135 275 -- 1 30 86
113 235 455 54 130 266 -- 4 25 77
110 230 446 52 125 257 -- 7 20 68
107 225 437 49 120 248 -- 9 15 59
104 220 428 46 115 239 -- 12 10 50
102 215 419 43 110 230 -- 15 5 41
99 210 410 41 105 221 -- 18 0 32
96 205 401 38 100 212 -- 21 -- 5 23
93 200 392 35 95 293 -- 23 -- 10 14
91 195 383 32 90 194 -- 26 -- 15 5
88 190 374 29 85 185 -- 29 -- 20 -- 4
85 185 365 27 80 176 -- 32 -- 25 -- 13
82 180 356 24 75 167 -- 34 -- 30 -- 22
79 175 347 21 70 158 -- 37 -- 35 -- 31
77 170 338 18 65 149 -- 40 -- 40 -- 40
74 165 329 15 60 140 -- 43 -- 45 -- 49
71 160 320 13 55 131 -- 46 -- 50 -- 58
68 155 311 10 50 122 -- 48 -- 55 -- 67
66 150 302 7 45 113 -- 51 -- 60 -- 76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit, F°. Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit, F°.
If starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.

TABLE VI TORQUE CONVERSIONS

kilogram.meter - kg.m To Foot Pounds -- (ft.lbs.)
1 kg.m = 7.2339 ft.lbs.
kg.m 0 1 2 3 4 5 6 7 8 9
0 (ft. lbs.) 7.23 14.5 21.7 28.9 36.2 43.4 50.6 57.9 65.1
10 72.3 79.6 86.8 94.0 101.3 108.5 115.7 123.0 130.2 137.4
20 144.7 151.9 159.1 166.4 173.6 180.8 188.1 195.3 202.5 209.8
30 217.0 224.2 231.5 238.7 245.9 253.2 260.4 267.6 274.9 282.1
40 289.3 296.5 303.8 311.0 318.2 325.5 332.7 339.9 347.2 354.4
50 361.6 368.9 376.1 383.3 390.6 397.8 405.0 412.3 419.5 426.7
60 434.0 441.2 448.4 455.7 462.9 470.1 477.4 484.6 491.8 499.1
70 506.3 513.5 520.8 528.0 535.2 542.5 549.7 556.9 564.2 571.4
80 578.6 585.9 593.1 600.3 607.6 614.8 622.0 629.3 636.5 643.7
90 651.0 658.2 665.4 672.7 679.9 687.1 694.4 701.6 708.8 716.1

TABLE VII TORQUE CONVERSIONS

kilogram.meter - kg.m To Newton.meters (N.m)
1 kg.m = 9.807 N.m
kg.m 0 1 2 3 4 5 6 7 8 9
0 (N.m) 9.8 19.6 29.4 39.2 49.0 58.8 68.6 78.5 88.3
10 98.1 107.9 117.7 127.5 137.3 147.1 156.9 166.7 176.5 186.3
20 196.1 205.9 215.8 225.6 235.4 245.2 255.0 264.8 274.6 284.4
30 294.2 304.0 313.8 323.6 333.4 343.2 353.1 362.9 372.7 382.5
40 392.3 402.1 411.9 421.7 431.5 441.3 451.1 460.9 470.7 480.5
50 490.4 500.2 510.0 519.8 529.6 539.4 549.2 559.0 568.8 578.6
60 588.4 598.2 608.0 617.8 627.6 637.5 647.3 657.1 666.9 676.7
70 686.5 696.3 706.1 716.0 725.7 735.5 745.3 755.1 764.9 774.8
80 784.6 794.4 804.2 814.0 823.8 833.6 843.4 853.2 863.0 872.8
90 882.6 892.4 902.2 912.1 921.9 931.7 941.5 951.3 961.1 970.9

A05005 Standard Tables A5-3

 TABLE VIII PRESSURE CONVERSIONS
kilograms/cm2 (kg/cm2) To pounds per sq. in. (psi)
1 kg/cm2 = 14.2231 psi
kg/cm2 0 1 2 3 4 5 6 7 8 9
0 (psi) 14.2 28.4 42.7 56.9 71.1 85.3 99.6 113.8 128.0
10 142.2 156.5 170.7 185.0 199.1 213.3 227.6 241.8 256.0 270.2
20 284.5 298.7 312.9 327.1 341.4 355.6 369.8 384.0 398.2 412.5
30 426.7 440.9 455.1 469.4 483.6 497.8 512.0 526.3 540.5 554.7
40 568.9 583.1 597.4 611.6 625.8 640.0 654.3 668.5 682.7 696.9
50 711.2 725.4 739.6 753.8 768.0 782.3 796.5 810.7 824.9 839.2
60 853.4 867.6 881.8 896.1 910.3 924.5 938.7 952.9 967.2 981.4
70 995.6 1009.8 1024.1 1038.3 1052.5 1066.7 1081.0 1095.2 1109.4 1123.6
80 1137.8 1152.1 1166.3 1180.5 1194.7 1209.0 1223.2 1237.4 1251.6 1265.9
90 1280.1 1294.3 1308.5 1322.7 1337.0 1351.2 1365.4 1379.6 1393.9 1408.1

TABLE IX PRESSURE CONVERSIONS

kilograms/cm2 (kg/cm2) To kilopascals (kPa)
1 kg/cm2 = 9.8068 kPa
kg/cm2 0 1 2 3 4 5 6 7 8 9
0 (kPa) 9.81 19.6 29.4 39.2 49.0 58.8 68.6 78.5 88.3
10 98.1 107.9 117.7 127.5 137.3 147.1 156.9 166.7 176.5 186.3
20 196.1 205.9 215.7 225.6 235.4 245,2 255.0 264.8 274.6 284.4
30 294.2 304.0 313.8 323.6 333.4 343.2 353.0 362.9 372.7 382.5
40 392.3 402.1 411.9 421.7 431.5 441.3 451.1 460.9 470.7 480.5
50 490.3 500.1 510.0 519.8 529.6 539.4 549.2 559.0 568.8 578.6
60 588.4 598.2 608.0 617.8 627.6 637.4 647.2 657.1 666.9 676.7
70 686.5 696.3 706.1 715.9 725.7 735.5 745.3 755.1 764.9 774.7
80 784.5 794.4 804.2 814.0 823.8 833.6 843.4 853.2 863.0 872.8
90 882.6 892.4 902.2 912.0 921.8 931.6 941.5 951.3 961.1 970.9

TABLE X PRESSURE CONVERSIONS

Pounds/sq. in. [psi] To kilopascals (kPa)
Formula: psi x 6.895 = kPa
PSI 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6

NOTE: Tables such as Table VI, VII, VIII, IX, and X may be used as in the following example:
Example: Convert 955 kg.m to foot pounds (ft.lbs.).

1. Select Table VI.

2. Go to kg.m row 90, column 5; read 931.7 4. Go to kg.m row 0, column 5; read 49.0
95 kg.m = 931.7 ft.lbs. 5 kg.m = 49 ft.lbs. Add to step 3.
3. Multiply by 10: 5. 950 +5 kg.m = 9317 +49 = 9366 ft.lbs.
950 kg.m = 9317 ft.lbs. 955 kg.m = 9366 ft.lbs.

A5-4 Standard Tables A05005

 SEALANTS AND ADHESIVES
Nomenclature Code Three Bond Applications
LT-1A TB1521 Used to apply rubber pads, rubber gaskets and cork plugs.
Used to apply resin, rubber, metallic and non-metallic
LT-1B 1000B - 1000W
parts when a fast, strong seal is needed.
LT-2 TB1374 Preventing bolts, nuts and plugs from loosening and leaking oil.
Adhesives
LT-2A TB2411 Preventing bolts, nuts and plugs from loosening and leaking oil. (1)
LT-2B TB2403 Preventing bolts, nuts and plugs from loosening and leaking oil. (2)
LT-2C TB2430 or TB2440 Preventing bolts, nuts and plugs from loosening and leaking oil. (2)
LT-3 Main bond TB2001
Provides an airtight, electrically insulating seal. Used for aluminum surfaces.
Hardening agent TB2105
LG-1 TB1108B Used with gaskets and packings to increase sealing effect.
LG-3 TB1107 Heat-resistant gasket for precombustion chambers and exhaust piping.
Liquid Gasket Used by itself on mounting surfaces on the final drive and transmission cases.
LG-4 TB1104
Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)
Used by itself to seal grease fittings, tapered screw fittings and tapered screw
LG-5 TB1110
fittings in hydraulic circuits of less than 50 mm (2 in ) in diameter.
Antifriction Applied to bearings and taper shafts to facilitate press-fitting
LM-P --
compound and to prevent sticking, burning or rusting.
Applied to bearings, sliding parts and oil seals for lubrication,
Grease G2-LI --
rust prevention and facilitation of assembling work.
Vaseline -- -- Used for protecting battery electrode terminals from corrosion.

(1) Used for threaded areas (for example, plug, nipple, elbow etc.) which are removable and a pressure of 20 kg/cm2
(285 psi) or less.
(2) Used for threaded areas (for example, stud, etc.) which are not removable and a pressure of 20 kg/cm2 (285
psi) or less.
NOTE:
These sealants and adhesives are manufactured and sold by Three Bond U.S.A., Inc.

For information, call or write to:

Three Bond U.S.A., Inc. PART NUMBERS
6184 Schumacher Park Drive Three Bond Komatsu
West Chester, OH 45069 TB1374 09940-00030
Telephone: (513) 779-7300 TB1521 790-129-9030
TB1104 790-129-9020
Fax: (513) 779-7375
TB1108B 790-129-9010

A05005 Standard Tables A5-5

 TABLE XI
STANDARD TORQUE CHART
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS)
TOLERANCES ±10%
GRADE 5 GRADE 8
CAP- TORQUE -- GRADE 5 TORQUE -- GRADE 8 TORQUE -- GRADE 5 TORQUE -- GRADE 8
CAPSCREW
SCREW
THREAD
THREAD ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m
SIZE
SIZE
1/4--20 7 0.97 9.5 10 1.38 13.6 3/4--16 235 32.5 319 335 46.3 454
1/4--28 8 1.11 10.8 11 1.52 14.9 7/8--9 350 48.4 475 500 69.2 678
5/16--18 15 2.07 20.3 21 2.90 28 7/8--14 375 51.9 508 530 73.3 719
5/16--24 16 2.21 22 22 3.04 30 1.0--8 525 72.6 712 750 103.7 1017
3/8--16 25 3.46 34 35 4.84 47 1.0--12 560 77.4 759 790 109.3 1071
3/8--24 30 4.15 41 40 5.5 54 1.0--14 570 78.8 773 800 110.6 1085
7/16--14 40 5.5 54 58 8.0 79 1 1/8--7 650 89.9 881 1050 145 1424
7/16--20 45 6.2 61 62 8.57 84 1 1/8--12 700 96.8 949 1140 158 1546
1/2--13 65 9 88 90 12.4 122 1 1/4--7 910 125.9 1234 1480 205 2007
1/2--20 70 9.7 95 95 13.1 129 1 1/4--12 975 134.8 1322 1580 219 2142
9/16--12 90 12.4 122 125 17.3 169 1 3/8--6 1200 166 1627 1940 268 2630
9/16--18 95 13.1 129 135 18.7 183 1 3/8--12 1310 181 1776 2120 293 2874
5/8--11 125 17.3 169 175 24.2 237 1 1/2--6 1580 219 2142 2560 354 3471
5/8--18 135 18.7 183 190 26.2 258 1 1/2--12 1700 235 2305 2770 383 3756
3/4--10 220 30.4 298 310 42.8 420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m

TABLE XII -- TABLE XII - STANDARD ASSEMBLY TORQUE

for 12-Point, Grade 9, Capscrews
Standard Assembly Torques For
CAPSCREW TORQUE TORQUE TORQUE
12-Point, Grade 9, Capscrews (SAE) SIZE* ft. lbs. N.m kg.m
0.250 - 20 12 16 1.7
The following specifications appy to required assembly
0.312 - 18 24 33 3.3
torques for all 12-Point, Grade 9 (170,000 psi minimum
0.375 - 16 42 57 5.8
tensile), Capscrews. 0.438 - 14 70 95 9.7
• Capscrew threads and seats SHALL be lubricated 0.500 - 13 105 142 14.5
when assembled. 0.562 - 12 150 203 20.7
0.625 - 11 205 278 28.3
Unless instructions specifically recommend oth- 0.750 - 10 360 488 49.7
erwise, these standard torque values are to be 0.875 - 9 575 780 79.4
used with simple lithium base chassis grease 1.000 - 8 860 1166 119
(multi-purpose EP NLGI) or a rust- preventive 1.000 - 12 915 1240 126
grease (see list, this page) on the threads. 1.125 - 7 1230 1670 170
1.125 - 12 1330 1800 184
• Torques are calculated to give a clamping force of 1.250 - 7 1715 2325 237
1.250 - 12 1840 2495 254
approximately 75% of proof load.
1.375 - 6 2270 3080 313
• The maximum torque tolerance shall be ±10% of 1.375 - 12 2475 3355 342
the torque value shown. 1.500 - 6 2980 4040 411
1.500 - 12 3225 4375 445
* Shank Diameter (in.) - Threads per in.
This Table represents standard values only.
Do not use these values to replace torque values which are
specified in assembly instructions.

A5-6 Standard Tables A05005

 TABLE XIII TABLE XV
TORQUE CHART FOR JIC 37° SWIVEL NUTS TORQUE CHART FOR
WITH OR WITHOUT O-RING SEAL O-RING BOSS FITTINGS
SIZE TUBE SIZE THREADS TORQUE SIZE TUBE SIZE THREADS TORQUE
CODE (O.D.) UNF -- 2B FT. LBS. CODE (O.D.) UNF -- 2B FT. LBS.
-- 2 0.125 0.312--24 4 ±1 -- 2 0.125 0.312--24 4 ±2
-- 3 0.188 0.375--24 8 ±3 -- 3 0.188 0.375--24 5 ±2
-- 4 0.250 0.438--20 12 ±3 -- 4 0.250 0.438--20 8 ±3
-- 5 0.312 0.500--20 15 ±3 -- 5 0.312 0.500--20 10 ±3
-- 6 0.375 0.562--18 18 ±5 -- 6 0.375 0.562--18 13 ±3
-- 8 0.500 0.750--16 30 ±5 -- 8 0.500 0.750--16 24 ±5
-- 10 0.625 0.875--14 40 ±5 -- 10 0.625 0.875--14 32 ±5
-- 12 0.750 1.062--12 55 ±5 -- 12 0.750 1.062--12 48 ±5
-- 14 0.875 1.188--12 65 ±5 -- 14 0.875 1.188--12 54 ±5
-- 16 1.000 1.312--12 80 ±5 -- 16 1.000 1.312--12 72 ±5
-- 20 1.250 1.625--12 100 ±10 -- 20 1.250 1.625--12 80 ±5
-- 24 1.500 1.875--12 120 ±10 -- 24 1.500 1.875--12 80 ±5
-- 32 2.000 2.500--12 230 ±20 -- 32 2.000 2.500--12 96 ±10

TABLE XIV TABLE XVI

TORQUE CHART FOR TORQUE CHART FOR
PIPE THREAD FITTINGS O-RING FACE SEAL FITTINGS
WITH WITHOUT SIZE TUBE SIZE THREADS TORQUE
SIZE PIPE THREAD
SEALANT SEALANT CODE (O.D.) UNF -- 2B FT. LBS.
CODE SIZE
FT. LBS. FT. LBS. -- 4 0.250 0.438--20 11 ±1
-- 2 0.125--27 15 ±3 20 ±5 -- 6 0.375 0.562--18 18 ±2
-- 4 0.250--18 20 ±5 25 ±5 -- 8 0.500 0.750--16 35 ±4
-- 6 0.375--18 25 ±5 35 ±5 -- 10 0.625 0.875--14 51 ±5
-- 8 0.500--14 35 ±5 45 ±5 -- 12 0.750 1.062--12 71 ±7
-- 12 0.750--14 45 ±5 55 ±5 -- 16 1.000 1.312--12 98 ±6
-- 16 1.000--11.50 55 ±5 65 ±5 -- 20 1.250 1.625--12 132 ±7
-- 20 1.250--11.50 70 ±5 80 ±5 -- 24 1.500 1.875--12 165 ±15
-- 24 1.500--11.50 80 ±5 95 ±10
-- 32 2.000--11.50 95 ±10 120 ±10

A05005 Standard Tables A5-7

 TABLE XVII -- COMMON CONVERSIONS
ENGLISH -to- METRIC
TO CONVERT MULTIPLY
FROM TO BY
inch -- in. millimeter (mm) 25.40
inch -- in. centimeter (cm) 2.54
foot -- ft. meter (m) 0.3048
yard -- yd. meter (m) 0.914
mile -- mi. kilometer (km) 1.61
sq. in. -- in.2 sq. centimeters (cm2) 6.45
sq. ft. -- ft.2 sq. centimeters (cm2) 929
cu. in. -- in.3 cu. centimeters (cm3) 16.39
cu. in. -- in.3 liters (l) 0.016
cu. ft. -- ft.3 cu. meters (m3) 0.028
cu. ft. -- ft.3 liters (l) 28.3
ounce -- oz. kilogram (kg) 0.028
fluid ounce -- fl. oz. milliliter (ml) 29.573
pound (mass) kilogram (kg) 0.454
pound (force) -- lbs. Newton (N) 4.448
in. lbs. (force) Newton.meters (N.m) 0.113
ft. lbs. (force) Newton.meters (N.m) 1.356
ft. lbs. (force) kilogram.meters (kg.m) 0.138
kilogram.meters (kg.m) Newton.meters (N.m) 9.807
psi (pressure) kilopascals (kPa) 6.895
psi (pressure) megapascals (MPa) 0.007
psi (pressure) kilograms/cm2 (kg/cm2) 0.0704
ton (short) kilogram (kg) 907.2
ton (short) metric ton 0.907
quart -- qt. liters (l) 0.946
gallon -- gal. liters (l) 3.785
HP (horsepower) Watts 745.7
HP (horsepower) kilowatts (kW) 0.745

A5-8 Standard Tables A05005

 STORAGE AND IDLE MACHINE PREPARATION

There may be periods when it is necessary for a
machine to be idle for an extended period of time.
Properly prepared, a stored machine may promptly
and safely be put back into operational service. Im-
proper preparation, or complete lack of preparation,
can make the job of getting the vehicle back to oper-
ating status difficult.
The following information outlines the essential proper
steps for preparing a unit for extended storage, and
the necessary steps to bring it back to operational
status - these are the ideals. Additional information is
given to help restore those machines which were not
put into storage, merely shut down and left idle for a
long period of time.
Much of this material is of a general nature since the
environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when re-
storing a long term idle vehicle.
These instructions are not intended to be all inclusive,
but are furnished to provide the minimum guide lines.
The final aim should always be to provide the operator
with a safe, fully productive vehicle, that he can rely
on.

SHORT TERM IDLE PERIODS

There will be periods when a vehicle may be idle from 5. Once a month, perform the 10 hour service items
30-60 days, but must be ready for use at all times. shown in the Operation and Maintenance Manu-
als. Keep batteries properly serviced.

The most effective handling of this type situation is to

follow the procedure given below to prevent any dete-
rioration from beginning.

1. Keep the vehicle fully serviced.

2. On a weekly schedule, perform a visual check of
the vehicle, start and run the engine until both the
engine and transmission are up to operating tem-
perature. Move the vehicle around the yard for a
few minutes to insure that all internal gears and
bearings are freshly lubricated.
3. Operate all hydraulic functions through complete
range to insure that cylinder rams and all seals
are fully lubricated.
4. Check and operate all systems.

A07004 STORAGE PROCEDURES A7-1

 PREPARATION FOR STORAGE
For long term idle periods, proper preparation will pay Refer to Section "P", Fluid Specifications and
large dividends in time and money when future opera- Charts, of the HAULPAK® service manual for the
tion of the vehicle is scheduled. proper anti-freeze and conditioner concentra-
tions. After refilling the system, always operate
the engine until the thermostats open to circulate
1. Engine should be prepared for storage according the solution through the cooling system.
to instructions found in the engine manufacturers
NOTE: NEVER store a vehicle with a dry cooling
manual.
system.
2. Transmission should be prepared for storage.
8. New hydraulic filters should be installed and the
Instruction will be found in the transmission Serv-
hydraulic tank fully serviced with Type C-4 oil as
ice Manual. Several storage variations are given.
specified in Section "P", Lubrication and Service,
3. The vehicle should be in top operating condition of the HAULPAK® service manual.
with all discrepancies corrected. Paint should be
in good condition, no rust or corrosion, all ex-
posed, machined or unpainted surfaces should
be coated with a good rust preventative grease.
Any operating fluid, such as hydraulic oil, escap-
4. After the vehicle has been parked in its storage
ing under pressure can have sufficient force to
location, all hydraulic cylinders, including Hydrair
enter a person’s body by pentrating the skin. Seri-
suspensions (Trucks), should be retracted as
ous injury and possible death may result if proper
much as possible (steering cylinders centered).
medical treatment by a physician familiar with this
Wipe the exposed portion of all cylinder rams
injury is not received immediately.
clean and, coat (including seals on ends of barrel)
with good preservative grease. 9. Disconnect batteries, If possible, batteries should
be removed and stored in a battery shop or a cool
5. If long term storage is anticipated, the vehicle
dry location on wooden blocks. Do not store
should be blocked up with the tires clear of the
batteries on a concrete floor. Clean battery com-
ground or floor to remove vehicle weight from the
partment, remove all corrosion and paint com-
tires. Lower air pressure in the tires to 15-25 psi
partment with acid proof paint.
(103-172 kPa). Completely cover the tires with
tarpolins to minimize rubber oxidation and dete-
rioration.
6. Clean the radiator; refer to Engine Service Manual
and the Vehicle Service Manual for the proper
cleaning instructions.
7. The cooling system should be completely drained,
chemically flushed, and refilled with a conditioned
water/antifreeze solution suitable for the lowest
temperature anticipated.

10. Wheel axle housings and final drives should be

fully serviced with prescribed lubricants. Seal all
vents.
11. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.

A7-2 STORAGE PROCEDURES A07004

12. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.
13. Relieve tension from all drive belts. The engine
manufacturer recommends insertion of heavy
kraft paper between belts and pulleys to prevent
sticking.
14. All vandalism covers and locks should be in place
and secured.
15. If so equipped, cab windows should be closed,
locked and sealed and the cab door locked to
prevent vandalism and weather effects.
16. The vehicle fuel tanks should be completely
drained of fuel, fogged with preservative lubricant,
("NOX-RUST" MOTOR STOR., SAE10) and
closed tightly. All fuel filters should be replaced.
17. If at all possible, to aid those who will eventually
place the unit back in operation, all available serv-
ice publications (vehicle, engine and transmis-
sion) and a current parts catalog should be
packaged in a moisture proof package and placed
in the vehicle cab.
18. Be certain water drain holes in body (trucks) are
open.

REMOVAL FROM STORAGE

If the foregoing preparations were conscientiously fol- 5. Refer to the proper transmission service manual
lowed in placing the vehicle into storage, getting it back for returning the transmission to operation.
to operational status is a simple matter of reversing
6. Thoroughly inspect all drive belts, hydraulic, air
these steps.
and oil lines for evidence of damage, wear or
NOTE: Before starting the job or restoring a vehicle to deterioration. Replace any suspected lines. Don’t
operation, obtain copies of the Operation and Mainte- take chances on ruptures or blow-outs.
nance Manual, Service Manual, Engine and Transmis-
7. New hydraulic filters should be installed and the
sion Manuals and/or the Parts Book and follow ALL
hydraulic tank (reservoir) checked and serviced
special instructions regarding servicing the vehicle and
with Type C-4 oil as specified in Section "P",
its components.
Lubrication and Service, of the HAULPAK® serv-
ice manual.
In addition to removing the storage materials, the
8. Drain on fuel tank should be opened to remove
following actions should be taken.
any build up of moisture or sediment that may
1. Inspect the entire vehicle carefully for rust and have accumulated while in storage. Close drain
corrosion, correct as necessary. then fill the fuel tank with approved diesel fuel.
2. Service the engine according to the Engine Manu-
facturer’s Operation and Maintenance Manual.
3. Clean the radiator; refer Engine Manufacturer’s
NEVER blend gasoline, gasohol and/or alcohol
Operation and Maintenance Manual.
with diesel fuel. This practice creates an extreme
4. The cooling system should be completely drained, FIRE HAZARD and under certain conditions may
chemically flushed, and refilled with a conditioned cause an EXPLOSION.
water/antifreeze solution suitable for the lowest
temperature anticipated. Refer to Fluid Specifi-
9. Make certain that all hydraulic controls, steering
cations in Section "P", Lubrication and Service,
linkage and throttle linkage points are lubricated
of the HAULPAK® service manual for the proper
and operate freely before engine start up.
anti-freeze and conditioner concentrations. After
refilling the system, always operate the engine 10. All electrical connections must be clean and tight.
until the thermostats open to circulate the solution Check security of all ground straps and cables.
through the cooling system.

A07004 STORAGE PROCEDURES A7-3

11. Install fully charged batteries in unit. Clean con-
nectors and connect battery cables. Compartment
must be free of corrosion. Secure batteries with
hold downs.
12. Check all electrical cables for weathering, cracks
and/or damage. Replace any defective cables.
Air pressure must be released from tires with bad
cuts or wear that extends into the plies, before
removal from the vehicle. Also, do not allow per-
sonnel to stand in removal path of tires.
13. Check all tires carefully for serviceability and in-
flate to proper pressure.
14. If disconnected, reconnect the parking brake link-
age.
15. Completely service the vehicle as recommended
in Section "P", Lubrication and Service, of the
HAULPAK® service manual for both 10 and 100
hour inspections.
16. Adjust all drive belts to specified tension.
17. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free before
engine start up.
A7-4 STORAGE PROCEDURES
18. Use the Operation and Maintenance Manual for
guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line con-
nections for leakage when the engine is running.
19. Before moving the vehicle, cycle all hydraulic
controls and steering to verify proper operation.
Verify proper operation of service brakes, emer-
gency braking system and parking brake. Check
ALL system instruments to insure that all systems
are operational.
20. When all systems are operational and all discrep-
ancies are corrected, road test the vehicle in a
smooth, level, unobstructed area (with qualified,
experienced operator only) to check steering re-
sponse, transmission shifting, service brake effi-
ciency, and hydraulic functions. Only when it is
assured that the vehicle is in safe operational
condition should it be turned over to an operator.
21. Fire protection equipment on a machine which has
been in storage should be recharged before the
machine is returned to service.
A07004
 RECONDITIONING AN IDLE VEHICLE
NEVER attempt operation of a vehicle which has
been standing idle for a long period until all sys-
tems which affect steering, brakes, engine, trans-
mission and running gear have been completely
reconditioned. An unsafe vehicle can cause seri-
ous injuries and/or major property damage -
DON’T TAKE CHANCES!
At times a vehicle is subjected to long idle periods
without being properly serviced for storage - merely
shut down and left to the elements for an extended
period. Reconditioning of this vehicle can and does
present a major expenditure of time and money when
it is to be put into operating condition.
1. Remove all trash and thoroughly clean the vehicle
before starting any inspection or maintenance.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement as
necessary.
Do not disassemble an inflated tire. Remove valve
core slowly, and allow pressure to bleed off, before
attempting to remove lockring. Also, eye protec-
tion should be worn during tire deflation to protect
against any foreign object being projected into the
eyes.
A07004 STORAGE PROCEDURES
3. Inspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly in-
spected inside and out before being inflated.
Do not mix rim parts of different rim manufactur-
ers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazardous.
b. If tires are dismounted, all wheel components
must be cleaned, inspected, all rust and corro-
sion removed and parts repainted as applica-
ble before remounting the tires. Follow the
safety rules when mounting and inflating tires.
c. Mount and inflate tires as shown in Operation
and Maintenance Manual or service manual.
4. Inspect vehicle service brakes carefully.
Before disabling the brake circuit, block all wheels
to prevent possible movement of the vehicle.
The use of vapor degreasing or steam cleaning is
not recommended, either for brake assemblies or
the component parts. Corrosion and rusting may
occur.
a. All brake lines and connections must be clean,
serviced and free of rust and corrosion.
b. Treadle valves must operate smoothly and
show no internal or external damage or con-
tamination. Leakage limitations are shown in
Section "J", Brake System, of the HAULPAK®
service manual.
c. The parking brake actuator must cycle
smoothly when actuated by the parking brake
valve.
A7-5
 5. The vehicle engine should be inspected and serv-
iced according to the Engine Manufacturer’s Op-
eration And Maintenance Manuals.
a. Insure that exhaust is clear and clean, no for-
eign materials. If water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
b. Replace fuel filters, fill filter cans with fresh fuel
for engine priming.
Have a new safety filter (secondary) filter element
on hand before removing old one. Do not keep
intake system open to atmosphere any longer than
absolutely necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air
cleaners. Check all intake lines between air
cleaners and engine. All clamps must be tight.
d. The tubes in precleaner section of air cleaner
assembly should be inspected, all tubes should
be clear and clean. Use a light to inspect the
tubes. The light should be visible. If clogging is
evident, precleaner must be cleaned. Clean
precleaner according to instructions in Section
"C", of the HAULPAK® service manual.
e. Drain and flush engine cooling system. Fill with
coolant and inhibitors after checking all lines,
hoses and connections. Refer to Section "P",
Lubrication and Service, of the HAULPAK®
service manual, for anti-freeze recommenda-
tions. Radiator cores must be clear of dirt and
trash.
To prevent injuries, always release spring tension
before replacing the fan belt.
f. Check and tighten engine fan drive belts, install
new belt set if necessary.
g. Check and tighten engine mounts.
6. Inspect and service the transmission according to
the Transmission service manual.
NOTE: If hydraulic pump or engine is inoperative, the
dump body should be raised with a crane so body
holding devices can be installed.
A7-6 STORAGE PROCEDURES
a. Check all transmission electrical connections
for corrosion, cleanliness and tightness. Check
electrical cables for weathering, damage and
proper clamping.
b. Check drive lines for tightness of hardware and
worn U-joints.
c. Check transmission mounts for condition and
security.
7. If fuel was left in the tanks, it must be removed.
Do not attempt to use old diesel fuel.
a. With tanks empty, remove inspection plates
and thoroughly check interior of tanks; clean if
necessary to remove sediment and contamina-
tion. If fuel was contaminated, lines should be
disconnected and blown clear.
b. Check all fuel lines for deterioration or damage.
Replace lines as necessary.
c. Replace inspection covers, use new gaskets.
d. Service tanks with specified diesel fuel.
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or brake
fluid escaping under pressure, can have sufficient
force to enter a person’s body by penetrating the
skin. Serious injury and possible death may result
if proper medical treatment by a physican familiar
with this injury is not received immediately.
8. Hydraulic tank should be drained. If oil is not
contaminated and is stored in clean containers, it
may be reused if filtered through 3-micron filter
elements when being pumped back into the tank.
Do not attempt to use contaminated hydraulic oil,
especially if water entry into the system is sus-
pected.
NOTE: If filling is required, use clean hydraulic oil only.
Refer to the Lubrication chart in Section "P", Lubrica-
tion and Service, of the HAULPAK® service manual for
proper oil specifications.
a. Replace hydraulic filter elements and clean
suction strainer elements. While suction strain-
ers are removed, inspect and clean interior of
tank thoroughly to remove all sediment and
foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace suspected lines - don’t risk
hose ruptures or blow outs.
A07004
 c. Check all hydraulic components - pumps, ENGINE OPERATION
valves and cylinders for damage and corro-
sion. Secure all mountings and connections.
Control valves in the cab must be free moving
with no binding.
d. Check exposed portions of all hydraulic cylin- Insure that all tools and loose equipment have
der rams for rust, pitting and corrosion. If plat- been removed prior to engine start-up. Sound horn
ing is deteriorated, the cylinder should be prior to engine start. Make sure emergency shut
removed and overhauled or replaced; pitted or down is reset. Cables must be free moving in their
scored plating will cause leakage at the cylin- housings.
der seals.
9. Check front wheel hub, final drive and wheel axle When all reconditioning operations have been com-
lubricant. If contamination is suspected, oil should pleted, a static check of engine operation along with
be drained completely and the component serv- operation of systems as well as verification of braking
iced with clean prescribed lubricant. If major con- and steering must be done before the vehicle is
tamination is present, disassembly and overhaul moved.
will be in order.
10. Check parking brake. Since it is spring-applied, the
brake pads may be stuck tightly to the disc, it may
be necessary to remove and overhaul the parking
brake assembly.
11. Lubricate all grease fittings with prescribed lubri-
cants which are not part of the automatic lubrica-
tion system. Pay particular attention to the
steering linkage connections. All pivot points must
be free of any binding.
12. Check alternator for corrosion or deterioration. 1. Insure all personnel are clear of Equipment before
Alternator rotor must be free, with no binding or starting engine. Always sound the horn as a
roughness. Inspect, install and properly tension warning before actuating any operational con-
the alternator drive belts. trols.
13. Check security of steering cylinder ball joints link
and hydraulic connections.
14. Examine Hydrair suspensions (trucks) for signs of
damage. Before starting engine, clear the immediate area of
personnel and obstructions.
a. Discharge nitrogen from suspensions as out-
lined in the service manual. Check conditon of Never start the engine in a building unless the
suspension oil and cylinder wipers. If wipers doors and windows are open and ventilation is
are cracked or hardened, the suspension must adequate.
be rebuilt. Recharge suspension with new oil if
old oil is deteriorated.
2. Turn key switch "On". Warning lights for low
b. Check exposed chrome portions of cylinder for brake, and steering pressure should illuminate
rust, pitting and corrosion. If plating is deterio- and the horn should sound. If the horn does not
rated the suspension should be removed and sound, check all components in the circuit and
overhauled or replaced; pitted or scored plating correct the discrepancy before continuing.
will rapidly cause leakage at the seals.
3. Turn key switch to start position to crank engine,
c. Recharge suspensions as outlined in the serv-
release switch when engine fires. Watch engine
ice manual.
oil pressure gauge; if pressure does not show in
15. If not previously done, install fully charged batter- 10 - 15 seconds, shut down and locate problem.
ies and completely charge air tank (if equipped)
with shop air.

A07004 STORAGE PROCEDURES A7-7

 4. While engine is warming up, make a careful
inspection of engine coolant, oil and fuel lines for
leaks. Check hydraulic pump for leakage as well
as all hydraulic lines.
5. Check transmission and retarder cooler lines and
aftercooler for leakage. If leakage is evident, shut
down and correct before continuing checkout.
Listen for unusual sounds, which may indicate
problems in components.
6. When engine is up to operating temperature,
check operation of throttle circuit; acceleration
should be smooth. Watch the gauges closely for
any abnormal activity.
Proper temperatures and pressures are shown in
the Operation and Maintenance Manual.
AFTER ENGINE HAS STARTED
Any machine which is unsafe and/or not in top operat-
ing condition should not be assigned to an operator for
production use.
1. Become thoroughly familiar with steering and
emergency controls. Test the steering in extreme
right and left directions. If the steering system is
not operating properly, shut engine down imme-
diately. Determine the steering system problem
and have repairs made before resuming opera-
tion.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine. These
circuits include individual activation of the service
brake and parking brake from the operator’s cab.
Some of the conditions (others may be found) which
a. Activate each circuit individually with the en-
might be encountered after a machine has been ex-
gine running and with hydraulic circuit fully
posed to the elements for a long period would include:
charged.
b. If any application or release of any brake circuit
does not appear proper or if sluggishness is
apparent on application or release, shut the
engine down and notify maintenance person-
nel. Do not operate machine until brake circuit
in question is fully operational.
A7-8 STORAGE PROCEDURES
3. Check gauges, warning lights and instruments
before moving the machine to insure proper sys-
tem operation and proper gauge functioning. Give
special attention to braking and steering circuit
warning lights. If warning lights come on, shut
down the engine immediately and determine the
cause.
4. Cycle hoist controls and steering several times to
remove trapped air. Complete steering cycles in
both directions to verify steering response,
smoothness and reliability. Check seals and lines
for leaks.
5. When satisfied that all discrepancies have been
corrected, the vehicle is ready for a road test. This
test should be done only by a capable and expe-
rienced operator and should be accomplished in
a large open area where plenty of maneuvering
room is available. Some of the road test items
which should be covered will include:
a. Repeated test of braking efficiency at progres-
sively higher speeds. Start at slow speeds.
Don’t take chances with higher speeds until the
machine is determined to be completely safe.
b. Progressive upshifting and downshifting
through all speed ranges to insure proper
transmission shifting and synchronization.
6. When all tests and checks have been made and
the vehicle is ready for work, it should be visually
rechecked and fully serviced according to Section
"P", Lubrication and Service, of the HAULPAK®
service manual.
• Increased corrosion and fungus growth on electri-
cal components in humid/tropical areas.
• Accelerated rust formation in humid climates.
• Increased sand and dust infiltration in windy, dry
dusty areas. (These conditions can approach
sand blasting effects.)
• Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
• Animal or bird’s nests in unsealed openings.
A07004
 ENGINE STORAGE-CUMMINS
Engine Storage-(Short Term)
1 Month to 6 Months
This procedure describes the proper method for the short term storage of an engine.
Prepare the Engine for Short Term
Storage
1. Operate the engine at "HIGH IDLE" until the
coolant temperature is 160° F (70° C).
2. Turn the engine "OFF".
3. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
4. Use a preservative oil. Use Dauber T Chemical
NoxRust No. 518, or equivalent. The oil must
meet Military Specification MIL-L-644, Type P-9.
5. Fill two containers, one with diesel fuel, and the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
6. "START" the engine.
7. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserv-
ative oil. Operate the engine until the preservative
oil flows out of the injector return line.
8. Turn the engine "OFF". Connect the fuel lines to
the fuel filter and the injector return line.
9. Drain the oil pan sump, oil filters, and fuel filters.
10. Install the drain plugs in the oil sump. The sump
can remain empty until the engine is ready to be
returned to service.
Put a warning tag on the engine. The tag must
indicate:
• The engine does not contain oil.
• Do not operate the engine.
A07004 STORAGE PROCEDURES
11. Disconnect the electrical wiring from the fuel pump
solenoid.
12. Turn the fuel pump manual shutoff valve
counterclockwise until it stops.
13. Crank the engine slowly. Spray lubricating oil into
the intake manifold and the inlet of the air com-
pressor.
14. Cover all of the openings with tape to prevent dirt
and moisture from entering the engine.
15. Drain the coolant.
NOTE: It is not necessary to drain the coolant if it is a
permanent type antifreeze with a rust inhibitor.
16. Store the engine in an area that is dry and has a
uniform temperature.
17. Bar turn the Crankshaft two or three revolutions
every 3 to 4 weeks.
Remove the Engine from Short Term
Storage
1. Prime the lubricating system.
Refer to Cummins Engine Shop Manual, (Section
14-01, Engine Run-in-Period).
2. Fill the coolant system if necessary.
3. Adjust the injector and the valve clearance. Refer
to Cummins Engine Shop Manual, (Section 00-
02, Engine Assembly).
4. Tighten the intake manifold mounting capscrews
to specified torques, refer to the Cummins Serv-
ice Manual for specifications.
5. Fill the oil pan sump, oil filters, and fuel filters with
recommended lubricants and fuels.
A7-9
 Engine Storage- (Long Term)
6 Months to 24 Months
This procedure describes the proper method for the long term storage of an engine.

Prepare the Engine for Long Term Storage 15. Cover all the openings with heavy paper and tape
to prevent dirt and moisture from entering the
1. Operate the engine at "HIGH IDLE" until the
engine.
coolant temperature is 160° F (70° C).
2. Turn engine "OFF".
3. Drain the oil. Install the drain plugs. Use Shell
66202 or equivalent, preservative oil. The oil
Put a WARNING tag on the engine. The tag must
must meet Military Specification MIL-L-21260,
indicate:
Type P-10, Grade 2, SAE 30. Fill the engine to
• The engine has been treated with preservatives.
the "HIGH" mark.
• Do not bar turn the crankshaft.
4. Disconnect the fuel lines to the engine fuel filter • The coolant has been removed.
and the injector return line. • The date of treatment.
• Do not operate the engine.
5. Use Daubert Chemical NoxRust No. 518, or an
equivalent preservative oil. The oil must meet
Military Specification MIL- L- 644 Type P9. 16. Store the engine in an area that is dry and has a
uniform temperature.
6. Fill two (2) containers:
one with diesel fuel,
the second with preservative oil.
Put both fuel lines in the container of diesel fuel. Remove the Engine from Long Term Storage
7. "START" engine. 1. Use clean diesel fuel. Flush the fuel system until
all of the preservative oil is removed.
8. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserv- 2. Remove the plug from the main oil rifle passage.
ative oil. Operate the engine until the preservative Use a hot, lightweight mineral oil.
oil flows out of the injector return line. To flush all of the preservative oil from the engine:
Bar the engine crankshaft three to four revolu-
9. Turn the engine "OFF". Connect the fuel lines to
tions during the flushing procedure.
the fuel filter and the injector return.
3. Fill the oil pan sump, oil filters, and fuel filters.
10. Drain the preservative oil from the engine oil pan
sump, the air compressor and the oil filters. 4. Drain the rust preventative compound from the
cooling system. Fill the cooling system with cool-
11. Remove the intake and exhaust manifolds. Spray
ant.
preservative oil into the intake and exhaust ports
in the cylinder heads and in the manifolds. 5. Prime the lubricating system.
Refer to Cummins Engine Shop Manual, (Section
12. Spray preservative oil in the intake port on the air
14-01, Engine Run-in-Period).
compressor.
6. Adjust the injector and the valve clearance.
13. Use a rust preventative compound that meets
Refer to Cummins Engine Shop Manual, (Section
Military Specification MIL-C-16173C, Type P-2,
00-02, Engine Assembly).
Grade 1 or 2. Brush or spray the compound on all
of the exposed surfaces that are not painted. 7. Tighten the intake manifold mounting capscrews.
14. Remove the rocker lever covers. Spray the rocker
levers, the valve stems, the springs, the valve
guides, the crossheads, and the push rods with
preservative oil. Install the covers.

A7-10 STORAGE PROCEDURES A07004

 TRANSMISSION PRESERVATION AND STORAGE
Storage, New Transmission
(Prior to installation). New transmissions are tested
with preservative oil and drained prior to shipment. The
residual oil remaining in the transmission provides
adequate protection to safely store the transmission
for up to one year (stored inside the conditions of
normal climate and with all shipping plugs installed)
without further treatment.
Preservation Methods. When the transmission is to be
stored or remain inactive for an extended period (one
or more years), specific preservation methods are
recommended to prevent damage due to rust, corro-
sion, and organic growth in the oil. Preservation meth-
ods are presented for storage with and without
transmission fluid.
Storage, One Year -- Without Oil
1. Drain the oil.
2. Spray two ounces (60 milliliters) of VCI #10
through the fill tube.
3. Seal all openings and the breather with moisture-
proof tape.
4. Coat all exposed, unpainted surfaces with pre-
servative grease such as petroleum (MIL-C-
11796, Class 2).
5. If additional storage time is required, repeat steps
(2), (3) and (4) at yearly intervals.
Storage, One Year With Oil (normally in a vehicle
chassis)
1. Drain the oil and replace the oil filter element(s).
2. Fill the transmission to operating level with a
mixture of one part VCI #10 (or equivalent) to 30
parts C-3 transmission fluid. Add 1/4 teaspoon of
Biobor JF (or equivalent) for each 3 gallons (11
liters) of fluid in the system.
NOTE: When calculating the amount of Biobor JF
required, use the total volume of the system, not just
the quantity required to fill the transmission. Include
external lines, filters, and the cooler.
3. Run the engine for approximately five minutes at
1500 rpm with the transmission in neutral.
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. Make sure the lockup
clutch is working.
A07004 STORAGE PROCEDURES
5. Continue running the engine at 1500 rpm with the
transmission in neutral until normal operating
temperature is reached.
If the unit does not have a converter-out tempera-
ture gage, do not stall the converter.
6. If normal operating temperature is less than 225°
F (107° C), shift the transmission to the highest
forward range and stall the converter.
When the converter-out temperature reaches
225° F (107° C), stop the engine. Do not exceed
225° F (107° C).
7. As soon as the transmission is cool enough to
touch, seal all openings and the breather with
moisture-proof tape.
8. Coat all exposed, unpainted surfaces with pre-
servative grease such as petrolatum (MIL-C-
11796, Class 2).
9. If additional storage time is required, repeat steps
(2) through (8) at yearly intervals; except, it is not
necessary to drain the transmission each year.
Just add Motorstor and Biobor Jf (or equivalents).
Restoring Transmission to Service
1. Remove all tape from openings and the breather.
2. Wash off all external grease with mineral spirits.
3. If the transmission is new, drain the residual
preservative oil. Refill the transmission to the
proper level with C-4 transmission fluid.
4. If the transmission was prepared for storage with-
out oil, drain the residual oil and replace the oil
filter elements. Refill the transmission to the
proper level with C-4 transmission fluid.
5. If the transmission was prepared for storage with
oil, it is not necessary to drain and refill the
transmission with new transmission fluid. Check
for proper fluid level. Add or drain transmission
fluid as required to obtain to proper level.
A7-11
 NOTES

A7-12 STORAGE PROCEDURES A07004

 SECTION B
STRUCTURES
INDEX

STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Grille, Hood and Ladders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
Center Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
Right Deck and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Left Deck and Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3

DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
Body Pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Body Guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Body-Up Retention (Safety) Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Rock Ejectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5

FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Fuel Gauge Sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2

B01013 Index B1-1

 NOTES

B1-2 Index B01013

 STRUCTURAL COMPONENTS
The model 530M deck structures and components are
removable in sections as shown in Figure 2-1.
The following preparation for removal and installation
instructions detail the steps to be taken before the
ladders, decks, and hood can be removed. Additional
steps may be required before the deck or other major
structure is removed, depending on optional equip-
ment installed on the truck at the factory or after
delivery.
Prior to removal or repair procedures, it may be nec-
essary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body should be raised and the safety
cable must be installed at the rear of the truck.
Preparation
1. If installed, raise the body and install the body
safety cable. Place the hoist lever in FLOAT and
allow the body to lower slowly until supported by
the safety cable.
2. Reduce the engine speed to idle. Place the range
selector in NEUTRAL and apply the parking
brake. Be certain the parking brake applied indi-
cator lamp is illuminated.
3. Shut down the engine using the keyswitch and
allow the steering accumulators to bleed com-
pletely. Verify the steering accumulators have
bled down by attempting to steer.
4. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
5. Open the battery disconnect switch located on the
battery box (11, Figure 2-1).

FIGURE 2-1. STRUCTURAL COMPONENTS

1. Left Deck Structure 6. Center Deck Structure 10. Engine/Transmission
2. Operator Cab 7. Right Deck Structure Access Ladder
3. Left Deck Mounts 8. Right Deck Mounts 11. Battery Box
4. Anti-Slip Material 9. Center Deck Mounts 12. Grille Structure
5. Operator Access Ladder

B02016 11/97 Structural Components B2-1

The anti-slip material on the decks should be in-
spected and maintained for the safety of all per-
sonnel.
All hoses and mating fittings should be capped as
they are removed to prevent possible system con-
tamination.
Tag and visually verify all cables, harnesses,
hoses etc. have been removed before the structure
is lifted off the truck.

GRILLE, HOOD AND LADDERS

Grille
The grille structure must be removed for access to the
air conditioner condenser etc. The structure is re-
moved in two sections by removing the capscrews and
washers retaining each section to the hood structure.

Hood
The hood structure (12, Figure 2-1) is retained by the FIGURE 2-2. RIGHT DECK & LADDER
capscrews and washers used to mount the structure 1. Clearance Lights 4. Ladder Structure
to brackets on the radiator assembly. Prior to removal, 2. Headlights 5. Ladder Upper Mount
remove any wire harnesses or hoses that may be 3. Ladder Lower 6. Handrail
attached to the inside of the hood. When lifting the Mount 7. Battery Box
hood from the truck, do not attach the lifting device
to the hand rail.
DECKS
Ladders The left, right and center decks are mounted to their
The operator access ladders (5) are attached (at the respective supports using hardened flatwashers and
top and bottom) to the deck structures by capscrews lock nuts. Be certain the correct hardware is used
and washers (3 & 5, Figure 2-2). Another ladder (10, when reinstalling. Domed plugs are installed over each
Figure 2-1) is mounted at the rear of the center deck mounting capscrew to prevent dirt entry into the
area for access to the transmission/engine. Discon- mounting capscrew area. These plugs should be re-
nect wiring harnesses routed to ladder lights, ladder placed if damaged or missing.
light switch, and ground level shutdown switch before
removal. Center Deck
Ladders must be kept clean of oil or dirt accumu- Center deck removal only requires removal of any
lation, repaired if damaged, and must be securely attached hoses, cables, pipe supports etc. before re-
attached to the truck. moving the mounting hardware and and lifting the deck
structure off.

B2-2 Structural Components 11/97 B02016

RIGHT DECK AND COMPONENTS
Removal
1. Shut down engine following the procedures listed
on page 2-1 of this Section of the manual.
To prevent damage to the battery equalizer circuit
when disconnecting the battery cables, discon-
nect the negative (-) lead first, then the positive (+)
cable. When reinstalling battery cables, attach the
positive (+) lead first, then the negative lead.
2. Tag and disconnect battery circuit cables and
wiring at the battery box (7, Figure 2-2).
3. Disconnect wiring harness at clearance lights (1)
and headlights (2).
4. Remove operator access ladder (4).
5. Inspect underside of deck and if necessary, re-
move any hoses or cables that remain.
6. Install lifting device at each corner of the deck and
take up slack. Do not attach lifting device to the
hand rail structure.
7. Remove deck mounting hardware at deck support
and front upright.
8. Verify all wiring harnesses, cables or hoses have
been removed. Carefully raise deck and remove
from deck supports.
Installation
Repeat above procedures in reverse order for instal-
lation of the deck and components. Tighten all attach-
ing hardware to standard torque specifications as
listed in Section ‘‘A’’.
Clean all mount mating surfaces before instal-
lation.
Clean mounting area before installing ground
cables.
Be certain all electrical connections and har-
ness clamps are reinstalled and secure.
B02016 11/97 Structural Components
LEFT DECK AND CAB
NOTE: The left deck mounting arrangement is nearly
identical to the right deck. Refer to Section ‘‘N’’ for cab
removal and installation instructions.
1. Shut down engine following the procedures listed
on page 2-1 of this Section of the manual.
2. Be certain the brake system accumulators have
been bled to release pressure.
3. Tag and disconnect all hydraulic lines and electri-
cal cables which will interfere with deck removal.
Refer to Section ‘‘M’’, Options for special instruc-
tions on discharging the air conditioning system
prior to disconnecting any air conditioning lines.
4. Install lifting device to lift eyes at each corner of
the deck and take up slack. Do not attach lifting
device to the hand rail structure.
5. Remove deck mounting hardware at frame sup-
port and front upright.
6. Verify all wiring harnesses, cables or hoses have
been removed. Carefully raise deck and remove
from deck supports.
Installation
Repeat above procedures in reverse order for instal-
lation of the deck and components. Tighten all attach-
ing hardware to standard torque specifications as
listed in Section A.
Clean all mount mating surfaces before instal-
lation.
Clean mounting area before installing ground
cables.
Be certain all electrical connections and har-
ness clamps are reinstalled and secure.
If the air conditioner refrigerant has been re-
moved, refer to Section ‘‘M’’; Options, for the
correct procedure for system service.
1. Start engine and allow systems to charge. Ob-
serve for any oil leaks. Make sure all shields,
covers and clamps are in place.
2. Service the hydraulic reservoir if required. Check
for proper operation of the steering and brake
systems.
B2-3
 NOTES

B2-4 Structural Components 11/97 B02016

 DUMP BODY
Removal
1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown in
Figure 3-1.
• Inspect all lifting devices. Slings, chains, and 2. Remove mud flaps and rock ejectors from both
cables used for lifting components must be in- sides of the body. Remove electrical cables, lu-
spected daily for serviceable condition. Refer to brication hoses etc. attached to the body.
the manufacturer’s manual for correct capaci-
3. Attach chains around upper end of hoist cylinders
ties and safety procedures when lifting compo-
to support them after the mounting pins are re-
nents. Replace any questionable items.
moved.
• Slings, chains and/or cables used for lifting
4. Remove pin retainer capscrews and washers (2,
components must be rated to supply a safety
Figure 3-2) and remove retainers (1) from each
factor of approximately 2X the weight being
of the upper hoist cylinder mounting eyes. With
lifted.
adequate means of supporting the hoist cylinders
• When in doubt as to the weight of components (6) in place, remove each of the mounting pins
or any assembly procedure, contact the Haulpak (3).
area representative for further information.
• Lifting eyes and hooks should be fabricated
from the proper materials and rated to lift the
load being placed on them.
• Never stand beneath a suspended load. Guy
ropes are recommended for guiding and posi-
tioning a suspended load.
• Before lifting the body, be certain there is ade-
quate clearance between the body and overhead
structures or electric power lines.
• Be sure the lifting device is rated for at least a
25 ton capacity.

FIGURE 3-2. HOIST CYLINDER MOUNT

(UPPER)

1. Retainer 4. Retainer Ring

FIGURE 3-1. DUMP BODY REMOVAL 2. Capscrews & Washers 5. Bearing
1. Lifting Cables 2. Guide Rope 3. Pin 6. Hoist Cylinder

B03014 11/97 Dump Body B3-1

 Installation

• Inspect all lifting devices. Slings, chains, and

FIGURE 3-3 DUMP BODY PIVOT PIN
(Section B-B, Figure 3-4)
1. Body Pivot Pin 4. Pivot Bushing
2. Shim/Spacer 5. Capscrew
3. Shim/Spacer 6. Lock Nut
5. Remove capscrews (5, Figure 3-3) from each
pivot pin.
6. Remove body pivot pins (1). The shim/spacers (2
& 3) will drop out as the pin is removed.
7. Lift dump body clear of the chassis and move to
storage or work area. Block the body to prevent
damage to the body guides, etc.
8. Inspect bushings (4) and pivot pins; replace bush-
ings and/or body pivot pins if damaged or worn
excessively.
cables used for lifting components must be in-
spected daily for serviceable condition. Refer to
the manufacturer’s manual for correct capaci-
ties and safety procedures when lifting compo-
nents. Replace any questionable items.
• Slings, chains and/or cables used for lifting
components must be rated to supply a safety
factor of approximately 2X the weight being
lifted.
• When in doubt as to the weight of components
or any assembly procedure, contact the Haulpak
area representative for further information.
• Lifting eyes and hooks should be fabricated
from the proper materials and rated to lift the
load being placed on them.
• Never stand beneath a suspended load. Guy
ropes are recommended for guiding and posi-
tioning a suspended load.
• Before lifting the body, be certain there is ade-
quate clearance between the body and overhead
structures or electric power lines.
• Be sure the lifting device is rated for at least a
25 ton capacity.
1. Attach lifting device to dump body and lower over
the truck frame. Align body pivot and frame pivot
holes.
2. Install shims (2 & 3, Figure 3-3) in both body
pivots as required to fill the gaps and center the
body on the frame pivot. A minimum of 1 shim is
required at the outside end of both frame pivots.
3. Align the pin retainer capscrew hole and push the
pivot pin (1) through the shim(s) and into the pivot
bushings in each side of the frame.
4. Install capscrew (5) through each pin and tighten
the nut (6) to 175 kg.m (1266 ft. lbs.) torque.
5. Align hoist cylinder upper mounting eye bushings
with the hole through the body, align retainer slot
in pin (3, Figure 3-2) with retainer (1) locating bar
and install the pin.

B3-2 Dump Body 11/97 B03014

 6. Install the pin retainer (1). Install capscrews and
washers (2). Position the retainer to obtain 0.5
mm (0.020 in) clearance between the retainer and
the bottom of the slot in body pin (3). Tighten the
capscrews to standard torque.
BODY PADS
Body pads should be inspected during scheduled
maintenance inspections and replaced if dam-
aged or worn excessively.

7. Install mud flaps, rock ejectors, electrical cables 1. Raise the body to a height sufficient to allow
and lubrication hoses if installed. access to all pad mounts.

Place blocks between the body and frame. Secure

blocks in place.

2. Remove hardware attaching pads to the dump

body. Refer to Figure 3-5.
3. Remove body pads and shims, noting quantity of
shims required at each pad. (The rear pads
should have one less shim than the other pads.)

FIGURE 3-4. BODY COMPONENT LOCATIONS

1. Body Structure View A-A. Rock Ejector (See Figure 3-7 )
2. Body-Up Retention (Safety) Cable View B-B. Body Pivot Pin (See Figure 3-3 )
View C-C. Body Guide (See Figure 3-6 )
View D-D. Body Pads (See Figure 3-5 )

B03014 11/97 Dump Body B3-3

 FIGURE 3-6. BODY GUIDE
1. Body Guide 3. Body Rail
FIGURE 3-5. BODY PAD INSTALLATION
2. Body Guide Wear Plug 4. Main Frame

1. Nut 6. Mounting Pad

2. Lock Washer 7. Shims (as required)
3. Capscrew 8. Body Pad
4. Flat Washer 9. Main Frame BODY GUIDE
5. Dump Body Body guide wear points (2, Figure 3-6) should be
inspected each time a body pad inspection is per-
4. Install body pads using the same number of shims formed. If gap becomes excessive, replacement parts
as originally installed. should be installed. (Refer to the Parts Catalog)

5. Install the mounting hardware and torque to 9.0

Kg.m (65 ft.lbs.)
6. Remove blocks from frame and lower body onto
the frame.

Body Pad Adjustment

1. Vehicle must be parked on a flat, level surface for
inspection.
2. All pads, except the rear pad on each side, should
contact the frame with approximately equal com-
pression of the rubber.
3. A gap of approximately 1.5 mm (0.06 in.) is
required at each rear pad. This can be accom-
plished by using one less shim at each rear pad.
4. If pad contact appears to be unequal, repeat the
above procedure.
PROPER BODY PAD TO FRAME CONTACT IS RE-
QUIRED TO ASSURE MAXIMUM PAD LIFE.

B3-4 Dump Body 11/97 B03014

BODY-UP RETENTION CABLE
Any time personnel are required to perform main-
tenance on the vehicle with the dump body in the
raised position, the body-up retention cable MUST
be installed.
1. To hold the dump body in the up position, raise
the body to it’s maximum height. Refer to Figure
3-4.
2. Remove the cable (2) from its stored position on
the body and install between the Rear Body (1)
and the Axle Housing Ear.
3. Secure the cable clevis pins with cotter pins.
4. After maintenance work is completed, reverse the
above procedure to remove cable assembly and
place it in the storage position.
B03014 11/97
ROCK EJECTORS
Rock Ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging
between the tires. Failure to maintain the Rock Ejec-
tors could allow debris to build up between the dual
wheels and cause damage to the tires.
Inspection
1. The ejectors must be positioned on the center line
between the rear tires within 6.35 mm (0.25 in.).
2. With the truck parked on a level surface, the arm
structure (Refer to Figure 3-7) should be approxi-
mately 124 mm (4.88 in.) from the wheel spacer
ring.
NOTE: With Rock Ejector Arm (1, Figure 3-7) hanging
vertical as shown in Figure 3-7, there must be NO GAP
at stop on bracket (2).
3. If the arm (1) becomes bent, it must be removed
and straightened.
4. The wear plates must be replaced if severely
worn.
5. Inspect the mounting brackets, pins (3) and stops
at each shift change for wear and/or damage, and
repair as necessary.
FIGURE 3-7. ROCK EJECTORS
1. Rock Ejector Arm 4. Flat Washer
2. Rock Ejector Bracket 5. Cotter Pin
3. Pin Structure
Dump Body B3-5
 NOTES

B3-6 Dump Body 11/97 B03014

 FUEL TANK
Removal
1. Raise truck body and lock in position with safety
cable.
2. Open drain cock (8, Figure 4-1) and drain fuel from
tank into clean containers.
3. Disconnect fuel tank wire harness and remove
clamps attached to tank. Remove ground wire.
4. Remove fuel supply (7) and return (1) hoses. Cap
hoses and tank fittings to prevent contamination.
5. Attach lifting device to tank lift eyes.
6. Remove lower mount hardware; nut (10), hard-
ened flatwasher (11), capscrew (9), and lock-
washer (13). Remove upper mount capscrews (2)
and mounting caps (3).
7. Remove capscrews (2) and washers (3). Remove
trunion mount cap.
8. Lift tank assembly from brackets and move to
work area.

FIGURE 4-1. FUEL TANK

1. Fuel Return Hose 6. Quick Fill Fueler Assembly 11. Hardened Flat Washer
2. Capscrew 7. Fuel Supply Line 12. Rubber Dampener
3. Washer 8. Drain Cock 13. Lockwasher
4. Vent 9. Capscrew 14. Bracket Structure
5. Fuel Gauge & Transmitter 10. Nut

B04013 Fuel Tank B4-1

Installation
1. Thoroughly clean the frame mounting brackets
and mounting capscrew hole threads. Re-tap
threads if damaged. Inspect rubber dampeners
(12, Figure 4-1) and replace if damaged or worn.
2. Lift the fuel tank into position over the frame
trunnion mounts and lower into position. Install
the mount caps and capscrews (2) and washers
(3) but do not tighten.
3. At the lower mounting brackets (14), install the
capscrew (9), lockwasher (13), hardened flat-
washer (11) and and nut (10) and tighten.
4. Tighten the trunnion mount capscrews (2) to
standard torque.
5. Connect hoses removed during removal proce-
dure. Install wire harness and clamps.
Repair
If a tank has been damaged and requires structural
repair, carry out such repairs before final cleaning.
If a tank is to be weld repaired, special precautions
are necessary to prevent fire or explosion. Consult
local authorities if necessary, on safety regula-
tions before proceeding.
Cleaning
The fuel tank is provided with a drain and a cleaning
port in the side that allows steam or solvent to be
utilized in cleaning tanks that have accumulated for-
eign material.
It is not necessary to remove the tank from the truck
for cleaning of sediment, however rust and scale on
the walls and baffles may require complete tank re-
moval. This allows cleaning solutions to be in contact
with all interior surfaces by rotating the tank in various
positions, etc.
Prior to a cleaning procedure of this type, all vents, fuel
gauge, and hose connections should be removed and
temporarily sealed. After all scale, rust, and foreign
material has been removed, the temporary plugs can
be removed.
A small amount of light oil should be sprayed into the
tank to prevent rust if the tank is to remain out of
B4-2
service. All openings should be sealed for rust preven-
tion.
VENT
The fuel tank is vented through a small mesh type filter
(4, Figure 4-1) installed in a port on the top of the tank.
This filter should be cleaned periodically and can be
blown out with solvent and reused. The area around
the vent must be free of caked mud and debris that
would cover the vent and prevent proper fuel suction
and return.
Refer to Section ‘‘M’’ for information on various quick
fill systems.
FUEL GAUGE SENDER
A fuel gauge and transmitter unit (5, Figure 4-1)
mounted on the side of the tank provides an electrical
signal to operate the fuel gauge on the instrument
panel.
Removal
1. Drain fuel below level of gauge sender.
2. Disconnect wire from terminal.
3. Loosen the small screws holding the fuel gauge
sender unit and carefully remove.
Installation
1. Install new gasket.
2. Reinstall the sender unit in tank. Take care to
insure that float is oriented properly and works
freely in vertical plane during installation.
3. Reinstall four socket head capscrews and tighten
to standard torque. Reconnect wire to terminal.
4. Refill tank and check for leaks.
Fuel Tank B04013
 SECTION C
ENGINE, FUEL, COOLING AND AIR CLEANER
INDEX

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
HEAT EXCHANGER (Brake Cooling System) . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-4
DRIVE LINE ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
RECOMMENDED LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5

AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Filter Service Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Main Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Safety Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
Main Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
Precleaner Section Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5

C01015 Index C1-1

 NOTES

C1-2 Index C01015

 COOLING SYSTEM
DESCRIPTION
The 530M cooling system dissipates heat generated
in the engine, transmission and wet disc brake system.
The front mounted radiator (1, Figure 3-1) is filled with
a water/ethylene-glycol mixture which circulates
through the engine and brake cooling circuit heat
exchanger (7). A heat exchanger located in the lower
tank provides oil cooling for the transmission oil circuit.

The engine water pump circulates the coolant with

temperature controlled by the thermostat located in the
engine. A thermostatically controlled, engine mounted
fan draws air through the grille and across the finned
radiator tubes, reducing coolant temperature. If cool-
ant temperatures are low, the fan is allowed to free-
wheel. When coolant temperature rises to a preset
temperature, a clutch (3) mounted in the fan hub is
engaged to drive the fan blade (2). A ribbed belt (4)
drives the fan clutch assembly from a pulley (5) on the
front of the crankshaft. (Refer to Section ‘‘M’’ for addi-
tional information regarding the fan clutch.)
The cooling system is pressurized to 0.8 kg/cm2 (12
psi) by compressed air obtained from an engine turbo-
charger and pressure control valve (6). System pres-
surization raises the boiling point of the coolant mixture
to provide higher operating temperatures for increased
engine efficiency. Refer to the engine manufacturer’s
service publications for additional information regard-
ing the pressure control valve.

RADIATOR
FIGURE 3-1. COOLING SYSTEM
The radiator is mounted above the front bumper and
1. Radiator 6. Pressure Control Valve
is attached (8, Figure 3-1) to the truck frame near the
2. Fan 7. Brake Cooling Circuit
bottom tank and by support rods (9) near the top tank
3. Fan Clutch Heat Exchanger
attached to the left and right uprights. Correct radiator
4. Fan Belt 8. Lower Mount
positioning is achieved by shims at the lower mounts
5. Fan Drive Pulley 9. Support Rod
and the upper, adjustable length support rods.

C03017 7/98 Cooling System C3-1

Radiator Removal
If the engine is to be removed, the truck body should
be raised and locked in the up position with the safety
cable attached to the rear of the body.
1. Apply the parking brake, shut down the engine
and allow the steering accumulators to bleed
down. Turn the steering wheel to be certain all
pressure has been released.
2. Open the battery disconnect switch.
3. Remove the upper and lower grille structures.
4. Remove the hood structure. Refer to Section ‘‘B’’,
Hood Removal.
5. Refer to Section ‘‘M’’, Air Conditioner System and
discharge air conditioner system refrigerant.

Federal regulations prohibit venting air condi-

tioner system refrigerant into the atmosphere. An
approved recovery/recycle station must be used
to remove refrigerant from the system.
6. Disconnect refrigerant hoses at the condenser (5,
Figure 3-4) mounted in front of the radiator.
7. Remove condenser mounting hardware (6), re-
move condenser and move to a safe storage
area. Be certain all hoses and fittings are plugged
to prevent dirt entry.
8. Disconnect hoses and wiring at the receiver/drier
(8, Figure 3-2) at the rear of the radiator.
Use caution when draining coolant system or re-
moving hoses. Do not open system until coolant
temperature has dropped to a safe level.
9. If coolant is to be reused, provide a clean con-
tainer to hold approximately 511L (135 gal.) of
coolant. Remove or loosen coolant filler cap and
open drain cock (7) located at the left rear corner
of the radiator to drain the system.
10. Disconnect wires from top tank sensors.
11. Remove hoses from fittings on top tank.
FIGURE 3-2. RADIATOR (REAR VIEW)
1. Radiator Top Tank 5. Tubes
2. Pressurization Hose 6. Heat Exchanger
3. Pressure Relief Valve 7. Drain Cock
4. Check Valve 8. Receiver/Drier
12. Remove hose clamps, loosen tube connectors (1,
2, & 7, Figure 3-4) and disconnect coolant tubes
from top tank and bottom tank.
13. Remove transmission hydraulic circuit hose and
tube at bottom tank and install caps.
14. Remove fan guard (9) from right and left side of
shroud
15. Attach a lifting device to the radiator assembly.
16. Loosen capscrews (4) at lower mounts
17. Remove upper support rods (8).
18. Remove capscrews from lower mount. Carefully
slide radiator forward until shroud is clear of fan
blades. Lift radiator off frame and move to storage
or repair area. Remove shims (3) and save for use
during radiator installation.
19. Inspect all hoses and clamps, tube connectors etc.
Replace damaged or worn parts.

C3-2 Cooling System 7/98 C03017

Radiator Installation
1. Lift radiator into position over lower mounts and
fan blades.
2. Insert shims (3, Figure 3-4) removed during radia-
tor removal between frame mount block and ra-
diator mounting pad. Lower radiator on mounts
and insert capscrews and washers (4).
3. Verify distance between centerline of support rod
(8) mounting bolts is 738.8 mm (29.09 in.). Read-
just rod length if necessary. Install support rods
from radiator upper mounts to uprights on truck.
4. Tighten lower mounting capscrews evenly. Upper
support rods must be preloaded in tension
only. If necessary to obtain tension, install or
remove shims at lower mounts.
5. Final tighten lower mounting capscrews to 56
kg.m (405 ft. lbs.) torque.
6. Install fan guard (9).
7. Using new O-rings, install transmission hose and
tube to radiator bottom tank.
8. Install upper and lower coolant piping tubes and
tube connectors. Tubes should be positioned and
hose clamps installed as shown in figure 3-3.

FIGURE 3-4. RADIATOR (SIDE VIEW)

1. Tube Connector
2. Tube Connector
3. Shims
4. Capscrews & Washers
5. Condenser
6. Mounting Hardware
7. Tube Connector
8. Support Rod
9. Fan Guard
10. Pressurization Valve

9. Install hoses and hookup sensors in top tank.

10. Install air conditioning condenser (5, Figure 3-4) to
mounting brackets on front of radiator.
11. Install hoses on condenser. Install receiver/drier
and attach hoses.
12. Install hood (refer to Section ‘‘B’’) and grille sec-
tions.
13. Refer to Section ‘‘M’’ for procedures to recharge
the air conditioning system.
14. Fill the radiator with a coolant mixture as specified
in Section ‘‘P’’.
15. Start engine, check for leaks and refill transmission
FIGURE 3-3. TUBE CONNECTOR CLAMPING if necessary.

C03017 7/98 Cooling System C3-3

Radiator Repair
Radiator core repairs should be performed by a quali-
fied repair facility.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in the
heat exchanger, antifreeze/coolant may contaminate
the transmission oil and/or transmission oil may con-
taminate the engine cooling system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and re-
paired as required. The system must be flushed to
remove oil contamination and then be refilled with a
clean coolant mixture.
If a leak has been found or suspected in the heat
exchanger, the transmission oil must be examined
immediately. Ethylene glycol (even in small amounts)
will damage friction faced clutch plates. Contact your
truck distributor for ethylene glycol detection kits.
If ethylene glycol is detected in the transmission
oil, the transmission should be removed, com-
pletely disassembled, and ALL friction-faced
clutch plates replaced.
C3-4 Cooling System
HEAT EXCHANGER
(Brake Cooling System)
The brake circuit oil cooling heat exchanger (6, Figure
3-2) is mounted behind the front bumper. The heat
exchanger reduces the oil temperature in the wet disc
brake (and hoist) oil circuit.
Removal
1. Apply the parking brake, shut down the engine
and allow the steering accumulators to bleed
down. Turn the steering wheel to be certain all
pressure has been released. In the hydraulic
cabinet, open the bleeder valves and bleed the
pressure from the brake system accumulators.
Close the valves after all pressure has been
released.
2. Drain the oil from the hydraulic tank.
3. Drain the coolant system as described previously
in Radiator Removal.
4. Remove and cap the transmission oil inlet and
outlet lines at the rear of the heat exchanger (1 &
3, Figure 3-5).
5. Remove hose (7) from fitting on heat exchanger.
FIGURE 3-5. HEAT EXCHANGER PIPING
1. Oil Inlet 5. Capscrews & Washers
2. Heat Exchanger 6. Coolant Inlet
3. Oil Outlet 7. Hose
4. Coolant Outlet 8. Tube Coupling
7/98 C03017
 6. Loosen clamps on tube connectors at coolant inlet
(6) and outlet (4) tubes. Remove tube connectors
at inlet and outlet flanges on the heat exchanger.
7. Support the heat exchanger and remove cap-
screws and washers (5) at heat exchanger
mounting brackets.
8. Lower heat exchanger and move to repair area.
Installation
1. Position the heat exchanger under the truck and
raise into position against mounting brackets on
frame.
2. Install capscrews and lockwashers (5, Figure 3-5).
Tighten capscrews to standard torque.
3. Install coolant tube connectors at inlet (6) and
outlet (4) of heat exchanger. Refer to Figure 3-3
for tube connector clamp positioning recommen-
dations and tighten clamps securely.
Heat Exchanger Repair
Heat exchanger repairs should be performed by a
qualified repair facility.
The external heat exchanger provides cooling for hy-
draulic oil used in the wet disc brake circuit. If a leak
occurs in the heat exchanger, antifreeze/coolant may
contaminate the brake circuit and/or hydraulic oil may
contaminate the engine cooling system.
If the engine coolant is found to be contaminated with
hydraulic oil, the heat exchanger must be examined
for leaks and repaired as required. The engine cooling
system must be flushed to remove oil contamination
and then be refilled with a clean coolant mixture.
If a leak has been found or suspected in the heat
exchanger, the hydraulic oil must be examined imme-
diately. Ethylene glycol (even in small amounts) will
damage friction faced brake disc plates. Contact your
truck distributor for ethylene glycol detection kits.

If ethylene glycol is detected in the hydraulic oil,

the wet disc brake assemblies should be removed,
completely disassembled, and ALL friction-faced
Tube Couplings (8, Figure 3-5) must be properly
disc plates replaced.
torqued to prevent coolant leakage. After coupling
is installed and aligned, torque to 2.75 - 3.00 kg.m
(240 - 260 in. lbs.) .

4. Install hose (7, Figure 3-5).

5. Using new O-rings on flanges, install transmission
oil lines at inlet and outlet ports on rear of heat
exchanger. Tighten flange clamp capscrews to
standard torque.
6. Refill radiator with a coolant mixture as specified
in Section ‘‘P’’.
7. Refill hydraulic tank with hydraulic oil as specified
in Section ‘‘P’’.
8. Start the engine and check for oil or coolant leaks.
Repair leaks as required.
9. Recheck hydraulic tank oil level and cooling sys-
tem coolant level.

C03017 7/98 Cooling System C3-5

 NOTES

C3-6 Cooling System 7/98 C03017

 ENGINE
ENGINE
The Model 530M truck is equipped with a Cummins
KTA50 turbocharged diesel engine. Engine power is
transmitted to the TORQFLOW transmission by a drive
line adapter with damper assembly, and a drive shaft
with two universal joints.

Removal
1. Position the truck in work area with adequate
overhead clearance to permit raising the dump
body.
2. Apply parking brake and block wheels to prevent
truck movement. Raise body and install safety
cable.

FIGURE 4-2. COOLING SYSTEM PIPING

NOTE: Prior to disassembly or removal, tag or mark all 1. Oil Cooler 5. Cooler Outlet
air lines, oil lines, fuel lines and electrical connections 2. Radiator Pressurization 6. Tube
to assure correct assembly at time of engine installa- Valve 7. Hose
tion. Plug all ports and cover all hose fittings or con- 3. Pump Inlet 8. Hose
nections when disconnected. 4. Pump Outlet to Cooler
Do not work under raised body without first making 5. Disconnect the negative, then the positive battery
sure the safety pin is securely installed. cables. Disconnect the electrical lead from the
battery charging alternator.
3. Close the fuel supply valve. 6. Disconnect by-pass filter hoses (1, Figure 4-1).
4. Remove grille according to procedure in Section 7. Disconnect water pump pipes and hoses (See
‘‘B’’. Remove radiator according to ‘‘Radiator Re- Figure 4-2).
moval’’ procedure in this section.
8. Disconnect engine ground cable.
9. Disconnect starter motor wiring (1, Figure 4-3) and
ground terminals (2).

FIGURE 4-1. OIL LINES

FIGURE 4-3. STARTING MOTOR
1. By-pass Filter Hoses 2. Oil Filters
1. Starter Motor Wiring 2. Ground Terminals

C04018 Engine C4-1

 FIGURE 4-6. COVER
FIGURE 4-4. ENGINE HOSES AND WIRING
1. Cover
1. Sensor Connector 3. Hoses
2. Heater Hose
13. Disconnect engine control system harnesses at
connectors.
14. Remove intake pipes (1, Figure 4-5), and exhaust
pipes (2).
10. Disconnect fuel system hoses.
15. Remove cover (1, Figure 4-6).
11. Disconnect temperature sensor wire.
16. Disconnect engine oil temperature switch wire (1,
12. Disconnect water temperature sensor connector Figure 4-7), and RPM sensor wiring (2).
(1, Figure 4-4), heater hose (2), and hoses (3).

FIGURE 4-7. ENGINE WIRING AND LINES

FIGURE 4-5. INTAKE AND EXHAUST PIPING 1. Switch Wire 2. RPM Sensor Wiring
1. Intake Pipes 2. Exhaust Pipes

C4-2 Engine C04018

 The complete engine module weighs approxi-
mately 5,000 kg (11,000 lbs.). Make sure sling,
hoist, and spreader bar is of adequate capacity.
During engine removal, insure that engine removal
path is clear of personnel and equipment.

20. Attach lifting device to engine, remove mounting

FIGURE 4-8. GROUND CONNECTIONS
hardware, and remove from frame.
1. Engine Ground Terminal Move engine to a clean work area and mount on
work stands or cribbing.

17. Disconnect engine ground cables.

18. Remove drive shaft guard (1, Figure 4-9), and drive
shaft (2).
19. Inspect engine for any remaining hoses or electri-
cal wiring that must be removed prior to removing
the engine.

FIGURE 4-9. DRIVE SHAFT

1. Drive Shaft Guard 2. Drive Shaft

C04018 Engine C4-3

Installation
The complete engine module weighs approxi-
mately 5,000 kg (11,000 lbs.). Make sure sling,
hoist, and spreader bar is of adequate capacity.
During engine removal, insure that engine removal
path is clear of personnel and equipment.
1. Attach lifting device to engine and install in frame.
Tighten engine mounting capscrews to standard
torque.
NOTE: Refer to the procedure for centering the engine
assembly and transmission assembly in Section F,
‘‘Transmission Installation’’.
2. Install drive shaft guard (1, Figure 4-9), and drive
shaft (2). Apply a thread tightener (Three Bond
# 1374) to capscrews. Tighten capscrews to 18
± 2 kg.m (130 ± 14 ft.lbs.) torque.
3. Connect engine ground terminals (1, Figure 4-8).
4. Connect engine oil temperature switch wire (1,
Figure 4-7), and RPM sensor wiring (2).
6. Install cover (1, Figure 4-6).
7. Install intake pipes (1, Figure 4-5), and exhaust
pipes (2).
8. Connect water temperature sensor connector (1,
Figure 4-4), heater hose (2), and hoses (3).
C4-4
9. Connect temperature sensor wire.
10. Connect starter motor wiring (1, Figure 4-3) and
ground terminals (2).
11. Connect ground terminal (2) and alternator wire
(4).
12. Connect water pump pipes (Figure 4-2) and hoses.
13. Connect by-pass filter hoses (1, Figure 4-1).
14. Connect the negative, then the positive battery
cables. Connect the electrical lead from the battery
charging alternator.
15. Refer to ‘‘Radiator Installation’’ procedure, this sec-
tion and install the radiator. Install grille according
to procedure in Section ‘‘B’’.
16. Open the fuel supply valve.
17. Connect engine control system harnesses.
18. Recheck engine to be assured all, oil, electric, and
fuel lines have been reconnected to the proper
locations and that all connections are secure.
NOTE: Refer to Section ‘‘P’’, Lubrication and Service
for the proper fluids.
19. Fill engine oil to the specified level. Refill radiator
with coolant to the specified level and run the
engine to circulate the oil and coolant through the
system until temperatures are stabilized. Then
check fluid levels again. Check for oil, fuel or
coolant leakage.
Engine C04018
Drive Line Adapter 7. Remove bearing (1, Figure 4-13) for cleaning,
inspection, and fresh lubrication, or replacement,
If a new, or replacement engine, is to be installed, it if necessary.
may be necessary to remove and install the drive line
adapter.

Drive Line Adapter Removal

1. Position the truck in work area with adequate
overhead clearance to permit raising the dump
body.

Do not work under raised body without first making

sure the safety cable is securely installed.
2. Apply parking brake and block wheels to prevent
truck movement. Raise body and install safety
FIGURE 4-11. OUT PUT SHAFT
cable.
1. Snap Ring 2. Damper Cover
3. Remove drive shaft guard (1, Figure 4-9). Remove 3. Capscrew
capscrews (5, Figure 4-10) from cross and bear-
ing assembly (2) at both ends of drive shaft, and
then remove drive shaft assembly (1).
4. Remove output drive flange (6). Remove cap-
screws (7) and bearing cover (3).
5. Remove snap ring (1, Figure 4-11). Remove re-
taining capscrews (3) around damper cover (2),
and then with sling, eye bolts, and guide bolts,
remove damper cover (2).
6. Remove capscrews holding damper assembly to
flywheel (12, Figure 4-14). Attach a sling and lifting
device and remove output shaft damper assembly
(1, Figure 4-12).
FIGURE 4-12. OUTPUT SHAFT DAMPER ASSEMBLY
1. Output Shaft Damper Assembly 2. Housing

FIGURE 4-10. DRIVE SHAFT

1. Drive Shaft 4. Damper Cover
2. Cross & Bearing Assy. 5. Capscrews FIGURE 4-13. PILOT BEARING
3. Bearing Cover 6. Output Drive Flange 1. Bearing 2. Flywheel
7. Capscrews

C04018 Engine C4-5

Drive Line Adapter Installation
1. Position the truck in work area with adequate
overhead clearance to raise the dump body.

Do not work under raised body without first making

sure the safety cable is securely installed.

2. Apply parking brake and block wheels to prevent

truck movement. Raise body and install safety
cable.
3. Refer to "Drive Line Adapter Damper Assembly" for
assembly of the adapter, if this was disassembled.
4. If removed, use a push tool, and press fit bearing
(9, Figure 4-14) into flywheel. Bearing must be
packed and roller surface lubricated with
Komatsu lubricant, 427-12-11871, for long life.
Refer to "Recommended Lubricants" later in this
section.
5. Apply thread tightener (Three Bond # 1374) to
capscrews (12, Figure 4-14) and install output
shaft damper assembly (1, Figure 4-12) to fly- FIGURE 4-14. ADAPTER CROSS SECTION
wheel. Tighten capscrews (12, Figure 4-14) to 27 1. Oil Seal 7. Rubber
kg.m (195 ft lbs) torque. 2. Bearing 8. Outer Body
3. Output Shaft 9. Pilot Bearing
6. Use eye bolts and guide bolts to install damper 4.(not shown) Damper Assembly 10.Capscrew
cover (2, Figure 4-11). Apply thread tightener to (includes 3* , 5* , 6* , 7* , & 8* ) 11. Capscrew
capscrews and tighten capscrews (3, Figure 4-11) 5. Flange 12. Capscrew
to 3.2 kg.m (23 ft lbs) torque. 6. Inner Body 13. Capscrew
7. Bearing (2, Figure 4-14) and areas shown in Figure
4-15, must be packed with Komatsu lubricant,
427-12-11871. (Refer to "Recommended Lubri-
cants".) If removed, press fit bearing (13, Figure
4-16) in cover (11). Install retaining ring (14).
8. Apply thread tightener to capscrews (18) and
install bearing cover (15). Tighten capscrews to
11.5 kg.m (83 ft lbs) torque.
9. Install oil seal (19) into bearing cover (15). Push
drive flange onto output shaft (3, Figure 4-14).
10. Attach a sling and lifting device and move drive
shaft assembly (1, Figure 4-10) [without cross and
bearing assembly (2)] into position.
11. Install cross and bearing assembly (2) between
drive shaft and flange at both ends of drive shaft
with capscrews (5). Tighten all cross and bearing
capscrews (5) to 28 kg.m (202 ft lbs) torque.
12. Install drive shaft guard (1, Figure 4-9).
FIGURE 4-15. PACKING BEARING AND CAVITY

C4-6 Engine C04018

Drive Line Adapter Damper Disassembly
1. Remove oil seal (19, Figure 4-16) from bearing 4. Disassemble output shaft damper assembly as
cover (15), if not previously removed. follows.
2. Remove bearing (13) from damper cover (11), if a. Match mark positions of flanges (6A/B), inner
not previously removed. body/shaft (10), and outer body (8), before
disassembling.
3. Do not remove output shaft from damper assem-
b. Remove flanges (6A/B), inner body/shaft (10),
bly (4). The inner body/output shaft assembly (10)
and rubber dampers (9) from outer body (8).
is provided as a one-piece part. No effort should
be made to separate the pieces. If shaft appears 5. If not previously removed, remove bearing (2) from
loose in inner body, replace this assembly. flywheel for cleaning, inspection, and fresh lubri-
cation, or replacement, if necessary.
NOTE: To maintain the balance when reassembling,
mark the set positions of flanges (6A/6B), outer body
(8), and inner body/shaft (10) before disassembling.

FIGURE 4-16. DRIVE LINE ADAPTER

1. Flywheel Housing 8. Outer Body 15. Bearing Cover
2. Pilot Bearing 9. Rubber Damper 16. Breather
3. Capscrew & Washer 10. Inner Body/Output Shaft 17. Plug
4. Damper Assembly 11. Cover 18. Capscrew & Washer
5. Capscrew & Washer 12. Capscrew & Washer 19. Oil Seal
6A. Flange 13. Bearing 20. Output Drive Flange
6B. Flange 14. Retaining Ring 21. Cap Plate
7. Dowel Pin 22. Retaining Ring

C04018 Engine C4-7

Drive Line Adapter Damper Assembly
1. Replace any worn or damaged parts.
2. Coat mating surface of outer body (8, Figure 4-16)
and mating surface side of flange (6A) with adhe-
sive (Three Bond # 1104), then assemble accord-
ing to balance lines that were made during
disassembly. Install flange mounting capscrews
with washers (5) and tighten to 18 ± 2 kg.m (130
± 15 ft.lbs.) torque.
3. Install inner body/output shaft (10) according to
balance lines that were made during disassembly.
4. Measure 100 grams (3.5 oz.) of LW008-27 grease
into a container. Refer to ‘‘Recommended Lubri-
cants’’. Use this quantity of grease to coat outer
body (1, Figure 4-17), inner body (4), and all
surfaces of rubber dampers (2). Apply remaining
grease evenly in area (3, shaded portion).
5. Apply adhesive (Three Bond # 1104) on flange (6B,
Figure 4-16) and install according to balance lines
that were made during disassembly.
6. Align the balance lines of the outer body, inner
body, and flange, then assemble.
7. Install flange mounting capscrews and washers (5)
and tighten to 18 ± 2 kg.m (130 ± 15 ft.lbs.)
torque.
FIGURE 4-17. DAMPER GREASE
1. Outer Body Member 3. Grease Area
2. Rubber Damper 4. Inner Body Member
C4-8
8. Refer to ‘‘Drive Line Adapter Installation, steps 4
through 12’’, for remaining installation of all other
related parts, and driveline.
RECOMMENDED LUBRICANTS
The instructions listed in these pages contain refer-
ences to lubricants that are used in Haulpak manufac-
turing and assembly processes. These lubricants may
be identified and obtained as follows:
NOTE:
‘‘Approved source’’ indicates the material properties
have been approved for Haulpak manufacturing. This
is not a commercial endorsement for the product.
The rubber damper area requires LW008-27,
Multi-Purpose NLGI # 2 grease. This is a multi-
purpose extreme pressure lubricating grease,
consisting of a lithium complex soap base and
mineral oil.
Approved source:
Mobilgrease HP, from Mobil Oil Corp.
The bearings are to be packed with LW030-27.
The present source for this lube, is Komatsu
Parts Distribution, part number 427-12-11871,
which is a one gallon container.
This amount is enough for two installations.
Recommended Lubricants & Sealants
A Komatsu Lubricant 1 gallon Can -
(427-12-11871) Order from Haulpak
B LW008-27 grease. Mobil Grease HP
3 Tubes*
C Thread Tightener Three Bond # 1374*
D Liquid Gasket Three Bond USA-
LW067-78 grade # 1104*
* - Obtain locally
NOTE: Refer to Section "P", Lubrication and Service,
for periodic inspections of this drive area.
Engine C04018
 AIR FILTRATION SYSTEM
AIR CLEANER
Operation
Intake air, required by the diesel engine and by the
truck air system, passes through the air cleaner assem-
blies mounted on each side of the radiator. These air
cleaners discharge heavy particles of dust and dirt by
centrifugal action and then remove finer particles by
passing air through filter cartridges. The air compres-
sor inlet line is connected to the engine filtered air
supply.
The engine demand for air creates a vacuum in the air
cleaners and causes outside air to be drawn in through
air inlets on the air cleaners. Dirty air entering here is
drawn through a series of tubes that are designed to
produce a cyclonic action. As the air passes through
the outer portion of the tubes, a circular motion is set
up causing dust and dirt particles to be thrown from
the air stream into dust collector cups. At the same
time, the air stream turns and is directed up through
the center of the tubes into another chamber. Here the
air passes through main filter element and safety filter
element and out the clean air outlet to the engine’s air
intake system.
FIGURE 5-1. AIR CLEANER
1. Dust Collector 3. Wing Nut
2. Precleaner Section 4. Element Cover
C05002 Air Filtration System
General Information
The truck engine must be shut down before serv-
icing the air cleaner assemblies or opening the
engine air intake system.
1. Inspect dust collector cups at regular intervals,
daily inspection is recommended. Never allow
dust level build up to the Donaclone tube cham-
ber.
2. Check filter service indicators, mounted on instru-
ment panel, during operation and each time the
engine is shut down. If the red area is showing,
filter service will be required.
If truck is equipped with service gauges, filter
should be changed when gauge reads between
20 and 25 inches of H2O vacuum.
Refer to Filter Service Procedure for maintenance
and cleaning instructions.
3. Check to insure air inlet is not obstructed, plugged
or damaged.
4. Check all connections between air cleaner outlet
and engine intake manifold to insure that they are
tight and make a positive seal.
5. Check all air cleaner housing capscrews to insure
they are tight.
6. After filter service has been accomplished, reset
service indicators by pushing down on button
located on top of indicator.
FILTER SERVICE INDICATOR
Filter restriction is registered by service indicators
which are located on the instrument panel. As the filters
become dirty, a vacuum is created by the engines
demand for air and will cause the indicator float to rise
and expose a red area inside the glass of the indicator.
With engine shut down and the indicator still showing
red, filter service is required.
C5-1
 FIGURE 5-2. TYPICAL AIR CLEANER ASSEMBLY

1. Dust Cup 5. Wing Nut 9. Safety Filter Element 12. Clean Air Outlet
2. Dust Cap Gasket 6. Wing Nut Gasket 10. Main Filter Element 13. Pre-Cleaner Gasket
3. Donaclone Tube 7. Safety Element Indicator 11. Main Element Gasket 14. Safety Filter Element
4. Unfiltered Air Inlet 8. End Cover Gasket

C5-2 Air Filtration System C05002

MAIN FILTER ELEMENT
Removal
Remove and inspect the main filter element as outlined
below.
1. Shut down engine. Clean dirt and dust off air
cleaner.
2. Loosen large wing nut (5, Figure 5-2) on air cleaner
cover to free main element assembly (10). Pull
main element clear of assembly.
3. Inspect filter element carefully for possible dam-
age, holes, breaks, etc., which might affect reuse
of element. If element appears serviceable other
than being dirty, proceed with the cleaning proce-
dure. If defects are found in filter element, wing
nut assembly (5) must be removed from element
assembly and installed on the new filter element.
4. Check safety filter element nut (7). If solid red area
is showing, safety filter service is required.
Installation
1. Install clean or new, main filter element into air
cleaner and secure with wing nut.
2. Tighten wing nut hand tight, do not use a wrench
or pliers. If filter element is being reused, make
sure main element (1) is not damaged, the gasket
must seal completely.
C05002 Air Filtration System
SAFETY FILTER ELEMENT
Removal
Have a new safety (secondary) filter element at
hand before removing old one. Do not keep intake
system open to the atmosphere any longer than
absolutely necessary.
DO NOT CLEAN SAFETY ELEMENT! DISCARD
USED ELEMENT AND REPLACE WITH A NEW ONE.
The function of the safety filter is to increase overall
reliability and engine protection. If the safety element
indicator shows red the element has become clogged,
and should be discarded and replaced with a new one.
1. Shut down the engine. Clean the dirt and dust off
the element end cover.
2. Loosen wing nut (5, Figure 5-2) and remove end
cover (8) and main element (9).
3. Remove indicator nut (7) holding safety element
in place. Remove safety element (9). Inspect gas-
ket (14) and replace if necessary.
4. Remove any dust lodged in the clean air outlet and
around element sealing surface.
Installation
1. Replace safety element and secure in place with
a new safety element indicating nut (7).
2. Reset the indicator from red to green by gently
blowing air through threaded hole from gasket
end of indicator wing nut.
Tighen wing nut to 10 ft. lbs. (13 N.m) torque.
C5-3
AIR INTAKE TROUBLESHOOTING
To insure maximum engine protection, be sure that all
connections between air cleaners and engine intake
are tight and positively sealed. If air leaks are sus-
pected, check the following:
1. All intake lines, tubes and hump hoses for breaks,
cracks, holes, etc., which could allow an intake air
leak.
2. Check all air cleaner gaskets for positive sealing.
3. Check air cleaner elements, main and safety, for
ruptures, holes or cracks.
4. Check air cleaner assembly for structural damage
- any cracks, breaks or other defects which could
allow air leakage. Check all mounting hardware
for tightness.
FIGURE 5-3. INSPECTING FILTER ELEMENT
FIGURE 5-4. CLEANING FILTER ELEMENT WITH
COMPRESSED AIR
C5-4 Air Filtration System
Main Filter Cleaning
For best results, after inspection, determine the condi-
tion of the element and choose either the ‘‘Washing’’ or
‘‘Compressed Air’’ method for cleaning the filter ele-
ment.
1. Wash elements with water and liquid detergent or
a 50-50 solution of Oakite 202 and warm water.
NOTE: This method is best when element is
loaded with carbon, soot, oil or dust.
a. Soak the element in a solution of liquid deter-
gent and water for 15 to 30 minutes. Rotate
element back and forth in the solution to free
element of dirt deposits. DO NOT soak ele-
ments for more than 24 hours.
b. Rinse element with a stream of fresh water in
the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 40 psi (276 kPa). A complete,
thorough rinse is essential.
c. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature
must not exceed 140oF (60oC) and must be
circulated continually. Do not use a light bulb
for drying elements.
d. After cleaning the element, inspect thoroughly
for slightest ruptures and and damaged gas-
kets. A good method to detect paper ruptures
is to place a light inside the filter element as
shown in Figure 5-3, and inspect the outer
surface of the filter element.
2. Clean dust loaded elements with dry filtered com-
pressed air:
a. Maximum nozzle pressure must not exceed 30
psi (207 kPa). Nozzle distance from filter ele-
ment surface must be at least one inch (25 mm)
to prevent damage to the filter material.
b. As shown in Figure 5-4 direct stream of air from
nozzle against inside of filter element. This is the
clean air side of the element and air flow should
be opposite of normal air flow.
c. Move air flow up and down vertically with pleats
in filter material while slowly rotating filter ele-
ment.
d. When cleaning is complete, inspect filter ele-
ment as shown in Figure 5-3 and if holes or
ruptures are noted, replace the element with a
new item.
C05002
Precleaner Section Cleaning
The Donaclone tubes in precleaner section of air
cleaner assembly should be cleaned at least once
annually and at each engine overhaul. More frequent
cleaning may be necessary depending upon operating
conditions and local environment should tubes be-
come clogged with oil, sludge or dirt.
To inspect tubes in precleaner section, remove main
filter element. Do not remove the safety element.
Loosen clamps and remove dust collector cup. Use a
light to inspect the tubes, all tubes should be clear and
the light should be visible.
Clean the Donaclone tubes as follows if clogging is
evident.
Both the main and safety elements must be in-
stalled in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of
dirt being forced into the engine intake area.
FIGURE 5-5. CLEANING DONACLONE TUBES
1. Dust can best be removed with a stiff fiber brush.
DO NOT use a wire brush. Dust may also be
cleaned effectively using compressed air.
C05002 Air Filtration System
2. Heavy plugging of tubes may require soaking and
washing of complete precleaner section. The fol-
lowing instructions cover these procedures.
NOTE: The precleaner section may be separated
from the air cleaner assembly without dismount-
ing the complete air cleaner from the truck.
FIGURE 5-6. WASHING & SOAKING OF
PRE-CLEANER SECTION
3. Remove the air intake cover (3, Figure 5-2). Re-
move capscrews and locknuts holding precleaner
section to the cleaner assembly and remove pre-
cleaner. The safety element must remain in place
to protect the engine intake.
4. Loosen clamps and remove dust collector cup (1)
from precleaner section. Wash dust cup with
water and liquid soap solution.
5. Submerge precleaner section in a solution of
Donaldson D-1400 and warm water (mix solution
according to package directions). Soak for 30
minutes, remove from solution and rinse thor-
oughly with fresh water and blow dry.
6. Severe plugging may require the use of an Oakite
202 and water solution. The solution should be
mixed 50% Oakite 202 and 50% fresh water. Soak
precleaner section for 30 minutes, rinse clean with
fresh water and blow dry completely.
7. Check precleaner gaskets (13) carefully for any
evidence of air leaks, replace all suspected gas-
kets.
8. Install precleaner section, with serviceable gas-
kets, on air cleaner assembly and replace all
mounting hardware removed.
9. With a serviceable gasket (2), install dust collector
cup assembly on precleaner section and secure
with mounting clamps.
C5-5
 NOTES

C5-6 Air Filtration System C05002

 SECTION D
ELECTRICAL SYSTEM (24VDC NON-PROPULSION)

INDEX

24 VDC ELECTRIC SUPPLY SYSTEM (D02017.1) . . . . . . . . . . . . . . . . . . . . . . . . D2-1

Electrical System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Battery -- Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Battery Charging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-2
General Description (100 Amp Delcotron Integral Charging System) . . . . . . . . . D2-2
Operating Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Energizing Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
Rated Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
Magnetizing The Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
Integral Charging System -- Troubleshooting Procedures . . . . . . . . . . . . . . . D2-5
Integral Charging System Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5

24 VDC ELECTRIC STARTER SYSTEM (With PRELUB System) (D02017.2) . . . . . . D2-11

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
Starters and Prelub Schematic Diagram . . . . . . . . . . . . . . . . . . . . . . . D2-12
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14

24 VDC ELECTRIC START SYSTEM (D02017.3) . . . . . . . . . . . . . . . . . . . . . . D2-17

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Cranking Motor Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Solenoid Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-22
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-23
Magnetic Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-24

24VDC ELECTRICAL SYSTEM COMPONENTS (D03016) . . . . . . . . . . . . . . . . . . . . D3-1

General Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Cab Mounted Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-2
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Truck Inclination Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Lubrication System Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
PMC System Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
24V Components (Outside Cab) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Body Position Sensor Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Body-Up Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Hoist Limit Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
SYSTEM CONTROLLERS . . . . . . . . . . . . . . . . (Refer to Powertrain Management System)

D01020 7/98 Index D1-1

 NOTE: Electrical system wiring hookup and electrical schematics are located in Section ‘‘R’’ at the
rear of this service manual.
1. Only qualified maintenance personnel should perform electrical testing.
2. Prior to welding on the truck:
a. Disconnect the following:
1.) Remove the battery positive (+ ) cables first.
2. ) Remove the battery negative (--) cables last.
3.) When reinstalling cables, negative cables must be installed first.
b. Disconnect electronic controllers from truck harnesses.
c. Cover all electronic controllers for protection from sparks.
d. Remove any controller if weld repairs are made within 254mm (10 in) of it.
3. Never weld on or connect any welding cables on a controller.
4. Check wiring and cables for proper routing and termination.

D1-2 Index 7/98 D01020

 24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The truck utilizes a 24VDC electrical system which
supplies power for most electrical components. (A few
components require 12VDC.) The system is supplied
by four, heavy duty 12 volt storage batteries connected
in series and parallel. Refer to Section ‘‘R’’, Schematics,
of this manual for the truck Electrical Schematic for
specific electrical hook-up information.
The batteries are a lead-acid type, each containing six
2-volt cells. With the keyswitch ‘‘On’’, and engine not
operating, power is supplied by batteries. When the
engine is operating, electrical power is supplied by a
24 volt alternator.
BATTERIES
During operation, the storage batteries function as an
electrochemical device for converting chemical energy
into the electrical energy required for operating the
accessories when the engine is shut down.
Lead-acid storage batteries contain sulphuric acid,
which if handled improperly may cause serious
burns on skin or other serious injuries to person-
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead--acid
storage batteries. See the precautions in Section
‘‘A’’ of this manual to insure proper handling of
batteries and accidents involving sulphuric acid.
Maintenance and Service
The electrolyte level of each cell of each battery should
be checked at the interval specified in the Lubrication
and Service Section ‘‘P’’, and water added if necessary.
The proper level to maintain is 3⁄8--1⁄2 in. (10-13 mm)
above the plates. To insure maximum battery life, use
only distilled water or water recommended by the
battery manufacturer. After adding water in freezing
weather, operate the engine for at least 30 minutes to
thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead
battery or during the recharging operation. The
expelled gas from a dead cell is extremely explo-
sive.
D02017.1 24VDC Electric Supply System
with 100 Amp. Delcotron Alternator
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operating
eight hours per day is about one to two ounces per cell
per month. For heavy duty operation (24 hour) normal
consumption should run about one to two ounces per
cell per week. Any appreciable increase over these
figures should be considered a danger signal.
Troubleshooting
Two most common troubles that occur in the charging
system are undercharging and overcharging of the
truck’s batteries.
An undercharged battery is incapable of providing
sufficient power to the truck’s electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose battery connections
Defective wire in electrical system
Loose alternator drive belt
A defective alternator
A defective battery equalizer
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
continue, cell covers will push up at the positive ends
and in extreme cases the battery container will become
distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, battery
carrier and surrounding area. (A slight amount of cor-
rosion is normal in lead--acid batteries). Inspect the
case, covers and sealing compound for holes, cracks
or other signs of leakage. Check battery hold down
connections to make sure the tension is not great
enough to crack the battery, or loose enough to allow
vibration to open the seams. A leaking battery should
be replaced.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush and
flush with clean water. Make sure none of the soda
solution is allowed into the battery cells. Be sure termi-
nals are clean and tight. Clean terminals are very im-
portant in a voltage regulated system. Corrosion
creates resistance in the charging circuit which causes
undercharging and gradual starvation of the battery.
D2-1
NOTE: When washing batteries, make sure cell caps
are tight to prevent cleaning solution from entering the
cells.
Addition of acid will be necessary if considerable elec-
trolyte has been lost through spillage. Before adding
acid, make sure battery is fully charged. This is accom-
plished by putting the battery on charge and taking
hourly specific gravity readings on each cell. When all
the cells are gassing freely and three successive hourly
readings show no rise in specific gravity, the battery is
considered charged. Additional acid may now be
added. Continue charging for another hour and again
check specific gravity. Repeat the above procedure
until all cells indicate a specific gravity of 1.260-1.265
corrected to 80°F (27°C).
NOTE: Use 1.400 strength sulphuric acid when making
specific gravity adjustments. Acid of higher strength
will attack the plates and separators before it has a
chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 80°F (27°C) when the specific gravity is taken,
temperature should be corrected to 80°F (27°C):
• For every 10°F (5°C) below 80°F (27°C), 0.004
should be SUBTRACTED from the specific gravity
reading.
• For every 10°F (5°C) above 80°F (27°C), 0.004
should be ADDED to the reading.
The rate of self-discharge of a battery kept at 100°F
(38°C) is about six times that of a battery kept at 50°F
(19°C) and self-discharge of a battery kept at 80°F
(27°C) is about four times that one at 50°F (10°C). Over
a thirty day period, the average self-discharge runs
about 0.002 specific gravity per day at 80°F (27°C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in the
majority of cases, irreparably damaged. In less severe
cases, the sulfated battery may be restored to limited
service by prolonged charging at a low rate (approxi-
mately 1⁄2 normal rate).
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather.
The electrolyte of a battery in various stages of charge
will start to freeze at temperatures indicated in the table.
The temperatures in the table indicate the points at
which the first ice crystals appear. Lower temperatures
must be reached for a solid freeze. Solid freezing of the
electrolyte may crack the battery case and damage the
positive plates. As will be noted, a 3⁄4 charged battery
is in no danger of freezing, therefore, a 3⁄4 charge or
better is desirable, especially during winter weather.

Idle batteries should not be allowed to stand unat- BATTERY CHARGING SYSTEM
tended. If equipment is to stand unused for more than
two weeks, the batteries should be removed and NOTE: If the truck is equipped with a battery charging
placed in a cool, dry place where they may be checked alternator different from the coverage provided in this
periodically and charged when necessary. Remember, section, refer to the ‘‘OPTIONS’’ section of this manual,
all lead-acid batteries discharge slowly when not in use. or to the Engine manufacturer’s dealer.
This self discharge takes place even though the battery
is not connected in a circuit, and is more pronounced
in warm weather, than in cold. General Description
The 30-SI Series Delcotron Integral Charging System
(Figure 2-2) is a heavy duty 24 VDC unit rated at 100
Specific Gravity Freezing Temperature
amps. An integral, solid state voltage regulator that is
Corrected to 80°F (27°C) Degrees
mounted inside the end frame provides voltage output
1.280 -90°F (-70°C) control. The 30-SI Series uses one wire with an ade-
1.250 -60°F (-54°C) quate ground return to charge the vehicle battery.
1.200 -16°F (-27°C)
1.150 + 5°F (-15°C)
1.100 + 19°F (-7°C)

D2-2 24VDC Electric Supply System D02017.1

with 100 Amp. Delcotron Alternator
Operating Principles
A typical wiring diagram is shown in Figure 2-3. The
basic operating principles are explained as follows:
The base-emitter of transistors TR3 and TR1 is con-
nected to the battery through resistor R5, thus turning
these transistors on. Also, resistors R2 and R3 are
connected to the battery, but the discharge current of
the battery is very low because of the resistance values
of R2, R3, R5, TR1 and TR3.
With the system operating, A.C. voltages initially are
generated in the stator windings by residual magnet-
ism in the rotor. The diodes in the rectifier bridge
change the stator A.C. voltages to a D.C. voltage which
appears between ground and the ‘‘BAT’’ terminal. As
speed increases, current is provided for charging the
battery and operating electrical accessories.
The stator also supplies D.C. field current through the
diode trio, the field, TR1, and then through the diodes FIGURE 2-2. 30-SI SERIES ALTERNATOR
in the rectifier bridge back to the stator.
1. End Plate 3. Ground Screw
As the speed and voltage increase the voltage between 2. Output Terminal
R2 and R3 increases to the value where Zener diode
D1 conducts. Transistor TR2 then turns ‘‘ON’’ and TR1
cycle then repeats many times per second to limit the
and TR3 turn ‘‘OFF’’. With TR1 ‘‘OFF’’, the field current
voltage.
and system voltage decrease and D1 then blocks
current flow causing TR1 and TR3 to turn back ‘‘ON’’. Capacitor C1 smoothes out the voltage across R3,
The field current and system voltage increase and this resistor R4 prevents excessive current through TR1 at
high temperatures, and diode D2 prevents high-in-
duced voltages in the field windings when TR1 turns
OFF.

FIGURE 2-1. ALTERNATOR INSTALLATION

1. Alternator 3. Belt Tension Adjuster
2. Pivot Capscrew 4. Drive Belt
NOTE: Belt tension adjuster gauge is available from
Cummins Engines (Part No. ST-1293). FIGURE 2-3. TYPICAL 30-SI CIRCUIT

D02017.1 24VDC Electric Supply System D2-3

with 100 Amp. Delcotron Alternator
Energizing Speed
The energizing speed is the RPM at which the regulator However, it is permissible to check the output in am-
turns ON to energize the field coil. This speed is higher peres at any voltage within the ‘‘Operating Range’’
than some speeds at which output can be obtained. listed, since the current output will be quite close to the
Therefore, when checking output at low speeds, in- value that would be obtained at ‘‘Rated Voltage.’’ The
crease the speed until the regulator turns ON, then voltage should never be allowed to rise above the
reduce the speed to check the output. No output can ‘‘Operating Range’’ for any length of time. It should be
be obtained until the regulator turns ON. Once the noted that the voltage may be below the ‘‘Operating
regulator turns ON, it will remain turned on until the Range’’ if the battery is in a low state of charge. How-
engine is stopped. ever, as the battery receives a charge, the voltage will
rise to some value within the ‘‘Operating Range.’’
Rated Voltage
Magnetizing The Rotor
The integral, battery charging system output should be
checked at the ‘‘Rated Voltage’’: The rotor normally retains magnetism to provide volt-
age build-up when the engine is started. After disas-
System Rated Operating sembly or servicing, however, it may be necessary to
Voltage Voltage Range re-establish the magnetism. To restore the normal re-
24 28.0 26.0-30.0 sidual magnetism in the rotor, connect the unit to the
battery in a normal manner, then momentarily connect
a jumper lead from the battery positive (+ ) post to
the relay terminal, (1, Figure 2-4).

FIGURE 2-4. TYPICAL 30-SI CROSS SECTIONAL VIEW

1. Relay Terminal ‘‘R’’ 4. Stationary Field Coil 7. Rotor 10. Voltage Regulator
2. Rectifier Bridge 5. Front Seal 8. Stator 11. Grease Reservoir
3. Output Terminal 6. Ball Bearing 9. Roller Bearing

D2-4 24VDC Electric Supply System D02017.1

with 100 Amp. Delcotron Alternator
INTEGRAL CHARGING SYSTEM d. Turn on accessories. Connect a carbon pile
(Battery Charging Alternator) across the battery.
e. Operate engine at moderate speed, and adjust
Troubleshooting Procedures carbon pile as required, to obtain maximum
A typical 30-SI cross-sectional view is shown in Figure current output.
2-4. A basic wiring diagram is shown in Figure 2-5. IMPORTANT: Initial voltage build-up is by residual
magnetism in the rotor. Increase the speed as
required to obtain maximum current output.

f. If ampere output IS within 10 amperes of rated

output as stamped on the battery charging
alternator frame, unit is not defective.
g. If ampere output IS NOT within 10 amperes of
rated output as stamped on the battery charg-
ing alternator frame, remove the unit for repair
as covered in ‘‘Integral Charging System Re-
pair’’.

FIGURE 2-5. TYPICAL CHARGING CIRCUIT Integral Charging System Repair

Component parts and connections are shown in Figure
2-6.
1. Check the drive belt for proper tension.
2. Insure that an undercharged battery condition has
not been caused by accessories having been left
ON for extended periods.
3. If a battery defect is suspected, check battery as
specified in ‘‘Battery - Troubleshooting’’.
4. Inspect the wiring for defects. Check all connec-
tions for tightness and cleanliness, including bat-
tery connectors.
5. Connect a voltmeter from the battery charging
alternator output terminal (‘‘BAT’’) to ground (-). A
zero reading indicates an open between voltmeter
connection and battery.
6. With all accessories turned OFF, increase engine
speed as required to obtain maximum voltage
reading.
7. If voltage is not within the 26 -- 30 volts operating
range, remove the unit for repair as covered under
heading of ‘‘Integral Charging System Repair’’, as
there is no voltage adjustment on this model.
8. If previous Steps 1 through 7 check satisfactorily, FIGURE 2-6. 30-SI COMPONENT PARTS
check generator as follows: 1. Relay Terminal ‘‘R’’ 7. Diode Trio
a. Disconnect battery ground cable. 2. Reg. Stud Connector 8. Output Terminal
b. Connect an ammeter in the circuit at the output 3. ‘‘R’’ Terminal Connector 9. Capacitor
terminal of the battery charging alternator. 4. Rectifier Bridge 10. Field Leads
c. Reconnect battery ground cable. 5. Stator Leads (Insulated Screws)
6. Output Term. 11. Ground Screw
Connector 12. Regulator

D02017.1 24VDC Electric Supply System D2-5

with 100 Amp. Delcotron Alternator
Insulated battery charging alternators have both recti-
fier bridge heat sinks insulated, and the lower heat sink
is connected to the second output terminal located
where the ‘‘R’’ terminal is shown (3, Figure 2-6).
NOTE: Some digital ohmmeters cannot be used to
check diodes. Consult ohmmeter manufacturers to
determine ohmmeter capabilities.
FIGURE 2-7. OHMMETER CHECKS
1. Ohmmeter Connected to Heat Sink and one
Rectifier Bridge Terminal.
2. Ohmmeter Connected to one Field Coil Lead and
End Frame.
3. Ohmmeter Connected to both Field Coil Leads.
4. Ohmmeter Connected to one Stator Lead and
End Frame.
Note that the Diode Trio (7, Figure 2-6) has been re-
moved in Figure 2-7, along with the end plate. Note also
that the rectifier end frame has been dipped in clear
electric grade varnish.
D2-6 24VDC Electric Supply System
with 100 Amp. Delcotron Alternator
Regulator Check
The regulator cannot be checked with an ohmmeter.
Use an approved regulator tester available from vari-
ous test equipment manufacturers.
Rectifier Bridge Check
(Omit for Overcharged Battery)
To check the rectifier bridge, connect the ohmmeter to
a heat sink and one of the three terminals (1, Figure
2-7). Then reverse lead connections to the same heat
sink and same terminal.
If both readings are the same, replace the rectifier
bridge by detaching the necessary screws and nuts. A
good rectifier bridge will give one high and one low
reading. Repeat this same test between the same heat
sink and the other two terminals, and between the other
heat sink and each of the three terminals. This makes
a total of six checks, with two readings taken for each
check on each rectifier bridge.
If rectifier bridge is constructed with flat metal clips
at the three studs, press down firmly onto flat metal
clips and not onto threaded stud.
Field Coil Checks
To check for grounds, connect an ohmmeter to one
field coil lead and to the end frame as illustrated in 2,
Figure 2-7. If ohmmeter reading is low, the field coil is
grounded.
To check for opens, connect an ohmmeter to the two
field coil leads as shown in 3, Figure 2-7. If ohmmeter
reading is high (infinite), the field coil is open.
The winding is checked for short-circuits by connect-
ing a 24 Volt battery and ammeter in series with the field
coil. Note the ammeter reading. An ammeter reading
above 2.7 -- 3.4 amps indicates shorted windings. An
alternate method is to check the resistance of the field
by connecting an ohmmeter to the field coil. If the
resistance reading is below 7.0 -- 9.0 ohms, the winding
is shorted. To replace the field coil, see ‘‘Disassembly.’’
D02017.1
Diode Trio Check
To check the diode trio, remove it from the end frame
assembly by detaching the nuts and attaching screw.
NOTE that the insulating washer on the screw is
assembled over the top of the diode trio connec-
tor.
Connect an ohmmeter having a 1 1/2-volt cell, and
using the lowest range scale, to the single connector
and to one of the three connectors, (Figure 2-8). Ob-
serve the reading. Then reverse the ohmmeter leads to
the same two connectors. If both readings are the
same, replace the diode trio. A good diode trio will give
one high and one low reading. Repeat this same test
between the single connector and each of the other
two connectors.
Disassembly ( Refer to Figure 2-10)
1. Remove screws (1) and end plate (2).
2. Remove pulley (40) and fan (39).
3. Remove 4 thru-bolts (37).
4. Separate rotor and Drive End frame (36) from
stator and Rectifier End frame (27).
5. Press rotor (32) from end frame.
6. Remove inside collar (34) from end frame.
7. Remove outside collar from rotor shaft, if present.
Early models may have a collar and fabricated
metal fan; later models have a one-piece cast
aluminum fan (39) whose hub replaces the former
outside collar.
8. To replace Drive End Frame Bearing (Figure 2-9):
a. Remove retaining plate attaching screws (5).
b. Remove retainer plate (6).
c. Push on inner race to remove bearing (2).
d. Press in new bearing against outer race.
e. Assemble retainer with screws.
f. Assemble inside collar(1) over shaft.
g. Press rotor into drive end frame.
h. Assemble outer collar (4).

FIGURE 2-8. DIODE TRIO CHECK

1. Single Connector 2. Three Connectors

Stator Checks (Omit for Overcharged Battery)

Most stators are delta wound and only a check for
grounds can be made with an ohmmeter. Connect
from either lead to the frame (4, Figure 2-7). The read-
ing should be infinite. If not, replace the stator. See
‘‘Disassembly.’’
If the regulator checks good and the unit does not
FIGURE 2-9. DRIVE END FRAME BEARING
supply rated output, replace the stator if it is badly
discolored. 1. Inside Collar 5. Capscrew
2. Sealed Bearing 6. Retainer Plate
3. Drive End Frame 7. Seal
4. Outer Collar/Fan Hub

D02017.1 24VDC Electric Supply System D2-7

with 100 Amp. Delcotron Alternator
 9. To replace Rectifier End Frame bearing: FIGURE 2-10. 30-SI PARTS ILLUSTRATION
a. Pull inner race from shaft and bearing from end 1. Screw
frame. 2. Plate
b. Assemble new inner race and bearing as shown 3. Plug, Bearing Well (1)
in Figure 4 with bearing seal away from grease 4. Screw
reservoir. 5. Washer, Plain
6. Nut & Washer
c. Use Delco Remy lubricant P/No. 1948791 and 7. Diode
fill reservoir half full. Arrange lubricant so a 8. Screw
portion will touch bearing when assembled. 9. Bridge, Rectifier
10. To replace field coil: 10. Screw
a. Remove attaching bolts. 11. Screw
12. Connector, Rectifier Bridge to Regulator
b. Install new field coil and torque bolts to 55 13. Nut & Washer
inch-lbs. 14. Regulator
15. Cap, Relay Terminal
16. Connector, Rectifier Bridge to Relay
17. Relay Terminal Package -- Contains:
Reassembly Boot, ‘‘R’’ Terminal, Insulating Washer,
Metal Washer, Connector, Washer, Nut
Assemble parts as shown in Figure 2-10. Before attach- 18. Lockwasher, Ground
ing end plate, dip rectifier end frame about one inch 19. Screw, Ground Terminal
(1") deep into clear electric grade varnish, or use spray 20. Output Terminal Package -- Contains:
can, to restore assembly to new condition. Output Terminal, Insulator, Insulating Washer,
Metal Washer, Lock Washer (two), Nut (two)
21. Screw
22. Capacitor
23. Bracket
24. Bushing, Mounting Hinge (1)
25. Bearing, Outer Race (1)
26. Roller Bearing, Inner Race
27. Housing, Rectifier End
28. Clip - Stator Leads (2)
29. Grommet (2)
30. Stator
31. Coil
32. Rotor
33. Retainer, Drive End Bearing (Includes Seal)
34. Collar, Inside
35. Ball Bearing, Sealed
36. Housing, Drive End
37. Thru Bolt
38. Screw
39. Fan, Cast Aluminum
40. Pulley (from engine manufacturer)
41. Washer, Shaft Nut
42. Nut, Shaft

NOTES:
(1) Included In Item 27, Housing, Rectifier End
(2) Included In Item 30, Stator.

D2-8 24VDC Electric Supply System D02017.1

with 100 Amp. Delcotron Alternator
 FIGURE 2-10. 30-SI PARTS ILLUSTRATION

D02017.1 24VDC Electric Supply System D2-9

with 100 Amp. Delcotron Alternator
 NOTES

D2-10 24VDC Electric Supply System D02017.1

with 100 Amp. Delcotron Alternator
 24 VDC ELECTRIC STARTER SYSTEM (WITH PRELUB)
The 530M, equipped with the Cummins engine, in-
cludes an engine pre-lubrication system designed to
reduce wear due to dry starts.
The Cummins Prelub system automatically, safely
and quickly fills filters and all oil passages prior to
cranking at each engine startup. In addition, the sys-
tem prevents startup if no oil is present in the engine.

The Prelub System includes:

• Pump
• Timer solenoid
• Oil pressure switch
• Oil suction line
• Oil outlet line
• Check valve
• Electrical harness. FIGURE 2-11. STARTER MOTORS & PRELUB
PUMP
1. Mounting Capscrews 5. Prelub Pump
2. Starter Motor 6. Outlet Line
3. Inspection Plug 7. Suction Line
OPERATION 4. Pump Outlet Pressure 8. Solenoid
(Refer to electrical schematic diagram, Figure 2-12.) Test Port
The Prelub system is activated when the operator
turns the key switch and holds it in the ‘‘start’’ position.
This allows the current to flow to the Prelub Starter
Solenoid Timer. When this Solenoid Timer is activated,
current flows to the bottom starter motor (2, Figure
2-11), driving the Prelub pump (5), but does not allow Pressure Switch
the starter motors to engage the starter pinion gears.
The Pressure Switch (See Figure 2-12) is a 0.18
The starter motor drives the Prelub pump assembly
Kg/cm2 (2.5 psi), normally closed (N.C.) switch, lo-
to provide oil pressure to the engine.
cated so that it can sense oil pressure after the engine
When the pressure in the engine cam oil rifle reaches oil has passed through the filters. Normally, this loca-
0.18 kg/cm2 (2.5 psi), the circuit to the timer solenoid tion is the cam cover at the rear of the engine block
is opened. After a 3 second delay, the current is (Refer to Cummins Engine Service Manual for addi-
directed to the standard starter solenoids (8); the tional information.)
starter motors will then be activated and the pinion
gears will be engaged into the flywheel ring gear. Check Valve
Normal cranking will now occur with sufficient lubrica- The oil pressure supply hose will have a check valve
tion to protect the engine bearings and other compo- installed between the Prelub unit and the engine. The
nents. oil flow through the valve (arrow on valve) must be
toward the engine.
The check valve prevents the passage of oil from the
engine back through the Prelub pump to the pan after
the engine is started.

D02017.2 7/98 24 VDC Electric Starter System D2-11

with Prelub
Timer Solenoid
The timer solenoid (3, Figure 2-12) controls the prelu-
brication cycle. Current is supplied to the timer through
the key switch. The ground path is completed by the
DO NOT Attempt to jump start the truck using the
normally closed pressure switch (2) which is preset to
terminals on the timer solenoid. INTERNAL DAM-
open at 0.18 kg/cm2 (2.5 psi).
AGE TO TIMER WILL RESULT.

When the switch opens, current is redirected to the

standard engine starter solenoids (9 & 10) for engine
cranking, following a 3 second delay.

6. Magnetic Switch (Top Starter)

2
(2.5 psi) 7. Diode (Switch Coil Suppression)
3. Prelub Timer Solenoid 8. Magnetic Switch (Bottom Starter)
4. Bottom Starter Motor (With Pump) 9. Starter Solenoid (Top Starter)
5. Top Starter Motor 10. Starter Solenoid (Bottom Starter)

D2-12 24 VDC Electric Starter System 7/98 D02017.2

with Prelub
MAINTENANCE
Prelub system maintenance should be performed
annually or at 5000 hour intervals as described below.
Prelub System Operation
Verify system operates according to the two phases of
operation as listed in ‘‘Troubleshooting Prelub Starter
Circuit’’ on the following page. If a problem exists, refer
to the list of problems and possible causes for trou-
bleshooting system components.
If system is operating properly, continue with the in-
spection of component parts below:
5. Close the battery disconnect switches and ob-
serve the pressure gauge while the engine is
started.
a. If there is any indication of pressure, remove
and repair the the Prelub starting motor and
the check valve located between the pump
outlet and the engine/filters.
b. If there is no indication of pressure, remove and
repair the Prelub starter motor only.
6. If no oil is present, carefully reinstall inspection
plug (3).

Starter/Prelub Pump Check Valve

The bottom starter motor (with the Prelub pump)
should be inspected as follows for possible oil leak-
age from the pump to the starter housing.
1. Open the battery disconnect switches to prevent
engine startup.
2. Remove the inspection plug (3, Figure 2-11).
3. Using a flashlight (and mirror if necessary), in-
spect interior of starter motor housing for the
presence of engine oil. Oil may be present in large
amounts or as a light mist. Oil in any quantity in
the housing indicates a failed motor and re-
pair or replacement is necessary. Perform
additional tests below to determine what compo-
nents require repair.
Verify no internal leakage exists in the check valve
when the engine is running. Check valve leakage back
to the Prelub pump will cause extensive damage to
the pump and starter motor.
If check valve replacement is required, be certain the
valve is installed with the arrow pointed toward the
engine, NOT toward the pump.
Timer Solenoid
Inspect Timer Solenoid for physical damage and to
verify wiring is in good condition.

Brush dust will be present in all motors. Do not

confuse brush dust with oil. Brush dust will appear
as a black/brown, dry coating within the motor.

4. If oil is present in the motor, install a 14 kg/cm2

(200 psi) gauge in the pump pressure test port (4)
located near the pump outlet hose.

D02017.2 7/98 24 VDC Electric Starter System D2-13

with Prelub
 Troubleshooting Prelub Starter Circuit
Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication Phase- Begins when the key switch is held in the start position. A circuit is provided to ground
through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure switch when
the Prelub pressure reaches 0.18 kg/cm2 (2.5 psi).
2. Delay and Crank Phase- Begins when the pressure switch opens. A 3 second delay precedes the crank mode.

Problem Probable Cause

1. Starter prelubricates only. Does not delay or 1. Indicates oil pressure is not sufficient to open the
crank. pressure switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Pump failure.
c. Pressure switch has failed (closed) and is
grounding circuit.
d. Oil pressure switch wire chafed and shorting to
block.

2. Starter prelubricates continuously regardless of
key switch position.
2. Indicates Prelub Timer Solenoid contacts have
welded.
a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system, can
cause solenoid contacts to weld.

3. Starter delays and cranks. No prelubrication
mode.
4. Starting circuit is irregular when in crank mode.
3. If an operator indicates the ignition is totally dead,
make certain the key is being held in the crank
position for 3 to 4 seconds. If the engine cranks
after a short delay, this indicates that a ground
connection to the pressure switch has been bro-
ken. Without a ground path, the prelubrication unit
will proceed to delay and crank.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open circuit
between the switch terminal and the switch
base. If open, replace the pressure switch.
4. a. Check for low or dead batteries.
b. Check alternator output.
c. Check for bad ground strap or NO GROUND
wire from the starter battery ground post to ‘‘G’’
terminal of starter bendix solenoid.
d. Check for bad starter safety relays.

D2-14 24 VDC Electric Starter System 7/98 D02017.2

with Prelub
 Problem
5. Starter has very long prelubrication cycle.
6. Starter has no prelubrication, no delay and no
crank.
7. Starter prelubricates, delays, then does not crank.
8. Second starter tries to engage flywheel while
primary starter is prelubricating.
D02017.2 7/98 24 VDC Electric Starter System
with Prelub
Probable Cause
5. Except for severe cold weather starts, the Prelub
cycle should not exceed 45 seconds.
a. Low oil pressure.
b. Make sure oil of the proper viscosity is being
used in respect to outside temperature. (Refer
to engine manufacturer’s specifications).
c. Check for suction side air leaks, loose connec-
tions, cracked fittings, pump casting, or hose
kinks and blockage.
d. Make sure the suction hose is a -- 20. Reducing
hose diameter will reduce pump output dra-
matically.
e. Check the oil pressure switch for the correct
location. Be certain that it has not been moved
into a metered oil flow, as in a bypass filter or
governor assembly.
6. If the starter is totally inoperative and no prelubri-
cation, no delay and crank, this indicates a possi-
ble failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch
(ground wire) and activate machine starter switch
for several seconds.
a. If the starter delays - then cranks, the Prelub
Timer Solenoid is bad. Replace the timer sole-
noid assembly.
b. If the starter is still inoperative, check the vehi-
cle starter switch circuit. Make sure proper
voltage is available to the Prelub Timer Sole-
noid when the key is activated.
7. Indication is either a timer failure, or a starter
problem.
a. Place a jumper wire to the starter solenoid ‘‘S’’
post. If the engine starts to crank, replace the
Prelub Timer Solenoid.
b. If the engine fails to crank when the ‘‘S’’ post is
energized with voltage, check out starter
bendix solenoid and starter pinion drive.
8. Make sure the starter safety relays (6 & 8, Figure
2-12) are wired according to the wiring schematic.
Attempting to activate both starters from the same
starter relay will cause the conventional starter to
crank while the Prelub Starter is pumping.
D2-15
 NOTES

D2-16 24 VDC Electric Starter System 7/98 D02017.2

with Prelub
 24 VDC ELECTRIC START SYSTEM
CRANKING MOTORS
OPERATION
Heavy duty batteries supply 24VDC to each of the two
cranking motors through magnetic switches activated
by the key switch on the instrument panel.
Note: When a Cummins engine with a Prelub system
is installed, there is a delay between the time the key
switch is moved to the START position, and the starter
motors actuate. Refer to ‘‘24 VDC Electric Starter Sys-
tem (with Prelub)’’ for specific details of operation prior
to engine cranking.
When the keyswitch is placed in the ‘‘Start’’ position,
the magnetic switches close, connecting the motor
solenoid ‘‘S’’ terminals to the batteries. When the sole-
noid windings are energized, the plunger (56, Figure
2-15) is pulled in, moving the starter drive (71) assem-
bly forward in the nose housing to engage the engine
flywheel ring gear. Also, when the solenoid plunger is
pulled in, the main solenoid contacts close to provide
current to the motor armature and cranking takes FIGURE 2-13. STARTER MOTORS
place. When the engine starts, an overrunning clutch 1. Mounting Capscrews 4. Outlet Line
in the drive assembly protects the armature from ex- 2. Starter Motor 5. Suction Line
cessive speed until the keyswitch is released. When the 3. Prelub Pump 6. Solenoid
keyswitch is released, a return spring causes the drive
pinion to disengage.
After the engine is running, a normally closed pressure
switch senses engine oil pressure and opens the elec-
trical circuit to prevent actuation of the motor(s) after
the engine has started.

Removal
Installation
1. Disconnect battery power:
1. Align motor (2, Figure 2-13) housing with the
a. Open the battery disconnect switch to remove
flywheel housing adaptor mounting holes and
power from the system.
slide into position.
b. Remove the battery cables using the following
sequence: 2. Insert motor mounting capscrews (1).
1.) Remove the battery positive (+ ) cables first. 3. If applicable, install Prelub pump hoses (4 & 5).
2.) Remove the negative (-) cables last.
4. Connect marked wires and cables to motor and
2. Mark wires and cables and remove from motor (2, solenoid terminals.
Figure 2-13) and solenoid (6) terminals.
5. Install in the following sequence:
3. If removing a starter equipped with the Prelub a. Install the battery negative (-) cables first.
pump, remove hoses (4 & 5) and cap fittings.
b. Install the battery positive (+ ) cables.
4. Remove motor mounting capscrews (1). c. Close the battery disconnect switch.
5. Remove motor assembly from flywheel housing.

D02017.3 7/98 24 VDC Electric Starters D2-17


FIGURE 2-14. NO-LOAD TEST CIRCUIT
CRANKING MOTOR
TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
Batteries-- Verify the condition of the batteries,
cables, connections and charging circuit.
Wiring-- Inspect all wiring for damage or loose
connections at the keyswitch, magnetic
switches, solenoids and cranking motor(s).
Clean, repair or tighten as required.
If the above inspection indicates the starter motor to
be the cause of the problem, remove the motor and
perform the following tests prior to disassembly to
determine the condition of the motor and solenoid and
repairs required.
Preliminary Inspection
1. Check the starter to be certain the armature turns
freely.
a. Insert a flat blade screwdriver through the open-
ing in the nose housing.
b. Pry the pinion gear to be certain the armature
can be rotated.
2. If the armature does not turn freely, the starter
should be disassembled immediately.
3. If the armature can be rotated, perform the No-
Load Test before disassembly.
D2-18 24 VDC Electric Starters
No-Load Test
Refer to Figure 2-14 for the following test setup.
Be certain switch is open before connections or
disconnections are made during the following pro-
cedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal to
the motor frame.
b. Use an RPM indicator to measure armature
speed.
c. Connect a carbon pile across one battery to limit
battery voltage to 20 VDC.
Do not apply voltages in excess of 20 volts. Exces-
sive voltage may cause the armature to throw wind-
ings.
d. Connect the motor and an ammeter in series
with two fully charged 12 volt batteries.
e. Connect a switch in the open position from the
solenoid battery terminal to the solenoid switch
terminal.
2. Close the switch and compare the RPM, current,
and voltage reading to the following specifica-
tions:
• RPM: 5500 Minimum to 7500 Maximum
• AMPS: 95 Minimum to 120 Maximum
• VOLTS: 20 VDC
Interpreting Results of Tests
1. Rated current draw and no-load speed indicates
normal condition of the cranking motor.
2. Low free speed and high current draw indicates:
a. Too much friction; tight, dirty, or worn bearings,
bent armature shaft or loose pole shoes allow-
ing armature to drag.
b. Shorted armature. This can be further checked
on a growler after disassembly.
c. Grounded armature or fields. Check Further
after disassembly.
7/98 D02017.3
 3. Failure to operate with high current draw indicates:
a. A direct ground in the terminal or fields.
b. ‘‘Frozen’’ bearings (this should have been de-
termined by turning the armature by hand).
4. Failure to operate with no current draw indicates:
a. Open field circuit. This can be checked after
disassembly by inspecting internal connections
and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commutator
for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high insu-
lation between the commutator bars or other
causes which would prevent good contact be-
tween the brushes and commutator.
5. Low no-load speed and low current draw indi-
cates:
a. High internal resistance due to poor connec-
tions, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.
Disassembly
The cranking motor should be disassembled only as
far as necessary to repair or replace defective parts.
1. Note the relative position of the solenoid (53,
Figure 2-15), lever housing (78), nose housing
(69), and C.E. frame (1) so the motor can be
reassembled in the same manner.
2. Disconnect field coil connector (42) from solenoid
motor terminal, and lead from solenoid ground
terminal.
3. Remove the brush inspection plates (52), and
brush lead screws(15).
4. Remove the attaching bolts (34) and separate the
commutator end frame (1) from the field frame
(35).
5. Separate the nose housing (69) and field frame
(35) from lever housing (78) by removing attach-
ing bolts (70).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).
7. Separate solenoid (53) from lever housing by
pulling apart.
D02017.3 7/98 24 VDC Electric Starters
Cleaning and Inspection
1. The drive (71), armature (45) and fields (46) should
not be cleaned in any degreasing tank, or with
grease dissolving solvents, since these would dis-
solve the lubricant in the drive and damage the
insulation in the armature and field coils.
2. All parts except the drive should be cleaned with
mineral spirits and a clean cloth.
3. If the commutator is dirty, it may be cleaned with
No. 00 sandpaper.
NOTE: Never use emery cloth to clean commutator.
4. Inspect the brushes (13, Figure 2-15) for wear.
a. If worn excessively when compared with a new
brush, they should be replaced.
b. Make sure the brush holders (10) are clean and
the brushes are not binding in the holders.
c. The full brush surface should ride on the com-
mutator. Check by hand to insure that the brush
springs (16) are giving firm contact between the
brushes (13) and commutator.
d. If the springs (16) are distorted or discolored,
they should be replaced.
Armature Servicing
If the armature commutator is worn, dirty, out of round,
or has high insulation, the armature (45) should be put
on a lathe and the commutator turned down. The
insulation should then be undercut 0.031 in. (.79 mm)
wide and 0.031 in. (.79 mm) deep, and the slots cleaned
out to remove any trace of dirt or copper dust. As a final
step in this procedure, the commutator should be
sanded lightly with No. 00 sandpaper to remove any
burrs left as a result of the undercutting procedure.
The armature should be checked for opens, short
circuits and grounds as follows:
1. Opens are usually caused by excessively long
cranking periods. The most likely place for an
open to occur is at the commutator riser bars.
Inspect the points where the conductors are
joined to the commutator bars for loose connec-
tions. Poor connections cause arcing and burning
of the commutator as the cranking motor is used.
If the bars are not too badly burned, repair can
often be effected by resoldering or welding the
leads in the riser bars (using rosin flux), and turn-
ing down the commutator in a lathe to remove the
burned material. The insulation should then be
undercut.
D2-19
 2. Short circuits in the armature are located by use
FIGURE 2-15 CRANKING MOTOR ASSEMBLY
of a growler. When the armature is revolved in the
growler with a steel strip such as a hacksaw blade
held above it, the blade will vibrate above the area 1. C.E. Frame 41. Nut
of the armature core in which the short circuit is 2. Washers 42. Connector
located. Shorts between bars are sometimes pro- 3. O-Ring 43. Lock Washer
duced by brush dust or copper between the bars. 4. Insulator 44. Nut
These shorts can be eliminated by cleaning out 5. Support Plate 45. Armature
the slots. 6. Brush Plate Insulator 46. Field Coil (6 Coils)
7. Washers 47. Shoe
3. Grounds in the armature can be detected by the
8. Plate & Stud 48. Insulator
use of a 110-volt test lamp and test points. If the
9. Plate 49. Screw
lamp lights when one test point is placed on the
10. Brush Holder 50. Washer
commutator with the other point on the core or
11. Lock Washer 51. O-Ring
shaft, the armature is grounded. Grounds occur
12. Screw 52. Inspection Plug
as a result of insulation failure which is often
13. Brush (12 req’d) 53. Solenoid Housing
brought about by overheating of the cranking
14. Lock Washer 54. Lock Washer
motor produced by excessively long cranking
15. Screw 55. Screw
periods or by accumulation of brush dust between
16. Brush Spring 56. Plunger
the commutator bars and the steel commutator
17. Screw 57. Washer
ring.
18. Screw 58. Boot
19. Screw 59. Washer
20. Lock Washers 60. Spring
Field Coil Checks 21. Plate 61. Retainer
22. Brush Holder 62. Snap Ring
The field coils (46, Figure 2-15) can be checked for
Insulator 63. Shift Lever
grounds and opens by using a test lamp.
23. Screw 64. Nut
1. Grounds---- The ground connections must be dis- 24. Lock Washer 65. O-Ring
connected during this check. Connect one lead 25. Washer 66. O-Ring
of the 110 volt test lamp to the field frame (35) and 26. O-Ring 67. Snap Ring
the other lead to the field connector (42). If the 27. Bushing 68. Lever Shaft
lamp lights, at least one field coil is grounded and 28. Insulator 69. Drive Housing
must be repaired or replaced. 29. Washer 70. Screw
30. Lock Washer 71. Drive Assembly
2. Opens----Connect test lamp leads to ends of field
31. Nut 72. Gasket
coils (46). If lamp does not light, the field coils are
32. Nut 73. Plug
open.
33. Lock Washer 74. Gasket
34. Screw 75. Brake Washer
35. Field Frame 76. Screw
Field Coil Removal 36. Stud Terminal 77. Lock Washer
37. Bushing 78. Lever Housing
Field coils can be removed from the field frame assem-
38. Gasket 79. Washer
bly by using a pole shoe screwdriver. A pole shoe
39. Washers 80. O-Ring
spreader should also be used to prevent distortion of
40. Washer
the field frame. Careful installation of the field coils is
necessary to prevent shorting or grounding of the field
coils as the pole shoes are tightened into place. Where
the pole shoe has a long lip on one side and a short lip
on the other, the long lip should be assembled in the
direction of armature rotation so it becomes the trailing
(not leading) edge of the pole shoe.

D2-20 24 VDC Electric Starters 7/98 D02017.3

 FIGURE 2-15. CRANKING MOTOR ASSEMBLY

D02017.3 7/98 24 VDC Electric Starters D2-21

Solenoid Checks
A basic solenoid circuit is shown in Figure 2-16. Sole-
noids can be checked electrically using the following
procedure.

Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the solenoid,
switch terminal and to the second switch terminal
‘‘G’’, to check the hold-in winding (Figure 2-17).
2. Use the carbon pile to decrease the battery voltage
to 20 volts. Close the switch and read current.
a. The ammeter should read 6.8 amps maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal ‘‘S’’ to the solenoid motor
‘‘M’’ or ‘‘MTR’’ terminal (Figure 2-18).

To prevent overheating, do not leave the pull-in

winding energized more than 15 seconds. The FIGURE 2-17. SOLENOID HOLD-IN WINDING TEST
current draw will decrease as the winding tempera-
ture increases.
4. Use the carbon pile to decrease the battery voltage
to 5 volts. Close the switch and read current.
a. The ammeter should read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding. Low
readings indicate excessive resistance.
5. To check for grounds, move battery lead from ‘‘G’’
(Figure 2-17) and from ‘‘MTR’’ (Figure 2-18) to the
solenoid case. Ammeter should read zero. If not,
the winding is grounded.

FIGURE 2-16. SIMPLIFIED SOLENOID CIRCUIT FIGURE 2-18. SOLENOID PULL-IN WINDING TEST

D2-22 24 VDC Electric Starters 7/98 D02017.3

Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before pressing
into place.
2. Install wick, soaked in oil, prior to installing bear-
ings.
3. Do not attempt to drill or ream sintered bearings.
These bearings are supplied to size. If drilled or
reamed, the I.D. will be too large and the bearing
pores will seal over.
4. Do not cross-drill bearings. Because the bearing
is so highly porous, oil from the wick touching the
outside bearing surface will bleed through and
provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking. The
clearance between this bearing and the armature
shaft is large compared to the end frame bearings.
FIGURE 2-19. PINION CLEARANCE CHECK CIRCUIT
Motor Assembly:
1. Install the end frame (with brushes) onto the field
5. Using a new gasket (72), install drive housing (69)
frame as follows:
and secure with screws (70).
a. Insert the armature (45, Figure 2-15) into the
field frame (35). Pull the armature out of the field 6. Assemble field coil connector (42) to solenoid.
frame just far enough to permit the brushes to 7. Adjust pinion clearance per instructions on the
be placed over the commutator. following page.
b. Place the end frame (1) on the armature shaft.
8. After pinion clearance has been adjusted,install
Slide end frame and armature into place against
gasket (74) and plug(73).
the field frame.
c. Insert screws (34) and washers (33) and tighten Pinion Clearance
securely.
To adjust pinion clearance, follow the steps listed be-
2. Assemble lever (63) into lever housing (78) If low.
removed.
1. Make connections as shown in Figure 2-19.
3. Place washer (79) on armature shaft and install
new O-ring (80). Position drive assembly (71) in 2. Momentarily flash a jumper lead from terminal ‘‘G’’
lever (63) in lever housing. Apply a light coat of to terminal ‘‘MTR’’. The drive will now shift into
lubricant (Delco Remy Part No. 1960954) on cranking position and remain so until the batteries
washer(75) and install over armature shaft. Align are disconnected.
lever housing with field frame and slide assembly 3. Push the pinion or drive back towards the commu-
over armature shaft. Secure with screws (76) and tator end to eliminate slack movement.
washers (77).
4. The distance between the drive pinion and housing
4. Assemble and install solenoid assembly through should be between .330 in. to .390 in. (8.3 mm to
lever housing and attach to field frame. Install nut 9.9 mm) as shown in Figure 2-20.
(64) but do not tighten at this time. Install brush
inspection plugs (52). 5. Adjust clearance by turning shaft nut (64, Figure
2-15).

D02017.3 7/98 24 VDC Electric Starters D2-23


FIGURE 2-20. CHECKING PINION CLEARANCE
Magnetic Switch
The magnetic switch is a sealed unit and not repairable.
Removal
1. Remove battery power as described in Cranking
Motor ‘‘Removal’’.
2. Disconnect cables from the switch terminals and
wires from coil terminals (Figure 2-21).
NOTE: If the magnetic switch being removed has a
diode across the coil terminals, mark the leads prior to
removal to ensure correct polarity during installation.
3. Remove mounting capscrews and washers. Re-
move switch from mounting bracket.
4. The switch coil circuit can be tested as described
below.
Coil Test
1. Using an ohmmeter, measure the coil resistance
across the coil terminals.
a. The coil should read approximately 28 Ω at 72°F
(22.2° C).
b. If the ohmmeter reads ∞ , the coil is open and
the switch must be replaced.
c. If the ohmmeter reads 0 Ω, the coil is shorted
and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil
terminal and another on the switch mounting
bracket. If the meter displays any resistance read-
ing, the coil is grounded and the switch must be
replaced.
3. The ohmmeter should display ∞ when the probes
are placed across the switch terminals.
NOTE: The switch terminals should show continuity
when 24 VDC is applied to the coil terminals, however
high resistance across the internal switch contacts
due to arcing etc. could prevent the switch from deliv-
ering adequate current to the cranking motor. If the
coil tests are satisfactory but the switch is still suspect,
it should be replaced with a new part.

Installation
1. Attach magnetic switch to the mounting bracket
using the capscrews and lockwashers removed
previously.
2. Inspect cables and switch terminals. Clean as
required and install cables.
3. Install the diode across the coil terminals if re-
quired. Be certain diode polarity is correct. (Refer
to the wiring diagram, Figure 2-12.) Attach wires
from the truck harness to the coil terminals (See
Figure 2-21).
4. Connect battery power as described in Cranking
Motor ‘‘Installation’’. FIGURE 2-21. MAGNETIC SWITCH ASSEMBLY

D2-24 24 VDC Electric Starters 7/98 D02017.3

 ELECTRICAL SYSTEM COMPONENTS
GENERAL TROUBLESHOOTING
When troubleshooting electrical system circuit and
component problems, it is necessary to follow a logical
diagnosis procedure.
It is important to verify the battery supply is functioning,
electrical harnesses and connectors have not been
physically damaged and all connectors are clean and
properly secured.
The following basic steps may eliminate many electri-
cal problems:
1. Verify the batteries are fully charged, the battery
disconnect switch is closed, and the control
power relays for the 12 volt and 24 volt power
circuits are functioning.
2. Check all cable connections at the batteries in the
battery box. They should be clean, with no corro-
sion. If necessary, open the battery disconnect
switch, remove cables and clean the battery ter-
minals and connectors with a baking soda/water
solution using a stiff, non-wire brush. Flush with
clean water, reinstall cables and tighten securely.
To prevent possible damage to the battery equal-
izer system, the following procedure must be fol-
lowed when battery cables are removed or
installed:
1. When REMOVING cables, disconnect and re-
move the positive (+) cables first.
2. Remove the negative (--) cables last.
3. When INSTALLING the cables, install the
negative cables (--) first.
4. Install the positive cables (+) last.
D03016 6/99 Electrical System Components
3. Verify connectors are properly crimped onto wires
or cables. Improperly crimped connectors can
cause possible overheating of the circuit due to
high resistance in the connection. Discoloration
of connector pins and/or sockets indicate the
possibility of an improper crimp.
4. Connector pins must be properly locked into the
connector shell. If a one or more pins do protrude
far enough into the connector shell, they may not
mate properly when the connector is assembled.
5. If a harness must be repaired, use the proper wire
gauge and type. Use the proper crimping tool if
connector pins are replaced.
6. Verify the appropriate circuit breaker is function-
ing properly. If a circuit breaker malfunctions and
must be replaced, be certain the replacement part
has the same current rating as the part removed.
Always install a new circuit breaker with the same
current rating as the breaker being replaced. A
higher rated breaker could allow the circuit to
overheat and possibly result in a fire.
If a problem still exists with a particular component and
its circuit after following the general troubleshooting
steps suggested, refer to the information in this section
of the manual for various electrical switches, sensors
etc. for further information.
If the problem occurs in any of the various Controllers
installed on the truck, refer to information in the PMC
System section of the manual for additional trou-
bleshooting instructions when noted.
D3-1
CAB MOUNTED COMPONENTS
Figure 3-1 illustrates electrical system components
and PMC System components mounted on the rear
wall of the Operator Cab. Additional relay boards, etc.
are located in the compartment under the passenger
seat (Figure 3-2).
Refer to ‘‘PMC System’’ for troubleshooting informa-
tion concerning the following system controllers:
• Transmission Controller (1)
• Suspension Controller (2)
• Powertrain Management Controller (3)
• Retard and Control Monitor (4)
• Tire Management System (5)
FIGURE 3-1. CAB REAR WALL COMPONENTS
1. Transmission Controller (ATC)
2. Suspension Controller (ASC) (Optional)
3. Powertrain Management Controller (PMC)
4. Retard Control and Monitor (RCM)
5. Tire Management System (TMS ) (Optional)
6. Relay Board (RB6A)
7. Relay Board (RB6B)
D3-2 Electrical System Components
Note: The Suspension Controller and Tire Manage-
ment System Controllers are optional equipment
and may not be installed on the truck.
CIRCUIT BREAKERS
Table I lists the truck circuit breakers located at the
battery box, inside the cab; mounted on the circuit
breaker panel (8, Figure 3-1) and on relay boards
under the passenger seat (Figure 3-2).
8. Circuit Breaker Panel (CB01 through CB32)
9. Bus Bar -- Battery Direct Power (Circuit #1)
10. Bus Bar -- Battery Disconnect Power (Circuit #11)
11. Bus Bar -- Control Power (Circuit #12)
12. Bus Bar -- 12 Volts DC (Circuit 12V)
13. Bus Bar -- Chassis Ground
6/99 D03016
 CIRCUIT BREAKER
CIRCUIT NUMBER
IDENTIFICATION CONTROL DESCRIPTION
No. AMPS VOLTS IN OUT
LOCATION: BATTERY BOX
CB24V 50 +24 4 12 24 Volt Control Power (To Power Bus #3 on Cab Rear Wall)
CB12V 50 +12 2 12V 12 Volt Control Power (To Power Bus #4 on Cab Rear Wall)
LOCATION: CAB REAR WALL
CB01 5 +24 1 27B Centry Engine Monitor
CB02 5 +24 1 25 Transmission Controller (ATC)
CB03 10 +24 1 82 Retard and Control Monitor (RCM)
CB04 5 +24 1 91B1 Powertrain Management Controller (PMC)
CB05 5 +24 1 91B2 Powertrain Management Controller (PMC)
CB06 5 +24 1 46 Hazard Light Control
CB07 -- -- -- -- Not Used
CB08 -- -- -- -- Not Used
CB09 15 +24 12 63 Windshield Wiper Motor
CB10 10 +24 12 47B Back-Up Alarm and Lights
CB11 5 +24 12 91A Powertrain Management Controller (PMC)
CB12 5 +24 12 81 Suspension Controller (Optional)
CB13 10 +24 12 25C2 Transmission Controller (ATC)
CB14 10 +24 12 25C1 Transmission Controller (ATC)
CB15 5 +24 12 27A Centry Engine Monitor
CB16 5 +24 12 12H Hoist Limit Solenoid Valves
CB17 10 +24 12 39J Payload Meter Light Control Meter
CB18 5 +24 12 39G Payload Meter Lights
CB19 15 +24 12 47A Deck Mounted Back-Up Lights
CB20 5 +24 12 68A Automatic Lube System Timer
CB21 15 +12 12V 67P Left Cab Window Motor
CB22 15 +12 12V 67R Right Cab Window Motor
CB23 5 +12 12V 65 AM/FM Radio
CB24 10 +12 12V 67C Cigar Lighter
CB25 5 +24 21 21S Start Circuit Signal
CB26 5 +24 13 31 Electronic Display Panel (Instrument Panel)
CB27 5 +24 13 38 Message Display panel (MOM)
CB28 5 +24 13 13A Payload Meter Supply Power (PLM)
CB29 5 +24 12 12PC SNET to DAD Interface Connector
CB30 5 +24 12 67AS Operator seat Air Pump
CB31 -- -- -- -- Not Used
CB32 10 +24 11 42 Engine Service Lights
LOCATION: PASSENGER SEAT BASE
RB1
CB13 15 +24 11 45RL/45LL Turn Signal Lights
CB14 15 +24 11 45RL/45LL Turn Signal Light Control
CB15 15 +24 11 41C Dash Lights/Clearance Lights
RB4
CB21 15 +24 11 43 Steering Bleeddown Solenoid, Horn & Service Lights
RB5
CB23 15 +24 11 41LL/41LB Left Low Beam Headlight
CB24 15 +24 11 41LL/41LA Right Low Beam Headlight
CB25 15 +24 11 41HL/41HB Left High Beam Headlight
CB26 15 +24 11 41HL/41HA Right High Beam Headlight
CB27 15 +24 11 11D Turn/Clearance Light Control

TABLE I. CIRCUIT BREAKER CHART

D03016 6/99 Electrical System Components D3-3

 FIGURE 3-2. PASSENGER SEAT BASE COMPARTMENT
1. Passenger Seat Base 8. Speed Set Switch -- UP
2. Lateral Inclination Sensor 9. Speed Set Switch -- DOWN
3. Relay Board -- RB5 10. Max. Speed Set Switch -- Loaded/Empty
4. Auto-Lube System Timer 11. Highest Gear Set Switch #2
5. Passenger Seat 12. Highest Gear Set Switch #1
6. Relay Board -- RB4 13. Relay Board -- RB1
7. Max. Speed Setting Switch 14. Compartment Service Lamp
15. Inclinometer Sensor

D3-4 Electrical System Components 6/99 D03016

RELAY BOARDS
The truck is equipped with 5 relay boards to provide
control in many of the electrical system circuits. Two
types of relay boards are used; one type contains 4,
interchangeable relays and a maximum of five circuit
breakers. The other type is capable of supporting up
to eight relays. The latter type does not contain circuit
breakers.
RELAY BOARDS (With Circuit Breakers)
Description
This type circuit board is located under the passenger
seat as shown in Figure 3-2. These relays are desig-
nated as follows:
• Relay Board RB1 (13, Figure 3-2)
• Relay Board RB4 (4, Figure 3-2)
• Relay Board RB5 (3, Figure 3-2)
Preliminary Checks
If a control switch has been turned ‘‘ON’’ and a green
(K) light is ‘‘ON’’, but that component is not operating,
check the following on the relay board for that circuit:
Check for a circuit breaker that is in the ‘‘OFF’’
position or a red (breaker open) light is ‘‘ON’’. If
a circuit breaker is ‘‘OFF’’, turn it ‘‘ON’’. Check
operation of component. If it trips again, check
the wiring or component for defects that could be
causing the circuit to be overloaded.
The contacts inside the relay may not be closing,
preventing an electrical connection. Swap relays
and check again. Replace defective relays.
Check the wiring and all of the connections be-
tween the relay board and the component for an
‘‘open’’ circuit.
Defective component. Replace component.
Poor ground at the component. Repair the
ground connection.

Each relay board contains circuit breakers, which are

interchangeable between the relay boards. DO NOT
interchange or replace any circuit breaker with one of
a different capacity other than specified for that circuit.
Serious damage or fire may result if the wrong
capacity circuit breaker is used.
Each relay board is equipped with four green lights (9,
Figure 3-3) and one red light (7). The four green lights
are labeled K1, K2, K3, or K4. These lights will be ‘‘ON’’
only when that particular control circuit has been
switched ‘‘ON’’ and the relay coil is being energized.
The light will not turn on if the relay board does not
receive the 24 volt signal to turn ‘‘ON’’ a component,
or if the relay coil has an ‘‘open’’ circuit.
The red ‘‘Breaker Open’’ light (if ‘‘ON’’) indicates that a
circuit breaker (on that relay board) is in the ‘‘OFF’’
position. The red breaker open light will turn ‘‘ON’’
whenever there is a voltage difference across the two
terminals of a circuit breaker.
The function of the light at location 8, Figure 3-3,
serves a different function on each relay board RB1,
RB4, and RB5. This function can be determined by the
label above the lamp.

D03016 6/99 Electrical System Components D3-5

Service

To replace a relay:
1. Remove one screw (10, Figure 3-3) holding the 4. Line up tabs and install new relay.
crossbar in place and loosen the other screw.
5. Place crossbar in original position and install
2. Swing crossbar away. screw (10) removed in step 1. Tighten both
screws.
3. Gently wiggle and pull upward to remove relay
(11).

FIGURE 3-3. TYPICAL RELAY BOARD

1. Relay Board
2. Main Harness Connector
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. *Bleed Down Light (GREEN)
9. K1, K2, K3, K4 Lights (GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
13. Circuit Harness Connector
NOTE: * Bleed Down Light used on
RB4 only.

D3-6 Electrical System Components 6/99 D03016

To replace a circuit breaker: To replace a circuit panel card
DO NOT remove the small screws that hold the
cover plate to the circuit panel. Replace circuit panel
as a complete assembly.
1. Place battery disconnect switch in the ‘‘OFF’’
Always replace a circuit breaker with one of the position. Raise passenger seat base for access
same amperage capacity as the one being re- to relay boards.
moved. 2. Remove the two mounting screws (6, Figure 3-3)
and carefully remove the circuit panel card from
the relay board.
1. Place battery disconnect switch in the ‘‘OFF’’
position. Raise passenger seat base for access 3. Line up the new circuit panel in slots and with the
to relay boards. socket on the relay board and install carefully.

2. Unplug all wiring harnesses from relay board. 4. Install two mounting screws (6).
Remove four relay mounting screws and remove
relay board from truck.
3. Remove four hold-down screws (3, Figure 3-3)
(one in each corner) in circuit breaker cover plate
and all circuit breaker screws. Remove cover
plate from circuit breakers.
4. Remove nuts and star washer from back side of
circuit board that holds the breaker in place.
5. Lift out circuit breaker. Retain flat washers that
were between inner circuit breaker nut and relay
board.
6. Install one nut and two flat washers to each pole
on the circuit breaker. Nuts must be adjusted to
the same height as on the other circuit breakers.
This is necessary so when cover plate is installed,
it will not press circuit breaker into, or pull up on,
the circuit board. Install new circuit breaker of the
same capacity rating as the one removed.
7. Install star washer and nut to circuit breaker poles
(on the back side) and tighten nuts.
8. Install cover plate and all screws removed during
disassembly.

D03016 6/99 Electrical System Components D3-7

RELAY BOARD DESCRIPTION 2 - 5 amp circuit breakers (CB20, CB22 -- not used)
Note: Refer to the Circuit Breaker Chart, Table I. for 1 - 15 amp circuit breaker (CB21)
a list of the circuit breakers and their function on
each relay board. 4 - Relays
• (K1) (Not Used)
Relay Board RB1 • (K2) (Not Used)
This relay board (13, Figure 3-2) is located on the • Horn, Steering Bleed, Service Lights Relay
outside wall of the passenger seat base compartment. (K3)
The following components are installed:
• (K4) (Not Used)
1 - Flasher Power Light (Green):
> This light will be ‘‘ON’’ when the turn signals or
hazard lights are activated.
Relay Board RB5
> K1 light will illuminate during left turn signal op-
eration. This relay board (3, Figure 3-2) is located on the rear
> K2 light will illuminate during right turn signal of the inner wall of the passenger seat base compart-
operation. ment. The following components are installed:
> K3 light will illuminate during clearance light op- 1 - Light Display Module card
eration.
1 - Lights Control Light (Green):
> K4 light will be flashing when the turn signals or
> This light is illuminated when 24 volts is being
hazard lights are in operation.
supplied to the battery terminal of the light switch.
NOTE: If circuit breakers (CB13 & CB15) are in the
off position, no warning will be noticed until the clear- 5 - 15 amp circuit breakers
ance light switch is turned ‘‘ON’’. (CB23, CB24, CB25, CB26, CB27)
1 - Flasher Module card. 4 - Relays
3 - 15 amp circuit breakers (CB13, CB14, CB15) • Left Low Beam Relay (K1)
4 - Relays • Right Low Beam Relay (K2)
• Left Turn/Clearance Light Relay (K1) • Left High Beam Relay (K3)
• Right Turn/Clearance Light Relay (K2) • Right High Beam Relay (K4)
• Clearance Lights Relay (K3)
• Flasher Relay (K4)

Relay Board RB4

This relay board (6, Figure 3-2) is located at the front
of the inside wall of the passenger seat base compart-
ment. The following components are installed:
1 - Steering Pressure Bleed Down Timer Module
card.
1 - Bleed Down Light (Green)
> This light is illuminated when the bleeddown so-
lenoid is energized. The bleeddown timer will
energize the solenoid for two to three minutes
after the key switch is turned ‘‘OFF’’.
> K3 light will illuminate when the horn is activated.

D3-8 Electrical System Components 6/99 D03016

RELAY BOARDS (Without Circuit Breakers)
The following relay boards, as shown in Figure 3-4,
contain a maximum of eight, single pole-double throw
relays. Circuit Breakers are not used on this type relay
board.
Additional circuits may be added by utilizing the empty
relay sockets and terminals if available.
To add an additional circuit with a relay, connect the
wires as described below:

Relay coil control circuit is the ‘‘+’’ and ‘‘-’’ terminals:

> ‘‘+’’ terminal is for positive voltage.
> ‘‘-’’ terminal is for grounding of the control circuit.
Either contact circuit can be switched ‘‘open’’ or
‘‘closed’’ as desired when the relay is activated.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
NC - Normally Closed
COM - Common
NO - Normally Open
> ‘‘COM’’ terminal is for the voltage source (pro-
tected by a circuit breaker) coming into the relay
which will supply the electrical power for the com-
ponent being controlled.
> ‘‘NC’’ terminal is connected (through the relay) to
the ‘‘COM’’ terminal when the relay is not ener-
gized (when the control circuit terminals ‘‘+’’ & ‘‘-’’)
are not activated). FIGURE 3-4. RELAY BOARD
> ‘‘NO’’ terminal is connected (through the relay) to 1. Relay Board Assembly 3. Relays (K1 - K8)
the ‘‘COM’’ terminal when the relay is energized 2. Terminal Strips (TS1 - TS8)
(by the control circuits ‘‘+’’ & ‘‘-’’) being energized).

The following relay boards of this type (Figure 3-4) are

installed on the 530M truck:
• RB6A (6, Figure 3-1) located on the rear, interior
wall of the cab.
• RB6B (7, Figure 3-1) located on the rear, interior
wall of the cab.

Refer to Table II. for a list of the relays and circuits

applicable to the above relay boards.

D03016 6/99 Electrical System Components D3-9

 COIL CIRCUITS CONTACT CIRCUITS
RELAY FUNCTION
+ - COM. N.O. N.C.
RELAY BOARD RB6A
1 21S 25N 21S 21PT -- PRELUB Timer Solenoid
2 12 25TC 12 25P -- Transmission Solenoid Power Supply
3 52C1 0 12 52C3 -- Front Brake Cooling Valve Solenoid
4 39G 25N 0 25NI -- Payload Meter, Neutral Signal
5 52C2 0 12 52C4 -- Rear Brake Cooling Valve Solenoid
6 63L1 0 63 63L -- Windshield Wiper Motor, Low Speed
7 63H1 0 63 63H -- Windshield Wiper Motor, High Speed
8 52S5 0 12 25S4 -- Front Brake Cut Solenoid
RELAY BOARD RB6B
1 44R1 0 12 44R -- Retard Lights
2 39G 25N 39J 39JA -- Payload Meter, Light Relays
3 39J 39A 39JA -- 39AA Payload Meter, Green Light Control
4 44B1 0 52BS 0 -- Brake Signal (To ATC)
5 39J 39B 39JA -- 39BA Payload Meter
6 44B1 0 12 44 -- Brake Light
7 47A 25R 47A 47 -- Backup Horn and Lights
8 39J 39C 39JA -- 39CA Payload Meter

TABLE II. RELAY BOARD CIRCUITS

TRUCK INCLINATION SENSORS Refer to ‘‘PMC System’’ for additional information on

Two sensor devices, the lateral inclination sensor (2,
Figure 3-2) and fore-aft inclinometer sensor (15) are
located in the passenger seat base compartment.
Payload Meter Inclinometer Sensor
The inclinometer is used by the Payload Weighing
System (PLMII) to sense whether the truck is on a level
surface or tilted fore or aft. This sensor information is
required by the system to calculate the truck payload
correctly to account for weight transfer when not level.
Refer to Section ‘‘M’’ for detailed information on the
inclinometer and on-board weighing system.
Lateral Inclination Sensor
The lateral inclination sensor provides information to
the Transmission Controller which provides a warning
signal to illuminate the Lateral Slope Warning lamp on
the instrument panel left pod. If the truck is operating
on a slope and the lateral slope angle exceeds 15
degrees, the operator is warned by the above lamp,
the Central Warning Lamp, and warning buzzer.
This sensor contains two, normally closed contacts. If
the truck’s lateral inclination exceeds 15 degrees to the
left, one set of contacts opens to provide the warning
signal to the Transmission Controller. If the truck is
inclined more than 15 degrees to the right, the other
set of contacts will open to provide the warning signal.
this sensor and its circuitry.
LUBRICATION SYSTEM TIMER
The lubrication system timer (4, Figure 3-2) controls
the lubrication cycle frequency for the automatic lubri-
cation system.
Lubrication frequency can be adjusted by removing the
timer enclosure cover and selecting one of five differ-
ent timing intervals available. System ‘‘On’’ time is
automatically determined by the timer and is not ad-
justable.
Refer to Section ‘‘M’’ for additional automatic lubrica-
tion system details.
PMC SYSTEM SWITCHES
Several switches (items 7 through 12, Figure 3-2) allow
maintenance personnel to set the maximum truck
speeds and maximum transmission gear ranges avail-
able to the operator. Maximum truck speeds can be
set to different values for the truck when loaded and
when empty. Maximum gear range can be set to F4,
F5, F6, or F7.
Note: The maximum speeds and gear range set-
tings can also be set using ‘‘MOM’’ or ‘‘DAD’’.
Refer to ‘‘PMC System’’ for additional information on
these switches and troubleshooting the circuits.

D3-10 Electrical System Components 6/99 D03016

ACCELERATOR PEDAL
Operation
The electronic accelerator pedal (Figure 3-5) indirectly
controls engine speed through the PMC System, pro-
viding several functions as described below.
The PMC controls engine speed by sending a throttle
frequency signal to the Engine Controller.
The PMC receives all of the following requests as to
throttle control, processes them, and then provides an
output signal to the Engine Controller.
• Accelerator pedal (throttle) signal:
This throttle signal is varied as the accelerator
pedal is depressed. As the pedal is depressed, the
output voltage signal increases and engine rpm
increases.
• Idle validation signals:
The accelerator pedal provides two digital signals
to the PMC to indicate whether the accelerator
pedal is depressed or released. These signals
also inform the PMC of a loss of voltage if a failure
occurs in the throttle pedal. When the PMC detects
throttle voltage failure, it sends the fault code to
‘‘MOM’’ and S-NET to inform the operator of the
problem.
FIGURE 3-5. ELECTRONIC ACCELERATOR PEDAL
D03016 6/99 Electrical System Components
If a loss of throttle signal occurs and the accelera-
tor pedal is released, the PMC sends a 194 Hz
signal to the Centry system to maintain engine
speed at 1000 rpm. If the signal loss occurs and
the accelerator pedal is depressed, the PMC
sends a 150 Hz signal to Centry to maintain the
engine speed at 750 rpm.
If the loss of throttle signal occurs between the
PMC and the Centry control system, Centry will
control engine speed depending on whether the
pedal is released or depressed, providing the
same engine speeds as described above.
• AISS (Auto-Idle Setting System):
When the accelerator pedal is not depressed, the
PMC sends two types of throttle signals to Centry
as low idle speed; low-low idle and high-low idle,
according to the truck conditions, coolant tem-
perature, parking brake, rear brake, and the AISS
switch located in the right pod on the instrument
panel.
Note: Low-low idle is the basic low idle; 750 rpm.
High-low idle is an intermediate speed; 1000 rpm.
High-low idle is used for quick warm-up of the en-
gine when coolant temperature is low, and also is
used for good acceleration from standstill.
D3-11
AISS operation is as follows: SPECIFICATIONS
When the AISS switch is in the OFF position and Supply voltage ................................. 5 ±0.01 Volts DC
coolant temperature is 30°C (47° F) or less, the
Output, closed throttle .................... 3.60 to 4.00 Volts
PMC selects high-low idle regardless of other
conditions. When coolant temperature is Output, open throttle....................... 1.00 to 1.40 Volts
warmed, high-low idle is returned to low-low idle
automatically.
When the AISS switch is in the OFF position and
TROUBLESHOOTING
both the parking brake and rear brakes are re-
leased , the PMC selects high-low idle regardless
Idle Validation Switch Continuity Check
of other conditions. When either of these brakes
is applied, high-low idle is returned to low-low idle (Refer to Figure 3-4.)
automatically.
The idle validation switch circuit 54C (pin B) to circuit
When the AISS switch is in the ON position, the 0 (pin A) should be closed when the pedal is released
PMC selects low-low idle regardless of other and should open just after the pedal is depressed.
conditions. This mode is available when the truck
Circuit 54B (pin C) to circuit 0 (pin A) should be open
must be be moved slowly (in the shop area) even
when the pedal is released and close after the pedal
if coolant temperature is low.
is depressed slightly and remain closed to full throttle.

• Throttle modification signal (sent from the Trans-

mission Controller to the PMC): Sensor Check
This is a frequency signal which varies between
150 and 400 Hz. from the Transmission Controller Refer to ‘‘PMC System Troubleshooting’’ for pedal
that requests the PMC to reduce the throttle signal sensor checks.
to Centry if the range selector is moved from
Neutral to Drive when engine speed is greater than
1500 rpm.
Note: If the operator attempts to shift from Neutral
to Reverse, engine speed must be below 1400
rpm.

• Throttle modification signal (sent from RCM):

This is a Pulse Width Modulation type signal be-
tween 0 and 100%.
The RCM also requests the PMC to reduce engine
speed if the truck is starting or accelerating on a
slippery road surface and the RCM detects tire
slip, the RCM requests the PMC to reduce engine
speed until tire traction is restored.

• Cruise Control (Optional):

If the optional Cruise Control feature is installed
and the operator has turned Cruise Control on and
set the desired speed, the PMC will control the
throttle signal instead of the accelerator pedal.

D3-12 Electrical System Components 6/99 D03016

24V COMPONENTS (Outside Cab)
BATTERY BOX
The battery box (1, Figure 3-6), located on the right
deck, houses the four 220 amp hour, 12 volt heavy duty
batteries (2). The following components are located
on the outside of the enclosure; disconnect switch,
circuit breakers, power relays, and battery equalizer.
All components except the disconnect switch are lo-
cated under a protective cover.
Ground Level Shutdown Switch
The ground level shutdown switch, mounted at the
base of the left access ladder, is connected in series
with the battery disconnect switch and removes battery
power from the key switch when opened.
Control Power Relays
Power relays are energized and connect the 12 volt (8)
and 24 volt (9) battery circuits to truck electrical circuits
when the key switch is in the ‘‘Run’’ position.

Battery Disconnect Switch Circuit Breakers

The battery disconnect (4, Figure 3-6) removes battery
power from all truck power circuits when the switch is
open. The switch is for use during maintenance and
repair procedures requiring removal of power from the
electrical circuits without the need to remove battery
cables.
50 amp circuit breakers protect the 12 volt (6) and 24
volt (5) power circuits between the batteries and the
power bus bars located in the truck cab.
Level Sensor
The level sensor (3) signals the PMC to turn on the
Maintenance Monitor Lamp if the battery electrolyte
level is low.

FIGURE 3-6. BATTERY BOX AND EXTERNAL COMPONENTS

1. Battery Enclosure 4. Battery Disconnect Switch 7. Battery Equalizer
2. Batteries 5. Circuit Breaker (24 Volt) 8. Power Relay (12 Volt)
3. Level Sensor 6. Circuit Breaker (12 Volt) 9. Power Relay (24 Volt)

D03016 6/99 Electrical System Components D3-13

Battery Equalizer
The majority of circuits on the truck operate on 24 VDC.
Several components require 12 VDC for operation
which requires tapping into the circuit between two of
the 12 volt batteries wired in series. The entire battery
package is recharged by the 24 volt alternator. To
insure all the batteries are discharged and recharged
equally, a battery equalizer (7, Figure 3-6) is utilized.
The battery equalizer balances the charge and dis-
charge rates of all four batteries.
A circuit breaker mounted on the battery equalizer,
near the hookup terminals protects its internal circuitry.
If the breaker opens, the cause must be determined
and corrected and the breaker reset to restore normal
operation.
Test
If the batteries are not being charged equally or other
problems are apparent, perform the following tests:
1. Check the circuit breaker on the end of the enclo-
sure to see if it has opened. If so, press the button
to reset.
2. Measure the voltage of each individual battery.
Each should measure approximately 12 volts. If
not, check voltages below:
a. Measure the voltage between the 24 volt ter-
minal and ground terminal on the battery equal-
izer and and record.
b. Measure the voltage between the 12 volt ter-
minal and ground terminal on the battery equal-
izer and record.
3. If the difference between the two voltage readings
in the previous step exceeds 0.75 volts, the bat-
tery equalizer should be replaced.
When removing the battery equalizer, remove the
ground connection first, then the 12 and 24 volt
positive cables. When installing the battery equal-
izer, Install the 12 and 24 volt cables first. Attach
the ground cable last.
D3-14 Electrical System Components
BODY POSITION SENSOR SWITCHES
Two magnetically activated proximity switches sense
the position of the truck dump body. The body-up
switch (5, Figure 3-7) is located inside the left frame
rail, forward of the body pivot structure. This switch
provides a ‘‘body seated’’ signal to the Transmission
Controller when the body is resting on the frame.
When the body is raised above the frame rail (magnetic
field removed from the switch sensing area), the switch
sends a ‘‘body float’’ signal to the Transmission Con-
troller. A warning lamp on the instrument panel left pod
illuminates to inform the operator.
Note: The body float lamp will also illuminate if the
hoist control is not in the FLOAT position or if there
is an open circuit between the switch and the Trans-
mission Controller.
The body limit switch (9) is located on the left frame
rail just behind the pivot. The body limit switch sends
a signal to the hoist limit solenoid (in the hydraulic
cabinet), which activates and blocks oil flow from the
hoist pilot valve to the hoist valve. The POWER UP oil
supply is blocked to prevent full hoist cylinder exten-
sion, and possible damage to the cylinders. Proper
switch adjustment insures the hoist cylinder travel
stops slightly before full extension.
Body-Up Switch Adjustment
Figure 3-7 shows two views of the body-up switch (5)
and the magnet used to activate the switch.
If switch adjustment is necessary, follow the procedure
below:
1. With the body resting completely on the frame,
loosen the switch mounting capscrews (6) and/or
the magnet adjustment capscrews (3).
2. Position the magnet until the lower edge aligns
with the upper edge of the proximity switch (5) as
shown in view A-A.
3. Slide the proximity switch in or until dimension ‘‘X’’
is 15mm (0.59 in). Tighten capscrews (6) and
recheck vertical adjustment. If necessary, read-
just and tighten capscrews (3).
Hoist Limit Switch Adjustment
Prior to adjustment, the body must be raised to maxi-
mum hoist cylinder extension and supported.
1. With the body fully raised, loosen the proximity
switch (9) adjustment capscrews (8) and slide the
switch up or down to position the top of the switch
in alignment with the lower edge of the magnet
(10). Tighten capscrews when adjusted properly.
6/99 D03016
 2. If necessary, loosen the capscrews securing the
proximity switch to the mounting bracket and slide
the switch in or out until dimension ‘‘Y’’ is 45mm
(1.77 in). Tighten the capscrews after adjusting.
3. Lower body onto frame.
4. Check operation to verify hoist cylinders extend
and stop before reaching maximum cylinder
stroke.

FIGURE 3-7. BODY-UP AND HOIST LIMIT SWITCHES

1. Body -- Raised Position 6. Switch Mounting Capscrews
2. Body -- Resting on Frame 7. Mounting Bracket (On Frame)
3. Magnet Adjustment Capscrews 8. Switch Mounting Capscrews
4. Magnet 9. Proximity Switch (Body Limit)
5. Proximity Switch (Body-Up) 10. Magnet (Body Limit Switch)

D03016 6/99 Electrical System Components D3-15

SPEED SENSORS
A speed sensor (Figure 3-8), located in the brake
assembly at each wheel provides individual wheel
speed signals to the Retard and Control Monitor
(RCM) for use in determining truck speed and to
monitor wheel slip.
The sensors are mounted in a tapped hole in the brake
hub and adjusted to provide a slight gap between the
tip of the sensor and gear teeth machined around the
periphery of the seal carrier.
Each sensor is supplied with +18 volts through pin A.
Pin B is common (--) and grounded to the sensor shell.
Pin C provides the signal out.
No maintenance is required under normal operation.
However, if brake repairs are performed, it will be
necessary to adjust the sensor after brake rebuild.
FIGURE 3-8. SPEED SENSOR ASSEMBLY
1. Sensor Body 3. Connector End
2. Lock Nut
D3-16 Electrical System Components
Sensor Adjustment
Note: Sensor adjustment must be performed before
the tires and rims are installed.
1. If the sensor is already installed, loosen the
locknut (2, Figure 3-9) and remove the sensor
from the tapped mounting hole.
2. Rotate the seal carrier until a gear tooth is aligned
with the center of the sensor mounting hole.
3. Carefully thread the sensor into the hole until the
tip contacts the gear tooth.
4. Back out the sensor 5/8 turn (counterclockwise).
Continue to rotate until flats on sensor housing
are perpendicular to the direction of rotation of the
gear teeth as shown in Figure 3-9. (DO NOT back
out more than 1/2 turn.)
5. Tighten the locknut.
6. Install a protective cap on sensor connector end
(3, Figure 3-8) to protect connector until the con-
nector harness is installed.
FIGURE 3-9. SPEED SENSOR ADJUSTMENT
1. Speed Sensor 3. Brake Assembly
2. Lock Nut
6/99 D03016
 POWERTRAIN MANAGEMENT CONTROL SYSTEM
INDEX

POWERTRAIN MANAGEMENT CONTROL SYSTEM (D22001)

SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-1
PMC SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
EMERGENCY TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . D22-6
PMC SYSTEM FAULT CODE TABLES . . . . . . . . . . . . . . . . . . . . . . . . D22-8
Electronic Display Panel (EDP or EDM) . . . . . . . . . . . . . . . . . . . . . . D22-9
Transmission Controller (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-10
Suspension Controller (SSP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-13
Powertrain Management Controller (PMC) . . . . . . . . . . . . . . . . . . . . . D22-14
Payload Meter (PLM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-16
Retard and Control Monitor (RCM) . . . . . . . . . . . . . . . . . . . . . . . . . D22-17
CENSE & Centry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-19

POWERTRAIN MANAGEMENT CONTROLLER (PMC) -- (D23001)

PMC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-1
LED Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-1
DIP Switch Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-1
NORMAL OPERATION -- PMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-2
Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-3
TROUBLESHOOTING -- PMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-7
PMC Fault Code Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . D23-8
PMC Controller Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-16
PMC Fault Code Logic Description . . . . . . . . . . . . . . . . . . . . . . . D23-17
PMC Wiring Harness Connectors . . . . . . . . . . . . . . . . . . . . . . . . . D23-48

TRANSMISSION CONTROLLER (ATC) -- (D24001)

ATC CONTROLLER FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-1
LED Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-1
Rotary Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-1
Shift Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-2
ATC Fault Code Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-6
ATC Fault Code Logic Description . . . . . . . . . . . . . . . . . . . . . . . . . D24-22
Transmission Controller Wiring Harness Connectors . . . . . . . . . . . . . . . . . . D24-53

ELECTRONIC DISPLAY PANEL (EDP) -- (D25001)

Rotary Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-1
External Indicator Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-4
Display Self-Check Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-6
Action Code Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-6
Electronic Display Panel Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . D25-8
EDP Wiring Harness Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-27

RETARD CONTROL AND MONITOR (RCM) -- (D26001)

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-1
RCM Calibration Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-1
RCM Fault Code Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-3

D21001 6/99 Index D21-1

 AUTOMATIC SUSPENSION SYSTEM -- (D27001)
SUSPENSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . D27-1
Automatic Mode Selection Control . . . . . . . . . . . . . . . . . . . . . . . . . D27-2
Suspension Controller Fault Code Logic Description . . . . . . . . . . . . . . . . D27-3
Suspension Controller System Troubleshooting . . . . . . . . . . . . . . . . . . D27-6
Suspension Controller Wiring Harness Connectors . . . . . . . . . . . . . . . . D27-13

MOM (MESSAGE FOR OPERATION AND MAINTENANCE) -- (D30001)

SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-1
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-2
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-4
MAINTENANCE INFORMATION (SCREEN HIERARCHY) . . . . . . . . . . . . . . . D30-4
Display Able/Disable by Machine Status . . . . . . . . . . . . . . . . . . . . . . D30-6
Vehicle State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-6
Display Able/Disable by Truck Model and Optional Equipment Status . . . . . . . D30-7
SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-8
HARDWARE TROUBLESHOOTING AND MAINTENANCE . . . . . . . . . . . . . D30-11

MOM SCREEN DISPLAYS -- (D31001)

Initial Message Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-1
s1 SERVICE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-6
s2 Component Check Menu . . . . . . . . . . . . . . . . . . . . . . . . . . D31-6
s3 Machine Information Menu . . . . . . . . . . . . . . . . . . . . . . . . D31-25
t1 PARAMETER SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-31

DAD (DATA ACQUISITION DEVICE) -- (D32001)

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-1
Hardware Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-1
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-2
MAINTENANCE INFORMATION (SCREEN HIERARCHY) . . . . . . . . . . . . . . . D32-3
SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-8
Real Time Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-8
Fault Condition Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-8
Snap-Shot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-8
Machine Trend Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-9
Machine Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10
Machine Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10
Event Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10
Parameter Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10

DAD SCREEN DISPLAYS -- (D33001)

Password Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-1
s1 SERVICE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-2
s2 Component Check Menu . . . . . . . . . . . . . . . . . . . . . . . . . . D33-2
s3 Machine Information Menu . . . . . . . . . . . . . . . . . . . . . . . . D33-22
t1 PARAMETER SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-27

REAL TIME DATA TABLES -- (D34001)

ACCESSING REAL TIME DATA SCREENS . . . . . . . . . . . . . . . . . . . . . . D34-1

D21-2 Index 6/99 D21001

  SYSTEM
POWERTRAIN MANAGEMENT CONTROL
System Description
The 530M utilizes advanced electronic control and
monitoring systems for all critical machine functions.
Individual monitoring systems are integrated into one;
the Komatsu Powertrain Management Control Sys-
tem.
Engine (Cummins)
The engine is controlled by Cummins Centry and
monitored by Cummins CENSE. Centry receives throt-
tle commands and controls engine speed through the
Cummins PT fuel system. CENSE monitors engine
condition and records information regarding engine
operation, enabling Service Technicians to obtain
quick diagnostic information on potential problems.
Transmission
A fully automatic, Komatsu TORQFLOW® transmis-
sion, with a lock-up torque converter is electronically
controlled and monitored by the Transmission Control-
ler.
Transmission Controller
The Automatic Transmission Controller (ATC) controls
the transmission shift schedule to achieve a smooth
shift change and eliminates loss of torque at shift
change using electronic modulation control for both the
transmission and torque converter.
The Transmission Controller extends transmission
clutch life by controlling clutch engaging pressure due
to the thermal load of each clutch.
Retard Control and Monitor
A fully hydraulic retarder system is controlled and
monitored by a Komatsu Retard Control and Monitor
(RCM).
Powertrain Management Controller
The Komatsu Power Train Management Controller
(PMC), made by Komatsu, plays a part of managing
the above controllers by mediating the throttle or brake
modification command.
The PMC can send operational data logged in each
controller, upon receiving the commands from a loader
or shovel, or the mine office through wireless.
D22001 6/99 PMC System
Electronic Display Panel
Operator information relative to truck operation, for
example; engine speed, vehicle speed, transmission
gear position etc., is indicated in the Electronic Display
Panel (referred to as EDP or EDM).
If a fault occurs in one of the components or electronic
system, the Electronic Display Panel turns on an ap-
propriate caution lamp and a buzzer and indicates the
action code to provide instructions for the operator to
follow for correcting the problem.
Payload Meter
The Payload Meter (PLM), made by Komatsu, shows
real-time payload calculated from suspension cylinder
pressure and records information for production man-
agement, including payload.
Message for Operator and Maintenance Display
The Message for Operation and Maintenance (MOM),
made by Komatsu, is a liquid crystal display with
several touch-switches on its surface.
The ‘‘MOM’’ ordinarily informs the operator of produc-
tion management information, such as payload, or the
occurrence of a fault and can be used as an on-board
service tool whose functions can be used in conjunc-
tion with ‘‘DAD’’ described below.
The above Controllers are standard equipment. The
following are optional:
Suspension Controller
The hydro-pneumatic suspension is controlled and
monitored by an optional Suspension Controller (ref-
ered to as ASC or SSP). The damping forces of the
front suspensions are changed automatically when the
truck is loaded or empty by the suspension controller
to provide an excellent ride.
Data Aquisition Device
The Data Aquisition Device (DAD), is a personal com-
puter operating under Windows ver. 3.1 or later and is
used as an off-board service tool.
Service personnel can download large amounts of
data, such as trend or working history information.
The integrated vehicle management system for the
530M, including all controllers described above is re-
ferred to as the PMC System (See Figure 22-1). This
D22-1
system is designed for expanded and improved control
of the truck, and system monitoring for easier diagnos-
tics and production management.
The PMC system:
• Controls the throttle by commands; from the ac-
celerator pedal to the PMC for basic operation,
from the T/M controller to the PMC, to modify the
throttle in abnormal use, from RCM to PMC.
Also to modify the throttle during tire slip, and the
features achieved by PMC itself, such as idle
validation, Auto-Idle Setting System (AISS),
cruise control, and an electronic vehicle speed
limiter.
FIGURE 22-1. PMC SYSTEM DIAGRAM
D22-2
• Controls the retarder by commands; from the re-
tard lever to RCM, for basic operation, from T/M
controller to RCM through PMC, to modify in ab-
normal use or engine overrun, and from PMC to
RCM, to modify the features achieved by PMC
itself, such as auto retarder control
Also, to control transmission gear change in addi-
tion to the T/M controller by a signal from PMC to
T/M controller, that is a command not to shift
change. (This feature will be available in the near
future.)
The PMC system:
• Collects real-time data, cumulative data, fault
data, etc. in each controller and displays them in
‘‘MOM’’ or ‘‘DAD’’ providing information for the
operator and/or service personnel.
• Logs the data in each controller to simplify diag-
nostics, and transmits the data to the mine office,
dispatcher, etc. for monitoring truck performance
and production statistics.
Cummins Centry
Centry is an engine controller provided by Cummins.
Centry controls engine speed according to the fre-
quency of the throttle signal from PMC. If a loss of
throttle signal occurs, Centry warns the operator by
turning the Centry caution lamp on, and controls the
two step idle speed according to the idle validation
signals sent directly from the accelerator pedal.
Cummins CENSE
CENSE is a device for monitoring engine condition.
CENSE monitors various data such as temperature,
pressure, etc. and sends a fault code to PMC when
CENSE determines that some input data is out of
normal range.
Refer to Cummins publications for additional informa-
tion regarding electronic engine controls.
PMC System 6/99 D22001
 PMC SYSTEM TROUBLESHOOTING
PRELIMINARY TROUBLESHOOTING Fault History
PROCEDURES
Further information concerning the first fault occur-
The chart on the following pages describes observa- rence, number of occurrences etc. is available to the
tions to be made concerning the Electronic Display technician by accessing the fault history data using
Panel, warning and caution lamps, and applicable ‘‘MOM’’ or ‘‘DAD’’.
controller displays during various operating conditions
The fault history of the following controllers can be
when the truck is operating normally. If a problem
accessed through ‘‘MOM’’ or ‘‘DAD’’.
occurs, this information can be referenced to deter-
mine the general area of the fault(s). • Transmission Controller
• RCM
Emergency Operation
• PMC
When a problem occurs, it may be necessary to use
special methods of operation to enable the truck to • Electronic Display Panel
return to the shop for repairs.
• Suspension Controller
Refer to Emergency Truck Operation to make a pre-
Note: Fault history data for the Cummins Centry,
liminary diagnosis of the problem and determine what
CENSE and PLM are not available through ‘‘MOM’’
procedures may be available to allow limited operation
and ‘‘DAD’’. Refer to the appropriate Cummins publi-
to return the truck to the shop.
cation for engine control and monitor system trou-
bleshooting.
INDICATION OF A FAULT OCCURRENCE
‘‘MOM’’ and ‘‘DAD’’ show the following information for
If a controller detects a fault in the PMC system, the
each fault code stored in memory:
technician can trace the problem by the following:
• Fault code
• The Electronic Display Panel shows the action
code of all faults that any controller in the PMC • Description
system detects.
• Status -- Active or not
• ‘‘MOM’’ shows the fault code, its description, and
• Current service meter reading
action code of all faults that any controller in the
PMC system detects. • Service meter hour of the first occurrence
• The Transmission Controller, PMC, and Suspen- • Service meter hour of the last occurrence
sion Controller display the fault in the LED display
• The number of occurrences
on each controller.
Refer to ‘‘MOM’’ and ‘‘DAD’’ at the end of this section
Action Codes of the manual for usage information.
The first indication of a system problem will be dis-
played by the Electronic Display Panel, notifying the
operator a problem has occurred and provides instruc- SYSTEM TROUBLESHOOTING
tions (action codes) for further truck operation, de-
When a fault occurs and system troubleshooting is
pending on how serious the problem is. The seven
necessary, the technician should refer to the Fault
possible action codes and messages related to the
Code List Tables at the end of this section of the
action codes are listed below:
manual to determine which controller is reporting the
01 : GO TO SHOP AFTER WORK problem and the nature of the problem. After determin-
02 : GO TO SHOP RIGHT NOW ing the source for the fault code, instructions in the
03 : REDUCE ENGINE / MACHINE SPEED following sections list various problems and fault codes
04 : STOP SAFELY / SHUT OFF ENGINE for individual Controllers and will help in troubleshoot-
05 : WAIT WITH ENGINE LOW IDLE ing and isolating the problem and repairing the system.
06 : START ENGINE / KEEP LOW IDLE
07 : KEEP BODY SEATED

D22001 6/99 PMC System D22-3

 NORMAL OPERATION
Sequence of Operation Electronic Display Panel Transmission Controller PMC MOM PLM
KEY SWITCH OFF All Off All Off All Off All Off All Off
8.8 is displayed for 3 sec.
The program number is
All LCD areas are turned displayed and ended by
on for 3 sec. All caution ‘‘----’’.
TURN KEY SWITCH ON and pilot lamps (except If fault codes are recorded,
(ACC POSITION) Centry caution lamp) are they are displayed
turned on. sequentially.
Then, 0.0 or 0.C (if
temperatures are low) is
displayed on LEDs.
Initial message (i1) is
Parking brake applied Park brake lamp on. 0X (X= a to d) is displayed displayed for 3 sec. after a
All caution and pilot lamps sequentially in LEDs for 1 system message (in
Press Lamp Check (except Centry caution sec. Japanese) and the screen
Switch (right side) lamp) are turned on. 00 is displayed if no faults changes to intial check 1
are present. (i2) automatically.
Press Lamp Check Centry caution lamp is
Switch (left side) turned on.
Turn F1 Start Switch F1 indicator is on.
ON 88.88 is displayed and all
Turn Shift Limit lamps and a buzzer are
Switch ON Shift limit indicator is on. turned on for 3 sec.
When transmission ECMV Eight values due to the
Range selector in oil temp. is 15 °C (59 °F) input data or PLM switch
NEUTRAL Shift position displays N. setting are displayed for 3
Shift indicator displays N. or less, 0.C is displayed on
TURN AISS SWITCH OFF LEDs. sec. each.
When transmission ECMV Then, loaded weight is
START ENGINE oil temp. is 15 °C (59 °F) displayed.
Engine rpm is displayed.
or more, 0.0 is displayed
When coolant is on LEDs.
below 40 °C (104 °F), Engine low idle speed is
automatic warm-up is increased to 1000 rpm.
activated. Only bottom segment on
coolant temp. gauge is on.
Turn AISS Switch ON Engine idle drops to 750 Screen display changes to
rpm, all conditions. initial check 2 (i3)
Turn AISS Switch OFF automatically.

When coolant is
above 40 °C (104 °F), Coolant temp. gauge Engine low idle drops to
automatic warm-up is indicates green range. 750 rpm.
deactivated
automatically.
RAISE BODY Body-up lamp is on
CHANGE SHIFT LEVER TO
R POSITION
00 is displayed on LEDs
when no faults are present. Normal operation screen
When reverse is Transmission gear (i4) is displayed
allowed with body up changes to REVERSE automatically.
When reverse is NOT Transmission remains in
allowed with body up NEUTRAL
(See Note below)
NOTE: Reverse inhibit with body up can be selected with MOM or DAD. Initial setting from factory is inhibit.
 Sequence of Operation
LOWER BODY. RELEASE
PARKING BRAKE AND
RETARDER.
MOVE RANGE SELECTOR
TO L.
Press accelerator
pedal
Turn Shift Limit
Switch ON
Turn F1 Start Switch
ON
CHANGE RANGE
SELECTOR TO D
LOCK-UP FUNCTION CHECK
Change range selector to R.
Change range selector to D,
5, 4, 3 or L.
Press accelerator or apply
brake.
Electronic Display Panel Transmission Controller PMC MOM PLM
Shift position indicates L. Transmission gear Engine low idle is raised to
Shift indicator indicates 1. changes to F1. 1000 rpm automatically.
Lock-up indicator is on with Lock-up clutch is engaged.
shift indicator 1.
Normal operation screen Loaded weight is
Shift indicator changes to Transmission gear (i4) is displayed. displayed.
2. changes to F2.
Shift indicator changes to
1.
Transmission is held in F1.
Shift Limit and F1 Start
Switch indicators turn on.
Shift indicator changes to 3. Transmission gear changes
to F3.
Lock-up indicator is off. Lock-up clutch not
engaged in reverse.
Lock-up indicator is on. Lock-up clutch is engaged
at F1 to F7.
When engine speed is
approx. 1400 rpm or more, Lock-up clutch is engaged.
lock-up indicator is on.
When engine speed is
1000 rpm or less, lock-up Lock-up clutch not
indicator is off. engaged.
EMERGENCY TRUCK OPERATION
If the truck will not move when normal operation pro-
cedures are followed, or if the transmission monitor
lamp is flashing during truck startup, it is possible a
serious fault (mechanical or electrical) has occurred in
the transmission system.
The following procedures should be followed when
necessary to move the truck for repairs after a serious
fault has occurred in the transmission control system.
If the problem occurs during truck startup:
If the the key switch is turned on and the engine will
not start, a transmission system problem is apparent
if the following exist:
• The red, Automatic Transmission Mechatronics
Monitor lamp is flashing.
and/or
• The range selector position is not indicated on the
Electronic Display Panel.
1. Turn the key switch off and remove the transmis-
sion cut relay located in the cab, behind the
operator’s seat.
2. Place the selector switch in NEUTRAL. It should
now be possible to start the engine.
When the transmission cut relay is removed, it is
possible to start the engine even if the range se-
lector is not in NEUTRAL! Be certain selector has
been placed in the NEUTRAL position.
3. Refer to the ‘‘Emergency Operation Procedures’’
table on the next page for additional instructions
for moving the truck to a repair area.
D22-6 PMC System
If the problem occurs when the truck is traveling:
If the truck is traveling and the transmission problem
occurs, refer to the table on the following page for
methods of emergency operation.
1. If the transmission suddenly shifts to neutral while
traveling, stop the truck and place the range
selector in NEUTRAL. Refer to instruction No. 1
in the table.
a. Using the ‘‘MOM’’ display, determine what
transmission system fault codes are active.
b. Determine which emergency method of opera-
tion is applicable for the fault code displayed.
2. In situation # 2, stop the truck and shift to neutral.
Do not shut down the engine.
a. Remove and replace the 1 pin connector while
the key switch is turned on.
3. If none of the listed methods result in allowing
emergency operation to drive to the repair area,
the truck should be shut down and towed.
The ‘‘Emergency Operation Procedures’’ table on the
following page lists various fault codes that may be
observed when a transmission system fault occurs.
In some cases, the last digit of the four character fault
code is listed as ‘‘X’’ or ‘‘Z’’. The last digit specifies the
component or signal causing the fault as listed below:
For ‘‘X’’= 1: Lockup Clutch
2: High Clutch
3: Low Clutch
4: 1st Clutch
5: 2nd Clutch
6: 3rd Clutch
7: Reverse Clutch
8: Middle Clutch
For ‘‘Z’’= 0: Engine speed signal/sensor
1: T/M input shaft speed signal/sensor
2: T/M Middle shaft speed signal/sensor
3: T/M output shaft speed signal/sensor
6/99 D22001
 EMERGENCY OPERATION PROCEDURES -- TRANSMISSION FAILURE
EMERGENCY TRANSMISSION GEAR FOR
CONDITION WHEN FAULT CODE
No. OPERATION STARTING AFTER EMERGENCY
FAILURE OCCURRED AND DESCRIPTION
METHOD OPERATION PROCEDURE
b02X: Clutch failure
(X= 1 to 3) Start in R or F2.
b03X: Clutch ECMV failure 1 (Even though range selector is in
(X= 1, 4, 9) 3, 4, 5 or L, truck starts in F2 and
b04X: Clutch ECMV failure 2 does not shift down to F1.)
b07X: Clutch solenoid failed high
(X= 1 to 3, 5, 6, 8)
b029: M clutch failure
Transmission gear suddenly b04X: Clutch ECMV failure 2
changed to NEUTRAL while b07X: Clutch solenoid failed high Start in R or F1.
running. (X= 4, 9)
b03X: Clutch ECMV failure 1
(X= 3, 5)
Start in R or F3
b032: H Clutch ECMV failure 1 (Even though selector is in 3, 4, 5,
Return range or L, truck starts in F3 and does
selector to not shift down to F2 and F1.)
NEUTRAL, then
1 move to travel b036: 3rd clutch ECMV failure 1 Start in R or L and 3rd clutches
position again. engaged.
[ N →D, 5, 4, 3, or b038: R Clutch ECMV failure 1 Start in R or N.
L or N→R ]
b01Z: Speed signal lost Start in R or F2.
b06Z: Speed sensor failure (Even though selector is in 3, 4, 5
(Z= 1, 2) or L, truck starts in F2 and does
b05x: Clutch ECMV failure 3 not shift down to F1.)
(X= 1, 4, 9)
Transmission remains in one gear. b010: Engine speed signal lost
Remains in this gear even when b060: Engine speed sensor failure Start in R or F1.
truck is stopped and started and b05X: Clutch ECMV failure 3
range selector is changed to other (X= 3, 5)
gears. Start in R or F3
b052: H Clutch ECMV failure 3 (Even though selector is in 3, 4, 5,
or L, truck starts in F3 and does
not shift down to F2 and F1.)
b056: 3rd Clutch ECMV failure 3 Start in R or L and 3rd clutches
engaged.
b058: R Clutch ECMV failure 3 Start in R or N.
A. Return range Start in R or F2
selector to Transmission gear suddenly b02X: Clutch failure (Even though selector is in 3, 4, 5,
NEUTRAL. changed to NEUTRAL while (X= 5, 6, 8) or L, truck starts in F2 and does
running. not shift down to F1.)
B. Remove and
reconnect 1 pin b024: 1st clutch failure Start in R or F1.
connector for
emergency use
while key switch is
on.
2 C. Move selector to
travel position Transmission remains in one gear. Start in R or F2
again. [ N →D, 5, 4, Remains in this gear even when b013: T/M output speed signal lost (Even though selector is in 3, 4, 5,
3, or L or N→R ] truck is stopped and started and b063: T/M output speed sensor or L, truck starts in F3 and does
Do not press range selector is changed to other failure not shift down to F2 and F1.)
accelerator pedal gears.
as selector is
changed from
NEUTRAL to the
desired range.

Check circuit b001: Battery voltage low

3 breaker behind Transmission gear suddenly b002: Solenoid voltage failure
operator seat. changed to NEUTRAL while b0dA: Battery direct voltage failure If problem is corrected when
running. b0db: Switched voltage failure circuit breaker is reset or
Replace T/M cut Truck cannot be moved even if component replaced, normal
4 range selector is returned to b006: T/M cut relay failure operation should be possible.
relay
NEUTRAL and then moved to a
5 Replace T/M travel position. b004: ROM sum check fault
Controller
6 Tow truck to shop b005: Clutch engaged double Do not operate truck.

D22001 6/99 PMC System D22-7

 PMC SYSTEM FAULT CODES
The tables on the following pages list fault code infor- • ACTION CODE: The code (displayed on ‘‘MOM’’)
mation for each controller in the PMC system. When a with instructions for the operator to follow:
PMC system fault is indicated, the technician can note These codes and their respective messages are
the code number displayed and then refer to the fol- as follows:
lowing charts to determine the system component 01: GO TO SHOP AFTER WORK
reporting the problem. Detailed troubleshooting proce- 02: GO TO SHOP RIGHT NOW
dures for each Controller may be found in the following 03: REDUCE ENGINE/MACHINE SPEED
sections of the manual. 04:STOP SAFELY/SHUT OFF ENGINE
05: WAIT WITH ENGINE LOW IDLE
06: START ENGINE/KEEP LOW IDLE
The following information is contained in the tables as 07: KEEP BODY SEATED
shown in each table heading:
• ITEM: Fault code description • ORIGINAL FAULT CODE: This code is the origi-
nal fault code initiated by the listed controller. If the
• CATEGORY: Fault code type
controller is equipped with a display, this code will
• SYSTEM FAULT CODE: The system fault code appear on the LED’s.
consists of the controller code (listed below) plus
three digits -
Controller code letter
A = Electronic Display Panel
b = Transmission Controller
d = Suspension Controller
E = PMC
F = PLM
H = TMS
J = RCM
L = Centry and Cense
P= TALKS

D22-8 PMC System 6/99 D22001

 ELECTRONIC DISPLAY PANEL FAULT CODE LIST
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
1 Lamp output failed low 1 Sensor A001 02 01(H)
2 Central Warn. lamp output failed low 1 Sensor A002 02 02(H)
3 Buzzer output failed low 1 Sensor A003 02 03(H)
4 Output circuit failed low Sensor A000 ---- 00(H)
5 S-NET communication lost Communication A011 ---- 11(H)
6 S-NET communication failed Communication A012 02 12(H)
7 Engine STOP fault Event A004 02 04(H)
8 Engine Derate fault Event A005 02 05(H)
9 Engine CHECK fault Event A006 02 06(H)
10 Low brake air press. 2 Event A021 05 21(H)
11 Coolant temp. overheat 2 Event A022 05 22(H)
12 Torque converter overheat 2 Event A023 05 23(H)
13 Brake oil overheat 2 Event A024 05 24(H)
14 S-NET communication lost 3 (T/M) Communication A013 02 13(H)
15 S-NET communication lost 3 (PMC) Communication A014 02 14(H)
16 S-NET communication lost 3 (Engine) Communication A015 02 15(H)
17 S-NET communication lost 3 (SUS) Communication A016 02 16(H)
18 Machine select info. failure 3 Communication A018 04 18(H)
19 Option info. failure 3 Communication A019 04 19(H)
NOTES:
1
Each fault code is displayed in ‘‘MOM’’ at each fault occurrence, however they are all recorded as
A000.
2
EDP sends these fault codes but does not record them. Faults are recorded in T/M controller
or or the QST30 controller.
The A022 fault code is not applicable if truck is equipped with PMC & Cummins CENSE.
3
Each fault code is displayed in ‘‘MOM’’ at each fault occurrence, however they are all recorded as
A011.

D22001 6/99 PMC System D22-9

 TRANSMISSION CONTROLLER FAULT CODE LIST
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
1 Battery voltage low Voltage b001 04 01(H)
2 Solenoid voltage failure Voltage b002 04 02(H)
3 Neutral safety on Sensor b003 ---- 03(H)
4 Clutch engaged double Actuator b005 04 05(H)
5 Transmission cut relay failure Actuator b006 04 06(H)
6 Battery voltage low (12V) Actuator b007 04 07(H)
7 Rear brake solenoid failure Actuator b008 02 08(H)
8 Exhaust brake solenoid failure Actuator b009 02 09(H)
9 Engine speed signal lost Sensor b010 02 10(H)
10 Trans. input speed signal lost Sensor b011 02 11(H)
11 Trans. middle speed signal lost Sensor b012 02 12(H)
12 Trans. output speed signal lost Sensor b013 02 13(H)
13 Machine select signal failure Sensor b014 04 14(H)
14 Lever signal failure A Sensor b015 02 15(H)
15 Lever signal failure B Sensor b016 02 16(H)
16 Accelerator sensor failure Sensor b017 02 17(H)
17 ECMV oil temp. sensor failure Sensor b019 02 19(H)
18 Lockup clutch failure Actuator b021 02 21(H)
19 High clutch failure Actuator b022 02 22(H)
20 Low clutch failure Actuator b023 02 23(H)
21 1st clutch failure Actuator b024 02 24(H)
22 2nd clutch failure Actuator b025 02 25(H)
23 3rd clutch failure Actuator b026 02 26(H)
24 4th clutch failure Actuator b027 02 27(H)
25 Reverse clutch failure Actuator b028 02 28(H)
26 Middle clutch failure Actuator b029 02 29(H)
27 Engine speed sensor failure Sensor b060 02 60(H)
28 Trans. input speed sensor failure Sensor b061 02 61(H)
29 Trans. mid. speed sensor failure Sensor b062 02 62(H)
30 Trans. output speed sensor failure Sensor b063 02 63(H)
31 Torque converter inlet pressure Sensor b081 02 81(H)
signal failure
32 Torque converter outet pressure Sensor b082 02 82(H)
sensor signal failure
33 Torque converter inlet pressure Sensor b083 02 83(H)
sensor sensor failure
34 Torque converter outlet pressure Sensor b084 02 84(H)
sensor sensor failure
35 Half L/U abnormal Actuator b0FC ---- FC(H)
36 Clutch thermal load abnormal Actuator b0FE ---- FE(H)
37 Lockup clutch ECMV failure 1 Actuator b031 02 31(H)
38 High clutch ECMV failure 1 Actuator b032 02 32(H)
39 Low clutch ECMV failure 1 Actuator b033 02 33(H)
40 1st clutch ECMV failure 1 Actuator b034 02 34(H)
41 2nd clutch ECMV failure 1 Actuator b035 02 35(H)
42 3rd clutch ECMV failure 1 Actuator b036 02 36(H)

D22-10 PMC System 6/99 D22001

 TRANSMISSION CONTROLLER FAULT CODE LIST
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
43 4th clutch ECMV failure 1 Actuator b037 02 37(H)
44 Reverse clutch ECMV failure 1 Actuator b038 02 38(H)
45 Middle clutch ECMV failure 1 Actuator b039 02 39(H)
46 Lockup clutch ECMV failure 2 Actuator b041 02 41(H)
47 High clutch ECMV failure 2 Actuator b042 02 42(H)
48 Low clutch ECMV failure 2 Actuator b043 02 43(H)
49 1st clutch ECMV failure 2 Actuator b044 02 44(H)
50 2nd clutch ECMV failure 2 Actuator b045 02 45(H)
51 3rd clutch ECMV failure 2 Actuator b046 02 46(H)
52 4th clutch ECMV failure 2 Actuator b047 02 47(H)
53 Reverse clutch ECMV failure 2 Actuator b048 02 48(H)
54 Middle clutch ECMV failure 2 Actuator b049 02 49(H)
55 Lockup clutch ECMV failure 3 Actuator b051 02 51(H)
56 High clutch ECMV failure 3 Actuator b052 02 52(H)
57 Low clutch ECMV failure 3 Actuator b053 02 53(H)
58 1st clutch ECMV failure 3 Actuator b054 02 54(H)
59 2nd clutch ECMV failure 3 Actuator b055 02 55(H)
60 3rd clutch ECMV failure 3 Actuator b056 02 56(H)
61 4th clutch ECMV failure 3 Actuator b057 02 57(H)
62 Reverse clutch ECMV failure 3 Actuator b058 02 58(H)
63 Middle clutch ECMV failure 3 Actuator b059 02 59(H)
64 Lockup clutch solenoid failed high Actuator b071 02 71(H)
65 High clutch solenoid failed high Actuator b072 02 72(H)
66 Low clutch solenoid failed high Actuator b073 02 73(H)
67 1st clutch solenoid failed high Actuator b074 02 74(H)
68 2nd clutch solenoid failedhigh Actuator b075 02 75(H)
69 3rd clutch solenoid failed high Actuator b076 02 76(H)
70 4th clutch solenoid failedhigh Actuator b077 02 77(H)
71 Reverse clutch solenoid failed high Actuator b078 02 78(H)
72 Middle clutch solenoid failed high Actuator b079 02 79(H)
73 Lockup clutch solenoid failed low Actuator b091 02 91(H)
74 High clutch solenoid failed low Actuator b092 02 92(H)
75 Low clutch solenoid failed low Actuator b093 02 93(H)
76 1st clutch solenoid failed low Actuator b094 02 94(H)
77 2nd clutch solenoid failed low Actuator b095 02 95(H)
78 3rd clutch solenoid failed low Actuator b096 02 96(H)
79 4th clutch solenoid failed low Actuator b097 02 97(H)
80 Reverse clutch solenoid failed low Actuator b098 02 98(H)
81 Middle clutch solenoid failed low Actuator b099 02 99(H)
82 Machine select failure Sensor b0A1 04 A1(H)
83 Torque conv. oil temp. sensor failure Sensor b0A2 02 A2(H)
84 Fuel level sensor failure Sensor b0A3 02 A3(H)

85 Rear brake oil temp. left sensor Sensor b0A4 02 A4(H)

failure
86 T/M oil temp.sensor failure Sensor b0b1 02 b1(H)
87 Coolant temp. sensor failure Sensor b0b2 02 b2(H)
88 Brake Air press. sensor failure Sensor b0b3 02 b3(H)

89 Rear brake oil temp. right sensor Sensor b0b4 02 b4(H)

failure
90 Front brake oil temp. sensor failure Sensor b0b5 02 b5(H)
91 Torque sensor failure Sensor b0b6 02 b6(H)

D22001 6/99 PMC System D22-11

 TRANSMISSION CONTROLLER FAULT CODE LIST
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
92 Engine oil pressure sensor failure Sensor b0b7 02 b7(H)
93 Connector mismatch Event b0C1 04 C1(H)
94 Shift wait signal lost Communication b0C2 02 C2(H)
95 Change transmission filter Event b0d1 01 d1(H)
96 Torque converter overheat 2 Event (b0d2) 05 d2(H)
97 Coolant temperature overheat 2 Event (b0d3) 02 d3(H)
98 Rear Brake (L) oil temp. overheat 1 Event (b0d4) 05 d4(H)
99 Large lateral inclination Event b0d5 07 d5(H)
100 Low coolant level Event b0d6 01 d6(H)
101 Battery charge circuit failure Event b0d7 01 d7(H)
102 Overrun Event b0d8 03 d8(H)
103 Low transmission oil level Event b0E1 01 E1(H)
104 Low steering system pressure Event b0E2 04 E2(H)
105 Low strg. accum 1 precharge press. Event b0E3 02 E3(H)
106 Low strg. accum 2 precharge press. Event b0E4 02 E4(H)
107 High steering oil temperature Event b0E5 05 E5(H)
108 Low front brake precharge press. Event b0E6 02 E6(H)
109 Low rear brake precharge press. Event b0E7 02 E7(H)
110 Low brake air pressure 2 Event (b0E9) 05 E9(H)
111 Low brake oil pressure Event b0F1 02 F1(H)
112 Front brake oil temp. overheat 1 Event (b0F2) 05 F2(H)
113 Rear brake oil temp. overheat 1 Event (b0F3) 05 F3(H)
114 High transmission oil temperature Event b0F4 02 F4(H)
115 Engine oil pressure abnormal Event b0F5 04 F5(H)
116 Manual trigger ---- b0FA ---- FA(H)
117 Battery direct voltage failure Voltage b0dA 04 dA(H)
118 Switched voltage failure Voltage b0db 04 db(H)
119 BCV F solenoid hot short Actuator b0C3 02 C3(H)
120 BCV R solenoid hot short Actuator b0C4 02 C4(H)
121 BCV F solenoid disconnect Actuator b0C5 02 C5(H)
122 BCV R solenoid disconnect Actuator b0C6 02 C6(H)
123 BCV F solenoid short to ground Actuator b0C7 02 C7(H)
124 BCV R solenoid short to ground Actuator b0C8 02 C8(H)
125 Rear brake chamber stroke end Sensor b0F6 04 F6(H)
126 Overshoot Event b0d9 02 d9(H)

NOTES:
1
When the Electronic Display Panel sends fault code ‘‘A024’’, the transmission controller sends
and records one of the following: ‘‘b0d4’’, ‘‘b0F2’’, or ‘‘b0F3’’, corresponding to the reason for the
fault code ‘‘A024’’ and stores it in memory.
In case of DXm/c, when the EDP sends the fault code ‘‘A024’’, the transmission controller sends
the fault code ‘‘b0d4’’ and stores it in memory.
In both cases, PMC ignores the fault code ‘‘A024’’ and informs the messsage display of the fault by
fault codes sent from the transmission controller.
2
These items are also detected by the Electronic Display Panel and the following codes; ‘‘b0d2’’,
‘‘b0d3’’, and ‘‘b0E9’’ and are recorded in the transmission controller. The message display only
shows the fault received from the transmission controller.

D22-12 PMC System 6/99 D22001

 SUSPENSION CONTROLLER FAULT CODE LIST
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
1 Battery voltage abnormal Voltage ---- 01(H)
2 Controller abnormal Controller ---- 02(H)
3 S-NET signal lost Communication d0C1 ---- C1(H)

4 Suspension pressure sensor (front Sensor d011 02 11(H)

right) failure
5 Suspension pressure sensor (front Sensor d012 02 12(H)
left) failure
6 Transmission output speed signal lost Sensor d015 02 15(H)
7 Steering speed signal lost Sensor d016 02 16(H)
8 Solenoid 1 output failure Actuator d021 02 21(H)
9 Solenoid 2 output failure Actuator d022 02 22(H)
10 Solenoid 3 output failure Actuator d023 02 23(H)
11 Machine select info. failure Communication ---- C2(H)
12 Vehicle speed info. failure Communication ---- C3(H)

D22001 6/99 PMC System D22-13

 PMC FAULT CODE LIST
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
1 NV RAM data fault Controller E001 02 01(H)
2 Battery voltage low Voltage E002 02 02(H)
3 Connector mismatch Event E003 04 03(H)
4 GSP communication Lost Communication E011 02 11(H)
5 GSP communication failure Communication E012 02 12(H)
6 MOM communication Lost Communication E013 02 13(H)
7 MOM communication failure Communication E014 02 14(H)
8 TMS communication Lost Communication E015 02 15(H)
9 TMS communication failure Communication E016 02 16(H)
10 CENSE communication Lost Communication E017 02 17(H)
11 CENSE communication failure Communication E018 02 18(H)
12 Centry communication Lost Communication E019 02 19(H)
13 Centry communication failure Communication E021 02 21(H)
14 RCM communication Lost Communication E022 02 22(H)
15 RCM communication failure Communication E023 02 23(H)
16 Bosch communication Lost Communication E024 02 24(H)
17 Bosch communication failure Communication E025 02 25(H)
18 PLM communication failure 1 Communication E026 02 26(H)
19 PLM communication failure 2 Communication E027 02 27(H)
20 PLM ccommunication failure 3 Communication E028 02 28(H)
21 PLM ccommunication failure 4 Communication E029 02 29(H)
22 PLM ccommunication failure 5 Communication E02A 02 2A(H)
23 Radio communication failure Communication E02b 02 2b(H)
24 Torque output signal lost Communication E031 02 31(H)
25 Throttle mod. signal (T/M) lost Communication E032 02 32(H)
26 Throttle mod. signal (brake) lost Communication E033 02 33(H)
27 Brake signal lost Communication E034 02 34(H)
28 IVS invalid status Sensor E035 02 35(H)
29 Alt. torque signal lost Sensor E036 02 36(H)
30 Alt. droop signal lost Sensor E037 04 37(H)
31 Susp. Press. Sensor (FR) failed low Sensor E041 02 41(H)
32 Susp. Press. Sensor (FL) failed low Sensor E042 02 42(H)
33 Susp. Press. Sensor (FR) failed high Sensor E043 02 43(H)
34 Susp. Press. Sensor (FL) failed high Sensor E044 02 44(H)
35 Brake wear sensor (FR) failed low Sensor E045 02 45(H)
36 Brake wear sensor (FL) failed low Sensor E046 02 46(H)
37 Brake wear sensor (RR) failed low Sensor E047 02 47(H)
38 Brake wear sensor (RL) failed low Sensor E048 02 48(H)
39 Brake wear sensor (FR) failed high Sensor E049 02 49(H)
40 Brake wear sensor (FL) failed high Sensor E051 02 51(H)
41 Brake wear sensor (RR) failed high Sensor E052 02 52(H)
42 Brake wear sensor (RL) failed high Sensor E053 02 53(H)
43 Accelerator sensor failed low Sensor E054 02 54(H)
44 Accelerator sensor failed high Sensor E055 02 55(H)
45 Engine speed signal lost Sensor E056 02 56(H)
46 Transmission input speed signal lost Sensor E057 02 57(H)
47 Transmission output speed signal lost Sensor E058 02 58(H)

D22-14 PMC System 6/99 D22001

 PMC FAULT CODE LIST
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
48 Low front brake oil level Event E0A1 01 A1(H)
49 Low retard cooling oil level Event E0A2 01 A2(H)
50 Low hydraulic oil level Event E0A3 01 A3(H)
51 Change front brake cooling filter Event E0A4 01 A4(H)
52 Change rear brake cooling filter (R) Event E0A5 01 A5(H)
53 Change rear brake cooling filter (L) Event E0A6 01 A6(H)
54 Change full flow filter Event E0A7 01 A7(H)
55 Change hydraulic filter Event E0A8 01 A8(H)
56 Change brake disc (FR) Event E0A9 01 A9(H)
57 Change brake disc (FL) Event E0b1 01 b1(H)
58 Change brake disc (RR) Event E0b2 01 b2(H)
59 Change brake disc (RL) Event E0b3 01 b3(H)
60 Low battery liquid level Event E0b4 01 b4(H)
61 Low engine oil level Event E0b5 01 b5(H)
62 Change air filter Event E0b6 01 b6(H)
63 Bosch system failure Event E0d1 02 d1(H)
64 Manual trigger, snapshot ---- E0FA ---- FA(H)
65 S-NET signal lost 1 Communication E0C1 02 C1(H)
66 Machine select info. failure Communication E0C2 04 C2(H)
67 Vehicle speed info. failure Communication E0C3 04 C3(H)
NOTE:
1
PMC cancels cruise control and auto-retarder control when it recognizes the snapping of S-NET
line of the Electronic Display Panel, Transmisssion Controller, Suspension Controller or the PMC
and the signal is lost by the snapping flag.

D22001 6/99 PMC System D22-15

 PLM FAULT CODE LIST
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
1 CPU stop Controller F000 02 0000(H)
2 Backup battery voltage failure Voltage F009 02 0009(H)
3 RAM L data full Event F011 02 000b(H)
4 RAM E,e data full Event F012 02 000C(H)
5 RAM F,f data full Event F013 02 000d(H)
6 RAM H data full Event F014 02 000E(H)
7 Sensor supply voltage abnormal Voltage F020 02 0014(H)
8 Susp. press. sensor (LF) failed low Sensor F021 02 0015(H)
9 Susp. press. sensor (RF) failed low Sensor F022 02 0016(H)
10 Susp. press. sensor (LR) failed low Sensor F023 02 0017(H)
11 Susp. press. sensor (RR) failed low Sensor F024 02 0018(H)
12 Susp. press. sensor (LF) failed high Sensor F025 02 0019(H)
13 Susp. press. sensor (RF) failed high Sensor F026 02 001A(H)
14 Susp. press. sensor (LR) failed high Sensor F027 02 001b(H)
15 Susp. press. sensor (RR) failed high Sensor F028 02 001C(H)
16 Inclination sensor failed low Sensor F031 02 001F(H)
17 Inclination sensor failed high Sensor F032 02 0020(H)
18 Calibration or RAM failure Controller F019 02 0013(H)
19 Lamp 1 relay failed high Actuator F041 02 0029(H)
20 Lamp 2 relay failed high Actuator F042 02 002A(H)
21 Lamp 3 relay failed high Actuator F043 02 002b(H)
22 Lamp 4 relay failed high Actuator F044 02 002C(H)
23 Lamp 5 relay failed high Actuator F045 02 002d(H)
24 Communication failure 1 Communication F071 02 0047(H)
25 Communication failure 2 Communication F073 02 0049(H)
26 Communication failure 3 Communication F080 02 0050(H)
27 Communication failure 4 Communication F081 02 0051(H)
28 Communication failure 5 Communication F091 02 005b(H)
29 Communication failure 6 Communication F092 02 005C(H)
30 Communication failure 7 Communication F093 02 005D(H)
31 Communication failure 8 Communication F094 02 005E(H)
32 Communication failure 9 Communication F095 02 005F(H)
33 Communication failure 10 Communication F096 02 0060(H)
34 Communication failure 11 Communication F097 02 0061(H)
35 Communication failure 12 Communication F098 02 0062(H)
36 Communication failure 13 Communication F099 02 0063(H)

D22-16 PMC System 6/99 D22001

 RCM FAULT CODE LIST
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
1 Manual trigger ---- J001 ---- 01(H)
2 Low brake accumulator pressure Event J002 04 02(H)
3 Pressure imbalance Event J003 04 03(H)
4 Left rear brake pressure low Event J004 02 04(H)
5 Right rear brake pressure low Event J005 02 05(H)
6 Left rear brake pressure high Event J006 02 06(H)
7 Right rear brake pressure high Event J007 02 07(H)
8 Pedal sense and no LR pressure Event J008 ---- 08(H)

9 LR pressure present and no Event J009 02 09(H)

communication
10 Left rear pressure sensor fault Sensor J010 02 10(H)
11 Right rear pressure sensor fault Sensor J011 02 11(H)
12 Retard lever sensor fault Sensor J012 02 12(H)
13 Auto-retard signal fault Sensor J013 02 13(H)
14 RS422 link to PMC fault Communication J014 04 14(H)
15 Brake light fault 1 Actuator J015 02 15(H)
16 Left ASR PPC electrical fault Sensor J018 02 18(H)
17 Left ASR hydraulic fault Sensor J019 02 19(H)
18 Right ASR PPC electrical fault Sensor J020 02 20(H)
19 Right ASR hydraulic fault Sensor J021 02 21(H)
20 Left ABS valve hydraulic fault Event J022 02 22(H)
21 Left ABS valve electrical fault Event J023 02 23(H)
22 Right ABS valve hydraulic fault Event J024 02 24(H)
23 Right ABS valve electrical fault Event J025 02 25(H)
24 RCM abnormal 1 Controller J026 ---- 26(H)
25 RCM abnormal 2 Controller J028 04 28(H)
26 Battery voltage abnormal Voltage J029 02 29(H)
27 Wheel speed sensor (FL) fault Sensor J030 02 30(H)
28 Wheel speed sensor (FR) fault Sensor J031 02 31(H)
29 Wheel speed sensor (RL) fault Sensor J032 02 32(H)
30 Wheel speed sensor (RR) fault Sensor J033 02 33(H)
31 Auto-apply Event J034 04 34(H)
32 Loss of 18 volt power supply Voltage J035 02 35(H)
33 24 volt load switch fault Event J036 02 36(H)
34 Brake light fault 2 Actuator J037 02 37(H)
35 Left PPC electrical fault Event J038 02 38(H)
36 Right PPC electrical fault Sensor J039 02 39(H)
37 Left ABS valve electrical fault Event J040 02 40(H)
38 Right ABS valve electrical fault Event J041 02 41(H)

D22001 6/99 PMC System D22-17

 RCM FAULT CODE LIST (continued)
SYSTEM ORIGINAL
ACTION
No. ITEM CATEGORY FAULT FAULT
CODE
CODE CODE
39 Retard light fault 1 Actuator J042 02 42(H)
40 Retard light fault 2 Actuator J043 02 43(H)
41 RCM warning light fault 1 Actuator J044 02 44(H)
42 RCM warning light fault 2 Actuator J045 02 45(H)
43 Front brake cut fault 1 Event J046 02 46(H)
44 Front brake cut fault 2 Event J047 02 47(H)
45 Pedal sense and no RR press. Event J048 02 48(H)

46 RR press. present and no Event J049 02 49(H)

communication
47 Combination fault 1 Communication J050 04 50(H)
48 Combination fault 2 Communication J051 04 51(H)
49 Combination fault 3 Communication J052 04 52(H)
50 Combination fault 4 Communication J053 04 53(H)
51 Combination fault 5 Communication J054 04 54(H)
52 Combination fault 6 Communication J055 04 55(H)
53 Combination fault 7 Communication J056 04 56(H)
54 Combination fault 8 Communication J057 04 57(H)
55 Combination fault 9 Communication J058 04 58(H)
56 Combination fault 10 Communication J059 04 59(H)

D22-18 PMC System 6/99 D22001

 CENSE & CENTRY FAULT CODE LIST
SYSTEM ORIGINAL
ACTION DATA
No. ITEM CATEGORY FAULT FAULT
CODE FORMAT
CODE CODE
1 ECM hardware internal failure Controller L111 04 111 006F(H)
2 STC output open or shorted high Actuator L113 04 113 0071(H)
3 STC output open or shorted low Actuator L114 04 114 0072(H)
4 Both engine speed and/or position signal lost Sensor L115 02 115 0073(H)
5 One engine speed signal lost int. Sensor L121 01 121 0079(H)
6 Left manifold pressure sensor failed high Sensor L122 01 122 007A(H)
7 Left manifold pressure sensor failed low Sensor L123 01 123 007b(H)
8 High intake manifold pressure (LB) Event L124 02 124 007C(H)
9 Low intake manifold pressure (LB) Event L125 01 125 007d(H)
10 High intake manifold pressure (RB) Event L126 02 126 007E(H)
11 Low intake manifold pressure (RB) Event L127 01 127 007F(H)
12 Right manifold press. sensor failed high Sensor L128 01 128 0080(H)
13 Right manifold press. sensor failed low Sensor L129 01 129 0081(H)
14 Throttle input high Sensor L131 02 131 0083(H)
15 Throttle input low Sensor L132 02 132 0084(H)
16 Oil pressure sensor failed high Sensor L135 01 135 0087(H)
17 Prelube oil filter sensor failed high Sensor L136 01 136 0088(H)
18 Prelube oil filter sensor failed low Sensor L137 01 137 0089(H)
19 Oil pressure sensor failed low Sensor L141 01 141 008d(H)
20 Low oil pressure Event L143 04 143 008F(H)
21 Coolant temp. sensor failed high Sensor L144 01 144 0090(H)
22 Coolant temp. sensor failed low Sensor L145 01 145 0091(H)
23 High coolant temperature Event L151 04 151 0097(H)
24 Left manifold temp. sensor failed high Sensor L153 01 153 0099(H)
25 Left manifold temp. sensor failed low Sensor L154 01 154 009A(H)
26 High intake manifold temp. (LBF) Event L155 02 155 009b(H)
27 Left rear manifold temp. sensor failed high Sensor L156 01 156 009C(H)
28 Left rear manifold temp. sensor failed low Sensor L157 01 157 009d(H)
29 High intake manifold temp. (LBR) Event L158 02 158 009E(H)
30 Right front manifold temp. sensor failed high Sensor L159 01 159 009F(H)
31 Right front manifold temp. sensor failed low Sensor L161 01 161 00A1(H)
32 High intake manifold temp. (RBF) Event L162 02 162 00A2(H)
33 Right rear manifold temp. sensor failed high Sensor L163 01 163 00A3(H)
34 Right rear manifold temp. sensor failed low Sensor L164 01 164 00A4(H)
35 High intake manifold temp. (RBR) Event L165 02 165 00A5(H)
36 Oil temperature sensor faiiled high Sensor L212 01 212 00d4(H)
37 Oil temperature sensor faiiled low Sensor L213 01 213 00d5(H)
38 High oil temperature Event L214 04 214 00d6(H)
39 Ambient air press. sensor failed high Sensor L221 01 221 00dd(H)
40 Ambient air press. sensor failed low Sensor L222 01 222 00dE(H)
41 Coolant pressure sensor failed high Sensor L231 01 231 00E7(H)
42 Coolant pressure sensor failed low Sensor L232 01 232 00E8(H)
43 Low coolant pressure Event L233 04 233 00E9(H)
44 Engine overpseed Event L234 03 234 00EA(H)
45 Low coolant level Event L235 02 235 00Eb(H)

D22001 6/99 PMC System D22-19

 CENSE & CENTRY FAULT CODE LIST (continued)
SYSTEM ORIGINAL
ACTION DATA
No. ITEM CATEGORY FAULT FAULT
CODE FORMAT
CODE CODE
46 Oil level invalid (sensor) Sensor L252 01 252 00FC(H)
47 Low oil level Event L253 02 253 00Fd(H)
48 Auxiliary shutdown circuit shorted low Actuator L254 04 254 00FE(H)
49 Auxiliary shutdown circuit open or shorted high Actuator L255 04 255 00FF(H)
50 ECM fault flash memory Controller L341 04 341 0155(H)
51 ECM fault EEPROM memory Controller L342 04 342 0156(H)
52 ECM fault EEPROM write error Controller L353 04 353 0161(H)
53 ECM could not transmit on link Controller L412 01 412 019C(H)
54 ECM not receiving data on link at expected rate Controller L414 01 414 019E(H)
55 Oil filter bypass valve open Event L417 01 417 01A1(H)
56 Coolant level signal invalid (sensor) Sensor L422 01 422 01A6(H)
57 IVS invalid status Sensor L431 02 431 01AF(H)
58 Throttle sensor failed in range Sensor L432 02 432 01b0(H)
59 Battery voltage low Voltage L441 02 441 01b9(H)
60 Battery voltage high longer than calibrate time Voltage L442 02 442 01bA(H)
61 Throttle sensor supply voltage low Voltage L443 02 443 01bb(H)
62 Sensor supply voltage low Voltage L444 02 444 01bC(H)
63 PTO/Alt. droop validation input shorted high Sensor L445 02 445 01bd(H)
64 GSP communication failure Communication L446 01 446 01bE(H)
65 RPC number not supported Communication L447 01 447 01bF(H)
66 RPC argument mismatch Communication L448 01 448 01C0(H)
67 High fuel pressure Event L449 02 449 01C1(H)
68 Fuel press. sensor failed high Sensor L451 01 451 01C3(H)
69 Fuel press. sensor failed low Sensor L452 01 452 01C4(H)
70 EFC output open or shorted high Actuator L455 02 455 01C7(H)
71 EFC output shorted low Actuator L511 02 511 01FF(H)
72 EFC valve mechanically stuck open Event L514 02 514 0202(H)
73 Aux. temp. sensor high out of range Sensor L521 01 521 0209(H)
74 Aux. temp. sensor low out of range Sensor L522 01 522 020A(H)
75 Intermediate speed validation failed Sensor L523 02 523 020b(H)
76 Alt. droop validation failed Sensor L524 02 524 020C(H)
77 ECM fault main microprocessor Controller L525 04 525 020d(H)
78 Fuel supply low or EFC valve stuck closed Event L552 02 552 0228(H)
79 Fuel rail press. sensor failed in range Sensor L554 02 554 022A(H)
80 High blowby pressure Event L555 04 555 022b(H)
81 Engine hot shutdown Event L611 06 611 0263(H)
82 High lube oil filter restriction Event L612 02 612 0264(H)
83 Non-zero engine speed at startup L615 01 615 0267(H)
84 High turbo compressor inlet temp. RB Event L616 03 616 0268(H)
85 High turbo compressor inlet temp. LB Event L617 03 617 0269(H)
86 High intake restriction LB Event L618 02 618 026A(H)
87 High intake restriction RB Event L619 02 619 026b(H)
88 Low #1 LB cylinder power Event L621 01 621 026d(H)
89 Low #2 LB cylinder power Event L622 01 622 026E(H)
90 Low #3 LB cylinder power Event L623 01 623 026F(H)

D22-20 PMC System 6/99 D22001

 CENSE & CENTRY FAULT CODE LIST (continued)
SYSTEM ORIGINAL
ACTION DATA
No. ITEM CATEGORY FAULT FAULT
CODE FORMAT
CODE CODE
91 Low #4 LB cylinder power Event L624 01 624 0270(H)
92 Low #5 LB cylinder power Event L625 01 625 0271(H)
93 Low #6 LB cylinder power Event L626 01 656 0272(H)
94 Low #7 LB cylinder power Event L627 01 627 0273(H)
95 Low #8 LB cylinder power Event L628 01 628 0274(H)
96 Intake air leak LB Event L629 02 629 0275(H)
97 Low #1 RB cylinder power Event L631 01 631 0277(H)
98 Low #2 RB cylinder power Event L632 01 632 0278(H)
99 Low #3 RB cylinder power Event L633 01 633 0279(H)
100 Low #4 RB cylinder power Event L634 01 634 027A(H)
101 Low #5 RB cylinder power Event L635 01 635 027b(H)
102 Low #6 RB cylinder power Event L636 01 636 027C(H)
103 Low #7 RB cylinder power Event L637 01 637 027d(H)
104 Low #8 RB cylinder power Event L638 01 638 027E(H)
105 Intake air leak RB Event L639 02 639 027F(H)
106 High #1 LB cylinder exhaust temp. Event L641 04 641 0281(H)
107 High #2 LB cylinder exhaust temp. Event L642 04 642 0282(H)
108 High #3 LB cylinder exhaust temp. Event L643 04 643 0283(H)
109 High #4 LB cylinder exhaust temp. Event L644 04 644 0284(H)
110 High #5 LB cylinder exhaust temp. Event L645 04 645 0285(H)
111 High #6 LB cylinder exhaust temp. Event L646 04 646 0286(H)
112 High #7 LB cylinder exhaust temp. Event L647 04 647 0287(H)
113 High #8 LB cylinder exhaust temp. Event L648 04 648 0288(H)
114 Change oil and filter Event L649 01 649 0289(H)
115 High #1 RB cylinder exhaust temp. Event L651 04 651 028b(H)
116 High #2 RB cylinder exhaust temp. Event L652 04 652 028C(H)
117 High #3 RB cylinder exhaust temp. Event L653 04 653 028d(H)
118 High #4 RB cylinder exhaust temp. Event L654 04 654 028E(H)
119 High #5 RB cylinder exhaust temp. Event L655 04 655 028F(H)
120 High #6 RB cylinder exhaust temp. Event L656 04 656 0290(H)
121 High #7 RB cylinder exhaust temp. Event L657 04 657 0291(H)
122 High #8 RB cylinder exhaust temp. Event L658 04 658 0292(H)
123 Change fuel filter Event L659 01 659 0293(H)
124 High #1 LB cylinder power Event L661 02 661 0295(H)
125 High #2 LB cylinder power Event L662 02 662 0296(H)
126 High #3 LB cylinder power Event L663 02 663 0297(H)
127 High #4 LB cylinder power Event L664 02 664 0298(H)
128 High #5 LB cylinder power Event L665 02 665 0299(H)
129 High #6 LB cylinder power Event L666 02 666 029A(H)
130 High #7 LB cylinder power Event L667 02 667 029b(H)
131 High #8 LB cylinder power Event L668 02 668 029C(H)
132 Change coolant filter Event L669 01 669 029d(H)

D22001 6/99 PMC System D22-21

 CENSE & CENTRY FAULT CODE LIST (continued)
SYSTEM ORIGINAL
ACTION DATA
No. ITEM CATEGORY FAULT FAULT
CODE FORMAT
CODE CODE
133 Cylinder #1 LB exhaust temp. sensor failed low Sensor L671 01 671 029F(H)
134 Cylinder #2 LB exhaust temp. sensor failed low Sensor L672 01 672 02A0(H)
135 Cylinder #3 LB exhaust temp. sensor failed low Sensor L673 01 673 02A1(H)
136 Cylinder #4 LB exhaust temp. sensor failed low Sensor L674 01 674 02A2(H)
137 Cylinder #5 LB exhaust temp. sensor failed low Sensor L675 01 675 02A3(H)
138 Cylinder #6 LB exhaust temp. sensor failed low Sensor L676 01 676 02A4(H)
139 Cylinder #7 LB exhaust temp. sensor failed low Sensor L677 01 677 02A5(H)
140 Cylinder #8 LB exhaust temp. sensor failed low Sensor L678 01 678 02A6(H)
141 Change coolant Event L679 01 679 02A7(H)
142 Engine speed sensor in range failure Sensor L689 01 689 02b1(H)

143 LB turbo compressor inlet temp. sensor failed Sensor L691 01 691 02b3(H)
high
144 LB turbo compressor inlet temp. sensor failed Sensor L692 01 692 02b4(H)
low
145 RB turbo compressor inlet temp. sensor failed Sensor L694 01 694 02b6(H)
high
146 RB turbo compressor inlet temp. sensor failed Sensor L695 01 695 02b7(H)
low
147 High #1 RB cylinder power Event L711 02 711 02C7(H)
148 High #2 RB cylinder power Event L712 02 712 02C8(H)
149 High #3 RB cylinder power Event L713 02 713 02C9(H)
150 High #4 RB cylinder power Event L714 02 714 02CA(H)
151 High #5 RB cylinder power Event L715 02 715 02Cb(H)
152 High #6 RB cylinder power Event L716 02 716 02CC(H)
153 High #7 RB cylinder power Event L717 02 717 02CD(H)
154 High #8 RB cylinder power Event L718 02 718 02CE(H)
155 Blowby sensor failed high Sensor L719 01 719 02CF(H)
156 Cylinder #1 RB exhaust temp. sensor failed low Sensor L721 01 721 02d1(H)
157 Cylinder #2 RB exhaust temp. sensor failed low Sensor L722 01 722 02d2(H)
158 Cylinder #3 RB exhaust temp. sensor failed low Sensor L723 01 723 02d3(H)
159 Cylinder #4 RB exhaust temp. sensor failed low Sensor L724 01 724 02d4(H)
160 Cylinder #5 RB exhaust temp. sensor failed low Sensor L725 01 725 02d5(H)
161 Cylinder #6 RB exhaust temp. sensor failed low Sensor L726 01 726 02d6(H)
162 Cylinder #7 RB exhaust temp. sensor failed low Sensor L727 01 727 02d7(H)
163 Cylinder #8 RB exhaust temp. sensor failed low Sensor L728 01 728 02d8(H)
164 Blowby sensor failed low Sensor L729 01 729 02d9(H)
165 Trend data memory 90% full Event L747 01 747 02Eb(H)
166 Trend data memory 100% full Event L748 01 748 02EC(H)
167 Fault log snapshot data 90% full Event L749 01 749 02Ed(H)
168 Fault log snapshot data 100% full Event L754 01 754 02F2(H)

D22-22 PMC System 6/99 D22001

 POWERTRAIN MANAGEMENT CONTROLLER (PMC)
PMC CONTROLLER FEATURES
LED DISPLAY
The PMC (Powertrain Management Controller) con-
tains two 7-segment LEDs on the face of the enclo-
sure. Fault codes detected by the PMC are displayed
by the LEDs. If the PMC detects active faults are
present, the specific fault codes are displayed a few
seconds after power is applied to the PMC. If no faults
are stored in the PMC, the LED will display ‘‘00’’ after
the PMC is powered up and self-test is completed.
DIP SWITCH SETTINGS
exists, display a fault code, and will not operate prop-
erly.
For example, if the switch SW.2-3, (cruise control
function), is set to the ON position with no sensors and
switches necessary for cruise control installed on the
truck, the PMC will detect several faults, such as no
suspension pressure signal.
The Table below lists the proper DIP switch settings
for the various equipment devices installed on the
truck. To change DIP switch settings, shut down the
truck, turn the key switch off and remove the cover on
the PMC.

The PMC is used on various machine models. Not all NOTE: If changes are made to the DIP switch settings,
functions and controllers are installed on every truck. their status must be confirmed with ‘‘MOM’’ or ‘‘DAD’’.
The PMC determines which functions should be used
and which controllers should be connected to it by the
PMC CONTROLLER DIP SWITCH SETTINGS
position of the sixteen DIP switches (2, Figure 23-1).
SWITCH SWITCH ASSIGN-
If the switch, assigned to the function or controller that DEVICE
NO. POSITION MENT
should be used, is turned off, the PMC will not be able DIP SWITCH 1 (SW.1)
to detect that particular function or controller.
ON Centry
Engine Controller 1
For example, if the switch SW.2-7, (maintenance func- OFF Other
tion), is set to the OFF position, the PMC is not able to Cense 2
ON YES
detect maintenance item faults and features such as OFF NO
hydraulic oil filter element restriction cannot be de- Payload Meter (PLM) 3
ON YES
tected, and will not activate the Maintenance Monitor OFF NO
Lamp. GSP (Dispatch) 4
ON YES
OFF NO
On the other hand, if a function is turned on (DIP switch
ON YES
setting) and that particular function or controller is not WIRELESS 5
OFF NO
installed on the truck, the PMC will determine a fault
ON YES
Message Display 6
OFF NO
Tire Management ON YES
System (TMS) 7
OFF NO
ON -
Reserved 8
OFF -
DIP SWITCH 2 (SW.2)
ON Centry
ABS 1
OFF Other
ON YES
ASR 2
OFF NO
ON YES
Cruise Control 3
OFF NO
Electronic Speed ON YES
Limiter 4
OFF NO
ON YES
Auto Retarder Control 5
OFF NO
ON -
Reserved 6
OFF -
Maintenance Informa- ON YES
tion 7
OFF NO

D23001 6/99 PMC Controller D23-1

NORMAL OPERATION -- PMC
Throttle Control
The PMC controls engine speed by sending a throttle
frequency signal to the Engine Controller.
The PMC receives all of the following requests as to
throttle control, processes them, and then provides an
output signal to the Engine Controller.
Accelerator pedal (throttle) signal:
This signal is varied as the accelerator pedal is
depressed. As the pedal is depressed, the output
voltage signal increases and engine rpm in-
creases.
Idle validation signals:
The PMC receives two digital input signals from
the accelerator pedal to indicate whether the ac-
celerator pedal is depressed or released. These
signals also inform the PMC of a loss of voltage
if a failure occurs in the throttle pedal. When the
PMC detects throttle voltage failure, it sends the
fault code to ‘‘MOM’’ and S-NET to inform the
operator of the problem.
If a loss of throttle signal occurs and the accelera-
tor pedal is pressed, the PMC sends a 194 Hz
signal to the Centry system to maintain engine
speed at 1000 rpm. If the signal loss occurs and
the accelerator pedal is depressed, the PMC
sends a 150 Hz signal to Centry to maintain the
engine speed at 750 rpm.
If the loss of throttle signal occurs between the
PMC and the Centry control system, Centry will
control engine speed depending on whether the
pedal is released or depressed, providing the
same engine speeds as described above.
AISS (Auto-Idle Setting System):
When the accelerator pedal is not depressed, the
PMC sends two types of throttle signals to Centry
as low idle speed; low-low idle and high-low idle,
according to the truck conditions, coolant tem-
perature, parking brake, rear brake, and the AISS
switch located in the right control panel on the
instrument panel.
Note: Low-low idle is the basic low idle; 750 rpm.
High-low idle is an intermediate speed; 1000 rpm.
High-low idle is used for quick warm-up of the engine
when coolant temperature is low, and also is used for
good acceleration from standstill.
D23-2 PMC Controller
AISS operation is as follows:
• When the AISS switch is in the OFF position and
coolant temperature is 30°C (47° F) or less, the
PMC selects high-low idle regardless of other
conditions. When coolant temperature is warmed,
high-low idle is returned to low-low idle automat-
ically.
• When the AISS switch is in the OFF position and
both the parking brake and rear brakes are re-
leased , the PMC selects high-low idle regardless
of other conditions. When either of these brakes
is applied, high-low idle is turned to low-low idle
automatically.
• When the AISS switch is in the ON position, the
PMC selects low-low idle regardless of other con-
ditions. This mode is available when the truck
must be be moved slowly (in the shop area) even
if coolant temperature is low.
Throttle modification signal (sent from the Trans-
mission Controller):
This is a frequency signal which varies between
150 and 400 Hz. from the Transmission Controller
that requests the PMC to reduce the throttle
signal to Centry if the range selector is moved
from Neutral to Drive when engine speed is
greater than 1500 rpm.
Note: If the operator attempts to shift from Neutral
to Reverse, engine speed must be below 1400
rpm.
Throttle modification signal (sent from RCM):
This is a Pulse Width Modulation type signal
between 0 and 100%.
The RCM also requests the PMC to reduce en-
gine speed under the following cases:
Start or acceleration on a slippery road surface
If the RCM detects tire slip, the RCM requests the
PMC to reduce engine speed until tire traction is
restored.
Cruise Control (Optional):
If the optional Cruise Control feature has been
enabled (DIP switch ON), the operator has turned
Cruise Control on and has set the desired speed,
the PMC will control the throttle signal instead of
the accelerator pedal.
6/99 D23001
Retarder Control
The RCM controls the retarder system by input from
the position of the retarder lever mounted on the
steering column.
The PMC requests the RCM to apply or release the
retarder in the following cases.
The retarder signal (sent from the Transmission
Controller):
This is a Pulse Width Modulation type signal
between 0 and 100%. The Transmission Control-
ler requests the PMC to apply brakes if the opera-
tor attempts to shift from Drive to Reverse or
Reverse to Drive too quickly when truck speed is
more than 4 km/h (2.5 mph) or engine speed is
more than 1500 rpm.
Auto retarder control (Optional):
If the auto retarder control feature is selected (DIP
switch ON) and turned on, the PMC starts apply-
ing or releasing the retarder to maintain vehicle
speed by means of the retarder signal to RCM.
Under the above conditions, the PMC sends a
brake command to the RCM, that is a Pulse Width
Modulation type signal between 0 and 100 %. The
PMC sends the absolute value of brake apply to
the RCM, not a modification signal.
COMMUNICATION
The information below describes the various methods
of communication between the PMC and other con-
trollers on the truck as well as external communication
with a personal computer (DAD).
S-NET
S-NET is a basic serial communication network for the
530M truck. The Electronic Display Panel, Transmis-
sion Controller, optional Suspension Controller, and
PMC are joined through S-NET.
The electronic display panel is the master of S-NET
and the PMC is one of slaves in S-NET.
The PMC sends the following information through
S-NET for display to the Electronic Display Panel:
• Derate mode status
• Auto-cruise or auto-retarder mode status
• ASR manual switch status
• ABS manual switch status
Also, fault, trend, and snap-shot data and commands
for uploading to the PMC are sent through S-NET
according to the request sent from ‘‘MOM’’ or ‘‘DAD’’.
D23001 6/99 PMC Controller
CENSE
The PMC communicates with CENSE through an
RS422 serial interface. The baud rate is 19200 bps.
If a fault occurs in the engine system, CENSE informs
the operator of the fault through the PMC by indicating
the problem on the ‘‘MOM’’ display.
Real-time data of inputs and outputs from CENSE can
be obtained by ‘‘MOM’’ or ‘‘DAD’’ through the PMC.
RCM
The PMC communicates with the RCM through an
RS422 serial interface. The baud rate is 19200 bps.
If a fault occurs in the brake system, the RCM informs
the operator of the fault through the PMC by indicating
the problem on the ‘‘MOM’’ display.
Real-time data of input and output signals, fault history,
and snap-shot data at fault occurrence, and trend data
from the RCM can be obtained by ‘‘MOM’’ or ‘‘DAD’’
through the PMC.
PLM
The PMC communicates with the PLM through an
RS232 serial interface. The baud rate is 9600 bps.
If a fault occurs in the Payload Meter system, PLM
informs the operator of the fault by indicating the
problem on the ‘‘MOM’’ display.
Real-time data of input and output signals, current
payload, travel time, and total payload can be obtained
by ‘‘MOM’’ or ‘‘DAD’’ through the PMC.
‘‘MOM’’ and ‘‘DAD’’
The PMC communicates with ‘‘MOM’’ through RS422
and ‘‘DAD’’ through RS232 serial interfaces. The baud
rate of both is 9600 bps.
‘‘MOM’’ and ‘‘DAD’’ send and receive commands for
each controller through the PMC.
TMS
The PMC communicates with TMS through an RS232,
serial interface. The baud rate is 9600 bps.
If a fault occurs in tire monitoring system, TMS informs
the operator of the fault through the PMC by indicating
the problem on the ‘‘MOM’’ display.
Real-time data of input and output signals, current
pressure and temperature of each tire can be obtained
by ‘‘MOM’’ or ‘‘DAD’’ through the PMC.
D23-3
Additional Functions
The PMC has additional functions as described below:
Engine Power Derate:
The PMC has an engine protection function achieved
by derating engine power.
• Many of the possible faults that can occur in the
engine are sensed by the PMC.
• If one or more of these faults occur, the PMC turns
on an alternate torque signal which is sent to the
Centry system. Centry then changes the engine
torque curve to a predetermined, alternate torque
curve to reduce engine power and prevent dam-
age to the engine.
• In addition, the PMC turns on the derate mode
status in S-NET which turns on the indicator in the
Electronic Display Panel, providing a warning to
the operator.
The faults, that can cause engine power derate, are
listed in the Table below:
Cruise Control (Optional):
The PMC has a cruise control function, that is basically
the same as that of a passenger car, and allows the
operator to electronically control the truck speed.
• The operator can turn the cruise control system on
by turning the on/off switch (on the instrument
panel) clockwise. Turning the switch counter-
clockwise turns the system off.
• Truck speed can be set by pressing the
‘‘Set/Coast’’ switch when an appropriate vehicle
speed is attained. Truck speed can be decreased
by momentarily pressing the switch. Speed will
decrease approximately 0.6 km/h (1 mph) each
time the switch is pressed.
• The ‘‘Resume/Accel’’ switch is used to resume the
preset speed if the system is momentarily disen-
gaged or speed can be increased by pressing and
releasing the switch. Speed will increase approxi-
mately 0.6 km/h (1 mph) each time the switch is
pressed.
• A previously set speed can be canceled by press-
ing the ‘‘Cancel’’ switch.
Note: If the optional cruise control system is installed,
the PMC DIP switch SW2-3 must be set to the ON
position. Additional sensors and switches must also be
installed on the truck for the system to function.

ENGINE POWER DERATE FAULTS

FAULT
DESCRIPTION FAULT CODE
No.
L641 to L648
1 High Exhaust Temperature
L651 to L658
L621 to L628
2 Low Cylinder Power
L631 to L638
3 High Blowby L143
4 Low Oil Pressure L143
5 High Coolant Temperature L151
6 Low Coolant Pressure L233
7 High Oil Temperature L214
8 Low Coolant Level L235

D23-4 PMC Controller 6/99 D23001

 Electronic Vehicle Speed Limiter-Optional) Maintenance Monitor:
The PMC can limit truck speed by controlling throttle The PMC monitors the maintenance items listed in the
and brake application. Table below.
Two appropriate maximum vehicle speeds, under • If the PMC detects a maintenance fault, it provides
empty and loaded conditions, can be set by the a description of the fault in the ‘‘MOM’’ display and
switches located under the passenger seat. (The the Electronic Display panel turns the Mainte-
speeds can also be set by ‘‘MOM’’ or ‘‘DAD’’.) nance Monitor lamp and the Central Warning
Lamp and buzzer on.
• When the truck is moving on a level surface or
‘‘MOM’’ displays the fault code, its description, and
ascending a hill and vehicle speed reaches the
its action code.
predetermined maximum speed, the PMC con-
trols vehicle speed by reducing the throttle signal Note: This function is active only when the PMC DIP
sent to Centry regardless of the accelerator pedal switch SW 2-7 is set to the ON position.
position.
• When the truck is descending a hill, the PMC
controls maximum vehicle speed by sending a MAINTENANCE MONITOR DETECTION
brake signal to the RCM to control brake applica- No. DESCRIPTION FAULT CODE
tion. 1 Low retard cooling oil level E0A2
Note: If the optional, Electronic Speed Limiter is in- 2 Low hydraulic oil level E0A3
stalled, the PMC DIP switch SW2-4 must be set to the 3 Change front brake cooling filter E0A4
ON position. Additional sensors and switches must 4 Change rear brake cooling filter R E0A5
also be installed on the truck for the system to function. 5 Change rear brake cooling filter L E0A6
6 Change hydraulic filter E0A8
7 Change brake disc FR E0A9
8 Change brake disc FL E0b1
9 Change brake disc RR E0b2
10 Change brake disc RL E0b3
11 Low battery liquid level E0b4

D23001 6/99 PMC Controller D23-5

 Event Recording: The ‘‘PMC Trigger Fault Data’’ Table below lists the
data recorded in the PMC when a trigger fault occurs.
The PMC retains some items in its memory, even if the
key switch is turned off. The recorded data is shown in
‘‘DAD’’, and some of them are shown in ‘‘MOM’’ also. PMC TRIGGER FAULT DATA
The data recorded in the PMC is as follows: No. RECORDED DATA
1 Throttle to Centry
• Fault History Data --
2 Throttle modification from T/M controller
The PMC logs the fault code, the service meter at
3 Throttle modification from RCM
first occurrence, the service meter at last occur-
4 Acceleration pedal
rence, and the number of occurrences of each
5 Brake command to/from RCM
fault code.
6 Shift wait signal to T/M controller
This data is shown in the fault condition pictures
7 Engine speed
of ‘‘MOM’’ and ‘‘DAD’’, while only the fault codes
8 Transmission input speed
are shown in the LED display of the PMC. This
9 Transmission output speed
data can be cleared except for any active fault.
10 Suspension pressure LF
• Snap-Shot Data -- 11 Suspension pressure RF
If the PMC detects the occurrence of a serious 12 Rear brake status
fault that activates a snap-shot data log, the PMC 13 Emergency brake status
records the input and output signals and the serv- 14 Cruise control mode status
ice meter reading five seconds before and five 15 Cruise control system switch status
seconds after the fault occurs. In addition, snap- 16 Cruise control set/down switch status
shot data can be obtained manually by ‘‘DAD’’. 17 Cruise control resume/up switch status
The PMC can record a maximum of five packages 18 Cruise control cancel switch status
of data. If one trigger fault occurs repeatedly, the 19 Derate mode status
PMC records the oldest data only. 20 ASR mode status
The data recorded by a manual trigger is always 21 Key sw. ‘‘C’’ terminal status
rewritten. If a new trigger fault occurs and the
memory is full, then the oldest package of data is
rewritten to a new one, but the package of data
obtained by manual trigger is always rewritten
prior to the others. The recorded data is shown
and cleared in ‘‘DAD’’ only.

The ‘‘PMC Snap Shot Data Trigger Faults’’ Table

• Trend Data
lists the faults that trigger the collection of snap-
The PMC records cumulative information which
shot data and the code for each trigger.
can be evaluated to determine the life of the
PMC SNAP SHOT DATA TRIGGER FAULTS engine or transmission.
FAULT
The following information is recorded in the PMC:
No. TRIGGER FAULT
CODE 1. The working history maps ‘‘engine speed’’ vs.
1 AEM Communication Failure E017 ‘‘engine torque’’.
2 Centry communication failure E021 2. The working history maps ‘‘transmission input
3 RCM communication failure E023 speed’’ vs. ‘‘transmission input torque’’ of each
4 Torque output signal lost E031 transmission gear position.
5 Throttle modification signal (T/M) lost E032
6 Throttle modification signal (RCM) lost E033 The above maps have two maps in the PMC. One map
7 Brake signal lost E034 records all operation history, while the other records
8 Idle validation invalid status E035 specific history such as a specific time period.The
9 Accel sensor failed low E054 specific data collection period starts when prior data
10 Accel sensor failed high E055 stored is cleared using ‘‘DAD’’.
11 Engine speed signal lost E056
12 T/M input speed signal lost E057
13 T/M output speed signal lost E058
14 Manual trigger E0FA

D23-6 PMC Controller 6/99 D23001

 PMC CONTROLLER TROUBLESHOOTING
GENERAL TROUBLESHOOTING PROCEDURES
The following information is intended for use by a
qualified technician to troubleshoot problems related
to the Powertrain Management Controller (PMC).
If a fault occurs, the technician can trace the problem
using the Electronic Display Panel (EDP), the MOM Before troubleshooting a problem, be certain all
‘‘Fault Condition’’ screens, and the LED displays on the harness connectors are installed and properly in-
Controller. serted.
Always connect any disconnected connectors be-
Fault Code Tables in ‘‘Powertrain Management Sys-
fore proceeding to the next step.
tem’’ list the possible fault codes related to the PMC
Controller (and other system controllers) and provide
information regarding the item causing the fault for
initial troubleshooting.
Specific troubleshooting procedures are listed on the
following pages for most of the fault codes listed in the
tables. Additional information detailing the logic in-
volved in each fault code is provided (listed by fault
code). Refer to ‘‘PMC Controller Logic’’.
PMC harness connector charts at the end of this
section list the pin number, circuit function, and signal
type for each connector referenced in the trou-
bleshooting procedures. Refer to Figure 23-2 for the
location of each connector on the PMC housing. This
information should be used in conjunction with the
electrical schematics in Section R.

D23001 6/99 PMC Controller D23-7

 PMC FAULT CODE TROUBLESHOOTING
E001: NV RAM data fault E017: CENSE COMMUNICATION LOST
E018: CENSE COMMUNICATION FAILURE
1. Turn key off and on again.
1. Verify continuity exists between each pin as fol-
2. Check whether PMC still detects E001.
lows:
Yes. Change PMC
PMC4A, P-1 and CENSE connector C1, P-C
No. The fault is recovered.
PMC4A, P-2 and CENSE connector C1, P-D
E003: Connector mismatch PMC4A, P-3 and CENSE connector C1, P-E
1. Verify PMC2B is connected properly. PMC4A, P-4 and CENSE connector C1, P-F
YES. Turn key switch on and verify the follow- Yes. Change CENSE and check whether PMC
ing voltages on the connector pin listed: still detects the same fault.
PMC2B, P-36 and chassis is 1 V or less. Yes. Turn key off, return to step 1. And check
again.
Yes. Turn key off, return to the first step and
check again. No. The fault is recovered
2. If the result is the same as before, replace the No. Check harness
PMC.
NO. Check harness.
E022: BRAKE CONTROLLER COMMUNICATION
NO. Connect PMC2B properly.
LOST
E023: BRAKE CONTROLLER COMMUNICATION
FAILURE
E013: MOM COMMUNICATION LOST 1. Verify continuity exists between each pin as fol-
E014: MOM COMMUNICATION FAIILURE lows:
1. Verify continuity exists between each pin as fol- PMC5, P-10 and RCM connector RCM2, P-10
lows:
PMC5, P-11 and RCM connector RCM2, P-4
PMC4A, P-6 and ‘‘MOM’’ RDA
PMC5, P-14 and RCM connector RCM2, P-3
PMC4A, P-7 and ‘‘MOM’’ RDB
PMC5, P-15 and RCM connector RCM2, P-12
PMC4A, P-8 and ‘‘MOM’’ SDA
Yes. Change RCM and check whether PMC
PMC4A, P-9 and ‘‘MOM’’ SDB still detects the same fault.
Yes. Replace ‘‘MOM’’ and check whether PMC Yes. Turn key off, return to step 1. And check
detects the same fault. again.
Yes. Turn key off, return to step 1. and No. The fault is recovered
check again.
No. Check harness
No. The fault is recovered
No. Check harness

D23-8 PMC Controller 6/99 D23001

E026 -- E029, E02A: PLM COMMUNICATION FAIL- No. Turn key off, return to the first step, and
URE check again.
1. Check whether detects at least one of the follow- 3. If the result is the same as before, change T/M
ing faults: F071, F073, F080, F081, F091 -- F099 controller.
Yes. Verify continuity exists between each pin No. Check harness.
as follows:
PMC4B, P-21 and PLM connector PLM3, P-4
PMC4B, P-22 and PLM connector PLM3, P-1 E033: THROTTLE MODIFICATION SIGNAL (BR.)
LOST
PMC4B, P-23 and PLM connector PLM3, P-3
1. Check whether there is continuity between PMC3.
PMC4B, P-24 and PLM connector PLM3, P-5 P-10 and RCM connector RCM2, P-6.
Yes. Change PLM and check whether PMC Yes. Check whether the width of the high level
still detects the same fault. level of PWM signal is between 5 and 90
Yes. Turn key off, return to step 1. And check %, and the frequency is between 180 and
again. 220 Hz.

No. The fault is recovered Yes. Turn key off, return to the first step, and
check again.
No. Check harness
2. If the result is the same as before, change PMC.
No. Turn key off, return to the first step, and
check again.
E031: TORQUE OUTPUT SIGNAL LOST
3. If the result is the same as before, change RCM.
1. Check whether there is continuity between PMC3,
P-8 and Centry C6, P-F. No. Check harness.
Yes. Check whether the width of high level of
PWM signal is between 5 and 95 %, and
the frequency is between 45 and 55 Hz. E034: BRAKE SIGNAL (T/M) LOST
Yes. Turn key off, return to the first step, and 1. Check whether there is continuity between PMC3,
check again. P-2 and T/M controller ATC3A, P-15.
2. If the result is the same as before, change PMC. Yes. Check whether the width of high level of
No. Turn key off, return to the first step, and PWM signal is between 5 and 90 %, and
check again. the frequency is between 180 and 220 Hz.

3. If the result is the same as before, change Centry. Yes. Turn key off, return to the first step, and
check again.
No. Check harness.
2. If the result is the same as before, change PMC.
No. Turn key off, return to the first step, and
check again.
E032: THROTTLE MODIFICATION SIGNAL (T/M)
LOST 3. If the result is the same as before, change RCM.
1. Check whether there is continuity between PMC3, No. Check harness.
P-1 and T/M controller ATC3A, P-5.
Yes. Check whether the frequency of FM sig-
nal is between 150 and 400 Hz.
Yes. Turn key off, return to the first step, and
check again.
2. If the result is the same as before, change PMC.

D23001 6/99 PMC Controller D23-9

E035: IVS INVALID STATUS E042: SUSPENSION PRESSURE SENSOR (LF)
FAILED LOW
1. Turn key on and check whether the voltage level
between PMC1, P-2 and PMC1, P- 5 is 0. 5 V or 1. Turn key on and check whether the voltage level
less with the accelerator pedal released. between PMC2A, P-8 and chassis is 1 V or less.
Yes. Check whether the voltage level between Yes. Check for continuity between PMC2A, P-
PMC1, P-3 and PMC1, P-5 is 4.0 V or 8 and pressure sensor.
more.
Yes. Change pressure sensor.
Yes. Check whether the voltage level be-
No. Check harness.
tween PMC1, P-2 and PMC1, P-5 is 4.5
V or more with accelerator pedal fully No. Turn key off, return to the first step, and
depressed. check again.
Yes. Check whether the voltage level be- 2. If the result is the same as before, change PMC.
tween PMC1, P-3 and PMC1, P-5 is 0.5
V or less.
Yes. Turn key off, return to the first step, E043: SUSPENSION PRESSURE SENSOR (RF)
and check again. FAILED HIGH
2. If the result is the same as before, change PMC. 1. Turn key on and check whether the voltage level
No. Check harness between PMC2A, P-7 and chassis is 4.7 V or
more.
No. Check harness
Yes. Check whether there is continuity be-
No. Check harness tween PMC2A, P-7 and pressure sensor.
No. Check harness Yes. Change pressure sensor.
No. Check harness.
No. Turn key off, return to the first step, and
E041: SUSPENSION PRESSURE SENSOR (RF)
check again.
FAILED LOW
2. If the result is the same as before, change PMC.
1. Turn key on and check whether the voltage level
between PMC2A, P-7 and chassis is 1 V or less.
Yes. Check for continuity between PMC2A, P-
7 and pressure sensor. E044: SUSPENSION PRESSURE SENSOR (FL)
FAILED HIGH
Yes. Change pressure sensor.
1. Turn key on and check whether the voltage level
No. Check harness. between PMC2A, P-8 and chassis is 4.7 V or
No. Turn key off, return to the first step, and more.
check again. Yes. Check whether there is continuity between
2. If the result is the same as before, change PMC. PMC2A, P-8 and pressure sensor.
Yes. Change pressure sensor.
No. Check harness.
No. Turn key off, return to the first step, and
check again.
2. If the result is the same as before, change PMC.

D23-10 PMC Controller 6/99 D23001

E054: ACCELERATOR SENSOR FAILED LOW E056: ENGINE SPEED SIGNAL LOST
E055: ACCELERATOR SENSOR FAILED HIGH
1. Turn key off and disconnect PMC2A from PMC.
1. Check whether the voltage level between PMC1,
2. Check whether the resistance between PMC2A,
P-4 and P-5 is between 4.6 and 5.6 V.
P-5 (harness side) and P-6 (harness side) is
Yes. While measuring voltage between PMC1, between 500 and 1000Ω.
P-1 and PMC1, P-5, verify voltage in-
creases smoothly as the pedal is de- Yes. Check whether the resistance between
preesed to full throttle. PMC2A, P-5 (harness side) and chassis
is 1 MΩ or more.
Yes. Turn key off, return to the first step, and
check again. Yes. Connect PMC2A to PMC and start en-
gine.
2. If the result is the same as before, change PMC.
3. Check whether PMC still detects the same fault
No. Turn key off and disconnect the connec- with engine running.
tor near sensor.
Yes. Turn key off, return to the first step, and
3. Check whether the resistance between signal line check again.
(sensor side) of sensor and ground line (sensor
side) of sensor is between 1.0 and 5.6 kΩ, and 4. If the result is the same as before, change PMC.
the resistance between power source line (sensor No. The fault is recovered.
side) of sensor and ground line (sensor side) of
No. Disconnect the connector near sensor.
sensor is between 4.4 and 5.6kΩ .
5. Check whether the resistance between signal line
Yes. Check harness.
of sensor (sensor side) and chassis is 1 MΩ or
No. Change sensor. more.
No. Turn key off and disconnect PMC1 from Yes. Check harness.
PMC.
No. Change speed sensor.
4. Check whether the resistance between PMC1,
P-4 and P-16 is between 4.6 and 5.4kΩ and the No. Disconnect the connector near sensor.
resistance between CN - 1, P - 4 and chassis is 6. Check whether the resistance between signal line
1 MΩ or more. of sensor (sensor side) and ground line of sensor
Yes. Return to the first step, and check again. (sensor side) is between 500 and 1000Ω .

5. If the result is the same as before, change PMC. Yes. Check harness.

No. Disconnect the connector near sensor. No. Change speed sensor.

6. Check whether the resistance between power

source line (sensor side) of sensor and ground
line (sensor side) of sensor is between 4.6 and
5.6 kΩ.
Yes. Check harness.
No. Change sensor.

D23001 6/99 PMC Controller D23-11

E057: T/M INPUT SPEED SIGNAL LOST
1. Turn key off and disconnect PMC2A from PMC.
2. Check whether the resistance between PMC2A,
P-1 (harness side) and P-2 (harness side) is
between 500 and 1000Ω, and the resistance be-
tween PMC2A, P- 1 (harness side) and chassis
is 1 MΩ or more.
Yes. Connect PMC2A to PMC and start engine.
3. Check whether PMC still detects the same fault
with engine running.
5. Check whether the resistance between signal line
of sensor (sensor side) and ground line of sensor
(sensor side) is between 500 and 1000Ω, and the
resistance between signal line of sensor (sensor
side) and chassis is 1 MΩ or more.
Yes. Check harness.
No. Change speed sensor.
E0A2: LOW RETARDER COOLING OIL LEVEL

Yes. Turn key off, return to the first step, and 1. Check whether the retarder cooling oil level is too
check again. low.

4. If the result is the same as before, change PMC. Yes. Add retarder cooling oil.

No. The fault is recovered. No. Turn key on and check whether the volt-
age level between PMC2A, P-23 and
No. Disconnect the connector near sensor. chassis is 4 V or more.
5. Check whether the resistance between signal line Yes. Check whether there is continuity be-
of sensor (sensor side) and ground line of sensor tween PMC2A, P-23 and level switch.
sensor (sensor sides) is between 500 and 1000Ω,
Yes. Change level switch.
and the resistance between signal line of sensor
(sensor side) and chassis is 1 MΩ or more. No. Check harness.
Yes. Check harness. No. Turn key off, return to the first step, and
check again.
No. Change speed sensor.
2. If the result is the same as before, change PMC.

E058: T/M OUTPUT SPEED SIGINAL LOST

E0A3: LOW HYDRAULIC OIL LEVEL
1. Turn key off and disconnect PMC2A from PMC
controller. 1. Check whether the hydraulic oil level is too low.
2. Check whether the resistance between PMC2A, Yes. Add hydraulic oil.
P-3 (harness side) and P-4 (harness side) is
No. Turn key on and check whether the volt-
between 500 and 1000 Ω, and the resistance age level between PMC2A, P-22 and
between PMC3, P-3 (harness side) and chassis chassis is 20 V or more.
is I MΩ or more.
Yes. Check whether there is continuity be-
Yes. Connect PMC2A to PMC and start engine. tween PMC2A, P-22 and level switch.
3. Check whether PMC still detects the same fault Yes. Change level switch.
under truck running.
No. Check harness.
Yes. Turn key off, return to the first step, and
check again. No. Turn key off, return to the first step, and
check again.
4. If the result is the same as before, change PMC.
2. If the result is the same as before, change PMC.
No. The fault is recovered.
No. Disconnect the connector near sensor.

D23-12 PMC Controller 6/99 D23001

E0A4: CHANGE FRONT BRAKE COOLING FILTER Yes. Check whether there is continuity be-
tween PMC2A, P-19 and filter switch.
1. Check whether front brake cooling filter is re-
stricted. Yes. Check indicator switch.
Yes. Change filter. No. Check harness.
No. Turn key on and check whether the volt- No. Turn key off, return to the first step, and
age level between PMC2A, P-17 and check again.
chassis is 20 V or more.
2. If the result is the same as before, change PMC.
Yes. Check whether there is continuity be-
tween PMC2A, P-17 and filter restriction
switch.
E0A8: CHANGE HYDRAULIC FILTER
Yes. Change switch.
1. Check whether hydraulic filter is restricted.
No. Check harness.
Yes. Change filter.
No. Turn key off, return to the first step, and
check again. No. Turn key on and check whether the volt-
age level between PMC2A, P-16 and
2. If the result is the same as before, change PMC. chassis is 20 V or more.
Yes. Check whether there is continuity be-
tween PMC2A, P-16 and filter switch.
E0A5: CHANGE REAR BRAKE COOLING FILTER
Yes. Change filter restriction switch.
(R)
No. Check harness.
1. Check whether rear brake cooling filter (R) is
restricted. No. Turn key off, return to the first step, and
check again.
Yes. Change filter.
2. If the result is the same as before, change PMC.
No. Turn key on and check whether the volt-
age level between PMC2A, P-18 and
chassis is 20 V or more.
Yes. Check whether there is continuity be- E0A9: CHANGE BRAKE DISK (RF)
tween PMC2A, P-18 and filter switch. 1. Check brake disk wear using brake wear tool
Yes. Change filter restriction switch. (Refer to Section ‘‘J’’).

No. Check harness. Yes. Change brake disk.

No. Turn key off, return to the first step, and No. Turn key on and check whether the volt-
check again. age level between PMC2A, P-9 and chas-
sis is 3 V or more.
2. If the result is the same as before, change PMC.
Yes. Turn key off and disconnect the connec-
tor near wear switch.
2. Check for continuity between PMC2A, P-9 and the
E0A6: CHANGE REAR BRAKE COOLING FILTER
signal line of wear switch, and between the
(L)
ground line of wear switch and chassis.
1. Check whether rear brake cooling filter (L) is
Yes. Change wear switch.
restricted.
No. Check harness.
Yes. Change filter.
No. Turn key off, return to the first step, and
No. Turn key on and check whether the volt-
check again.
age level between PMC2A, P-19 and
chassis is 20 V or more. 3. If the result is the same as before, change PMC.

D23001 6/99 PMC Controller D23-13

E0b1: CHANGE BRAKE DISK (LF) E0b3: CHANGE BRAKE DISK (LR)
1. Check brake disk wear using brake wear tool 1. Check brake disk wear using brake wear tool
(Refer to Section ‘‘J’’). (Refer to Section ‘‘J’’).
Yes. Change brake disk. Yes. Change brake disk.
No. Turn key on and check whether the volt- No. Turn key on and check whether the volt-
age level between PMC2A, P-10 and age level between PMC2A, P-12 and
chassis is 3 V or more. chassis is 3 V or more.
Yes. Turn key off and disconnect the connec- Yes. Turn key off and disconnect the connec-
tor near wear switch. tor near wear switch.
2. Check for continuity between PMC2A, P-10 and 2. Check for continuity between PMC2A, P-12 and
the signal line of wear switch, and between the the signal line of wear switch, and between the
ground line of wear switch and chassis. ground line of wear switch and chassis.
Yes. Change wear switch. Yes. Change wear switch.
No. Check harness. No. Check harness.
No. Turn key off, return to the first step, and No. Turn key off, return to the first step, and
check again. check again.
3. If the result is the same as before, chance PMC. 3. If the result is the same as before, change PMC.

E0b2: CHANGE BRAKE DISK (RR) E0b4: LOW BATTERY LIQUID LEVEL
1. Check brake disk wear using brake wear tool 1. Check whether battery electrolyte level is too low.
(Refer to Section ‘‘J’’).
Yes. Add water to battery.
Yes. Change brake disk.
No. Turn key on and check whether the volt-
No. Turn key on and check whether the volt- age level between PMC2A, P- 13 and
age level between PMC2A, P-11 and chassis is 1 V or less.
chassis is 3 V or more.
Yes. Check for continuity between PMC2A, P-
Yes. Turn key off and disconnect the connec- 13 and level switch.
tor near wear switch.
Yes. Change level switch.
2. Check for continuity between PMC2A, P-11 and
No. Check harness.
the signal line of wear switch, and between the
ground line of wear switch and chassis. No. Turn key off, return to the first step, and
check again.
Yes. Change wear switch.
2. If the result is the same as before, change PMC.
No. Check harness.
No. Turn key off, return to the first step, and
check again.
E0C1: S-NET SIGNAL LOST
3. If the result is the same as before, change PMC.
1. Check whether Electronic display panel detects
A013, A014, or A016.
Yes. Check S-NET harness.
No. Turn key off, return to the first step, and
check again.
2. If the result is the same as before, change PMC.

D23-14 PMC Controller 6/99 D23001

E0C2: MACHINE SELECT INFORMATION FAIL- E0C3: VEHICLE SPEED INFORMATION FAILURE
URE
1. Check whether PMC detects E0C1 also.
1. Check whether PMC also detects fault E0C1.
Yes. Refer to fault code E0C1 (PMC) trou-
Yes. Refer to troubleshooting fault code E0C1 bleshooting.
(PMC).
2. If the optional Suspension Controller is installed
No. Check whether T/M controller detects on the truck:
b014.
No. Check whether Suspension Controller de-
Yes. Refer to b014 fault code, Transmission tects d0C3.
Controller troubleshooting.
Yes. Turn key off, return to the first step, and
No. Check whether Electronic display panel check again.
detects A018.
3. If the result is the same as before, replace Elec-
Yes. Turn key off, return to the first step, and tronic Display Panel.
check again.
No. Turn key off, return to the first step, and
2. If the result is the same as before, change T/M check again.
controller.
4. If the result is the same as before, change PMC.
No. Turn key off, return to the first step, and
5. If the optional Suspension Controller is not in-
check again.
stalled on the truck:
3. If the result is the same as before, change PMC.
No. Turn key off, return to the first step, and
check again.
6. If the result is the same as before, change Elec-
tronic display panel.
7. Check whether PMC still detects E0C3.
Yes. Turn key off, return to the first step, and
check again.
8. If the result is the same as before, change PMC.
No. The fault is recovered.

D23001 6/99 PMC Controller D23-15

 PMC CONTROLLER LOGIC
The following information describes the fault logic for
the Powertrain Management Controller (PMC) when a
fault is detected in the system.
Each fault code is listed with a description of the logic
used to determine a fault exists, the action taken by
the PMC when the fault occurs, the fault recovery
classification (see below), and the logic required to
clear the fault for normal operation.
• If the fault detecting logic is established, the fault
is always indicated on the 7-segment LED in the
PMC and the fault history will be logged.
• If two or more faults are detected at the same time,
they are alternately displayed on the LED, one at
a time for 2 seconds.
This information should be used in conjunction with the
PMC Fault Code Troubleshooting procedures on the
preceeding pages, electrical schematics in Section R,
and the PMC Fault Code List in ‘‘Powertrain Manage-
ment Control System’’.
Fault Recovery Classifications
The following describes PMC fault recovery charac-
teristics and recovery under under various conditions.
Fault Characteristics:
1. There are two fault recovery allowable charac-
teristics:
A. Faultrecovery logic is actively allowed while
the key switch remains ON. The fault will be
cleared if the recovery logic is met.
B. Fault recovery logic is ignored while the key
remains ON. This type of fault will not clear
even though the recovery logic is met. This
type requires clearing through initial power-up
when the key switch is turned ON.
Power-Up Variations:
2. When the key switch is turned ON, the initial
power-up fault recovery logic will be one of the
following variations:
A. Fault recovery is checked. If the recovery logic
is met, then the recovery logic is activated. The
new state of the fault is assigned usually within
about 1.6 seconds after key-on occurs, if re-
covery as such was found. If not, the fault
remains at the state at which it was found
during the power-up checking.
D23-16 PMC Controller
B. The action table is executed for the fault (buzz-
er, light etc.) immediately. Then, at this point,
fault recovery is checked. If the recovery logic
is met, then the recovery logic is activated. The
new state of the fault is assigned, usually within
a set time after the key switch is turned ON, if
recovery as such was found.
If not, the fault remains at the state at which it
was found during the power-up checking,
which is the state that was saved at key-off
preceding this cycle of key-on.
C. Fault recovery is checked at first opportunity
for checking from initial key switch turn-on. This
variation is for faults which can only be checked
under certain unique truck conditions such as
engine running, first movenment, first time
shifting to F3, etc. If the recovery logic is met,
then the recovery logic is activated. The new
state of the fault is then assigned if recovery as
such was found. If not, then the fault remains
at the state at which it was found during the
checking, which is the state that was saved at
the key-off preceding this cycle of key-on.
D.The action table is made active (buzzer, light,
etc.) first, prior to attempt for recovery. Fault
recovery is checked at first opportunity for
checking from initial key-on. This variation is
for faults which only can be checked upon
certain unique truck conditions such as engine
running, first movenment, first time shifting to
F3, etc. If the recovery logic is met, then the
recovery logic is activated. The new state of the
fault is then assigned if recovery as such was
found. If not, then the fault remains at the state
at which it was found during the checking,
which is the state that was saved at the key-off
preceding this cycle of key-on.
Be certain truck wheels are blocked to prevent
truck movement during troubleshooting opera-
tions.
6/99 D23001
 PMC FAULT CODE LOGIC DESCRIPTION
E001:
NV RAM DATA FAULT
Fault Detecting Logic:
A sum check is made for every byte of the table in
FLASH ROM when power is turned on. If the result is
different from the value logged when power was turned
off the last time, this fault is detected.
PMC Operation When Fault is Detected:
Data taken from FLASH ROM is cleared. The fault
history is left and normal operation is continued. When
the power is turned off, check sum is calculated again
and logged.
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
The sum check result must match the value logged
when the power was turned Off the last time.
D23001 6/99 PMC Controller
E002:
BATTERY VOLTAGE LOW
Fault Detecting Logic:
Battery power supply voltage (PMC1, P-14 or P-15) is
below 18 volts,
AND
Engine start signal (key switch terminal C, PMC1,
P-10) is open (= low level),
AND
The above conditions continue for 2 seconds.
PMC Operation When Fault is Detected:
• Detection of occurrence and recovery of faults
other than this fault is stopped.
• Normal items remain normal, and detected faults
remain.
• If this fault is not recovered before the power is
turned off, writing to FLASH ROM is inhibited
when the power is turned off.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved at key-off preceding
this cycle of key-on).
Fault Recovery Logic:
Battery supply voltage (PMC1, P-14 or P-15) is above
19 volts for 1 second.
D23-17
E003:
CONNECTOR MISMATCH
Fault Detecting Logic:
When the power is turned on, a combination other than
PMC2B, P-36 = GND, and PMC4B, P-36 = open, is
present for 0.1 second.
PMC Operation When Fault is Detected:
• FM throttle signal is fixed to low. (Output is not set
to low idling, but stopped).
• Alt. torque signal output is kept turned on. (closed)
• Alt. droop signal output is kept turned off. (open)
• The pulse width of brake command PWM signal
is fixed to 5 to 10%. (Brake apply: 0%).
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
Combination of PMC2B, P-36 = GND, and PMC4B,
P-36 = open, is present for 0.1 second.
D23-18 PMC Controller
E011:
GSP COMMUNICATION LOST
Fault Detecting Logic:
PMC dip switch 1-4 = ON,
AND
A time-out error is made in communication with GSP.
(ACK is not received in 1.5 seconds, and not received
after two retries.)
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
6/99 D23001
E012:
GSP COMMUNICATION FAILURE
Fault Detecting Logic:
PMC dip switch 1-4 = ON,
AND
Framing and overrun error in communication with
GSP,
OR
Receiving of rpcerr_failed (secondary communication
error),
OR
Receiving of rpcerr_norpc (there is no rpc No.),
OR
Receiving of rpcerr_args (argument error).
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
D23001 6/99 PMC Controller
E013:
MOM COMMUNICATION LOST
Fault Detecting Logic:
PMC dip switch 1-6 = ON,
AND
Time-out in communication with MOM.
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
D23-19
E014:
MOM COMMUNICATION FAILURE
Fault Detecting Logic:
PMC dip switch 1-6 = ON,
AND
Error in communication with MOM.
(parity, framing, overrun)
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
D23-20 PMC Controller
E015:
TMS COMMUNICATION LOST
Fault Detecting Logic:
PMC dip switch 1-7 = ON,
AND
Time-out in communication with TMS.
(Even if a command which needs response is trans-
mitted, response is not received for 5 seconds).
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
6/99 D23001
E016:
TMS COMMUNICATION FAILURE
Fault Detecting Logic:
PMC dip switch 1-7 = ON,
AND
Error in communication with TMS.
(framing, overrun)
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
D23001 6/99 PMC Controller
E017:
CENSE COMMUNICATION LOST
Fault Detecting Logic:
PMC dip switch 1-2 = ON,
AND
Time-out error is made in communication with CENSE.
(ACK is not received in 1.5 seconds, and not received
after four retries.)
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
D23-21
E018:
CENSE COMMUNICATION FAILURE
Fault Detecting Logic:
PMC dip switch 1-2 = ON,
AND
Framing and overrun error in communication with
CENSE,
OR
Receiving of rpcerr_failed (secondary communication
error),
OR
Receiving of rpcerr_norpc (there is rpc No.),
OR
Receiving of rpcerr_args (argument error).
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
E022:
BRAKE CONTROLLER (RCM)
COMMUNICATION LOST
Fault Detecting Logic:
T/M controller machine selection =D (530M),
AND
Time-out in communication with RCM.
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.

Fault Recovery Logic:

Recovered when the next normal communication
starts.

D23-22 PMC Controller 6/99 D23001

E022: E026:
BRAKE CONTROLLER (RCM) PAYLOAD METER (PLM) COMMUNICATION FAIL-
COMMUNICATION FAILURE URE 1

Fault Detecting Logic: Fault Detecting Logic:

T/M controller machine selection =D (530M), PMC dip switch 1-3 = ON,
AND AND
Error in communication with BRAKE CONTROLLER When PMC requests PLM to send real time monitor
(overrun). data,
AND
Correct real time data is not sent from PLM, or PLM
PMC Operation When Fault is Detected: sends nothing for 3 seconds (PMC retries twice).
• Normal operation.

PMC Operation When Fault is Detected:

Fault Recovery Classification: • Normal operation.
(Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met. Fault Recovery Classification:

When the key is turned ON, the action table is Fault recovery logic is actively allowed while the
made active prior to attempt for recovery. Fault key switch remains ON. The fault will be cleared
recovery is checked at first opportunity for check- if the recovery logic is met.
ing from initial key-on. This fault can only be When the key is turned ON, the action table is
checked upon certain unique truck operational made active prior to attempt for recovery. Fault
conditions. If the recovery logic is met, the recov- recovery is checked at first opportunity for check-
ery logic is activated. The new state of the fault is ing from initial key-on. This fault can only be
then assigned if recovery as such was found. If checked upon certain unique truck operational
not, the fault remains at the state at which it was conditions. If the recovery logic is met, the recov-
found during the checking (the state saved at the ery logic is activated. The new state of the fault is
key-off preceding this cycle of key-on). then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
Fault Recovery Logic: key-off preceding this cycle of key-on).
Recovered when the next normal communication
starts.
Fault Recovery Logic:
Recovered when the next normal communication
starts.

D23001 6/99 PMC Controller D23-23

E027:
PLM COMMUNICATION FAILURE 2
Fault Detecting Logic:
PMC dip switch 1-3 = ON,
AND
When PMC receives PLM real time monitor data from
PLM,
AND
Next real time data is not sent from PLM for 3 seconds.
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
D23-24 PMC Controller
E028:
PLM COMMUNICATION FAILURE 3
Fault Detecting Logic:
PMC dip switch 1-3 = ON,
AND
When PMC requests PLM to stop sending real time
monitor data,
AND
PMC receives NAK or PMC does not receive ACK or
NAK for 3 seconds (PMC retries twice).
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
6/99 D23001
E029:
PLM COMMUNICATION FAILURE 4
Fault Detecting Logic:
PMC dip switch 1-3 = ON,
AND
When PMC requests PLM to send calibration data,
AND
Correct calibration data is not sent from PLM, or PLM
sends nothing for 3 seconds (PMC retries twice).
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
D23001 6/99 PMC Controller
E02A:
PLM COMMUNICATION FAILURE 5
Fault Detecting Logic:
PMC dip switch 1-3 = ON,
AND
When PMC requests PLM to send controller informa-
tion data,
AND
Correct controller information data not sent from PLM,
or PLM sends nothing for 3 seconds (PMC retries
twice).
PMC Operation When Fault is Detected:
• Normal operation.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
Fault Recovery Logic:
Recovered when the next normal communication
starts.
D23-25
E031:
TORQUE OUTPUT SIGNAL LOST
Fault Detecting Logic:
Either of the following; (1) or (2) is established:
1. The fault is detected 1.6 seconds after power is
turned on.
T/M controller machine selection = D
( 530M)
AND
Any of the following (a), (b), or (c) is established:
a. The pulse width of the high level of the torque
output signal (PMC3, P-8) is less than 2.5% of
the period or more than 97.5% of the period for
1.6 seconds continuously.
b. Signal frequency is outside the range 50 Hz ±5
Hz for 1.6 seconds continuously.
c. High level or low level sustained for 1.6 sec-
onds continuously.
2. The fault is detected 1.6 seconds after power is
turned on.
T/M controller machine selection = C or E (330M)
AND
Any of the following (a), (b), or (c) is established:
a. The pulse width of high level of the torque
output signal (PMC3, P-8) is less than 2.5% of
the period or more than 97.5% of the period
for 1.6 seconds continuously.
b. Frequency of the signal is out of the range of
64 Hz ±6.4 Hz for 1.6 seconds continuously.
c. High level or low level sustained for 1.6 sec-
onds continuously.
PMC Operation When Fault is Detected:
• Engine and transmission history map recording is
suspended.
D23-26 PMC Controller
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved at key-off preceding
this cycle of key-on).
Fault Recovery Logic:
Either (1) or (2) below is established:
1. The recovery is detected 1.6 seconds after power
is turned on.
T/M controller machine selection = D (530M)
AND
Items (a), (b), and (c) in the fault detecting logic
are NOT established.
2. The fault is detected 1.6 seconds after power is
turned on.
T/M controller machine selection =C or E ( 330M)
AND
Items (a), (b), and (c) in the fault detecting logic
are NOT established.
6/99 D23001
E032:
THROTTLE MODIFICATION SIGNAL (T/M) LOST
Fault Detecting Logic:
The fault is detected 1.6 seconds after power is turned
on.
T/M controller machine selection =D (530M),
AND
Either (a) or (b) below is established:
a. Throttle modification frequency signal sent
from T/M controller (PMC3, P-1) is below 150
Hz or above 400 Hz for 1.6 seconds continu-
ously.
b. FM pulse signal is not present for 1.6 seconds
continuously.
PMC operation When Fault is Detected:
• Corrected value is assumed to be 0.
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
When the key is turned ON, the action table is
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved at key-off preceding
this cycle of key-on).
Fault Recovery Logic:
The recovery is detected 1.6 seconds after power is
turned on.
T/M controller machine selection =D (530M),
AND
Both (a) and (b) in the fault detecting logic are NOT
established.
D23001 6/99 PMC Controller
E033:
THROTTLE MODIFICATION SIGNAL LOST
(BRAKE)
Fault Detecting Logic:
The fault is detected 1.6 seconds after power is turned
on.
T/M controller machine selection =D ( 530M),
AND
Any of the following (a), (b), or (c) is established:
a. The pulse width of the high level of the throttle
modification signal sent from RCM (PMC3,
P-10) is below 5% of the period or above 95%
of the period for 1.6 seconds continuously.
b. Frequency of the signal is out of the range of
200 Hz ±20 Hz for 1.6 seconds continuously.
c. High level or low level is continued for 1.6
seconds continuously.
PMC operation When Fault is Detected:
• Corrected value is assumed to be 0.
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
When the key is turned ON, the action table is
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved a
Fault Recovery Logic:
The recovery is detected 1.6 seconds after power is
turned on.
T/M controller machine selection =D (530M),
AND
(a), (b), and (c) in the fault detecting logic are NOT
established.
D23-27
E034: E035:
BRAKE SIGNAL LOST (T/M) IDLE VALIDATION SIGNAL (IVS)
INVALID STATUS
Fault Detecting Logic:
Fault Detecting Logic:
The fault is detected 1.6 seconds after power is turned
on. Transmission Controller machine selection set to 4 to
T/M controller machine selection =D (530M), 7, A to C, or E,
AND OR
Any of the following (a), (b), or (c), is established: T/M controller machine selection =D (530M),
(a) The pulse width of the high level of the brake AND
signal sent from T/M controller (PMC3, P-2) is Either (1) or (2) below is established:
below 5% of the period or above 95% of the
period for 1.6 seconds continuously. 1. Either E054 or E055 is detected
(b) Frequency of the signal is out of the range of AND
200 Hz ±20 Hz for 1.6 seconds continuously. Input other than 1.1 or 1.2. below is applied for
(c) High level or low level is continued for 1.6 5 seconds continuously.
seconds continuously.

1.1. IVS signal 2 (PMC1-2) = closed,

AND
PMC Operation When Fault is Detected:
IVS signal 3 (PMC1-3) = open,
• Corrected value is assumed to be 0.

Fault Recovery Classification: 1.2. IVS signal 2 (PMC1-2) = open,

Fault recovery logic is ignored while the key re- AND
mains ON. The fault will not clear even though the IVS signal 3 (PMC1-3) = closed,
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON. 2. Neither, E054 or E055 are detected,
When the key is turned ON, the action table is AND
immediately executed for the fault. Then, at this
The following; 2.1., 2.2., or 2.3. is continued for 5
point, fault recovery is checked. If the recovery
seconds.
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually 2.1. APS signal input voltage (PMC1-1) is below
within a set time after the key switch is turned ON, 0.69 V,
if recovery as such was found. If not, the fault AND
remains at the state found during the power-up
IVS signal 2 = open, and
checking (the state saved a
IVS signal 3 = closed

Fault Recovery Logic: 2.2. APS signal input voltage is above 0.87 V,
AND
The fault is detected 1.6 seconds after power is turned
on. Input other than 2.2.1 or 2.2.2
T/M controller machine selection =D (530M), 2.2.1. IVS signal 2 = closed, and
AND IVS signal 3 = open
All of (a), (b), and (c) in the fault detecting logic are not 2.2.2. IVS signal 2 = open, and
established. IVS signal 3 = closed

D23-28 PMC Controller 6/99 D23001

 2.3. APS signal input voltage is below 0.446 V, Fault Recovery Logic:
AND T/M Controller machine selection set to 5, 7, B, or E,
Input other than 2.3.1 or 2.3.2 OR
2.3.1. IVS signal 2 = closed, and T/M controller machine selection =D (530M),
IVS signal 3 = open AND
2.3.2. IVS signal 2 = open, and Either of the following (1) or (2) is established:
IVS signal 3 = closed

1. Either E054 or E055 is detected,

PMC Operation When Fault is Detected: AND
1. When E054 or E055 is detected: Input of 1.1 or 1.2 is applied for 5 seconds con-
tinuously.
• The previous throttle command is maintained for
5 seconds while logic detection is in process. 1.1. IVS signal 2 = closed and
IVS signal 3 = open
• After 5 seconds, and the fault is confirmed, throttle
1.2. IVS signal 2 = open and
output is set to low-speed.
IVS signal 3 = closed
2. When neither E054 or E055 are detected:
• Throttle command is output according to accelera-
2. Neither E054 or E055 are detected,
tor sensor input.
AND
Fault Recovery Classification: The following; 2.1 or 2.2 is continued for 5 sec-
Fault recovery logic is ignored while the key re- onds:
mains ON. The fault will not clear even though the 2.1. APS signal input voltage is below 0.69 V,
recovery logic is met. Recovery requires clearing AND
through initial power-up when the key switch is
turned ON. IVS signal 2 = closed and
IVS signal 3 = open
When the key is turned ON, the action table is
2-2. APS signal input voltage is above 0.87 V,
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery AND
logic is met, then the recovery logic is activated. IVS signal 2 = open and
The new state of the fault is assigned, usually IVS signal 3 = closed
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved a

D23001 6/99 PMC Controller D23-29

E036: Fault Recovery Logic:
ALTERNATE TORQUE SIGNAL LOST
T/M controller machine selection =D (530M),
Fault Detecting Logic: AND
Transmission Controller machine selection =D Both (1) and (2) below are established:
(530M), 1. 0.5 seconds after the power is turned on again,
AND ALT. TORQUE SIGNAL output is turned OFF
Either following (1) or (2) is established: (open) for 0.5 seconds, and feedback voltage for
checking the ALT. TORQUE SIGNAL output is
1. ALT. TORQUE SIGNAL (CN3-4) output is OFF kept above 1 volt during this period.
(open),
2. After (1) above, ALT. TORQUE SIGNAL output is
AND
turned ON (closed) for 0.1 second, and feedback
Feedback voltage for checking the ALT. voltage for checking the ALT. TORQUE SIGNAL
TORQUE SIGNAL output is kept below 1 volt output is kept below 1 volt during that period.
for 1 second.
2. ALT. TORQUE SIGNAL output is ON (closed),
AND
Feedback voltage for checking the ALT.
TORQUE SIGNAL output is kept above 1 volt
for 50 milliseconds.

PMC Operation When Fault is Detected:

• ALT. TORQUE SIGNAL output is turned OFF
(open).

Fault Recovery Classification:

Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
When the key is turned ON, the action table is
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved a

D23-30 PMC Controller 6/99 D23001

E037:
ALTERNATE DROOP SIGNAL LOST
Fault Detecting Logic:
T/M controller machine selection =D (530M),
AND
Either of following (1) and (2) is established.
1. ALT. DROOP SIGNAL (PMC3, P-5) output is
turned OFF (open),
AND
Feedback voltage for checking the ALT.
TORQUE SIGNAL output is kept below 1 volt
for 1 second.
2. ALT. DROOP SIGNAL output is turned ON
(closed),
AND
Feedback voltage for checking the ALT.
DROOP SIGNAL output is kept above 1 volt for
50 milliseconds.
PMC Operation When Fault is Detected:
• ALT. DROOP SIGNAL output is turned OFF
(open) and isochronous engine control is not ac-
cepted.
D23001 6/99
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
When the key is turned ON, the action table is
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved a
Fault Recovery Logic:
T/M controller machine selection =D (530M),
AND
Both of following (1) and (2) are established:
1. 0.5 seconds after the power is turned on again,
ALT. DROOP SIGNAL output is turned OFF
(open) for 0.5 seconds, and feedback voltage for
checking the ALT. DROOP SIGNAL output is
above 1 volt during this period.
2. After (1) above, ALT. DROOP SIGNAL output is
turned ON (closed) for 0.1 second, and feedback
voltage for checking the ALT. DROOP SIGNAL
output is kept below 1 volt during that period.
PMC Controller D23-31
E041:
SUSPENSION PRESSURE SENSOR (FR) FAILED
LOW (Wire breakage, ground fault)
Fault Detecting Logic:
One of the PMC DIP switches (DIP switches 11
through 13) to select Cruise control, Auto-retard con-
trol, or ELS is ON,
AND
Input signal of SUS OIL PRESS (FR) (PMC2A, P-7) is
below 1 volt for 5 seconds.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
One of the PMC DIP switches (DIP switches 11
through 13) to select Cruise control, Auto-retard con-
trol, or ELS is ON,
AND
SUS OIL PRESS (FR) input signal is above 1 volt for
5 seconds.
D23-32 PMC Controller
E042 :
SUSPENSION PRESSURE SENSOR (FL) FAILED
LOW (Wire breakage, ground fault)
Fault Detecting Logic:
One of the PMC DIP switches (DIP switches 11
through 13) to select Cruise control, Auto-retard con-
trol, or ELS is ON,
AND
Input signal of SUS OIL PRESS (FL) (PMC2A, P-8) is
below 1 volt for 5 seconds.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
One of the PMC DIP switches (DIP switches 11
through 13) to select Cruise control, Auto-retard con-
trol, or ELS is ON,
AND
SUS OIL PRESS (FL) input signal is above 1 volt for
5 seconds.
6/99 D23001
E043:
SUSPENSION PRESSURE SENSOR (FR) FAILED
HIGH (Hot short)
Fault Detecting Logic:
One of the PMC DIP switches (DIP switches 11
through 13) to select Cruise control, Auto-retard con-
trol, or ELS is ON,
AND
SUS OIL PRESS (FR) input signal (PMC2A, P-7) is
above 4.7 volts for 5 minutes.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
One of the PMC DIP switches (DIP switches 11
through 13) to select Cruise control, Auto-retard con-
trol, or ELS is ON.
AND
SUS OIL PRESS (FR) input signal is below 4.7V for 5
seconds.
D23001 6/99 PMC Controller
E044:
SUSPENSION PRESSURE SENSOR (FL) FAILED
HIGH (Hot short)
Fault Detecting Logic:
One of the PMC DIP switches (DIP switches 11
through 13) to select Cruise control, Auto-retard con-
trol, or ELS is ON,
AND
SUS OIL PRESS (FL) input signal (PMC2A, P-8) is
above 4.7 volts for 5 minutes.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
One of the PMC DIP switches (DIP switches 11
through 13) to select Cruise control, Auto-retard con-
trol, or ELS is ON.
AND
SUS OIL PRESS (FL) input signal is below 4.7V for 5
seconds.
D23-33
E054: E055:
ACCELERATOR SENSOR FAILED LOW ACCELERATOR SENSOR FAILED HIGH

Fault Detecting Logic: Fault Detecting Logic:

Transmission Controller machine selection set to 4 to
7, A to C, or E,
OR
T/M controller machine selection =D (530M),
AND
APS SIGNAL (PMC2A, P-1) input voltage is below 6%
of VPOT (5V) voltage for 1 second.
PMC Operation When Fault is Detected:
Transmission Controller machine selection set to 4 to
7, A to C, or E,
OR
T/M controller machine selection =D (530M),
AND
Either (1) or (2) below is established.
1. APS SIGNAL input voltage is kept above 91% of
VPOT (5V) voltage for 1 second.

• When IVS SIG. 2 is not open 2. APS SIGNAL input voltage is kept at between
17.4 to 91% of VPOT (5V) voltage
AND
AND
• SIG. 3 is not closed, throttle command is low-
speed, low idle. (750 rpm) IVS SIG. 2 is closed and
SIG. 3 is open for 1 second.
• When IVS SIG. 2 is open
AND
• SIG. 3 is closed, throttle command sent from PMC PMC Operation When Fault is Detected:
to Centry is high-speed, low idle. (1400 rpm) • When IVS SIG. 2 is not open
Fault Recovery Classification: AND

Fault recovery logic is ignored while the key re- • SIG. 3 is not closed, the throttle command is
mains ON. The fault will not clear even though the low-speed low idle (750 rpm)
recovery logic is met. Recovery requires clearing • When IVS SIG. 2 is open
through initial power-up when the key switch is AND
turned ON.
• SIG. 3 is closed, throttle command sent from PMC
When the key is turned ON, the action table is to Centry is high-speed low idle. (1400 rpm)
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved at key-off preceding
this cycle of key-on).

Fault Recovery Logic:

Transmission Controller machine selection set to 4 to
7, A to C, or E,
OR
T/M controller machine selection = D (530M),
AND
APS SIGNAL input voltage is kept above 6% of VPOT
(5V) voltage for 1 second.

D23-34 PMC Controller 6/99 D23001

Fault Recovery Classification: E056:
ENGINE SPEED SIGNAL LOST
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the Fault Detecting Logic:
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is Alternator ‘‘R’’ terminal information sent from S-NET is
turned ON. ON,
AND
When the key is turned ON, the action table is
immediately executed for the fault. Then, at this The engine speed signal pulse (CN2-5) is not received
point, fault recovery is checked. If the recovery for 5 seconds.
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON, PMC Operation When Fault is Detected:
if recovery as such was found. If not, the fault
remains at the state found during the power-up • Engine and transmission working history maps
checking (the state saved at key-off preceding are not recorded.
this cycle of key-on).

Fault Recovery Classification:

Fault Recovery Logic: Fault recovery logic is ignored while the key re-
Transmission Controller machine selection set to 4 to mains ON. The fault will not clear even though the
7, A to C, or E, recovery logic is met. Recovery requires clearing
OR through initial power-up when the key switch is
turned ON.
T/M controller machine selection =D (530M),
When the key is turned ON, the action table is
AND
made active prior to attempt for recovery. Fault
APS SIGNAL input voltage is maintained at between recovery is checked at first opportunity for check-
17.4 to 91% of VPOT (5V) voltage, ing from initial key-on. This fault can only be
AND checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
IVS SIG. 2 is open and SIG. 3 is closed for 1 second. ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).

Fault Recovery Logic:

Alternator ‘‘R’’ terminal information sent from S-NET is
ON,
AND
Engine speed signal pulse is received for 5 seconds.

D23001 6/99 PMC Controller D23-35

E057: Fault Recovery Logic:
T/M INPUT SPEED SIGNAL LOST
Shift indicator information sent from S-NET
Fault Detecting Logic: is not N,
AND
Shift indicator information sent from S-NET
is not N, Shift indicator information sent from S-NET
AND is not E,
AND
Shift indicator information sent from S-NET
is not E, The transmission output pulse signal is detected,
AND AND
The transmission output pulse signal (PMC2A, P-3) The transmission input pulse signal is detected,
is detected, AND
AND The above conditions continue for 5 seconds.
The transmission input pulse signal (PMC2A, P-1)
is not detected,
AND
The above conditions continue for 5 seconds.

PMC Operation When Fault is Detected:

• Transmission working history map is suspended.

Fault Recovery Classification:

Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
When the key is turned ON, the action table is
made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for check-
ing from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, the fault remains at the state at which it was
found during the checking (the state saved at the
key-off preceding this cycle of key-on).

D23-36 PMC Controller 6/99 D23001

E058: Fault Recovery Classification:
T/M OUTPUT SPEED SIGNAL LOST
Fault recovery logic is ignored while the key re-
Fault Detecting Logic: mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
Either of following (1) and (2) is established. through initial power-up when the key switch is
1. T/M controller machine selection is not D, turned ON.
AND Fault recovery is checked at first opportunity for
checking from initial key switch turn-on. This fault
Shift indicator information sent from S-NET is
can only be checked under certain unique truck
not N,
conditions such as engine running, first moven-
AND ment, first time shifting to F3, etc. If the recovery
Shift indicator information sent from S-NET is logic is met, then the recovery logic is activated.
not E, The new state of the fault is then assigned if
AND recovery as such was found. If not, then the fault
remains at the state at which it was found during
Transmission input speed is above 2000 rpm, the checking (the state saved at the key-off pre-
AND ceding this cycle of key-on).
The transmission output pulse signal is not de-
tected,
AND Fault Recovery Logic:

The above conditions continue for 5 seconds. Shift indicator information sent from S-NET
is not N,
2. T/M controller machine selection is D (530M), AND
AND
Shift indicator information sent from S-NET
Shift indicator information sent from S-NET is is not E,
not N, AND
AND
The transmission output pulse signal is detected,
Shift indicator information sent from S-NET is AND
not E,
AND The transmission input pulse signal is detected,
AND
Transmission input speed is above 1300 rpm,
AND The above conditions continue for 5 seconds.

The transmission output pulse signal is not de-

tected,
AND
The above conditions continue for 5 seconds.

PMC Operation When Fault is Detected:

• Normal operation

D23001 6/99 PMC Controller D23-37

E0A1:
LOW FRONT BRAKE OIL LEVEL
Fault Detecting Logic:
T/M controller machine selection = 2 to C or E,
AND
PMC dip switch 2-7 = ON,
AND
Alternator ‘‘R’’ terminal information sent from S-NET is
OFF,
AND
Start signal (key switch terminal C) is open (= low
level),
AND
Front brake oil level signal is open (= high level),
AND
The above conditions continue for 2 seconds.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
T/M controller machine selection = 2 to C or E
AND
PMC dip switch 2-7 = ON
AND
Any of the following; (1), (2),or (3) is established.
1. Front brake oil level signal (CN2-24) is closed
(= low level) for 2 seconds
2. Alternator ‘‘R’’ information sent from S-NET is ON
3. Start signal (key switch terminal C) is closed
(= high level)
D23-38
E0A2:
LOW RETARDER COOLING OIL LEVEL
Fault Detecting Logic:
PMC dip switch 2-7 = ON,
AND
Alternator ‘‘R’’ terminal information sent from S-NET is
OFF,
AND
Start signal (key switch terminal C) is open
(= low level),
AND
Retarder cooling oil level signal (PMC2B, P-23) is open
(= high level),
AND
The above conditions continue for 2 seconds.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
PMC dip switch 2-7 = ON
AND
Any of following; (1), (2), or (3) is established.
1. Retarder cooling oil level signal (PMC2A, P-23) is
closed (= low level) for 2 seconds
2. Alternator ‘‘R’’ information sent from S-NET is ON
3. Start signal (key switch terminal C) is closed
(= high level)
PMC Controller 6/99 D23001
E0A3: E0A4: CHANGE FRONT BRAKE COOLING
LOW HYDRAULIC OIL LEVEL
FILTER Fault Detecting Logic:
Fault Detecting Logic:
T/M controller machine selection =D (530M),
PMC dip switch 2-7 = ON AND
AND
PMC dip switch 2-7 = ON,
Alternator ‘‘R’’ terminal information sent from S-NET is AND
OFF,
Alternator ‘‘R’’ information sent from S-NET is ON,
AND
AND
Start signal (key switch terminal C) is open
(= low level), Brake cooling oil temperature level sent from S-NET
is 3 or more,
AND
AND
Hydraulic oil level signal (PMC2B, P-22) is open
(= high level), Front brake cooling filter signal (PMC2B, P-17) is open
(= high level),
AND
AND
The above condition continues for 2 seconds.
The above conditions continue for 30 seconds.

PMC Operation When Fault is Detected:

PMC Operation When Fault is Detected:
• Normal operation
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
Fault Recovery Classification: mains ON. The fault will not clear even though the
Fault recovery logic is actively allowed while the recovery logic is met. Recovery requires clearing
key switch remains ON. The fault will be cleared through initial power-up when the key switch is
if the recovery logic is met. turned ON.

Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault recovery is checked at first opportunity for
checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
conditions. If the recovery logic is met, then the
recovery logic is activated. The new state of the
fault is then assigned if recovery as such was
found. If not, the fault remains at the state saved
at the key-off preceding this cycle of key-on.

Fault Recovery Logic:

Fault Recovery Logic:
T/M controller machine selection =D (530M),
PMC dip switch 2-7 = ON, AND
AND
PMC dip switch 2-7 = ON,
Any of following; (1), (2), or (3) is established: AND
1. Hydraulic oil level signal is closed (= low level) for Alternator ‘‘R’’ information sent from S-NET is ON,
2 seconds
AND
2. Alternator ‘‘R’’ information sent from S-NET is ON
Front brake cooling filter signal is closed
3. Start signal (key switch terminal C) is closed (= low level),
(= high level) AND
The above conditions continue for 2 seconds.

D23001 6/99 PMC Controller D23-39

E0A5: Fault Recovery Logic:
CHANGE REAR BRAKE COOLING FILTER (Right)
T/M controller machine selection =D (530M),
AND
Fault Detecting Logic: PMC dip switch 2-7 = ON,
T/M controller machine selection =D (530M), AND
AND Alternator ‘‘R’’ information sent from S-NET is ON,
PMC dip switch 2-7 = ON, AND
AND Rear brake cooling filter R signal is closed
Alternator ‘‘R’’ information sent from S-NET is ON, (= low level),
AND AND
Brake cooling oil temperature level sent from S-NET The above condition continues for 2 seconds.
is 3 or more,
AND
Rear brake cooling filter R signal (CN2-17) is open
(= high level),
AND
The above conditions continue for 30 seconds.

PMC Operation When Fault is Detected:

• Normal operation

Fault Recovery Classification:

Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked at first opportunity for
checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
conditions such as engine running, first moven-
ment, first time shifting to F3, etc. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is then assigned if
recovery as such was found. If not, then the fault
remains at the state at which it was found during
the checking (the state saved at the key-off pre-
ceding this cycle of key-on).

D23-40 PMC Controller 6/99 D23001

E0A6: Fault Recovery Classification:
CHANGE REAR BRAKE COOLING
Fault recovery logic is ignored while the key re-
FILTER (Left)
mains ON. The fault will not clear even though the
Fault Detecting Logic: recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
Either (1) or (2) is established: turned ON.
1. T/M controller machine selection = 2 to C or E, Fault recovery is checked at first opportunity for
AND checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
PMC dip switch 2-7 = ON,
conditions such as engine running, first moven-
AND ment, first time shifting to F3, etc. If the recovery
Alternator ‘‘R’’ terminal information sent from S- logic is met, then the recovery logic is activated.
NET is ON, The new state of the fault is then assigned if
AND recovery as such was found. If not, then the fault
remains at the state at which it was found during
Brake cooling oil temperature level sent from S- the checking (the state saved at the key-off pre-
NET is 2 or more, ceding this cycle of key-on).
AND
Rear brake cooling filter signal (PMC2A, P-18)
is open (= high level), Fault Recovery Logic:
AND PMC dip switch 2-7 = ON,
The above conditions continue for 30 seconds. AND
Alternator ‘‘R’’ information sent from S-NET is ON,
AND
2. T/M controller machine selection =D (530M),
AND Rear brake cooling filter L signal is closed
(= low level),
PMC dip switch 2-7 = ON,
AND
AND
The above conditions continue for 2 seconds.
Alternator ‘‘R’’ terminal information sent from S-
NET is ON,
AND
Brake cooling oil temperature level sent from S-
NET is 3 or more,
AND
Rear brake cooling filter L signal is open
(= high level),
AND
The above conditions continue for 30 seconds.

PMC Operation When Fault is Detected:

• Normal operation

D23001 6/99 PMC Controller D23-41

E0A7: CHANGE FULL FLOW FILTER
Fault Detecting Logic:
T/M controller machine selection = 2 to B,
AND
PMC dip switch 2-7 = ON,
AND
Alternator ‘‘R’’ terminal information sent from S-NET is
ON,
AND
Torque converter oil temperature level sent from S-
NET is 2 or more,
AND
Full flow filter signal is open (= high level),
AND
The above conditions continue for 2 seconds.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked at first opportunity for
checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
conditions. If the recovery logic is met, the recov-
ery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
not, then the fault remains at the state at which it
was found during the checking (the state saved
at the key-off preceding this cycle of key-on).
Fault Recovery Logic:
T/M controller machine selection = 2 to B,
AND
PMC dip switch 2-7 = ON,
AND
Alternator ‘‘R’’ information sent from S-NET is ON,
AND
Full flow filter signal is closed (= low level),
AND
The above conditions continue for 2 seconds.
D23-42 PMC Controller
E0A8: CHANGE HYDRAULIC FILTER
Fault Detecting Logic:
PMC dip switch 2-7 = ON,
AND
Alternator ‘‘R’’ terminal information sent from S-NET is
ON,
AND
Brake cooling oil temperature level sent from S-NET
is 2 or more,
AND
Hydraulic filter signal (CN2-16) is open (= high level),
AND
The above conditions continue for 2 seconds.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked at first opportunity for
checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
conditions such as engine running, first moven-
ment, first time shifting to F3, etc. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is then assigned if
recovery as such was found. If not, then the fault
remains at the state at which it was found during
the checking (the state saved at the key-off pre-
ceding this cycle of key-on).
Fault Recovery Logic:
PMC dip switch 2-7 = ON,
AND
Alternator ‘‘R’’ information sent from S-NET is ON,
AND
Hydraulic filter signal is closed (= low level),
AND
The above conditions continue for 2 seconds.
6/99 D23001
E0A9 : CHANGE BRAKE DISK (FR)
E0b1 : CHANGE BRAKE DISK (FL)
Fault Detecting Logic:
T/M controller machine selection = D (530M),
AND
PMC dip switch 2-7 = ON,
AND
Shift indicator information sent from S-NET is N,
AND
Brake disk wear FR (PMC2A, P-9), FL (PMC2A, P-10)
input voltage is above 2 volts,
AND
The above conditions continue for 5 seconds.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked at first opportunity for
checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
conditions such as engine running, first moven-
ment, first time shifting to F3, etc. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is then assigned if
recovery as such was found. If not, then the fault
remains at the state at which it was found during
the checking (the state saved at the key-off pre-
ceding this cycle of key-on).
Fault Recovery Logic:
T/M controller machine selection =D (530M)
AND
PMC dip switch 2-7 = ON
AND
Shift indicator information sent from S-NET is N
AND
Brake disk wear FR (FL) input voltage is below
2 volts
AND
The above conditions continue for 5 seconds.
D23001 6/99 PMC Controller
E0b2 : CHANGE BRAKE DISK (RR)
E0b3 : CHANGE BRAKE DISK (RL)
Fault Detecting Logic:
PMC dip switch 2-7 = ON,
AND
Shift indicator information sent from S-NET is N,
AND
Brake disk wear RR (PMC2A, P-11) RL (PMC2A,
P-12) input voltage is above 2 volts,
AND
The above conditions continue for 5 seconds.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked at first opportunity for
checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
conditions such as engine running, first moven-
ment, first time shifting to F3, etc. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is then assigned if
recovery as such was found. If not, then the fault
remains at the state at which it was found during
the checking (the state saved at the key-off pre-
ceding this cycle of key-on).
Fault Recovery Logic:
T/M controller machine selection =D (530M),
AND
PMC dip switch 2-7 = ON,
AND
Shift indicator information sent from S-NET is N,
AND
Brake disk wear RR (RL) input voltage is below 2 volts,
AND
The above conditions continue for 5 seconds.
D23-43
E0b4: E0b5:
LOW BATTERY LIQUID LEVEL LOW ENGINE OIL LEVEL

Fault Detecting Logic: Fault Detecting Logic:

PMC dip switch 2-7 = ON, Either (1) or (2) below is established.
AND 1. T/M controller machine selection = 2 to B,
Alternator ‘‘R’’ terminal information sent from S-NET is AND
OFF,
PMC dip switch 2-7 = ON,
AND
AND
Start signal (key switch terminal C) is open
Alternator ‘‘R’’ terminal information sent from S-
(= low level),
NET is OFF,
AND
AND
Battery liquid level (PMC2A, P-13) input voltage is
Start signal (key switch terminal C) is open
below 0.7 volts,
(= low level),
AND
AND
The above conditions continue for 2 seconds.
Engine oil level signal is open
(= high level),
AND
PMC Operation When Fault is Detected:
The above conditions continue for 2 seconds.
• Normal operation

Fault Recovery Classification:

2. T/M controller machine selection = C or E,
Fault recovery logic is actively allowed while the AND
key switch remains ON. The fault will be cleared
if the recovery logic is met. PMC dip switch 2-7 = ON,
AND
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery Alternator ‘‘R’’ terminal information sent from S-
logic is activated. The new state of the fault is NET is OFF,
assigned usually within about 1.6 seconds after AND
key-on occurs, if recovery as such was found. If
Start signal (key switch terminal C) is open
not, the fault remains at the state at which it was
(= low level),
found during the power-up checking.
AND
Engine oil level input voltage is below 0.5 volts,
Fault Recovery Logic: AND
PMC dip switch 2-7 = ON, The above conditions continue for 2 seconds.
AND
Any of the following; (1), (2), or (3) is established.
PMC Operation When Fault is Detected:
1. Battery liquid level input voltage is above 0.7 volts
for 2 seconds • Normal operation

2. Alternator ‘‘R’’ information sent from S-NET is ON

3. Start signal (key switch terminal C) is closed
(= high level)

D23-44 PMC Controller 6/99 D23001

Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
Either (1) or (2) below is established:
1. T/M controller machine selection = 2 to B,
AND
PMC dip switch 2-7 = ON,
AND
Any of the following; (a), (b), or (c) is established:
a. Engine oil level signal is closed
(= low level) for 2 seconds.
b. Alternator ‘‘R’’ terminal information sent from
S-NET is ON
c. Start signal (key switch terminal C) is closed
(= high level)
2. T/M controller machine selection = C or E,
AND
PMC dip switch 2-7 = ON,
AND
Any of the following, (a), (b), or (c) is established:
a. Engine oil level input voltage is above 3.5 volts
for 2 seconds.
b. Alternator ‘‘R’’ terminal information sent from
S-NET is ON
c. Start signal (key switch terminal C) is closed
(= high level)
D23001 6/99 PMC Controller
E0b6:
CHANGE AIR FILTER
Fault Detecting Logic:
T/M controller machine selection = 2 to C or E,
AND
PMC dip switch 2-7 = ON,
AND
Alternator ‘‘R’’ terminal information sent from S-NET is
ON,
AND
Air cleaner signal is open (= high level),
AND
The above conditions continue for 2 seconds.
PMC Operation When Fault is Detected:
• Normal operation
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked at first opportunity for
checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
conditions such as engine running, first moven-
ment, first time shifting to F3, etc. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is then assigned if
recovery as such was found. If not, then the fault
remains at the state at which it was found during
the checking (the state saved at the key-off pre-
ceding this cycle of key-on).
Fault Recovery Logic:
T/M controller machine selection = 2 to C or E,
AND
PMC dip switch 2-7 = ON,
AND
Alternator ‘‘R’’ information sent from S-NET is ON,
AND
Air cleaner signal is close (= low level),
AND
The above conditions continue for 2 seconds.
D23-45
E0FA:
Manual trigger for snapshot
Fault Detecting Logic:
Manual trigger is requested using DAD (Data Aquisi-
tion Device).
PMC Operation When Fault is Detected:
• Snapshot data is logged.
E0C1:
S-NET SIGNAL LOST
PMC Operation When Fault is Detected:
When key switch is turned on again while FLASH is
being written, error code is not sent out from pcb1 or
saved.
Fault Recovery Classification:
Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved at key-off preceding
this cycle of key-on).
Fault Recovery Logic:
Reset when the next normal communication starts.
D23-46 PMC Controller
E0C2:
MACHINE SELECT INFORMATION
FAILURE
Fault Detecting Logic:
Either (1) or (2) below is established.
1. The machine selection information is not received
from T/M controller through S-NET.
2. The machine selection information is received
from T/M controller through S-NET and is un-
authorized.
PMC Operation When Fault is Detected:
• FM throttle signal is fixed to low. (Output is not set
to low idling but stopped).
• Alt. torque signal output is kept turned on. (closed)
• Alt. droop signal output is kept turned off. (open)
• The pulse width of brake command PWM signal
is fixed to 5 to 10%. (Brake apply: 0%).
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
When the power is turned on, the machine selection
information is received from the T/M controller through
S-NET.
6/99 D23001
E0C3:
VEHICLE SPEED INFORMATION
FAILURE
Fault Detecting Logic:
The vehicle speed (tire size) information is not re-
ceived from the monitor panel through S-NET.
PMC Operation When Fault is Detected:
• FM throttle signal is fixed to low. (Output is not set
to low idling but stopped).
• Alt. torque signal output is kept turned on. (closed)
• Alt. droop signal output is kept turned off. (open)
• The pulse width of brake command PWM signal
is fixed to 5 to 10% (Brake apply: 0%).
D23001 6/99 PMC Controller
Fault Recovery Classification:
Fault recovery logic is ignored while the key re-
mains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Fault Recovery Logic:
When the power is turned on, the vehicle speed (tire
size) information is received from the monitor panel
through S-NET.
D23-47
PMC WIRING HARNESS CONNECTORS PMC HARNESS CONNECTOR CIRCUITS
CONNECTOR -- PMC2A
The PMC has five harness connectors including two
Pin No. Function Type
36-pin connectors. If a wiring circuit is broken (open)
1 T/M input speed (+) Pulse input
or the cable assembly has not been wired correctly,
2 T/M input speed (-) Pulse input
the PMC detects an appropriate fault, displays the fault
3 T/M output speed (+) Pulse input
in ‘‘MOM’’, and will not operate.
4 T/M output speed (-) Pulse input
The following Tables list the harness connector pin 5 Engine speed (+) Pulse input
numbers, the signal carried by the circuit, and the type 6 Engine speed (-) Pulse input
of signal for each of the five PMC wiring harnesses. 7 Suspension pressure (RF) Analog input
Figure 23-2 shows the location of each connector on 8 Suspension pressure (LF) Analog input
the PMC and the pin number location. 9 Brake disc wear (RF) Analog input
10 Brake disc wear (LF) Analog input
11 Brake disc wear (RR) Analog input
12 Brake disc wear (LR) Analog input
13 Battery liquid level Analog input
14 Reserved Analog input
15 Reserved Digital input
16 Hydraulic filter restriction Digital input
17 Front brake oil filter Digital input
restriction
18 Rear brake oil filter Digital input
restriction
19 Rear brake oil filter Digital input
restriction
20 Air cleaner restriction Digital input
FIGURE 23-2. PMC CONNECTORS
CONNECTOR -- PMC2B
21 Reserved Digital input
22 Hydraulic oil level Digital input
23 Retarder oil level Digital input
24 Reserved Digital input
25 Maximum speed set switch Digital input
(up)
26 Maximum speed set switch Digital input
PMC HARNESS CONNECTOR CIRCUITS (down)
CONNECTOR -- PMC1
27 Maximum speed set switch Digital input
Pin No. Function Type (loaded)
1 Accelerator pedal Analog input 28 Maximum speed set switch Digital input
(empty)
2 Idle validation 2 Digital input
29 Maximum speed set switch Digital input
3 Idle validation 3 Digital input (set)
4 Potentiometer power source Analog output 30 Cruise control cancel switch Digital input
5 Ground Ground Cruise control set/down
31 Digital input
6 Reserved Digital output switch
7 Reserved Digital output 32 Cruise control resume/up Digital input
switch
8 Reserved Digital output
33 Cruise control system switch Digital input
9 Reserved Digital output Sensor power source
34 (+15V) Analog output
10 Battery ‘‘C’’ terminal Analog input
11 Reserved Analog input 35 Ground Ground
12 Reserved Analog input 36 Connector mismatch Digital input
detection
13 Power source (switched) DC voltage input
14 Power source (Battery DC voltage input
direct)
15 Power source (Battery DC voltage input
direct)
16 Ground Ground
17 Ground Ground

D23-48 PMC Controller 6/99 D23001

 PMC HARNESS CONNECTOR CIRCUITS PMC HARNESS CONNECTOR CIRCUITS
CONNECTOR -- PMC3 CONNECTOR -- PMC4A
Pin No. Function Type Pin No. Function Type

1 Throttle modification from Frequency input 1 CENSE (RS422) Serial output

T/M
2 CENSE (RS422) Serial output
2 Brake command PWM input
3 CENSE (RS422) Serial input
3 Shift wait PWM output
4 CENSE (RS422) Serial input
4 Alternate torque Digital output
5 Ground Ground
5 Alternate droop Digital output
6 ‘‘MOM’’ (RS422) Serial output
6 Throttle Frequency output
7 ‘‘MOM’’ (RS422) Serial output
7 Throttle sensor power (+5V) DC voltage input
8 ‘‘MOM’’ (RS422) Serial input
8 Engine output torque PWM input
9 ‘‘MOM’’ (RS422) Serial input
9 Brake command PWM output
10 Ground Ground
10 Throttle modification PWM input
11 GSP (RS422) Serial output
11 Emergency brake Digital input
12 GSP (RS422) Serial output
12 Reserved Digital input
13 GSP (RS422) Serial input
14 GSP (RS422) Serial input
15 Ground Ground
16 ‘‘DAD’’ (RS232) Serial output
17 ‘‘DAD’’ (RS232) Serial output
18 ‘‘DAD’’ (RS232) Serial input
19 ‘‘DAD’’ (RS232) Serial input
20 Ground Ground
CONNECTOR -- PMC4B
21 PLM (RS232) Serial output
22 PLM (RS232) Serial output
23 PLM (RS232) Serial input
24 PLM (RS232) Serial input
25 Ground Ground
26 WIRELESS (RS232) Serial output
27 WIRELESS (RS232) Serial output
28 WIRELESS (RS232) Serial input
29 WIRELESS (RS232) Serial input
30 Ground Ground
31 TMS (RS232) Serial output
32 TMS (RS232) Serial output
33 TMS (RS232) Serial input
34 TMS (RS232) Serial input
35 Ground Ground
36 Connector mismatch Digital input
detection

D23001 6/99 PMC Controller D23-49

 PMC HARNESS CONNECTOR CIRCUITS
CONNECTOR -- PMC5
Pin No. Function Type
1 S-NET (+) Serial in/output
2 S-NET (+) Serial in/output
3 Ground Ground
4 Reserved (S-NET) Serial in/output
5 Reserved (S-NET) Serial in/output
6 Reserved Ground
7 Reserved (RS485) Serial in/output
8 Reserved (RS485) Serial in/output
9 Ground Ground
10 RCM (RS422) Serial output
11 RCM (RS422) Serial output
12 Reserved (RS422) Serial output
13 Reserved (RS422) Serial output
14 RCM (RS422) Serial input
15 RCM (RS422) Serial input
16 Reserved (RS422) Serial input
17 Reserved (RS422) Serial input
18 Ground Ground
19 Reserved (ISO) Serial in/output
20 Reserved (ISO) Serial output
21 Reserved Ground

D23-50 PMC Controller 6/99 D23001

 TRANSMISSION CONTROLLER (ATC)
ATC CONTROLLER FEATURES

LED DISPLAY
The transmission controller contains two 7 segment
LED’s (2, Figure 24-1). If faults occur, they are dis-
played on the LED’s as follows:
When the controller is powered up, the first set of
codes that will be displayed are the history codes.
After the history codes have been displayed, if
any are present, the active codes are then shown.
In between each active code that is displayed, ‘‘E’’
or ‘‘EC’’ is displayed in the LEDs. The ‘‘E’’ indi-
cates that the oil flowing into the ECMV’s is at
normal operating temperature.
If the indication is ‘‘EC’’ the oil is below normal
operating temperature. The modulation of the FIGURE 24-1. TRANSMISSION CONTROLLER
ECMV’s is different if the oil is cold versus normal 1. Transmission Controller 3. Rotary Switch Plugs
operating temperature. 2. LED Display 4. Harness Connectors
If there are no active codes present, the display will
indicate ‘‘00’’.

ROTARY SWITCH SETTINGS

The transmission controller has two 16-position rotary The transmission controller informs other controllers
switches in its surface. They inform the controller of of the two rotary switches input through S-NET, there-
the truck model the system is installed on and which fore other controllers do not have to have any input for
controller has to be joined in S-NET. machine select information. Table 1. lists the assign-
The Transmission Controller is also informed what ment of each switch.
model the controller is installed on by a four harness
input and can compare these two types of input. If the
two inputs do not agree, the transmission controller Note: When changing the the rotary switch settings,
detects a fault and will not operate properly. turn the key switch off and remove the rubber plugs (3,
Figure 24-1) on the face of the T/M controller. Rotary
switch status is monitored by ‘‘MOM’’ or ‘‘DAD’’. If a
rotary switch is changed, their status must be con-
ROTARY SWITCH SETTINGS firmed with ‘‘MOM’’ or ‘‘DAD’’.
SWITCH FUNCTION
POSITION
NO. SELECTED
1 D Truck Model - 530M
Suspension
PMC
Controller
0 Yes Yes
2 1 No Yes
2 Yes No
3 No No

TABLE 1.

D24001 6/99 Transmission Controller D24-1

Shift Control
The transmission controller receives a shift lever posi-
tion signal, accelerator pedal acceleration signal,
transmission speed signals, and signals from other
switches and sensors, and automatically controls the
shift schedule of the transmission including the torque
converter lock-up clutch to provide the optimum range.
• Fault codes of the self-diagnostic test are dis-
played on a seven-segment LED display on the
face of the controller and will illuminate a flashing
lamp on the instrument panel to indicate a fault
has occurred and has been stored.
• Fault codes are stored in memory and may be
retrieved even after the start switch is turned off.

Range Selector Positions And Automatic Gear

Each clutch in the transmission and lock-up clutch in Shifting Ranges
torque converter are equipped with an electronically
controlled modulation valve, and each clutch is con- The automatic gear shifting ranges for each position
trolled independently. This contributes to the reduction of the Range Selector lever are shown in Table 8.
of shock at each transmission gear change, the pre- Note that when the operator selects ‘‘D’’, the recom-
vention of shift hunting, and improvement of durability mended range for normal operation, the Transmission
of each clutch by controlling the initial engaging pres- Controller will engage 2nd range and automatically
sure, built up ratio, and torque off time for each clutch shift through the 3rd through 7th gear ranges as re-
to match the conditions, the each acceleration, each quired. This will result in the most economical opera-
shift up and down, of the machine. tion. If the operator selects ‘‘3’’, ‘‘4’’, or ‘‘5’’, the
The Transmission Shift Controller provides control of transmission will initially select 1st range and then
the transmission based on various inputs from truck upshift only as far as the range selected. These posi-
controls and systems. It provides the following func- tions provide more effective retarding on grades.
tions and features: The Shift Limiter switch, located on the center console
Normal (Power) Mode: in the cab can be used to limit the shift ranges in the
In the normal mode, an acceleration sensing shift ‘‘D’’ and ‘‘L’’ shift lever positions.
point function changes the shift-up point accord-
ing to the acceleration of the truck when the
accelerator is fully depressed.
Braking Mode: Selector Shift Speed Range
In the braking mode, (when the retarder is ap- Position Limiter R N 1 2 3 4 5 6 7
plied) the gear shift point is raised and the speed OFF •
of the retarder cooling pump is increased to in- R
ON •
crease the cooling effect on the retarder. At the
same time, it also improves the effect of using the OFF •
N
engine as a brake. ON •
OFF *
Lock-up and Engine Overspeed: D
It drives and controls the torque converter lock-up ON *
ECMV and engine overspeed prevention control OFF
circuit. 5
ON
Transmission Speeds Monitoring: OFF
Speed sensors are installed at three places (on 4
ON
the transmission input shaft, intermediate shaft,
and output shaft). These sensors are used to OFF
3
detect if a transmission clutch is slipping, and also ON
act to protect the transmission when there is OFF
some abnormality in the hydraulic system. L
ON •
Self Diagnostics: *Initial range when switch F1 is activated.
A self-diagnostic function monitors both the input
and output systems.
TABLE 2. SHIFT RANGE/SHIFT LEVER
POSITIONS

D24-2 Transmission Controller 6/99 D24001

If the operator has selected the ‘‘D’’ range, the shift
limiter switch, when turned On, will prevent the trans-
mission from shifting into 7th range to limit top speed.
The shift limiter switch can also be used to hold the
transmission in 1st range when the operator has se-
lected the ‘‘L’’ position on the shift lever.
Automatic Gear Shifting
The automatic shift-up/shift-down points, torque con-
verter lock-up ON/OFF points and auto brake ON/OFF
points are shown in Figure 24-2 below.

In addition to the shift limit switch, there is an ‘‘F1

switch’’. If this switch is activated, the transmission will
always start in F1 even though the shift lever is in the
Drive position. This switch is used for inhibition of
driving under torque converter range, for example,
torque converter lock-up clutch OFF if in F2 and avail-
able for prevention of torque converter overheat.

Transmission Operation Modes

Transmission upshifts or downshifts are determined by
two types of ‘‘shift maps’’ programmed into the Trans-
mission Controller. The table below shows the condi-
tions that must be satisfied for the Transmission
Controller to select either the braking mode or the
normal mode.

MODE CONDITIONS

When either of the following conditions

Braking are satisfied:
Mode 1. Rear brake signal ON (service brake,
retarder, or emergency brake applied) FIGURE 24-2. GEAR SHIFTING DIAGRAM
2. Accelerator pedal released.
Normal
All other conditions NOTE:
Mode
In normal mode, the shift-up point from F5 to F6
TABLE 3. OPERATION MODES is 1960 rpm.
In normal mode, the shift-down point from F6 to
Braking Mode: F5, is 1300 rpm and from F4 to F3 is 1390 rpm.
In the braking mode of operation, the shift-down point Lock-up:
and shift-up point are both raised, and the engine rpm Lock-up is not actuated in reverse.
speed is increased to provide additional oil flow for When coasting and decelerating (accelerator
retarder cooling, and to increase the effect of using the pedal released, and brake not applied), the lock-
engine as a brake. up clutch is kept ON under F4 and higher gear
positions.
Normal Mode:
The power mode is programmed to provide maximum
performance by using the trucks’ power to its utmost
limit by optimizing the shift points according to the rate
of acceleration determined by the load, grade etc.
These variable performance features improve fuel
economy, reduce noise and reduce shift shock to
improve transmission and driveline component life.

D24001 6/99 Transmission Controller D24-3

Automatic Shifting Sequence Conditions: Range Selector position: 5, 4,
3, or L
Shifting UP in power mode
Conditions: Range Selector position: D
Shifting UP in normal mode
1. These positions give an automatic shift range from
F1 to F5 (F4, F3, or F2). The method for automatic
1. If the Range Selector lever is placed in the ‘‘D’’ shifting is the same as when the shift lever is at
position, the transmission will enter F2, torque the D position.
converter range. If the F1 start switch is turned
on, the gear position is changed to F1 instead of
F2. Conditions: Range Selector position: R
2. When the throttle pedal is depressed, the engine
speed will rise. When the transmission input shaft
1. This is the position for traveling in reverse.
speed reaches 1400 rpm, the lock-up clutch is
The lockup is not actuated.
engaged and the torque converter range changes
The safety functions when traveling in reverse
to direct drive range.
include the FORWARD/REVERSE inhibit and
3. When the input shaft rpm increases to 1950 rpm, REVERSE safety. If the operation is not correct,
the transmission is shifted up to F3. At the shift-up the transmission is held in neutral.
point, the lockup clutch is automatically disen-
gaged momentarily to reduce shock during the
gear change. Conditions: Range Selector position: N
4. Immediately after shift up, the engine speed
drops, but if the load is small, the engine speed
1. This is the neutral position. Only the middle clutch
rises again. The situation in step 2. is repeated
in the transmission is actuated.
and the transmission is shifted up sequentially
from F4 to F7.

Conditions: Range Selector position: D

Shifting DOWN in normal mode
1. When the load is increased and the engine speed
drops below 1310 rpm, the transmission is shifted
down one gear. (For example, when traveling in
F6, the transmission will shift down to F5)
2. If the load increases further, the transmission
shifts down sequentially to F2. If the input shaft
speed drops to 1000 rpm when the transmission
is in F2, the torque converter lockup clutch is
disengaged and the transmission changes to
torque converter drive.
Gearshifting time lag
A time lag is incorporated to prevent excessive speed
changes in the transmission during automatic gear
changes. This time lag prevents a misoperation of the
Controller caused by excessive rotating speed change
at shift change.
The length of the gearshifting time lag is controlled by
the individual Electronically Controlled Modulation
System, which controls each gearshifting pattern.

NOTE: The above explanation gives a general outline

of gear shifting. However, the set speed and actuation
may differ according to the travel conditions.

D24-4 Transmission Controller 6/99 D24001

Safety Functions
Down-shift inhibitor function:
• When the gear shift lever is operated during
travel from D to 5 - L, from 5 to 3 - L, from 4 to
L, or from 3 to L:
For example, when traveling at position D (F7), and
the shift lever is moved to position 5, the transmission
is not shifted directly from F7 to F5. It is shifted down
F7 - F6 - F5 sequentially according to the engine
speed. The engine overspeed prevention circuit pre-
vents the transmission from shifting down two gears at
a time if the operator shifts down too far.
Neutral safety function:
• If the shift lever is in any position other than N,
this circuit prevents the engine from starting
when the key switch is turned to the START
position.
The neutral safety circuit prevents the truck from mov-
ing when the engine is started.
Both of these inhibitors are effective in improving the
life of the transmission. The number of abnormal uses
are logged in the Transmission Controller and can be
shown with ‘‘MOM’’ or ‘‘DAD’’.
Engine overrun protection:
• When the engine speed exceeds 2350 rpm, the
transmission controller automatically sends a
brake command to the RCM through the PMC,
applying the brakes. The brakes will remain ap-
plied until the engine speed drops to 2000 rpm or
less.
Maximum shift inhibitor:
• Normally the maximum transmission gear is F7.
With the use of ‘‘MOM’’ or ‘‘DAD’’ the maximum
gear can be selected anywhere between F4 and
F7.

Body-up shift inhibitor:

Abnormal use inhibitor:
• Normally there is no inhibit in a forward range
• If the shift lever is changed from Neutral to Drive
when the body is up. Using ‘‘MOM’’ or ‘‘DAD’’ this
or from Neutral to Reverse while the engine speed
inhibit can be selected between F1, F2, F3, and
is over 1500 rpm, the Transmission Controller will
F7.
keep the transmission in neutral and reduce en-
gine speed. The Controller sends a throttle modi-
fication signal to the PMC, even if the throttle is
Body-up reverse interlock:
depressed to the floor. The appropriate clutches
will then be engaged, once it has been confirmed • The Transmission Controller will not allow the
that the engine speed is 1500 rpm or less. If the truck to shift into reverse when the dump body is
Reverse position is selected, the threshold speed up. This feature prevents the truck from inadver-
is 1400 rpm. tently reversing when the body is raised. The
feature can be turned on or off by the ‘‘MOM’’ or
Directional shift inhibitor:
‘‘DAD’’.
• When the shift lever is changed quickly from Drive
to Reverse or Reverse to Drive and the vehicle
speed is over approximately 4 km/h (2.5 mph) or
if the engine speed is over 1500 rpm, the Trans-
mission Controller keeps the transmission in neu-
tral. At the same time, vehicle speed is reduced
by a brake command signal to the RCM (Retard
Control Monitor), and engine speed is reduced by
a throttle modification signal to the PMC. After
confirming that vehicle speed and engine speed
have been reduced to a safe level the appropriate
clutches will be engaged. If the Reverse position
is selected, the threshold speed is 1400 rpm.

D24001 6/99 Transmission Controller D24-5

 TROUBLESHOOTING -- ATC
GENERAL TROUBLESHOOTING PROCEDURES
The following pages list fault codes and troubleshoot-
ing procedures for diagnosing Automatic Transmis-
sion Controller (ATC) problems.
Before troubleshooting a problem, be certain all
If a fault occurs, the technician can trace the problem harness connectors are installed and properly in-
using the Electronic Display Panel (EDP), the MOM serted.
‘‘Fault Condition’’ screens, and the LED displays on the Always connect any disconnected connectors be-
Transmission Controller. fore proceeding to the next step.
The Fault Code Tables (see ‘‘Powertrain Management
Control System’’), provide additional information re-
garding the fault when the fault codes are determined.
Specific troubleshooting procedures are listed on the
following pages for most of the fault codes listed in the
tables.
Harness connector charts at the end of this section list
the pin number, circuit function, and signal type for
each connector. Refer to Figure 24-5 for the location
of each connector on the controller housing. This
information should be used in conjunction with the
electrical schematics in Section R.

D24-6 Transmission Controller 6/99 D24001

 ATC FAULT CODE TROUBLESHOOTING
b001 : BATTERY VOLTAGE LOW b006 : T/M CUT RELAY FAILURE
Check whether the voltage level between the starter Turn key off and replace the T/M cut relay.
switch ‘‘BR’’ terminal and chassis is 20 V or more.
Check whether T/M controller still detects b006.
Yes. Check harness.
Yes. Turn key off and disconnect ATC1 and
No. Check alternator. ATC2A from T/M controller.
Check whether the resistance between
b002 : SOLENOID VOLTAGE FAILURE ATC1, P-9 and ATC2, P-1, and ATC1, P-
9 and ATC2, P-12 is between 100 and
Turn key on and check whether voltage level between
500Ω.
ATC2, P-12 and ATC2, P-21 is between 20 and 30 V.
Yes. Change T/M controller.
Yes. Turn key off, return to the first step, and No. Check harness.
check again. If the result is the same as
No. The fault is recovered.
before, change T/M controller.
No. Check harness.
b007 : BATTERY VOLTAGE LOW (12 V)
b003 : NEUTRAL SAFETY ON
Turn key off and disconnect ATC2 from T/M controller.
Check whether shift lever position is Neutral.
Check whether the resistance between ATC2, P-14
Yes. Turn key on check whether voltage level (harness side) and chassis is 1 Megohm or more.
between ATC5B, P-23 and chassis is 1 V
Yes. Connect ATC2, and turn key on. Check
or less.
whether T/M controller still detects b007.
Yes. Change T/M controller.
Yes. Turn key off, return to the first step, and
No. Check harness. check again. If the result is the same as
before, change T/M controller.
No. Change shift lever to Neutral position.
No The fault is recovered.
No Disconnect connector at transmission
range selector lever. Check whether resis-
tance above returns to normal.
b005 : CLUTCH ENGAGED DOUBLE
Yes Change transmission range selector.
Check whether T/M controller also still detects b03x
(x = 1 through 9). No Check harness.

Yes. Carry out the b03x troubleshooting.

No. Change T/M controller.

D24001 6/99 Transmission Controller D24-7

b010 : ENGINE SPEED SIGNAL LOST or b012 : T/M MIDDLE SHAFT SPEED SIGNAL LOST
b060 : ENGINE SPEED SENSOR FAILURE or
b062 : T/M MIDDLE SHAFT SPEED SENSOR FAIL-
Turn key off and disconnect ATC3A from T/M control-
URE
ler. Check whether the resistance between ATC3A,
P-13 (harness side) and P-16 (harness side) is be- Turn key off and disconnect ATC3A from T/M control-
tween 500 and 1000Ω . ler.
Yes. Connect ATC3A to T/M controller and Check whether the resistance between ATC3A, P-12
start engine. Check whether T/M control- (harness side) and P-16 (harness side) is between 500
ler still detects the same fault with engine and 1000Ω.
running.
Yes. Connect ATC3A to T/M controller and
Yes. Turn key off, return to the first step, and start engine. Check whether T/M control-
check again. If the result is the same as ler still detects the same fault with truck
before, change T/M controller. running.
No. The fault is recovered. Yes. Turn key off, return to the first step, and
check again. If the result is the same as
No. Disconnect the connector near sensor.
before, change T/M controller.
Check whether the resistance between
signal line of sensor (sensor side) and No. The fault is recovered.
ground line of sensor (sensor side) is be-
No. Disconnect the connector near sensor.
tween 500 and 1000Ω .
Check whether the resistance between
Yes. Check harness. signal line of sensor (sensor side) and
ground line of sensor (sensor side) is be-
No. Change speed sensor.
tween 500 and 1000Ω .
b011 : T/M INPUT SPEED SIGNAL LOST or Yes. Check harness.
b061 : T/M INPUT SPEED SENSOR FAILURE No. Change speed sensor.
1. Check whether PMC also detects E057 fault.
Yes. Perform E057 (PMC) troubleshooting.
No. Turn key off and disconnect ATC3A from
T/M controller. Check whether the resis-
tance between ATC3A, P-2 (harness
side) and P-16 (harness side) is between
500 and 1000Ω .
Yes. Connect ATC3A to T/M controller and
start engine. Check whether T/M control-
ler still detects the same fault with truck
running.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
No. Disconnect the connector near sensor.
Check whether the resistance between
signal line of sensor (sensor side) and
ground line of sensor (sensor side) is be-
tween 500 and 1000Ω .
Yes. Check harness.
No. Change speed sensor.

D24-8 Transmission Controller 6/99 D24001

b013 : T/M OUTPUT SPEED SIGNAL LOST or
b063 : T/M OUTPUT SPEED SENSOR FAILURE
Check whether PMC also detects E058 fault.
Yes. Perform E058 (PMC) troubleshooting.
No. Turn key off and disconnect ATC3A from
T/M controller. Check whether the resis-
tance between ATC3A, P-3 (harness
side) and P-16 (harness side) is between
500 and 1000Ω .
Yes. Connect ATC3A to T/M controller and
start engine. Check whether T/M control-
ler still detects the same fault with truck
running.
Yes. Turn key off, return to the first step, and
check again. If result is the same as
before, change T/M controller.
No. The fault is recovered.
No. Disconnect the connector near sensor.
Check whether the resistance between
signal line of sensor (sensor side) and
ground line of sensor (sensor side) is be-
tween 500 and 1000Ω .
Yes. Check harness.
No. Change speed sensor.
b015 : LEVER SIGNAL FAILURE TYPE A
Turn key off, disconnect ATC5B from T/M controller,
and turn key on.
Check whether the resistance between each pin is as
follows:
ATC5B, P-23 and chassis is 1Ω or less with shift
lever @ N.
ATC5B, P-24 and chassis is 1Ω or less with shift
lever @ D.
ATC5B, P-25 and chassis is 1Ω or less with shift
lever @ 5.
ATC5B, P-26 and chassis is 1Ω or less with shift
lever @ 4.
ATC5B, P-27 and chassis is 1Ω or less with shift
lever @ 3.
ATC5B, P-28 and chassis is 1Ω or less with shift
lever @ L.
ATC5B, P-22 and chassis is 1Ω or less with shift
lever @ R.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. Check harness for the circuit that does
not agree with above.

b014 : MACHINE SELECT SIGNAL FAILURE

Turn key on and check whether the voltage level of
each pin is as follows:
ATC5B, P-30 and chassis is 1V or less.
ATC5B, P-31 and chassis is 1V or less.
ATC5B, P-32 and chassis is 15V or more.
ATC5B, P-33 and chassis is 1V or less.
Yes. Turn key on and check whether T/M con-
troller still detects b014.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
No. Check harness.

D24001 6/99 Transmission Controller D24-9

b016 : LEVER SIGNAL FAILURE TYPE B
Check whether T/M controller also detects fault code
b007.
Yes. Perform the b007 code troubleshooting
for the T/M controller.
No. Turn key on and verify the voltage level
of the pins, under the conditions listed in
the table below are correct:
SHIFT ATC5B, Range Range NOT
POSITION Pin # Selected Selected
N 23
R 22
D 24 15 volts or FIGURE 24-3. ACCELERATOR VOLTAGE OUTPUT
1 volt or less more
5 25
4 26
3 27 No. Turn key off and disconnect the con-
L 28 nector near sensor. Verify the resis-
tance between power source line
Yes. Turn key off and on again. (sensor side) and ground line (sen-
Check whether T/M controller still de- sor side) of sensor is between 4.6
tects b016. and 5.4kΩ.
Yes. Turn key off, return to the first step, and Yes. Verify the relation between the re-
check again. If the result is the same as sistance between the signal line
before, change T/M controller. (sensor side) of sensor and ground
line (sensor side) of sensor, and ac-
No. The fault is recovered.
celerator pedal travel is as shown
No. Check harness. in Figure 24-4.
Yes. Check harness.
b017 : ACCELERATOR SENSOR FAILURE
No. Change accelerator sensor.
Turn key on and check whether the voltage level
between ATC3B, P-31 and ATC3A, P-16 is between No. Change accelerator.
4.6 and 5.4 V. No. Check harness.
Yes. Verify the relation between the voltage
level (between ATC3B, P-31 and ATC3A,
P-16) and accelerator pedal travel is as
shown in Figure 24-3.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. Verify the voltage level between power
source line and ground line of connector
near sensor is between 4.6 and 5.6V.
Yes. Verify the relation between the voltage
level (between signal line and ground
line of connector near sensor) and ac-
celerator pedal travel is as shown in
Figure 24-3.
Yes. Check harness. FIGURE 24-4. ACCELERATOR RESISTANCE
VALUES

D24-10 Transmission Controller 6/99 D24001

 No. Turn key off and disconnect ATC3A from
T/M controller. Verify the resistance be-
tween P-6 (harness side) and P-16 (har-
ness side) is between 4.6 and 5.4 kΩ,
and the resistance between P-6 (harness
side) and chassis is 1 MΩ or more.
Yes. Return to the first step, and check again.
If the result is the same as before,
change T/M controller.
No. Disconnect the connector near sensor.
Verify the resistance between power
source line (sensor side) and ground
line (sensor side) of sensor is between
4.6 and 5.6kΩ, and the resistance be-
tween power source line (sensor side)
and chassis is 1MΩ or more.
Yes. Check harness.
No. Change accelerator sensor.
b019: ECMV OIL TEMPERATURE SENSOR
FAILURE
Turn key off and disconnect ATC3A and ATC3B from
T/M controller. Verify resistance between ATC3B, P23
(harness side) and ATC3A, P-16 (harness side) is
between 1 and 500 kΩ.
Yes. Turn key off and on again. Check whether
T/M controller still detects b019.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
No. Turn key off and disconnect the connector
near sensor. Verify the resistance be-
tween signal line (sensor side) and
ground line (sensor side) of sensor is be-
tween 1 and 500kΩ.
Yes. Check harness.
No. Change temperature sensor.
D24001 6/99 Transmission Controller
b021 : LOCK-UP CLUTCH FAILURE
Check whether T/M controller also detects b00x, b01x,
b02x, b03x, or b06x.
Yes. Refer to the b010 -- b013 or b060 -- b063
fault code for T/M controller troubleshoot-
ing.
No. Refer to Section ‘‘F’’ and check hydraulic
pressure.
b022 : HIGH CLUTCH FAILURE,
b023 : LOW CLUTCH FAILURE, or
b029 : MIDDLE CLUTCH FAILURE
Check whether T/M controller also detects b00x, b01x,
b02x, b03x, or b06x.
Yes. Refer to the b010 -- b013 or b060 -- b063
fault code for T/M controller troubleshoot-
ing.
No. Refer to Section ‘‘F’’ and check hydraulic
pressure.
b024 : 1ST CLUTCH FAILURE,
b025 : 2ND CLUTCH FAILURE,
b026 : 3RD CLUTCH FAILURE, or
b028 : REVERSE CLUTCH FAILURE
Turn key off and verify the resistance between ATC3A,
P-3 (harness side) and P-14 (harness side), and the
resistance between ATC3A, P-3 (harness side) and
chassis is between 500 and 1000Ω .
Yes. Refer to Section ‘‘F’’ and check hydraulic
pressure.
No. Disconnect the connector near sensor.
Check whether the resistance between
signal line (sensor side) and ground line
(sensor side) of sensor is between 500
and 1000Ω , and the resistance between
signal line (sensor side) of sensor and
chassis is 1MΩ or more.
Yes. Check harness.
No. Change speed sensor.
D24-11
 FILL SWITCH
Resistance (to
Connected Disconnected Ground)
@ Switch
FAULT
CLUTCH ATC5A Pin # Volts Ohms Volts Ohms Ohms
CODE
b031 Lockup 17 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b032 High 12 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b033 Low 10 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b034 1st 13 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b035 2nd 14 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b036 3rd 15 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b038 Reverse 16 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b039 Middle 11 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more

b031 -- b036, b038, b039: b041 -- b046, b048, b049:

CLUTCH ECMV FAILURE 1 CLUTCH ECMV FAILURE 2
1. Turn key ON and measure the voltage level Case 1: Check fill signal.
between the ATC5A pins listed in the chart above
1. Turn key on and measure the voltage level be-
and chassis.
tween the ATC5A pins listed in the chart below
2. Turn key OFF, disconnect ATC5A from T/M con- and chassis.
troller, and measure the resistance between the
2. Turn key off, disconnect ATC5A from T/M control-
pins (harness side) and chassis as listed in the
ler, and measure the resistance between the pins
chart above.
(harness side) and chassis as listed below.
Yes. Refer to Section ‘‘F’’ and check hydraulic
Yes. Check hydraulic pressure.
pressure.
No. Turn key off and disconnect the connector
No. Disconnect the connector near fill switch.
near the fill switch. Verify the resistance
Verify the resistance between the switch
between the disconnected point (switch
pins and chassis is as shown in the Table
side) and chassis are as shown below.
above.
Yes. Change fill switch.
Yes. Check harness.
No. Check harness.
No. Change fill switch.

FILL SWITCH
Resistance (to
Connected Disconnected Ground)
@ Switch
FAULT
CLUTCH ATC5A Pin # Volts Ohms Volts Ohms Ohms
CODE
b041 Lockup 17 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b042 High 12 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b043 Low 10 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b044 1st 13 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b045 2nd 14 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b046 3rd 15 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b048 Reverse 16 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b049 Middle 11 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more

D24-12 Transmission Controller 6/99 D24001

 FILL SWITCH
Resistance
Connected Disconnected
@ Switch
FAULT
CLUTCH ATC5A Pin # Volts Ohms Volts Ohms Ohms
CODE
b051 Lockup 17 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b052 High 12 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b053 Low 10 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b054 1st 13 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b055 2nd 14 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b056 3rd 15 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b058 Reverse 16 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more
b059 Middle 11 1 volt or less 1Ω or less 15 - 25V 1MΩ or more 1MΩ or more

Case 2 : Check transmission input speed signal b071 -- b076, b078, b079:
and H, M, or L clutch. CLUTCH SOLENOID FAILED HIGH
If the T/M controller detects b042, b043, b091 -- b096, b098, b099:
or b049, perform the b022, b023, or b029 CLUTCH SOLENOID FAILED LOW
code troubleshooting.
Turn key off, disconnect ATC2 from T/M controller, and
Case 3 : Check transmission output speed signal verify the resistance between each pin of ATC2 shown
and 1st, 2nd, 3rd, and R clutch. in the chart below (harness side) and the resistance
If the T/M controller detects b044, b045, between the ATC2 pins (harness side) and chassis is
b046, or b048, fault code, perform the as shown below.
b024, b025, b026, and b028 code trou-
bleshooting. RESISTANCE
FAULT ATC2 Pin to
Pin to Pin
CODE Pin # Chassis
b071, 91 10, 20 5 -- 25Ω 1MΩ or more
b051 -- b056, b058, b059: b072, 92 9, 19 5 -- 25Ω 1MΩ or more
CLUTCH ECMV FAILURE 3 b073, 93 7, 17 5 -- 25Ω 1MΩ or more
Perform troubleshooting steps described previously bo74, 94 2, 13 5 -- 25Ω 1MΩ or more
for b041 -- b046, b048, b049 codes. b075, 95 4, 15 5 -- 25Ω 1MΩ or more
Refer to the Table below for the b05xx fault codes and b076, 96 3, 13 5 -- 25Ω 1MΩ or more
corresponding codes listed in the Tables on the pre- b078, 98 5, 15 5 -- 25Ω 1MΩ or more
vious page. b079, 99 8, 18 5 -- 25Ω 1MΩ or more

REFER TO TROUBLESHOOTING Yes. Connect ATC2 and turn key on. Check
FAULT CODE
PROCEDURES FOR THE CODES BELOW whether T/M controller still detects the
b051 b041
same fault.

b052 b042 Yes. Turn key off, return to the first step, and
check again. If the result is the same as
b053 b043
before, change T/M controller.
b054 b044
No. The fault is recovered.
b055 b045
No. Disconnect the connector near solenoid,
b056 b046
measure the resistance between plus line
b058 b048 (solenoid side) and minus line (solenoid
b059 b049 side) of solenoid, and the resistance be-
tween plus line (solenoid side) and minus
line (solenoid side) of solenoid and chas-
sis. Verify resistance agrees with Table.

D24001 6/99 Transmission Controller D24-13

 Yes. Check harness. No. Check harness.
No. Change solenoid. No. Turn key off and set the T/M Controller ro-
tary switch 1 to ‘‘D’’.
b081 : TORQUE CONVERTER INLET PRESSURE
SIGNAL FAILURE or
b083 : TORQUE CONVERTER INLET PRESSURE
b0A2 : T/C OIL TEMPERATURE SENSOR FAILURE
SENSOR FAILURE
Turn key off and disconnect ATC3B from T/M control-
Turn key on and check whether the voltage level
ler. Verify the resistance between ATC3B, P-27 and
between ATC1, P-3 and ATC3A, P-16 is between 20
and 30 V. P-16 is between 1 and 500 kΩ.

Yes. Turn key off, change pressure sensor, Yes. Turn key off and on again. Check whether
and turn key on. Check whether T/M con- T/M controller still detects b0A2.
troller still detects the same fault. Yes. Turn key off, return to the first step, and
Yes. Change T/M controller. check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
No. The fault is recovered.
No. Check harness.
No. Turn key off and disconnect the connector
near sensor. Verify the resistance be-
tween signal line (sensor side) and
b082 : TORQUE CONVERTER OUTLET PRES- ground line (sensor side) of sensor is be-
SURE SIGNAL FAILURE or tween 1 and 500 kΩ.
b084 : TORQUE CONVERTER OUTLET PRES-
Yes. Check harness.
SURE SENSOR FAILURE
No. Change temperature sensor.
Turn key on and verify the voltage level between
ATC1, P-3 and ATC3A, P-16 is between 20 and 30 V.
Yes. Turn key off, change pressure sensor,
and turn key on. Check whether T/M con- b0A3 : FUEL LEVEL SENSOR FAILURE
troller still detects the same fault. Turn key off and disconnect ATC3B from T/M control-
Yes. Change T/M controller. ler. Check whether the resistance between ATC3B,
P-24 (harness side) and chassis is 3Ω or less, or 100Ω
No. The fault is recovered. or more.
No. Check harness. Yes. Disconnect the connector near sensor.
Measure whether the resistance between
signal line (sensor side) of sensor and
b0A1 : MACHINE SELECT FAILURE chassis is 3Ω or less, or 100Ω or more.

Remove the plug on face of T/M controller and check Yes. Change level sensor.
whether rotary switch 1 is set to ‘‘D’’. No. Check harness.
Yes. Turn key on and verify the voltage level of No. Connect ATC3B and turn key on.
each pin is as follows: Check whether T/M controller still detects
ATC5B, P-30 and chassis is 1 V or less. b0A3.

ATC5B, P-31 and chassis is 1 V or less. Yes. Turn key off, return to the first step, and
check again. If the result is the same as
ATC5B, P-32 and chassis is 20 V or more. before, change T/M controller.
ATC5B, P-33 and chassis is 1 V or less. No. The fault is recovered.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.

D24-14 Transmission Controller 6/99 D24001

b0A4 : LEFT REAR BRAKE OIL TEMPERATURE
SENSOR FAILURE
Turn key off and disconnect ATC3A and ATC3B from
T/M controller.
Check whether the resistance between ATC3B, P-26
and ATC3A, P-16 is between 1 and 500 kΩ.
Yes. Turn key off and on again.
Check whether T/M controller still detects
b0A4.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
No. Turn key off and disconnect the connector
near sensor. Verify the resistance be-
tween signal line (sensor side) and
ground line (sensor side) of sensor is be-
tween 1 and 500 kΩ.
Yes. Check harness.
No. Change temperature sensor.
b0b1 : T/M OIL TEMPERATURE SENSOR FAILURE
Turn key off and disconnect ATC3A and ATC3B from
T/M controller.
Check whether the resistance between ATC3B, P-23
and ATC3A, P-16 is between 1 and 500 kΩ.
Yes. Turn key off and on again.
Check whether T/M controller still detects
b0b1.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
No. Turn key off and disconnect the connector
near sensor. Verify the resistance be-
tween signal line (sensor side) and
ground line (sensor side) of sensor is be-
tween 1 and 500 kΩ.
Yes. Check harness.
No. Change temperature sensor.
D24001 6/99 Transmission Controller
b0b4 : RIGHT REAR BRAKE OIL TEMPERATURE
SENSOR FAILURE
Turn key off and disconnect ATC3A and ATC3B from
T/M controller.
Check whether the resistance between ATC3B, P-28
and ATC3A, P-16 is between 1 and 500 kΩ.
Yes. Turn key off and on again.
Check whether T/M controller still detects
b0b4.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
No. Turn key off and disconnect the connec-
tor near sensor. Verify the resistance be-
tween signal line (sensor side) and
ground line (sensor side) of sensor is be-
tween 1 and 500 kΩ.
Yes. Check harness.
No. Change temperature sensor.
b0b5 : FRONT BRAKE OIL TEMPERATURE SEN-
SOR FAILURE
Turn key off and disconnect ATC3A and ATC3B from
T/M controller.
Check whether the resistance between ATC3B, P-30
and ATC3A, P-16 is between 1 and 500 kΩ.
Yes. Turn key off and on again.
Check whether T/M controller still detects
b0b5.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
No. Turn key off and disconnect the connector
near sensor. Verify the resistance be-
tween signal line (sensor side) and
ground line (sensor side) of sensor is be-
tween 1 and 500 kΩ.
Yes. Check harness.
No. Change temperature sensor.
D24-15
b0C1 : CONNECTOR MISMATCH
Verify ATC3A and ATC5A are properly connected.
Yes. Turn key on and verify the voltage levels
on the pins are as follows:
ATC3A, P-1 and chassis is 20 V or more.
ATC5A, P-1 and chassis is 1 V or less.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. Check harness.
b0d2 : TORQUE CONVERTER OIL OVERHEAT
Check whether T/M controller still detects fault code
b0d2 by using the MOM screen (s2231).
Yes. Check whether the torque converter out-
let oil temperature is 120°C (248° F) or
more.
Yes. Start engine, keep low idle speed for a
few minutes to cool oil, and check
whether the torque converter outlet oil
temperature is 120°C (248° F) or more
again.

No. Connect ATC3A and ATC5A to the proper Yes. Check whether T/M controller still de-
connectors. tects b0d2 on MOM screen s2231 again.
Yes. Check hydraulic system.
No. The fault is recovered.
b0C2 : SHIFT WAIT SIGNAL LOST
No. Check whether T/M controller still de-
Turn key on and check whether there is continuity tects fault code b0d2 by using the MOM
between ATC3A, P-4 and PMC connector PMC3, P-3. screen (s2231) again.
Yes. Verify the PWM signal width (high level) Yes. Turn key off and disconnect ATC3A and
is between 15 and 20 %. ATC3B from T/M controller.
Check whether the resistance between
Yes. Turn key off, return to the first step, and
ATC3B, P-27 (harness side) and
check again. If the result is the same as
before, change T/M controller. ATC3A, P-16 (harness side) is 2.25 kΩ
or more.
No. Turn key off, return to the first step, and
check again. If the result is the same as Yes. Return to the first step, and check
before, change PMC. again. If the result is the same as be-
fore, change T/M controller.
No. Check harness
No. Disconnect the connector near sen-
sor. Check whether the resistance
between signal line is 2.25 kΩ or
b0d1 : CHANGE T/M FILTER more.
Check transmission filter for restriction. Yes. Change temperature sensor.
Yes. Change filter. No. Check harness.
No. Turn key on and verify voltage level be- No. Turn key off, return to the first step, and
tween ATC5A, P-6 and chassis is 20 V or check again. If the result is the same as
more. before, change T/M controller.
Yes. Check whether there is the continuity be- No. The fault is recovered.
tween ATC5A, P-6 and filter restriction
switch.
Yes. Change switch.
No. Check harness.
No. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.

D24-16 Transmission Controller 6/99 D24001

b0d3 : ENGINE COOLANT OVERHEAT
The T/M controller does not monitor engine coolant
overheat directly. It logs the occurrence when CENSE
detects L151(HIGH COOLANT TEMP) .
If fault code b0d3 is active on MOM screen s2231, refer
to engine coolant system or Cummins service publica-
tions for troubleshooting.
b0d4 : REAR BRAKE (L) COOLING OIL OVERHEAT
Check whether T/M controller still detects b0d4 on the
MOM screen, s2231.
Yes. Check whether the left rear brake oil tem-
perature is 120°C (248° F) or more.
Yes. Start engine, keep low idle speed for a
few minutes to cool oil, and check
whether the left rear brake oil tempera-
ture is 120°C (248° F) or more again.
Yes. Check whether T/M controller still de-
tects b0d4 on the MOM screen s2231
again.
Yes. Check hydraulic and cooling systems.
No. The fault is recovered.
No. Check whether T/M controller still de-
tects b0d4 on MOM screen s2231 again.
Yes. Turn key off and disconnect ATC3A
and ATC3B from T/M controller.
Check whether the resistance be-
tween ATC3B, P-26 (harness side)
and ATC3A, P-16 (harness side) is
2.25 kΩ or more.
Yes. Return to the first step, and check
again. If the result is the same as
before, change T/M controller.
No. Disconnect the connector near sen-
sor. Check whether the resistance
between signal line (sensor side)
and ground line (sensor side) of
sensor is 2.25 kΩ or more.
Yes. Change temperature sensor.
No. Check harness.
No. Turn key off, return to the first step,
and check again. If the result is the
same as before, change T/M con-
troller.
No. The fault is recovered.
D24001 6/99 Transmission Controller
b0d5 : LARGE LATERAL INCLINATION
Check whether T/M controller still detects b0d5 on
MOM screen s2231 with truck parked on a level sur-
face.
Yes. Turn key off and disconnect ATC5A from
T/M controller. Check whether the resis-
tance between ATC5A, P-5 and chassis
is 1MΩ or more.
Yes. Disconnect the connectors near lateral
inclination switch and body down
switch. Check whether resistance be-
tween both signal lines (switch side)
and chassis is 1 MΩ or more.
Yes. Replace the switch if its resistance is 1
MΩ or more.
No. Check harness.
No. Return to the first step, and check again.
If the result is the same as before,
change T/M controller.
No. The fault is recovered.
b0d7 : BATTERY CHARGE CIRCUIT FAILURE
Turn key on and verify the voltage between ATC3B,
P-21 and chassis is 20 V or more with engine running.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller
No. Check for continuity between ATC3B, P-
21 and alternator terminal ‘‘R’’.
Yes. Replace alternator
No. Check harness
b0d8 : OVERRUN
Check whether T/M controller still detects b0d8 on
‘‘MOM’’ screen s2231 with engine running at proper
speed.
Yes. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
D24-17
b0dA : BATTERY DIRECT VOLTAGE FAILURE b0E2 : LOW STEERING SYSTEM PRESSURE
Turn key on and check whether the voltage level Check whether the steering pressure is too low with
between each pin is as follows: engine running.
ATC1, P-9 and P-1 is 5 V or more. Yes. Refer to Section ‘‘L’’ and check hydraulic
circuit.
ATC1, P-17 and P-1 is 5 V or more.
No. Check whether T/M controller still detects
Yes. Check harness.
b0E2 with engine running.
No. Turn key off, return to the first step, and
Yes. Check whether the voltage level be-
check again. If the result is the same as
tween ATC5B, P-36 and chassis is 20 V
before, change T/M controller.
or more with engine running.
Yes. Turn key off and disconnect ATC5B from
T/M controller.
b0db : SWITCHED VOLTAGE FAILURE Check for continuity between ATC5B,
Turn key on and check whether the voltage level of P-36 and pressure switch.
between each pin is as follows: Yes. Change pressure switch.
ATC1, P-1 and P-9 is 5 V or more. No. Check harness.
ATC1, P-1 and P-17 is 5 V or more. No. Turn key off, return to the first step, and
Yes. Check harness. check again. If the result is the same as
before, change T/M controller.
No. Turn key off, return to the first step, and
check again. If the result is the same as No. The fault is recovered.
before, change T/M controller.

b0E3 : LOW STEERING ACCUMULATOR PRE-

b0E1 : LOW T/M OIL LEVEL CHARGE PRESSURE (1)
Check whether the transmission oil level is too low. Check steering accumulator 1 for low nitrogen pres-
sure.
Yes. Add oil to transmission.
Yes. Charge nitrogen gas or change accumula-
No. Turn key on and check whether the volt- tor.
age level between ATC3A, P-9 and chas-
sis is 4 V or more. No. Turn key on and check whether the volt-
age level between ATC3A, P-19 and
Yes. Check whether there is the continuity be- chassis is 4 V or more.
tween ATC3A, P-9 and level switch.
Yes. Check whether there is the continuity be-
Yes. Change level switch. tween ATC3A, P-19 and pressure
No. Check harness. switch.
No. Turn key off, return to the first step, and Yes. Change pressure switch.
check again. If the result is the same as No. Check harness.
before, change T/M controller.
No. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.

D24-18 Transmission Controller 6/99 D24001

b0E4 : LOW STEERING ACCUMULATOR PRE- b0E7 : LOW REAR BRAKE ACCUMULATOR PRE-
CHARGE PRESSURE (2) CHARGE PRESSURE
Check steering accumulator 2 for low nitrogen pres- Check whether rear brake accumulator nitrogen pres-
sure (See Section ‘‘L’’). sure is too low (See Section ‘‘J’’).
Yes. Charge nitrogen gas or change accumula- Yes. Charge nitrogen gas or change accumula-
tor. tor.
No. Turn key on and check whether the volt- No. Turn key on and check whether the volt-
age level between ATC3A, P-20 and age level between ATC5A, P-7 and chas-
chassis is 4 V or more. sis is 20 V or more.
Yes. Check whether there is the continuity be- Yes. Check whether there is the continuity be-
tween ATC3A, P-20 and pressure tween ATC5A, P-7 and pressure switch.
switch.
Yes. Change pressure switch.
Yes. Change pressure switch.
No. Check harness.
No. Check harness.
No. Turn key off, return to the first step, and
No. Turn key off, return to the first step, and check again. If the result is the same as
check again. If the result is the same as before, change T/M controller.
before, change T/M controller.

b0E6 : LOW FRONT BRAKE ACCUMULATOR PRE-

b0F1 : LOW BRAKE OIL PRESSURE
CHARGE PRESSURE
Check whether the brake pressure is too low with
Check whether the pressure of nitrogen gas in front
engine running.
brake accumulator is too low (See Section ‘‘J’’).
Yes. Check hydraulic circuit (See Section ‘‘J’’).
Yes. Charge nitrogen gas or change accumula-
tor. No. Check whether T/M controller still detects
b0F1 with engine running.
No. Turn key on and check whether the volt-
age level between ATC5A, P-9 and chas- Yes. Check whether the voltage level be-
sis is 20 V or more. tween ATC3A, P-11 and chassis is 20 V
or more with engine running.
Yes. Check whether there is the continuity be-
tween ATC5A, P-9 and pressure switch. Yes. Turn key off and disconnect ATC3A from
T/M controller. Check whether there is
Yes. Change pressure switch.
the continuity between ATC3A, P-11
No. Check harness. and pressure switch.
No. Turn key off, return to the first step, and Yes. Change pressure switch.
check again. If the result is the same as
No. Check harness.
before, change T/M controller.
No. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
Yes. Check hydraulic circuit (See Section ‘‘J’’).

D24001 6/99 Transmission Controller D24-19

b0F2 : FRONT BRAKE COOLING OIL OVERHEAT
Check whether T/M controller still detects b0F2 on
MOM screen s2231.
Yes. Check whether the front brake oil tem-
perature is 120°C (248° F) or more.
Yes. Start engine, keep low idle speed for a
few minutes to cool oil, and check
whether the front brake oil temperature
is 120°C (248° F) or more again.
Yes. Check whether T/M controller still de-
tects b0F2 on MOM screen s2231
again.
Yes. Check hydraulic system (See Sec-
tion ‘‘J’’).
No. The fault is recovered.
No. Check whether T/M controller still de-
tects b0F2 on MOM screen s2231
again.
Yes. Turn key off and disconnect ATC3A
from T/M controller. Check whether
the resistance between ATC3B, P-
30 (harness side) and ATC3A, P-16
(harness side) is 2.25 kΩ or more.
Yes. Return to the first step, and check
again. If the result is the same as
before, change T/M controller.
No. Disconnect the connector near sen-
sor. Check whether the resistance
between signal line (sensor side)
and ground line (sensor side) of
sensor is 2.25 kΩ or more.
Yes. Change temperature sensor.
No. Check harness.
No. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
D24-20 Transmission Controller
b0F3 : REAR BRAKE COOLING OIL OVERHEAT
Check whether T/M controller still detects b0F3 by on
MOM screen s2231.
Yes. Check whether the rear brake oil tempera-
ture is 120°C (248° F) or more.
Yes. Start engine, keep low idle speed for a
few minutes to cool oil, and check
whether the rear brake oil temperature
is 120°C (248° F) or more again.
Yes. Check whether T/M controller still de-
tects b0F3 on MOM screen s2231
again.
Yes. Check hydraulic system (See Section
‘‘J’’).
No. The fault is recovered.
No. Check whether T/M controller still de-
tects b0F3 on MOM screen s2231
again.
Yes. Turn key off and disconnect ATC3A
and ATC3B from T/M controller.
Check whether the resistance be-
tween ATC3B, P-28 (harness side)
and ATC3A, P-16 (harness side) is
2.25 kΩ or more.
Yes. Return to the first step, and check
again. If the result is the same as
before, change T/M controller.
No. Disconnect the connector near sen-
sor. Check whether the resistance
between signal line (sensor side)
and ground line (sensor side) of
sensor is 2.25 kΩ or more.
Yes. Change temperature sensor.
No. Check harness.
No. Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. The fault is recovered.
.
6/99 D24001
b0F4 : HIGH T/M LUBRICANT OIL TEMPERATURE
Check whether T/M controller still detects b0F4 on
MOM screen s2231.
Yes. Check whether the transmission lubricant
oil temperature is 120°C (248° F) or
more.
Yes. Start engine, keep low idle speed for a
few minutes to cool oil, and check
whether the transmission lubricant oil
temperature is 120°C (248° F) or more
again.
Yes. Check whether T/M controller still de-
tects b0F4 by MOM screen of s2231
again.
Yes. Check hydraulic system.
No. The fault is recovered.
No. Check whether T/M controller still de-
tects b0F4 by MOM screen of s2231
again.
Yes. Turn key off and disconnect ATC3A
and ATC3B from T/M controller.
Check whether the resistance be-
tween ATC3B, P-23 (harness side)
and ATC3A, P-16 (harness side) is
2.25 kΩ or more.
Yes. Return to the first step, and check
again. If the result is the same as
before, change T/M controller.
No. Disconnect the connector near sen-
sor. Check whether the resistance
between signal line (sensor side)
and ground line (sensor side) of
sensor is 2.25 kΩ or more.
Yes. Change temperature sensor.
No. Check harness.
No. Turn key off, return to the first step,
and check again. If the result is the
same as before, change T/M control-
ler.
No. The fault is recovered.

D24001 6/99 Transmission Controller D24-21

 ATC FAULT CODE LOGIC DESCRIPTION
b001:
BATTERY VOLTAGE LOW
Fault Detecting Logic:
Engine speed is 500 rpm or more, switched power
source is 19 volts or less, battery supply is 19 volts or
less
AND
The above conditions continue for 0.2 seconds.
ATC Operation When Fault is Detected:
• Transmission is shifted to NEUTRAL
Fault Recovery Logic:
Switched power source is 20 volts or more, or battery
supply voltage is 20 volts or more
AND
The above conditions exist for 0.1 seconds.
D24-22 Transmission Controller
b002:
SOLENOID VOLTAGE FAILURE
Fault Detecting Logic:
Engine speed is 500 rpm or more, switched power
supply is 20 volts or more
AND
Either (a) or (b) below occurs:
a. Solenoid 1 power supply is 18 volts or less
b. Solenoid 2 power supply is 18 volts or less
AND
The above conditions remain for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission is shifted to NEUTRAL
• Transmission Cut Relay is turned OFF
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
Solenoid 1 power supply is more than 18 volts,
Solenoid 2 power supply is more than 18 volts
AND
The above conditions exist for 0.5 seconds.
6/99 D24001
b003: b006:
NEUTRAL SAFETY ON TRANSMISSION CUT RELAY FAILURE

Fault Detecting Logic: Fault Detecting Logic:

Fault will occur if operator attempts to start the truck
when the range selector lever is in any position other
than N.
ATC Operation When Fault is Detected:
Transmission remains in NEUTRAL
Fault Recovery Logic:
Fault will be recovered if the range selector is placed
in ‘‘N’’ position.
b005:
CLUTCH ENGAGED DOUBLE
Fault Detecting Logic:
Two or more fill signals received from LOW, MIDDLE,
or HIGH clutch, and condition remains for 0.5 seconds.
OR
Two or more fill signals received from 1st, 2nd, 3rd, or
REV clutch and condition remains for 0.5 seconds.
Protection circuit detects a short to ground
OR
Protection circuit detects an open circuit and condition
exists for 1.0 second.
ATC Operation When Fault is Detected:
• Transmission Cut Relay is turned OFF
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
Protection circuit does not detect a short circuit and
condition exists for 0.5 seconds.
AND
Protection circuit does not detect an open circuit and
condition exists for 0.5 seconds.

ATC Operation When Fault is Detected:

• Transmission is shifted to NEUTRAL
• Transmission Cut Relay is turned OFF

Fault Recovery Logic:

Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:

All fill signals from LOW, MIDDLE, or HIGH clutch are

OFF and condition remains for 0.5 seconds.
AND
Fill signals received from 1st, 2nd, 3rd, or REV clutch
are Off and condition remains for 0.5 seconds.

D24001 6/99 Transmission Controller D24-23

b007
BATTERY VOLTAGE LOW (12V)
Fault Detecting Logic:
Sensor power (12V) is 6 volts or less for 0.1 seconds.
ATC Operation When Fault is Detected:
• All outputs are turned OFF.
• Transmission is shifted to NEUTRAL
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
Sensor power supply must be 10 volts or more for 0.5
seconds.
b010:
ENGINE SPEED SIGNAL LOST
Fault Detecting Logic:
Protection circuit detects disconnection in speed sig-
nal circuit.
ATC Operation When Fault is Detected:
• Transmission holds current range position.
• Remains in NEUTRAL when range selector is
returned to N.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R, or
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
• Protection circuit does not detect disconnection
and condition exists for 1.5 seconds.
D24-24 Transmission Controller
b011:
TRANSMISSION INPUT SPEED SIGNAL LOST
Fault Detecting Logic:
Protection circuit detects disconnection in speed sig-
nal circuit.
ATC Operation When Fault is Detected:
• Transmission holds current range position.
• Remains in NEUTRAL when range selector is
returned to N.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R, or
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
• Protection circuit does not detect disconnection
and condition exists for 1.5 seconds.
B012:
TRANSMISSION MID SPEED SIGNAL LOST
Fault Detecting Logic:
Protection circuit detects disconnection in speed sig-
nal circuit.
ATC Operation When Fault is Detected:
• Transmission holds current range position.
• Remains in NEUTRAL when range selector is
returned to N.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R, or
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
6/99 D24001
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
• Protection circuit does not detect disconnection
and condition exists for 1.5 seconds.
b014:
MACHINE SELECT SIGNAL FAILURE
Note: Fault detection only occurs at truck start-up.
Fault Detecting Logic:
Rotary switch setting agrees with software for truck
model , harness model selection does not agree with
software for truck model, and conditions exist for 0.1
seconds

ATC Operation When Fault is Detected:

B013 • Transmission shifts to NEUTRAL
TRANSMISSION OUTPUT SPEED SIGNAL LOST
• Transmission Cut Relay is turned OFF
Fault Detecting Logic:
Fault Recovery Logic:
Protection circuit detects disconnection in speed sig-
nal circuit. Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
ATC Operation When Fault is Detected: power-up when the key switch is turned ON.
• Transmission holds current range position. The following conditions must exist during restarting
for recovery from the fault:
• Remains in NEUTRAL when range selector is
returned to N. Rotary switch setting agrees with software for truck
model and harness model selection agrees with soft-
‘‘Limp Home’’ Procedure: ware for truck model
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R, or
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.

Fault Recovery Logic:

Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
• Protection circuit does not detect disconnection
and condition exists for 1.5 seconds.

D24001 6/99 Transmission Controller D24-25

b015: b017:
LEVER SIGNAL FAILURE A ACCEL SENSOR FAILURE

Fault Detecting Logic: Fault Detecting Logic:

Two or more lever signals are ON and condition exists Throttle pedal voltage is less than 0.6 volts or throttle
for 3.0 seconds. pedal voltage is more than 4.7 volts
AND
ATC Operation When Fault is Detected:
The conditions exist for 1 second.
• Transmission controlled by highest priority lever
signal as follows: N>D>5>4>3>L.
ATC Operation When Fault is Detected:
• Transmission will shift to NEUTRAL whenever R
• Controls ECMV assuming full throttle.
signal and another signal are received simultane-
ously.
Fault Recovery Logic:
Fault Recovery Logic: Throttle pedal voltage is 0.6 volts or more and 4.7 volts
or less for 0.1 seconds.
Controller receives one signal and signal continues for
0.1 seconds.

b019:
ECMV OIL TEMPERATURE SENSOR FAILURE
b016:
LEVER SIGNAL FAILURE B Fault Detecting Logic:
Fault Detecting Logic: Oil temperature is 150° C (302° F) or more and contin-
ues for 2 seconds.
All lever signals are OFF and condition exists for 3.0
seconds. ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected: Transmission control based on oil temperature signal
received before failure.
• Transmission control continues based on signal
received before it was lost. Fault Recovery Logic:
• Transmission will shift to NEUTRAL when the • During truck operation:
truck is stopped.
Oil temperature is less than 150° C (302° F) for 2
Fault Recovery Logic: seconds.
A lever signal exists and remains for 0.1 seconds. • When key switch is turned OFF and then turned
ON again:
Oil temperature is less than 150° C (302° F) for 0.5
seconds.

D24-26 Transmission Controller 6/99 D24001

b021: Fault Recovery Logic:
LOCKUP CLUTCH FAILURE
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
Fault Detecting Logic:
power-up when the key switch is turned ON. Fault will
Lockup clutch command ON, lockup clutch in sliding, be recovered when truck is restarted.
lockup fill signal is ON
AND
b023:
Conditions exist for 0.5 seconds.
L CLUTCH FAILURE
ATC Operation When Fault is Detected:
Fault Detecting Logic:
• Transmission shifts to NEUTRAL
L clutch command ON, L clutch in sliding, L fill signal
is ON
‘‘Limp Home’’ Procedure:
AND
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R Conditions exist for 0.5 seconds.
OR
ATC Operation When Fault is Detected:
After stopping the truck, set (1st, MID) by shifting
• Transmission shifts to NEUTRAL
the lever from N to D, 5, 4, 3 or L.
‘‘Limp Home’’ Procedure:
Fault Recovery Logic:
After stopping the truck, set (REV, LOW) by shift-
Fault recovery logic is ignored while key switch re-
ing the range selector from N to R
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will OR
be recovered when truck is restarted.
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.

Fault Recovery Logic:

b022: Fault recovery logic is ignored while key switch re-
H CLUTCH FAILURE mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
Fault Detecting Logic: be recovered when truck is restarted.
H clutch command ON, H clutch in sliding, H fill signal
is ON
AND
Conditions exist for 0.5 seconds.

ATC Operation When Fault is Detected:

• Transmission shifts to NEUTRAL

‘‘Limp Home’’ Procedure:

After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.

D24001 6/99 Transmission Controller D24-27

b024: After limp home switch is turned ON, set (1st,
1st CLUTCH FAILURE MID) by shifting the lever from N to D, 5, 4, 3 or
L.
Fault Detecting Logic:
Fault Recovery Logic:
1st clutch command ON, 1st clutch in sliding, OR
transmission output speed sensor failure, and 1st fill Fault recovery logic is ignored while key switch re-
signal is ON mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
AND
be recovered when truck is restarted.
Conditions exist for 0.5 seconds.

ATC Operation When Fault is Detected:

• Transmission shifts to NEUTRAL
b026:
‘‘Limp Home’’ Procedure: 3rd CLUTCH FAILURE

After limp home switch is turned ON, set (REV,
LOW) by shifting the range selector from N to R
OR
After limp home switch is turned ON, set (2nd,
LOW) by shifting the lever from N to D, 5, 4, 3 or
L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b025:
2nd CLUTCH FAILURE
Fault Detecting Logic:
2nd clutch command ON, 2nd clutch in sliding, or
transmission output speed sensor failure and 2nd fill
signal is ON
AND
Conditions exist for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
Fault Detecting Logic:
3rd clutch command ON, 3rd clutch in sliding, or
transmission output speed sensor failure, and 3rd fill
signal is ON
AND
Conditions exist for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
After limp home switch is turned ON, set (REV,
LOW) by shifting the range selector from N to R
OR
After limp home switch is turned ON, set (1st,
MID) by shifting the lever from N to D, 5, 4, 3 or
L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.

‘‘Limp Home’’ Procedure:

After limp home switch is turned ON, set (REV,
LOW) by shifting the range selector from N to R
OR

D24-28 Transmission Controller 6/99 D24001

b028:
R CLUTCH FAILURE
Fault Detecting Logic:
R clutch command ON, R clutch in sliding, or transmis-
sion output speed sensor failure and R fill signal is ON
AND
Conditions exist for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
Cannot shift to REVERSE
After limp home switch is turned ON, set (1st,
MID) by shifting the lever from N to D.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b029:
M CLUTCH FAILURE
Fault Detecting Logic
M clutch command ON, M clutch in sliding, R fill signal
is ON
AND
Conditions exist for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R , or
After stopping the truck, set (2nd, LOW) by shift-
ing the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
D24001 6/99 Transmission Controller
b031:
LOCKUP CLUTCH ECMV FAILURE I
Fault Detecting Logic:
Lockup clutch command = 0, lockup fill signal ON
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R , or
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fill signal = OFF and remains off for 0.5 seconds.
b032:
H CLUTCH ECMV FAILURE I
Fault Detecting Logic:
H clutch command = 0, H fill signal ON
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
‘‘Limp Home’’ Procedure:
Cannot shift to REVERSE
After stopping the truck, set (1st, HIGH) by shift-
ing the lever from N to D, 5, 4, 3, or L .
Fault Recovery Logic:
Fill signal = OFF and remains off for 0.5 seconds.
D24-29
b033: b035:
L CLUTCH ECMV FAILURE I 2nd CLUTCH ECMV FAILURE I

Fault Detecting Logic: Fault Detecting Logic:

L clutch command = 0, L fill signal ON 2nd clutch command = 0, 2nd fill signal ON
AND AND
Conditions exist for 0.8 seconds. Conditions exist for 0.8 seconds.

ATC Operation When Fault is Detected: ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL. • Transmission shifts to NEUTRAL.

‘‘Limp Home’’ Procedure: ‘‘Limp Home’’ Procedure:

After stopping the truck, set (REV, LOW) by shift- Cannot shift to REVERSE
ing the range selector from N to R
After stopping the truck, set (2nd, LOW) by shift-
OR ing the lever from N to D, 5, 4, 3, or L .
After stopping the truck, set (2nd, LOW) by shift-
Fault Recovery Logic:
ing the lever from N to D, 5, 4, 3 or L.
Fill signal = OFF and remains off for 0.5 seconds.
Fault Recovery Logic:
Fill signal = OFF and remains off for 0.5 seconds.

b036:
3rd CLUTCH ECMV FAILURE I
b034:
Fault Detecting Logic:
1st CLUTCH ECMV FAILURE I
3rd clutch command = 0, 3rd fill signal ON
Fault Detecting Logic:
AND
1st clutch command = 0, 1st fill signal ON
Conditions exist for 0.8 seconds.
AND
ATC Operation When Fault is Detected:
Conditions exist for 0.8 seconds.
• Transmission shifts to NEUTRAL.
ATC Operation When Fault is Detected:
‘‘Limp Home’’ Procedure:
• Transmission shifts to NEUTRAL.
Cannot shift to REVERSE
‘‘Limp Home’’ Procedure:
After stopping the truck, set (3rd, LOW) by shifting
Cannot shift to REVERSE the lever from N to D, 5, 4, 3, or L .
After stopping the truck, set (1st, MID) by shifting
Fault Recovery Logic:
the lever from N to D, 5, 4, 3, or L .
Fill signal = OFF and remains off for 0.5 seconds.
Fault Recovery Logic:
Fill signal = OFF and remains off for 0.5 seconds.

D24-30 Transmission Controller 6/99 D24001

b038:
R CLUTCH ECMV FAILURE I
Fault Detecting Logic:
R clutch command = 0, R fill signal ON
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R.
Cannot shift to FORWARD.
Fault Recovery Logic:
Fill signal = OFF and remains off for 0.5 seconds.
b039:
M CLUTCH ECMV FAILURE I
Fault Detecting Logic:
M clutch command = 0, M fill signal ON
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, MID) by shift-
ing the range selector from N to R
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fill signal = OFF and remains off for 0.5 seconds.
D24001 6/99 Transmission Controller
b041:
LOCKUP CLUTCH ECMV FAILURE II
Fault Detecting Logic:
Lockup clutch command ON, lockup clutch in sliding,
lockup fill signal OFF
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b042:
H CLUTCH ECMV FAILURE II
Fault Detecting Logic:
H clutch command ON, H clutch in sliding, H fill signal
OFF
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
D24-31
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b043:
L CLUTCH ECMV FAILURE II
Fault Detecting Logic:
L clutch command ON, L clutch in sliding, L fill signal
OFF
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, MID) by shift-
ing the range selector from N to R
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b044:
1st CLUTCH ECMV FAILURE II
Fault Detecting Logic:
1st clutch command ON, 1st clutch in sliding, 1st fill
signal OFF
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
D24-32 Transmission Controller
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
OR
After stopping the truck, set (2nd, LOW) by shift-
ing the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
b045:
2nd CLUTCH ECMV FAILURE II
Fault Detecting Logic:
2nd clutch command ON, 2nd clutch in sliding, 2nd fill
signal OFF
AND
Conditions exist for 0.8 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
6/99 D24001
b046: b049:
3rd CLUTCH ECMV FAILURE II M CLUTCH ECMV FAILURE II

Fault Detecting Logic: Fault Detecting Logic:

3rd clutch command ON, 3rd clutch in sliding, 3rd fill M clutch command ON, M clutch in sliding, M fill signal
signal OFF OFF.
AND AND
Conditions exist for 0.8 seconds. Conditions exist for 0.8 seconds.

ATC Operation When Fault is Detected: ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL. Transmission shifts to NEUTRAL.

‘‘Limp Home’’ Procedure: ‘‘Limp Home’’ Procedure:

After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
OR
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
OR
After stopping the truck, set (2nd, LOW) by shift-
ing the lever from N to D, 5, 4, 3 or L.

Fault Recovery Logic: Fault Recovery Logic:

Fault recovery logic is ignored while key switch re- Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted. be recovered when truck is restarted.

b048:
R CLUTCH ECMV FAILURE II

Fault Detecting Logic:

R clutch command ON, R clutch in sliding, R fill signal
OFF.
AND
Conditions exist for 0.8 seconds.

ATC Operation When Fault is Detected:

• Transmission shifts to NEUTRAL.

‘‘Limp Home’’ Procedure:

Cannot shift to REVERSE
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.

Fault Recovery Logic:

Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.

D24001 6/99 Transmission Controller D24-33

b051: After stopping the truck, set (1st, HIGH) by shift-
LOCKUP CLUTCH ECMV FAILURE III ing the range selector from N to R

Fault Detecting Logic: Fault Recovery Logic:

Lockup clutch command ON, lockup clutch not in H clutch command ON, H clutch not in sliding, H fill
sliding, lockup fill signal OFF signal ON
AND AND
Conditions exist for 0.8 seconds. Conditions remain for 0.5 seconds.
Fault will be recovered when truck is restarted.
ATC Operation When Fault is Detected:
• Hold current shift range.
• Hold NEUTRAL when range selector is placed in b053:
N. L CLUTCH ECMV FAILURE III

‘‘Limp Home’’ Procedure: Fault Detecting Logic:

After stopping the truck, set (REV, LOW) by shift- L clutch command ON, L clutch not in sliding, L fill
ing the range selector from N to R signal OFF
OR AND
After stopping the truck, set (1st, MID) by shifting Conditions exist for 0.8 seconds.
the lever from N to D, 5, 4, 3 or L.
ATC Operation When Fault is Detected:
Fault Recovery Logic:
• Hold current shift range.
Lockup clutch command ON, lockup clutch not in
sliding, lockup fill signal ON • Hold NEUTRAL when range selector is placed in
N.
AND
Conditions remain for 0.5 seconds. ‘‘Limp Home’’ Procedure:

Fault will be recovered when truck is restarted. After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R or
After stopping the truck, set (2nd, LOW) by shift-
ing the lever from N to D, 5, 4, 3 or L.
b052:
H CLUTCH ECMV FAILURE III
Fault Recovery Logic:
Fault Detecting Logic: L clutch command ON, L clutch not in sliding, L fill
signal ON
H clutch command ON, H clutch not in sliding, H fill
signal OFF AND
AND Conditions remain for 0.5 seconds.
Conditions exist for 0.8 seconds. Fault will be recovered when truck is restarted.

ATC Operation When Fault is Detected:

• Hold current shift range.
• Hold NEUTRAL when range selector is placed in
N.

‘‘Limp Home’’ Procedure:

Cannot shift to REVERSE

D24-34 Transmission Controller 6/99 D24001

b054: b055:
1st CLUTCH ECMV FAILURE III 2nd CLUTCH ECMV FAILURE III

Fault Detecting Logic: Fault Detecting Logic:

1st clutch command ON, 1st clutch not in sliding, 1st 2nd clutch command ON, 2nd clutch not in sliding, 2nd
fill signal OFF fill signal OFF
AND AND
Conditions exist for 0.8 seconds. Conditions exist for 0.8 seconds.

ATC Operation When Fault is Detected: ATC Operation When Fault is Detected:
• Hold current shift range. • Hold current shift range.
• Hold NEUTRAL when range selector is placed in • Hold NEUTRAL when range selector is placed in
N. N.

‘‘Limp Home’’ Procedure: ‘‘Limp Home’’ Procedure:

Cannot shift to REVERSE Cannot shift to REVERSE
After stopping the truck, set (1st, MID) by shifting After stopping the truck, set (2nd, LOW) by shift-
the range selector from N to D, 5, 4, 3 or L. ing the range selector from N to D, 5, 4, 3 or L.

Fault Recovery Logic:

1st clutch command ON, 1st clutch not in sliding, 1st Fault Recovery Logic:
fill signal ON
2nd clutch command ON, 2nd clutch not in sliding, 2nd
AND fill signal ON
Conditions remain for 0.5 seconds. AND
Fault will be recovered when truck is restarted. Conditions remain for 0.5 seconds.
Fault will be recovered when truck is restarted.

b056:
3rd CLUTCH ECMV FAILURE III

Fault Detecting Logic:

3rd clutch command ON, 3rd clutch not in sliding, 3rd
fill signal OFF
AND
Conditions exist for 0.8 seconds.

ATC Operation When Fault is Detected:

• Hold current shift range.
• Hold NEUTRAL when range selector is placed in
N.

‘‘Limp Home’’ Procedure:

Cannot shift to REVERSE

D24001 6/99 Transmission Controller D24-35

 After stopping the truck, set (3rd, LOW) by shifting b059:
the range selector from N to D, 5, 4, 3 or L. M CLUTCH ECMV FAILURE III

Fault Recovery Logic: Fault Detecting Logic:

3rd clutch command ON, 3rd clutch not in sliding, 3rd M clutch command ON, M clutch not in sliding, M fill
fill signal ON signal OFF
AND AND
Conditions remain for 0.5 seconds. Conditions exist for 0.8 seconds.
Fault will be recovered when truck is restarted.
ATC Operation When Fault is Detected:
• Hold current shift range.
• Hold NEUTRAL when range selector is placed in
N.
b058:
R CLUTCH ECMV FAILURE III ‘‘Limp Home’’ Procedure:
Fault Detecting Logic: After stopping the truck, set (REV, MID) by shift-
ing the range selector from N to R
R clutch command ON, R clutch not in sliding, R fill
signal OFF After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
AND
Conditions exist for 0.8 seconds. Fault Recovery Logic:
M clutch command ON, M clutch not in sliding, M fill
ATC Operation When Fault is Detected: signal ON
• Hold current shift range. AND
• Hold NEUTRAL when range selector is placed in Conditions remain for 0.5 seconds.
N.
Fault will be recovered when truck is restarted.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R.
Cannot shift to FORWARD.

Fault Recovery Logic:

R clutch command ON, R clutch not in sliding, R fill
signal ON
AND
Conditions remain for 0.5 seconds.
Fault will be recovered when truck is restarted.

D24-36 Transmission Controller 6/99 D24001

b060: Torque converter inlet pressure is 0.5 kg/cm2 or more,
ENGINE SPEED SENSOR FAILURE
OR
Fault Detecting Logic: Torque converter outlet pressure is 0.5 Kg/cm2 or
more,
Engine speed is less than 100 rpm, torque converter
inlet pressure is 2 kg/cm2 or more, torque converter AND
outlet pressure is 2 Kg/cm2 or more
The above conditions exist for 10 seconds
AND
The above conditions exist for 10 seconds
OR
Engine speed is 650 rpm or more, torque converter b061:
inlet pressure is less than 0.5 kg/cm2, torque converter TRANSMISSION INPUT SPEED SENSOR FAILURE
outlet pressure is less than 0.5 Kg/cm2
Fault Detecting Logic:
AND
Engine speed more than 500 rpm, H/L clutch ON,
The above conditions exist for 10 seconds speed clutch ON, lockup clutch ON

ATC Operation When Fault is Detected: AND

• Hold current shift range. Transmission input speed signal out of range

• Hold NEUTRAL when range selector is placed in AND

N. The above conditions exist for 0.5 seconds.

‘‘Limp Home’’ Procedure: ATC Operation When Fault is Detected:

After stopping the truck, set (REV, LOW) by shift- • Hold current shift range.
ing the range selector from N to R
• Hold NEUTRAL when range selector is placed in
After stopping the truck, set (1st, MID) by shifting N.
the range selector from N to D, 5, 4, 3 or L.
‘‘Limp Home’’ Procedure:
Fault Recovery Logic:
After stopping the truck, set (REV, LOW) by shift-
Fault recovery logic is ignored while key switch re- ing the range selector from N to R
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
The following conditions must be present to allow
recovery when truck is restarted: Fault Recovery Logic:
Engine speed must be less than 100 rpm Fault recovery logic is ignored while key switch re-
AND mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
Torque converter inlet pressure less than 2 kg/cm2, be recovered when truck is restarted.
OR
Torque converter outlet pressure less than 2 Kg/cm2,
AND
The above conditions exist for 0.5 seconds
OR the following conditions must exist:
Engine speed is 650 rpm or more,
AND

D24001 6/99 Transmission Controller D24-37

b062:
TRANSMISSION MIDDLE SPEED SENSOR FAIL-
URE
Fault Detecting Logic:
Engine speed more than 500 rpm, H/L clutch ON,
speed clutch ON, lockup clutch ON
AND
Transmission middle speed signal out of range
AND
The above conditions exist for 0.5 seconds.
ATC Operation When Fault is Detected:
• Hold current shift range.
• Hold NEUTRAL when range selector is placed in
N.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
D24-38 Transmission Controller
b063:
TRANSMISSION OUTPUT SPEED SENSOR FAIL-
URE
Fault Detecting Logic:
Engine speed more than 500 rpm, H/L clutch ON,
speed clutch ON, lockup clutch ON
AND
Transmission output speed signal out of range
AND
The above conditions exist for 0.5 seconds.
ATC Operation When Fault is Detected:
• Hold current shift range.
• Hold NEUTRAL when range selector is placed in
N.
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
6/99 D24001
b071:
LOCKUP CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
The protection circuit does not detect a short to ground
for 0.5 seconds
AND
The protection circuit does not detect a hot short for
0.5 seconds.
b072:
HIGH CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
D24001 6/99 Transmission Controller
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
The protection circuit does not detect a short to ground
for 0.5 seconds
AND
The protection circuit does not detect a hot short for
0.5 seconds.
b073:
LOW CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, MID) by shift-
ing the range selector from N to R
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
The protection circuit does not detect a short to ground
for 0.5 seconds
AND
The protection circuit does not detect a hot short for
0.5 seconds.
D24-39
b074:
1st CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
After stopping the truck, set (2nd, LOW) by shift-
ing the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
The protection circuit does not detect a short to ground
for 0.5 seconds
AND
The protection circuit does not detect a hot short for
0.5 seconds.
b075:
2nd CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
D24-40 Transmission Controller
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
The protection circuit does not detect a short to ground
for 0.5 seconds
AND
The protection circuit does not detect a hot short for
0.5 seconds.
b076:
3rd CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
The protection circuit does not detect a short to ground
for 0.5 seconds
AND
The protection circuit does not detect a hot short for
0.5 seconds.
6/99 D24001
b078:
REVERSE CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
Cannot shift to REVERSE
After stopping the truck, set (1st, MID) by shifting
the range selector from N to D, 5, 4, 3 or L.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
The protection circuit does not detect a short to ground
for 0.5 seconds
AND
The protection circuit does not detect a hot short for
0.5 seconds
b079:
MIDDLE CLUTCH SOLENOID FAILED HIGH
Fault Detecting Logic:
Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.
ATC Operation When Fault is Detected:
• Transmission shifts to NEUTRAL
‘‘Limp Home’’ Procedure:
After stopping the truck, set (REV, LOW) by shift-
ing the range selector from N to R
After stopping the truck, set (2nd, LOW) by shift-
ing the range selector from N to D, 5, 4, 3 or L.
D24001 6/99 Transmission Controller
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
The protection circuit does not detect a short to ground
for 0.5 seconds
AND
The protection circuit does not detect a hot short for
0.5 seconds
b081:
TORQUE CONVERTER INLET PRESSURE SIGNAL
FAILURE
Fault Detecting Logic:
Torque converter inlet pressure sensor output 0.5 volts
or less, or torque converter inlet pressure sensor out-
put 4.5 volts or more.
AND
Either of the above conditions exist for 1 second.
ATC Operation When Fault is Detected:
• No change in operation
Fault Recovery Logic:
The following conditions are required for recovery
during operation:
Torque converter inlet pressure sensor output more
than 0.5 volts, and less than 4.5 volts,
AND
The above condition exists for 2.0 seconds.
The following conditions are required for recovery
when the truck is restarted:
Torque converter inlet pressure sensor output more
than 0.5 volts, and less than 4.5 volts,
AND
The above condition exists for 0.5 seconds.
D24-41
b082:
TORQUE CONVERTER OUTLET PRESSURE SIG-
NAL FAILURE
Fault Detecting Logic:
Torque converter outlet pressure sensor output 0.5
volts or less, or torque converter outlet pressure sen-
sor output 4.5 volts or more.
AND
Either of the above conditions exist for 1 second.
ATC Operation When Fault is Detected:
• No change in operation
Fault Recovery Logic:
The following conditions are required for recovery
during operation:
Torque converter outlet pressure sensor output more
than 0.5 volts, and less than 4.5 volts,
AND
The above condition exists for 2.0 seconds.
The following conditions are required for recovery
when the truck is restarted:
Torque converter outlet pressure sensor output more
than 0.5 volts, and less than 4.5 volts,
AND
The above condition exists for 0.5 seconds.
D24-42 Transmission Controller
b083:
TORQUE CONVERTER INLET PRESSURE SEN-
SOR FAILURE
Fault Detecting Logic:
Engine speed is 650 rpm or more, torque converter
inlet pressure less than 0.5 Kg/cm2 and torque con-
verter outlet pressure is 0.5 Kg/cm2 or more,
AND
The above conditions exist for 10 seconds
OR
Engine speed is less than 100 rpm, torque converter
inlet pressure is 2 Kg/cm2 or more, and torque con-
verter outlet pressure is less than 2 Kg/cm2,
AND
The above conditions exist for 10 seconds
ATC Operation When Fault is Detected:
• No change in operation
Fault Recovery Logic:
Conditions required for recovery during operation:
Engine speed is 650 rpm or more, torque converter
inlet pressure is 0.5 Kg/cm2 or more,
AND
The above conditions exist for 2 seconds
OR
Engine speed is less than 100 rpm, torque converter
inlet pressure is less than 2 Kg/cm2,
AND
The above conditions exist for 2 seconds
The following conditions are required for recovery
when the truck is restarted:
Engine speed is 650 rpm or more, torque converter
inlet pressure is 0.5 Kg/cm2 or more,
AND
The above conditions exist for 0.5 seconds
OR
Engine speed is less than 100 rpm, torque converter
inlet pressure is less than 2 Kg/cm2,
AND
The above conditions exist for 0.5 seconds
6/99 D24001
b084: b091:
TORQUE CONVERTER OUTLET PRESSURE SEN- LOCKUP CLUTCH SOLENOID FAILED LOW
SOR FAILURE
Fault Detecting Logic:
Fault Detecting Logic:
Solenoid output ON and protection circuit detects a
Engine speed is 650 rpm or more, torque converter disconnection,
inlet pressure 0.5 Kg/cm2 or more, and torque con-
AND
verter outlet pressure less than 0.5 Kg/cm2,
The conditions exist for 0.5 seconds
AND
The above conditions exist for 10 seconds ATC Operation When Fault is Detected:
OR • No change in operation
Engine speed is less than 100 rpm, torque converter
Fault Recovery Logic:
inlet pressure is less than 2 Kg/cm2, and torque con-
verter outlet pressure is 2 Kg/cm2 or more, Conditions required for recovery during operation
AND Protection circuit does not detect disconnection for 1.0
second.
The above conditions exist for 10 seconds
Conditions required for recovery when the truck is
ATC Operation When Fault is Detected: restarted:
• No change in operation Protection circuit does not detect disconnection for 0.5
seconds.
Fault Recovery Logic:
Conditions required for recovery during operation:
Engine speed is 650 rpm or more, torque converter b092:
outlet pressure is 0.5 Kg/cm2 or more, H CLUTCH SOLENOID FAILED LOW

AND Fault Detecting Logic:

The above conditions exist for 2 seconds Solenoid output ON and protection circuit detects a
OR disconnection,

Engine speed is less than 100 rpm, torque converter AND

outlet pressure is less than 2 Kg/cm2,
AND
The above conditions exist for 2 seconds
Conditions required for recovery when the truck is
restarted:
Engine speed is 650 rpm or more, torque converter
outlet pressure is 0.5 Kg/cm2 or more,
AND
The above conditions exist for 0.5 seconds
OR
The conditions exist for 0.5 seconds
ATC Operation When Fault is Detected:
• No change in operation
Fault Recovery Logic:
Conditions required for recovery during operation
Protection circuit does not detect disconnection for 1.0
second.
Conditions required for recovery when the truck is
restarted:

Engine speed is less than 100 rpm, torque converter Protection circuit does not detect disconnection for 0.5
outlet pressure is less than 2 Kg/cm2, seconds.

AND
The above conditions exist for 0.5 seconds

D24001 6/99 Transmission Controller D24-43

b093: b095:
L CLUTCH SOLENOID FAILED LOW 2nd CLUTCH SOLENOID FAILED LOW

Fault Detecting Logic: Fault Detecting Logic:

Solenoid output ON and protection circuit detects a Solenoid output ON and protection circuit detects a
disconnection, disconnection,
AND AND
The conditions exist for 0.5 seconds The conditions exist for 0.5 seconds

ATC Operation When Fault is Detected: ATC Operation When Fault is Detected:
• No change in operation • No change in operation

Fault Recovery Logic: Fault Recovery Logic:

Conditions required for recovery during operation
Protection circuit does not detect disconnection for 1.0
second.
Conditions required for recovery when the truck is
restarted:
Protection circuit does not detect disconnection for 0.5
seconds.
Conditions required for recovery during operation
Protection circuit does not detect disconnection for 1.0
second.
Conditions required for recovery when the truck is
restarted:
Protection circuit does not detect disconnection for 0.5
seconds.

b094: b096:
1st CLUTCH SOLENOID FAILED LOW 3rd CLUTCH SOLENOID FAILED LOW

Fault Detecting Logic: Fault Detecting Logic:

Solenoid output ON and protection circuit detects a Solenoid output ON and protection circuit detects a
disconnection, disconnection,
AND AND
The conditions exist for 0.5 seconds The conditions exist for 0.5 seconds

ATC Operation When Fault is Detected: ATC Operation When Fault is Detected:
• No change in operation • No change in operation

Fault Recovery Logic: Fault Recovery Logic:

Conditions required for recovery during operation
Protection circuit does not detect disconnection for 1.0
second.
Conditions required for recovery when the truck is
restarted:
Protection circuit does not detect disconnection for 0.5
seconds.
Conditions required for recovery during operation
Protection circuit does not detect disconnection for 1.0
second.
Conditions required for recovery when the truck is
restarted:
Protection circuit does not detect disconnection for 0.5
seconds.

D24-44 Transmission Controller 6/99 D24001

b098: b0A1:
R CLUTCH SOLENOID FAILED LOW MACHINE SELECT FAILURE
Note: Fault detection only occurs at truck start-up.
Fault Detecting Logic:
Solenoid output ON and protection circuit detects a Fault Detecting Logic:
disconnection,
Rotary switch setting does not agree with software for
AND truck model, and condition exists for 0.1 seconds
The conditions exist for 0.5 seconds
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected: • Transmission shifts to NEUTRAL
• No change in operation • Transmission Cut Relay is turned OFF

Fault Recovery Logic: Fault Recovery Logic:

Conditions required for recovery during operation Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
Protection circuit does not detect disconnection for 1.0
power-up when the key switch is turned ON.
second.
The following conditions must exist during restarting
Conditions required for recovery when the truck is
for recovery from the fault:
restarted:
Rotary switch setting agrees with software for truck
Protection circuit does not detect disconnection for 0.5
model
seconds.
AND
Harness model selection agrees with software for truck
b099: model
M CLUTCH SOLENOID FAILED LOW

Fault Detecting Logic:

b0A2:
Solenoid output ON and protection circuit detects a TORQUE CONVERTER OIL TEMPERATURE SEN-
disconnection, SOR FAILURE
AND
Fault Detecting Logic:
The conditions exist for 0.5 seconds
Oil temperature is 150°C (302°F) or more and condi-
tion exists for 2.0 seconds.
ATC Operation When Fault is Detected:
• No change in operation ATC Operation When Fault is Detected:
• No change in operation
Fault Recovery Logic:
Conditions required for recovery during operation Fault Recovery Logic:
Protection circuit does not detect disconnection for 1.0 Conditions required for recovery during operation
second.
Oil temperature less than 150°C (302°F) for 2 seconds.
Conditions required for recovery when the truck is
restarted: Conditions required for recovery when the truck is
restarted:
Protection circuit does not detect disconnection for 0.5
seconds. Oil temperature less than 150°C (302°F) for 0.1 sec-
onds.

D24001 6/99 Transmission Controller D24-45

b0A3: b0b1:
FUEL LEVEL SENSOR FAILURE TRANSMISSION OIL TEMPERATURE SENSOR
FAILURE
Fault Detecting Logic:
Fault Detecting Logic:
Input voltage 4 volts or more and key switch is not in
the START position Oil temperature is 150°C (302°F) or more and condi-
AND tion exists for 2.0 seconds.

Conditions exist for 2 seconds. ATC Operation When Fault is Detected:

ATC Operation When Fault is Detected: • No change in operation

• No change in operation Fault Recovery Logic:

Fault Recovery Logic: Conditions required for recovery during operation

Conditions required for recovery during operation Oil temperature less than 150°C (302°F) for 2 seconds.

Input voltage less than 4 volts for 2 seconds. Conditions required for recovery when the truck is
restarted:
Conditions required for recovery when the truck is
restarted: Oil temperature less than 150°C (302°F) for 0.1 sec-
onds.
Input voltage less than 4 volts for 0.1 seconds.

b0A4:
REAR BRAKE OIL TEMPERATURE SENSOR FAIL- b0b2:
URE COOLANT TEMPERATURE SENSOR

Fault Detecting Logic: Fault Detecting Logic:

Oil temperature is 150°C (302°F) or more and condi- Input resistance is greater than 170Ω and continues
tion exists for 2.0 seconds. for 2 seconds.

ATC Operation When Fault is Detected: ATC Operation When Fault is Detected:

• No change in operation • No change in operation

Fault Recovery Logic: Fault Recovery Logic:

Conditions required for recovery during operation Conditions required for recovery during operation

Oil temperature less than 150°C (302°F) for 2 seconds. Input resistance is 170Ω or less for 2 seconds.

Conditions required for recovery when the truck is Conditions required for recovery when the truck is
restarted: restarted:

Oil temperature less than 150°C (302°F) for 0.1 sec- Input resistance is 170Ω or less for 0.1 seconds.
onds.

D24-46 Transmission Controller 6/99 D24001

b0b4: b0C1:
RIGHT REAR BRAKE OIL TEMPERATURE SEN- CONNECTOR MISMATCH
SOR FAILURE
Note: Failure detection occurs only when truck is
started.
Fault Detecting Logic:
Oil temperature is 150°C (302°F) or more and condi- Fault Detecting Logic:
tion exists for 2.0 seconds. ATC3A pin 1 is not open or ATC3A pin 1 is not
grounded
ATC Operation When Fault is Detected:
AND
• No change in operation
The condition exists for 0.1 seconds.
Fault Recovery Logic:
ATC Operation When Fault is Detected:
Conditions required for recovery during operation
• Transmission shifts to NEUTRAL
Oil temperature less than 150°C (302°F) for 2 seconds.
• Transmission Cut Relay is turned OFF
Conditions required for recovery when the truck is
restarted: Fault Recovery Logic:
Oil temperature less than 150°C (302°F) for 0.1 sec- Fault recovery logic is ignored while key switch re-
onds. mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
b0b5: recovery when truck is restarted:
FRONT BRAKE OIL TEMPERATURE SENSOR
FAILURE ATC3A pin 1 open or ATC3A pin 1 grounded and the
condition exists for 0.5 seconds.
Fault Detecting Logic:
Oil temperature is 150°C (302°F) or more and condi-
tion exists for 2.0 seconds. b0C3:
BCV FRONT SOLENOID HOT SHORT
ATC Operation When Fault is Detected:
Fault Detecting Logic:
• No change in operation
Protection circuit detects hot short and protection cir-
Fault Recovery Logic: cuit does not detect short circuit

Conditions required for recovery during operation AND

Oil temperature less than 150°C (302°F) for 2 seconds. Condition exists for 0.5 seconds.

Conditions required for recovery when the truck is ATC Operation When Fault is Detected:
restarted:
• No change in operation
Oil temperature less than 150°C (302°F) for 0.1 sec-
onds. Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Protection circuit does not detect hot short and condi-
tion exists for 0.5 seconds

D24001 6/99 Transmission Controller D24-47

b0C4:
BCV REAR SOLENOID HOT SHORT
Fault Detecting Logic:
Protection circuit detects hot short and protection cir-
cuit does not detect short circuit
AND
Condition exists for 0.5 seconds.
ATC Operation When Fault is Detected:
• No change in operation
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Protection circuit does not detect hot short and condi-
tion exists for 0.5 seconds
b0C5:
BCV FRONT SOLENOID DISCONNECT
Fault Detecting Logic:
Protection circuit detects disconnection and protection
circuit does not detect short circuit
AND
Condition exists for 0.5 seconds.
ATC Operation When Fault is Detected:
• No change in operation
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Protection circuit does not detect disconnection and
condition exists for 0.5 seconds
D24-48 Transmission Controller
b0C6:
BCV REAR SOLENOID DISCONNECT
Fault Detecting Logic:
Protection circuit detects disconnection and protection
circuit does not detect short circuit
AND
Condition exists for 0.5 seconds.
ATC Operation When Fault is Detected:
• No change in operation
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Protection circuit does not detect disconnection for 0.5
seconds
b0C7:
BCV FRONT SOLENOID SHORT TO GROUND
Fault Detecting Logic:
Protection circuit detects short to ground.
ATC Operation When Fault is Detected:
• Solenoid output is turned OFF.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Protection circuit does not detect short to ground and
condition exists for 0.5 seconds
6/99 D24001
b0C8: b0d2:
BCV REAR SOLENOID SHORT TO GROUND TORQUE CONVERTER OVERHEAT

Fault Detecting Logic: Fault Detecting Logic:

Protection circuit detects short to ground. Temperature gauge (Electronic Display Panel) goes
into red zone.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected:
• Solenoid output is turned OFF.
• No change in operation
Fault Recovery Logic:
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial Temperature gauge drops down from red zone.
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted: b0d3:
Protection circuit does not detect short to ground and COOLANT TEMPERATURE OVERHEAT
condition exists for 0.5 seconds
Fault Detecting Logic:
Temperature gauge (Electronic Display Panel) goes
into red zone.
b0d1:
CHANGE TRANSMISSION FILTER
ATC Operation When Fault is Detected:
Fault Detecting Logic: • No change in operation
Torque converter outlet temperature 50°C (122°F) or Fault Recovery Logic:
more, and input signal is OPEN (High)
Temperature gauge drops down from red zone.
AND
Conditions exist for 2 seconds.
b0d4:
ATC Operation When Fault is Detected:
LEFT REAR BRAKE OIL TEMPERATURE OVER-
• No change in operation HEAT

Fault Recovery Logic: Fault Detecting Logic:

Conditions required for recovery during operation Temperature gauge (Electronic Display Panel) goes
into red zone.
Input signal not open and condition exists for 2 sec-
onds.
ATC Operation When Fault is Detected:
Conditions required for recovery when the truck is
• No change in operation
restarted:
Input signal not open and condition exists for 0.5 Fault Recovery Logic:
seconds.
Temperature gauge drops down from red zone.

D24001 6/99 Transmission Controller D24-49

b0d5: b0d8:
LARGE LATERAL INCLINATION OVERRUN

Fault Detecting Logic: Fault Detecting Logic:

Input signal is OPEN (High) and condition exists for 1 Transmission input speed more than 2350 rpm.
second.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected:
• No change in operation
• No change in operation
Fault Recovery Logic:
Fault Recovery Logic:
Transmission speed must be 2000 rpm or less.
Conditions required for recovery during operation
Input signal not open and condition exists for 1 second.
Conditions required for recovery when the truck is b0dA:
restarted: BATTERY DIRECT VOLTAGE FAILURE

Input signal not open and condition exists for 0.1 Fault Detecting Logic:
seconds.
Power (switched) - battery direct is 5 volts or more and
condition exists for 2 seconds.

b0d7: ATC Operation When Fault is Detected:

BATTERY CHARGE CIRCUIT FAILURE
• No change in operation
Fault Detecting Logic:
Fault Recovery Logic:
Engine speed is 500 rpm or more and input signal is
Switched power - battery direct is 4 volts or less and
OPEN (Low)
condition exists for 0.1 seconds.
AND
Conditions exist for 2 seconds.
b0db:
ATC Operation When Fault is Detected: SWITCHED VOLTAGE FAILURE
• No change in operation
Fault Detecting Logic:
Fault Recovery Logic: Battery direct - switched power is 5 volts or more and
Conditions required for recovery during operation condition exists for 2 seconds.

Engine speed is 500 rpm or more and Input signal not ATC Operation When Fault is Detected:
open
• No change in operation
AND
Condition exists for 1 second. Fault Recovery Logic:

Conditions required for recovery when the truck is Battery direct power (switched) is 4 volts or less and
restarted: condition exists for 0.1 seconds.

Fault will be recovered when truck is restarted.

D24-50 Transmission Controller 6/99 D24001

b0E2: b0E4:
LOW STEERING SYSTEM PRESSURE LOW STEERING PRECHARGE PRESSURE 2

Fault Detecting Logic: Fault Detecting Logic:

Engine speed more than 700 rpm and input signal = Input signal = OPEN (high) and continues for 2 sec-
OPEN (high) onds.
AND
ATC Operation When Fault is Detected:
Conditions exist for 30 seconds.
• No change in operation
ATC Operation When Fault is Detected:
Fault Recovery Logic:
• No change in operation
Conditions required for recovery during operation
Fault Recovery Logic: Input signal not open and condition exists for 2 sec-
onds.
Engine speed more than 700 rpm and input signal is
not OPEN Conditions required for recovery when the truck is
restarted:
AND
Input signal not open and condition exists for 0.1
Conditions exist for 2 seconds.
seconds.

b0E3:
LOW STEERING PRECHARGE PRESSURE 1 b0E6:
LOW FRONT BRAKE PRECHARGE PRESSURE
Fault Detecting Logic:
Fault Detecting Logic:
Input signal = OPEN (high) and continues for 2 sec-
onds. Input signal = OPEN (high) and continues for 2 sec-
onds.
ATC Operation When Fault is Detected:
ATC Operation When Fault is Detected:
• No change in operation
• No change in operation
Fault Recovery Logic:
Fault Recovery Logic:
Conditions required for recovery during operation
Conditions required for recovery during operation
Input signal not open and condition exists for 2 sec-
onds. Input signal not open and condition exists for 2 sec-
onds.
Conditions required for recovery when the truck is
restarted: Conditions required for recovery when the truck is
restarted:
Input signal not open and condition exists for 0.1
seconds. Input signal not open and condition exists for 0.1
seconds.

D24001 6/99 Transmission Controller D24-51

b0E7: b0F2:
LOW REAR BRAKE PRECHARGE PRESSURE FRONT BRAKE OIL TEMPERATURE OVERHEAT

Fault Detecting Logic: Fault Detecting Logic:

Input signal = OPEN (high) and continues for 2 sec- Temperature gauge (Electronic Display Panel) goes
onds. into red zone.

ATC Operation When Fault is Detected: ATC Operation When Fault is Detected:
• No change in operation • No change in operation

Fault Recovery Logic: Fault Recovery Logic:

Conditions required for recovery during operation Temperature gauge drops down from red zone.
Input signal not open and condition exists for 2 sec-
b0F3:
onds.
REAR BRAKE OIL TEMPERATURE RIGHT
Conditions required for recovery when the truck is OVERHEAT
restarted:
Fault Detecting Logic:
Input signal not open and condition exists for 0.1
seconds. Temperature gauge (Electronic Display Panel) goes
into red zone.

ATC Operation When Fault is Detected:

b0F1:
• No change in operation
LOW FRONT BRAKE OIL PRESSURE
Fault Recovery Logic:
Fault Detecting Logic:
Temperature gauge drops down from red zone.
Engine speed more than 700 rpm and input signal =
OPEN (high)
b0F4:
AND HIGH TRANSMISSION LUBRICANT OIL TEMP.
Conditions exist for 30 seconds.
Fault Detecting Logic:
ATC Operation When Fault is Detected: Oil temperature is between 120°C (248°F) and 150°C
• No change in operation (302°F)
AND
Fault Recovery Logic:
Condition exists for 2 seconds.
Conditions required for recovery during operation
Engine speed more than 700 rpm and input signal is ATC Operation When Fault is Detected:
not OPEN • No change in operation
AND
Fault Recovery Logic:
Conditions exist for 2 seconds.
Conditions required for recovery during operation
Conditions required for recovery when the truck is
restarted: Oil temp. is less than 120°C (248°F) and continues for
2 seconds.
Input signal is not OPEN and conditions exist for 0.1
seconds. Conditions required for recovery when the truck is
restarted:
Oil temp. is less than 120°C (248°F) and continues for
0.1 seconds.

D24-52 Transmission Controller 6/99 D24001

TRANSMISSION CONTROLLER HARNESS CONTROLLER HARNESS CIRCUITS -- CONNECTOR ATC2
CONNECTORS Pin No. Function Type
The Transmission Controller has 5 connectors, includ- 1 Solenoid power source DC voltage input
ing two 36-pin connectors. If a cable is improperly 2 Solenoid (+), 1st clutch Analog output
assembled or has an open circuit, the Transmission 3 Solenoid (+), 3rd clutch Analog output
Controller detects an appropriate fault and displays the 4 Solenoid (+), 2nd clutch Analog output
fault on the Controller LED and the MOM screen. 5 Solenoid (+), reverse Analog output
clutch
Figure 24-5 shows the location of the harness connec- 6 Reserved Analog output
tors on the controller housing and the pin number 7 Solenoid (+), low clutch Analog output
designation. The following tables list each connector 8 Solenoid (+), Analog output
intermediate clutch
and individual pins with the function and signal type for
9 Solenoid (+), high clutch Analog output
each circuit.
10 Solenoid (+), lock-up Analog output
clutch
11 Reserved
12 Solenoid power source
13 Solenoid (-), 1st & 3rd Analog output
clutch
14 Sensor power source Analog output
(+12V)
15 Solenoid (-), 2nd & Analog output
reverse clutch
16 Reserved Analog output
17 Solenoid (-), low clutch Analog output
18 Solenoid (-), Analog output
intermediate clutch
19 Solenoid (-), high clutch Analog output
20 Solenoid (-), lock-up Analog output
clutch
FIGURE 24-5. ATC CONNECTORS 21 Power ground Ground

CONTROLLER HARNESS CIRCUITS -- CONNECTOR ATC1

Pin No. Function Type
1 Reserved Digital output
2 BCV (Front) relay Digital output
3 Sensor power supply Digital output
4 Reserved Digital output CONTROLLER HARNESS CIRCUITS -- CONNECTOR ATC4
5 Reserved Digital output Pin No. Function Type
6 Reserved Digital output 1 Reserved (RS422) Serial output
7 Power source (Battery DC voltage input 2 Reserved (RS422) Serial input
direct)
3 Reserved (RS422) Serial output
8 Ground Ground
4 Reserved (RS422) Serial input
9 Power source DC voltage input
(Switched) 5 Reserved (RS485) Serial in/output
10 Reserved Digital output 6 S-NET (+) Serial in/output
11 BCV (Rear) relay Digital output 7 Reserved (RS422) Serial output
12 Reserved Digital output 8 Reserved Digital input
13 Reserved Digital output 9 Reserved (RS422) Serial input
14 Reserved Digital output 10 Ground Ground
Transmission solenoid 11 Reserved (RS422) Serial in/output
15 cut relay Digital output
12 S-NET (+) Serial in/output
16 Ground Ground
17 Power source DC voltage input
(Switched)

D24001 6/99 Transmission Controller D24-53

 CONTROLLER HARNESS CIRCUITS CONNECTOR ATC3A CONTROLLER HARNESS CONNECTOR CIRCUITS
Pin No. Function Type CONNECTOR ATC5A

1 Connector check Digital input

Pin No. Function Type
2 Transmission input speed (+) Pulse input
1 Connector check Digital input
3 Transmission output speed Pulse input
(+) 2 Rear brake Digital input
4 Shift wait PWM input 3 Body float Digital input
5 Throttle modification Pulse output 4 Body seating Digital input
6 Pot. power source Analog output 5 Lateral inclination Digital input
Torque converter input 6 Transmission filter restriction Digital input
7 pressure (+) Analog input
7 Rear brake accumulator Digital input
8 Torque converter output precharge pressure
pressure (+) Analog input
8 Reserved Digital input
9 Transmission oil level Analog input
9 Front brake accumulator Digital input
10 Limp home switch Analog input precharge pressure
11 Brake reserved pressure Digital input 10 Fill signal, low clutch Digital input
12 Transmission intermed. shaft 11 Fill signal, intermediate clutch Digital input
speed (+) Pulse input
12 Fill signal, high clutch Digital input
13 Engine speed (+) Pulse input
13 Fill signal, 1st clutch Digital input
14 Ground Ground 14 Fill signal, 2nd clutch Digital input
15 Brake command PWM output 15 Fill signal, 3rd clutch Digital input
16 Ground Ground
16 Fill signal, reverse clutch Digital input
17 Torque converter input Analog input
pressure (-) 17 Fill signal, lock-up clutch Digital input
Torque converter output 18 Key switch ‘‘C’’ terminal Digital input
18 Analog input
pressure (-) 19 F1 start switch Digital input
19 Steering accumulator Analog input 20 Highest gear select switch 1 Digital input
precharge pressure 1
CONNECTOR ATC5B
20 Steering accumulator Analog input
precharge pressure 2 21 Highest gear select switch 2 Digital input
CONNECTOR ATC3B 22 Shift lever position R Digital input
21 Alternator ‘‘R’’ terminal Analog input 23 Shift lever position N Digital input
22 Reserved Analog input 24 Shift lever position D Digital input
Transmission lube oil 25 Shift lever position 5 Digital input
23 temperature Analog input
26 Shift lever position 4 Digital input
24 Fuel level Analog input 27 Shift lever position 3 Digital input
25 Coolant temperature Analog input 28 Shift lever position L Digital input
26 Retarder cooling oil Analog input 29 Shift limit switch Digital input
temperature (left)
30 Machine select 1 Digital input
27 Torque converter oil Analog input
temperature 31 Machine select 2 Digital input
Retarder cooling oil 32 Machine select 3 Digital input
28 temperature (right) Analog input
33 Machine select 4 Digital input
29 ECMV oil temperature Analog input 34 Parking brake Digital input
30 Front brake cooling oil Analog input 35 Reserved Digital input
temperature
31 Throttle pedal Analog input 36 Steering system pressure Digital input

32 Reserved Analog input

33 Reserved Analog input
34 Reserved Analog input
35 Reserved Analog input
36 Reserved Analog input

D24-54 Transmission Controller 6/99 D24001

 ELECTRONIC DISPLAY PANEL
The Electronic Display Panel (EDP or EDM), located
in the center of the instrument panel, contains the
primary display of information for the operator. The
EDP also drives the indicator lamps located to the left
of the EDP.
The Electronic Display Panel provides a warning to the
operator if a fault occurs in the PMC System and can
also be used by the technician to locate and diagnose
the cause of the fault.
Rotary Switch
The Electronic Display Panel (Figure 25-1) has two 16
position rotary switches located under the protective
grommets labeled ‘‘2’’ and ‘‘3’’. (There are no switches
located under grommet ‘‘1’’.) The rotary switch under
grommet ‘‘3’’ is reserved for future use.
Rotary switch 1, under grommet ‘‘2’’ (3, Figure 25-1) is
set to inform the Electronic Display Panel of the size
of the tires installed on the truck. If, at some time,
different size tires are installed on the truck, switch 1
must be reset to assure correct vehicle speed calcula-
tions.
The Electronic Display Panel provides the rotary
switch setting information to the other controllers in the
PMC system through S-NET.
Set the rotary switch 1, for the model 530M truck
equipped with 33.00 R51 tires, to position 3.
Gauges and Indicators
Figure 25-2 illustrates the gauges and indicators on
the Electronic Display Panel. The following information
describes the display gauges and monitor indicators
under normal and abnormal operating conditions.
(Note that some items on the display are not used.)
The Central Warning Lamp, located on the left side pod
and an alarm buzzer may also operate in conjunction
with an indicator displaying an abnormal condition.
Refer to Figure 25-2 for the reference number of each
item described.
1. Air Pressure Monitor (not used).
2. Air Pressure Gauge (not used)

FIGURE 25-2. ELECTRONIC DISPLAY PANEL

1. Air Pressure Monitor (Not Used) 16. Shift Indicator
2. Air Pressure Gauge (Not Used) 17. Transmission Shift Position Pilot Lamp
3. Coolant Temperature Monitor 18. Engine Controller Monitor
4. Coolant Temperature Gauge 19. Automatic Transmission Mechatronics Monitor
5. Torque Converter Oil Temperature Monitor 20. Other Controllers (OPTIONAL)
6. Torque Converter Oil Temperature Gauge 21. Fuel Level Monitor
7. Retarder Oil Temperature Monitor 22. Fuel Gauge
8. Retarder Oil Temperature Gauge 23. Engine Power Derate Monitor
9. Left Turn Signal Pilot Lamp 24. F1 Start Monitor
10. High Beam Pilot Lamp 25. Auto Cruise Control Monitor (Not Used)
11. Right Turn Signal Pilot Lamp 26. ASR Monitor
12. Speedometer 27. ABS Monitor
13. Tachometer 28. Service Meter & Indicator
14. Lock-up Pilot Lamp 29. Odometer
15. Shift Limiter Pilot Lamp

D25-2 Electronic Display Panel 6/99 D25001

 3. Coolant Temperature Monitor
> When temperature exceeds a pre-determined
value, lamp flashes, Central Warning Lamp
flashes, and buzzer sounds intermittently.
4. Coolant Temperature Gauge:
> 7 level display, appropriate segment lights to in-
dicate temperature (See Figure 25-3).
5. Torque Converter Oil Temperature Monitor
> When temperature exceeds 120°C, lamp
flashes, Central Warning Lamp flashes, and
buzzer sounds intermittently.
6. Torque Converter Oil Temperature Gauge
> 7 level display, appropriate segment lights to in-
dicate temperature (See Figure 25-3).
7. Retarder Oil Temperature Monitor
> When temperature exceeds 120°C, lamp
flashes, Central Warning Lamp flashes, and
buzzer sounds intermittently.
8. Retarder (Brake Cooling) Oil Temperature
Gauge
> 7 level display, appropriate segment lights to in-
dicate temperature (See Figure 25-3).
9. Left Turn Signal Pilot Lamp
> Lit when left turn signal is activated.
10. High Beam Pilot Lamp
> Lit when headlight high beam is selected.
FIGURE 25-3. GAUGE INDICATION VALUES
D25001 6/99 Electronic Display Panel
11. Right Turn Signal Pilot Lamp
> Lit when right turn signal is activated.
12. Speedometer
> Digital display indicates 0 - 99 km/h or 0 - 99
mph (selectable) truck speed.
(Note: Jumper J01 at connector P11, pin 9
closed to ground selects miles per hour (mph).
Open selects kilometers per hour (kp/h.))
13. Tachometer
> 25 segment display indicates 0 - 2350 rpm en-
gine speed. Each segment represents 100 rpm.
14. Lock-up Pilot Lamp
> Lit when lockup is activated.
15. Shift Limiter Pilot Lamp
> Lit when shift limiter switch is activated.
16. Shift Indicator
> Display lights to correspond to position of range
selector lever.
17. Transmission Shift Position Pilot Lamp
> Digital display indicates actual range transmis-
sion is currently operating in.
18. Engine Controller Monitor
> Flashes if a problem occurs in any engine con-
trol system. Also, Central Warning Lamp and
buzzer actuate intermittently.
D25-3
 19. Automatic Transmission Mechatronics External Indicator Lamps
Monitor The Electronic Display Panel drives external indicator
> Lit when a problem occurs in the automatic lamps located on the control/indicator panel on the left
shift control mechatronics system. Also, Central side of the Display.
Warning Lamp and buzzer actuate intermit-
Refer to Figure 25-4 for the reference number of each
tently.
item described.
20. Other Controllers (OPTIONAL)
2. Engine Oil Temp.
> Lit when a problem occurs in the mechatronics
> Lamp lights (also, Central Warning lamp
related parts of the PMC, RCM, PLM and the
flashes and buzzer sounds) if engine oil tem-
suspension controller. Also, Central Warning
perature exceeds 121°C (250°F) for a continu-
Lamp and buzzer actuate intermittently.
ous period of 5 seconds.
21. Fuel Level Monitor
3. Engine Coolant Level
> Flashes when remaining fuel supply is less
> Lamp lights (also, Central Warning lamp
than 150 liters (40 gal.) Central Warning Lamp
flashes and buzzer sounds) if the coolant level
flashes.

22. Fuel Gauge

> 14 level display - all segments below appropri-
ate level will light.

23. Engine Power Derate Monitor

> Flashes if the PMC detects an engine fault and
is signaling Centry system to reduce power.

24. F1 Start Monitor

> Lit when F1, shift limit switch is activated.

25. Auto Cruise Control Monitor (Not Used)

26. ASR Monitor
> Lit when the optional traction control system (if
installed) is activated.

27. ABS Monitor

> Lit when the optional anti-slip brake control sys-
tem (if installed) is activated.

28. Service Meter & Indicator

FIGURE 25-4. L.H. CONTROL/INDICATOR PANEL
> Operates when battery charging system is oper-
ating normally. Advances 1 digit each hour. 1. L.H. Panel (Pod Assy.) 11. Service Brakes Applied
2. Engine Oil Temp. 12. Maintenance Monitor
29. Odometer 3. Engine Coolant Level 13. Transmission Oil Filters
> Operates when speedometer is operating. Dis- 4. Low Steering Press. 14. Lamp Test Switch
play is miles or kilometers. 5. Accumulator 15. Low Brake Pressure
Pre-Charge Pressure 16. Lateral Slope Warning
6. Battery Charge (Amps) 17. Crankcase Pressure
7. Check Engine 18. Panel Dimmer Switch
8. Parking Brake 19. Engine Oil Pressure
9. Body Float 20. Central Warning Lamp
10. Trans. Oil Temp. 21. A/C & Heater Vent

D25-4 Electronic Display Panel 6/99 D25001

 remains below the sensor level for 5 seconds
or more.
4. Low Steering Press.
> Illuminates when steering system pressure falls
below 130 kg/cm2 (1850 psi). The Central
Warning lamp flashes and buzzer sounds.
5. Accumulator Pre-Charge Pressure
> Illuminates if the steering system accumulator
pressure falls below 59.8 kg/cm2 (850 psi). The
Central Warning lamp flashes and buzzer
sounds.
6. Battery Charge (Amps)
> Illuminates if battery charging current is low.
The Central Warning lamp flashes and buzzer
sounds.
7. Check Engine
> Illuminates if a problem occurs in the Cummins
Centry system. Lamp is also used to display
the Centry trouble code.
8. Parking Brake
> Illuminates when the parking brake is applied. If
the parking brake is applied and the range se-
lector is not in NEUTRAL, the Central Warning
lamp flashes and buzzer sounds.
9. Body Float
> Illuminates when the body is not seated on the
frame and when the hoist contro is any position
other than FLOAT. If the range selector is not
in NEUTRAL, the Central Warning lamp flashes
and buzzer sounds.
10. Trans. Oil Temp.
> Illuminates if the transmission oil temperature
exceeds 120°C (248°F). The Central Warning
lamp flashes and buzzer sounds.
11. Service Brakes Applied
> Illuminates when the rear brakes are applied or
the retarder lever is applied.
D25001 6/99 Electronic Display Panel
12. Maintenance Monitor
> Illuminates when any of the following faults
occur:
Low brake cooling oil level
Low hydraulic oil level
Low battery liquid level
Rear brake cooling oil filter restricted - right side
Rear brake cooling oil filter restricted - left side
Hydraulic oil filters restricted
Brake disk wear excessive - right front
Brake disk wear excessive - left front
Brake disk wear excessive - right rear
Brake disk wear excessive - left rear
13. Transmission Oil Filters
> Illuminates if a transmission oil filter is re-
stricted. The Central Warning lamp flashes.
14. Lamp Test Switch
> See ‘‘ Display Self-Check Function’’
15. Low Brake Pressure
> Illuminates if the brake system oil pressure falls
below 130 kg/cm2 (1850 psi). The Central
Warning lamp flashes and buzzer sounds.
16. Lateral Slope Warning
> Illuminates if the lateral slope of the truck is 15°
or greater. The Central Warning lamp flashes
and buzzer sounds.
17. Crankcase Pressure
> Illuminates if the engine crankcase pressure ex-
ceeds 368 mm (14.5 in) H2O for more than 5
seconds. The Central Warning lamp flashes
and buzzer sounds.
19. Engine Oil Pressure
> Illuminates if the engine oil pressure falls below
a certain value (determined by engine RPM) for
a 5 second period of time.
D25-5
 20. Central Warning Lamp (Red convex lens)
> The Central Warning Lamp Monitor lamp will il-
luminate if any of the above monitor lamps in
the L.H. pod are activated. This lamp is also ac-
tivated if a fault is registered on the ‘‘MOM’’ dis-
play.
This lamp flashes, and at the same time the
alarm buzzer sounds intermittently, if an abnor-
mality has occurred in any one of the following
systems:
Coolant Temperature Monitor;
Torque Converter Oil Temperature Monitor;
Retarder Oil Temperature Monitor;
Coolant Level Monitor;
Engine Oil Pressure Monitor;
High Engine Oil Temperature;
High Engine Blowby Pressure;
Transmission Oil Filter Monitor;
High Transmission Lube Oil Pressure;
Battery Charging Monitor;
Parking Brake Monitor;
Body Float Monitor;
Automatic Transmission Monitor (Mechatron-
ics); Other Mechatronics Monitor; or
Fuel Level Monitor.
This lamp will also flash and the alarm buzzer will
sound, if the parking brake is applied and the range
selector lever is not at Neutral.
D25-6 Electronic Display Panel
Display Self-Check Function
When the key switch is turned to the ON position,
before the engine is started, all the electronic panel
displays (gauges, lamps and meter displays), the Cen-
tral Warning Lamp and lamps in the left pod will light
up for approx. 3 seconds, and the buzzer will sound
for approx. 1 second, and then all will display correctly.
If the key switch is turned to the START position before
this 3 seconds passes, all will display correctly except
the gauges.
Note : In this situation, no gauges will illuminate for
approximately 3 seconds after the key switch is turned
to the ON position. After 3 seconds, the gauges will
display correctly.
Lamp Test
The Lamp Test switch (14, Figure 25-4) is a three
position, two function switch. The switch is spring
loaded to the middle, ‘‘neutral’’ position. If depressed
on the right side and held, it is a lamp test for all of the
monitor lamps except the check engine lamp.
If the left side of the rocker switch is depressed and
held, the lamp test for the check engine lamp will
function.
When the check engine lamp is illuminated because
of a fault in the Centry System, depress and release
the left side of the rocker switch. Wait, and the Check
Engine lamp will begin flashing the fault codes. (Refer
to CENTRY FUEL SYSTEM DIAGNOSTICS, Sec-
tion ‘‘N’’ for fault code information.)
6/99 D25001
Action Code Display
The Electronic Display Panel shows the action code of
any faults (cautions) communicated through S-NET
from each controller which detects the fault.
If a fault occurs in any of the systems, a code will be
displayed on the ‘‘MOM’’ screen. At the same time an
action code will also be displayed to inform the opera-
tor of a procedure to follow because of the fault. This
‘‘action code’’ is also displayed on the electronic dis-
play panel. The electronic display panel will display
the action code of any fault communicated through the
serial communications network, S-NET, from any con-
troller that detects a fault .
When displaying an ‘‘03" action code, first the ‘‘E’’ will
be displayed (Figure 25-5) and then the ‘‘03’’ code
(Figure 25-6). These two will alternate every second.
The other displays, gauges and lamps will function FIGURE 25-6. ACTION CODE DISPLAY
normally. If more than two codes are present at the
same time, the highest priority action code will be
displayed.
The table below lists the priority, code number dis-
played, and the action the operator should take.

ACTION CODES
Priority Code Description
1 04 Stop safely/shut off engine
2 06 Start engine/keep low idle
3 05 Wait with engine low idle
4 07 Keep body seated
5 03 Reduce engine/machine speed
6 02 Go to shop right now
7 01 Go to shop after work

Cancellation of Action Code

If either of the following requirements is satisfied then
the action code will be canceled.
FIGURE 25-5. INITIAL ACTION CODE DISPLAY
1. If the fault causing the action code no longer
exists, the action code will be canceled automat-
ically and the same or next priority action code
will be displayed automatically if there are any
other active faults.
2. Even if the fault remains, the action code can be
canceled when the mode change switch 1 and 2
are pressed for more than 0.5 second at the same
time. At that time, the same or next priority action
code will be displayed automatically if there are
other active faults.

D25001 6/99 Electronic Display Panel D25-7

 ELECTRONIC DISPLAY PANEL TROUBLESHOOTING
GENERAL TROUBLESHOOTING PROCEDURES
The following pages list fault codes and troubleshoot-
ing procedures for diagnosing the Electronic Display
Panel and associated wiring and components.
Table 1: Continuity checks
Verify continuity exists between connector and pin on
the left side of the chart and the connector and pin on
the right side of the chart below.

The Fault Code Tables (see ‘‘Powertrain Management

Step Connector Pin Function Connector Pin
Control System’’), provide information regarding the No. No. No. No. No.
fault code which may be displayed. Specific trou-
Vb P11 1
bleshooting procedures are listed on the following A-1 1
(20V)
pages for the fault codes listed in the tables. P04 1

EDP harness connector charts at the end of this sec- A-2 2 LCD Tx P10 3
tion list the pin number, circuit function, and signal type A-3 3 LCD Tx P04 4
for each connector attached to the panel. This infor- P10 4
mation should be used in conjunction with the electrical A-4 4 SCK
P04 5
schematics in Section R.
LCD P10 5
A-5 5
LOAD P04 6
P02
LCD P10 6
A-6 6
COM P04 7
P10 7
Before troubleshooting a problem, be certain all A-7 7 RESET P04 8
harness connectors are installed and properly in- P12 4
serted.
P10 8
Always connect any disconnected connectors be-
fore proceeding to the next step. P11 2
A-8 8 GND
P08 16
P05 12
P12 2
P/S
A-9 1 P04 3
Harness Circuit Tests DATA
P10
SHIFT/
Before checking individual harness circuits, turn the A-10 2
LOAD
P04 2
key switch OFF, disconnect all the harnesses from the
EDP and inspect connectors and harness wires for
obvious damage. Repair any obvious damage or re-
TABLE 1.
place harness if necessary.
The checkout procedures on the following pages may
refer to various steps for checking circuits listed in
Tables 1, 2 or 3.
When performing checks:
• Check the harness (female connectors) between
the EDP modules.
• Be certain the key switch is OFF and remains OFF
during checks.

D25-8 Electronic Display Panel 6/99 D25001

Table 2: Short Circuit to Ground Checks Step Connector Pin Connector Pin
Function
No. No. No. No. No.
Verify the following circuits are isolated from chassis
C-12 2
ground.
C-13 3
C-14 P02 4
Connector
Step No. Pin No. Function
No. C-15 P02 1 Vb (20V) 5
B-1 1 Vb (20V) C-16 6
B-2 2 LCD Tx C-17 7
B-3 3 SCK C-18 1
P02 P10
B-4 4 LCD LOAD C-19 2
B-5 5 LCD LOAD C-20 3
B-6 6 LCD COM C-21 4
B-7 7 RESET C-22 P02 5
P02 2 LCD Tx
B-8 1 P/S DATA C-23 6
P10 SHIFT/ C-24 7
B-9 2
LOAD
C-25 1
P10
TABLE 2. C-26 2
C-27 4
C-28 5
P02
C-29 P02 P3 LCD Tx 6
C-30 7
C-31 1
Table 3: Circuit Isolation Checks P10
C-32 2
Circuits in each step below should not show continuity- C-33 5
between the connector and pin on the left side of the P02
C-34 6
chart and the connector and pin on the right side of the
C-35 P02 4 SCK 7
chart.
C-36 1
P10
C-37 2
Step Connector Pin Connector Pin C-38 6
Function P02
No. No. No. No. No.
C-39 7
P02 5 LCD LOAD
C-1 P05 12
C-40 1
C-2 1 P10
C-41 2
C-3 2
C-42 P02 7
C-4 3 LCD
C-43 P02 6 1
Power COM P10
C-5 P02 4
P05 6 Supply C-44 2
C-6 (+24V) 5
C-45 1
C-7 6 P02 7 RESET P10
C-46 2
C-8 7
P/S
C-47 P10 1 P10 2
C-9 8 DATA
C-10 1
P10
C-11 2 TABLE 3 (Cont.)

TABLE 3.

D25001 6/99 Electronic Display Panel D25-9

ELECTRONIC DISPLAY PANEL DOES NOT WORK
AT ALL:
1. Disconnect P05 and turn key ON.
2. Check whether voltage between P05 (female) pin
6 and pin 12 is between 20 and 30V.
Yes. Check the module harness circuit step B-
1, Table 1. Verify the circuit does not
show a short to ground (chassis).
Abnormal -- Check and repair or replace the
module harness.
Normal -- Replace the center module.
No. Check and clean the power supply
(+24V)/GND harness circuit or replace
the harness.
LH, RH MODULES AND FUEL GAUGE DO NOT
WORK:
1. Check the module harness circuits, steps B-3 and
B-6 as shown in Table 2.
Abnormal -- If shorted, repair or replace the
module harness.
Normal -- Replace the center module.
LH AND RH MODULES DO NOT WORK:
1. Check the module harness, steps A-1, A-3, A-4,
A-5, A-6, A-7 and A-8 as shown in Table 1.
Abnormal -- Repair open circuit or replace the
module harness.
2. If Normal -- Check the module harness, steps B-
3 and B-6 in Table 2.
Abnormal -- Repair open circuit or replace the
module harness.
Normal -- Replace the RH module.
D25-10 Electronic Display Panel
RH MODULE DOES NOT WORK:
1. Check the module harness, steps A-4, A-5, A-6
and A-7 as shown in Table 1.
Abnormal -- If any circuit is open, repair or re-
place the module harness.
Normal -- Refer to: ‘‘Derate mode, auto cruise
mode, ASR mode and ABS mode
pilots do not work normally’’.
LH MODULE DOES NOT WORK:
1. Check the module harness A-1, A-2, A-4, A-5, A-6,
A-7 and A-8 as shown in Table 1.
Abnormal -- Check and repair or replace the
module harness.
Normal -- Check the module harness B-2.
Abnormal -- Check and repair or replace the
module harness.
Normal -- Replace the LH module.
ODOMETER DOES NOT WORK:
1. Turn key ON.
2. Check voltage between P05, pin 1, pin 2 and pin
12 as follows:
Between pin 1 and pin 12 is between 7 and 9V.
Between pin 2 and pin 12 is between 4 and 6V.
Yes. Disconnect pin 12 and turn key ON.
3. Check voltage between P12 (female) pin 1, pin
3 and pin 2:
Between pin 1 and pin 2 is between 7 and 9V.
Between pin 3 and pin 2 is between 4 and 6V.
Yes. Replace the odometer module.
No. Check and repair or replace the module
harness between P05 pin 1, pin 2, pin
12 and pin 12 pin 1, pin 3, pin 2.
No. Replace the center module.
6/99 D25001
SERVICE METER DOES NOT WORK:
1. Start engine.
2. Check whether voltage between alternator termi-
nal R and chassis ground is between 20 and 30V.
Yes. Disconnect P01 and start engine.
3. Check whether voltage between P01 (female) pin
1 and pin 4 is between 20 and 30V.
Yes. Replace the service meter.
No. Check and repair or replace the har-
ness between P01, pin 1 and alternator
R terminal or between P01, pin 4 and
chassis ground.
No. Check and replace the alternator.
CENTRAL WARNING LAMP DOES NOT WORK:
or
A002: CENTRAL WARNING LAMP OUTPUT
FAILED
1. Disconnect Central Warning lamp connector and
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
1 and chassis ground is between 20 and 30V.
Yes. (Fault code A002) Check and repair or re-
place the harness between P08, pin 1
and Central Warning lamp connector.
No. Disconnect P08, connect P08 (female)
pin 1 to chassis ground. And turn key ON.
3. Check whether Central Warning lamp lights up.
Yes. Replace the center module.
No. Disconnect Central Warning lamp con-
nector, connect ground side terminal of
this connector to chassis ground. And
turn key ON.
4. Check whether Central Warning lamp lights up.
Yes. Check and repair or replace the har-
ness between P08 pin 1 and Central
Warning lamp connector.
No. Disconnect Central Warning lamp con-
nector, and turn key ON.
5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the Central Warning lamp.
D25001 6/99 Electronic Display Panel
No. Check and repair or replace the har-
ness between +24V and Central
Warning lamp connector.
CENTRAL WARNING LAMP STAYS ON:
1. Disconnect P08 and turn key ON.
2. Check whether Central Warning lamp lights up.
Yes. Disconnect Central Warning lamp connec-
tor and P08. Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of Central Warning lamp connector
and chassis ground.
Yes. Check and repair or replace the harness
between P08, pin 1 and Central Warn-
ing lamp connector.
No. Check and repair or replace Central
Warning lamp assembly.
No. Replace the center module.
ALARM BUZZER DOES NOT WORK:
or
A003: BUZZER OUTPUT FAILED:
1. Disconnect alarm buzzer connector and P08.
Turn key ON.
2. Check whether voltage between P08 (female) pin
2 and chassis ground is between 20 and 30V.
Yes. (Fault code A003) Check and repair or re-
place the harness between P08 pin 2
and alarm buzzer connector.
No. Disconnect P08, connect P08 (female)
pin 2 to chassis ground. Turn key ON.
3. Check whether buzzer sounds.
Yes. Replace the center module.
No. Disconnect alarm buzzer connector,
connect ground side terminal of this con-
nector to chassis ground. Turn key ON.
4. Check whether buzzer sounds.
Yes. Check and repair or replace the har-
ness between P08, pin 2 and alarm
buzzer connector.
No. Disconnect alarm buzzer connector,
and turn key ON.
5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the alarm buzzer.
D25-11
 No. Check and repair or replace the har- No. (Fault code A013 or A018)
ness between +24V and alarm buzzer
3. Check T/M controller powered ON or check b014
connector.
detected by T/M controller or replace the T/M
ALARM BUZZER CONTINUES TO SOUND: controller.
1. Disconnect P08 and turn key ON. No. Refer to ‘‘Electronic display panel does
not work at all’’.
2. Check whether buzzer sounds.
Yes. Disconnect alarm buzzer connector and
P08. Key switch is OFF. DERATE MODE, AUTO CRUISE MODE, ASR MODE
AND ABS MODE PILOTS DO NOT WORK NOR-
3. Check whether there is continuity between ground
MALLY (Do not light up or stay lit):
side terminal of alarm buzzer connector and
or
chassis ground.
A014: S-NET COMMUNICATION LOST (PMC)
Yes. Check and repair or replace the har- or
ness between P08, pin 2 and alarm A019: OPTION INFORMATION FAILURE
buzzer connector.
1. Check whether high beam pilot and turn signal
No. Replace alarm buzzer assembly. pilot lamps light up normally.
No. Replace the center module. Yes. Turn Key switch OFF. Disconnect EDP
connector P05, ATC connector ATC4,
PMC connector PMC5 and Suspension
SPEEDOMETER, TACHOMETER, SHIFT INDICA- Controller connector SSP2A..
TOR AND ALL INFORMATION FROM T/M CON-
2. Verify S-NET harness circuits continuity (female
TROLLER DO NOT WORK NORMALLY (No display
connectors) as follows:
given or displays do not move):
or EDP; P05, pin 3 and ATC; ATC4, pin 6
A013: S-NET COMMUNICATION LOST (T/M)
EDP; P05, pin 4 and PMC; PMC5, pin 2
or
A018: MACHINE SELECT INFORMATION FAILURE EDP; P05, pin 5 and PMC; PMC5, pin 3
1. Check whether high beam pilot and turn signal EDP; P05, pin 5 and ATC; ATC4, pin 10
pilot lamps light up normally .
EDP; P05, pin 5 and SSP; SSP2A, pin 9
Yes. Turn Key switch OFF. Disconnect EDP
Abnormal -- (Fault code A014 or A019) repair
connector P05, ATC connector ATC4,
or replace the harness that is
PMC connector PMC5 and Suspension
detected abnormal.
Controller connector SSP2A.
Normal -- Replace PMC.
2. Verify S-NET harness circuit continuity (female
connectors) as follows: No. Check whether speedometer and ta-
chometer work normally.
EDP; P05, pin 3 and ATC; ATC4, pin 6
Yes. Replace the RH module.
EDP; P05, pin 4 and PMC; PMC5, pin 2
No. Refer to troubleshooting: ‘‘Speedome-
EDP; P05, pin 5 and PMC; PMC5, pin 3
ter, tachometer, shift indicator and all in-
EDP; P05, pin 5 and ATC; ATC4, pin 10 formation from T/M controller do not
work normally’’.
EDP; P05, pin 5 and SSP; SSP2A, pin 9
Abnormal -- (Fault code A013 or A018) repair
or replace the harness that is
detected abnormal.
Normal -- Check whether PMC detects E0C1
or E0C3.
Yes. Replace the center module.

D25-12 Electronic Display Panel 6/99 D25001

NONE OF THE GAUGES WORK NORMALLY (No Yes. Check and repair or replace the har-
display given or display does not move): ness between P08, pin 3 and cau-
tion lamp connector.
1. All gauges including fuel gauge do not work
normally ? No. Disconnect caution lamp connector,
and turn key ON.
Yes. Check whether speedometer and ta-
chometer work normally. 5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
Yes. Refer to: ‘‘Speedometer, tachometer,
30V.
shift indicator and all information from
T/M controller do not work normally’’. Yes. Replace the caution lamp.
No. Refer to: ‘‘LH, RH modules and fuel No. Check and repair or replace the
gauge do not work’’. harness between +24V and cau-
tion lamp connector.
No. All gauges excluding fuel gauge do not
work normally ?
Yes. Refer to: ‘‘LH modules do not work’’.
No. Replace the module (center or LH) with LOW COOLANT LEVEL CAUTION LAMP STAYS
the defective gauge. ON:
1. Disconnect P08 and turn key ON.
LOW COOLANT LEVEL CAUTION LAMP DOES 2. Check whether caution lamp lights up.
NOT WORK:
Yes. Disconnect caution lamp connector and
or
P08. Key switch is OFF.
A001: LAMP OUTPUT FAILED
3. Check whether there is continuity between ground
1. Check whether PMC detects E0C1 or E0C3.
side terminal of caution lamp connector and chas-
Yes. Refer to troubleshooting: ‘‘Derate mode, sis ground.
auto cruise mode, ASR mode and ABS
Yes. Check and repair or replace the harness
mode pilots do not work normally’’.
between P08, pin 3 and caution lamp
No. Disconnect caution lamp connector and connector.
P08. Turn key ON.
No. Check and repair or replace Central
2. Check whether voltage between P08 (female) pin Warning lamp assembly.
3 and chassis ground is between 20 and 30V.
No. Replace the center module.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin 3
and caution lamp connector.
No. Disconnect P08, connect P08 (female)
pin 3 to chassis ground, and turn key
ON.
3. Check whether caution lamp lights up.
Yes. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground. And turn
key ON.
4. Check whether caution lamp lights up.

D25001 6/99 Electronic Display Panel D25-13

HIGH ENGINE OIL TEMP. CAUTION LAMP DOES
NOT WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether PMC detects E0C1 or E0C3.
Yes. Carry out troubleshooting ‘‘Derate mode,
auto cruise mode, ASR mode and ABS
mode pilots do not work normally’’.
No. Disconnect caution lamp connector and
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
4 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin 4
and caution lamp connector.
No. Disconnect P08, connect P08 (female)
pin 4 to chassis ground. Turn key ON.
3. Check whether caution lamp lights up.
Yes. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground. Turn key
on.
4. Check whether caution lamp lights up.
Yes. Check and repair or replace the har-
ness between P08, pin 4 and cau-
tion lamp connector.
No. Disconnect caution lamp connector,
Turn key on.
5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the caution lamp.
No. Check and repair or replace the
harness between +24V and cau-
tion lamp connector.
HIGH ENGINE OIL TEMP. CAUTION LAMP STAYS
ON:
1. Disconnect P08 Turn key on.
2. Check whether caution lamp lights up.
Yes. Disconnect caution lamp connector and
P08. Key switch is OFF.
D25-14 Electronic Display Panel
3. Check whether there is continuity between ground
side terminal of caution lamp connector and chas-
sis ground.
Yes. Check and repair or replace the harness
between P08 pin 4 and caution lamp
connector.
No. Check and repair or replace Central
Warning lamp assembly.
No. Replace the center module.
LOW ENGINE OIL PRESSURE CAUTION LAMP
DOES NOT WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether PMC detects E0C1 or E0C3.
Yes. Carry out troubleshooting ‘‘Derate mode,
auto cruise mode, ASR mode and ABS
mode pilots do not work normally’’.
No. Disconnect caution lamp connector and
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
5 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin
5 and caution lamp connector.
No. Disconnect P08, connect P08 (female)
pin 5 to chassis ground. Turn key on.
3. Check whether caution lamp lights up.
Yes. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground. Turn key
on.
4. Check whether caution lamp lights up.
Yes. Check and repair or replace the har-
ness between P08, pin 5 and cau-
tion lamp connector.
No. Disconnect caution lamp connector.
Turn key on.
5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the caution lamp.
No. Check and repair or replace the har-
ness between +24V and caution
lamp connector.
6/99 D25001
LOW ENGINE OIL PRESSURE CAUTION LAMP No. Disconnect caution lamp connector.
STAYS ON: Turn key on.
1. Disconnect P08. Turn key on. 5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
2. Check whether caution lamp lights up.
30V.
Yes. Disconnect caution lamp connector and
Yes. Replace the caution lamp.
P08. Key switch is OFF.
No. Check and repair or replace the har-
3. Check whether there is continuity between ground
ness between +24V and caution
side terminal of caution lamp connector and chas-
lamp connector.
sis ground.
Yes. Check and repair or replace the har-
ness between P08, pin 5 and caution HIGH BLOWBY PRESSURE CAUTION LAMP
lamp connector. STAYS ON:
No. Check and repair or replace Central 1. Disconnect P08. Turn key on.
Warning lamp assembly.
2. Check whether caution lamp lights up.
No. Replace the center module.
Yes. Disconnect caution lamp connector and
P08. Key switch is OFF.
HIGH BLOWBY PRESSURE CAUTION LAMP 3. Check whether there is continuity between ground
DOES NOT WORK: side terminal of caution lamp connector and chas-
or sis ground.
A001: LAMP OUTPUT FAILED
Yes. Check and repair or replace the harness
1. Check whether PMC detects E0C1 or E0C3. between P08, pin 6 and caution lamp
connector.
Yes. Refer to troubleshooting: ‘‘Derate mode,
auto cruise mode, ASR mode and ABS No. Check and repair or replace Central
mode pilots do not work normally’’. Warning lamp assembly.
No. Disconnect caution lamp connector and No. Replace the center module.
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
6 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin 6
and caution lamp connector.
No. Disconnect P08, connect P08 (female)
pin 6 to chassis ground. Turn key on.
3. Check whether caution lamp lights up.
Yes. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground. Turn key
on.
4. Check whether caution lamp lights up.
Yes. Check and repair or replace the har-
ness between P08, pin 6 and cau-
tion lamp connector.

D25001 6/99 Electronic Display Panel D25-15

BATTERY CHARGE CAUTION LAMP DOES NOT
WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do
not work normally.
Yes. Refer to troubleshooting: ‘‘Speedometer,
tachometer, shift indicator and all informa-
tion from T/M controller does not work nor-
mally’’.
No. Disconnect caution lamp connector and
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
7 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin 7
and caution lamp connector.
No. Disconnect P08, connect P08 (female)
pin 7 to chassis ground. Turn key on.
3. Check whether caution lamp lights up.
Yes. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground. Turn key
on.
4. Check whether caution lamp lights up.
Yes. Check and repair or replace the har-
ness between P08, pin 7 and cau-
tion lamp connector.
No. Disconnect caution lamp connector,
Turn key on.
5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the caution lamp.
No. Check and repair or replace the har-
ness between +24V and caution
lamp connector.
D25-16 Electronic Display Panel
BATTERY CHARGE CAUTION LAMP STAYS ON:
1. Disconnect P08 Turn key on.
2. Check whether caution lamp lights up.
Yes. Disconnect caution lamp connector and
P08. Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of caution lamp connector and chas-
sis ground.
Yes. Check and repair or replace the har-
ness between P08, pin 7 and caution
lamp connector.
No. Check and repair or replace Central
Warning lamp assembly.
No. Replace the center module.
CHANGE T/M FILTER CAUTION LAMP DOES NOT
WORK:
or
FAULT CODE A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do
not work normally.
Yes. Refer to troubleshooting: ‘‘Speedometer,
tachometer, shift indicator and all informa-
tion from T/M controller do not work nor-
mally’’.
No. Disconnect caution lamp connector and
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
8 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin
8 and caution lamp connector.
No. Disconnect P08, connect P08 (female)
pin 8 to chassis ground. Turn key on.
3. Check whether caution lamp lights up.
Yes. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground. Turn key
on.
4. Check whether caution lamp lights up.
Yes. Check and repair or replace the har-
ness between P08, pin 8 and cau-
tion lamp connector.
6/99 D25001
 No. Disconnect caution lamp connector,
Turn key on.
5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the caution lamp.
No. Check and repair or replace the har-
ness between +24V and caution
lamp connector.
CHANGE T/M FILTER CAUTION LAMP STAYS ON:
1. Disconnect P08 Turn key on.
2. Check whether caution lamp lights up.
Yes. Disconnect caution lamp connector and
P08. Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of caution lamp connector and chas-
sis ground.
Yes. Check and repair or replace the harness
between P08, pin 8 and caution lamp
connector.
No. Check and repair or replace Central
Warning lamp assembly.
No. Replace the center module.
HIGH T/M OIL TEMPERATURE CAUTION LAMP
DOES NOT WORK
HIGH T/M OIL TEMPERATURE CAUTION LAMP
or
STAYS ON:
A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do
not work normally.
Yes. Refer to troubleshooting: ‘‘Speedometer,
tachometer, shift indicator and all informa-
tion from T/M controller do not work nor-
mally’’.
No. Disconnect caution lamp connector and
P08. Turn key ON.
D25001 6/99 Electronic Display Panel
2. Check whether voltage between P08 (female) pin
9 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin 9
and caution lamp connector.
No. Disconnect P08, connect P08 (female)
pin 9 to chassis ground. Turn key ON.
3. Check whether caution lamp lights up.
Yes. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground. Turn key
on.
4. Check whether caution lamp lights up.
Yes. Check and repair or replace the har-
ness between P08, pin 9 and cau-
tion lamp connector.
No. Disconnect caution lamp connector,
Turn key on.
5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the caution lamp.
No. Check and repair or replace the har-
ness between +24V and caution
lamp connector.
1. Disconnect P08. Turn key on.
2. Check whether caution lamp lights up.
Yes. Disconnect caution lamp connector and
P08. Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of caution lamp connector and chas-
sis ground.
Yes. Check and repair or replace the harness
between P08, pin 9 and caution lamp
connector.
No. Check and repair or replace Central
Warning lamp assembly.
No. Replace the center module.
D25-17
LOW STEERING PRECHARGE PRESSURE CAU- LOW STEERING PRECHARGE PRESSURE CAU-
TION LAMP DOES NOT WORK: or TION LAMP STAYS ON:
A001: LAMP OUTPUT FAILED
1. Disconnect P08 Turn key on.
1. Check whether speedometer and tachometer do
2. Check whether caution lamp lights.
not work normally.
Yes. Disconnect caution lamp connector and
Yes. Refer to troubleshooting: ‘‘Speedometer,
P08. Key switch is OFF.
tachometer, shift indicator and all informa-
tion from T/M controller do not work nor- 3. Check whether there is continuity between ground
mally’’. side terminal of caution lamp connector and chas-
sis ground.
No. Disconnect caution lamp connector and
P08. Turn key ON. Yes. Check and repair or replace the harness
between P08, pin 10 and caution lamp
2. Check whether voltage between P08 (female) pin
connector.
10 and chassis ground is between 20 and 30V.
No. Check and repair or replace Central
Yes. (Fault code A001) Check and repair or
Warning lamp assembly.
replace the harness between P08, pin
10 and caution lamp connector. No. Replace the center module.
No. Disconnect P08, connect P08 (female)
pin 10 to chassis ground. Turn key on.
3. Check whether caution lamp lights up.
Yes. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground. Turn key
on.
4. Check whether caution lamp lights up.
Yes. Check and repair or replace the har-
ness between P08, pin 10 and cau-
tion lamp connector.
No. Disconnect caution lamp connector,
Turn key on.
5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the caution lamp.
No. Check and repair or replace the har-
ness between +24V and caution
lamp connector.

D25-18 Electronic Display Panel 6/99 D25001

LOW BRAKE OIL PRESSURE CAUTION LAMP
DOES NOT WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do
not work normally.
Yes. Refer to troubleshooting: ‘‘Speedometer,
tachometer, shift indicator and all informa-
tion from T/M controller do not work nor-
mally’’.
No. Disconnect caution lamp connector and
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
11 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin
11 and caution lamp connector.
No. Disconnect P08, connect P08 (female)
pin 11 to chassis ground. Turn key on.
3. Check whether caution lamp lights up.
Yes. Turn key off. Disconnect T/M control-
ler ATC3A.
4. Check whether there is continuity between T/M
controller ATC3A, pin 11 and chassis ground
when brake pressure is low.
Yes. Replace brake pressure switch or
harness line for this switch signal.
No. Turn key ON and press ‘‘lamp check
switch’’; check whether caution lamp
lights up.
Yes. Replace the T/M controller.
No. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground.
5. Turn key on. Check whether caution lamp lights.
Yes. Check and repair or replace the
harness between P08, pin 11 and
caution lamp connector.
No. Disconnect caution lamp connector.
Turn key on.
6. Verify voltage between +24V side of this connec-
tor and chassis ground is between 20 and 30V.
Yes. Replace the caution lamp.
D25001 6/99 Electronic Display Panel
No. Check and repair or replace the
harness between +24V and cau-
tion lamp connector.
LOW BRAKE OIL PRESSURE CAUTION LAMP
STAYS ON:
1. Disconnect P08 Turn key on.
2. Check whether caution lamp lights up.
Yes. Disconnect caution lamp connector and
P08. Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of caution lamp connector and chas-
sis ground.
Yes. Check and repair or replace the harness
between P08, pin 11 and caution lamp
connector.
No. Check and repair or replace Central
Warning lamp assembly.
No. Replace the center module.
LOW STEERING SYSTEM PRESSURE CAUTION
LAMP DOES NOT WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do
not work normally.
Yes. Refer to troubleshooting ‘‘Speedometer,
tachometer, shift indicator and all informa-
tion from T/M controller do not work nor-
mally’’.
No. Disconnect caution lamp connector and
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
12 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin
12 and caution lamp connector.
No. Disconnect P08, connect P08 (female)
pin 12 to chassis ground. Turn key on.
3. Check whether caution lamp lights up.
Yes. Turn key switch OFF. Disconnect T/M
controller ATC5B.
D25-19
 4. Check whether there is continuity between T/M LARGE LATERAL INCLINATION CAUTION LAMP
controller ATC5B, pin 36 and chassis ground DOES NOT WORK:
when steering system pressure is low. or
A001: LAMP OUTPUT FAILED
Yes. Replace steering system pressure
switch or the switch harness. 1. Check whether speedometer and tachometer do
not work normally.
No. Turn key ON and press ‘‘lamp check
switch’’. Check whether caution lamp Yes. Refer to troubleshooting: ‘‘Speedometer,
lights up. tachometer, shift indicator and all informa-
tion from T/M controller do not work nor-
Yes. Replace the T/M controller.
mally’’.
No. Replace the center module.
No. Disconnect caution lamp connector and
No. Disconnect caution lamp connector, P08. Turn key ON.
connect ground side terminal of this
2. Check whether voltage between P08 (female) pin
connector to chassis ground. Turn key
13 and chassis ground is between 20 and 30V.
on.
Yes. (Fault code A001) Check and repair or
5. Check whether caution lamp lights up.
replace the harness between P08, pin
Yes. Check and repair or replace the har- 13 and caution lamp connector.
ness between P08, pin 12 and cau-
No. Disconnect P08, connect P08 (female)
tion lamp connector.
pin 13 to chassis ground. Turn key on.
No. Disconnect caution lamp connector,
3. Check whether caution lamp lights up.
Turn key on.
Yes. Replace the center module.
6. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and No. Disconnect caution lamp connector,
30V. connect ground side terminal of this
connector to chassis ground. Turn key
Yes. Replace the caution lamp.
on.
No. Check and repair or replace the
4. Check whether caution lamp lights up.
harness between +24V and cau-
tion lamp connector. Yes. Check and repair or replace the har-
ness between P08, pin 13 and cau-
tion lamp connector.
LOW STEERING SYSTEM PRESSURE CAUTION
No. Disconnect caution lamp connector,
LAMP STAYS ON:
Turn key on.
1. Disconnect P08 Turn key on.
5. Check whether voltage between +24V side of this
2. Check whether caution lamp lights up. connector and chassis ground is between 20 and
30V.
Yes. Disconnect caution lamp connector and
P08. Key switch is OFF. Yes. Replace the caution lamp.
3. Check whether there is continuity between ground No. Check and repair or replace the har-
side terminal of caution lamp connector and chas- ness between +24V and caution
sis ground. lamp connector.
Yes. Check and repair or replace the har-
ness between P08, pin 12 and caution
lamp connector.
No. Check and repair or replace Central
Warning lamp assembly.
No. Replace the center module.

D25-20 Electronic Display Panel 6/99 D25001

LARGE LATERAL INCLINATION CAUTION LAMP
STAYS ON:
1. Disconnect P08 Turn key on.
2. Check whether caution lamp lights up.
Yes. Disconnect caution lamp connector and
P08. Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of caution lamp connector and chas-
sis ground.
Yes. Check and repair or replace the harness
between P08, pin 13 and caution lamp
connector.
No. Check and repair or replace Central
Warning lamp assembly.
No. Replace the center module.
‘‘BODY NOT IN FLOAT’’ PILOT LAMP DOES NOT
WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do
not work normally.
Yes. Refer to troubleshooting: ‘‘Speedometer,
tachometer, shift indicator and all informa-
‘‘BODY NOT IN FLOAT’’ PILOT LAMP STAYS ON:
tion from T/M controller do not work nor-
mally’’.
No. Disconnect pilot lamp connector and
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
14 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin
14 and pilot lamp connector.
No. Disconnect P08, connect P08 (female)
pin 14 to chassis ground. Turn key on.
3. Check whether pilot lamp lights up.
Yes. Disconnect T/M controller ATC5A and
key switch is OFF.
4. Verify there is no continuity between T/M control-
ler ATC5A, pin 3 and chassis ground when body
is not in float position.
Yes. Check and repair or replace body
float signal switch or harness for the
switch signal.
No. Turn key ON and press ‘‘lamp check
switch’’.
5. Check whether pilot lamp lights up.
Yes. Replace the T/M controller.
No. Replace the center module.
No. Disconnect pilot lamp connector, con-
nect ground side terminal of this con-
nector to chassis ground. Turn key
ON.
6. Check whether pilot lamp lights up.
Yes. Check and repair or replace the har-
ness between P08, pin 14 and pilot
lamp connector.
No. Disconnect pilot lamp connector,
Turn key on.
7. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the pilot lamp.
No. Check and repair or replace the har-
ness between +24V and pilot lamp
connector.
1. Disconnect P08 Turn key on.
2. Check whether pilot lamp lights up.
Yes. Disconnect pilot lamp connector and P08.
Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of pilot lamp connector and chassis
ground.
Yes. Check and repair or replace the harness
between P08, pin 14 and pilot lamp
connector.
No. Check and repair or replace central pilot
lamp assembly.
No. Replace the center module.

D25001 6/99 Electronic Display Panel D25-21

REAR BRAKE ON/OFF LAMP DOES NOT WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do
not work normally.
Yes. Refer to troubleshooting: ‘‘Speedometer,
tachometer, shift indicator and all informa-
tion from T/M controller do not work nor-
mally’’.
No. Disconnect pilot lamp connector and
P08. Turn key ON.
2. Check whether voltage between P08 (female) pin
15 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P08, pin
15 and pilot lamp connector.
No. Disconnect P08, connect P08 (female)
pin 15 to chassis ground. Turn key ON.
3. Check whether pilot lamp lights up.
Yes. Turn key switch OFF and disconnect
T/M controller ATC5A.
4. Check whether there is no continuity between T/M
controller ATC5A, pin 2 and chassis ground when
rear brake is applied.
Yes. Check and repair or replace rear
brake switch or harness.
No. Turn key ON, press ‘‘lamp check
switch’’. Check whether pilot lamp
lights up.
Yes. Replace the T/M controller.
No. Replace the center module.
No. Disconnect pilot lamp connector, con-
nect ground side terminal of this connec-
tor to chassis ground. Turn key ON.
5. Check whether pilot lamp lights up.
Yes. Check, repair or replace the harness
between P08, pin 15 and lamp con-
nector.
No. Disconnect lamp connector, turn key
ON.
6. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the pilot lamp.
D25-22 Electronic Display Panel
No. Check and repair or replace the har-
ness between +24V and pilot lamp
connector.
REAR BRAKE ON/OFF PILOT LAMP STAYS ON
1. Disconnect P08 Turn key on.
2. Check whether pilot lamp lights up.
Yes. Disconnect pilot lamp connector and P08.
Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of pilot lamp connector and chassis
ground.
Yes. Check and repair or replace the harness
between P08, pin 15 and pilot lamp
connector.
No. Check and repair or replace central pilot
lamp assembly.
No. Replace the center module.
PARKING BRAKE ON/OFF PILOT LAMP DOES
NOT WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether speedometer and tachometer do
not work normally.
Yes. Refer to troubleshooting: ‘‘Speedometer,
tachometer, shift indicator and all informa-
tion from T/M controller do not work nor-
mally’’.
No. Disconnect pilot lamp connector and P05.
Turn key ON.
2. Check whether voltage between P05 (female) pin
7 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P05, pin
7 and pilot lamp connector.
No. Disconnect P05, connect P05 (female)
pin 7 to chassis ground. Turn key on.
3. Check whether pilot lamp lights up.
Yes. Turn key switch OFF. isconnect T/M
controller ATC5B.
4. Check whether there is continuity between T/M
controller ATC5B, pin 34 and chassis ground
when parking is applied.
Yes. Check and repair or replace parking
brake ON/OFF signal switch or har-
ness line of this switch signal.
6/99 D25001
 No. Turn key ON and press Lamp Check
Switch. Check whether pilot lamp
lights up.
Yes. Replace the T/M controller.
No. Replace the center module.
No. Disconnect pilot lamp connector, con-
nect ground side terminal of this con-
nector to chassis ground. Turn key on.
5. Check whether pilot lamp lights up.
Yes. Check and repair or replace the har-
ness between P05, pin 7 and pilot
lamp connector.
No. Disconnect pilot lamp connector,
Turn key on.
6. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the pilot lamp.
No. Check and repair or replace the har-
ness between +24V and pilot lamp
connector.
PARKING BRAKE ON/OFF PILOT LAMP STAYS
ON:
1. Disconnect P05 Turn key on.
2. Check whether pilot lamp lights up.
Yes. Disconnect pilot lamp connector and
P05. Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of pilot lamp connector and chassis
ground.
Yes. Check and repair or replace the harness
between P05, pin 7 and pilot lamp con-
nector.
No. Check and repair or replace central pilot
lamp assembly.
No. Replace the center module.
D25001 6/99 Electronic Display Panel
MAINTENANCE CAUTION LAMP DOES NOT
WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether PMC detects E0C1 or E0C3.
Yes. Refer to troubleshooting: ‘‘Derate mode,
auto cruise mode, ASR mode and ABS
mode pilots do not work normally’’.
No. Disconnect caution lamp connector and
P05. Turn key ON.
2. Check whether voltage between P05 (female) pin
8 and chassis ground is between 20 and 30V.
Yes. (Fault code A001) Check and repair or
replace the harness between P05, pin
8 and caution lamp connector.
No. Disconnect P05, connect P05 (female)
pin 8 to chassis ground. Turn key on.
3. Check whether caution lamp lights up.
Yes. Replace the center module.
No. Disconnect caution lamp connector,
connect ground side terminal of this
connector to chassis ground. Turn key
on.
4. Check whether caution lamp lights up.
Yes. Check and repair or replace the har-
ness between P05, pin 8 and cau-
tion lamp connector.
No. Disconnect caution lamp connector,
Turn key on.
5. Check whether voltage between +24V side of this
connector and chassis ground is between 20 and
30V.
Yes. Replace the caution lamp.
No. Check and repair or replace the har-
ness between +24V and caution
lamp connector.
D25-23
MAINTENANCE CAUTION LAMP STAYS ON:
1. Disconnect P05 Turn key on.
2. Check whether caution lamp lights up.
Yes. Disconnect caution lamp connector and
P05. Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of caution lamp connector and chas-
sis ground.
Yes. Check and repair or replace the harness
between P05, pin 8 and caution lamp
connector.
No. Check and repair or replace lamp assem-
bly.
No. Replace the center module.
HIGH BEAM PILOT DOES NOT WORK NORMALLY
(Does not light up or stays on):
1. Disconnect P11, turn key ON.
2. Check whether voltage between P11 (female) pin
14 and chassis ground is normal as follows.
When high beam is turned on, voltage is between
20 and 30V.
When high beam is turned off, voltage is un-
steady.
Abnormal -- Check and repair or replace high
beam signal switch or harness.
Normal -- Refer to: ‘‘All digital inputs do not work
normally’’.
RIGHT TURN SIGNAL PILOT DOES NOT WORK
NORMALLY (Does not light up or stays on):
1. Disconnect P11, turn key ON.
2. Check whether voltage between P11 (female) pin
15 and chassis ground is normal as follows.
When right turn signal is turned on, voltage is
between 20 and 30V.
When right turn signal is turned off, voltage is
unsteady.
Abnormal -- Check and repair or replace turn
signal switch or harness.
Normal -- Carry out troubleshooting ‘‘All digital
input do not work normally’’.
D25-24 Electronic Display Panel
LEFT TURN SIGNAL PILOT DOES NOT WORK
NORMALLY (Does not light up or stays on):
1. Disconnect P11, turn key ON.
2. Check whether voltage between P11 (female) pin
16 and chassis ground is normal as follows.
When left turn signal is turned on, voltage is
between 20 and 30V.
When left turn signal is turned off, voltage is
unsteady.
Abnormal -- Check and repair or replace turn
signal switch or harness.
Normal -- Refer to: ‘‘All digital inputs do not work
normally’’.
LAMP CHECK SWITCH DOES NOT WORK NOR-
MALLY:
1. Disconnect P11, turn key ON.
2. Check whether continuity between P11 (female)
pin 3 and chassis ground is normal as follows.
When Lamp Check Switch is pressed there is
continuity with chassis ground.
When Lamp Check Switch is not pressed there is
no continuity with chassis ground.
Abnormal -- Check and repair or replace lamp
check switch or harness circuit.
Normal -- Refer to: ‘‘All digital inputs do not work
normally’’.
AISS SWITCH DOES NOT WORK NORMALLY:
1. Disconnect P11, turn key ON.
2. Check whether continuity between P11 (female)
pin 4 and chassis ground is normal as follows.
When AISS switch is pressed there is continuity
with chassis ground.
When AISS switch is not pressed there is no
continuity with chassis ground.
Abnormal -- Check and repair or replace AISS
switch or harness.
Normal -- Refer to troubleshooting ‘‘All digital
inputs do not work normally’’.
6/99 D25001
KPH/MPH UNIT CHANGE DOES NOT WORK NOR- A016:
MALLY: S-NET COMMUNICATION LOST (SUS)
1. Disconnect P11, turn key ON. 1. With key switch OFF, disconnect Electronic Dis-
play Panel connector P05, Transmission Control-
2. Check whether continuity between P11 (female)
ler connector ATC4, and PMC connector PMC5.
pin 8 and chassis ground is normal as follows:
2. Verify continuity of S-NET harness circuits (fe-
When unit setting is MPH there is continuity with
male connectors) as follows:
chassis ground.
EDP; P05, pin 3 and ATC; ATC4, pin 6
When unit setting is km/h there is no continuity
with chassis ground. EDP; P05, pin 4 and PMC; PMC5, pin 2
Abnormal -- Check and repair or replace this unit EDP; P05, pin 5 and PMC; PMC5, pin 3
setting harness line.
EDP; P05, pin 3 and PMC; PMC5, pin 3: no
Normal -- Refer to troubleshooting ‘‘All digital in-
continuity.
puts do not work normally’’.
EDP; P05, pin 4 and PMC; PMC5, pin 3: no
continuity.
ALL DIGITAL INPUTS DO NOT WORK NORMALLY: Abnormal -- Repair or replace the harness.
1. Check the module harness using steps A-9, A-10, Normal -- Check whether PMC detects E0C1.
in Table 1, steps B-8, B-9 in Table 2, and steps
Yes. Replace the center module.
C-10, C-11, C-18, C-19, C-25, C-26, C-31, C32,
C-36, C-37, C-40, C-41, C-43, C-44, C-45, C46 No. Check suspension controller powered
and C-47 in Table 3. ON or replace it.
Abnormal -- Check and repair or replace the
module harness.
Normal -- Turn key ON. Check whether voltage
between P10, pin 1 and chassis ground is
normal as follows:
When Lamp Check Switch is pressed, voltage is
between 0.05 and 0.11V.
When Lamp Check Switch is not pressed voltage
is between 0.18 and 0.30V.
Normal -- Replace the center module.
Abnormal -- Turn key ON. Check whether voltage
between P10, pin 1 and chassis ground is less
than 0.1V constantly or more than 4.8V con-
stantly regardless of Lamp Check Switch
ON/OFF position.
Yes. Replace the LH module.
No. Disconnect P10, turn key ON.
2. Check whether voltage between P10 (female) pin
2 and chassis ground is 4.8V or more.
Yes. Replace the LH module.
No. Replace the center module.

D25001 6/99 Electronic Display Panel D25-25

A012: A022:
S-NET COMMUNICATION FAILURE COOLANT TEMPERATURE OVERHEAT
With Key switch OFF, Check and if necessary, change Refer to troubleshooting fault code L151 or L611 in
rotary switch 2 of T/M controller. Turn key on again. Cummins CENSE system.
For details, refer to ‘‘Transmission Controller’’.

A023:
A011: TORQUE CONVERTER OVERHEAT
S-NET COMMUNICATION LOST
Refer to troubleshooting fault code b0d2, for the Trans-
Fault codes A013, A014 and A016 are displayed in mission Controller.
‘‘MOM’’ at each fault occurrence. However, each code
is stored in the fault history data log as fault code A011.
To diagnose the A011 fault code, refer to ‘‘A013’’, A024:
‘‘A014’’ or ‘‘A016’’. BRAKE OIL OVERHEAT
Refer to troubleshooting fault code b0d4, b0F2 or
b0F3, for the Transmission Controller.
A001:
OUTPUT CIRCUIT FAILED
Fault codes A001, A002 and A003 are displayed in
‘‘MOM’’ at each fault occurrence. However, each code
is stored in fault history data log as fault code A000.
To diagnose the A000 fault code, refer to ‘‘A001’’,
‘‘A002’’ or ‘‘A003’’.

A021:
LOW BRAKE AIR PRESSURE (Not applicable,
530M)
Refer to troubleshooting fault code b0E9, for the
Transmission Controller.

D25-26 Electronic Display Panel 6/99 D25001

EDP WIRING HARNESS CONNECTORS ELECTRONIC DISPLAY PANEL
Connector -- P05
Eight connectors (P01, P02, P04, P05, P08, P10, P11
and P12) mounted on the rear of the Electronic Display Pin No. Function Type
panel, connect the panel to the truck wiring harness. 1 Vd OUT (+8V) ----
The following tables list the connector pin used, the 2 Odometer drive signal OUT ----
circuit description and signal type for each circuit. 3 S-NET (+) ----
Refer to Figure 25-1 for connector location on rear of 4 S-NET (+) ----
panel. 5 S-NET (GND) ----
6 Power supply (+24V) DC voltage
input
7 Parking brake ON/OFF pilot lamp Digital
ELECTRONIC DISPLAY PANEL drive output 13
Connector -- P01 Digital
8 Maintenance caution lamp drive output 14
Pin No. Function Type 9 Reserved Digital
output 15
1 Charge signal Drive power
10 Reserved Digital
2 Night lighting Light power output 16
3 Night lighting (Ground) Ground Digital
11 Reserved
4 Charge signal (Ground) Ground output 17
5 Reserved ---- 12 Power supply (Ground) Ground

ELECTRONIC DISPLAY PANEL

ELECTRONIC DISPLAY PANEL Connector -- P08
Connector -- P02
Pin No. Function Type
Pin No. Function Type 1 Central caution lamp drive Digital output
1 Vb IN (20V) ---- 2 Alarm buzzer drive Digital output
2 LCD Tx OUT ---- 3 Low coolant level caution lamp drive Digital
output 0
3 LCD Tx IN ----
4 High engine oil temp. caution lamp Digital
4 SCK ---- drive output 1
5 LCD LOAD ---- Low engine oil press. caution lamp Digital
5
6 LCD COM ---- drive output 2
7 RESET ---- 6 High blowby pressure caution lamp Digital
drive output 3
8 GND ----
7 Battery charge caution lamp drive Digital
output 4
8 Change T/M filter caution lamp drive Digital
output 5
9 High T/M lube oil temp. caution lamp Digital
ELECTRONIC DISPLAY PANEL drive output 6
Connector -- P04
10 Low strg. precharge press. caution Digital
lamp output 7
Pin No. Function Type Low brake oil pressure caution lamp Digital
11 drive output 8
1 Vb OUT (20V) ----
12 Low steering system press. caution Digital
2 SHIFT/*LOAD ---- lamp output 9
3 P/S DATA IN ----
13 Lateral inclination ≥15° caution lamp Digital
4 LCD Tx OUT ---- drive output 10
5 SCK ---- 14 Body not in FLOAT pilot lamp drive Digital
output 11
6 LCD LOAD ----
15 Rear brake ON/OFF pilot lamp drive Digital
7 LCD COM ---- output 12
8 RESET ---- 16 GND Drive ground

D25001 6/99 Electronic Display Panel D25-27

 ELECTRONIC DISPLAY PANEL ELECTRONIC DISPLAY PANEL
Connector -- P10 Connector -- P12

Pin No. Function Type Pin No. Function Type

1 P/S DATA OUT ---- 1 Vd IN (+8V) ----
2 SHIFT/*LOAD ---- 2 GND ----
3 LCD Tx IN ---- 3 Odometer drive signal IN ----
4 SCK ---- 4 RESET ----
5 LCD LOAD ----
6 LCD COM ----
7 RESET ----
8 GND ----

ELECTRONIC DISPLAY PANEL

Connector -- P11

Pin No. Function Type

1 Vb IN (20V) ----
2 GND ----
3 Caution & pilot lamp check sw. Digital input 0
4 AISS sw. Digital input 1
5 Reserved Digital input 2
6 Mode change sw. 1 Digital input 3
7 Mode change sw. 2 Digital input 4
8 KPH/MPH unit change input Digital input 5
9 Brake air pressure option input Digital input 6
10 Reserved Digital input 7
11 Reserved Digital input 8
12 Reserved Digital input 9
13 Reserved Digital input
10
14 High beam ON/OFF input Digital input
15 Turn signal (R) ON/OFF input Digital input
16 Turn signal (L) ON/OFF input Digital input

D25-28 Electronic Display Panel 6/99 D25001

 RETARD CONTROL AND MONITOR (RCM)
Description
The RCM Controller (1, Figure 26-1), located on the
rear wall of the cab, monitors and controls the truck
retarder system. Inputs such as wheel speed, brake
system pressure, retard lever position, brake pedal
position, etc. are processed to provide the following
outputs; operator retarder control, automatic retarder
application, and brake light and retard light activation.
When equipped with the optional ASR system, the
RCM also provides traction control functions to reduce
rear wheel slippage. The ASR system regulates rear
wheel speeds by providing brake application to the
wheel with the higher speed (slipping), provided cer-
tain programmed conditions exist.
Note: Traction control is applied to the rear wheels only
- front wheel speed is monitored, but not regulated.
A rocker switch (ASR Cut Switch) on the right pod of
the instrument panel allows the operator to manually
turn the ASR system off if necessary.
The RCM communicates with the Powertrain Manage-
ment Controller (PMC) through an RS422 serial inter-
face.
FIGURE 26-1. RETARD AND CONTROL
MONITOR (RCM)
1. RCM Housing 2. Harness Connectors
D26001 6/99 RCM Controller
RCM Calibration
Trucks equipped with the traction control option (ASR)
require ASR re-calibration if any of the following com-
ponents are repaired or replaced:
• PPC Valve
• Rear Brake Relay Valve
• Front Brake Relay Valve
• Retard Control Lever Potentiometer
• Brake Pressure Transducer
• RCM Controller
In addition, the recalibration should be performed if a
problem in the system appears to be related to the PPC
valve, retarder lever, or if controller or brake cabinet
wiring is removed or replaced. The recalibration pro-
cedure should also be performed as part of the normal
maintenance procedures at 2000 hour intervals if none
of the above repairs are required during this period.
The purpose of the recalibration is to modify the output
of the RCM to the PPC valve to provide an accurate
brake pressure output in relation to the amount of
brake pedal application requested by the operator. The
recalibration procedure compensates for variations in
brake system components and also calibrates the
output of the retarder lever.
Recalibration Procedure
The following procedure must be followed in the exact
order shown in order for proper initilalization. After the
key switch is turned on, the recalibration procedure
must be initiated within 30 seconds.
Preparation:
Be certain the key switch is OFF.
Place the ASR cut switch (right instrument panel
pod) in the OFF position ---- the lower portion of
the switch depressed, internal switch light off.
Place the brake lock switch (center console) in
the ON position, ---- right side of switch de-
pressed.
Be certain brake pedal is released.
Retarder lever must be at the no-apply position
---- lever in the fully upward position.
The emergency brake switch (lower right of in-
strument panel) is in the OFF position ---- knob
pulled upward.
D26-1
Recalibration:
1. Turn key switch ON and wait for MOM to display 5. The system will then cycle the pressure in the
‘‘OK to Start Engine’’. brakes and adapt to them. This will take several
minutes to complete.
2. Simultaneously, switch the ASR cut switch to the
ON position and the brake lock switch to the OFF After the pressure cycle, the system will return to
position. If done correctly, the amber brake light normal operation.
(left pod) should flash about 2 times per second.
3. While the light remains flashing, move the retard
lever from full apply to full release 4 times. The
lamp should now flash at a rate of about once per
second.
4. Start the engine and allow it to idle. The controller
will apply the brakes to calibrate itself to the PPC
system.

DO NOT actuate any of the the brake controls. If

at any time, the brake pedal is depressed or an-
other brake command is received, the controller
will abort the calibration procedure and revert to
standard values for the PPC system.

D26-2 RCM Controller 6/99 D26001

GENERAL TROUBLESHOOTING PROCEDURES
The following information is intended for use by a
qualified technician to troubleshoot problems related
to the Retard and Control Monitor Controller (RCM)
and system components.
If a fault occurs in the brake system, the RCM informs
the operator of the fault through the PMC by indicating
a problem on the MOM screen.
Fault Code Tables in ‘‘Powertrain Management Sys-
tem’’ list the possible fault codes related to the RCM
Controller (and other system controllers) and provide
information regarding the item causing the fault for
initial troubleshooting.
Specific troubleshooting procedures are listed on the
following pages for most of the fault codes listed in the
tables.
RCM harness connector charts at the end of this
section list the pin number, circuit function, and signal
type for each connector referenced in the trou-
bleshooting procedures. Refer to Figure 26-2 for the
location of each connector on the RCM housing. This
information should be used in conjunction with the
electrical schematics in Section R.
D26001 6/99 RCM Controller
Be certain the truck wheels are blocked and
the parking brake applied to prevent truck
movement during troubleshooting proce-
dures.
Be certain steering accumulators and brake
accumulators are bled before removing any
hydraulic connnections or installing pressure
gauges during troubleshooting procedures.
(Refer to Section J for brake accumulator
bleeddown instructions and brake system
test port location.)
The AMP connectors used in the harness at-
tached to the RCM are not intended to with-
stand insertion of anything other than the
mating pins into their pin sockets. Extreme
care must be taken when probing the pin
sockets on the harness connector.
The only acceptable method of testing a har-
ness connector socket is to carefully probe
the outside edge of the socket. DO NOT IN-
SERT A CLIP OR OTHER DEVICE INTO THE
SOCKETS FOR TESTING!
Inserting a testing device into the sockets will
damage the socket and shorten the life of the
harness connector.
Note: When testing pins in the harness con-
nector attached to the RCM, it is necessary to
first remove the white terminal cover plate.
D26-3
 RCM FAULT CODE TROUBLESHOOTING
J004:
REAR LEFT BRAKE PRESSURE LOW
Description
Measured brake pressure is significantly lower than
expected while retard braking is applied.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 3 seconds
to trigger a fault:
Retard command (from retard lever or auto retard
from PMC) is greater than 30%
AND
Left brake pressure signal measures less than
10.0 kg/cm2 (142 psi)
In addition, the following normal conditions must exist:
18 volt power supply voltage greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
AND
Left brake pressure sensor input in valid range
(between 2 mA and 22 mA)
AND
J018 (Left PPC Electrical Fault) NOT active
Conditions to CLEAR a Fault
The following conditions must be present for 5 seconds
before a fault will clear.
Left brake pressure signal measures greater than
11.0 kg/cm2 (156 psi)
AND
No brakes applied except retarder and park
brake. (i.e. brake lock, brake pedal, emergency
brake and auto apply released)
AND
Left brake pressure sensor input in valid range
(between 2 mA and 22 mA)
Possible Causes
• Left brake PPC valve is plugged.
• Left brake pressure sensor or wiring is faulty.
• Left brake PPC circuit wiring has excess resis-
tance to ground. (Normal is below 0.1 ohms)
D26-4 RCM Controller
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine. Release brakes (including brake
lock, brake pedal, and emergency brake).
2. Use the retard lever to command full retard brak-
ing for 30 seconds.
⇒ Is the fault J004 (Rear Left Brake Pressure
Low) active ?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items.
⇒ Is the fault J005 (Rear Right Brake Pres-
sure Low) also active?
No. Continue with troubleshooting items below.
Yes. Skip to step 9.
3. Shut down the engine. Remove the harness con-
nector to the left brake PPC valve and exchange
it with the harness connector for the right brake
PPC valve. (The brake PPC valves are positioned
with the left valve closest to the brake cabinet
door)
4. Start the engine, fully apply the retard lever and
wait for 60 seconds.
⇒ Is the fault J004 (Rear Left Brake Pressure
Low) still active?
Yes. The fault did not follow the wiring, so the
command from the RCM does not seem
to be affecting one side differently than
the other. This indicates that the RCM
and wiring connection from the RCM to
the PPC valve are OK.
No.
⇒ Is the fault J005 (Rear Right Brake Pres-
sure Low) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the PPC
valve and wiring has occurred. Check
and/or replace the wiring connection
between the left PPC valve and the
RCM. If the problem persists continue
with step 9.
6/99 D26001
 Yes. The fault is affected by the wiring con-
nections between the RCM and PPC
valve. Check the wiring connection.
See Step 12 for additional wiring tests.
Then, if the problem persists, replace
the RCM.
5. Shut down the engine. Return the harness con-
nectors to their original positions.
6. Remove the harness connector to the left brake
pressure sensor and exchange with the harness
connector for the right brake pressure sensor.
(The brake pressure sensors are positioned such
that the right hand brake sensor is the one closest
to the brake cabinet door)
7. Start the engine, fully apply the retard lever and
wait for 60 seconds.
⇒ Is the fault J004 (Rear Left Brake Pressure
Low) still active?
Yes. Because the fault stayed with the wiring
for the left side, even though the left side
wiring is now connected to the right brake
pressure sensor, it is likely that the prob-
lem is in the wiring connection from the
RCM to the brake pressure sensor. Re-
turn the harness connectors to their origi-
nal positions. Check the wiring
connection from the RCM to the left brake
pressure sensor. Then, if the problem
persists, replace the RCM.
No.
⇒ Is the fault J005 (Rear Right Brake Pres-
sure Low) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the brake
pressure sensor and the wiring has oc-
curred. Check and/or replace the wir-
ing connection between the left brake
pressure sensor and the RCM. If the
problem persists continue with step 9.
Yes. The fault moved with the wiring from the
left brake pressure sensor, indicating
the fault is not occurring from the wiring
and is being induced by the sensor or
by an actual hydraulic problem.
8. Shut down the engine. Return the harness con-
nectors to their original positions.
D26001 6/99 RCM Controller
9. Install a calibrated, 210 kg/cm2 (3000 psi) pres-
sure gauge to measure the brake accumulator
system pressure. Normal system pressure is 190
kg/cm2 (2700 psi).
10. Start the engine.
⇒ Is the measured pressure below 176
kg/cm2 (2500 psi)?
No. This indicates that the fault is not a result
of low brake system pressure. Continue
with troubleshooting items below.
Yes. The fault may be a result of low system
pressure.
11. Using a calibrated 210 kg/cm2 (3000 psi) pressure
gauge, measure the left brake pressure in the
brake cabinet while the engine is running and the
retard lever is applied.
⇒ Do the measured brake pressure and re-
ported brake pressure in the MOM real-time
data display for the RCM correspond within
21.1 kg/cm2 (300 psi)?
No. Replace the left brake pressure sensor.
Yes. This indicates that the brake pressure
sensor is functioning properly.
12. Using an ohmmeter, measure the resistance from
harness connector RCM1, Pin 10 to ground. Note
that when measuring very small resistances, it is
advisable to reference the resistance measured to
the short circuit reading of the ohm-meter. First
short the two ohm-meter leads together and note
the measured value. If the measured value is not
zero, use this measured value as an offset for the
actual reading. For instance, if the measured
value of the shorted leads is 0.2 ohms, and the
actual circuit being tested measures 0.6 ohms,
then the actual measured resistance is 0.4 ohms.
⇒ Is the resistance less than 0.3 ohms?
No. Excessive ground resistance will reduce
the amount of commanded current that
the RCM supplies to the brake PPC
valve. This reduced current may cause
the output pressure to fall below the 10.0
kg/cm2 (142 psi) fault threshold. Replace
the ground wire.
Yes. The fault may be due to a failed brake
PPC or brake relay valve. Replace the
brake PPC and/or the brake relay valve.
D26-5
J005:
REAR RIGHT BRAKE PRESSURE LOW
Description
Measured brake pressure is significantly lower than
expected while retard braking is being applied.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 3 seconds
to trigger a fault:
Retard command (from retard lever or auto retard
from PMC) is greater than 30%
AND
Right brake pressure signal measures less than
10.0 kg/cm2 (142 psi)
In addition, the following normal conditions must exist:
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
AND
Right brake pressure sensor input in valid range
(between 2 mA and 22 mA)
AND
J020 (Right PPC Electrical Fault) NOT active
Conditions to CLEAR a Fault
The following conditions must be present for 5 seconds
before a fault will clear.
Right brake pressure signal measures greater
than 11.0 kg/cm2 (156 psi)
AND
No brakes applied besides retarder. (i.e. brake
lock, brake pedal, emergency brake or auto apply
released.)
AND
Right brake pressure sensor input in valid range
(between 2 mA and 22 mA)
Possible Causes
• Right brake PPC valve is plugged.
• Right brake pressure sensor or wiring is faulty.
• Right brake PPC circuit wiring has excess resis-
tance to ground. (Normal is below 0.1 ohms)
D26-6 RCM Controller
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine. Release brakes (including brake
lock, brake pedal, and emergency brake).
2. Use the retard lever to command full retard brak-
ing for 30 seconds.
⇒ Is the fault J005 (Rear Right Brake Pres-
sure Low) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
⇒ Is the fault J004 (Rear Left Brake Pressure
Low) also active?
No. Continue troubleshooting items below.
Yes. Skip to step 9.
3. Shut down the engine. Remove the harness
connector to the right brake PPC valve and ex-
change it with the harness connector for the left
brake PPC valve. (The brake PPC valves are
positioned with the left valve closest to the brake
cabinet door)
4. Start the engine, fully apply retarder lever and wait
for 60 seconds.
⇒ Is the fault J005 (Rear Right Brake Pres-
sure Low) still active?
Yes. The fault did not follow the wiring, so the
command from the RCM does not seem
to be affecting one side differently than
the other. This indicates that the RCM
and wiring connection from the RCM to
the PPC valve are OK.
No.
⇒ Is the fault J004 (Rear Left Brake Pres-
sure Low) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the PPC
valve and wiring has occurred. Check
and/or replace the wiring connection
between the right PPC valve and the
RCM. If the problem persists continue
with step 9.
6/99 D26001
 Yes. The fault is affected by the wiring con-
nections between the RCM and PPC
valve. Check the wiring connection.
See Step12 for additional wiring tests.
Then, if the problem persists, replace
the RCM.
5. Shut down the engine. Return the harness con-
nectors to their original positions.
6. Remove the harness connector to the right brake
pressure sensor and exchange with the harness
connector for the left brake pressure sensor. (The
brake pressure sensors are positioned such that
the right hand brake sensor is the one closest to
the brake cabinet door)
7. Start the engine, apply full retard using the retard
lever and wait for 60 seconds.
⇒ Is the fault J005 (Rear Right Brake Pres-
sure Low) still active?
Yes. Because the fault stayed with the wiring
for the right side, even though the right
side wiring is now connected to the left
brake pressure sensor, it is likely that the
problem is in the wiring connection from
the RCM to the brake pressure sensor.
Return the harness connectors to their
original positions. Check the wiring con-
nection from the RCM to the right brake
pressure sensor. Then, if the problem
persists, replace the RCM.
No.
⇒ Is the fault J004 (Rear Left Brake Pres-
sure Low) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the brake
pressure sensor and the wiring has oc-
curred. Check and/or replace the wir-
ing connection between the right brake
pressure sensor and the RCM. If the
problem persists continue with step 9.
Yes. The fault moved with the wiring for the
right brake pressure sensor, which indi-
cates that the fault is not occurring
from the wiring and is being induced by
the sensor or by an actual hydraulic
problem.
8. Shut down the engine. Return the harness con-
nectors to their original positions.
D26001 6/99 RCM Controller
9. Install a calibrated 210 kg/cm2 (3000) psi pressure
gauge to measure the brake accumulator system
pressure. Normal system pressure is 190 kg/cm2
(2700 psi).
10. Start the engine.
⇒ Is the measured pressure below 176
kg/cm2 (2500 psi)?
No. This indicates that the fault is not a result
of low brake system pressure. Continue
with troubleshooting items below.
Yes. The fault may be a result of low system
pressure.
11. Using a calibrated 210 kg/cm2 (3000 psi) pressure
gauge, measure the right brake pressure in the
brake cabinet while the engine is running and the
retard lever is applied.
⇒ Do the measured brake pressure and re-
ported brake pressure in the MOM real-time
data display for the RCM correspond within
21.1 kg/cm2 (300 psi)?
No. Replace the right brake pressure sensor.
Yes. This indicates that the brake pressure
sensor is functioning properly.
12. Using an ohm-meter, measure the resistance from
harness connector RCM1 Pin 6 to ground. Note
that when measuring very small resistances, it is
advisable to reference the resistance measured to
the short circuit reading of the ohm-meter. First
short the two ohm-meter leads together and note
the measured value. If the measured value is not
zero, use this measured value as an offset for the
actual reading. For instance, if the measured
value of the shorted leads is 0.2 ohms, and the
actual circuit being tested measures 0.6 ohms,
then the actual measured resistance is 0.4 ohms.
⇒ Is the resistance less than 0.3 ohms?
No. Excessive ground resistance will reduce
the amount of commanded current that
the RCM supplies to the brake PPC
valve. This reduced current may cause
the output pressure to fall below the 10.0
kg/cm2 (142 psi) fault threshold. Replace
the ground wire.
Yes. The fault may be due to a failed brake
PPC or brake relay valve. Replace the
brake PPC and/or the brake relay valve.
D26-7
J006:
REAR LEFT BRAKE PRESSURE HIGH
Description
Measured brake pressure is above 169.0 kg/cm2
(2400 psi).
Conditions to Generate an ACTIVE Fault
The following condition must be present for 2 seconds
to trigger a fault:
Left brake pressure signal measures greater than
169.0 kg/cm2 (2400 psi)
In addition, the following normal conditions must exist:
Left brake pressure sensor input in valid range
(Between 2 mA and 22 mA)
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine. Release brakes (brake pedal,
brake lock, emergency brake, and retard lever)
and wait for 60 seconds.
⇒ Is the fault J006 (Rear Left Brake Pressure
High) active?
No. Continue with troubleshooting items below.
Yes. Skip to step 3.
2. With the engine running, attempt to generate the
fault by commanding full brake apply in each of
the following ways; brake pedal, retard lever and
brake lock.
⇒ Does the fault J006 (Rear Left Brake Pres-
sure High) become active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.

Front or rear wheel speed sensors measure

greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)

Conditions to CLEAR a Fault

The following condition must be present for 5 seconds
before a fault will clear.
Left brake pressure signal measures less than
148 kg/cm2 (2100 psi)
In addition, the following normal condition must exist:
Left brake pressure sensor input in valid range
(Between 2 mA and 22 mA)

Possible Causes
• Failed left brake pressure sensor
• Failed left brake PPC valve
• Failed brake relay valve
• Improper steering pump pressure setting

D26-8 RCM Controller 6/99 D26001

 3. Using a calibrated 210 kg/cm2 (3000 psi) gauge,
measure the left brake pressure in the brake
cabinet while maintaining the condition in step 1
or 2 that generated the fault.
⇒ Is the fault J006 (Rear Left Brake Pressure
⇒ Is the measured brake pressure greater
than 169 kg/cm2 (2400 psi)?
No. This indicates a failed brake pressure sen-
sor or faulty wiring connection to the
RCM.
Yes. This indicates a problem in the hydraulic
system. Possible causes include the
brake relay valve, the steering pump set-
ting, relief settings, or the left brake PPC
valve. (Refer to Section ‘‘J ’’or ‘‘L’’.)
4. Shut down the engine. Remove the harness con-
nector to the left brake pressure sensor and ex-
change with the harness connector to the right
brake pressure sensor. (The brake pressure sen-
sors are positioned with the right sensor closest
to the brake cabinet door)
D26001 6/99 RCM Controller
5. Start the engine and recreate the conditions that
caused the fault in step 1 or 2 above. Wait 60
seconds.
High) active?
Yes. The fault remained with the wiring for the
left side, even though it is now connected
to the right brake pressure sensor. This
indicates that the fault is in the wiring con-
nection from the sensor to the RCM. Re-
turn the harness connectors to their
original positions. Check the wiring con-
nection from the left brake pressure sen-
sor to the RCM. Then, if the problem still
persists, replace the RCM.
No.
⇒ Is the fault J007 (Rear Right Brake Pres-
sure High) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the left
brake pressure sensor and the wiring
has occurred. Check the wiring con-
nection from the RCM to the left brake
pressure sensor and/or replace the sen-
sor.
Yes. The fault remained with the left brake
pressure sensor and is now being re-
ported through the wiring for the right
side. This indicates that the left brake
pressure sensor is failed. Return the
harness connectors to their original po-
sitions. Replace the left brake pres-
sure sensor.
D26-9
J007:
REAR RIGHT BRAKE PRESSURE HIGH
Description
Measured brake pressure is above 169 kg/cm2 (2400
psi).
Conditions to Generate an ACTIVE Fault
The following condition must be present for 2 seconds
to trigger a fault:
Right brake pressure signal measures greater
than 169 kg/cm2 (2400 psi)
In addition, the following normal conditions must exist:
Right brake pressure sensor input in valid range
(Between 2 mA and 22 mA)
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine. Release brakes (brake pedal,
brake lock, emergency brake, and retard lever)
and wait for 60 seconds.
⇒ Is the fault J007 (Rear Right Brake Pres-
sure High) active?
No. Continue with troubleshooting items below.
Yes. Skip to step 3.
2. With the engine running, attempt to generate the
fault by commanding full brake apply in each of
the following ways: brake pedal, retard lever and
brake lock.
⇒ Does the fault J007 (Rear Right Brake Pres-
sure High) become active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.

Front or rear wheel speed sensors measure

greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)

Conditions to CLEAR a Fault

The following condition must be present for 5 seconds
before a fault will clear.
Right brake pressure signal measures less than
148 kg/cm2 (2100 psi)
In addition, the following normal condition must exist:
Right brake pressure sensor input in valid range
(Between 2 mA and 22 mA)

Possible Causes
• Failed right brake pressure sensor
• Failed right brake PPC valve
• Failed brake relay valve
• Improper steering pump pressure setting

D26-10 RCM Controller 6/99 D26001

 3. Using a calibrated 3000 psi gauge, measure the
right brake pressure in the brake cabinet while
maintaining the condition in step 1 or 2 that gen-
erated the fault.
⇒ Is the fault J007 (Rear Right Brake Pres-
⇒ Is the measured brake pressure greater
than 169 kg/cm2 (2400 psi)?
No. This indicates a failed brake pressure sen-
sor or faulty wiring connection to the
RCM.
Yes. This indicates a problem in the hydraulic
system. Possible causes include the
brake relay valve, the steering pump set-
ting, relief settings, or the brake PPC
valve. (Refer to Section ‘‘J ’’or ‘‘L’’.)
4. Shut down the engine. Remove the harness con-
nector to the right brake pressure sensor and
exchange with the harness connector to the left
brake pressure sensor. (The brake pressure sen-
sors are positioned with the right sensor closest
to the brake cabinet door)
D26001 6/99 RCM Controller
5. Start the engine and recreate the conditions that
caused the fault in step 1 or 2 above. Wait 60
seconds.
sure High) active?
Yes. The fault remained with the wiring for the
right side, even though it is now con-
nected to the left brake pressure sensor.
This indicates that the fault is in the wiring
connection from the sensor to the RCM.
Return the harness connectors to their
original positions. Check the wiring con-
nection from the right brake pressure sen-
sor to the RCM. Then, if the problem still
persists, replace the RCM.
No.
⇒ Is the fault J006 (Rear Left Brake Pres-
sure High) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the right
brake pressure sensor and the wiring
has occurred. Check the wiring con-
nection from the RCM to the right
brake pressure sensor and/or replace
the sensor
Yes. The fault remained with the right brake
pressure sensor and is now being re-
ported through the wiring for the left
side. This indicates that the right brake
pressure sensor is failed. Return the
harness connectors to their original po-
sitions. Replace the right brake pres-
sure sensor.
D26-11
J009:
REAR LEFT PRESSURE PRESENT AND
NO COMMAND
Description
Brake pressure is present at the left brake, but there
is no brake command. (i.e. the brakes are dragging)
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 3 seconds
to trigger a fault:
Left brake pressure signal measures greater than
8.9 kg/cm2 (127 psi)
AND
The brake pedal, brake lock, auto apply, and
emergency brake inputs indicate no brake com-
mand
AND
Retard command (from retard lever or auto retard
from PMC) is less than 3%
In addition, the following normal conditions must exist:
Left brake pressure sensor input in valid range
(Between 2 mA and 22 mA)
AND
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[pressure greater than 130 kg/cm2 (1850 psi)] for
15 seconds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
Conditions to CLEAR a Fault
The following conditions must be present for 15 sec-
onds before a fault will clear.
Left brake pressure signal measures less than 7.0
kg/cm2 (99 psi)
AND
Retard command (from retard lever or auto retard
from PMC) is less than 3%
D26-12 RCM Controller
In addition, the following normal conditions must exist:
Left brake pressure sensor input in valid range
(Between 2 mA and 22 mA)
AND
The brake pedal, brake lock, auto apply, and
emergency brake signals are not active
Possible Causes
• Failed left brake PPC valve.
• Failed brake treadle valve.
• Improper brake pedal sensor adjustment
Troubleshooting suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine, ensure that all brakes (except
park brake) are not applied, and wait for 60 sec-
onds.
⇒ Is the fault J009 (Rear Left Pressure Pre-
sent and No Command) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
⇒ Is the left-hand brake pressure reported on
the MOM real-time data display for the RCM
greater than 8.9 kg/cm2 (127 psi)?
No. Ensure that the retard lever is in its full up-
right (no retard) position. Turn the truck
OFF, wait 30 seconds, and then start the
engine. Wait 60 seconds. If the fault is
still ACTIVE, and the reported left hand
brake pressure is less than 7.0 kg/cm2
(99 psi), and the MOM display for both
the retard lever and auto retard reports
less than 3% command, then the RCM
may be faulty. Replace the RCM.
Yes. This verifies that the RCM is receiving a
feedback brake pressure that has ex-
ceeded the fault threshold.
6/99 D26001
 ⇒ Is J049 (Rear Right Pressure Present and
No Command) active also?
No. Continue with troubleshooting items below.
Yes. Continue with step 4 below.
2. Shut down the engine. Wait 30 seconds. Re-
move the harness connector to the left brake
pressure sensor and exchange it with the harness
connector to the right brake pressure sensor.
3. Start the engine and wait for 60 seconds.
⇒ Is the fault J009 (Rear Left Pressure Pre-
sent and No Command) still active?
Yes. The fault remained on the left side, even
though the wiring connection is now read-
ing feedback brake pressure from the
right side. This indicates that the wiring
connection from the RCM to the sensor is
faulty, or that the RCM itself is faulty. Re-
turn the harness connectors to their origi-
nal positions. Check the wiring
connection from the RCM to the left brake
pressure sensor. Then, if the fault per-
sists, replace the RCM.
No.
4. Shut down the engine. Return the connectors to
their original positions. In the hydraulic cabinet,
install a calibrated 210kg/cm2 (3000 psi) pressure
gauge to measure the left brake pressure.
5. Start the engine.
⇒ Is the measured brake pressure greater
than 8.9 kg/cm2 (127 psi)?
No. If the MOM display still reports brake pres-
sure greater than 8.9 kg/cm2 (127 psi),
the brake pressure sensor may be faulty.
However, before replacing the sensor, en-
sure that pressure gauge is properly cali-
brated. Then replace the left brake
pressure sensor.
Yes. This verifies that the RCM is reporting a
valid brake pressure, and that the prob-
lem is in the hydraulic system.

⇒ Is the fault J049 (Rear Right Pressure Pre-

sent and No Command) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the left
brake pressure sensor and the wiring
has occurred. Return the harness con-
nectors to their original positions.
Check the wiring connection from the
RCM to the left brake pressure sensor
and/or replace the sensor.
Yes. The fault remained associated with a
single brake pressure sensor and did
not follow the wiring connection. This
indicates that the wiring connection
from the RCM to the sensor is OK.

D26001 6/99 RCM Controller D26-13

J010:
REAR LEFT PRESSURE SENSOR FAULT
Description
An invalid value has been read from the left brake
pressure sensor.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 3 seconds
to trigger a fault:
Left brake pressure sensor input not in valid
range. (Not between 2 mA and 22 mA)
In addition, the following normal conditions must exist:
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[pressure greater than 130 kg/cm2 (1850 psi)] for
15 seconds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine and wait for 60 seconds.
⇒ Is the fault J010 (Rear Left Pressure Sensor
Fault) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
⇒ Is the fault J011 (Rear Right Pressure Sen-
sor Fault) active also?
No. Continue with troubleshooting items be-
low.
Yes. Because both faults are active, we are
unable to troubleshoot by testing the
right versus the left side. The possible
causes at this point are faulty wiring
connections from the sensors to the
RCM, faulty sensors, or faulty RCM.
Based on spare parts on hand, replace
one or more of the listed possible
cause items.

Conditions to CLEAR a Fault

The following condition must be present for 15 sec-
onds before a fault will clear:
Left brake pressure sensor input in valid range.
(Between 2 mA and 22 mA)

Possible Causes
• Faulty left brake pressure sensor.
• Faulty wiring connection from the left brake pres-
sure sensor to the RCM.

D26-14 RCM Controller 6/99 D26001

 2. Shut down the engine. Remove the harness con-
nector to the left brake pressure sensor and ex-
change with the harness connector to the right
brake pressure sensor.
3. Start engine and wait 60 seconds.
⇒ Is the fault J010 (Rear Left Pressure Sensor
Fault) still active?
Yes. Because the fault stayed with the wiring
for the left side, even though the left side
wiring is now connected to the right brake
pressure sensor, it is likely that the prob-
lem is in the wiring connection from the
RCM to the brake pressure sensor. Re-
turn the harness connectors to their origi-
nal positions. Check the wiring
connection from the RCM to the left brake
pressure sensor. Then, if the problem per-
sists, replace the RCM.
No.
⇒ Is the fault J011 (Rear Right Pressure Sen-
sor Fault) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the left
brake pressure sensor and the wiring
has occurred. Return the harness con-
nectors to their original positions.
Check the wiring connection from the
RCM to the left brake pressure sensor
and/or replace the sensor.
Yes. The fault remained with a single sensor,
and did not follow the wiring for the left
side. This indicates that the fault is not
related to the wiring connection from
the RCM to the sensor, or with the
RCM itself. Return the harness con-
nectors to their original positions.
Then, replace the left brake pressure
sensor.

D26001 6/99 RCM Controller D26-15

J011:
REAR RIGHT PRESSURE SENSOR
FAULT
Description
An invalid value has been read from the right brake
pressure sensor.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 3 seconds
to trigger a fault:
Right brake pressure sensor input not in valid
range. (Not between 2 mA and 22 mA)
In addition, the following normal conditions must exist:
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[pressure greater than 130 kg/cm2 (1850 psi)] for
15 seconds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
Conditions to CLEAR a Fault
The following condition must be present for 15 sec-
onds before a fault will clear:
Right brake pressure sensor input in valid range.
(Between 2 mA and 22 mA)
Possible Causes
• Faulty right brake pressure sensor.
• Faulty wiring connection from the right brake
pressure sensor to the RCM.
Troubleshooting Suggestions for an Active Fault
1. Start the engine and wait for 60 seconds.
⇒ Is the fault J011 (Rear Right Pressure Sen-
sor Fault) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue troubleshooting items below.
D26-16 RCM Controller
⇒ Is the fault J010 (Rear Left Pressure Sensor
Fault) active also?
No. Continue with troubleshooting items below.
Yes. Because both faults are active, we are un-
able to troubleshoot by testing the right
versus the left side. The possible causes
at this point are faulty wiring connections
from the sensors to the RCM, faulty sen-
sors, or faulty RCM. Based on spare
parts on hand, replace one or more of the
listed possible cause items.
2. Shut down the engine. Remove the harness con-
nector to the right brake pressure sensor and
exchange with the harness connector to the left
brake pressure sensor. Start engine and wait 60
seconds.
⇒ Is the fault J011 (Rear Right Pressure Sen-
sor Fault) still active?
Yes. Because the fault stayed with the wiring
for the right side, even though the right
side wiring is now connected to the left
brake pressure sensor, it is likely that the
problem is in the wiring connection from
the RCM to the brake pressure sensor.
Return the harness connectors to their
original positions. Check the wiring con-
nection from the RCM to the right brake
pressure sensor. Then, if the problem per-
sists, replace the RCM.
No.
⇒ Is the fault J010 (Rear Left Pressure Sen-
sor Fault) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the right
brake pressure sensor and the wiring
has occurred. Return the harness con-
nectors to their original positions.
Check the wiring connection from the
RCM to the right brake pressure sen-
sor and/or replace the sensor.
Yes. The fault remained with a single sen-
sor, and did not follow the wiring for the
right side. This indicates that the fault
is not related to the wiring connection
from the RCM to the sensor, or with the
RCM itself. Return the harness connec-
tors to their original positions. Then, re-
place the right brake pressure sensor.
6/99 D26001
J012:
RETARD LEVER SENSOR FAULT
Description
A invalid value has been read from the retard lever
position sensor.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 0.2 sec-
onds to trigger a fault:
Retard lever position sensor input not in valid
range. (Not between 1.1 V and 3.9 V)
In addition, the following normal condition must exist:
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
Conditions to CLEAR a Fault
The following condition must be present for 15 sec-
onds before a fault will clear:
Retard lever position sensor input in valid range.
(Between 1.1 V and 3.9 V)
Possible Causes
• Un-calibrated retard lever.
• Faulty retard lever.
• Failure in wiring connection from retard lever to
the RCM.
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. With the key on, place the retard lever in the full
up (no retard) position. Wait 30 seconds.
⇒ Is the fault J012 (Retard Lever Sensor
Fault) active?
No. Place the retard lever in the full down
(100% retard) position.
⇒ Does the fault J012 become active?
Yes. Continue with trouble shooting items
below.
No. Attempt to recreate the conditions that
generated the fault.
D26001 6/99 RCM Controller
Yes. Continue with troubleshooting items be-
low.
2. Move the retard lever to the position of approxi-
mately 40% of full travel. Wait 30 seconds.
⇒ Is the fault J012 (Retard Lever Sensor
Fault) still active?
No. This indicates that the retard lever calibra-
tion is faulty. Replace the retard lever.
Yes. This indicates that the fault is not related
to calibration, since it does not clear
when the lever is near the midpoint of its
possible travel.
3. Check the wiring connection from the retard lever
to the RCM for continuity. Replace wiring as
necessary.
4. Remove the retard lever from steering column.
Unplug the harness connector from the retard
lever. Using an ohm-meter, measure the resis-
tance across pins A and C on the retard lever.
(Use the harness connector labels to identify pins
on the retard lever)
⇒ Is the measured resistance between 2000
ohms and 3000 ohms?
No. Replace the retard lever.
Yes. Continue with troubleshooting items be-
low.
5. With the retard lever in the full up (no retard)
position, measure the resistance between pins C
and B on the retard lever.
⇒ Is the resistance between 300 ohms and
700 ohms?
No. Replace the retard lever.
Yes. Continue with troubleshooting items be-
low.
6. With the retard lever in the full down (100% retard)
position, measure the resistance between pins C
and B on the retard lever.
⇒ Is the measured resistance between 2200
ohms and 3300 ohms?
No. Replace the retard lever.
Yes. The retard lever appears to be functioning
properly. If the fault persists, replace the
RCM.
D26-17
J013:
AUTO RETARD SIGNAL FAULT
Description
The pulse width modulated (PWM) auto retard signal
from the PMC to the RCM is not in the valid range.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 0.2 sec-
onds to trigger a fault:
The pulse width modulated (PWM) auto retard
signal from the PMC is not in the valid range of
5% to 95% duty cycle.
Conditions to CLEAR a Fault
The following condition must be present for 15 sec-
onds before a fault will clear:
The pulse width modulated (PWM) auto retard
signal from the PMC is in the valid range of 5% to
95% duty cycle.
Possible Causes
• Poor ground between the RCM and PMC.
• Faulty wiring connection between RCM and
PMC.
D26-18 RCM Controller
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Remove the harness connector RCM2 from the
RCM. Remove the white terminal cover plate from
the front of the harness connectors.
2. Taking extreme care not to insert anything inside
of the socket, probe the outside edge of RCM2
pin 5 (on the harness connector) with an oscillo-
scope, grounding the reference to GB09. If an
oscilloscope is not available, proceed to step 3.
⇒ Does the signal have a 200 Hz frequency
and a duty cycle of at least 5% and less
than 95%?
No. There may be a problem in the wiring con-
nection from the PMC to the RCM, or in
the grounding of the RCM or PMC.
Check the wiring connection from the
PMC to the RCM. Then, if the fault per-
sists, replace the PMC.
Yes. Continue with troubleshooting item below.
3. Probe harness connector RCM2 pin 5 with a DC
voltmeter, grounding the reference to GB09.
⇒ Is the measured voltage between 250 mV
and 4.75 V?
No. There may be problem in the wiring con-
nection from the PMC to the RCM, or in
the grounding of the RCM or PMC.
Check the wiring connection from the
PMC to the RCM. Then, if the fault per-
sists, replace the PMC.
Yes. The signal from the PMC appears to be
valid. The fault may be a result of a faulty
RCM. Replace the RCM.
6/99 D26001
J014: Possible Causes
RS-422 LINK TO PMC FAULT • Turning the key switch OFF and then ON again
before the PMC has had time to shut down.
Description (The PMC requires approximately 10 seconds
The RS-422 serial communications link between the after key switch OFF to properly shut down.)
RCM and PMC has failed. • Noise on the serial communications lines.
• Faulty wiring connection.
Conditions to Generate an ACTIVE Fault
The RCM has attempted 4 times to communicate Troubleshooting Suggestions
with the PMC and has failed. The RCM uses the RS-422 link to communicate with
the PMC. When the RS-422 link has failed, the RCM
Conditions to CLEAR a Fault will be unable to notify the PMC of the fault. In this
The RCM has successfully communicated with case, the PMC should report the communications fail-
the PMC. ure. The RCM will only be able to report this fault after
the fault has cleared and the RS-422 link is again
active.

D26001 6/99 RCM Controller D26-19

J015:
BRAKE LIGHT FAULT: Open Circuit or
FET Short
Description
The brake light circuit has detected either an open
circuit or internal (within the RCM unit) FET short
condition.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 0.5 sec-
onds to trigger a fault:
All non-retard brake inputs to RCM are OFF (Not
active)
AND
RCM internal circuitry detects a fault
Conditions to CLEAR a Fault
The following condition must be present for 15 sec-
onds before a fault will clear:
All non-retard brake inputs to RCM are OFF (Not
active)
AND
RCM internal circuitry does not detect a fault
Possible Causes
• The brake light relay coil has an open circuit.
• The wiring connection to the relay has an open
circuit.
Troubleshooting Suggestions
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine and release brake pedal, brake
lock, and emergency brake. Wait for 60 seconds.
⇒ Is the fault J015 (Brake Light Fault: Open
Circuit or FET Short) active?
No. Continue with troubleshooting items below.
Yes. Skip to step 3.
2. Fully apply the brake pedal for 15 seconds, and
then release.
D26-20 RCM Controller
⇒ Did the fault J015 become active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
3. Apply and release the brake pedal several times.
⇒ Do the brake lights (on the rear of the
truck) illuminate when the brake pedal is
pressed and turn off when the brake pedal
is released? (i.e. Do the brake lights oper-
ate normally?)
No. Continue with troubleshooting items below.
Yes. This indicates that the brake lights and
the associated wiring connections are
working properly. Since the RCM detects
a fault in this case, it is likely that the
RCM is faulty. Replace the RCM.
⇒ Are the brake lights ALWAYS on, even if no
brake is being applied?
No. Continue with troubleshooting items below.
Yes. This indicates an internal failure of the
RCM. Replace the RCM.
⇒ Are the brake lights always OFF, even
when brakes are applied?
No. This indicates that the brake lights and the
associated wiring connections are work-
ing properly.
Since the RCM detects a fault in this
case, it is likely that the RCM is faulty.
Replace the RCM.
Yes. Check the wiring to the brake light relay
coil. Check the relay. Then, if the fault
persists, replace the RCM.
6/99 D26001
J018:
LEFT PPC ELECTRICAL FAULT
Description
This fault is generated by an internal circuit on the RCM
board. The circuit senses an open circuit condition in
the wiring connection from the RCM to the brake PPC
valve.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 1 second
to trigger a fault:
PPC status input high. (internal RCM short circuit
detection circuitry)
AND
PPC status input was low (normal) when the key
was initially turned on.
Conditions to CLEAR a Fault
The following condition must be present for 15 sec-
onds to trigger a fault:
3. Shut down the engine. If not already removed,
PPC status input low. (internal RCM short circuit
detection circuitry)
⇒ Is the measured resistance greater than
Possible Causes
• Open circuit in wiring connection from the RCM
to the brake PPC valve.
• Faulty brake PPC valve.
4. With the key OFF, check the wiring connection
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine and wait for 30 seconds.
⇒ Is the fault J018 (Left PPC Electrical Fault)
active?
No. Continue with troubleshooting items below.
Yes. Skip to step 3.
2. Remove the left brake PPC valve harness con-
nector. Wait for 30 seconds.
D26001 6/99 RCM Controller
⇒ Is the fault J018 (Left PPC Electrical Fault)
active?
No. Removing the harness connector creates
an open circuit condition. However, the
detection circuitry internal to the RCM re-
quires an initial valid signal to enable the
detection process. Therefore, if an open
circuit condition exists at key on, the
RCM may not be able to detect it as a
new fault condition. (The RCM will detect
a low brake pressure fault when retard
braking is commanded, however)
In this case, forcing an open circuit by re-
moving the harness connector did not
generate a fault; therefore we conclude
that a continual open circuit fault is pre-
sent in the system.
Yes. Replace the harness connector and wait
for 30 seconds. If the fault clears, we do
not have an active fault at this time.
Attempt to recreate the conditions that
originally generated the fault.
remove the left brake PPC valve harness connec-
tor. Using an ohmmeter, measure the resistance
across the two pins of the left brake PPC valve.
3000 ohms?
No. Continue with troubleshooting items below.
Yes. Replace the left brake PPC valve.
from the left brake PPC valve to the RCM. Verify
continuity in the following circuits:
a. RCM output to the left brake PPC valve.
b. Return circuit from left brake PPC valve to the
RCM.
c. RCM ground lines.
5. If the fault persists, replace the RCM.
D26-21
J020:
RIGHT PPC ELECTRICAL FAULT
Description
This fault is generated by an internal circuit on the RCM
board. The circuit senses an open circuit condition in
the wiring connection from the RCM to the brake PPC
valve.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 1 second
to trigger a fault:
PPC status input high. (internal RCM short circuit
detection circuitry)
AND
PPC status input was low (normal) when the key
was initially turned on.
Conditions to CLEAR a Fault
The following condition must be present for 15 sec-
onds to trigger a fault:
PPC status input low. (internal RCM short circuit
detection circuitry)
Possible Causes
• Open circuit in wiring connection from the RCM
to the brake PPC valve.
• Faulty brake PPC valve.
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine and wait for 30 seconds.
⇒ Is the fault J020 (Right PPC Electrical Fault)
active?
No. Continue with troubleshooting items below.
Yes. Skip to step 3.
D26-22 RCM Controller
2. Remove the right brake PPC valve harness con-
nector. Wait for 30 seconds.
⇒ Is the fault J020 (Right PPC Electrical Fault)
active?
No. Removing the harness connector creates
an open circuit condition. However, the
detection circuitry internal to the RCM re-
quires an initial valid signal to enable the
detection process. Therefore, if an open
circuit condition exists at key on, the
RCM may not be able to detect it as a
new fault condition. (The RCM will detect
a low brake pressure fault when retard
braking is commanded, however)
In this case, forcing an open circuit by re-
moving the harness connector did not
generate a fault; therefore we conclude
that a continual open circuit fault is pre-
sent in the system.
Yes. Replace the harness connector and wait
for 30 seconds. If the fault clears, we do
not have an active fault at this time.
Attempt to recreate the conditions that
originally generated the fault.
3. Shut down the engine. If not already removed,
remove the right brake PPC valve harness con-
nector. Using an ohmmeter, measure the resis-
tance across the two pins of the right brake PPC
valve.
⇒ Is the measured resistance greater than
3000 ohms?
No. Continue with troubleshooting items below.
Yes. Replace the right brake PPC valve.
4. With the key OFF, check the wiring connection
from the right brake PPC valve to the RCM.
Verify continuity in the following circuits:
a. RCM output to the right brake PPC valve.
b. Return circuit from right brake PPC valve to the
RCM.
c. RCM ground lines.
5. If the fault persists, replace the RCM.
6/99 D26001
J026: Troubleshooting Suggestions
RCM ABNORMAL NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
Description
ets when measuring voltage or resistance values.
The RCM was reset by the onboard hardware reset
circuitry.
1. Note the location and conditions under which the
Conditions to Generate an ACTIVE Fault fault occurs. EMI (electromagnetic interference)
can be generated by external devices such as 2-
This fault occurs when the RCM detects that the last way radios, radio towers, etc. Other electrical
RCM reset was caused by the onboard hardware reset noise can be generated by service equipment,
circuitry. such as arc welders. In each case, attempt to
eliminate the source of the noise.
Note: After the RCM experiences 4 watchdog faults, it
is held in continual reset until it is cycled by turning OFF 2. Check the RCM ground circuit. Turn the key
the key switch. switch OFF. Disconnect the harness connector
RCM1. Using an Ohmmeter, measure the resis-
tance from RCM1 pin 3 to ground.

Conditions to CLEAR a Fault ⇒ Is the measured resistance less than .3

ohm? (i.e. Is the circuit grounded?)
This fault will clear when the RCM detects that the last
RCM reset was NOT caused by the onboard hardware No. Check the wiring connection from the RCM
reset circuitry. to the grounding point.
Yes. If the fault persists, and cannot be associ-
ated with a particular EMI event, replace
Possible Causes the RCM.
• External electrical noise.
• Faulty RCM.

D26001 6/99 RCM Controller D26-23

J029: J030:
BATTERY VOLTAGE ABNORMAL FRONT LEFT WHEEL SPEED SENSOR
FAULT
Description
Description
The truck battery voltage input to the RCM is low.
The front left wheel speed sensor reported speed of 0
Conditions to Generate an ACTIVE Fault mph while the truck was moving.
The following condition must be present for 10 sec-
Conditions to Generate an ACTIVE Fault
onds to trigger a fault:
The following condition must be present for 3 seconds
Battery voltage input to RCM is less than 18 volts.
to trigger a fault:
Conditions to CLEAR a Fault Front left wheel speed = 0 mph.
The following condition must be present for 15 sec- AND
onds before a fault will clear: The three other wheel speeds greater than 126
Battery voltage input to RCM greater than 19 rpm (4 mph).
volts. In addition, the following normal conditions must exist:

Possible Causes No brake or retard input

• Faulty wiring connection from battery to RCM. AND
• Faulty truck battery. 18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
Troubleshooting suggestions for an Active Fault AND
1. Turn the key switch ON and wait for 30 seconds. Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
⇒ Is the fault J029 (Battery Voltage Abnormal)
active? OR

No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue troubleshooting items below.
2. Measure the battery voltage (at the battery, in the
battery box on the deck) using a voltmeter.
⇒ Is the measured voltage less than 18 volts?
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)

No. Continue with troubleshooting items below. Conditions to CLEAR a Fault

Yes. The battery requires service or charging.
3. Turn the key switch OFF. Disconnect the harness
connector RCM1. Taking extreme care not to
insert anything inside of the socket, measure the
voltage from RCM1 pin 1 (battery voltage input)
to RCM1 pin 3 (ground input) by probing the
outside edge of the sockets with voltmeter lead.
⇒ Is the measured voltage less than 18 volts?
The following conditions must be present for 15 sec-
onds before a fault will clear:
Front left wheel speed greater than 126 rpm (4
mph)
AND
2 of the 3 other wheel speeds greater than 126
rpm (4 mph)

No. Replace the RCM. In addition, the following normal conditions must exist:

Yes. Check the wiring connection from the No brake or retard input.
RCM to the battery. AND
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts.

D26-24 RCM Controller 6/99 D26001

 AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
Possible Causes
• Failed wheel speed sensor.
• Faulty wiring connection from the wheel speed
sensor to the RCM.
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Drive the truck greater than 4 mph for 30 seconds.
⇒ Is the fault J030 (Front Left Wheel Speed
Sensor Fault) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
2. Check the wiring connection from the wheel speed
sensor to the RCM.
⇒ Is the wiring connection ok?
No. Fix the wiring problem
Yes. Continue with troubleshooting items be-
low.
D26001 6/99 RCM Controller
3. Check the position of the front left wheel speed
sensor.
⇒ Does the sensor’s position from the gear
agree with the specification in the service
manual ? (Refer to ‘‘Speed Sensors’’, Sec-
tion D.)
No. Adjust the sensor position.
Yes. Continue with troubleshooting items be-
low.
4. Replace the front left wheel speed sensor. Drive
the truck at a speed greater than 4 mph for 30
seconds.
⇒ Is the fault J030 (Front Left Wheel Speed
Sensor Fault) still active?
No. Fault seems to have cleared.
Yes. This indicates that the RCM may have
faulty wheel speed input circuitry. If a
spare RCM is available, replace the
RCM. For non-Traction Control enabled
trucks, the wheel speed sensors are not
used. Therefore, a wheel speed sensor
fault on a non-Traction Control enabled
truck will not affect the operation of the
truck, and the wheel speed sensor can be
left disconnected to eliminate the nui-
sance of intermittent faults.
D26-25
J031:
FRONT RIGHT WHEEL SPEED SENSOR
FAULT
Description
The front right wheel speed sensor reported speed of
0 mph while the truck was moving.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 3 seconds
to trigger a fault:
Front right wheel speed = 0 mph.
AND
The three other wheel speeds greater than 126
rpm (4 mph).
In addition, the following normal conditions must exist:
No brake or retard input.
AND
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
D26-26 RCM Controller
Conditions to CLEAR a Fault
The following conditions must be present for 15 sec-
onds before a fault will clear:
Front right wheel speed greater than 126 rpm (4
mph)
AND
2 of the 3 other wheel speeds greater than 126
rpm (4 mph)
In addition, the following normal conditions must exist:
No brake or retard input.
AND
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
Possible Causes
• Failed wheel speed sensor.
• Faulty wiring connection from the wheel speed
sensor to the RCM.
6/99 D26001
Troubleshooting Suggestions for an Active Fault 4. Replace the front right wheel speed sensor. Drive
the truck at a speed greater than 4 mph for 30
NOTE: Refer to Warning on page 1 regarding seconds.
proper procedures when probing connector sock-
ets when measuring voltage or resistance values. ⇒ Is the fault J031 (Front Right Wheel Speed
Sensor Fault) still active?
No. Fault seems to have cleared.
1. Drive the truck greater than 4 mph for 30 seconds.
Yes. This indicates that the RCM may have
⇒ Is the fault J031 (Front Right Wheel Speed faulty wheel speed input circuitry. If a
Sensor Fault) active? spare RCM is available, replace the
No. Attempt to recreate the conditions that gen- RCM. For non-Traction Control enabled
erated the fault. trucks, the wheel speed sensors are not
used. Therefore, a wheel speed sensor
Yes. Continue with troubleshooting items be- fault on a non-Traction Control enabled
low. truck will not affect the operation of the
2. Check the wiring connection from the wheel speed truck, and the wheel speed sensor can be
sensor to the RCM. left disconnected to eliminate the nui-
sance of intermittent faults.
⇒ Is the wiring connection ok?
No. Fix the wiring problem
Yes. Continue with troubleshooting items be-
low.
3. Check the position of the front right wheel speed
sensor.
⇒ Does the sensor’s position from the gear
agree with the specification in the service
manual? (Refer to ‘‘Speed Sensors’’, Sec-
tion D.)
No. Adjust the sensor position.
Yes. Continue with troubleshooting items be-
low.

D26001 6/99 RCM Controller D26-27

J032:
REAR LEFT WHEEL SPEED SENSOR
FAULT
Description
The rear left wheel speed sensor reported speed of 0
mph while the truck was moving.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 3 seconds
to trigger a fault:
Rear left wheel speed = 0 mph.
AND
The three other wheel speeds greater than 126
rpm (4 mph).
In addition, the following normal conditions must exist:
No brake or retard input.
AND
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
D26-28 RCM Controller
Conditions to CLEAR a Fault
The following conditions must be present for 15 sec-
onds before a fault will clear:
Rear left wheel speed greater than 126 rpm (4
mph)
AND
2 of the 3 other wheel speeds greater than 126
rpm (4 mph)
In addition, the following normal conditions must exist:
No brake or retard input.
AND
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
Possible Cause
• Failed wheel speed sensor.
• Faulty wiring connection from the wheel speed
sensor to the RCM.
6/99 D26001
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Drive the truck greater than 4 mph for 30 seconds.
⇒ Is the fault J032 (Rear Left Wheel Speed
Sensor Fault) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
2. Check the wiring connection from the wheel
speed sensor to the RCM.
⇒ Is the wiring connection ok?
No. Fix the wiring problem
Yes. Continue with troubleshooting items be-
low.
D26001 6/99
3. Check the position of the Rear left wheel speed
sensor.
⇒ Does the sensor’s position from the gear
agree with the specification in the service
manual? (Refer to ‘‘Speed Sensors’’, Sec-
tion D.)
No. Adjust the sensor position.
Yes. Continue with troubleshooting items be-
low.
4. Replace the rear left wheel speed sensor. Drive
the truck at a speed greater than 4 mph for 30
seconds.
⇒ Is the fault J032 (Rear Left Wheel Speed
Sensor Fault) still active?
No. Fault seems to have cleared.
Yes. This indicates that the RCM may have
faulty wheel speed input circuitry. If a
spare RCM is available, replace the
RCM. For non-Traction Control enabled
trucks, the wheel speed sensors are not
used. Therefore, a wheel speed sensor
fault on a non-Traction Control enabled
truck will not affect the operation of the
truck, and the wheel speed sensor can be
left disconnected to eliminate the nui-
sance of intermittent faults.
RCM Controller D26-29
J033:
REAR RIGHT WHEEL SPEED SENSOR
Fault Description
The rear right wheel speed sensor reported speed of
0 mph while the truck was moving.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 3 seconds
to trigger a fault:
Rear right wheel speed = 0 mph.
AND
The three other wheel speeds greater than 126
rpm (4 mph).
In addition, the following normal conditions must exist:
No brake or retard input.
AND
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
D26-30 RCM Controller
Conditions to CLEAR a Fault
The following conditions must be present for 15 sec-
onds before a fault will clear:
Rear right wheel speed greater than 126 rpm (4
mph)
AND
2 of the 3 other wheel speeds greater than 126
rpm (4 mph)
In addition, the following normal conditions must exist:
No brake or retard input.
AND
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
Possible Causes
• Failed wheel speed sensor.
• Faulty wiring connection from the wheel speed
sensor to the RCM.
6/99 D26001
Troubleshooting Suggestions for an Active Fault 4. Replace the rear right wheel speed sensor. Drive
the truck at a speed greater than 4 mph for 30
NOTE: Refer to Warning on page 1 regarding seconds.
proper procedures when probing connector sock-
ets when measuring voltage or resistance values. ⇒ Is the fault J033 (Rear Right Wheel Speed
Sensor Fault) still active?
No. Fault seems to have cleared.
1. Drive the truck greater than 4 mph for 30 seconds.
Yes. This indicates that the RCM may have
⇒ Is the fault J033 (Rear Right Wheel Speed faulty wheel speed input circuitry.
Sensor Fault) active? If a spare RCM is available, replace the
No. Attempt to recreate the conditions that gen- RCM.
erated the fault. For non-Traction Control enabled trucks,
the wheel speed sensors are not used.
Yes. Continue with troubleshooting items be- Therefore, a wheel speed sensor fault on
low. a non-Traction Control enabled truck will
2. Check the wiring connection from the wheel speed not affect the operation of the truck, and
sensor to the RCM. the wheel speed sensor can be left dis-
connected to eliminate the nuisance of in-
⇒ Is the wiring connection ok? termittent faults.
Yes. Continue with troubleshooting items be-
low.
No. Fix the wiring problem.
3. Check the position of the rear right wheel speed
sensor.
⇒ Does the sensor’s position from the gear
agree with the specification in the service
manual? (Refer to ‘‘Speed Sensors’’, Sec-
tion D.)
No. Adjust the sensor position
Yes. Continue with troubleshooting items be-
low.

D26001 6/99 RCM Controller D26-31

J034:
AUTO APPLY
Description
The brake system has entered the auto apply state.
This indicates that a brake accumulator has fallen
below 1650 psi, causing the brakes to automatically be
applied with the remaining accumulator pressure.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 2 seconds
to trigger a fault:
Auto apply switch in the active state. (Open cir-
cuit)
In addition, the following normal conditions must exist:
Emergency brake NOT active.
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[greater than 130 kg/cm2 (1850 psi)] for 15 sec-
onds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine and wait for 60 seconds.
⇒ Is the condition J034 (Auto Apply) active?
Yes. Continue with troubleshooting items be-
low.
2. Using a calibrated 210 kg/cm2 (3000 psi) gauge,
measure the brake accumulator pressure.
⇒ Is the measured pressure less than 116
kg/cm2 (1650 psi)?
No Check the wiring connection from the auto
apply switch to the RCM. Using an ohm-
meter, measure the resistance across the
terminals of the auto apply switch. If the
measured resistance is greater than 3000
ohms (open circuit), replace the switch.
Then, if the fault persists, replace the
RCM.
Yes. This indicates a fault in the hydraulic sys-
tem.

Conditions to CLEAR a Fault

The following condition must be present for 15 sec-
onds before a fault will clear:
Auto apply switch NOT in the active state.
(Closed circuit)

Possible Causes
• Low system brake pressure.
• Faulty auto apply switch.
• Faulty wiring from auto apply switch to RCM.

D26-32 RCM Controller 6/99 D26001

J035:
LOSS OF 18 VOLT POWER SUPPLY
Description
The RCM has lost its internally generated 18 volt
power supply.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 0.5 sec-
onds to trigger a fault:
18 volt power supply voltage (generated internally
by RCM) less than 12 volts
NOTE: The 18 volt power supply is required for the
retard lever position sensor. When the 18 volt supply
is lost, the RCM cannot determine the position of the
retard lever. Therefore, when the fault J035 (Loss of
18 Volt Power Supply) occurs, the RCM will disable
the retard lever until the key switch is turned OFF.
Conditions to CLEAR a Fault
This fault will NOT clear until the key switch is cycled
OFF and then ON. In addition, after cycling the key
switch, the following condition must be present for 15
seconds before a fault will clear:
18 volt power supply voltage (generated internally
by RCM) greater than 13 volts.
Possible Causes
• 18 volt power supply shorted to ground. (Such
as 18 volt power supplied to a sensor shorted to
ground or shield)
Troubleshooting Suggestions for an Active Fault
1. Turn the key switch OFF. Wait 30 seconds. Turn
the key switch ON and wait 30 seconds.
⇒ Is the fault J035 (Loss of 18 Volt Power Sup-
ply) active?
No. Attempt to recreate the situation that gener-
ated the fault.
Yes. Continue with troubleshooting items be-
low.
D26001 6/99 RCM Controller
2. Turn the key switch OFF. Disconnect the harness
connectors RCM1 and RCM3. Disconnect all six
sensors; left brake pressure sensor, right brake
pressure sensor, front left wheel speed sensor,
front right wheel speed sensor, rear left wheel
speed sensor, and the right rear wheel speed
sensor. Each circuit can be independently tested
for a short circuit between the 18 volt power line
and either the ground line or shield. Taking ex-
treme care not to insert anything inside of the
socket, probe the outside edge of the sockets
described below with an ohmmeter lead.
3. Test the right brake pressure sensor wiring by
measuring the resistance between RCM3 pin 20
(18V) and RCM3 pin 32 (shield).
⇒ Is the resistance less than 10 ohms?
No. This circuit is not shorted. Continue with
troubleshooting items below.
Yes. There is a short circuit in the wiring con-
nection from the RCM to the right brake
pressure sensor. Replace the wiring.
4. Test the left brake pressure sensor wiring by
measuring the resistance between RCM3 pin 8
(18V) and RCM3 pin 33 (shield).
⇒ Is the resistance less than 10 ohms?
No. This circuit is not shorted. Continue with
troubleshooting items below.
Yes. There is a short circuit in the wiring con-
nection from the RCM to the left brake
pressure sensor. Replace the wiring.
5. Test the front left wheel speed sensor wiring by
measuring the resistance between RCM1 pin 27
(18V) and RCM1 pin 29 (shield). Also, measure
the resistance between RCM1 pin 27 (18V) and
RCM1 pin 22 (ground).
⇒ Is the resistance less than 10 ohms in
either case?
No. This circuit is not shorted. Continue with
troubleshooting items below.
Yes. There is a short circuit in the wiring con-
nection from the RCM to the front left
wheel speed sensor. Replace the wiring.
6. Test the front right wheel speed sensor wiring by
measuring the resistance between RCM1 pin 26
(18V) and RCM1 pin 34 (shield). Also, measure
the resistance between RCM1 pin 26 (18V) and
RCM1 pin 12 (ground).
D26-33
 ⇒ Is the resistance less than 10 ohms in
either case?
No. This circuit is not shorted. Continue with
troubleshooting items below.
Yes. There is a short circuit in the wiring con-
nection from the RCM to the front right
wheel speed sensor. Replace the wiring.
7. Test the rear left wheel speed sensor wiring by
measuring the resistance between RCM1 pin 28
(18V) and RCM1 pin 32 (shield). Also, measure
the resistance between RCM1 pin 28 (18V) and
RCM1 pin 24 (ground).
⇒ Is the resistance less than 10 ohms in
either case?
No. This circuit is not shorted. Continue with
troubleshooting items below.
Yes. There is a short circuit in the wiring con-
nection from the RCM to the rear left
wheel speed sensor. Replace the wiring.
8. Test the rear right wheel speed sensor wiring by
measuring the resistance between RCM1 pin 25
(18V) and RCM1 pin 23 (shield). Also, measure
the resistance between RCM1 pin 25 (18V) and
RCM1 pin 35 (ground).
⇒ Is the resistance less than 10 ohms in
either case?
Yes. There is a short circuit in the wiring con-
nection from the RCM to the rear right
wheel speed sensor. Replace the wiring.
No. This circuit is not shorted, and indicates
that the short circuit does not exist in the
wiring connections.
9. Reconnect the RCM. Turn key switch on. Wait
30 seconds.
⇒ Is J035 active?
Yes. Replace the RCM.
No. Continue with troubleshooting item 10.
10. Turn off the key switch. Reconnect left brake
pressure sensor. Turn on the key switch. Wait for
30 seconds.
⇒ Is fault J035 (Loss of 18 Volt Power Supply)
still active?
Yes. Failed sensor. Replace the left brake pres-
sure sensor.
No. Continue with troubleshooting items below.
D26-34 RCM Controller
11. Turn off the key switch. Reconnect right brake
pressure sensor. Turn on the key switch. Wait for
30 seconds.
⇒ Is fault J035 (Loss of 18 Volt Power Supply)
still active?
Yes. Failed sensor. Replace right brake pres-
sure sensor.
No. Continue with troubleshooting items below.
12. Turn off the key switch. Reconnect front left wheel
speed sensor. Turn on the key switch. Wait for
30 seconds.
⇒ Is fault J035 (Loss of 18 Volt Power Supply)
still active?
Yes. Failed sensor. Replace front left wheel
speed sensor.
No. Continue with troubleshooting items below.
13. Turn off the key switch. Reconnect front right
wheel speed sensor. Turn on the key switch. Wait
for 30 seconds.
⇒ Is fault J035 (Loss of 18 Volt Power Supply)
still active?
Yes. Failed sensor. Replace front right wheel
speed sensor.
No. Continue with troubleshooting items below.
14. Turn off the key switch. Reconnect rear left wheel
speed sensor. Turn on the key switch. Wait for
30 seconds.
⇒ Is fault J035 (Loss of 18 Volt Power Supply)
still active?
Yes. Failed sensor. Replace rear left wheel
speed sensor.
No. Continue with troubleshooting items below.
15. Turn off the key switch. Reconnect rear right
wheel speed sensor. Turn on the key switch.
Wait for 30 seconds.
⇒ Is fault J035 (Loss of 18 Volt Power Supply)
still active?
Yes. Failed sensor. Replace rear right wheel
speed sensor.
No. It appears that the problem is intermittent.
Attempt to recreate the conditions that
generated the fault.
6/99 D26001
J037:
BRAKE LIGHT FAULT: Short Circuit or
Overload
Description
The brake light output has detected an overload or
short circuit condition.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 0.5 sec-
onds to trigger a fault:
Brake is being commanded in any of the following
ways: brake pedal, emergency brake, brake lock
or auto apply.
AND
RCM internal circuitry detects a fault.
Conditions to CLEAR a Fault
The following conditions must be present for 15 sec-
onds before a fault will clear:
Brake is being commanded in any of the following
ways: brake pedal, emergency brake, brake lock
or auto apply.
AND
RCM internal circuitry does not detect a fault.
Possible Causes
• Short circuit in brake light relay coil.
• Short circuit in wiring connection from RCM to
brake light relay coil.
D26001 6/99 RCM Controller
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Turn the key switch ON. Apply the emergency
brake switch for 30 seconds.
⇒ Is the fault J037 (Brake Light Fault: Short
Circuit or Overload) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
2. Remove the brake light relay from the relay board.
Wait 30 seconds.
⇒ Is the fault J037 (Brake Light Fault: Short
Circuit or Overload) still active?
No. Replace the brake light relay.
Yes.
3. Turn the key switch OFF. Measure the resistance
from where the pins 85 and 86 fit into the socket
for the brake light relay.
Note: Do not measure the relay pins themselves -
measure at the onboard contacts.
⇒ Is the measured resistance less than 18
ohms?
No. Replace the RCM.
Yes. Check the wiring from the RCM to the
brake light relay coil.
D26-35
J042:
RETARD LIGHT FAULT: Open Circuit or
FET Short
Description
The retard light circuit has detected either an open
circuit or internal (within the RCM unit) FET short
condition.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 0.5 sec-
onds to trigger a fault:
No retard braking being commanded.
AND
RCM internal circuitry detects a fault.
Conditions to CLEAR a Fault
The following conditions must be present for 15 sec-
onds before a fault will clear:
No retard braking being commanded.
AND
RCM internal circuitry detects a fault.
Possible Causes
• Open circuit in retard light relay coil.
• Open circuit in wiring connection from RCM to
retard light relay coil.
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine and release all brakes (retard
lever, brake pedal, brake lock, and emergency
brake). Wait for 60 seconds.
⇒ Is the fault J042 (Retard Light Fault: Open
Circuit or FET Short) active?
No. Continue with troubleshooting items below.
Yes. Skip to step 3.
2. Fully apply the retard lever for 15 seconds, and
then release. (Bring to full upright position)
D26-36 RCM Controller
⇒ Did the fault J042 (Retard Light Fault: Open
Circuit or FET Short) become active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
3. Apply and release the retard lever several times.
(Move from full down to full up position)
⇒ Do the retard lights (on the rear of the
truck) illuminate when the lever is applied
(down) and turn off when the lever is re-
leased (up)? (i.e. Do the retard lights oper-
ate normally?)
No. Continue with troubleshooting items below.
Yes. This indicates that the brake lights and
the associated wiring connections are
working properly.
Since the RCM detects a fault in this
case, it is likely that the RCM is faulty.
Replace the RCM.
⇒ Are the retard lights ALWAYS on, even if
no retard is being commanded?
No. Continue with troubleshooting items below.
Yes. This indicates an internal failure of the
RCM. Replace the RCM.
⇒ Are the retard lights always OFF, even
when retard is being commanded?
No. This indicates that the retard lights and
the associated wiring connections are
working properly. Since the RCM detects
a fault in this case, it is likely that the
RCM is faulty. Replace the RCM.
Yes. Check the wiring to the brake light relay
coil. Check the relay. Then, if the fault
persists, replace the RCM.
6/99 D26001
J043:
RETARD LIGHT FAULT: Short Circuit or
Overload
Description
The retard light output has detected an overload or
short circuit condition.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 0.5 sec-
onds to trigger a fault:
Retard braking is being commanded.
AND
RCM internal circuitry detects a fault.
Conditions to CLEAR a Fault
The following conditions must be present for 15 sec-
onds before a fault will clear:
Retard braking is being commanded.
AND
RCM internal circuitry does not detect a fault.
Possible Causes
• Short circuit in brake light relay coil.
• Short circuit in wiring connection from RCM to
brake light relay coil.
D26001 6/99 RCM Controller
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Turn the key switch ON. Use the retard lever to
apply 100% retard braking for 30 seconds.
⇒ Is the fault J043 (Retard Light Fault: Short
Circuit or Overload) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
2. Remove the retard light relay. Wait 30 seconds.
⇒ Is the fault J043 (Retard Light Fault: Short
Circuit or Overload) still active?
No. Replace the retard light relay.
Yes.
3. Turn the key switch OFF. Measure the resistance
from where the pins 85 and 86 fit into the socket
for the brake light relay.
Note: Do not measure the relay pins themselves,
but their onboard contacts.
⇒ Is the measured resistance less than 18
ohms?
No. Replace the RCM.
Yes. Check the wiring from the RCM to the
retard light relay coil.
D26-37
J046:
FRONT BRAKE CUT FAULT: Open Cir-
cuit or FET Short
Description
The front brake cut circuit has detected either an open
circuit or internal (within the RCM unit) FET short
condition.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 0.5 sec-
onds to trigger a fault:
RCM internal circuitry detects a fault while com-
manding the front brake cut output OFF.
Conditions to CLEAR a Fault
The following condition must be present for 15 sec-
onds before a fault will clear:
RCM internal circuitry does not detect a fault while
commanding the front brake cut output OFF.
Possible Causes
• The front brake cut relay coil has an open circuit.
• The wiring connection to the front brake cut re-
lay coil has an open circuit.
D26-38 RCM Controller
Troubleshooting Suggestions
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine and ensure that the brake lock
and slippery road (if present on truck) switches
are OFF. Wait for 60 seconds.
⇒ Is the fault J046 (Front Brake Cut Fault:
Open Circuit or FET Short) active?
No. Continue with troubleshooting items be-
low.
Yes. Skip to step 3.
2. Apply the brake lock. Wait for 30 seconds, and
then release the brake lock.
⇒ Did the fault J046 (Front Brake Cut Fault:
Open Circuit or FET Short) become active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
3. Check the wiring from the RCM to the front cut
relay coil. Check the relay itself. Then, if the fault
persists, replace the RCM.
6/99 D26001
J047:
FRONT BRAKE CUT FAULT: Short Cir-
cuit or Overload
Description
The front brake cut output has detected an overload or
short circuit condition.
Conditions to Generate an ACTIVE Fault
The following condition must be present for 0.5 sec-
onds to trigger a fault:
RCM internal circuitry detects a fault while at-
tempting to turn the front brake cut output ON.
Conditions to CLEAR a Fault
The following condition must be present for 15 sec-
onds before a fault will clear:
RCM internal circuitry does not detect a fault while
attempting to turn the front brake cut output ON.
Possible Causes
• Short circuit in front brake cut relay coil.
• Short circuit in wiring connection from RCM to
front brake cut relay coil.
D26001 6/99 RCM Controller
Troubleshooting Suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Turn the key switch ON. Apply the brake lock
switch for 30 seconds.
⇒ Is the fault J047 (Front Brake Cut Fault:
Short Circuit or Overload) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
2. Remove the front brake cut relay from the relay
board. Wait 30 seconds.
⇒ Is the fault J047 (Front Brake Cut Fault:
Short Circuit or Overload) still active?
No. Replace the front brake cut relay.
Yes. Continue with troubleshooting items be-
low.
3. Turn the key switch OFF. Measure the resistance
from where the pins 85 and 86 fit into the socket
for the brake light relay.
Note: Do not measure the relay pins themselves,
but their onboard contacts.
⇒ Is the measured resistance less than 18
ohms?
No. Replace the RCM
Yes. Check the wiring from the RCM to the
front brake cut relay coil.
D26-39
J049: Conditions to CLEAR a Fault.
REAR RIGHT PRESSURE PRESENT The following conditions must be present for 15 sec-
AND NO COMMAND onds before a fault will clear.
Description Right brake pressure signal measures less than
7.0 kg/cm2 (99 psi)
Brake pressure is present at the right brake, but there
is no brake command. (i.e. The brakes are dragging) AND
Retard command (from retard lever or auto retard
Conditions to Generate an ACTIVE Fault from PMC) is less than 3%
The following conditions must be present for 3 seconds In addition, the following normal conditions must exist:
to trigger a fault:
Right brake pressure sensor input in valid range (Be-
Right brake pressure signal measures greater tween 2 mA and 22 mA)
than 8.9 kg/cm2 (127 psi) AND
AND
The brake pedal, brake lock, auto apply, and emer-
The brake pedal, brake lock, auto apply, and gency brake signals are not active
emergency brake inputs indicate no brake com-
mand
AND
Possible Causes
Retard command (from retard lever or auto retard
from PMC) is less than 3% • Failed right brake PPC valve.
• Failed brake treadle valve.
In addition, the following normal conditions must exist:
• Improper brake pedal sensor adjustment
Right brake pressure sensor input in valid range
(Between 2 mA and 22 mA)
AND
18 volt power supply voltage (generated internally
by RCM) greater than 12 volts
AND
Alternator R-Terminal signal at 24 volts (engine
running) for at least 30 seconds
OR
Brake low accumulator pressure switch closed
[(pressure greater than 130 kg/cm2 (1850 psi)] for
15 seconds
OR
Front or rear wheel speed sensors measure
greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)

D26-40 RCM Controller 6/99 D26001

Troubleshooting suggestions for an Active Fault
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Start the engine, ensure that all brakes are re-
leased (not applied), and wait for 60 seconds.
⇒ Is the fault J049 (Rear Right Pressure Pre-
sent and No Command) active?
No. Attempt to recreate the conditions that gen-
erated the fault.
Yes. Continue with troubleshooting items be-
low.
⇒ Is the right-hand brake pressure reported
on the MOM real-time data display for the
RCM greater than 8.9 kg/cm2 (127 psi)?
No. Ensure that the retard lever is in its full up-
right (no retard) position. Turn the truck
OFF, wait 30 seconds, and then start the
engine. Wait 60 seconds. If the fault is
still ACTIVE, and the reported right hand
brake pressure is less than 7.0 kg/cm2
(99 psi), and the MOM display for both
the retard lever and auto retard reports
less than 3% command, then the RCM
may be faulty. Replace the RCM.
Yes. This verifies that the RCM is receiving a
feedback brake pressure that has ex-
ceeded the fault threshold.
⇒ Is J009 (Rear Left Pressure Present and No
Command) active also?
No. Continue with troubleshooting items below.
Yes. Continue with step 4 below.
2. Shut down the engine. Wait 30 seconds. Re-
move the harness connector to the right brake
pressure sensor and exchange it with the harness
connector to the left brake pressure sensor. Start
the engine and wait for 60 seconds.
D26001 6/99 RCM Controller
⇒ Is the fault J049 (Rear Right Pressure Pre-
sent and No Command) still active?
Yes. The fault remained on the right side, even
though the wiring connection is now read-
ing feedback brake pressure from the left
side. This indicates that the wiring con-
nection from the RCM to the sensor is
faulty, or that the RCM itself is faulty. Re-
turn the harness connectors to their origi-
nal positions. Check the wiring
connection from the RCM to the right
brake pressure sensor. Then, if the fault
persists, replace the RCM.
No.
⇒ Is the fault J009 (Rear Left Pressure Pre-
sent and No Command) now active?
No. Because both faults cleared, it appears
that the problem is intermittent, or a
combination failure of both the right
brake pressure sensor and the wiring
has occurred. Return the harness con-
nectors to their original positions.
Check the wiring connection from the
RCM to the right brake pressure sen-
sor and/or replace the sensor.
Yes. The fault remained associated with a
single brake pressure sensor and did
not follow the wiring connection. This
indicates that the wiring connection
from the RCM to the sensor is OK.
3. Shut down the engine. Return the harness con-
nectors to their original positions. Install a cali-
brated 3000 psi pressure gauge to measure the
right brake pressure in the brake cabinet.
4. Start the engine.
⇒ Is the measured brake pressure greater
than 8.9 kg/cm2 (127 psi)?
No. If the MOM display still reports brake pres-
sure greater than 8.9 kg/cm2 (127 psi),
the brake pressure sensor may be faulty.
However, before replacing the sensor, en-
sure that pressure gauge is properly cali-
brated. Then replace the right brake
pressure sensor.
Yes. This verifies that the RCM is reporting a
valid brake pressure, and that the prob-
lem is in the hydraulic system.
D26-41
J050: J052:
COMBINATION FAULT 1 COMBINATION FAULT 3
Description Description
Both the left and right brakes are reporting low brake A potentially serious combination of faults has oc-
pressure faults. curred. The 24 volt load switch and the left brake PPC
output may both be shorted ON. This condition would
Conditions to Generate an ACTIVE Fault result in the application of the rear left brake and the
two front brakes without a brake command.
Fault J004 (Rear Left Brake Pressure Low) is
active
Conditions to Generate an ACTIVE Fault
AND
Fault J018 (Left PPC Electrical Fault) is active
Fault J005 (Rear Right Brake Pressure Low) is
AND
active
Fault J036 (24 Volt Load Switch Fault) is active
Conditions to CLEAR a Fault
Conditions to CLEAR a Fault
Fault J004 (Rear Left Brake Pressure Low) is
NOT active Fault J018 (Left PPC Electrical Fault) is NOT
OR active
OR
Fault J005 (Rear Right Brake Pressure Low) is
NOT Active. Fault J036 (24 Volt Load Switch Fault) is NOT
active

Possible Causes
Possible Causes
See fault logic for fault J004 and J005.
See fault logic for fault J018 and J036.

Troubleshooting Suggestions for an Active Fault

Troubleshooting Suggestions for an Active Fault
See fault logic for fault J004 and J005.
See fault logic for fault J018 and J036.

D26-42 RCM Controller 6/99 D26001

J053: Conditions to CLEAR a Fault
COMBINATION FAULT 4 Fault J020 (Right PPC Electrical Fault) is NOT
active
Description
OR
A potentially serious combination of faults has oc-
curred. The 24 volt load switch and the right brake PPC Fault J036 (24 Volt Load Switch Fault) is NOT
output may both be shorted ON. This condition would active
result in the application of the rear right brake and the
two front brakes without a brake command.

Conditions to Generate an ACTIVE Fault Possible Causes

Fault J020 (Right PPC Electrical Fault) is active
AND
Fault J036 (24 Volt Load Switch Fault) is active
See fault logic for fault J020 and J036.
Troubleshooting Suggestions for an Active Fault
See fault logic for fault J020 and J036.

D26001 6/99 RCM Controller D26-43

J054:
LOSS OF R-TERMINAL SIGNAL FROM
ENGINE
Description
The R-Terminal signal from the engine is not present,
but the brake accumulators have remained charged
for a long period of time. This indicates that the engine
is in fact running, and that the R- Terminal signal is
faulty.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 30 min-
utes to trigger a fault:
Alternator R-Terminal signal at 0 volts (engine
NOT running)
AND
Brake low accumulator pressure switch CLOSED
[(greater than 130 kg/cm2 (1850 psi)]
Conditions to CLEAR a Fault
This fault is generated at most 1 time per key on,
and is always generated as an In-Active fault.
Possible Causes
• Faulty wiring connection from alternator to RCM.
D26-44 RCM Controller
Troubleshooting Suggestions
NOTE: Refer to Warning on page 1 regarding
proper procedures when probing connector sock-
ets when measuring voltage or resistance values.
1. Remove RCM harness connector RCM3. Start
the engine. Using a voltmeter, measure the volt-
age between RCM3 pin 18 and ground.
⇒ Is the measured voltage greater than 18
volts?
No. This indicates that the R-Terminal signal
from the alternator is not reaching the
RCM. Check the wiring from the RCM to
the alternator.
Yes. Shut down the engine. Examine the
RCM harness connector RCM3, pin 18.
If the harness connector has been re-
moved and re-inserted more than 10
times, it is possible that the harness con-
nector socket has become loose and is
not making good contact with the male
pin on the RCM harness connector.
If the harness connector appears OK, and
the problem persists, replace the RCM.
6/99 D26001
J055: J056:
LOSS OF R-TERMINAL AND LOW ACCU- COMBINATION FAULT 7
MULATOR SWITCH
Description
Description
A potentially serious combination of faults has oc-
Conditions are present that indicate that both the R- curred.
Terminal signal from the engine and the low accumu-
lator pressure switch are faulty. Conditions to Generate an ACTIVE Fault
Fault J004 (Rear Left Brake Pressure Low) is
Conditions to Generate an ACTIVE Fault
active
The following conditions must be present for 30 min- AND
utes to trigger a fault:
Fault J005 (Rear Right Brake Pressure Low) is
Alternator R-Terminal signal at 0 volts (engine active
NOT running) AND
AND
Fault J046 (Front Brake Cut Fault: Open Circuit
Brake low accumulator pressure switch OPEN or FET Short) is active.
[less than 130 kg/cm2 (1850 psi)]
AND Conditions to CLEAR a Fault
Front or rear wheel speed sensors measure Fault J004 (Rear Left Brake Pressure Low) is
greater than 126 rpm (4 mph) for 15 seconds. NOT active
(Truck is moving) OR

Conditions to CLEAR a Fault Fault J005 (Rear Right Brake Pressure Low) is
NOT active
This fault is generated at most 1 time per key on, and OR
is always generated as an In-Active fault.
Fault J046 (Front Brake Cut Fault: Open Circuit
or FET Short) is NOT active.

Possible Causes
• Faulty wiring from RCM to alternator R-Terminal.
Possible Causes
• Faulty wiring from RCM to brake LAP (low accu-
mulator pressure) switch. See fault logic for faults J004, J005 and J046.
• Faulty brake LAP (low accumulator pressure)
switch.
Troubleshooting Suggestions for an Active Fault
See fault logic for faults J004, J005 and J046.
Troubleshooting Suggestions
See fault logic for faults J054 and J002.

D26001 6/99 RCM Controller D26-45

J058: Possible Causes
COMBINATION FAULT 9 See fault logic for faults J004, J005 and J047.
Description
A potentially serious combination of faults has oc-
curred. Troubleshooting Suggestions for an Active Fault
See fault logic for faults J004, J005 and J047.
Conditions to Generate an ACTIVE Fault
Fault J004 (Rear Left Brake Pressure Low) is
active
AND
Fault J005 (Rear Right Brake Pressure Low) is
active
AND
Fault J047 (Front Brake Cut Fault: Short Circuit
or Overload) is active.

Conditions to CLEAR a Fault

Fault J004 (Rear Left Brake Pressure Low) is
NOT active
OR
Fault J005 (Rear Right Brake Pressure Low) is
NOT active
OR
Fault J047 (Front Brake Cut Fault: Short Circuit
or Overload) is NOT active.

D26-46 RCM Controller 6/99 D26001

RCM WIRING HARNESS CONNECTORS RCM HARNESS CIRCUITS CONNECTOR RCM1

Thr Retard and Control Monitor Controller has three Pin No. Function Type
external harness connectors (RCM1, RCM2, and 1 +24 volt supply DC voltage input
RCM3) attached to the bottom of the housing (see 2 +24 volt supply DC voltage input
Figure 26-2). 3 Ground Ground
4 Reserved
The following tables list the pin number, circuit func- 5 Reserved
tion, and signal type for each circuit in the individual 6 Ground Ground
harnesses. 7 Rear left PPC signal return
8 Retard light control Digital output
9 Output to rear right PPC Digital output
10 Ground Ground
11 +18 volt sensor power supply DC voltage output
12 Ground Ground
13 Reserved
14 Brake light control Digital output
15 Reserved
16 Reserved
17 Front brake cut solenoid Digital output
18 Rear right PPC signal return
19 Output to rear left PPC Digital output
20 LF wheel speed freq. signal Pulse input
FIGURE 26-2. RCM CONNECTORS 21 Reserved
22 Ground Ground
23 Shield Ground
24 Ground Ground
25 +18 volt sensor power supply DC voltage output
26 +18 volt sensor power supply DC voltage output
27 +18 volt sensor power supply DC voltage output
28 LR wheel speed freq. signal Pulse input
29 Shield Ground
30 Shield Ground
31 Shield Ground
32 Shield Ground
33 RF wheel speed freq. signal Pulse input
34 Shield Ground
35 Ground Ground
36 RR wheel speed freq. signal Pulse input

D26001 6/99 RCM Controller D26-47

 RCM HARNESS CIRCUITS CONNECTOR RCM2 RCM HARNESS CIRCUITS CONNECTOR RCM3
Pin No. Function Type Pin No. Function Type
1 Reserved 1 Emergency brake sense Digital input
2 Reserved 2 Emergency/auto apply sense
3 RS422 transmit (+) Serial output 3 Reserved
4 RS422 receive (-) Serial input 4 Reserved
5 Reserved 5 Auto retard command PWM input
6 Throttle modification PWM output 6 Reserved
7 Reserved 7 RR brake pressure sense Analog input
8 Reserved 8 LR brake pressure sense Analog input
9 Reserved 9 Ret. lever pot. (high end)
10 RS422 receive (+) Serial input 10 Reserved
11 Shield Ground 11 Reserved
12 RS422 transmit (-) Serial output 12 Reserved
13 Reserved 13 Brake pedal sense Analog input
14 Reserved 14 Slippery road sense Digital output
15 Reserved 15 Reserved
16 Shield Ground 16 Shield Ground
17 Reserved 17 Ground Ground
18 Reserved 18 Alternator R terminal Analog input
19 Reserved
20 +18 volt sensor power supply DC voltage output
21 +18 volt sensor power supply DC voltage output
22 Ret. lever pot. (low end)
23 Reserved
24 Reserved
25 Brake accumulator pressure Digital input
26 Brake lock sense Digital input
27 Backplane +24 volt supply DC voltage input
28 Reserved
29 Traction control Digital input
30 Reserved
31 Brake diff. pressure sense Digital input
32 Shield Ground
33 Shield Ground
34 Ret. lever potentiometer wiper
35 Shield Ground
36 Reserved

D26-48 RCM Controller 6/99 D26001

 AUTOMATIC SUSPENSION SYSTEM
The optional Automatic (3-mode) Suspension System
provides improved ride and handling characteristics
whether the truck is loaded or empty, traveling in a
straight line or cornering, when the load is being
dumped and when brakes are applied.
The system includes the following components:
• Suspension Controller
• Manifold Valve and Solenoids
• Suspension Damping Actuators
• Steering Sensor
In addition, the system monitors truck speed, body
position, and service brake application to determine
the proper damping characteristics.
Automatic Suspension Controller
The Automatic Suspension Controller (Figure 27-1) is
mounted on the (interior) rear wall of the operator’s
cab. This controller monitors various truck operational
functions and controls the solenoids on the manifold
valve to provide hydraulic oil to the actuators at each
suspension to switch between the ‘‘hard’’, ‘‘medium’’
and ‘‘soft’’ modes of suspension damping.
The default setting of the automatic suspension con-
troller system is ‘‘automatic’’ which allows the controller
to determine the optimum damping characteristics
based on the various inputs received. These inputs
include truck speed, suspension pressures, brake ap-
FIGURE 27-1. AUTOMATIC SUSPENSION
CONTROLLER
1. Enclosure 3. Connector SSP2B
2. Diagnostic Display 4. Connector SSP2A
5. Connector SSP1
D27001 Automatic Suspension System
plication, steering wheel movement etc. The suspen-
sion controller also communicates with the Powertrain
Management Controller (PMC) through the S-NET
(serial communications network).
Note: The Transmission Controller rotary switches
must also be set appropriately when the suspension
controller is installed. (Refer to Section F, ‘‘Transmis-
sion Shift Controller; Rotary Switch Setting’’ for addi-
tional information.)
If manual control is desired, the suspension damping
rates may be set to one of the three above modes using
the ‘‘MOM’’ screen or the Data Acquisition Device
‘‘DAD’’.
If a fault occurs in the Automatic Suspension System,
the fault code is displayed on the diagnostic display (2)
on the face of the controller and the Electronic Display
Panel and the warning lamp and alarm buzzer are
actuated.
Manifold Valve
The manifold contains three solenoid valves which
direct pressurized oil to the actuator on each front
suspension.
The solenoids are energized by the Suspension Con-
troller to control the actuator which in turn, determines
the variable, internal, damping valve orifice size se-
lected and the damping rate.
Actuator
The actuator is mounted on the damping selector valve
body on the front side of each front suspension. Hy-
draulic oil applied to appropriate ports (as determined
by the Suspension Controller and the manifold sole-
noids) rotates an orificed shaft inside the suspension
valve body to provide the requested suspension damp-
ing rate.
Steering Sensor
A steering sensor is mounted at the base of the steer-
ing column. A notched wheel rotates with the steering
column as the steering wheel is turned. A sensor
positioned over the wheel provides a pulse signal
which allows the controller to determine whether the
operator is steering the truck and if so, how fast he is
turning the steering wheel.
NOTE: Additional Information regarding the above
valve, actuator, and sensor can be found in Section H,
‘‘Front Suspensions.’’
D27-1
AUTOMATIC MODE SELECTION
CONTROL
The front suspension mode (damping force) is auto- The table below describes the damping charac-
matically changed according to travel and load condi- teristics, the purpose, and the change in damping rates
tions to ensure a comfortable ride and improved under various operating conditions.
stability.

DAMPING RATE
EMPTY LOADED
OPERATING
FUNCTION PURPOSE Soft Med. Hard Soft Med. Hard
CONDITIONS
Set damping force as Monitor front suspension
Determine whether
truck is empty or
loaded.
determined by load in
body.
internal pressure and
compare to standard value.
¢ ¢
Provides stiffer
suspension to prevent
Detects truck speed and
steering angle; switches
Ü ¢
chassis from rolling damping rate according to
Anti-Roll when turning at high certain conditions. (See
speed. Figure 27-2.) When
Applicable when truck is turning
loaded only.

Prevent nose-dive
during braking.
Increase damping force
when brakes are applied.
Ü ¢ Ü ¢
Anti-Dive
Brake Brake Brake Brake
OFF ON ON OFF
Prevents front of truck Increase damping force
from lifting when load is when hoist control valve is
Ü ¢ Ü ¢
Anti-Lift dumped. in any position other than Other Other
FLOAT. FLOAT than FLOAT than
FLOAT FLOAT
Improves stability when Detects truck speed and
traveling at high speed. selects damping force when
High Speed Stability truck is loaded. Mode is
switched when truck speed
Ü ¢
reaches 50 Km/h (31 MPH).

FIGURE 27-2. STEERING/TRUCK SPEED

D27-2 Automatic Suspension System D27001

 SUSPENSION CONTROLLER
FAULT CODE LOGIC DESCRIPTION
d011:
RIGHT FRONT SUSPENSION PRES-
SURE SENSOR FAILURE
Fault Detecting Logic:
Right front suspension pressure sensor output signal
is 1 volt or less and sensor output remains 1 volt or
less for more than 5 seconds
OR
Right front suspension pressure sensor output signal
is 4.7 volts or more and sensor output remains 4.7 volts
or more for more than 5 minutes.
Operation When Fault is Detected:
System remains in MEDIUM mode.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Right front suspension pressure sensor output must
be greater than 1 volt and less than 4.7 volts
AND
Conditions exist for 5 seconds.
D27001 Automatic Suspension System
d012:
LEFT FRONT SUSPENSION PRESSURE
SENSOR FAILURE
Fault Detecting Logic:
Left front suspension pressure sensor output signal is
1 volt or less and sensor output remains 1 volt or less
for more than 5 seconds
OR
Left front suspension pressure sensor output signal is
4.7 volts or more and sensor output remains 4.7 volts
or more for more than 5 minutes.
Operation When Fault is Detected:
System remains in MEDIUM mode.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Left front suspension pressure sensor output must be
greater than 1 volt and less than 4.7 volts
AND
Conditions exist for 5 seconds.
D27-3
d015:
TRANSMISSION SPEED SIGNAL LOST
Fault Detecting Logic:
Protection circuit detects an open circuit and no speed
signal is present
AND
Conditions remain for 0.5 seconds.
Operation When Fault is Detected:
System remains in MEDIUM mode.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Protection circuit does not detect an open circuit and
no speed signal is present
AND
Conditions remain for 0.5 seconds.
D27-4 Automatic Suspension System
d016:
STEERING SPEED SIGNAL LOST
Fault Detecting Logic:
No steering speed signal is present for 10 minutes
AND
Truck speed is 6.2 MPH or more
OR
Steering speed is 16π rad/second or more for 10
seconds.
Operation When Fault is Detected:
System remains in MEDIUM mode.
Fault Recovery Logic:
Fault recovery logic is ignored while key switch re-
mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must be present to allow
recovery when truck is restarted:
Steering speed signal is present and steering speed is
less than 16π rad/second
AND
Condition remains for 1 second.
D27001
d021: Operation When Fault is Detected:
SOLENOID OUTPUT 1 FAILURE All solenoid outputs turned OFF.
Fault Detecting Logic:
Fault Recovery Logic:
Protection circuit detects short to ground.
Fault recovery logic is ignored while key switch re-
OR mains ON. Recovery requires clearing through initial
Protection circuit detects hot short and condition re- power-up when the key switch is turned ON.
mains for 1 second. The following conditions must be present to allow
AND recovery when truck is restarted:
Solenoid 1 command: OFF Solenoid 2 command: OFF, protection circuit does not
detect hot short
AND
Operation When Fault is Detected: Conditions remain for 1 second.
All solenoid outputs turned OFF. AND
Protection circuit does not detect short to ground

Fault Recovery Logic:

Fault recovery logic is ignored while key switch re- d023:
mains ON. Recovery requires clearing through initial SOLENOID OUTPUT 3 FAILURE
power-up when the key switch is turned ON.
The following conditions must be present to allow Fault Detecting Logic:
recovery when truck is restarted: Protection circuit detects short to ground.
Solenoid 1 command: OFF, protection circuit does not OR
detect hot short Protection circuit detects hot short and condition re-
AND mains for 1 second.
Conditions remain for 1 second. AND
AND Solenoid 3 command: OFF
Protection circuit does not detect short to ground
Operation When Fault is Detected:
All solenoid outputs turned OFF.

d022: Fault Recovery Logic:

SOLENOID OUTPUT 2 FAILURE
Fault recovery logic is ignored while key switch re-
Fault Detecting Logic: mains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
Protection circuit detects short to ground.
OR The following conditions must be present to allow
recovery when truck is restarted:
Protection circuit detects hot short and condition re-
mains for 1 second. Solenoid 3 command: OFF, protection circuit does not
AND detect hot short
AND
Solenoid 2 command: OFF
Conditions remain for 1 second.
AND
Protection circuit does not detect short to ground

D27001 Automatic Suspension System D27-5

 SUSPENSION CONTROLLER SYSTEM TROUBLESHOOTING

SP-1: Fault Code d011 Faulty Pressure Sensor (Right) displayed.

• Before troubleshooting, verify all related connectors are properly inserted

• Always connect any disconnected connectors before going on to the next step.

D27-6 Automatic Suspension System D27001

SP-2: Fault Code d012 Faulty Pressure Sensor (Right) displayed.

• Before troubleshooting, verify all related connectors are properly inserted

• Always connect any disconnected connectors before going on to the next step.

D27001 Automatic Suspension System D27-7

SP-3: Fault Code d015 Faulty Truck Speed Sensor System Displayed

• Before troubleshooting, verify all related connectors are properly inserted

• Always connect any disconnected connectors before going on to the next step.

D27-8 Automatic Suspension System D27001

SP-4: Fault Code d016: Fault in Steering Sensor System Displayed

• Before troubleshooting, verify all related connectors are properly inserted

• Always connect any disconnected connectors before going on to the next step.

D27001 Automatic Suspension System D27-9

SP-5: Fault Code d021 Fault in Solenoid (1) System Displayed

• Before troubleshooting, verify all related connectors are properly inserted

• Always connect any disconnected connectors before going on to the next step.

D27-10 Automatic Suspension System D27001

SP-6: Fault Code d022 Fault in Solenoid (2) System Displayed

• Before troubleshooting, verify all related connectors are properly inserted

• Always connect any disconnected connectors before going on to the next step.

D27001 Automatic Suspension System D27-11

SP-7: Fault Code d023 Fault in Solenoid (3) System Displayed

• Before troubleshooting, verify all related connectors are properly inserted

• Always connect any disconnected connectors before going on to the next step.

D27-12 Automatic Suspension System D27001

SUSPENSION CONTROLLER WIRING ASC HARNESS CONNECTOR CIRCUITS
CONNECTOR -- SSP1
HARNESS CONNECTORS
Pin No. Function Type Circuit No.
Figure 27-3 illustrates the Suspension Controller wir- 1 S-NET (+) Analog input SNET +A
ing harness connectors SSP1, SSP2A and SSP2B 2 Reserved Analog input
and the pins used.
3 Reserved Analog
output
Note: The illustrations show the pin location on the face
4 Analog
of the harness connectors, NOT the connector recep- Reserved output
tacle on the controller housing. 5 Analog
Reserved output
The following tables list each pin, the applicable circuit Analog
6 Reserved
function, circuit type, and circuit number. output
7 Reserved Analog
output
8 Power Supply +24V DC voltage 81
input
9 Ground Ground 50
10 Reserved Digital output
11 Solenoid 3 (+) Digital output 66C
12 S-NET (+) Analog input SNET +B
13 Sensor Power DC voltage 51P
Supply +18V output
14 Reserved Analog
output
15 Reserved Analog
output
16 Reserved Analog
output
17 Solenoid Power DC voltage 81
Supply input
18 Reserved DC voltage
input
19 Ground Ground
20 Solenoid 2 (+) Digital output 66B
21 Solenoid 1 (+) Digital output 66A

FIGURE 27-3. CAB HARNESS CONNECTORS

(Connector Face View)

D27001 Automatic Suspension System D27-13

 ASC HARNESS CONNECTOR CIRCUITS ASC HARNESS CONNECTOR CIRCUITS
CONNECTOR -- SSP2A CONNECTOR -- SSP2B
Pin No. Function Type Circuit No. Pin No. Function Type Circuit No.
1 Reserved Digital input 1 RF Suspension Analog input 39FC
Pressure Signal
2 Reserved Digital input
2 Reserved Analog input
3 Reserved Digital input
3 Reserved Analog input
4 Reserved Digital input
4 Steering Signal Pulse input 51SR
5 Reserved Digital input Transmission Output
5 Pulse input 32S3
Shaft Speed Signal
6 Reserved Digital input
6 Reserved Digital output
7 Reserved Digital input
7 Reserved Digital output
8 Reserved Digital input
8 Reserved Digital output
9 S-NET Ground Ground SNET0
9 LF Suspension Analog input 39FD
10 Reserved DC voltage Pressure Signal
output
11 Reserved Digital output 10 Reserved Analog input
12 Reserved Analog input 11 Reserved Pulse input
13 Reserved Digital input 12 Pulse Ground Ground 30
14 Reserved Digital input 13 Reserved Pulse input
14 Reserved Digital output
15 Reserved Digital input
15 Reserved Digital output
16 Reserved Digital input
17 Rear Brake Signal Digital input 52BS 16 Reserved Digital output
18 Body Float Signal Digital input 35B
19 Reserved Analog input
20 Reserved Analog input

D27-14 Automatic Suspension System D27001

 MOM -- MESSAGE FOR OPERATION AND MAINTENANCE
INTRODUCTION

Purpose
PIN No. SYMBOL TYPE NAME
The Message for Operation and Maintenance (MOM)
1 RDB Input Receive Data (-)
unit, mounted in the Overhead Display Panel, displays
2 Not Used
data such as truck payload, system faults that occur
3 SG1 Signal Ground
on the truck, and information required for truck status
4 SDB Output Send Data (-)
check and trouble-shooting.
5
6 Not Used
7
SYSTEM CONFIGURATION 8
9 RDA Input Receive Data (+)
Hardware 10 FG1 Frame Ground
11 SDA Input Send Data (+)
The MOM unit (Figure 30-1) is connected to the Power-
12
train Management Controller (PMC) through an RS-
13 Not Used
422 interface and transfers data to and from the truck.
14
Table 1 lists the pins used on the RS422, 15 pin 15
connector, the signal symbol, type, and name. This
connector is located on the rear of the MOM display
as shown in Figure 30-1.

TABLE 1. RS422 CONNECTOR CIRCUITS

FIGURE 30-1. "MOM" DISPLAY ASSEMBLY

D30001 Message for Operation and Maintenance D30-1

SOFTWARE
The MOM unit has two basic functions;
• Display operational information
• Display maintenance information
The MOM unit is installed in the cab of the truck and
its operation is controlled using the touch-sensitive
panel of the display screen.
When the key switch of the truck is turned on, the MOM
unit is powered on, starts the MOM program, then
displays the ‘‘i1 INITIAL MESSAGE’’ screen. (See
Figure 30-2.)
Usually, MOM displays a screen indicating whether the
engine is ready to start. When the engine starts to run,
MOM displays a screen indicating whether the truck is
ready to operate.
After the truck starts operating normally, MOM dis-
plays another information screen (such as a payload
screen) according to the vehicle status. When a prob-
lem occurs, MOM displays a related error screen.
To display information pertaining to the status of the
vehicle for troubleshooting, you must call the PASS-
WORD screen by a hidden switch on MOM screen.
When a correct password is entered, the MAINTE-
NANCE INFORMATION MENU appears on-screen.
FIGURE 30-2.
D30-2 Message for Operation and Maintenance
NOTE: The reading of the service meter displayed by
MOM may be different from the reading of the service
meter provided on the lower right corner of the elec-
tronic display panel since each counts up inde-
pendently. For further information, see ‘‘Service
Meters (SMR).’’
The PMC plays various roles besides communication
with MOM.
As MOM transfers data to and from controllers on the
vehicle through the PMC, the response time of MOM
is affected by the status of the PMC. Therefore, be
sure to go to the next operation after receiving a
response from MOM.
Never operate MOM while driving the vehicle. Be
sure to stop the vehicle first before operating
MOM.
While the vehicle is running, only a person who is
not driving the vehicle can operate MOM.
MOM menus are available to authorized service per-
sonnel only.
D30001
Service Meters (SMR) Each controller (except for the Electronic Display
Panel) has its own SMR (controller-specific SMR) in
The service meter (SMR) value located on the Elec-
addition to the vehicle standard SMR.
tronic Display Panel is defined as a vehicle standard
SMR value (in hours). Vehicle standard SMR value The vehicle standard SMR copies the value of the
counts up only while the engine is running. The serv- vehicle standard SMR of the Electronic Display Panel
ice meter located in the lower right corner of the controller, but the controller-specific SMR counts up
Electronic Display Panel counts up only while the just when the vehicle standard SMR counts up.
engine is running and is independent of the vehicle
The controller-specific SMR is mainly used to record
standard SMR value.
how much time has elapsed since the controller was
MOM controls the vehicle standard SMR but does not placed in service. For example, when a controller has
control the service meter shown in the lower right been replaced on the truck, it will report only its own
corner of the Electronic Display Panel. hours of operation since installation, not total truck
hours.
The count value of the vehicle standard SMR in the
Electronic Display Panel is sent to the other controllers
(Komatsu engine controller if installed, transmission
controller, suspension controller, PMC, etc.) con-
nected to the vehicle network.
The SMR value stored by the controllers except for the
Electronic Display Panel is the value sent from the
Electronic Display Panel as the vehicle standard SMR
value.

D30001 Message for Operation and Maintenance D30-3

FUNCTION
Operator Information
MOM provides the following six operator information
screens:
• i1 INITIAL MESSAGE
• i2 INITIAL CHECK1
• i3 INITIAL CHECK2
• i4 NORMAL RUN
• i6 WARNING MESSAGE
• i7 BACKLIGHT OFF
Note: For details of the above screens, see ‘‘MOM
Screen Displays’’.
Figure 30-3 illustrates the MOM display screens that
appear when the operator turns the key switch on.
The screens ‘‘i3’’ and ‘‘i4’’ are equipped with a switch
to turn the backlight off. You can return to ‘‘i3’’ or ‘‘i4’’
screen by pressing anywhere on ‘‘i7" screen. The
screen is selected automatically according to vehicle
status.
When an error occurs, ‘‘i6’’ screen is displayed. When
all errors are removed or all error indications on ‘‘i6’’
screen are deleted, the ‘‘i2,’’ ‘‘i3,’’ or ‘‘i4’’ screen is
displayed according to the status of vehicle.
Maintenance Information (Screen Hierarchy)
The tables on the following pages illustrate the screens
available under the Service Menu (Table 2.) and Pa-
rameter Set Menu (Table 3.). The availabilty of the
screens depends on the vehicle status (vehicle state).
(Refer to Display Able/disable By Machine Status.)
The following notes on the charts indicate the screens
available according to vehicle status:
1
Available when vehicle status is ‘‘KEY ON’’ but not
available when vehicle status is ‘‘ENGINE ON’’
and ‘‘ RUNNING.’’
2
Available when vehicle status is ‘‘KEY ON’’ and
‘‘ENGINE ON’’ but not available when vehicle
status is ‘‘RUNNING.’’
3
Available when vehicle status is ‘‘KEY ON,’’ ‘‘EN-
GINE ON’’ and ‘‘RUNNING.’’
For example, when the engine is started while ‘‘s2221
L/C ON/OFF COUNT’’ screen is displayed after the
ignition key is turned on, vehicle status changes to
‘‘ENGINE ON.’’ MOM will then exit the current screen
when the vehicle status changes and display a higher
level screen as shown in the example below:
A higher level screen, closest to screen s2221 in the
hierarchy is ‘‘s222 MACHINE TREND MENU (T/M)’’
(see Table 2.) but this screen is not available when the
vehicle state changes to ‘‘ENGINE ON’’. The next
higher level screen would be s22 TRANSMISSION
MENU and would therefore be displayed next since
this screen is available in the ENGINE ON state.

FIGURE 30-3.
OPERATOR
INFORMATION
SCREENS

D30-4 Message for Operation and Maintenance D30001

 TABLE 2. MOM DISPLAY SCREENS ---- SERVICE MENU
(s1) SERVICE MENU3
(s2) COMPONENT CHECK MENU3
(s21) CUMMINS ENG. MENU or KOMATSU ENG. MENU3
(s211-1/10) to (s211-10/10) REAL TIME MONITOR (ENG.) (CUMMINS)3
(s211-1/9) to (s211-9/9) REAL TIME MONITOR (ENG.) (KOMATSU) 3
(s212) MACHINE TREND MENU (ENG.) (KOMATSU ONLY)1
(s2121) BLOW-BY PRESSURE HISTORY1 (KOMATSU ONLY)
(s2122-1/2) to (s2122-2/2) EXHAUST TEMP. HISTORY1 (KOMATSU ONLY)
(s2123-1/2) to (s2123-2/2) BOOST PRESSURE HISTORY1 (KOMATSU ONLY)
1
(s2124) ENG. OIL PRESSURE HISTORY (KOMATSU ONLY)
(s213) FAULT CONDITION MENU (ENG.)1 (KOMATSU ONLY)
(s2131) FAULT CONDITION (ENG.) 1 (KOMATSU ONLY)
3
(s22) TRANSMISSION MENU
(s221-1/14) to (s221-14/14) REAL TIME MONITOR (T/M)3
(s222) MACHINE TREND MENU (T/M)1
(s2221) L/C ON/OFF COUNT1
(s222E) AB-USE COUNT1
(s223) FAULT CONDITION MENU (T/M)1
(s2231) FAULT CONDITION (T/M)1
(s23) BRAKE MENU3
(s231-1/3) to (s231-3/3) REAL TIME MONITOR (BRAKE)3
(s233) FAULT CONDITION MENU (BRAKE)1
(s2331) FAULT CONDITION (BRAKE)1
(s24) SUSPENSION MENU3
(s241-1/4) to (s241-4/4) REAL TIME MONITOR (SUS)3
(s242) FAULT CONDITION MENU (SUS)1
(s2421) FAULT CONDITION (SUS)1
(s25) PMC MENU3
(s251-1/9) to (s251-9/9) REAL TIME MONITOR (PMC)3
(s252) FAULT CONDITION MENU (PMC)1
(s2521) FAULT CONDITION (PMC)1 (See Note *1 below)
(s26) ELECTRONIC DISPLAY PANEL MENU3
(s261-1/5) to (s261-5/5) REAL TIME MONITOR (PANEL)
(s262) FAULT CONDITION MENU (PANEL)1
(s2621) FAULT CONDITION (PANEL)1
(s27) PLM MENU3
(s271-1/2) to (s271-2/2) REAL TIME MONITOR (PLM)3
(s272) CALIBRATION DATA (PLM)1
(s28) TMS MENU3
(s281-1/5) to (s281-5/5) REAL TIME MONITOR (TMS)3
(s283) FAULT CONDITION MENU (TMS)1
(s2831) FAULT CONDITION (TMS)1
(s3) MACHINE INFORMATION MENU3
(s31) SYSTEM IDENTIFICATION3
(s32-1/3) to (s32-3/3) CONTROLLER INFORMATION3
(s33) OPTIONAL FUNCTION INFORMATION3
(S34) HISTORY OF USE3
NOTE: (*1) CUMMINS ENG. and FAULT CONDITION of PLM are indicated in (s2521) FAULT CONDITION (PMC).

D30001 Message for Operation and Maintenance D30-5

 TABLE 3. MOM DISPLAY SCREENS ---- PARAMETER SET MENU
(2) PARAMETER SET MENU
(t1) PARAMETER SET MENU2
(t2) TIME/DATE SET2
(t3) TRAVEL MODE MENU2
(t31) ENG.,T/M PATTERN SELECT1
(t32) SPEED LIMITER1
(t33) T/M MAX GEAR SELECT2
(t34) MAX GEAR SELECT (BODY UP)2
(t35) SUSPENSION MODE SET2
(t4) PARAMETER UNIT SET2
(t5) TMS SET MENU2
(t51) TIRE PRESSURE LIMIT SET2
(t52) TIRE TEMPERATURE LIMIT SET2
(t53) CORRELATION CONSTANTS SET2
(t54) TMS CLOCK SET2
(t55) ID CODE SET2

Display Able/Disable By Machine Status the engine has started because to stop the engine is
equal to to turning the ignition key off.
In some vehicle states, SERVICE MENU and PA-
RAMETER SET MENU screens are not available.
Screen names (switches) which are not available are
displayed lightly on the menu screen. (The screens Vehicle State
cannot be selected by pressing the screen names
MOM supports the following vehicle states:
(switches)).
• KEY ON: The ignition key is turned on but engine
When the status of the vehicle changes and the screen
is not started.
which you are monitoring becomes unavailable, MOM
exits the screen automatically and displays a higher • ENGINE ON: The engine is running but the truck
but closest screen available in the hierarchy of the is stationary.
menu.
• RUNNING: The vehicle is running (the transmis-
In Figure 30-3, the screen ‘‘i2,’’ ‘‘i3,’’ or ‘‘i4’’ is automat- sion gear is not in the NEUTRAL position or the
ically selected and displayed according to the status speed of the truck is 2km/h or more.)
of vehicle:
The ‘‘i2 INITIAL CHECK1’’ screen is displayed
when the ignition key is turned on but the engine
is not running.
The ‘‘i3 INITIAL CHECK2’’ screen is displayed
when the engine is running and vehicle is not
running.
The ‘‘i4 NORMAL RUN’’ screen is displayed when
vehicle is running.
This rule is applied also when one of the ‘‘i2,’’ ‘‘i3,’’ and
‘‘i4’’ screens is called from (i6) or (i7) screen. However,
once ‘‘i4’’ screen is displayed after the ignition key is
turned on, ‘‘i4’’ screen remains until the ignition key is
turned off even if truck stops and keeps engine run-
ning. Similarly, ‘‘i2’’ screen will not be displayed after

D30-6 Message for Operation and Maintenance D30001

Display Able/Disable by Truck Model and SCREEN DISPLAY
SCREENS
Optional Equipment Status CONDITIONS
(i1),(i2),(i3),(i4),(i6)
Screen names (switches) which are not available (by (i7),(i8),(i9)
model and option setting) are displayed lightly on a (s1),(s2)
menu screen and cannot be selected. (s3)
(s21)
The truck model MOM is installed on, and whether or
(s22)
not optional equipment is installed is set by two rotary (s221-1/14) to (s221-14/14) Always available for a truck
switches in the T/M controller and sixteen DIP switches (s222),(s2221),(s222E) equipped with Powertrain
in the PMC. (s223),(s2231) Management Controller.
(s25),(s251-1/9) to (s251-9/9) (PMC)
Table 4. lists screens available when the correspond- (s252),(s2521) (Independently of the model
ing controller is installed on the truck. and option settings).
(s26),(s261-1/5) to (s261-5/5)
(s262),(s2621)
(s31)
(s32-1/3),(s32-2/3),(s32-3/3)
(s33),(s34)
(t1),(t2)
(t3),(t33),(t34)
(t4)
Available only when the
(s211-1/10) to (s211-10/10) CUMMINS engine controller is
used
(s211-1/9) to (s211-9/9)
Available only when the
(s212),(s2121),(s2122),(s2123), KOMATSU engine controller is
(s2124) used
(s213),(s2131)
Available only when the
(s23),(s231-1/3) to (s231-3/3)
HAULPAK brake controller is
(s233),(s2331)
used
Available when the
(s24),(s241-1/4) to (s241-4/4)
Suspension controller is
(s242),(s2421)
selected
DIP switch SW1-3 of the PMC
(s27),(s271-1/2),(s271-2/2) (PLM2 setting)
s272) ON: Screen available
OFF: Screen not available
DIP switch SW1-7 of the PMC
(Tire management system
(s28),(s281-1/5) to (s281-5/5)
setting)
(s283),(s2831)
ON: Screen available
OFF: Screen not available
Available only when the
(t31) KOMATSU engine controller is
used
DIP switch SW2-4 of the PMC
(Maximum speed limit setting)
(t32)
ON: Screen available
OFF: Screen not available
Available only when the
(t35)
Suspension controller is used
DIP switch SW1-7 of the PMC
(Tire management system
(t5),(t51),(t52),(t53),(t54) (t55) setting)
ON: Screen available
OFF: Screen not available

TABLE 4. SCREEN AVAILABILITY

D30001 Message for Operation and Maintenance D30-7

SCREEN DATA Machine Trend Data
Machine trend data is the data collected and recorded
Realtime Data continuously for predicting trends (e.g. data which is
Realtime data is the current input and output data displayed graphically or a count of specified events).
values of each controller on the truck. Realtime data MOM supports the following trend data screens:
is updated every 0.2 second.
The realtime data of each controller is displayed on the DATA ITEM SCREENS CONTENTS
realtime monitor screen of each controller. Each real- s2121
time monitor screen has several pages. Its number BLOW-BY PRESS.
Blow-by pressure graph
HISTORY (KOMATSU
varies in accordance with the number of data items
ENG ONLY)
available to the controller. You can scroll up or down
s2122-1/2 to 2/2
the screen by the FWD or REV switches on the real- EXHAUST TEMP. Exhaust temperature
time monitor screen to call a desired page. It may take Engine HISTORY (KOMATSU graph
a few seconds before data appears on the selected Related ENG ONLY)
page because MOM switches data sent from the PMC Items s2123-1/2 to 2/2
each time screen pages are changed. Be sure to BOOST PRESS.
Boost pressure graph
HISTORY (KOMATSU
change screen pages after data appears on the current
ENG ONLY)
selected page.
s2124
Real time data information available and the applicable ENG. OIL PRESS. Engine oil pressure
HISTORY (KOMATSU graph
screens are listed in Table 5.
ENG ONLY)
s2221 Number of lock up
Transmission
DATA SCREENS L/C ON/OFF COUNT clutch operations
Related
s211-1/10 to 10/10 (CUMMINS) Items s222E Number of abnormal
Engine-related items AB-USE COUNT operations
s211-1/9 to 9/9 (KOMATSU)
Transmission-related
s221-1/14 to 14/14
items TABLE 6. TREND DATA INFORMATION
Brake-related items s231-1/3 to 3/3
Suspension-related items s241-1/4 to 4/4
PMC-related items s251-1/9 to 9/9
Electronic display panel
s261-1/5 to 5/5
related items
PLM-related items s271-1/2 to 2/2 Fault Condition Data
TMS-related items s281-1/5 to 5/5
Fault condition data is the record of errors which have
occurred. MOM supports the following fault condition
TABLE 5. REAL TIME DATA INFORMATION screens:

DATA ITEM SCREENS

Engine-related items s2131 FAULT CONDITION
Transmission-related items s2231 FAULT CONDITION
Brake-related items s2331 FAULT CONDITION
Suspension-related items s2421 FAULT CONDITION
PMC, CUMMINS ENG, PLM-
s2521 FAULT CONDITION
related items
ELECTRONIC DISPLAY
s2621 FAULT CONDITION
PANEL-related items
TMS-related items s2831 FAULT CONDITION

TABLE 7. FAULT CONDITION DATA

D30-8 Message for Operation and Maintenance D30001

Machine Information
‘‘Machine information’’ contains information about con-
trollers and options installed on the truck and data
about time at which a parameter setting was changed
on the parameter set menu.
MOM supports the following machine information
screens:
Parameter Set
A parameter set screen allows you to change data of
parameters of each controller on the vehicle.
A ‘‘unit change’’ function for MOM is also provided on
the parameter set menu.
MOM supports the following parameter set screens:

DATA ITEM SCREENS

SYSTEM DATA ITEM SCREENS
s31 Controller configuration
IDENTIFICATION t2 TIME/DATE SET MOM time/date setting
CONTROLLER Setting of engine-
s32-1/3 to 3/3 Controller information ENG.,T/M PATTERN
INFORMATION t31 transmission matching
SELECT
OPTIONAL pattern
Setting of optional
s33 FUNCTION Setting of maximum vehicle
functions t32 SPEED LIMITTER
INFORMATION speed
History of parameter Setting of maximum
s34 HISTORY OF USE t33 T/M MAX GEAR SELECT
setting change transmission gear

TABLE 8. MACHINE INFORMATION MAX GEAR SELECT Setting of maximum

t34
(BODY UP) transmission gear (Body up)
t35 SUSPENSION MODE SET Suspension mode setting
TIRE PRESSURE LIMIT
t51 Setting of tire pressure limit
SET
TIRE TEMPERATURE Setting of tire temperature
t52
LIMIT SET limit
CORRELATION
t53 Correlation constant setting
CONSTANTS SET
t54 TMS CLOCK SET TMS clock setting
t55 ID CODE SET TMS ID code setting

TABLE 9. PARAMETER INFORMATION

D30001 Message for Operation and Maintenance D30-9

WARNING MESSAGE Each of these screens shows information of up to two
errors. You can scroll up or down the screen by the
When any fault occurs, the ‘‘i6 WARNING MESSAGE’’ FWD or REV switch on the screen to display the other
screen (Figure 30-4) is displayed (even when the other page. When an error is repaired, its information is
screen is displayed). This screen shows the error deleted from the screen automatically.
code, error message, action code, and repairing action
of each error that occurred. To clear the message of an error, press ‘‘No.(CLR)’’
field (CLR switch) of the error message. The deleted
ERROR CODE: error message will appear again if the error occurs
• 4-digit alphanumeric code starting with an alpha- again after recovery or if the error remains when the
betic character. ignition key is turned off and on again.
ERROR MESSAGE: Serial numbers (in ascending order starting at 1) are
assigned to errors in the order of occurrence.
• Description of the error
When all errors are removed (when all errors are
ACTION CODE: recovered or when CLR switch of every error message
• 1 to 7 representing the type of repairing actions is pressed), the screen changes as follows according
to the current vehicle status:
ACTION:
‘‘i2 INITIAL CHECK1’’: when ignition key is turned on
• Message to operator for repair of fault (’’KEY ON") but engine is not running.
Possible Action Messsages: ‘‘i3 INITIAL CHECK2’’: when engine is running (‘‘EN-
GINE ON’’) but vehicle is not moving.
1 GO TO SHOP AFTER WORK
‘‘i4 NORMAL RUNNING’’ when vehicle is running or
2 GO TO SHOP RIGHT NOW when engine is running (‘‘ENGINE ON’’) but vehicle is
3 REDUCE ENGINE/MACHINE SPEED not moving after displaying ‘‘i4’’ screen.
4 STOP SAFELY/SHUT OFF ENGINE
5 WAIT WITH ENGINE LOW IDLE
6 START ENGINE/KEEP LOW IDLE
7 KEEP BODY SEATED Never operate MOM while driving. Be sure to stop
the truck before clearing the error messages.

FIGURE 30-4. WARNING MESSAGE SCREEN

D30-10 Message for Operation and Maintenance D30001

 HARDWARE TROUBLESHOOTING AND MAINTENANCE

TROUBLESHOOTING THE MOM UNIT

• The following precautions must be observed Table 10. (below) lists possible problems, causes and
when operating and/or repairing the MOM dis- suggested corrective action for repairing problems
play panel and associated equipment: which may occur in the Message For Operation and
Maintenance (MOM) system.
• Use only finger pressure to operate the
switches on the MOM display panel. Never use Details for correcting the problems are listed on the
a mechanical device (pencil, screwdriver etc.) following pages.
to depress a switch -- permanent screen dam-
age may result!
• The display panel surface is glass -- do not use
excessive pressure when operating switches.
Avoid impact with heavy objects.
• Do not use use organic solvents or strong acid
solvents to clean the touch panel or body of the
MOM unit.
• Avoid unnecessary disassembly of the unit.
• To prevent damage to the screen due to ‘‘image
burn-in’’, change screens periodically if possi-
ble or use the ‘‘Light Off’’ function. (Refer to
‘‘Setting the Display OFF time’’.)

CONDITION POSSIBLE CAUSE CORRECTIVE ACTION

1 No screen is displayed
2 System mode screen is displayed after
power is applied
3 Communication unavailable
4 Error message is displayed
Power wiring failure
Power supply not within specified range
Display Panel Inoperative
No screen data is downloaded
Communication cable is not connected
Wrong communication cable is used
Incorrect communication parameter
Serial port communication port type set
incorrectly
Abnormal communication port
Error occurs
Check wiring
Check power supply voltage
Replace MOM unit
Download screen data
Connect communication cable properly
Repair or replace communication cable
Adjust communication Parameter
Set communication port correctly
Check operation using self-diagnosis
Use code to determine nature of fault
and correct accordingly (Refer to ‘‘Error
Codes’’)

TABLE 10.

D30001 Message for Operation and Maintenance D30-11

PROBLEMS AND CORRECTIVE
ACTIONS

ERROR CODES
There are 3 types of errors which may occur in MOM
while the system is operating; system error, program
execution error or a warning and communication error.
Details of these errors and suggested repair methods
are described below.
System Errors
2. Errors during operation
The system error is fatal. When a system error occurs,
a buzzer sounds, an error message is displayed, and
RAS output and parallel output are turned off. When
this type error is found, notify Komatsu service person-
nel or Distributor.
c. User data area error; the abnormality of screen
data area (Flash memory or PROM).
d. System setup area error; the abnormality of the
system parameter setup area (SRAM). When
this error occurs, return to system mode and
then reset parameter.
When an error occurs, a message (in Japanese)
and a 4 digit error code are displayed on the
bottom line on the screen.

1. Errors when starting system (when applying

power).
When MOM is powered-on, hardware is self-di-
agnosed. When an error occurs, the details of the
error are displayed on the screen (See Figure
30-5).
a. Program area error; the sum check error of the
system program area (PROM).
b. Work area error; the abnormality of system
work (SRAM).

FIGURE 30-5. SYSTEM ERROR MESSAGES

D30-12 Message for Operation and Maintenance D30001

Program Errors
This type of error occurs when executing application The application or operation program should be cor-
and operation programs. When an error occurs, a rected by troubleshooting the error code.
message and 4 digit error code as shown in Figure
30-6 are displayed on the bottom line on the screen.
However, some error codes may be displayed on the
window by the error indicator through the system
setup.

FIGURE 30-6. APPLICATION & OPERATION PROGRAM ERRORS

D30001 Message for Operation and Maintenance D30-13

Warning & Communication Errors
An error can be displayed by integrating the error
indicator when creating a screen. Indication of each is
selective. Refer to Table 11. for a listing of possible
error codes and suggested repair procedures.
If a warning & communication error occurs, however,
the operation continues and the RAS output and par-
allel output are not turned OFF.

MESSAGE ERROR CODE DESCRIPTION CORRECTIVE ACTIONS

Malfunctioning clock ---- Clock IC malfunctioning Replace printed circuit board

Battery voltage drop ---- Battery voltage drop Replace battery

Serial communication Error
NOTES:
(when clock is used)
Destination error
2000 -- 2255 Displays destination error code
on the last 3 digits (CH1)
Destination error Take corrective actions as
2300 -- 2555 Displays destination error code indicated by error code
+300 on the last 3 digits (CH2)
Destination error
2600 -- 2855 Displays destination error code
+600 on the last 3 digits (CH3)
2901 Parity error (CH1)
Check connecting device for
2902 Overrun error (CH1) communication conditions
2903 Framing error (CH1)
2904 Receive data error (CH1) Check receive data format
Check the following items:
• Communication cable
2905 Time out error (CH1) • PLC station code
• Time out set value
• Condition of destination
2931 Parity error (CH2)
2932 Overrun error (CH2)
Framing error (CH2) The same as CH1
2933
2934 Receive data error (CH2)
2935 Time out error (CH2)
2961 Parity error (CH3)
2962 Overrun error (CH3)
Framing error (CH3) The same as CH1
2963
2964 Receive data error (CH3)
2965 Time out error (CH3)
CH1 refers to RS-232C(CH1)
CH2 refers to RS-232C(CN2 option)
CH3 refers to RS-485

TABLE 11. WARNING AND COMMUNICATION ERRORS

D30-14 Message for Operation and Maintenance D30001

SELF-DIAGNOSIS
MOM is provided with a self-diagnosis function to
check fundamental functions of the hardware as fol-
lows.
Communication port check
A loop back check is made using a special con-
nector. (See Figure 30-8.)
Key input check
An input check is made of the touch switch grid.
SYSTEM CHECK
1. Select ‘‘System Check’’ Mode from the menu on
the system mode screen. Figure 30-7 illustrates
the system check menu that will be displayed in
Japanese. English translations for applicable
switch selection areas are shown.
FIGURE 30-7. SYSTEM CHECK MENU
2. Press the appropriate switch to select ‘‘System
Information’’, ‘‘Communication Port’’, or ‘‘Key In-
put’’ for testing.
3. Refer to the following topics to perform the test
desired.
D30001 Message for Operation and Maintenance
System Information
1. Select ‘‘System Information’’ from the menu.
2. The following system information is displayed on
the screen that appears:
Downloaded application version
The sum of ROM
ROM version
User data area type
Type of communication set to each communication
port
Communication Port Check
1. Refer to Figure 30-8 and assemble a test connec-
tor for performing a loop-back test at the RS232C
or RS485 port connector.
a. RS-232C Port:
1.) Using the listed plug and shell (or equiva-
lent), install a jumper between pins 2 and 3,
and another between pins 4 and 5.
b. RS-485 Port:
1.) Using the listed plug and shell (or equiva-
lent), install a jumper between pins 1 and 3
and another between pins 2 and 4.
FIGURE 30-8. COMMUNICATION PORT
LOOPBACK TEST
D30-15
 2. Select ‘‘Communication Port’’ from the menu. The Key Input Check
screen shown in Figure 30-9 will appear.
1. Select ‘‘Key Input’’ from the menu shown in Figure
30-7.

FIGURE 30-9. COMMUNICATION PORT CHECK

SCREEN

3. Touch the communication port displayed on the

screen for checking the desired serial port. FIGURE 30-10. TOUCH SWITCH TEST
4. Connect the test connector assembled in step 1.
to the appropriate port connector. Touch ‘‘Start’’
2. The check screen (Figure 30-10) for the touch
according to the instructions on the screen.
switches is displayed.
Note: Touching ‘‘RET’’ will return the screen to the
3. Pressing a switch on the touch area grid will
previous menu.
indicate the pressed area in reverse video. Check
5. When the check is finished, the result will be all switches on the display.
displayed on the screen. If the communication
4. Touching ‘‘End’’ will return the screen to the pre-
test fails, the MOM unit should be replaced.
vious, menu screen.
6. Touching ‘‘(Verification)’’ returns the screen to the
menu.

D30-16 Message for Operation and Maintenance D30001

MAINTENANCE TOUCH PANEL

BATTERY REPLACEMENT Cleaning

A coin-type lithium battery is used for backup of the
clock and internal memory of MOM.
Even if a low battery error has not occurred, the battery
should be replaced every two years when the total time
of the power OFF exceeds 2 years.
Battery Specifications:
Coin-type lithium battery (ER17330V) made by
TOSHIBA corporation or equivalent.
To Change the Battery:
When the touch panel is dirty, use a soft cloth or cotton
moistened with diluted neutral detergent or industrial
alcohol to wipe off the dust.
• Never use thinner, organic solvent, ammonia or
strong acid solvent.
• Do not apply excessive force on the glass touch
panel when cleaning. Excessive force may
damage the panel.

To assure the memory contents are not lost when

the battery is removed, apply power to the unit and
charge the super capacitor for 5 minutes or more
before changing the battery.
1. Turn key switch off.
2. Disconnect harness from MOM and remove MOM
from truck.
3. Remove cover on the back of MOM.
Replacement of Protective Sheet
When the protective sheet over the touch panel be-
comes dirty or is damaged by scratches, remove the
protective sheet and replace with a new one.
The protective sheet is replaceable. Refer to the Parts
Manual or contact the truck distributor for a replace-
ment part.

• Replacement battery must meet specifications

listed above.
• Observe battery polarity during installation.
Proper polarity must be maintained.
• Do not allow battery terminals to contact metal
components inside MOM unit.
• Install new battery within 3 minutes after re-
moving the old one.

4. Remove the old battery from the holder to replace

with a new one (See battery specifications). Be
careful not to drop battery into the casing.
5. Reinstall the cover.

D30001 Message for Operation and Maintenance D30-17

BACK LIGHT REPLACEMENT
If the LCD display is dark and the contrast adjustment
is not effective, the back light may require replace-
ment.

To Change Back Light:

1. Turn key switch off.
2. Disconnect harness from MOM. Remove MOM
from truck. Verify the power to MOM is OFF.

Do not attempt to change the back light before

removing the display unit from the truck. High
voltage (approximately 800 volts) may be present.
FIGURE 30-11. OPENING CASE
Use caution when case is opened. Static electricity
can damage internal components.

3. Remove 4 screws (Figure 30-11) from back panel

of case.
4. Open the case as shown in Figure 30-12 and
place both halves on a clean, flat surface.
5. Remove the back light connector (3).
NOTE: DO NOT REMOVE ANY OTHER CONNEC-
TORS.
6. Lift the back light module while pushing on the
cover (2) in the direction of the arrow. Pull the
module out of the case.
7. Install the new module; be certain the the white
display sheet is between the back light plate and
the flourescent tube.
8. Install the back light module cover (2). When
installing, tilt the top of the cover (toward the
arrow) and push into place.
9. Connect the back light connector (3).
10. Close the case halves, being careful not to pinch
the connnector cables in the case.
11. Install case retaining screws (Figure 30-11).
12. Attach all wiring harness connectors and reinstall
the MOM unit in the overhead display area.
FIGURE 30-12. BACK LIGHT REPLACEMENT

D30-18 Message for Operation and Maintenance D30001

Setting Display OFF Time 3. Select ‘‘Display Control’’ from the System Setup
menu as shown in Figure 30-14.
The display and backlight are turned OFF automat-
ically if a screen input switch is not depressed for a
certain period of time.
Follow the instructions below to set the amount of time
desired before the display turns off:
1. Press the switches (see Figure 30-13) on the left
top and lower right corners of the display simulta-
neously. The system mode menu screen will be
displayed in 2 to 3 seconds.

FIGURE 30-14. SYSTEM SETUP MENU

4. Use the up or down arrows (Figure 30-15) to set

the desired time on the displayed setup screen.
The setting can be up to a maximum 60 minutes,
in one minute increments. If the ‘‘0’’ switch is
selected, the display will remain on continuously.

FIGURE 30-13. SYSTEM MODE SCREEN

SELECTION

2. Select ‘‘System Setup’’ from the menu to display

the System Setup menu.
FIGURE 30-15. TIME SET SCREEN

5. After the time setting is complete, press the ‘‘End’’

switch to complete the procedure.

D30001 Message for Operation and Maintenance D30-19

 NOTES

D30-20 Message for Operation and Maintenance D30001

 MOM SCREEN DISPLAYS
i1 INITIAL MESSAGE
After the MOM system is powered on, the ‘‘NOW
STARTING UP’’ message (in Japanese) appears, then
‘‘i1 INITIAL MESSAGE’’ screen, Figure 31-1. appears.
This initial message screen shows a screen number,
title, and the version of the MOM program.
FIGURE 31-1. INITIAL MESSAGE SCREEN
This initial message screen is displayed for three
seconds, then ‘‘i2 INITIAL CHECK1’’, Figure 31-2.
appears automatically.
FIGURE 31-2.
The screen displayed after this initial message screen
varies according to the current vehicle status. For
details, see ‘‘Display able/disable by machine status.’’
If any controller detects a fault when the ignition key is
turned on, this initial message screen changes to ‘‘i6
WARNING MESSAGE’’ screen automatically.
D31001 MOM Screen Displays
i2 INITIAL CHECK1
This screen shows whether the engine is ready to be
started. When the engine is ready, ‘‘ENGINE START
OK’’ is displayed. When something must be done
before the engine is started, ‘‘ENGINE START WAIT’’
is displayed together with an item to be done before
the engine is started.
Such items are as follows:
• ‘‘PARKING BRAKE’’ appears on-screen when the
parking brake remains released.
• ‘‘T/M SHIFT LEVER’’ appears on-screen when the
shift lever is not in the neutral position.
The engine can be started even if ‘‘PARKING BRAKE’’
is indicated for emergency use.
If the shift lever is not in NEUTRAL position, it must be
moved to NEUTRAL before the engine can be started.
When the engine is started, this screen automatically
changes to ‘‘i3 INITIAL CHECK2’’, (Figure 31-3)
screen. If any controller detects a fault while the ‘‘i2’’
screen is displayed, ‘‘i6 WARNING MESSAGE’’
screen appears automatically.
i3 INITIAL CHECK2
This screen shows whether the vehicle is ready to go.
When the vehicle is ready, ‘‘DEPARTURE OK’’ is
displayed. When departure is not acceptable, ‘‘DE-
PARTURE WAIT’’ is displayed (Figure 31-3) together
with the reason why departure is not acceptable. The
fault must be corrected before the truck can be oper-
ated.
FIGURE 31-3.
D31-1
Items that may appear are as follows: i4 NORMAL RUNNING
‘‘STRG. PRESSURE TOO LOW’’ appears on-screen This screen (Figure 31-4) shows the current time, the
when the steering oil pressure is lower than the preset current payload, the total payload, and the total num-
level. ber of cycles.
‘‘ENG. DERATE ON’’ appears on-screen when engine
power is derated.
Note: For ‘‘ENG. DERATE ON’’ conditions, see ‘‘i4
NORMAL RUNNING.’’

The truck is able to depart even if ‘‘STRG. PRESSURE

TOO LOW’’ or ‘‘ENG. DERATE ON’’ is indicated for
emergency use.
When the engine is started, i2 is changed to initial
check (i3) automatically.
FIGURE 31-4.
When the LIGHT OFF switch is pressed, this ‘‘i3"
screen turns into ‘‘i7 BACKLIGHT OFF’’ screen.
This ‘‘i4" screen (once displayed) does not change into
‘‘i3 INITIAL CHECK2’’ screen until the ignition key is
turned off even when the vehicle stops.
When MOM detects the vehicle is running, this screen
turns into ‘‘i4 NORMAL RUNNING ‘‘ screen automat- Use ‘‘t2 TIME/DATE SET" screen to set the time
ically. and whether time is displayed or not.
For details of whether vehicle is running, see ‘‘Display ‘‘PAYLOAD,’’ ‘‘TOTAL PAYLOAD,’’ and ‘‘TOTAL
able/disable by machine status.’’ CYCLE’’ are displayed on-screen only when the
PLMII is installed on the truck.
If any controller detects a fault while the ‘‘i3" screen is
displayed, ‘‘i6 WARNING MESSAGE’’ screen appears Change the units of ‘‘PAYLOAD’’ and ‘‘TOTAL
automatically. PAYLOAD’’ using the ‘‘t4 UNIT SET’’ screen.

The STRG indicator lights when the ‘‘i4’’ screen is

changed from ‘‘i3 INITIAL CHECK2" screen while the
steering oil pressure (in ‘‘i3" screen) is too low and
remains until the steering oil pressure exceeds the
preset level and enters the normal pressure range.
When the steering oil pressure which exceeded the
preset level drops below the preset level again, ‘‘i4"
screen turns into ‘‘i6 WARNING MESSAGE" screen.
The DERATE indicator lights when the derating con-
ditions are satisfied (when engine power is derated)
and goes off when the derating conditions are re-
moved.
Derating conditions:
When detecting a fault in the engine system listed in
Table 1, the Centry engine controller reduces the
output torque of the engine to protect the engine. This
status is called ‘‘ENGINE DERATE ON.’’ As the derat-
ing condition is satisfied, ‘‘i6’’ screen is displayed auto-
matically, the DERATE indicator on ‘‘i4’’ screen lights

D31-2 MOM Screen Displays D31001

 CENSE ERROR • The value in the PAYLOAD field remains un-
No. ENG. CONDITION
CODE changed even when another load is added to
High exhaust temperature
641 to 648, vehicle after loading is completed and before the
1
651 to 658 load is dumped.
624 to 628,
2 Low cylinder power
631 to 638 • If any data field remains blanked, first dump the
3 High blowby 555 load, start loading again, then dump the load again
Low oil pressure 143
after loading is completed.
4
5 High coolant temperature 151 For additional information on the PLM, refer to Section
6 Low coolant pressure 233 ‘‘M’’.
7 High oil temperature 214 If the PLM is defective, data sent from the PLM may
8 Low coolant level 235 possibly be abnormal and the related data field will be
left blanked.
TABLE 1. ENGINE DERATING CONDITIONS When you press the LIGHT OFF switch, ‘‘i4" screen
turns into ‘‘i7 BACKLIGHT OFF" screen.

only when ‘‘i4’’ screen is displayed after the fault mes-

sages on ‘‘i6’’ screen are deleted.
i7 BACKLIGHT OFF
‘‘PAYLOAD,’’ ‘‘TOTAL PAYLOAD,’’ and ‘‘TOTAL CY-
When the BACKLIGHT OFF switch is pressed, nothing
CLE’’ data are all sent from the payload meter (PLM).
is visible on the screen (as when power to the MOM is
After the ignition key is turned on, ‘‘PAYLOAD," ‘‘TO-
shut off). This function is intended for night use when
TAL PAYLOAD,’’ and ‘‘TOTAL CYCLE’’ fields on ‘‘i4’’
reduced illumination is required.
screen are left blanked until the PLM sends data to
MOM.
1. Press anywhere on the screen.
The PLM sends ‘‘PAYLOAD,’’ ‘‘TOTAL PAYLOAD,’’ a. ‘‘i2 INITIAL CHECK1" screen appears when
and ‘‘TOTAL CYCLE’’ data at the following time: ignition key is turned on (’’KEY ON") but engine
is not running;
PAYLOAD data:
b. ‘‘i3 INITIAL CHECK2" screen appears when
The PLM sends payload data continuously to engine is running (’’ENGINE ON") but vehicle
MOM during loading and stops sending payload is not running; or ‘‘i4 NORMAL RUNNING" is
data when loading is completed or when the load displayed when vehicle is running or when ‘‘4"
is dumped. screen is already displayed after vehicle is
running (even when engine is running (‘‘EN-
TOTAL PAYLOAD and TOTAL CYCLE data:
GINE ON’’) but vehicle is not moving)
The PLM sends this data to MOM when the load
is dumped completely.
When any controller detects a fault while this screen
is displayed, this screen automatically turns into ‘‘i6
Therefore, WARNING MESSAGE" screen with back light on.
• If the ignition key is turned off with the vehicle
loaded and the ignition key is turned on again,
‘‘PAYLOAD," ‘‘TOTAL PAYLOAD,’’ and ‘‘TOTAL
CYCLE’’ fields are left blanked in ‘‘i4’’ screen.
When the load is dumped, the PAYLOAD and
TOTAL PAYLOAD values are displayed. The
‘‘PAYLOAD’’ field shows a value when loading
starts.

D31001 MOM Screen Displays D31-3

To Access a Maintenance Information Screen:
The ‘‘i2 INITIAL CHECK1,’’ ‘‘i3 INITIAL CHECK2’’ and
‘‘i4 NORMAL RUNNING’’ screens respectively have
two hidden switches. To call a maintenance informa-
tion screen, you must first call ‘‘i8 PASSWORD INPUT"
screen by pressing the two hidden switches on the ‘‘i2,’’
‘‘i3,’’ or ‘‘i4’’ screen at the same time.
The two hidden switches are located as shown in
Figure 31-5.
• When you enter a correct password in ‘‘i8 PASS-
WORD INPUT" screen, you can go to the mainte-
nance information screen i8 PASSWORD INPUT
(See Figure 31-6)
• Enter a correct 4-digit password and press the
ENT switch.
The ‘‘i8 PASSWORD INPUT’’ screen changes to ‘‘i9
MENU SELECT" screen. Use the keys 1 to 9 of the
10-key pad on the screen to enter a password.
MOM supports five default passwords; 0000, 1111,
2222, 3333, and 4444.
You can set a desired password. To change the pass-
word, follow the steps below:
1. Press the box switch placed to the left of
‘‘CHANGE PASSWORD.’’ The box lamp lights
and ‘‘OLD PASSWORD INPUT’’ is displayed.
FIGURE 31-5. HIDDEN SWITCH LOCATION
D31-4 MOM Screen Displays
FIGURE 31-6. PASSWORD ENTRY SCREEN
2. Enter the old password which you want to change
(using the 10-key pad) and press the ENT switch.
When the entered password is valid, ‘‘NEW
PASSWORD INPUT’’ is displayed.
3. Enter a new password which you want to use from
now on (using the 10-key pad) and press the ENT
switch. ‘‘ONCE MORE’’ is displayed for reconfir-
mation.
4. Enter the new password again. If this password
agrees to that entered in step 3, the new pass-
word is registered. If the entered password does
not agree with the password entered the first time,
(step 3), ‘‘ERROR’’ is displayed. Enter a correct
password again.
5. To quit, press the box switch (located to the left of
‘‘CHANGE PASSWORD.’’)
When you press the RET switch, an operator informa-
tion screen ‘‘i2,’’ ‘‘i3" or ’’i4" is called back.
This screen is selected according to the status of
vehicle as shown below.
• ‘‘i2 INITIAL CHECK1" when ignition key is turned
on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is moving
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE’’ screen is
automatically displayed.
Note: Only authorized personnel can change the ‘‘i8
PASSWORD INPUT’’ screen.
D31001
i9 MENU SELECT See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
MOM supports two maintenance information menus
(see Figure 31-7):
• (1) SERVICE MENU When you select ‘‘s1 SERVICE MENU,’’ the ‘‘s1 SERV-
ICE MENU’’ appears.
• (2) PARAMETER SET MENU
When you select ‘‘t1 PARAMETER SET MENU,’’ ‘‘t1
PARAMETER SET MENU’’ appears. The ‘‘t1’’ menu is
not available while the vehicle is running.
When the RET switch is pressed, ‘‘i9 MENU SELECT’’
screen changes to:
• ‘‘i2 INITIAL CHECK1" when ignition key is turned
on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is moving
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
FIGURE 31-7.
screen.

The SERVICE MENU screen is used to obtain infor-

When any controller detects a fault while this screen
mation of each component on the truck (engine, trans-
is displayed, ‘‘i6 WARNING MESSAGE’’ screen is
mission, brake, suspension, power-train management
automatically displayed.
controller, electronic display panel, payload meter, tire
management system, etc.) and information on the
whole vehicle.
Information for each component is provided on refer-
ence screens such as ‘‘REAL TIME MONITOR,’’ ‘‘MA-
CHINE TREND,’’ and ‘‘FAULT CONDITION’’ and a
‘‘MACHINE CHECK’’ screen for checking vehicle hard-
ware.
NOTE: Refer to D34001, ‘‘Real Time Data Tables’’ for
the information available on each of the Real Time
Data screens for all the controllers (including optional
controllers) in the PMC system

The ‘‘PARAMETER SET MENU’’ screen is used to

change parameters.

For hierarchy (tree structure) of maintenance informa-

tion screens, see ‘‘MOM - Message for Operation and
Maintenance’’, Tables 2. and 3.

The menu hierarchy varies according to model types,

component types (Komatsu engine or CUMMINS en-
gine) and setting of optional equipment (PLM, TMS,
etc.).

D31001 MOM Screen Displays D31-5

s1 SERVICE MENU
When you select ‘‘s2 COMPONENT CHECK MENU’’,
from the s1 SERVICE MENU screen (Figure 31-8), ‘‘s2
COMPONENT CHECK MENU’’ appears.
FIGURE 31-8. SERVICE MENU SCREEN
When you select ‘‘s3 MACHINE INFORMATION
MENU’’, ‘‘s3 MACHINE INFORMATION MENU’’ ap-
pears.
When the BACK switch is pressed, this screen turns
into ‘‘i9 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1’’ when the ignition key is
turned on (‘‘KEY ON’’) but engine is not running.
• ‘‘i3 INITIAL CHECK2’’ when engine is running
(‘‘ENGINE ON’’) but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is moving
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE’’ screen is
automatically displayed.
D31-6 MOM Screen Displays
s2 COMPONENT CHECK MENU
When the switch box at the left side of the menu title
‘‘s2 component check menu’’ is pressed, the menu
screen in Figure 31-9 appears.
FIGURE 31-9. COMPONENT CHECK MENU
When the BACK switch is pressed, this screen returns
to ‘‘s1 SERVICE MENU’’ screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON’’) but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON’’) but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is moving
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
The switch boxes of components which are not avail-
able according to the setting of the rotary switch of the
transmission controller and DIP switches of the PMC
are displayed light and not selectable.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
D31001
s21 Engine
s21 CUMMINS ENG. MENU (for the CUMMINS
engine)
s21 KOMATSU ENG. MENU (for the KOMATSU
engine)
FIGURE 31-10.
When the switch box at the left side of the menu title
‘‘s21 ENGINE’’ is pressed, the selected menu screen,
Figure 31-10, appears.
When the BACK switch is pressed, this screen turns
into ‘‘s2 COMPONENT CHECK MENU’’ screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is moving
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
Note: When the Cummins engine is used, ‘‘s212 MA-
CHINE TREND MENU’’ and ‘‘s213 FAULT CONDI-
TION MENU’’ screens are not available and their
switch boxes are light.
See, ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
D31001 MOM Screen Displays
s211-1/10 to s211-10/10 REAL TIME MONITOR
(ENG.) (for CUMMINS engine)
s211-1/9 to s211-9/9 REAL TIME MONITOR
(ENG.) (for KOMATSU engine)
The screen in Figure 31-11 shows real time data for
the engine. For details of real time data displayed on
this screen, refer to Real time Data Tables.
FIGURE 31-11.
Units of data can be changed by ‘‘t4 UNIT SET" screen.
The switches on the screen have the following func-
tions:
> FWD:
Calls the next real time data screen.
> REV:
Calls the preceding real time data screen.
> HOLD/START:
When this switch is pressed once, its indicator
lights and the current real time data is held (in-
cluding a delay due to the system response
lag). When this switch is pressed once more,
its indicator goes off and data is displayed in
real time.
When the BACK switch is pressed, this screen returns
to ‘‘s21 KOMATSU ENG. MENU’’ or ‘‘s21 CUMMINS
ENG. MENU’’ screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
D31-7
s212 MACHINE TREND MENU (ENG.)
Note: This screen is selectable only when the
KOMATSU engine controller is mounted on vehicle.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
FIGURE 31-12.
This screen (Figure 31-12) is used to select an engine
trend menu.
When you select a menu and press its switch box, the
selected menu screen appears.
The SELECT switch placed after a menu title (‘‘s2122
EXHAUST TEMP’’ and ‘‘s2123 BOOST PRESS.’’) is
used to select R (for right) or L (for left) data. ‘‘R’’ and
‘‘L’’ change alternately each time the SELECT switch
is pressed.
When the BACK switch is pressed, this screen returns
to ‘‘s21 KOMATSU ENG. MENU’’ or ‘‘s21 CUMMINS
ENG. MENU’’ screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed
D31-8 MOM Screen Displays
s213 FAULT CONDITION MENU (ENG.)
Note: This screen is selectable only when the
KOMATSU engine controller is mounted on vehicle.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
FIGURE 31-13.
This screen (Figure 31-13) is used to select an engine
fault condition menu.
When you select a menu and press its switch box, the
selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (‘‘s2131 FAULT CONDITION’’), a dialog box
appears to ask whether you really want to delete all
engine fault data.
Press the OK switch to delete all engine fault data or
the CANCEL switch not to delete the data.
When the BACK switch is pressed, this screen turns
into ‘‘s21 KOMATSU ENG. MENU’’ or ‘‘s21 CUMMINS
ENG. MENU’’ screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001
s2131 FAULT CONDITION (ENG.) Press the OK switch to delete the history or the CAN-
CEL switch not to delete the history. The DEL switch
This screen is selectable only when the KOMATSU
field of the current fault becomes dark and locked. You
engine controller is mounted on vehicle.
cannot delete the fault history by pressing the DEL
switch.
Two faults are displayed on one screen. Move up or
down the screen by the FWD or REV switch to show
another page of faults. ‘‘TOTAL COUNT OF ERROR’’
indicates the total number of fault occurrences.
‘‘CURRENT SMR’’ indicates the current vehicle stand-
ard SMR (Service Meter) hours.
When the BACK switch is pressed, this screen returns
to ‘‘s213 FAULT CONDITION MENU (ENG.)" screen.
FIGURE 31-14. When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
This screen shows the history of engine faults. MOM
turned on (’’KEY ON") but engine is not running.
handles the following data for engine faults:
> CODE:
System fault code When any controller detects a fault while this screen
> ERROR CONTENT: is displayed, ‘‘i6 WARNING MESSAGE" screen is
Contents of an engine fault automatically displayed.
> FIRST:
Service meter hour of the first occurrence
> LAST:
Service meter hour of the last occurrence
> NO. OF OCCUR:
Number of occurrences

The DEL field works as a switch to delete the history

of the fault code. When the DEL field of a fault code
is pressed, a dialog box (Figure 31-15) appears to ask
whether you really want to delete the history of the
data.

FIGURE 31-15.

D31001 MOM Screen Displays D31-9

s22 TRANSMISSION
When the switch box at the left side of the menu titles
(Figure 31-16) is pressed, the selected menu screen
appears.
FIGURE 31-16.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU’’ screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-10 MOM Screen Displays
s221-1/14 to s221 14/14 REAL TIME MONITOR
(T/M)
This screen (Figure 31-17) shows real time data of the
engine. (For details, refer to Real time Data table.)
FIGURE 31-17.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV:Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s22 TRANSMISSION MENU’’ screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001
s222 MACHINE TREND MENU (T/M)
This screen is used to select a transmission trend
menu.
FIGURE 31-18.
When the switch box at the left side of the menu titles
is pressed, the selected menu screen appears.
When the BACK switch is pressed, this screen returns
to ‘‘s22 TRANSMISSION MENU’’ screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001 MOM Screen Displays
s2221 L/C ON/OFF COUNT
This screen (Figure 31-19) shows the number of on/off
operations of the lock up clutch.
FIGURE 31-19.
> The ‘‘START[h] field shows the value of vehicle
standard service meter (SMR) at which L/C
counting started.
> The ‘‘NOW[h] field shows the value of vehicle
standard service meter (SMR) at which data is
requested.
When the CLEAR switch is pressed, a dialog box
appears to ask whether you really want to delete L/C
ON/OFF COUNT data.
Press the OK switch to delete the data or the CANCEL
switch not to delete the data.
When you press the OK switch to delete the data, the
screen turns into ‘‘s222 MACHINE TREND MENU
(T/M)" screen.
When the BACK switch is pressed, this screen turns
into ‘‘s222 MACHINE TREND MENU (T/M)" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-11
s222E AB-USE COUNT When the CLEAR switch is pressed, a dialog box
appears to ask whether you really want to delete
This screen (Figure 31-20) shows the number of ab-
DIRECTIONAL SHIFT data and ABNORMAL SHIFT
normal shift lever operations.
data.
Press the OK switch to delete the data or the CANCEL
switch not to delete the data.
When you press the OK switch to delete the data, the
screen returns to ‘‘s222 MACHINE TREND MENU
(T/M)" screen.

When the BACK switch is pressed, this screen returns

to ‘‘s222 MACHINE TREND MENU (T/M)" screen.
When the RET switch is pressed, this screen changes
FIGURE 31-20.
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
> ‘‘DIRECTIONAL SHIFT’’ counts the number of turned on (’’KEY ON") but engine is not running.
times the shift lever is moved to the R position
while the vehicle runs forward at a preset
speed or faster, or the number of times the shift When any controller detects a fault while this screen
lever is moved to a Forward position while the is displayed, ‘‘i6 WARNING MESSAGE" screen is
vehicle is moving backward at a preset speed automatically displayed.
or faster.
> ‘‘ABNORMAL SHIFT’’ counts the number of
times the shift lever position is changed from
neutral to other ranges while engine speed is
higher than preset value.
The counts are classified into three, ‘‘F1,’’ ‘‘F2,’’ and
‘‘F3" according to the actual transmission gear position
after abnormal shift operation.

> The ‘‘START[h] field shows the value of vehicle

standard service meter (SMR) at which L/C
counting started.
> The ‘‘NOW[h] field shows the value of vehicle
standard service meter (SMR) at which data is
requested.

D31-12 MOM Screen Displays D31001

s223 FAULT CONDITION MENU (T/M)
This screen (Figure 31-21) is used to select a trans-
mission fault condition menu.
FIGURE 31-21.
When you select a menu and press its switch box, the
selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (‘‘s2231 FAULT CONDITION’’), a dialog box
appears to ask whether you really want to delete all
transmission fault data.
Press the OK switch to delete all transmission fault
data or the CANCEL switch not to delete the data.
Data of the current fault is not deleted.
When the BACK switch is pressed, this screen returns
to ‘‘s22 TRANSMISSION MENU’’ screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001 MOM Screen Displays
S2231 FAULT CONDITION (T/M)
This screen (Figure 31-22) shows the history of trans-
mission faults.
FIGURE 31-22.
MOM handles the following data as to transmission
faults:
> CODE: System fault code
> ERROR CONTENT: Contents of a fault
> FIRST: Service meter hour of the first occur-
rence
> LAST: Service meter hour of the last occurrence
> NO. OF OCCUR.: Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history.
The DEL switch field of the current fault becomes dark
and locked. You cannot delete the fault history by
pressing the DEL switch.
One page of the screen displays data of two faults.
You can move up or down the screen by the FWD or
REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value.
When the BACK switch is pressed, this screen returns
to ‘‘s223 FAULT CONDITION MENU (T/M)" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
D31-13
s23 BRAKE MENU
This screen (Figure 31-23) is selectable only when the
Haulpak brake controller is mounted on the vehicle.
FIGURE 31-23.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
When the switch box at the left side of the menu titles
is pressed, the selected menu screen appears.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU’’ screen. When
the RET switch is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-14 MOM Screen Displays
s231-1/4 to s231-4/4 REAL TIME MONITOR
(BRAKE)
This screen (Figure 31-24) is selectable only when the
Haulpak brake controller is mounted on the vehicle.
FIGURE 31-24.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
This screen shows real time data of the brake. For
details of real time data displayed on this screen, see
Real time Data table.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s23 BRAKE MENU’’ screen. When the RET switch
is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
D31001
s233 FAULT CONDITION MENU (BRAKE)
This screen (Figure 31-25) is selectable only when the
Haulpak brake controller is mounted on the vehicle.
FIGURE 31-25.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
This screen is used to select a brake fault condition
menu. When you select a menu and press its switch
box, the selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (‘‘s2231 FAULT CONDITION’’), a dialog box
appears to ask whether you really want to delete all
brake fault data.
Press the OK switch to delete all brake fault data or
the CANCEL switch not to delete the data. Data of the
current fault is not deleted.
When the the BACK switch is pressed, this screen
returns to ‘‘s23 BRAKE MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001 MOM Screen Displays
s2331 FAULT CONDITION (BRAKE)
This screen (Figure 31-26) is selectable only when the
Haulpak brake controller is mounted on the vehicle.
FIGURE 31-26.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
This screen shows the history of brake faults. MOM
handles the following data as to brake faults:
> CODE: System fault code
> ERROR CONTENT: Contents of a fault
> FIRST: Service meter hour of the first occur-
rence
> LAST: Service meter hour of the last occurrence
> NO. OF OCCUR.: Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the
current fault becomes dark and locked. You cannot
delete the fault history by pressing the DEL switch.
One page of the screen displays data of two faults.
You can move up or down the screen by the FWD or
REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value. When
BACK switch is pressed, this screen returns to
‘‘s233 FAULT CONDITION MENU (BRAKE)"
screen.
When RET switch is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
D31-15
s24 SUSPENSION MENU
This screen (Figure 31-27) is selectable only when the
suspension controller is mounted on vehicle.
FIGURE 31-27.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
When you select a menu and press its switch box, the
selected menu screen appears.
When the the BACK switch is pressed, this screen
returns to ‘‘s2 COMPONENT CHECK MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-16 MOM Screen Displays
s241-1/4 to s241-4/4 REAL TIME MONITOR
(SUSPENSION)
This screen (Figure 31-28) is selectable only when the
suspension controller is mounted on vehicle.
FIGURE 31-28.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
This screen shows real time data of the suspension.
For details of real time data displayed on this screen,
refer to Real time Data Tables.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
The screen switches have the following functions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s24 SUSPENSION MENU" screen.
When RET switch is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001
s242 FAULT CONDITION MENU (SUS)
This screen (Figure 31-29) is selectable only when the
suspension controller is mounted on vehicle.
FIGURE 31-29.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
This screen is used to select a suspension fault con-
dition menu. When you select a menu and press its
switch box, the selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (‘‘s2421 FAULT CONDITION’’), a dialog box
appears to ask whether you really want to delete all
suspension fault data.
Press the OK switch to delete all suspension fault data
or the CANCEL switch not to delete the data. Current
fault data is not deleted.
When the BACK switch is pressed, this screen returns
to ‘‘s24 SUSPENSION MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001 MOM Screen Displays
s2421 FAULT CONDITION (SUS)
This screen is selectable only when the suspension
controller is mounted on vehicle.
FIGURE 31-30.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
This screen shows the history of suspension faults.
MOM handles the following data as to suspension
faults:
> CODE: System fault code
> ERROR CONTENT: Contents of a fault
> LAST: Service meter hour of the last occurrence
> NO. OF OCCUR.: Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the
fault currently occurs becomes dark and locked. You
cannot delete the fault history by pressing the DEL
switch.
One page of the screen displays data of two faults.
You can move up or down the screen by the FWD or
REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value. When the
BACK switch is pressed, this screen returns to
‘‘s242 FAULT CONDITION MENU (SUS)"
screen.
When RET switch is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
D31-17
s25 PMC MENU
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 31-31.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-18 MOM Screen Displays
s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)
This screen (Figure 31-32) shows real time data of the
PMC.
FIGURE 31-32.
For details of real time data displayed on this screen,
refer to Real time Data tables.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s25 PMC MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001
s252 FAULT CONDITION MENU (PMC)
This screen (Figure 31-33) is used to select a PMC
fault condition menu.
FIGURE 31-33.
When you select a menu and press its switch box, the
selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (‘‘s2521 FAULT CONDITION’’), a dialog box
appears to ask whether you really want to delete all
PMC fault data.
Press the OK switch to delete all PMC fault data or the
CANCEL switch not to delete the data. Current fault
data is not deleted.
When the BACK switch is pressed, this screen returns
to ‘‘s25 PMC MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001 MOM Screen Displays
s2521 FAULT CONDITION (PMC)
This screen (Figure 31-34) shows the history of PMC
faults.
FIGURE 31-34.
MOM handles the following PMC fault data:
> CODE: System fault code (ex. E001, E035)
> ERROR CONTENT: Contents of a fault
> FIRST: Service meter hour of the first occur-
rence
> LAST: Service meter hour of the last occurrence
> NO. OF OCCUR.: Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the
current fault becomes dark and locked. You cannot
delete the fault history by pressing the DEL switch.
One page of the screen displays data of two faults.
You can move up or down the screen by the FWD or
REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value.
> When BACK switch is pressed, this screen re-
turns to ‘‘s252 FAULT CONDITION MENU
(PMC)" screen.
When RET is pressed, the screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-19
s26 ELECTRONIC DISPLAY PANEL
MENU
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 31-35.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-20 MOM Screen Displays
s261-1/5 to s261-5/5 REAL TIME MONITOR
(Electronic Display Panel)
This screen (Figure 31-36) shows real time data of the
vehicle monitor panel.
FIGURE 31-36.
For details of real time data displayed on this screen,
see Real time Data Tables.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s26 ELE. MONITOR MENU" screen.
When RET is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (’’KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(’’ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001
s262 FAULT CONDITION MENU (ELE. DISPLAY
PANEL)
This screen (Figure 31-37) is used to select a fault
condition menu of the vehicle monitor panel.
FIGURE 31-37.
When you select a menu and press its switch box, the
selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (‘‘s2621 FAULT CONDITION’’), a dialog box
appears to ask whether you really want to delete all
vehicle monitor panel fault data.
Press the OK switch to delete all vehicle monitor panel
fault data or the CANCEL switch not to delete the data.
Current fault data is not deleted.
When the BACK switch is pressed, this screen returns
to ‘‘s26 ELE. MONITOR MENU" screen.
When RET switch is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001 MOM Screen Displays
s2621 FAULT CONDITION (ELE. DISPLAY
PANEL)
This screen (Figure 31-38) shows the history of vehicle
monitor panel faults.
FIGURE 31-38.
MOM handles the following vehicle monitor panel
faults:
> CODE: System fault code
> ERROR CONTENT: Contents of a fault
> FIRST: Service meter hour, first occurrence
> LAST: Service meter hour, last occurrence
> NO. OF OCCUR.: Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When the DEL field of a fault code is
pressed, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the
current fault becomes dark and locked. You cannot
delete the fault history by pressing the DEL switch.
One page of the screen displays data of two faults.
Move up or down the screen by the FWD or REV
switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value. When the
BACK switch is pressed, this screen returns to
‘‘s262 FAULT CONDITION MENU (ELE. MONI-
TOR)" screen.
When RET is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-21
s27 PLM MENU
This screen (Figure 31-39) is selectable only when the
PLM is mounted on vehicle.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 31-39.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON’’) but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON’’) but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-22 MOM Screen Displays
s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM)
This screen (Figure 31-40) is selectable only when the
PLM is mounted on vehicle.
FIGURE 31-40.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
This screen shows real time data of the PLM.
For details of real time data displayed on this screen,
see Real time Data Tables. Units of data can be
changed by the ‘‘t4 UNIT SET" screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s27 PLM MENU" screen.
When RET is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001
s272 CALIBRATION DATA
This screen (Figure 31-41) is selectable only when the
PLM is mounted on vehicle.
FIGURE 31-41.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
The ‘‘s272 CALIBRATION DATA’’ screen shows data
which the payload meter (PLM) used for calibration
(calculation of the empty weight of vehicle). For further
information refer to Payload Meter, Section M.
The units of data can be changed by the ‘‘t4 UNIT SET"
screen.
When the BACK switch is pressed, this screen returns
to ‘‘s27 PLM MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001 MOM Screen Displays
s28 TMS MENU
This screen (Figure 31-42) is selectable only when the
TMS is mounted on vehicle.
FIGURE 31-42.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
When you select a menu and press its switch box, the
selected menu screen appears.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU" screen.
When RET switch is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON’’) but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON’’) but vehicle is not running.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-23
s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS) s283 FAULT CONDITION MENU (TMS)
This screen (Figure 31-43) is selectable only when the This screen (Figure 31-44) is selectable only when the
TMS is mounted on vehicle. TMS is mounted on vehicle.

FIGURE 31-43. FIGURE 31-44.

See ‘‘Display Able/Display by Model and Optional See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’ Equipment Status.’’
This screen shows real time data of the TMS. This screen is used to select a TMS fault condition
menu. When you select a menu and press its switch
For details of real time data displayed on this screen,
box, the selected menu screen appears.
see Real time Data Tables. Units of data can be
changed by the ‘‘t4 UNIT SET" screen. When you press the CLEAR switch placed after a
menu title (‘‘s2831 FAULT CONDITION’’), a dialog box
The switches on the screen have the following func-
appears to ask whether you really want to delete all
tions:
TMS fault data.
> FWD: Calls the next real time data screen.
Press the OK switch to delete all TMS fault data or the
> REV: Calls the preceding real time data screen. CANCEL switch not to delete the data. Current fault
> HOLD/START: When this switch is pressed data is not deleted.
once, its indicator lights and the current real
When the BACK switch is pressed, this screen returns
time data is held (including a delay due to the
to ‘‘s28 TMS MENU" screen.
system response lag). When this switch is
pressed once more, its indicator goes off and When the RET switch is pressed, this screen changes
data is displayed in real time. to:
When the BACK switch is pressed, this screen returns • ‘‘i2 INITIAL CHECK1" when the ignition key is
to ‘‘s28 TMS MENU" screen. turned on (‘‘KEY ON") but engine is not running.
• When the RET switch is pressed, this screen
changes to:
When any controller detects a fault while this screen
• ‘‘i2 INITIAL CHECK1" when the ignition key is is displayed, ‘‘i6 WARNING MESSAGE" screen is
turned on (‘‘KEY ON") but engine is not running. automatically displayed.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not running.
• i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not running after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.

D31-24 MOM Screen Displays D31001

s2831 FAULT CONDITION (TMS) s3 MACHINE INFORMATION MENU
This screen (Figure 31-45) is selectable only when the When you select a menu and press its switch box, the
TMS is mounted on vehicle. selected menu screen appears.

FIGURE 31-45.
FIGURE 31-46.
See ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
When the BACK switch is pressed, this screen returns
This screen shows the history of TMS faults. MOM
to ‘‘s1 SERVICE MENU" screen.
handles the following data for TMS faults:
> CODE: System fault code When the RET switch is pressed, this screen changes
to:
> ERROR CONTENT: Contents of a fault
• ‘‘i2 INITIAL CHECK1" when ignition key is turned
> FIRST: Service meter hour at first occurrence
on (‘‘KEY ON") but engine is not running.
> LAST: Service meter hour at last occurrence
• ‘‘i3 INITIAL CHECK2" when engine is running
> NO. OF OCCUR.: Number of occurrences (‘‘ENGINE ON") but vehicle is not running.
The DEL field works as a switch to delete the history • ‘‘i4 NORMAL RUNNING’’ when vehicle is running
of the fault code. When you press the DEL field of a or even when engine is running (‘‘ENGINE ON’’)
fault code, a dialog box appears to ask whether you but vehicle is not running after displaying ‘‘i4’’
really want to delete the history of the data. Press the screen.
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the When any controller detects a fault while this screen
current fault becomes dark and locked. You cannot is displayed, ‘‘i6 WARNING MESSAGE" screen is
delete the fault history by pressing the DEL switch. automatically displayed.
One page of the screen displays data of two faults.
You can move up or down the screen by the FWD or
REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence,
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value. When
BACK is pressed, this screen returns to ‘‘s283
FAULT CONDITION MENU (TMS)" screen.
When RET is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.

D31001 MOM Screen Displays D31-25

s31 SYSTEM IDENTIFICATION MENU
This screen (Figure 31-47) shows a machine code and
controllers which are mounted on the truck. The
names of the controllers mounted on vehicle are high-
lighted.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.

FIGURE 31-47.

When the BACK switch is pressed, this screen returns

to ‘‘s3 MACHINE INFORMATION MENU" screen.
When RET is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when ignition key is turned
on (‘‘KEY ON") but engine is not running.

D31-26 MOM Screen Displays D31001

s32-1/3 CONTROLLER INFORMATION BINARY HEXADECIMAL BINARY HEXADECIMAL

This screen (Figure 31-48) shows switch status, soft- 0000 0 8 1000
ware versions, and controller-specific SMR values of 0001 1 9 1001
each controller (CENTRY, CENSE, transmission, 0010 2 A 1010
electronic display panel, and PMC) on the vehicle. 0011 3 B 1011
0100 4 C 1100
The ‘‘CLOCK READ’’ field shows the controller-spe-
cific SMR value based on vehicle standard SMR (not 0101 5 D 1101
a vehicle standard SMR value). 0110 6 E 1110
0111 7 F 1111

TABLE 3. BINARY-TO-HEXADECIMAL
CONVERSION TABLE

If the PMC detects (from the position of the Transmis-

sion Controller rotary switch settings) an optional fea-
ture is not installed on the truck, it will ignore the DIP
switch setting.
Refer to Powertrain Management Controller (PMC),
‘‘Dip Switch Settings’’ for additional information con-
FIGURE 31-48.
cerning the DIP switch settings for the standard and
optional equipment installed on the truck.
SEL.SW.STATUS of the PMC
The PMC (Powertrain Management Controller) has When the BACK switch is pressed, this screen returns
sixteen DIP switches. The status of these DIP switches to ‘‘s3 MACHINE INFORMATION MENU" screen.
is represented in hexadecimal (4F0D) in Figure 31-48.
When the RET switch is pressed, this screen changes
Table 2. provides an example of how to interpret the to:
switch settings based on the value shown on the
• ‘‘i2 INITIAL CHECK1" when ignition key is turned
screen; the hexadecimal value, the binary value, and
on but the engine is not running.
the status of the individual DIP switch setting - ON or
OFF. Table 3. lists the hexadecimal to binary conver-
sion values.
When any controller detects a fault while this screen
When an optional function or equipment is installed on is displayed, ‘‘i6 WARNING MESSAGE" screen is
the truck, the corresponding DIP switch is set to the automatically displayed.
ON position.
Note: The standard and optional equipment installed
on the truck will vary with each truck model and the
optional equipment ordered from the factory.

SWITCH No. 2-8 2-7 2-6 2-5 2-4 2-3 2-2 2-1 1-8 1-7 1-6 1-5 1-4 1-3 1-2 1-1
ON/OFF Status OFF ON OFF OFF ON ON ON ON OFF OFF OFF OFF ON ON OFF ON
Binary Notation 0100 1111 0000 1101
(1 = ON, 0 = OFF)
Hexadecimal 4 F 0 D
Notation
Value Displayed 4F0D
on screen

TABLE 2.

D31001 MOM Screen Displays D31-27

s32-2/3 CONTROLLER INFORMATION MODEL
SELECTION
This screen (Figure 31-49.) shows controller informa- SWITCH No. MODEL
tion of a Payload Meter (PLM) installed on the truck. (C0: MACHINE
No value is displayed if the PLM is not installed. CODE)

0 HD1200-1 STD Large-tire CUMMINS

ENGINE
1 HD785-3 STD Large-tire KOMATSU ENGINE
2 HD465-5 STD Small-tire KOMATSU ENGINE
3 HD325-6 STD Large-tire KOMATSU ENGINE
4
5
6 HD785-3 STD Small-tire KOMATSU ENGINE
7 HD465-5 STD Large-tire KOMATSU ENGINE
8 HD325-6 QUARRY Large-tire KOMATSU
ENGINE
9 HD985-3 STD 30.00-51 KOMATSU ENGINE
FIGURE 31-49.
A HD465-5 QUARRY Large-tire KOMATSU
ENGINE
B 730E
When the BACK switch is pressed, this screen returns C 930E
to ‘‘s3 MACHINE INFORMATION MENU’’ screen. D 530M
When the RET switch is pressed, this screen changes E 330M
to: F 830E

• ‘‘i2 INITIAL CHECK1" when ignition key is turned

on (‘‘KEY ON") but engine is not running. TABLE 5. MODEL SELECTION CODE
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE’’ screen is
automatically displayed.

MENU ITEM DESCRIPTION REMARKS

TRIMMER Gain adjusted by payload gain adjustment trimmer 80% TO 120%
GAIN(%) (Located on the left side of the PLM)
Bit 0: Use/non-use of memory card (1: Not used, 0: Used)
Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT DIP switch status
Bit 2: Weight unit system (1: Metric ton, 0: Short ton)
Bit 3: Auxiliary switch (1: UP, 0: DOWN)
Bit 4 to bit 7: Not used
SR Speed regulation (0 to F): 0:107%, 7:100%, F:92%
DR Distance correction (0 to F): 0:107%, 7:100%, F:92%
CO Machine code (0 to F): Refer to Table 5.
SOFT VER. Version of PLM software 0 to 255
REVISION Revision of PLM software 0 to 255
DATE Current date and time

TABLE 4. PLM CONTROLLER INFORMATION SCREEN

D31-28 MOM Screen Displays D31001

s32-3/3 CONTROLLER INFORMATION
This screen (Figure 31-50) shows switch status, soft-
ware versions, and controller-specific SMR values of
suspension and brake controllers on the vehicle.
FIGURE 31-50.
When the BACK switch is pressed, this screen returns
to ‘‘s3 MACHINE INFORMATION MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001 MOM Screen Displays
s33 OPTIONAL FUNCTION INFORMATION
This screen (Figure 31-51) shows whether optional
functions are installed or not. The name of each in-
stalled option is highlighted.
FIGURE 31-51.
When the BACK switch is pressed, this screen returns
to ‘‘s3 MACHINE INFORMATION MENU" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-29
s34 HISTORY OF USE • SUSPENSION MODE SET
When the set value of the suspension mode is
This screen (Figure 31-52) shows the time of the latest
changed at the ‘‘t35 SUSPENSION MODE SET"
parameter change.
screen

When the BACK switch is pressed, this screen returns

to ‘‘s3 MACHINE INFORMATION MENU" screen.

When the RET switch is pressed, this screen changes

to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
FIGURE 31-52. (‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
When a parameter is changed by a related screen, the
but vehicle is not moving after displaying ‘‘i4’’
value of the vehicle standard service meter (SMR) at
screen.
that time is recorded.

When any controller detects a fault while this screen

• *ENG.,T/M PATTERN SELE,-ENG.
is displayed, ‘‘i6 WARNING MESSAGE" screen is
When the pattern in the engine controller is
automatically displayed.
changed at the ‘‘t31 ENG.,T/M PATTERN SE-
LECT" screen.
• *ENG.,T/M PATTERN SELE,-T/M.
When the pattern in T/M controller is changed at
the ‘‘t31 ENG.,T/M PATTERN SELECT" screen.

*Note: The ‘‘ENG.,T/M PATTERN SELE,-ENG.’’ and

‘‘ENG.,T/M PATTERN SELE, -T/M.’’ fields show val-
ues only when the KOMATSU engine is installed.

• SPEED LIMITER (LOADED)

When the set value of maximum speed, loaded is
changed at the ‘‘t32 SPEED LIMITER" screen.
• SPEED LIMITER (EMPTY)
When the set value of maximum speed, empty is
changed at the ‘‘t32 SPEED LIMITER" screen.
• T/M GEAR SELECT
When the set value of the maximum transmission
gear is changed at the ‘‘t33 T/M GEAR SELECT"
screen.
• T/M GEAR SELECT (BODY UP)
When the set value of the maximum transmission
gear at body up is changed at the ‘‘t34 T/M GEAR
SELECT (BODY UP)" screen

D31-30 MOM Screen Displays D31001

t1 PARAMETER SET MENU
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 31-53.
When the BACK switch is pressed, this screen returns
to ‘‘i9 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
Note: The switch box ‘‘t5 TMS SET MENU’’ is light and
not selectable when the TMS is not used and the
appropriate PMC DIP switch is set to OFF. Refer to
‘‘Display Able/Display by Model and Optional Equip-
ment Status.’’
D31001 MOM Screen Displays
t2 TIME/DATE SET
This screen (Figure 31-54) is used to set the date and
time to be displayed on the ‘‘i4 NORMAL RUNNING"
screen.
FIGURE 31-54.
Procedure to set a date and a time:
1. Press the SET switch. The cursor appears on the
DAY field.
2. Move and position the cursor on a field (DAY,
MONTH, YEAR, or TIME) whose value you want
to change by using the left or right arrow switches.
3. Increase or decrease the value by pressing the
‘‘+’’ or ‘‘-’’ switch until the desired value appears.
Hold down the ‘‘+’’ or ‘‘-’’ switch to change the
value continuously.
4. Press the ENT switch to register the date and time
or the CANCEL switch to cancel registration.
To stop displaying of the time and date on ‘‘i4" screen,
press the DISPLAY OFF switch. ‘‘DISPLAY OFF’’
turns to ‘‘DISPLAY ON.’’ To display the time and date
on ‘‘i4" screen, press the DISPLAY ON switch. ‘‘DIS-
PLAY ON’’ turns to ‘‘DISPLAY OFF.’’
When the BACK switch is pressed, this screen returns
to ‘‘t1 MENU SELECT" screen. When the RET switch
is pressed, this screen changes to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-31
t3 TRAVEL MODE MENU
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 31-55.
When the BACK switch is pressed, this screen returns
to ‘‘t1 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
Note: The switch boxes of components which are not
available (according to the setting of the rotary
switches on the transmission controller and DIP
switches on the PMC) are light and not selectable.
Refer to ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
D31-32 MOM Screen Displays
t31 ENG., T/M PATTERN SELECT
(Komatsu Engine Only)
This screen (Figure 31-56) is selectable only when the
KOMATSU engine controller is installed on the vehicle.
FIGURE 31-56.
Refer to ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
This screen is used to select an engine torque curve
and transmission shift schedule (ENG.-T/M pattern).
MOM supports three ENG.-T/M patterns. Select a
desired ENG.-T/M pattern and press its switch box
(under ‘‘PATTERN’’). When the pattern is selected, its
indicator (placed before the switch box) lights.
When the BACK switch is pressed, this screen returns
to ‘‘t3 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001
t32 SPEED LIMITER t33 T/M MAX GEAR SELECT
This screen (Figure 31-57) is selectable only when a This screen (Figure 31-58) is used to select a maxi-
maximum speed limit is set by the DIP switches on the mum transmission gear position (F4, F5, F6, or F7).
PMC.

FIGURE 31-57. FIGURE 31-58.

When entering this screen, current set values at When entering this screen, the indicator for the current
loaded and empty are indicated. Refer to ‘‘Display maximum gear is turned on.
Able/Display by Model and Optional Equipment
Select a gear position (F4, F5, F6, or F7) and press its
Status.’’
switch box.
Specify a maximum speed limit when vehicle is fully
When the gear position is selected, its indicator (above
loaded and a maximum speed limit when vehicle is
the switch box) is turned on.
empty using the procedure below.
When the BACK switch is pressed, this screen returns
Procedure to change a speed limit value:
to ‘‘t3 MENU SELECT" screen.
1. Select a desired item ‘‘LOADED’’ or ‘‘EMPTY’’ and
When the RET switch is pressed, this screen changes
press its SET switch. The cursor appears in the
to:
entry field of the item.
• ‘‘i2 INITIAL CHECK1" when the ignition key is
2. Change the value by increasing or decreasing it
turned on (‘‘KEY ON") but engine is not running.
by the ‘‘+’’ or ‘‘-’’ switch.
• ‘‘i3 INITIAL CHECK2" when engine is running
3. Press the ENT key to register the set value or the
(‘‘ENGINE ON") but vehicle is not moving.
CANCEL switch to cancel registration of the
value. • ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
When the BACK switch is pressed, this screen returns
but vehicle is not moving after displaying ‘‘i4’’
to the ‘‘t3 MENU SELECT" screen. When the RET
screen.
switch is pressed, this screen changes to:
When any controller detects a fault while this screen
• ‘‘i2 INITIAL CHECK1" when the ignition key is
is displayed, ‘‘i6 WARNING MESSAGE" screen is
turned on (‘‘KEY ON") but engine is not running.
automatically displayed.
• ‘‘i3 INITIAL CHECK2" when engine is running
Note: ‘‘F7’’ is set as a default value when the truck is
(‘‘ENGINE ON") but vehicle is not moving.
shipped from the factory.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.

D31001 MOM Screen Displays D31-33

t34 T/M MAX GEAR SELECT (BODY UP)
This screen (Figure 31-59) is used to select a maxi-
mum transmission gear position (F1, F2, or F3) for the
body-up maximum speed and to enable or disable
selection of REVERSE when the body is raised.
FIGURE 31-59.
When entering this screen, the currently set values are
turned on.
Select a gear position (F1, F2, or F3) and press its
switch box. When the gear position is selected, its
indicator (above the switch box) is turned on.
To enable (OK) or disable (NO) selection of the reverse
position at body up, press the OK or NO switch. When
the selection is set, its indicator (above the switch box)
is turned on.
When the BACK switch is pressed, this screen returns
to ‘‘t3 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
Note: ‘‘F1’’ and ‘‘NO’’ are set as default values when
the truck is shipped from the factory.
D31-34 MOM Screen Displays
t35 SUSPENSION MODE SET
This screen (Figure 31-60) is selectable only when the
optional suspension controller is mounted on vehicle.
Refer to ‘‘Display Able/Display by Model and Optional
Equipment Status.’’
FIGURE 31-60.
When entering this screen, the currently set value is
turned on.
Select a suspension mode (SOFT, MEDIUM, HARD,
or AUTO) and press its switch box. When the selected
mode is set, its indicator (above the switch box) is
turned on.
When the BACK switch is pressed, this screen returns
to ‘‘t3 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
Note: ‘‘AUTO’’ is set as a default value when shipped
from the factory. Damping forces are fixed in the
SOFT, MEDIUM, and HARD modes. In the AUTO
mode, the damping force varies according to vehicle
conditions.
D31001
t4 PARAMETER UNIT SET
This screen (Figure 31-61) is used to set the units of
measurement for items displayed on the screen.
t5 TMS SET MENU
This screen (Figure 31-62) is selectable only when the
TMS is installed on the vehicle. Refer to ‘‘Display
Able/Display by Model and Optional Equipment
Status.’’

FIGURE 31-61.

FIGURE 31-62.
Procedure to change units:
1. Select an item whose unit you want to change and
When you select a menu and press its switch box, the
press its SET switch. The cursor appears in the
selected menu screen appears.
entry field of the item.
When the BACK switch is pressed, this screen returns
2. Press the UP or DOWN arrow key until a desired
to ‘‘t1 MENU SELECT" screen.
unit appears in the entry field.
When the RET switch is pressed, this screen changes
3. Press the ENT key to register the selected unit or
to:
the CANCEL switch to cancel unit change.
• ‘‘i2 INITIAL CHECK1" when the ignition key is
The following units are available:
turned on (‘‘KEY ON") but engine is not running.
> SPEED/DISTANCE: km/h (km), mile/h (mile)
• ‘‘i3 INITIAL CHECK2" when engine is running
> PRESSURE: MPa, kg/cm2, kpsi (‘‘ENGINE ON") but vehicle is not moving.
> TEMPERATURE: °F, °C
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
> VOLUME: us.Gal, l or even when engine is running (‘‘ENGINE ON’’)
> WEIGHT: us.ton, ton, klb but vehicle is not moving after displaying ‘‘i4’’
screen.
When the BACK switch is pressed, this screen returns
to ‘‘t1 MENU SELECT" screen. When the RET switch
is pressed, this screen changes to: When any controller detects a fault while this screen
• ‘‘i2 INITIAL CHECK1" when the ignition key is is displayed, ‘‘i6 WARNING MESSAGE" screen is
turned on (’’KEY ON") but engine is not running. automatically displayed.

• ‘‘i3 INITIAL CHECK2" when engine is running

(’’ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" is displayed.
Note: Initially, ‘‘mile/h’’, ‘‘kpsi’’, ‘‘°C’’, ‘‘us.Gal’’, and
‘‘us.ton’’ are set as default values.

D31001 MOM Screen Displays D31-35

t51 TIRE PRESSURE LIMIT SET
This screen (Figure 31-63) is selectable only when the
TMS is mounted on vehicle. Refer to ‘‘Display
Able/Display by Model and Optional Equipment
Status.’’
FIGURE 31-63.
Set the maximum and minimum air pressures of each
tire using the procedure below:
1. Select a tire number by pressing the UP or DOWN
arrow key on ‘‘TIRE No." line.
2. Select a ‘‘MAX. LIMIT’’ or ‘‘MIN. LIMIT’’ item and
press the ENT key. The cursor appears in the
entry field of the item.
3. Press the UP or DOWN key until a desired value
appears in the entry field.
4. Press the ENT switch to register the selected
value or the CANCEL switch to cancel the setting.
D31-36 MOM Screen Displays
The following tire numbers are available:
TIRE No. LOCATION
1 FR (front right side)
2 FL (front left side)
3 RRR (outer side of rear right)
4 RRL (inner side of rear right)
5 RLR (inner side of rear left)
6 RLL (outer side of rear left)
Units of data can be changed on the ‘‘t4 UNIT SET"
screen.
When the BACK switch is pressed, this screen returns
to ‘‘t5 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001
t52 TIRE TEMPERATURE LIMIT SET
This screen (Figure 31-64) is selectable only when the
TMS is mounted on vehicle. Refer to ‘‘Display
Able/Display by Model and Optional Equipment
Status.’’
FIGURE 31-64.
Set the maximum and minimum air pressures of each
tire using the procedure below:
1. Select a tire number by pressing the UP or DOWN
arrow key on ‘‘TIRE No.’’ line.
2. Select a ‘‘MAX. LIMIT’’ or ‘‘MIN. LIMIT’’ item and
press the ENT key. The cursor appears in the
entry field of the item.
3. Press the UP or DOWN key until a desired value
appears in the entry field.
4. Press the ENT switch to register the selected
value or the CANCEL switch to cancel the setting.
D31001 MOM Screen Displays
The following tire numbers are available:
TIRE No. LOCATION
1 FR (front right side)
2 FL (front left side)
3 RRR (outer side of rear right)
4 RRL (inner side of rear right)
5 RLR (inner side of rear left)
6 RLL (outer side of rear left)
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
When the BACK switch is pressed, this screen returns
to ‘‘t5 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31-37
t53 CORRELATION CONSTANTS SET
This screen (Figure 31-65) is selectable only when the
TMS is mounted on vehicle. Refer to ‘‘Display
Able/Display by Model and Optional Equipment
Status.’’
FIGURE 31-65.
Set the correlation constants (SLOPE and OFFSET)
using the procedure below:
1. Select a tire number by pressing the UP or DOWN
arrow key on the ‘‘TIRE No." line.
2. Select a ‘‘MAX. LIMIT’’ or ‘‘MIN. LIMIT’’ item and
press the ENT key. The cursor appears in the
entry field of the item.
3. Press the UP or DOWN key until a desired value
appears in the entry field.
4. Press the ENT switch to register the selected
value or the CANCEL switch to cancel the setting.
D31-38 MOM Screen Displays
The following tire numbers are available:
Tire No. LOCATION
1 FR (front right side)
2 FL (front left side)
3 RRR (outer side of rear right)
4 RRL (inner side of rear right)
5 RLR (inner side of rear left)
6 RLL (outer side of rear left)
When the BACK switch is pressed, this screen returns
to the ‘‘t5 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
D31001
t54 TMS CLOCK SET
This screen (Figure 31-66) is selectable only when the
TMS system is installed. Refer to ‘‘Display Able/Dis-
play by Model and Optional Equipment Status.’’
FIGURE 31-66.
When the BACK switch is pressed, this screen returns
to ‘‘t5 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.
When any controller detects a fault while this screen
is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.

This screen is used to set the date and time for the tire
management system (TMS) using the procedure be-
low:
1. Press the SET switch. The cursor appears on the
DAY field.
2. Move and position the cursor on a field (DAY,
MONTH, YEAR, or TIME) whose value you want
to change by pressing the left or right arrow key.
3. Increase or decrease the value by pressing the
‘‘+" or ‘‘-’’ switch until a desired value appears.
Hold down the ‘‘+’’ or ‘‘-’’ switch to change the
value continuously.
4. Press the ENT switch to register the date and time
or the CANCEL switch to cancel registration.

D31001 MOM Screen Displays D31-39

t55 ID CODE SET
to:
This screen (Figure 31-67) is selectable only when the
TMS system is installed. Refer to ‘‘Display Able/Dis-
play by Model and Optional Equipment Status.’’
When the RET switch is pressed, this screen changes
• ‘‘i2 INITIAL CHECK1" when the ignition key is
turned on (‘‘KEY ON") but engine is not running.
• ‘‘i3 INITIAL CHECK2" when engine is running
(‘‘ENGINE ON") but vehicle is not moving.
• ‘‘i4 NORMAL RUNNING’’ when vehicle is running
or even when engine is running (‘‘ENGINE ON’’)
but vehicle is not moving after displaying ‘‘i4’’
screen.

When any controller detects a fault while this screen

is displayed, ‘‘i6 WARNING MESSAGE" screen is
automatically displayed.
FIGURE 31-67.

This screen is used to set the ID code for the tire

management system (TMS).
Procedure to set the ID code:
1. Press the SET switch. The cursor appears in the
leftmost digit of the ID CODE entry field.
2. Enter a 3-digit code using the 10-key pad.
3. Press the ENT switch to register the new ID code
or the CANCEL switch to cancel the ID code
setting.
When the BACK switch is pressed, this screen returns
to ‘‘t5 MENU SELECT" screen.

D31-40 MOM Screen Displays D31001

 DAD -- DATA ACQUISITION DEVICE
INTRODUCTION
The Data Acquisition Device (DAD) is a personal
computer and software which can be connected to the
truck through the Powertrain Management Controller
(PMC) and is used to display data related to truck
systems status, history of operational data, and per-
form troubleshooting procedures.
HARDWARE HOOKUP
Figure 32-1 illustrates the DAD hookup and its relation
to the truck control systems. The DAD unit is con-
nected to the truck at the PMC Interface connector (3,
Figure 32-2) located above the windshield, in the Over-
head Display area, using a special RS232C commu-
nication cable attached to the serial port of the DAD
unit.
Table 1. lists the pins used and shows the connector
for the DAD serial port end of the communication
cable.

PIN No. SYMBOL TYPE NAME

1 CD Input Carrier Detect
2 RD Input Receive Data
3 SD Output Send Data
4 DTR Output Data Terminal Ready
5 GND Ground
6 DSR Input Data Set Ready
7 RS Output Request to Send
8 CS Input Clear to Send
9 Not Used

FIGURE 32-1. DAD HOOKUP DIAGRAM

TABLE 1. RS232C CONNECTOR CIRCUITS

FIGURE 32-2. CAB OVERHEAD DISPLAY AREA

1. Overhead Display Panel 2. ‘‘MOM’’ Display Panel 3. ‘‘PMC’’ Interface Connector

D32001 DAD - Data Acquisition Device D32-1

SOFTWARE
The DAD software functions are divided into two cate-
gories:
• Service Menu
• Parameter Set Menu
Installation Requirements
The following hardware and software is required to
allow the use of DAD to communicate with the truck:
Microsoft Windows Version 3.1
A personal computer with a 486DX2 (or higher)
processor, 640 KB of conventional memory plus
8 MB of extended memory.
The computer must also be equipped with an
RS232C serial port and a floppy disk drive.
A display adapter supported by Windows
A printer supported by Windows
A mouse supported by Windows
DAD software package
Installing the Software
1. Start Windows 3.1.
2. Insert the DAD setup disk in the floppy drive.
3. From the File menu in Program Manager or File
Manager, choose RUN.
a. In the command line box, type the path and the
name of the program file: SETUP.EXE
For example, if the floppy drive is the ‘‘A:’’ drive,
type A:setup.exe
b. Choose OK or press ENTER.
4. Follow the instructions on the screen.
5. A DAD (Data Acquisition Device) group will be
created in the Program Manager window.
Starting the Software Program
1. Confirm the RS232C communication cable is
connected properly. (Refer to Figure 32-1, and
32-2.)
2. Turn the computer power switch on.
3. If necessary, start Windows. Program Manager
should be displayed on the screen.
D32-2 DAD - Data Acquisition Device
4. Turn the key switch on.
5. Double click the DAD icon in the DAD program
group window and the DAD start screen should
appear.
Note: To operate the software, a password must be
entered before the system can be accessed. When a
correct password is entered, the MAINTENANCE IN-
FORMATION MENU will be displayed. Refer to ‘‘DAD
Screen Displays -- Password Input.’’
Refer to Tables 2 and 3 for a list of the menu screens
available.
SYSTEM FUNCTION NOTES:
Service Meters (SMR)
The service meter (SMR) value on the Electronic
Display Panel is defined as a vehicle standard SMR
value (in hours). Vehicle standard SMR value counts
up only while the engine is running. The service meter
located in the lower right corner of the Electronic
Display Panel counts up only while the engine is
running and is independent of the vehicle standard
SMR value.
DAD handles the vehicle standard SMR but not the
service meter shown in the lower right corner of the
Electronic Display Panel.
The count value of the vehicle standard SMR in the
Electronic Display Panel is sent to the other controllers
(Komatsu engine controller if installed, transmission
controller, suspension controller, PMC, etc.) con-
nected to the vehicle network.
The SMR value stored by the controllers except for the
Electronic Display Panel is the value sent from the
Electronic Display Panel as the vehicle standard SMR
value.
Each controller (except for the Electronic Display
Panel) has its own SMR (controller-specific SMR) in
addition to the vehicle standard SMR.
The vehicle standard SMR copies the value of the
vehicle standard SMR of the Electronic Display Panel
controller, but the controller-specific SMR counts up
just when the vehicle standard SMR counts up.
The controller-specific SMR is mainly used to record
how much time has elapsed since the controller was
placed in service. For example, when a controller has
been replaced on the truck, it will report only its own
hours of operation since installation, not total truck
hours.
D32001
Display Able/disable By Machine Status
In some vehicle states, SERVICE MENU and PA-
RAMETER SET MENU screens are not available.
Screen names (switches) which are not available are
displayed lightly on the menu screen. (The screens
cannot be selected by pressing the screen names
(switches)).
When the status of the vehicle changes and the screen
which you are monitoring becomes unavailable, DAD
exits the screen automatically and displays a higher
but closest screen available in the hierarchy of the
menu.
Vehicle State
DAD supports the following vehicle status:
• KEY ON: The ignition key is turned on but engine
is not started.
• ENGINE ON: The engine is running but the truck
is stationary.
• RUNNING: The vehicle is running (the transmis-
sion gear is not in the NEUTRAL position or the
speed of the truck is 2 km/h or more.)
D32001 DAD - Data Acquisition Device
MAINTENANCE INFORMATION (SCREEN
HIERARCHY)
The tables on the following pages illustrate the screens
available under the Service Menu (Table 2.) and Pa-
rameter Set Menu (Table 3.). The availability of the
screens depends on the vehicle status (vehicle state).
(Refer to Display Able/disable By Machine Status.)
The following notes on the charts indicate the screens
available according to vehicle status:
1
Available when vehicle status is ‘‘KEY ON’’ but not
available when vehicle status is ‘‘ENGINE ON’’
and ‘‘ RUNNING.’’
2
Available when vehicle status is ‘‘KEY ON’’ and
‘‘ENGINE ON’’ but not available when vehicle
status is ‘‘RUNNING.’’
3
Available when vehicle status is ‘‘KEY ON,’’ ‘‘EN-
GINE ON’’ and ‘‘RUNNING.’’
For example, when the engine is started while ‘‘s2221
L/C ON/OFF COUNT’’ screen is displayed after the
ignition key is turned on, vehicle status changes to
‘‘ENGINE ON.’’ DAD will then exit the current screen
when the vehicle status changes and display a higher
level screen as shown in the example below:
• A higher level screen, closest to screen s2221 in
the hierarchy is ‘‘s222 MACHINE TREND MENU
(T/M)’’ (see Table 2.) but this screen is not avail-
able when the vehicle state changes to ‘‘ENGINE
ON’’. The next higher level screen would be s22
TRANSMISSION MENU and would therefore be
displayed next since this screen is available in the
ENGINE ON state.
D32-3
 TABLE 2. DAD DISPLAY SCREENS ---- SERVICE MENU
(s1) SERVICE MENU3
(s2) COMPONENT CHECK MENU3
(s21) CUMMINS ENG. MENU or KOMATSU ENG. MENU3
(s211-1/10) to (s211-10/10) REAL TIME MONITOR (ENG.) (CUMMINS)3
(s211-1/9) to (s211-9/9) REAL TIME MONITOR (ENG.) (KOMATSU) 3
(s212) MACHINE TREND MENU (ENG.) 1 (KOMATSU, CUMMINS)
(s2121) LOAD RATIO 1 (KOMATSU ONLY)
(s21211) LOAD RATIO 1 (KOMATSU ONLY)
(s2122) OPERATION RATIO 1 (KOMATSU ONLY)
(s21221) OPERATION RATIO 1 KOMATSU ONLY)
(s2123) OIL PRESSURE AT RATED 1 (KOMATSU ONLY)
(s21231) OIL PRESSURE AT RATED 1 (KOMATSU ONLY)
1
(s2124) BLOW-BY PRESSURE AT RATED (KOMATSU ONLY)
(s21241) BLOW-BY PRESSURE AT RATED 1 (KOMATSU ONLY)
(s2125) EXHAUST TEMPERATURE 1 (KOMATSU ONLY)
(S21251) EXHAUST TEMPERATURE 1 (KOMATSU ONLY)
(s2126) EXHAUST TEMPERATURE AT RATED 1 (KOMATSU ONLY)
(s21261) EXHAUST TEMPERATURE AT RATED 1 (KOMATSU ONLY)
(s2127) WORKING HISTORY MAP (ENG.) (ALL HISTORY) (CUMMINS, KOMATSU)
(s2127) WORKING HISTORY MAP (ENG.) (SPECIFIC HISTORY) (CUMMINS, KOMATSU)
(s213) FAULT CONDITION MENU (ENG.)1 (KOMATSU ONLY)
(s2131) FAULT CONDITION (ENG.) 1 (KOMATSU ONLY)
(s2132) FAULT CONDITION (ENG.) 1 (KOMATSU ONLY)
(s2132-1) to (s2132-5) SNAP-SHOT READING (ENG.)1 (KOMATSU ONLY)
(s214) MACHINE CHECK MENU (ENG.) 2 (CUMMINS, KOMATSU)
(s2141) ENGINE CONSTANT SPEED (ENG.) 2 (CUMMINS, KOMATSU)
(s21411) REAL TIME MONITOR MENU (ENG.) 3 (CUMMINS, KOMATSU)
REAL TIME MONITOR 3 (CUMMINS, KOMATSU)
(s2142) NO-INJECTION CRANKING 1
(s22) TRANSMISSION MENU 3
(s221-1/14) to (s221-14/14) REAL TIME MONITOR 3
(s222) MACHINE TREND MENU (T/M) 1
(s2221) L/C ON/OFF COUNT 1
(s2222) SHIFT COUNT MAP 1
(s2223) CALORIFIC VALUE Q OF CLUTCH 1
(s2224) MAX CALORIFIC VALUE qmax OF CLUTCH 1
(s2225) Q•q Max OF CLUTCH 1
(s2226) SLIDING TIME OF CLUTCH 1
(s2227) T/M LUBRICATING OIL TEMP 1
(s2228) CLUTCH DISK SPEED OF REVOLUTION 1
(s2229) CLUTCH PLATE TEMPERATURE RISE 1
(s222A) CLUTCH PLATE MAX TEMPERATURE 1
(s222B) INTERVAL OF CLUTCH ON/OFF 1
(s222C) T/C OUTPUT OIL TEMPERATURE 1
(s222D) WORKING HISTORY MAP (T/M) 1
(s222E) AB-USE COUNT 1
(s222F) BUILDUP 3 MODULATION 1
(s222G) WEAR CHECK FOR CLUTCH DISK 1

D32-4 DAD - Data Acquisition Device D32001

 TABLE 2. DAD DISPLAY SCREENS ---- SERVICE MENU (Continued)
(s223) FAULT CONDITION MENU (T/M) 3
(s2231) FAULT CONDITION (T/M) 1
(s2232) SNAP-SHOT READING MENU (T/M) 1
(s2232-1) to (s2232-5) SNAP-SHOT READING 1
(s224) MACHINE CHECK MENU (T/M) 2
(s2241) T/M MANUAL SHIFT 3
(s2242) T/M MANUAL SHIFT CHECK 3
(s2243) T/M CONTROLLER OUTPUT CHECK 1
(s2244) T/M TRAVEL CHECK 3
(S23) BRAKE MENU 3
(s231-1/3) to (s231-3/3) REAL TIME MONITOR (BRAKE) 3
(s232) MACHINE TREND MENU (BRAKE) 1
(s2321)
(s2322) FRONT BRAKE COOLING OIL TEMP (TEMP. FREQ.) 1
(s2323) REAR BRAKE COOLING OIL TEMP (TEMP. FREQ.) (R) 1
(s2324) REAR BRAKE COOLING OIL TEMP (TEMP. FREQ.) (L) 1
(s2325) WORKING HISTORY MAP (BRAKE) 1
(s233) FAULT CONDITION MENU (BRAKE) 3
(s2331) FAULT CONDITION (BRAKE) 1
(s2332) SNAP-SHOT READING MENU (BRAKE) 1
(s2332-1) to (s2332-5) SNAP-SHOT READING (BRAKE) 1
(s234) MACHINE CHECK MENU (BRAKE) 3
(s2341) BRAKE OIL CHECK 3
(s2341-1) FRONT BRAKE OIL COOLING TEMPERATURE 1
(s2341-2) REAR BRAKE OIL COOLING TEMPERATURE (RIGHT) 1
(s2341-3) REAR BRAKE OIL COOLING TEMPERATURE (LEFT) 1
(s2341-4) FRONT OPERATIONAL PRESSURE 1
(s24) SUSPENSION MENU 3
(s241-1/4) to (s241-4/4) REAL TIME MONITOR (SUS) 3
(s242) FAULT CONDITION MENU (SUS) 1
(s2421) FAULT CONDITION (SUS) 1
(s25) PMC MENU 3
(s251-1/9) to (s251-9/9) REAL TIME MONITOR (PMC) 3
(s252) FAULT CONDITION MENU (PMC) 3
(s2521) FAULT CONDITION (PMC) 1
(s2522) SNAP-SHOT READING MENU (PMC) 1
(s2522-1) to (s2522-5) SNAP-SHOT READING (PMC) 1
(s26) ELECTRONIC DISPLAY MENU 3
(s261-1/5) to (s261-5/5) REAL TIME MONITOR (PANEL) 3
(s262) FAULT CONDITION MENU (PANEL) 1
(s2621) FAULT CONDITION (PANEL) 1
(s27) PLM MENU 3
(s271-1/2) to (s271-2/2) REAL TIME MONITOR (PLM) 3
(s272) CALIBRATION DATA (PLM) 1

D32001 DAD - Data Acquisition Device D32-5

 TABLE 2. DAD DISPLAY SCREENS ---- SERVICE MENU (Continued)
(s28) TMS MENU 3
(s281-1/5) to (s281-5/5) REAL TIME MONITOR (TMS) 3
(s282) MACHINE TREND MENU 1
(s2821) FIELD STRENGTH HISTORY 1
(s2822) TIRE PRESSURE HISTORY 1
(s2823) TIRE TEMPERATURE HISTORY 1
(s283) FAULT CONDITION MENU (TMS) 1
(s2831) FAULT CONDITION (TMS) 1
(s3) MACHINE INFORMATION MENU 3
(s31) SYSTEM IDENTIFICATION 3
(s32-1/3) to (s32-3/3) CONTROLLER INFORMATION 3
(s33) OPTIONAL FUNCTION INFORMATION 3
(s34) HISTORY OF USE 3

TABLE 3. DAD DISPLAY SCREENS ---- PARAMETER SET MENU

(t1) PARAMETER SET MENU 2
(t2) TIME/DATE SET 2
(t3) TRAVEL MODE MENU 2
(t31) ENG., T/M PATTERN SELECT 1
(t32) SPEED LIMITER 1
(t33) T/M MAX GEAR SELECT 2
(t34) MAX GEAR SELECT (BODY UP) 2
(t35) SUSPENSION MODE SET 2
(t4) PARAMETER UNIT SET 2
(t5) TMS SET MENU 2
(t51) TIRE PRESSURE LIMIT SET 2
(t52) TIRE TEMPERATURE LIMIT SET 2
(t53) CORRELATION CONSTANTS SET 2
(t54) TMS CLOCK SET 2
(t55) ID CODE SET 2
(t6) USER DATA INPUT 2

D32-6 DAD - Data Acquisition Device D32001

Display Enable/Disable by Truck Model and SCREEN DISPLAY
SCREENS
Optional Equipment Status CONDITIONS
Available only when the
Screen names (switches) which are not available (due (s211-1/10) to (s211-10/10) CUMMINS engine
to model and option settings) are displayed lightly on controller is used
the menu screen to indicate they are not applicable Available only when the
and functional. (s211-1/9) to (s211-9/9) KOMATSU engine
controller is used
The truck model the DAD is being used on and whether (s2121), (s21211), (s2122)
(s21221), (s2123), (s21231), Available only when the
or not optional equipment and controllers are installed (s2124) KOMATSU engine
on the truck is determined by the setting of two rotary (s21241), (s2125), (s21251), controller is used
switches located on the transmission controller and (s2126), (s21261)
sixteen DIP switches located on the PMC. Refer to (s213), (s2131), (s2132),
Available only when the
KOMATSU engine
‘‘PMC System’’ for information regarding the switch (s2132-1) to (s2132-5)
controller is used
settings. Available only when the
(s212), (s2127), (s214), (s2141) CUMMINS or KOMATSU
Table 4. lists the screens available according to the engine controller is used
Controllers, engine options etc. Available only when the
(s2142) KOMATSU engine
controller is used
(s23), (s231-1/3) to (s231-3/3)
(s232), (s2322), (s2323), (s2324),
(s2325)

(s233), (s2331), (s2332) Available only when the

SCREEN DISPLAY HAULPAK brake
SCREENS (s2332-1) to (s2332-5) controller is used
CONDITIONS
(PASSWORD INPUT) (s234), (s2341),
(i3) (s2341-1) to (s2341-5)
(s1), (s2)
(s3) Available only when the
(s24), (s241-1/4) to (s241-4/4)
Suspension controller is
(s21) (s242), (s2421)
used
(s22) DIP switch SW1-3 of the
(s221-1/14) to (s221-14/14) PMC (PLM setting)
(s27), (s271-1/2), (s271-2/2), (s272)
(s222), (s2221), (s2222), (s2223), ON:Screen available
(s2224), (s2225), (s2226), (s2227), OFF: Screen not available
(s2228), (s2229), (s222A), (s222B), DIP switch SW1-7 of the
(s28), (s281-1/5) to (s281-5/5)
(s222C), (s222D), (s222E), (s222F), PMC (Tire management
(s222G) system setting)
(s282), (s2821), (s2822), (s2823)
(s223), (s2231), (s2232) ON: Screen available
(s283), (s2831)
(s2232-1) to (s2232-5) Always available for OFF: Screen not available
(s224), (s2241), (s2242), (s2243), vehicle equipped with Available only when the
(s2244) PMC. (t31) KOMATSU engine
(Not dependent on model controller is used
(s25), (s251-1/9) to (s251-9/9) and option settings)
(s252), (s2521), (s2522) DIP switch SW2-4 of the
(s2522-1) to (s2522-5) PMC (Maximum speed
(s253), (s2531) (t32) limit setting)
ON: Screen available
(s26), (s261-1/5) to (s261-5/5) OFF: Screen not available
(s262), (s2621) Available only when the
(t35) Suspension controller is
(s31) used
(s32-1/3), (s32-2/3), (s32-3/3) DIP switch SW1-7 of the
(s33), (s34) PMC (Tire management
(t1), (t2) (t5), (t51), (t52), (t53), (t54), (t55) system setting)
(t3), (t33), (t34) ON: Screen available
(t4) OFF: Screen not available
(t6)

TABLE 4 (Continued)

TABLE 4.

D32001 DAD - Data Acquisition Device D32-7

SCREEN DATA Fault condition data
Fault condition data is the record of errors which have
Real Time Data
occurred. DAD supports the fault condition screens
Real time data is the current input and output data listed in Table 6.
values of each controller on the truck. Real time data
is updated every 0.2 second.
DATA ITEM SCREENS
The real time data of each controller is displayed on Engine related items s2131 FAULT CONDITION
the real time monitor screen of each controller. Each Transmission related items s2231 FAULT CONDITION
real time monitor screen has several pages. The Brake related items s2331 FAULT CONDITION
actual number varies with the number of data items
Suspension related items s2421 FAULT CONDITION
available to the controller. You can scroll up or down
PMC, CUMMINS ENG, PLM
the screen by the FWD or REV switches on the real related items
s2521 FAULT CONDITION
time monitor screen to call a desired page. It may take
Electronic Display Panel
a few seconds before data appears on the selected related items
s2621 FAULT CONDITION
page because DAD switches data sent from the PMC TMS related items s2831 FAULT CONDITION
each time screen pages are changed. Be sure to
change screen pages after data appears on the current
selected page. TABLE 6. FAULT CONDITION DATA
Real time data information available and the applicable
screens are listed in Table 5.

DATA SCREENS
s211-1/10 to 10/10 (CUMMINS)
Engine related items
s211-1/9 to 9/9 (KOMATSU)
Transmission related
s221-1/14 to 14/14
items
Brake related items s231-1/3 to 3/3
Suspension related items s241-1/4 to 4/4
PMC related items s251-1/9 to 9/9 Snap-Shot Data
Electronic Display Panel If a serious fault occurs in the PMC system, the appro-
s261-1/5 to 5/5
related items
priate controller records the input and output data for
PLM related items s271-1/2 to 2/2 a few seconds before and a few seconds after the fault
TMS related items s281-1/5 to 5/5 occurs.
DAD can then be used to download this information
and display the data in graph form. DAD supports the
TABLE 5. REAL TIME DATA INFORMATION
snap-shot screens listed in Table 7.

DATA ITEM SCREENS

s2132 Snap-Shot Reading Menu
Engine related items
s2132-1 to 5 Snap Shot Reading
Transmission related s2232 Snap-Shot Reading Menu
items s2232-1 to 5 Snap Shot Reading
s2332 Snap-Shot Reading Menu
Brake related items
s2332-1 to 5 Snap Shot Reading
s2522 Snap-Shot Reading Menu
All related items
s2522-1 to 5 Snap Shot Reading

TABLE 7. SNAP-SHOT DATA

D32-8 DAD - Data Acquisition Device D32001

Machine Trend Data
Machine trend data is the data collected and recorded DAD supports the trend data screens listed in Table 8.
continuously for predicting trends (e.g. data which is
displayed graphically or a count of specified events).

DATA ITEM SCREENS CONTENTS

s2121 LOAD RATIO Load ratio graph
s21211 LOAD RATIO Load ratio graph
s2122 OPERATION RATIO Operation ratio graph
s21221 OPERATION RATIO Operation ratio graph
s2123 OIL PRESSURE AT RATED Oil pressure at rated graph
ENGINE (KOMATSU
RELATED s21231 OIL PRESSURE AT RATED ENGINE Oil pressure at rated graph
ITEMS s2124 BLOW-BY PRESS AT RATED ONLY) Blow-by press at rated graph
s21241 BLOW-BY PRESS AT RATED Blow-by press at rated graph
s2125 EXHAUST TEMPERATURE Exhaust temperature graph
s21251 EXHAUST TEMPERATURE Exhaust temperature graph
s2126 EXHAUST TEMP AT RATED Exhaust temp at rated graph
s21261 EXHAUST TEMP AT RATED Exhaust temp at rated graph
s2127 WORKING HISTORY MAP Working history map
Number of lock up clutch
s2221 L/C ON/OFF COUNT
operations
s2222 SHIFT COUNT MAP Map of shift count
s2223 CALORIFIC VALUE Q OF CLUTCH Graph for analysis with clutch
s2224 MAX CALORIFIC VALUE Q OF CLUTCH Graph for analysis with clutch
max
s2225 Q•q OF CLUTCH Graph for analysis with clutch

TRANSMISSION s2226 SLIDING TIME OF CLUTCH Graph for analysis with clutch
RELATED s2227 T/M LUBRICATING OIL TEMPERATURE Graph for analysis with clutch
ITEMS s2228 CLUTCH DISK SPEED OF REVOLUTION Graph for analysis with clutch
s2229 CLUTCH PLATE TEMPERATURE RISE Graph for analysis with clutch
s222A CLUTCH PLATE MAX TEMPERATURE Graph for analysis with clutch
s222B INTERVAL OF CLUTCH ON/OFF Graph for analysis with clutch
s222C T/C OUTPUT OIL TEMPERATURE Graph for analysis with clutch
s222D WORKING HISTORY MAP Map of torque-t/m input speed
s222E AB-USE COUNT Number of abnormal operations
s222F BUILDUP 3 MODULATION Graph for analysis with clutch
s222G WEAR CHECK FOR CLUTCH DISK Graph for clutch wear check

TABLE 8. MACHINE TREND DATA

D32001 DAD - Data Acquisition Device D32-9

Machine Check Event Recorder
‘‘Machine Check’’ checks PMC System component The ‘‘s253 EVENT RECORDER’’ screen shows the
hardware. DAD supports the machine check screens record of faults which have occurred and the order in
listed in Table 9. which they occurred. This screen displays the follow-
ing data:
> CODE: System fault code
DATA ITEM SCREENS
Engine
> DATE: Date when fault occurred
s2141 ENGINE CONSTANT SPEED
Related
s2142 NO-INJECTION CRANKING > TIME: Time fault occurred
Items
> AC: Action code
s2241 T/M MANUAL SHIFT
Transmis- (1 to 7 representing type of
s2242 T/M MANUAL SHIFT CHECK
sion Related
Items
s2243 T/M CONTROLLER OUTPUT CHECK repair action)
s2244 T/M TRAVEL CHECK
> MAX/MIN Maximum or minimum
Brake
Related s2341 BRAKE OIL CHECK value of data
Items > DUR: Duration the fault was active
> SS: Whether snap-shot data
TABLE 9. MACHINE CHECK SCREENS is recorded or not
This screen contains a manual snap-shot trigger
switch which sends a signal to each controller. Also,
this screen has a download function to save the PMC
data stored at the time the fault occurred.
DAD supports the following screens:
Machine Information
s253 EVENT RECORDER
‘‘Machine Information’’ contains information about the
controllers and optional equipment installed on the s2531 EVENT RECORDER
truck. It also provides the service meter hour value
when a changeable parameter was changed using the Parameter Set
Parameter Set Menu. A ‘‘parameter set’’ screen allows the technician to
DAD supports the Machine Information screens listed change parameter data of each controller in the PMC
in Table 10. System.

DATA ITEM DATA ITEM

DATA ITEM SCREENS t2 TIME/DATE SET MOM Time/date setting
SYSTEM Controller Setting of engine-
s31 ENG., T/M PATTERN
IDENTIFICATION Configuration t31 transmission matching
SELECT
CONTROLLER pattern
s32-1/3 to 3/3 Controller Information
INFORMATION Setting of maximum vehicle
t32 SPEED LIMITER
OPTIONAL speed
Setting of Optional
s33 FUNCTION Setting of maximum
Functions t33 T/M MAX GEAR SELECT
INFORMATION transmission gear
History of Parameter MAX GEAR SELECT Setting of maximum
s34 HISTORY OF USE t34
Setting Change (BODY UP) transmission gear (body up)
TABLE 10. MACHINE INFORMATION SCREENS t35 SUSPENSION MODE SET Suspension mode setting
TIRE PRESSURE LIMIT
t51 Setting of tire pressure limit
SET
TIRE TEMPERATURE Setting of tire temperature
t52
LIMIT SET limit
CORRELATION
t53 Correlation constant setting
CONSTANTS SET
t54 TMS CLOCK SET TMS clock setting
t55 ID CODE SET TMS ID code setting
Setting of machine ID,
t6 USER DATA INPU
engine ID, user comment
TABLE 11. PARAMETER SET SCREENS

D32-10 DAD - Data Acquisition Device D32001

 DAD SCREEN DISPLAYS
PASSWORD INPUT i3 MENU SELECT
1. With the screen in Figure 33-1 displayed, enter a DAD supports two maintenance information menus
correct password and press ENT. (see Figure 33-2):

FIGURE 33-1. FIGURE 33-2.

Use the keys 1 to 9 of the 10-key pad on the screen to

enter a password. The ‘‘PASSWORD INPUT’’ screen • (1) SERVICE MENU
changes to ‘‘i3 MENU SELECT" screen.
• (2) PARAMETER SET MENU
DAD supports five default passwords; 0000, 1111,
The SERVICE MENU screen is used to obtain infor-
2222, 3333, and 4444.
mation of each component on the truck (engine, trans-
mission, brake, suspension, power-train management
Changing the Password
controller, electronic display panel, payload meter, tire
To change the password, follow the steps below: management system, etc.) and information on the
whole vehicle.
1. Press the box switch placed to the left of
‘‘CHANGE PASSWORD.’’ The box lamp lights Information for each component is provided on refer-
and ‘‘OLD PASSWORD INPUT’’ is displayed. ence screens such as ‘‘REAL TIME MONITOR,’’ ‘‘MA-
CHINE TREND,’’ and ‘‘FAULT CONDITION’’ and a
2. Enter the old password to be changed (using the
‘‘MACHINE CHECK’’ screen for checking vehicle hard-
10-key pad) and press the ENT switch. When the
ware. The ‘‘PARAMETER SET MENU’’ screen is used
entered password is valid, ‘‘NEW PASSWORD
to change parameters. For hierarchy (tree structure) of
INPUT’’ is displayed.
maintenance information screens, refer to Tables 2. &
3. Enter a new password which you want to use from 3. in the previous Section.
now on (using the 10-key pad) and press the ENT
The menu hierarchy varies according to model types,
switch. ‘‘ONCE MORE’’ is displayed for reconfir-
component types (Komatsu engine or CUMMINS en-
mation.
gine) and optional equipment settings (PLM, TMS,
4. Enter the new password again. If this password etc.). See ‘‘Display Able/Disable by Model and Op-
agrees to that entered in step 3, the new pass- tional Equipment Status’’ for setup instructions.
word is registered. If the entered password does
When selecting ‘‘s1 SERVICE MENU,’’ the ‘‘s1 SERV-
not agree with the password entered the first time,
ICE MENU" appears.
(step 3), ‘‘ERROR’’ is displayed. Enter a correct
password again. When selecting ‘‘t1 PARAMETER SET MENU,’’ ‘‘t1
PARAMETER SET MENU’’ appears. The ‘‘t1" menu
5. To quit, press the box switch (located to the left of
is not available while the vehicle is running.
‘‘CHANGE PASSWORD.’’)
When the EXIT switch is pressed, ‘‘i3 MENU SELECT’’
6. When the EXIT switch is pressed, the screen will
screen returns to the Windows screen.
return to Windows.

D33001 DAD Screen Displays D33-1

s1 SERVICE MENU s21 Engine
When you select ‘‘s2 COMPONENT CHECK MENU’’,
s21 CUMMINS ENG. MENU (for the CUMMINS
from the s1 SERVICE MENU screen (Figure 33-3), ‘‘s2
engine)
COMPONENT CHECK MENU’’ appears.
s21 KOMATSU ENG. MENU (for the KOMATSU
engine)
When the switch box at the left side of the menu title
is pressed, the selected menu screen, Figure 33-5,
appears.

FIGURE 33-3.

When you select ‘‘s3 MACHINE INFORMATION

MENU’’, ‘‘s3 MACHINE INFORMATION MENU’’ ap-
pears.
FIGURE 33-5.
When the BACK switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.
When the BACK switch is pressed, this screen returns
s2 COMPONENT CHECK MENU to ‘‘s2 COMPONENT CHECK MENU’’ screen.
When the switch box at the left side of the menu title When the RET switch is pressed, this screen changes
‘‘s2 component check menu’’ is pressed, the menu to ‘‘i3 MENU SELECT" screen.
screen in Figure 33-4 appears.

Note: When the Cummins engine is used, ‘‘s212 MA-

CHINE TREND MENU’’ and ‘‘s213 FAULT CONDI-
TION MENU’’ screens are not available and their
switch boxes are light. See ‘‘Display Able/Disable by
Model and Optional Equipment Status.’’

FIGURE 33-4.

When the BACK switch is pressed, this screen returns

to ‘‘s1 SERVICE MENU’’ screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT" screen.
Switch boxes of components not available on the truck
are displayed light and cannot be selected.

D33-2 DAD Screen Displays D33001

s211-1/10 to s211-10/10 REAL TIME MONITOR
(ENG.) (for CUMMINS engine)
s211-1/9 to s211-9/9 REAL TIME MONITOR
(ENG.) (for KOMATSU engine)
This screen in Figure 33-6 shows real time data of the
engine. For details of real time data displayed on this
screen, refer to ‘‘Real time Data Tables’’.
s213 FAULT CONDITION MENU (ENG.)
Note: This screen is selectable only when the
KOMATSU engine controller is mounted on vehicle.
This screen (Figure 33-7) is used to select an engine
fault condition menu.
When you select a menu and press its switch box, the
selected menu screen appears.

FIGURE 33-6. FIGURE 33-7.

Units of data can be changed by the ‘‘t4 UNIT SET" When you press the CLEAR switch placed after a
screen. menu title (‘‘s2131 FAULT CONDITION’’), a dialog box
(shown below) appears to ask whether you really want
The switches on the screen have the following func-
to delete all engine fault data.
tions:
> FWD:
Calls the next real time data screen.
> REV:
Calls the preceding real time data screen.
> HOLD/START:
When this switch is pressed once, its indicator
lights and the current real time data is held (in-
cluding a delay due to the system response
Press the OK switch to delete all engine fault data or
lag). When this switch is pressed once more,
the CANCEL switch not to delete the data.
its indicator goes off and data is displayed in
real time. When the M•TRIG switch is pressed, a manual trigger
signal is sent to the engine controller.

When the BACK switch is pressed, this screen returns When the BACK switch is pressed, this screen returns
to ‘‘s21 KOMATSU ENG. MENU’’ or ‘‘s21 CUMMINS to ‘‘s21 KOMATSU ENG. MENU’’ or ‘‘s21 CUMMINS
ENG. MENU’’ screen. ENG. MENU’’ screen.

When the RET switch is pressed, this screen changes When the RET switch is pressed, this screen changes
to: ‘‘i3 MENU SELECT’’. to ‘‘i3 MENU SELECT’’.

D33001 DAD Screen Displays D33-3

s2131 FAULT CONDITION (ENG.)
This screen (Figure 33-8) is selectable only when the
KOMATSU engine controller is mounted on vehicle.
s214 MACHINE CHECK MENU (ENG.)
This screen (Figure 33-9) is selectable only when the
Cummins or Komatsu engine controller is mounted on
vehicle. When the Cummins engine controller is in-
stalled, switch s2141 is light and not available.

FIGURE 33-8.
FIGURE 33-9.

This screen shows the history of engine faults. DAD

handles the following data for engine faults: When the switch box at the left side of the menu is
> CODE: pressed, the selected menu screen appears.
System fault code When the BACK switch is pressed, the screen returns
> ERROR CONTENT: to ‘‘s21 CUMMINS ENG. MENU’’, or ‘‘s21 KOMATSU
Contents of an engine fault ENG. MENU’’ screen.
> FIRST: When the RET switch is pressed, the screen changes
Service meter hour of the first occurrence to ‘‘i3 MENU SELECT’’ screen.
> LAST:
Service meter hour of the last occurrence
> NO. OF OCCUR:
Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When the DEL field of a fault code
is pressed, a dialog box appears to ask whether you
really want to delete the history of the data.
Press the OK switch to delete the history or the CAN-
CEL switch not to delete the history. The DEL switch
field of the current fault becomes dark and locked. You
cannot delete the fault history by pressing the DEL
switch.
Two faults are displayed on one screen. Move up or
down the screen by the FWD or REV switch to show
another page of faults. ‘‘TOTAL COUNT OF ERROR’’
indicates the total number of the fault occurrence.
‘‘CURRENT SMR’’ indicates the current vehicle stand-
ard SMR (Service Meter) hours.
When the BACK switch is pressed, this screen returns
to ‘‘s213 FAULT CONDITION MENU (ENG.)" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33-4 DAD Screen Displays D33001

s22 TRANSMISSION
When the switch box at the left side of the menu titles
(Figure 33-10) is pressed, the selected menu screen
appears.
FIGURE 33-10.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU’’ screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33001 DAD Screen Displays
s221-1/14 to s221 14/14 REAL TIME MONITOR
(T/M)
This screen (Figure 33-11) shows real time data of the
engine. (For details, refer to ‘‘Real Time Data Tables’’.)
FIGURE 33-11.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV:Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s22 TRANSMISSION MENU’’ screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33-5
s222 MACHINE TREND MENU (T/M)
This screen (Figure 33-12) is used to select a trans-
mission trend menu.
FIGURE 33-12.
When the switch box at the left side of the menu titles
is pressed, the selected menu screen appears.
The SELECT switch located after one of the following
menu titles; 2223, s2224, s2225, s2226, s2227, s2228,
s2229, s222A, s222B, or s222F, is used to select L, M
(or 4th), H, 3rd, 2nd, 1st, or R clutch data.
The SELECT switch located after the s222G menu title
is used to select ‘‘L clutch’’, ‘‘M clutch’’, ‘‘H clutch’’, ‘‘1st
(N→F2)’’, ‘‘1st (F1→F2)’’, ‘‘2nd clutch’’, ‘‘3rd clutch’’, or
‘‘Rev clutch’’.
Use the FWD or REV switches to select another page
of the machine trend menu.
When the CLEAR switch is pressed, a dialog box
appears to confirm deletion of all machine trend data.
Press OK to delete or CANCEL if the data should not
be deleted.
When the BACK switch is pressed, this screen returns
to ‘‘s22 TRANSMISSION MENU’’ screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33-6
s2221 L/C ON/OFF COUNT
This screen (Figure 33-13) shows the number of on/off
operations of the lock up clutch.
FIGURE 33-13.
> The ‘‘START[h] field shows the value of vehicle
standard service meter (SMR) at which L/C
counting started.
> The ‘‘NOW[h] field shows the value of vehicle
standard service meter (SMR) at which data is
requested.
When the CLEAR switch is pressed, a dialog box
appears to ask whether you really want to delete L/C
ON/OFF COUNT data.
Press the OK switch to delete the data or the CANCEL
switch not to delete the data.
When you press the OK switch to delete the data, the
screen turns into ‘‘s222 MACHINE TREND MENU
(T/M)" screen.
When the BACK switch is pressed, this screen turns
into ‘‘s222 MACHINE TREND MENU (T/M)" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
DAD Screen Displays D33001
s222E AB-USE COUNT s223 FAULT CONDITION MENU (T/M)
This screen (Figure 33-14) shows the number of ab- This screen (Figure 33-15) is used to select a trans-
normal shift lever operations. mission fault condition menu.

FIGURE 33-14. FIGURE 33-15.

> ‘‘DIRECTIONAL SHIFT’’ counts the number of When you select a menu and press its switch box, the
times at which the shift lever is set to the R po- selected menu screen appears.
sition while vehicle runs forward at a preset
When you press the CLEAR switch placed after a
speed or faster, or the number of times at
menu title (‘‘s2231 FAULT CONDITION’’), a dialog box
which the shift lever is set to the Forward posi-
appears to ask whether you really want to delete all
tions while vehicle runs backward at a preset
transmission fault data.
speed or faster.
> ‘‘ABNORMAL SHIFT’’ counts the number of Press the OK switch to delete all transmission fault
times of changing shift lever position from neu- data or the CANCEL switch not to delete the data.
tral to other ranges while engine speed is Data of the current fault is not deleted.
higher than preset value.
When the M•TRIG switch is pressed, a manual trigger
The counts are classified into three, ‘‘F1,’’ ‘‘F2,’’ and signal is sent to the transmission controller.
‘‘F3" according to the actual transmission gear position
after abnormal shift operation. When the BACK switch is pressed, this screen returns
to ‘‘s22 TRANSMISSION MENU’’ screen.
> The ‘‘START[h] field shows the value of vehicle
standard service meter (SMR) at which L/C When the RET switch is pressed, this screen changes
counting started. to ‘‘i3 MENU SELECT’’ screen.
> The ‘‘NOW[h] field shows the value of vehicle
standard service meter (SMR) at which data is
requested.
When the CLEAR switch is pressed, a dialog box
appears to ask whether you really want to delete
DIRECTIONAL SHIFT data and ABNORMAL SHIFT
data. Press the OK switch to delete the data or the
CANCEL switch not to delete the data.
When you press the OK switch to delete the data, the
screen returns to ‘‘s222 MACHINE TREND MENU
(T/M)" screen.
When the BACK switch is pressed, this screen returns
to ‘‘s222 MACHINE TREND MENU (T/M)" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33001 DAD Screen Displays D33-7

S2231 FAULT CONDITION (T/M) s224 MACHINE CHECK MENU
This screen (Figure 33-16) shows the history of trans- Figure 33-17 shows the Machine Check menu.
mission faults.

FIGURE 33-16. FIGURE 33-17.

DAD handles the following data as to transmission When the switch box at the left side of the menu title
faults: is pressed, the selected menu screen appears.
> CODE: System fault code When the BACK switch is pressed, this screen returns
> ERROR CONTENT: Contents of a fault to ‘‘s22 TRANSMISSION MENU’’ screen.
> FIRST: Service meter hour of the first occur- When the RET switch is pressed, this screen changes
rence to ‘‘i3 MENU SELECT’’ screen.
> LAST: Service meter hour of the last occurrence
> NO. OF OCCUR.: Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history.
The DEL switch field of the current fault becomes dark
and locked. You cannot delete the fault history by
pressing the DEL switch.
Each page of the screen displays data of more than
one fault. Move up or down the screen by the FWD or
REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value.
When the BACK switch is pressed, this screen returns
to ‘‘s223 FAULT CONDITION MENU (T/M)" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33-8 DAD Screen Displays D33001

s23 BRAKE MENU
This screen (Figure 33-18) is selectable only when the
Haulpak brake controller is mounted on the vehicle.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
FIGURE 33-18.
When the switch box at the left side of the menu titles
is pressed, the selected menu screen appears.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU’’ screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33001 DAD Screen Displays
s231-1/4 to s231-4/4 REAL TIME MONITOR
(BRAKE)
This screen (Figure 33-19) is selectable only when the
Haulpak brake controller is mounted on the vehicle.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
FIGURE 33-19.
This screen shows real time data of the brake. For
details of real time data displayed on this screen, see
‘‘Real time Data tables.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s23 BRAKE MENUª screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33-9
s233 FAULT CONDITION MENU (BRAKE)
This screen (Figure 33-20) is selectable only when the
Haulpak brake controller is mounted on the vehicle.
s2331 FAULT CONDITION (BRAKE)
This screen (Figure 33-21) is selectable only when the
Haulpak brake controller is mounted on the vehicle.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’

FIGURE 33-20.

FIGURE 33-21.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
This screen shows the history of brake faults. DAD
This screen is used to select a brake fault condition
handles the following data as to brake faults:
menu. When you select a menu and press its switch
box, the selected menu screen appears. > CODE: System fault code
When you press the CLEAR switch placed after a > ERROR CONTENT: Contents of a fault
menu title (‘‘s2231 FAULT CONDITION’’), a dialog box > FIRST: Service meter hour of the first occur-
appears to ask whether you really want to delete all rence
brake fault data. > LAST: Service meter hour of the last occurrence
Press the OK switch to delete all brake fault data or > NO. OF OCCUR.: Number of occurrences
the CANCEL switch not to delete the data. Data of the
current fault is not deleted.
Press the M•TRIG switch to send a manual trigger
signal to the engine controller.

When the the BACK switch is pressed, this screen

returns to ‘‘s23 BRAKE MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33-10 DAD Screen Displays D33001

The DEL field works as a switch to delete the history s234 MACHINE CHECK MENU (BRAKE)
of the fault code. When you press the DEL field of a
When the switch box at the left side of the menu title
fault code, a dialog box appears to ask whether you
(Figure 33-22) is pressed, the selected menu screen
really want to delete the history of the data. Press the
appears.
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the
current fault becomes dark and locked. You cannot
delete the fault history by pressing the DEL switch.
Each page of the screen displays more than one fault.
You can move up or down the screen by the FWD or
REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value.
FIGURE 33-22.
When BACK switch is pressed, this screen returns to
‘‘s233 FAULT CONDITION MENU (BRAKE)" screen.
When the RET switch is pressed, this screen changes When the the BACK switch is pressed, this screen
to ‘‘i3 MENU SELECT’’ screen. returns to ‘‘s23 BRAKE MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33001 DAD Screen Displays D33-11

s24 SUSPENSION MENU
This screen (Figure 33-23) is selectable only when the
suspension controller is mounted on vehicle. See ‘‘Dis-
play Able/Disable by Model and Optional Equipment
Status.’’
FIGURE 33-23.
When you select a menu and press its switch box, the
selected menu screen appears.
When the the BACK switch is pressed, this screen
returns to ‘‘s2 COMPONENT CHECK MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33-12 DAD Screen Displays
s241-1/4 to s241-4/4 REAL TIME MONITOR
(SUSPENSION)
This screen (Figure 33-24) is selectable only when the
suspension controller is mounted on vehicle. See ‘‘Dis-
play Able/Disable by Model and Optional Equipment
Status.’’
FIGURE 33-24.
This screen shows real time data of the suspension.
For details of real time data displayed on this screen,
refer to ‘‘Real time Data Tables’’.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
The screen switches have the following functions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s24 SUSPENSION MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33001
s242 FAULT CONDITION MENU (SUSPENSION)
This screen (Figure 33-25) is selectable only when the
suspension controller is mounted on vehicle. See ‘‘Dis-
play Able/Disable by Model and Optional Equipment
Status.’’
FIGURE 33-25.
This screen is used to select a suspension fault con-
dition menu. When you select a menu and press its
switch box, the selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (‘‘s2421 FAULT CONDITION’’), a dialog box
appears to ask whether you really want to delete all
suspension fault data.
Press the OK switch to delete all suspension fault data
or the CANCEL switch not to delete the data. Current
fault data is not deleted.
When the BACK switch is pressed, this screen returns
to ‘‘s24 SUSPENSION MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33001 DAD Screen Displays
s2421 FAULT CONDITION (SUS)
This screen is selectable only when the suspension
controller is mounted on vehicle. See ‘‘Display
Able/Disable by Model and Optional Equipment
Status.’’
FIGURE 33-26.
This screen shows the history of suspension faults.
DAD handles the following data as to suspension
faults:
> CODE: System fault code
> ERROR CONTENT: Contents of a fault
> LAST: Service meter hour of the last occurrence
> NO. OF OCCUR.: Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the
fault currently occurs becomes dark and locked. You
cannot delete the fault history by pressing the DEL
switch.
Each page of the screen displays data for more than
one fault. You can move up or down the screen by the
FWD or REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value.
When the BACK switch is pressed, this screen returns
to ‘‘s242 FAULT CONDITION MENU (SUS)" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33-13
s25 PMC MENU
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 33-27.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33-14 DAD Screen Displays
s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)
This screen (Figure 33-28) shows PMC real time data.
For details of real time data displayed on this screen,
refer to ‘‘Real time Data tables’’.
FIGURE 33-28.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s25 PMC MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33001
s252 FAULT CONDITION MENU (PMC)
This screen (Figure 33-29) is used to select a PMC
fault condition menu.
FIGURE 33-29.
When you select a menu and press its switch box, the
selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (‘‘s2521 FAULT CONDITION’’), a dialog box
appears to ask whether you really want to delete all
PMC fault data.
Press the OK switch to delete all PMC fault data or the
CANCEL switch not to delete the data. Current fault
data is not deleted.
Press the M•TRIG switch to send a manual trigger
signal to the transmission controller.
When the BACK switch is pressed, this screen returns
to ‘‘s25 PMC MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33001 DAD Screen Displays
s2521 FAULT CONDITION (PMC)
This screen (Figure 33-30) shows the history of PMC
faults.
FIGURE 33-30.
DAD handles the following PMC fault data:
> CODE: System fault code (ex. E001, E035)
> ERROR CONTENT: Contents of a fault
> FIRST: Service meter hour of the first occur-
rence
> LAST: Service meter hour of the last occurrence
> NO. OF OCCUR.: Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the
current fault becomes dark and locked. You cannot
delete the fault history by pressing the DEL switch.
Each page of the screen displays data for more than
one fault. You can move up or down the screen by the
FWD or REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value.
When the BACK switch is pressed, this screen returns
to ‘‘s252 FAULT CONDITION MENU (PMC)" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33-15
s26 ELECTRONIC DISPLAY PANEL s261-1/5 to s261-5/5 REAL TIME MONITOR
MENU (Electronic Display Panel)

When you select a menu from the screen below and This screen (Figure 33-32) shows real time data of the
press its switch box, the selected menu screen ap- vehicle monitor panel.
pears. For details of real time data displayed on this screen,
see ‘‘Real time Data Tables’’.

FIGURE 33-31.

FIGURE 33-32.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU" screen.
Units of data can be changed by the ‘‘t4 UNIT SET"
When the RET switch is pressed, this screen changes
screen.
to ‘‘i3 MENU SELECT’’ screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.

When the BACK switch is pressed, this screen returns

to ‘‘s26 ELE. DISPLAY PANEL MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33-16 DAD Screen Displays D33001

s262 FAULT CONDITION MENU (ELE. DISPLAY
PANEL)
This screen (Figure 33-33) is used to select a fault
condition menu of the vehicle monitor panel.
FIGURE 33-33.
When you select a menu and press its switch box, the
selected menu screen appears.
When you press the CLEAR switch placed after a
menu title (‘‘s2621 FAULT CONDITION’’), a dialog box
appears to ask whether you really want to delete all
vehicle monitor panel fault data.
Press the OK switch to delete all vehicle monitor panel
fault data or the CANCEL switch not to delete the data.
Current fault data is not deleted.
When the BACK switch is pressed, this screen returns
to ‘‘s26 ELE. DISPLAY PANEL MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33001 DAD Screen Displays
s2621 FAULT CONDITION (ELE. DISPLAY
PANEL)
This screen (Figure 33-34) shows the history of vehicle
monitor panel faults.
FIGURE 33-34.
DAD handles the following vehicle monitor panel
faults:
> CODE: System fault code
> ERROR CONTENT: Contents of a fault
> FIRST: Service meter hour, first occurrence
> LAST: Service meter hour, last occurrence
> NO. OF OCCUR.: Number of occurrences
The DEL field works as a switch to delete the history
of the fault code. When the DEL field of a fault code is
pressed, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the
current fault becomes dark and locked. You cannot
delete the fault history by pressing the DEL switch.
Each page of the screen displays data for more than
one fault. You can move up or down the screen by the
FWD or REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence.
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value.
When the BACK switch is pressed, this screen returns
to ‘‘s262 FAULT CONDITION MENU (PANEL)"
screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33-17
s27 PLM MENU s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM)
This screen (Figure 33-35) is selectable only when the This screen (Figure 33-36) is selectable only when the
PLM is mounted on vehicle. PLM is mounted on vehicle.

FIGURE 33-35. FIGURE 33-36.

See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
When you select a menu and press its switch box, the
selected menu screen appears.
When the BACK switch is pressed, this screen returns
to ‘‘s2 COMPONENT CHECK MENU" screen.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
This screen shows real time data of the PLM.
For details of real time data displayed on this screen,
see ‘‘Real time Data Tables’’. Units of data can be
changed by the ‘‘t4 UNIT SET" screen.
The switches on the screen have the following func-
tions:
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
When the BACK switch is pressed, this screen returns
to ‘‘s27 PLM MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33-18 DAD Screen Displays D33001

s272 CALIBRATION DATA s28 TMS MENU
This screen (figure 2-37) is selectable only when the This screen (Figure 33-38) is selectable only when the
PLM is mounted on vehicle. TMS is mounted on vehicle.

FIGURE 33-37. FIGURE 33-38.

See ‘‘Display Able/Disable by Model and Optional See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’ Equipment Status.’’
The ‘‘s272 CALIBRATION DATA’’ screen shows data When you select a menu and press its switch box, the
which the payload meter (PLM) used for calibration selected menu screen appears.
(calculation of the empty weight of vehicle). For further
When the BACK switch is pressed, this screen returns
information refer to Payload Meter, Section M.
to ‘‘s2 COMPONENT CHECK MENU" screen.
The units of data can be changed by the ‘‘t4 UNIT SET"
When the RET switch is pressed, this screen changes
screen.
to ‘‘i3 MENU SELECT’’ screen.
When the BACK switch is pressed, this screen returns
to ‘‘s27 PLM MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33001 DAD Screen Displays D33-19

s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS) s283 FAULT CONDITION MENU (TMS)
This screen (Figure 33-39) is selectable only when the This screen (Figure 33-40) is selectable only when the
TMS is mounted on vehicle. TMS is mounted on vehicle.

FIGURE 33-39. FIGURE 33-40.

See ‘‘Display Able/Disable by Model and Optional See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’ Equipment Status.’’
This screen shows real time data of the TMS. This screen is used to select a TMS fault condition
menu. When you select a menu and press its switch
For details of real time data displayed on this screen,
box, the selected menu screen appears.
see ‘‘Real time Data Tables’’. Units of data can be
changed by the ‘‘t4 UNIT SET" screen. When you press the CLEAR switch placed after a
menu title (‘‘s2831 FAULT CONDITION’’), a dialog box
The switches on the screen have the following func-
appears to ask whether you really want to delete all
tions:
TMS fault data.
> FWD: Calls the next real time data screen.
Press the OK switch to delete all TMS fault data or the
> REV: Calls the preceding real time data screen. CANCEL switch not to delete the data. Current fault
> HOLD/START: When this switch is pressed data is not deleted.
once, its indicator lights and the current real
When the BACK switch is pressed, this screen returns
time data is held (including a delay due to the
to ‘‘s28 TMS MENU" screen.
system response lag). When this switch is
pressed once more, its indicator goes off and When the RET switch is pressed, this screen changes
data is displayed in real time. to ‘‘i3 MENU SELECT’’ screen.
When the BACK switch is pressed, this screen returns
to ‘‘s28 TMS MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33-20 DAD Screen Displays D33001

s2831 FAULT CONDITION (TMS)
This screen (Figure 33-41) is selectable only when the
TMS is mounted on vehicle.
FIGURE 33-41.
See ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
This screen shows the history of TMS faults. DAD
handles the following data for TMS faults:
> CODE: System fault code
> ERROR CONTENT: Contents of a fault
> FIRST: Service meter hour at first occurrence
> LAST: Service meter hour at last occurrence
> NO. OF OCCUR.: Number of occurrences
D33001 DAD Screen Displays
The DEL field works as a switch to delete the history
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history. The DEL switch field of the
current fault becomes dark and locked. You cannot
delete the fault history by pressing the DEL switch.
Each page of the screen displays data of more than
one fault. You can move up or down the screen by the
FWD or REV switch to show another page of faults.
> ‘‘TOTAL COUNT OF ERROR’’ indicates the to-
tal number of the fault occurrence,
> ‘‘CURRENT SMR’’ indicates the current vehicle
standard SMR (Service Meter) value.
When BACK is pressed, this screen returns to ‘‘s283
FAULT CONDITION MENU (TMS)" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
D33-21
s3 MACHINE INFORMATION MENU s31 MACHINE INFORMATION MENU
When you select a menu and press its switch box, the This screen (Figure 33-43) shows a machine code and
selected menu screen appears. controllers installed on the truck. The names of the
controllers mounted on the vehicle are high-lighted.

FIGURE 33-42. FIGURE 33-43.

When the BACK switch is pressed, this screen returns

to ‘‘s3 MACHINE INFORMATION MENU" screen.
When the BACK switch is pressed, this screen returns
to ‘‘s1 SERVICE MENU" screen. When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.

D33-22 DAD Screen Displays D33001

s32-1/3 CONTROLLER INFORMATION BINARY HEXADECIMAL BINARY HEXADECIMAL

This screen (Figure 33-44) shows switch status, soft- 0000 0 8 1000
ware versions, and controller-specific SMR values of 0001 1 9 1001
each controller (CENTRY, CENSE, transmission, 0010 2 A 1010
electronic display panel, and PMC) on the vehicle. 0011 3 B 1011
0100 4 C 1100
The ‘‘CLOCK READ’’ field shows the controller-spe-
cific SMR value based on vehicle standard SMR (not 0101 5 D 1101
a vehicle standard SMR value). 0110 6 E 1110
0111 7 F 1111

TABLE 2. BINARY-TO-HEXADECIMAL
CONVERSION TABLE

If the PMC detects (from the position of the Transmis-

sion Controller rotary switch settings) an optional fea-
ture is not installed on the truck, it will ignore the DIP
switch setting.
Refer to PMC System, ‘‘PMC Dip Switch Settings’’ for
additional information concerning the DIP switch set-
FIGURE 33-44.
tings for the standard and optional equipment installed
on the truck.
SEL.SW.STATUS of the PMC
The PMC (Powertrain Management Controller) has When the BACK switch is pressed, this screen returns
sixteen DIP switches. The status of these DIP switches to ‘‘s3 MACHINE INFORMATION MENU" screen.
is represented in hexadecimal (4F0D) in Figure 33-44.
When the RET switch is pressed, this screen changes
Table 1. provides an example of how to interpret the to ‘‘i3 MENU SELECT’’ screen.
switch settings based on the value shown on the
screen, the hexadecimal value, the binary value, and
the status of the individual DIP switch setting - ON or
OFF. Table 2. lists the hexadecimal to binary conver-
sion values.
When an optional function is used or optional equip-
ment is installed on the truck, the corresponding DIP
switch is set to the ON position.
Note: The standard and optional equipment installed
on the truck will vary with each truck model and the
optional equipment ordered from the factory.

SWITCH No. 2-8 2-7 2-6 2-5 2-4 2-3 2-2 2-1 1-8 1-7 1-6 1-5 1-4 1-3 1-2 1-1
ON/OFF Status OFF ON OFF OFF ON ON ON ON OFF OFF OFF OFF ON ON OFF ON
Binary Notation 0100 1111 0000 1101
(1 = ON, 0 = OFF)
Hexadecimal 4 F 0 D
Notation
Value Displayed 4F0D
on screen

TABLE 1.

D33001 DAD Screen Displays D33-23

s32-2/3 CONTROLLER INFORMATION MODEL
SELECTION
This screen (Figure 33-45.) shows controller informa- SWITCH No. MODEL
tion of a Payload Meter (PLM) installed on the truck. (C0: MACHINE
No value is displayed if the PLM is not installed. CODE)

0 HD1200-1 STD Large-tire CUMMINS

ENGINE
1 HD785-3 STD Large-tire KOMATSU ENGINE
2 HD465-5 STD Small-tire KOMATSU ENGINE
3 HD325-6 STD Large-tire KOMATSU ENGINE
4
5
6 HD785-3 STD Small-tire KOMATSU ENGINE
7 HD465-5 STD Large-tire KOMATSU ENGINE
8 HD325-6 QUARRY Large-tire KOMATSU
ENGINE
9 HD985-3 STD 30.00-51 KOMATSU ENGINE
A HD465-5 QUARRY Large-tire KOMATSU
FIGURE 33-45. ENGINE
B 730E
C 930E
When the BACK switch is pressed, this screen returns D 530M
to ‘‘s3 MACHINE INFORMATION MENU’’ screen. E 330M
When the RET switch is pressed, this screen changes F 830E
to ‘‘i3 MENU SELECT’’ screen.
TABLE 3. MODEL SELECTION CODE

MENU ITEM DESCRIPTION REMARKS

TRIMMER Gain adjusted by payload gain adjustment trimmer 80% TO 120%
GAIN(%) (Located on the left side of the PLM)
Bit 0: Use/non-use of memory card (1: Not used, 0: Used)
Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT DIP switch status
Bit 2: Weight unit system (1: Metric ton, 0: Short ton)
Bit 3: Auxiliary switch (1: UP, 0: DOWN)
Bit 4 to bit 7: Not used
SR Speed regulation (0 to F): 0:107%, 7:100%, F:92%
DR Distance correction (0 to F): 0:107%, 7:100%, F:92%
CO Machine code (0 to F): Refer to Table 3.
SOFT VER. Version of PLM software 0 to 255
REVISION Revision of PLM software 0 to 255
DATE Current date and time

TABLE 2-4. CONTROLLER INFORMATION SCREEN ITEMS

D33-24 DAD Screen Displays D33001

s32-3/3 CONTROLLER INFORMATION s33 OPTIONAL FUNCTION INFORMATION
This screen (Figure 33-46) shows switch status, soft- This screen (Figure 33-47) shows whether optional
ware versions, and controller-specific SMR values of functions are installed or not. The name of each in-
suspension and brake controllers on the vehicle. stalled option is highlighted.

FIGURE 33-46. FIGURE 33-47.

When the BACK switch is pressed, this screen returns When the BACK switch is pressed, this screen returns
to ‘‘s3 MACHINE INFORMATION MENU" screen. to ‘‘s3 MACHINE INFORMATION MENU" screen.
When the RET switch is pressed, this screen changes When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen. to ‘‘i3 MENU SELECT’’ screen.

D33001 DAD Screen Displays D33-25

s34 HISTORY OF USE • T/M GEAR SELECT
When the set value of the maximum transmission
This screen (Figure 33-48) shows the time of the latest
gear is changed at the ‘‘t33 T/M GEAR SELECT"
parameter change.
screen.
• T/M GEAR SELECT (BODY UP)
When the set value of the maximum transmission
gear at body up is changed at the ‘‘t34 T/M GEAR
SELECT (BODY UP)" screen
• SUSPENSION MODE SET
When the set value of the suspension mode is
changed at the ‘‘t35 SUSPENSION MODE SET"
screen

When the BACK switch is pressed, this screen returns

FIGURE 33-48. to ‘‘s3 MACHINE INFORMATION MENU" screen.
When the RET switch is pressed, this screen changes
to ‘‘i3 MENU SELECT’’ screen.
When a parameter is changed by a related screen, the
value of the vehicle standard service meter (SMR) at
that time is recorded.

• *ENG.,T/M PATTERN SELE,-ENG.

When the pattern in the engine controller is
changed at the ‘‘t31 ENG.,T/M PATTERN SE-
LECT" screen.
• *ENG.,T/M PATTERN SELE,-T/M.
When the pattern in T/M controller is changed at
the ‘‘t31 ENG.,T/M PATTERN SELECT" screen.

*Note: The ‘‘ENG.,T/M PATTERN SELE,-ENG.’’ and

‘‘ENG.,T/M PATTERN SELE, -T/M.’’ fields show val-
ues only when the KOMATSU engine is installed.

• SPEED LIMITER (LOADED)

When the set value of maximum speed, loaded is
changed at the ‘‘t32 SPEED LIMITER" screen.
• SPEED LIMITER (EMPTY)
When the set value of maximum speed, empty is
changed at the ‘‘t32 SPEED LIMITER" screen.

D33-26 DAD Screen Displays D33001

t1 PARAMETER SET MENU t2 TIME/DATE SET
When you select a menu and press its switch box, the This screen (Figure 33-49) is used to set the date and
selected menu screen appears. time to be displayed on the ‘‘i4 NORMAL RUNNING"
screen.

FIGURE 33-49. FIGURE 33-50.

Procedure to set a date and a time:

When the BACK switch is pressed, this screen returns 1. Press the SET switch. The cursor appears on the
to ‘‘i3 MENU SELECT" screen. DAY field.
2. Move and position the cursor on a field (DAY,
MONTH, YEAR, or TIME) whose value you want
Note: The switch box ‘‘t5 TMS SET MENU’’ is light and
to change by using the left or right arrow switches.
not selectable when the TMS is not used and the
appropriate PMC DIP switch is set to OFF. Refer to 3. Increase or decrease the value by pressing the
‘‘Display Able/Disable by Model and Optional Equip- ‘‘+’’ or ‘‘-’’ switch until the desired value appears.
ment Status.’’ Hold down the ‘‘+’’ or ‘‘-’’ switch to change the
value continuously.
4. Press the ENT switch to register the date and time
or the CANCEL switch to cancel registration.
To stop displaying of the time and date on ‘‘i4" screen,
press the DISPLAY OFF switch. ‘‘DISPLAY OFF’’
turns to ‘‘DISPLAY ON.’’ To display the time and date
on the ‘‘i4" screen, press the DISPLAY ON switch.
‘‘DISPLAY ON’’ turns to ‘‘DISPLAY OFF.’’
When the BACK switch is pressed, this screen returns
to ‘‘t1 PARAMETER SET MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.

D33001 DAD Screen Displays D33-27

t3 TRAVEL MODE MENU
When you select a menu and press its switch box, the
selected menu screen appears.
FIGURE 33-51.
When the BACK switch is pressed, this screen returns
to ‘‘t1 PARAMETER SET MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.
Note: The switch boxes of components which are not
available (according to the setting of the rotary
switches on the transmission controller and DIP
switches on the PMC) are light and not selectable.
Refer to ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
D33-28 DAD Screen Displays
t31 ENG., T/M PATTERN SELECT
(Komatsu Engine Only)
This screen (Figure 33-52) is selectable only when the
KOMATSU engine controller is installed on the vehicle.
FIGURE 33-52.
Refer to ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
This screen is used to select an engine torque curve
and transmission shift schedule (ENG.-T/M pattern).
DAD supports three ENG.-T/M patterns.
Select a desired ENG.-T/M pattern and press its switch
box (under ‘‘PATTERN’’). When the pattern is se-
lected, its indicator (placed before the switch box)
lights.
When the BACK switch is pressed, this screen returns
to ‘‘t3 PARAMETER SET MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.
D33001
t32 SPEED LIMITER t33 T/M MAX GEAR SELECT
This screen (Figure 33-53) is selectable only when a This screen (Figure 33-54) is used to select a maxi-
maximum speed limit is set by the DIP switches on the mum transmission gear position (F4, F5, F6, or F7).
PMC.

FIGURE 33-54.
FIGURE 33-53.

When entering this screen, the indicator for the current

When entering this screen, current set values at maximum gear is turned on.
loaded and empty are indicated. Refer to ‘‘Display
Select a gear position (F4, F5, F6, or F7) and press its
Able/Disable by Model and Optional Equipment
switch box.
Status.’’
When the gear position is selected, its indicator (above
Specify a maximum speed limit when vehicle is fully
the switch box) is turned on.
loaded and a maximum speed limit when vehicle is
empty using the procedure below. When the BACK switch is pressed, this screen returns
to the ‘‘t3 TRAVEL MODE MENU" screen.
Procedure to change a speed limit value:
When the RET switch is pressed, this screen returns
1. Select a desired item ‘‘LOADED’’ or ‘‘EMPTY’’ and
to ‘‘i3 MENU SELECT" screen.
press its SET switch. The cursor appears in the
entry field of the item.
2. Change the value by increasing or decreasing it Note: ‘‘F7’’ is set as a default value when the truck is
by the ‘‘+’’ or ‘‘-’’ switch. shipped from the factory.
3. Press the ENT key to register the set value or the
CANCEL switch to cancel registration of the
value.
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
When the BACK switch is pressed, this screen returns
to the ‘‘t3 TRAVEL MODE MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.

D33001 DAD Screen Displays D33-29

t34 T/M MAX GEAR SELECT (BODY UP)
This screen (Figure 33-55) is used to select a maxi-
mum transmission gear position (F1, F2, or F3) for the
body-up maximum speed and to enable or disable
selection of REVERSE when the body is raised.
FIGURE 33-55.
When entering this screen, the currently set values are
turned on.
Select a gear position (F1, F2, or F3) and press its
switch box. When the gear position is selected, its
indicator (above the switch box) is turned on.
To enable (OK) or disable (NO) selection of the reverse
position at body up, press the OK or NO switch. When
the selection is set, its indicator (above the switch box)
is turned on.
When the BACK switch is pressed, this screen returns
to the ‘‘t3 TRAVEL MODE MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.
Note: ‘‘F1’’ and ‘‘NO’’ are set as default values when
the truck is shipped from the factory.
D33-30 DAD Screen Displays
t35 SUSPENSION MODE SET
This screen (Figure 33-56) is selectable only when the
optional suspension controller is mounted on vehicle.
Refer to ‘‘Display Able/Disable by Model and Optional
Equipment Status.’’
FIGURE 33-56.
When entering this screen, the currently set value is
turned on.
Select a suspension mode (SOFT, MEDIUM, HARD,
or AUTO) and press its switch box. When the selected
mode is set, its indicator (above the switch box) is
turned on.
When the BACK switch is pressed, this screen returns
to the ‘‘t3 TRAVEL MODE MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.
Note: ‘‘AUTO’’ is set as a default value when shipped
from the factory. Damping forces are fixed in the
SOFT, MEDIUM, and HARD modes. In the AUTO
mode, the damping force varies according to vehicle
conditions.
D33001
t4 PARAMETER UNIT SET
This screen (Figure 33-57) is used to set the units of
measurement for items displayed on the screen.
t5 TMS SET MENU
This screen (Figure 33-58) is selectable only when the
TMS is installed on the vehicle. Refer to ‘‘Display
Able/Disable by Model and Optional Equipment
Status.’’

FIGURE 33-57.
FIGURE 33-58.

Procedure to change units:

When you select a menu and press its switch box, the
1. Select an item whose unit you want to change and
selected menu screen appears.
press its SET switch. The cursor appears in the
entry field of the item. When the BACK switch is pressed, this screen returns
to the ‘‘t1 PARAMETER SET MENU" screen.
2. Press the UP or DOWN arrow key until a desired
unit appears in the entry field. When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.
3. Press the ENT key to register the selected unit or
the CANCEL switch to cancel unit change.
The following units are available:
> SPEED/DISTANCE: km/h (km), mile/h (mile)
> PRESSURE: MPa, kg/cm2, kpsi
> TEMPERATURE: °F, °C
> VOLUME: us.Gal, l
> WEIGHT: us.ton, ton, klb
When the BACK switch is pressed, this screen returns
to the ‘‘t1 PARAMETER SET MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.

Note: Initially, ‘‘mile/h’’, ‘‘kpsi’’, ‘‘ °C’’, ‘‘us.Gal’’, and

‘‘us.ton’’ are set as default values.

D33001 DAD Screen Displays D33-31

t51 TIRE PRESSURE LIMIT SET
This screen (Figure 33-59) is selectable only when the
TMS is mounted on vehicle. Refer to ‘‘Display
Able/Disable by Model and Optional Equipment
Status.’’
FIGURE 33-59.
Set the maximum and minimum air pressures of each
tire using the procedure below:
1. Select a tire number by pressing the UP or DOWN
arrow key on ‘‘TIRE No." line.
2. Select a ‘‘MAX. LIMIT’’ or ‘‘MIN. LIMIT’’ item and
press the ENT key. The cursor appears in the
entry field of the item.
3. Press the UP or DOWN key until a desired value
appears in the entry field.
4. Press the ENT switch to register the selected
value or the CANCEL switch to cancel the setting.
The following tire numbers are available:
TIRE No. LOCATION
1 FR (front right side)
2 FL (front left side)
3 RRR (outer side of rear right)
4 RRL (inner side of rear right)
5 RLR (inner side of rear left)
6 RLL (outer side of rear left)
Units of data can be changed on the ‘‘t4 UNIT SET"
screen.
When the BACK switch is pressed, this screen returns
to ‘‘t5 TMS SET MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.
D33-32 DAD Screen Displays
t52 TIRE TEMPERATURE LIMIT SET
This screen (Figure 33-60) is selectable only when the
TMS is mounted on vehicle. Refer to ‘‘Display
Able/Disable by Model and Optional Equipment
Status.’’
FIGURE 33-60.
Set the maximum and minimum air pressures of each
tire using the procedure below:
1. Select a tire number by pressing the UP or DOWN
arrow key on ‘‘TIRE No.’’ line.
2. Select a ‘‘MAX. LIMIT’’ or ‘‘MIN. LIMIT’’ item and
press the ENT key. The cursor appears in the
entry field of the item.
3. Press the UP or DOWN key until a desired value
appears in the entry field.
4. Press the ENT switch to register the selected
value or the CANCEL switch to cancel the setting.
The following tire numbers are available:
TIRE No. LOCATION
1 FR (front right side)
2 FL (front left side)
3 RRR (outer side of rear right)
4 RRL (inner side of rear right)
5 RLR (inner side of rear left)
6 RLL (outer side of rear left)
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
When the BACK switch is pressed, this screen returns
to ‘‘t5 TMS SET MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.
D33001
t53 CORRELATION CONSTANTS SET
This screen (Figure 33-61) is selectable only when the
TMS is mounted on vehicle. Refer to ‘‘Display
Able/Disable by Model and Optional Equipment
Status.’’
t54 TMS CLOCK SET
This screen (Figure 33-62) is selectable only when the
TMS system is installed. Refer to ‘‘Display Able/Dis-
able by Model and Optional Equipment Status.’’

FIGURE 33-61. FIGURE 33-62.

Set the correlation constants (SLOPE and OFFSET) This screen is used to set the date and time for the tire
using the procedure below: management system (TMS) using the procedure be-
low:
1. Select a tire number by pressing the UP or DOWN
arrow key on the ‘‘TIRE No." line. 1. Press the SET switch. The cursor appears on the
DAY field.
2. Select a ‘‘MAX. LIMIT’’ or ‘‘MIN. LIMIT’’ item and
press the ENT key. The cursor appears in the 2. Move and position the cursor on a field (DAY,
entry field of the item. MONTH, YEAR, or TIME) whose value you want
to change by pressing the left or right arrow key.
3. Press the UP or DOWN key until a desired value
appears in the entry field. 3. Increase or decrease the value by pressing the
‘‘+" or ‘‘-’’ switch until a desired value appears.
4. Press the ENT switch to register the selected
Hold down the ‘‘+’’ or ‘‘-’’ switch to change the
value or the CANCEL switch to cancel the setting.
value continuously.
The following tire numbers are available:
4. Press the ENT switch to register the date and time
or the CANCEL switch to cancel registration.
Tire No. LOCATION When the BACK switch is pressed, this screen returns
1 FR (front right side) to ‘‘t5 TMS SET MENU" screen.
2 FL (front left side)
When the RET switch is pressed, this screen returns
3 RRR (outer side of rear right) to ‘‘i3 MENU SELECT" screen.
4 RRL (inner side of rear right)
5 RLR (inner side of rear left)
6 RLL (outer side of rear left)
Units of data can be changed by the ‘‘t4 UNIT SET"
screen.
When the BACK switch is pressed, this screen returns
to ‘‘t5 TMS SET MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.

D33001 DAD Screen Displays D33-33

t55 ID CODE SET Procedure to set the ID code:
This screen (Figure 33-63) is selectable only when the 1. Press the SET switch. The cursor appears in the
TMS system is installed. Refer to ‘‘Display Able/Dis- leftmost digit of the ID CODE entry field.
able by Model and Optional Equipment Status.’’
2. Enter a 3-digit code using the 10-key pad.
3. Press the ENT switch to register the new ID code
or the CANCEL switch to cancel the ID code
setting.
When the BACK switch is pressed, this screen returns
to ‘‘t5 TMS SET MENU" screen.
When the RET switch is pressed, this screen returns
to ‘‘i3 MENU SELECT" screen.

FIGURE 33-63.

This screen is used to set the ID code for the tire

management system (TMS).

D33-34 DAD Screen Displays D33001

 REAL TIME DATA TABLES

Tables on the following pages list the Real Time Data

Real Time Data Screen Switches
information that appears on the screen numbers and
screen pages listed for each controller in the PMC The switches appearing on the real time data screen
System, whether installed as standard equipment on function as follows:
the truck or as optional equipment.
FWD: Accesses the next realtime data screen.
The tables should be used as a reference when trou-
REV: Returns to the previously selected real time
bleshooting the PMC System or when retrieving op-
data screen.
erational data using the ‘‘MOM’’ or the ‘‘DAD’’.
HOLD/START: Pressing this switch once will lock
Note that various units of measure are listed for some
the display on the value that was displayed when
items in the tables. The desired unit of measure is set
the switch was depressed. (The switch will light
using the ‘‘t4 PARAMETER UNIT SET’’ screen. (Refer
to indicate the ‘‘hold’’ mode.
to ‘‘MOM - Screen Displays’’.)
Pressing the switch again will start the system to
continue displaying and updating real time data.
BACK: Pressing this switch will leave the real
time data display screen and return to the s2_
ACCESSING REAL TIME DATA menu of the selected controller.
SCREENS Refer to ‘‘MOM Screen Displays’’ or ‘‘DAD Screen
Displays’’, for information concerning the other
To access the real time data screens using MOM:
switches on the screen.
1. Select s1 ‘‘Service Menu’’ from the i9 MENU
SELECT Screen.
2. On the SERVICE MENU, select s2, ‘‘Component
Check Menu’’.
3. When the COMPONENT CHECK MENU is dis-
played, choose the appropriate PMC System
controller.
4. The s2_ menu screen that appears will allow
selection of ‘‘Real Time Monitor’’ and access to
the individual screens displaying real time data.

D34001 Real Time Data Tables D34-1

 REAL TIME DATA TABLES
No. PAGE SIGNAL NAME DATA INDICATION UNITS

s211 ENGINE REAL TIME MONITOR (CENSE) SCREEN

1 ENGINE SPEED rpm
1 FUEL RAIL PRESSURE kg/cm2, kpsi, MPa
1 ECM TEMP. °C, °F
2 ENG. SPEED rpm
2 BLOWBY PRESS. inch H2O
2 ENG. SPEED (CENTRY) rpm
2 INTAKE MANIFOLD PRESS. RB kg/cm2, kpsi, MPa
2 INTAKE MANIFOLD PRESS. LB kg/cm2, kpsi, MPa
3 ENGINE SPEED rpm
3 CMP. IN A. TMP. L °C, °F
3 CMP. IN A. TMP. R °C, °F
3 AMBIENT AIR PRESSURE kg/cm2:1, kpsi:3 MPa:2

3 INTAKE MANIFOLD TMP. LF °C, °F

3 INTAKE MANIFOLD TMP. LR °C, °F
3 INTAKE MANIFOLD TMP. RF °C, °F
3 INTAKE MANIFOLD TMP. RR °C, °F
4 ENG. SPEED rpm
4 OIL LEVEL OK: Normal, LOW: Abnormal ----
4 OIL PR. PRE. FIL kg/cm2, kpsi, MPa
4 OIL PR. POST FIL kg/cm2, kpsi, MPa
4 OIL TEMP.
5 ENG. SPEED rpm
5 COOLANT LEVEL OK: Normal, LOW: Abnormal ----
5 COOLANT PRESS. kg/cm2, kpsi, MPa
5 COOLANT TEMP. °C, °F
6 ENG. SPEED rpm
6 EXH. TEMP. L1 °C, °F
6 EXH. TEMP. L2 °C, °F
6 EXH. TEMP. L3 °C, °F
6 EXH. TEMP. L4 °C, °F
7 ENG. SPEED rpm
7 EXH. TEMP. L5 °C, °F
7 EXH. TEMP. L6 °C, °F
7 EXH. TEMP. L7 °C, °F
7 EXH. TEMP. L8 °C, °F
8 ENG. SPEED rpm
8 EXH. TEMP. R1 °C, °F
8 EXH. TEMP. R2 °C, °F
8 EXH. TEMP. R3 °C, °F
8 EXH. TEMP. R4 °C, °F
9 ENG. SPEED rpm
9 EXH. TEMP. R5 °C, °F
9 EXH. TEMP. R6 °C, °F
9 EXH. TEMP. R7 °C, °F
9 EXH. TEMP. R8 °C, °F
10 ENG. SPEED rpm
10 TOTAL ENG. HOURS h
10 HOURS TO REBUILD h
10 ENGINE IDLE HOURS h

D34-2 Real Time Data Tables D34001

 REAL TIME DATA TABLES
No. PAGE SIGNAL NAME DATA INDICATION UNITS

s221 TRANSMISSION REAL TIME MONITOR SCREEN

1 ENG. SPEED rpm
1 SHIFT LEVER POS ----
1 SHIFT LEVER D ON:D Position, OFF:Not D Position ----
1 SHIFT LEVER 5 ON:5 Position, OFF:Not 5 Position ----
1 SHIFT LEVER 4 ON:4 Position, OFF:Not 4 Position ----
1 SHIFT LEVER 3 ON:3 Position, OFF:Not 3 Position ----
1 SHIFT LEVER L ON:L Position, OFF:Not L Position ----
1 SHIFT LEVER R ON:R Position, OFF:Not R Position ----
1 SHIFT LEVER N ON:N Position, OFF:Not N Position ----
2 ENG. SPEED rpm
2 SOLENOID LOW mA
2 SOLENOID MIDDLE mA
2 SOLENOID HIGH mA
2 SOLENOID 1st mA
2 SOLENOID 2nd mA
2 SOLENOID 3rd mA
3 ENG. SPEED rpm
3 T/M OUTPUT SPEED rpm
3 SOLENOID L mA
3 SOLENOID R mA
4 FILL SIGNAL LOCK-UP ON:FILL ON, OFF:FILL SW OFF ----
4 SHIFT LIMIT SW. ON:SW ON, OFF:OFF ----
4 F1 START SW. ON:SW ON, OFF:SW OFF ----
4 SHIFT INDICATOR ----
4 T/M OUTPUT SPEED rpm
4 FILL SIGNAL R ON:FILL SW ON, OFF:FILL SW OFF ----
4 FILL SIGNAL 3rd ON:FILL SW ON, OFF:FILL SW OFF ----
4 FILL SIGNAL 2nd ON:FILL SW ON, OFF:FILL SW OFF ----
4 FILL SIGNAL 1st ON:FILL SW ON, OFF:FILL SW OFF ----
4 FILL SIGNAL HIGH ON:FILL SW ON, OFF:FILL SW OFF ----
4 FILL SIG. MEDIUM ON:FILL SW ON, OFF:FILL SW OFF ----
4 FILL SIGNAL LOW ON:FILL SW ON, OFF:FILL SW OFF ----
5 ENG. SPEED rpm
5 T/M OUTPUT SPEED rpm
5 T/M MIDDLE SPEED rpm
5 T/M INPUT SPEED rpm
6 ENG. SPEED rpm
6 T/M OUTPUT SPEED rpm
6 T/C INLET PRESS. kg/cm2, kpsi, MPa
6 T/C OUTLET PRESS. kg/cm2, kpsi, MPa
6 T/C OUTLET OIL TEMP. °C, °F
6 VAL. IN OIL TMP °C, °F
6 T/M LUB OIL TMP °C, °F
7 ENG. SPEED rpm
7 TORQUE SENSOR kg.m
7 LIMP HOME SW. ON:SW ON, OFF:SW OFF ----
7 T/M FILTER RESRICTION ON:Abnormal, OFF:Normal ----
7 T/M OIL LEVEL ON:Abnormal, OFF:Normal ----
7 T/M CUT RELAY ON:RELAY ON, OFF:RELAY OFF ----
7 HIGH. GEAR SW.2 ON:SW ON, OFF:SW OFF ----

D34001 Real Time Data Tables D34-3

 REAL TIME DATA TABLES
No. PAGE SIGNAL NAME DATA INDICATION UNITS

s221 TRANSMISSION REAL TIME MONITOR SCREEN (Continued)

7 HIGH GEAR SW.1 ON:SW ON, SW OFF ----
8 ENGINE SPEED rpm
8 FRONT BRAKE OIL TEMP. °C, °F
8 REAR BRAKE OIL TEMP. L °C, °F
8 REAR BRAKE OIL TEMP R °C, °F
8 BRAKE AIR PRESS (Optional) kg/cm2, kpsi, MPa
9 ENGINE SPEED rpm
9 PARKING BRAKE ON:BRAKE ON, OFF:BRAKE OFF ----
9 REAR BRAKE ON:BRAKE ON, OFF:BRAKE OFF ----
9 STEERING PRESSURE ON:Abnormal, OFF:Normal ----
9 BCV SOLENOID 1 ON:SOLENOID ON, OFF:SOLENOID OFF ----
9 BCV SOLENOID 2 ON:SOLENOID ON, OFF:SOLENOID OFF ----
9 R. BR. ACCUM. PRESS. 2 ON:Abnormal, OFF:Normal ----
9 R. BR. ACCUM. PRESS. 1 ON:Abnormal, OFF:Normal ----
9 F. BR. ACCUM. PRESS. 1 ON:Abnormal, OFF:Normal ----
9 STRG. ACCUM. PRESS. 2 ON:Abnormal, OFF:Normal ----
9 STRG. ACCUM. PRESS. 1 ON:Abnormal, OFF:Normal ----
10 ENGINE SPEED rpm
10 BODY FLOAT CAUTION ON:Body not floated, OFF:Body floated ----
10 LATERAL INCLINATION ON:Abnormal, OFF:Normal ----
10 BODY SEATING SW ON:SW ON, OFF:SW OFF ----
10 FUEL LEVEL Ω
10 ACCEL PEDAL V
10 THROTTLE MODIFICATION Hz
10 BRAKE COMMAND %
10 SHIFT WAIT %
11 ENGINE SPEED rpm
11 BRAKE OIL TEMP. ----
11 BRAKE AIR PRESS (Optional) ----
11 T/C OIL TEMP. ----
11 FUEL LEVEL ----
11 COOLANT TEMP. °C, °F
11 T/M OUTPUT SPEED rpm
11 BRAKE STROKE SW STATUS ON:SW ON, OFF:SW OFF
12 ENGINE SPEED rpm
12 ALTERNATOR ‘‘R’’ ON:Engine running, OFF:Engine stopped
12 KEY SWITCH ‘‘C’’ ON:Engine start, OFF:Engine stopped
13 ENGINE SPEED rpm
13 MATCHING PATTERN
13 HIGHEST GEAR
13 HIGHEST GEAR (BODY UP)
OK:REVERSE enabled,
13 REVERSE OK/NO
NO:REVERSE disabled
13 SERVICE METER h
13 POWER SUPPLY V
13 MACHINE SEL. 4 ON:select(GND), OFF:not select(OPEN) ----
13 MACHINE SEL. 3 ON:select(GND), OFF:not select(OPEN) ----
13 MACHINE SEL. 2 ON:select(GND), OFF:not select(OPEN) ----
13 MACHINE SEL. 1 ON:select(GND), OFF:not select(OPEN) ----
14 ENGINE SPEED rpm

D34-4 Real Time Data Tables D34001

 REAL TIME DATA TABLES
No. PAGE SIGNAL NAME DATA INDICATION UNITS

s221 TRANSMISSION REAL TIME MONITOR SCREEN (Continued)

14 SOFTWARE VER. ----
14 ROTARY SW.1 STATUS ----
14 ROTARY SW.2 STATUS ----

s231 BRAKE CONTROLLER REAL TIME MONITOR SCREEN

1 ENGINE SPEED rpm
1 T/M OUTPUT SPEED rpm
1 WHEEL SPEED (FL) rpm
1 WHEEL SPEED (FR) rpm
1 WHEEL SPEED (RL) rpm
1 WHEEL SPEED (RR) rpm
2 ENGINE SPEED rpm
2 RETARD PPC COM. mA
2 LEFT ASR PPC CO mA
2 R ASR PPC COMM. mA
2 BR. OPE. PRESS. RL kg/cm2, kpsi, MPa
2 BR. OPE. PRESS. RR kg/cm2, kpsi, MPa
2 AMT. OF RE. LE. OP %
2 AMT. OF THROTTLE MOD. %
3 ENGINE SPEED rpm
3 AMT. OF BR. COMM. %
3 EMERGENCY SW ON:SW ON, OFF:SW OFF ----
3 FRONT BRAKE CUT ON:SW ON, OFF:SW OFF ----
3 BRAKE LOCK SW ON:SW ON, OFF:SW OFF ----
3 FOOT BRAKE PEDAL ON:PRESSED, OFF:RELEASED ----
3 RIGHT ABS ON:ABS ON, OFF:ABS OFF ----
3 LEFT ABS ON:ABS ON, OFF:ABS OFF ----
3 LOW BRAKE ACCUM. PRES ON:SW ON, OFF:SW OFF ----
3 PRESS. IMBALANCE SWITCH ON:SW ON, OFF:SW OFF ----
4 ENGINE SPEED rpm
4 KEY SWITCH ON:SW ON, OFF:SW OFF ----
4 ASR ON/OFF ON:ASR ON, OFF:ASR OFF ----
4 ABS MANUAL SW ON:SW ON, OFF:SW OFF ----
4 ASR MANUAL SW ON:SW ON, OFF:SW OFF ----
4 PW. SUPPLY(BRAKE) V
4 SR. METER BR. CON h

s241 SUSPENSION CONTROLLER REAL TIME MONITOR SCREEN

1 ENGINE SPEED
1 FOOT BRAKE STATUS
1 STEERING SPEED.
1 BODY FLOAT STATUS
1 SUS. DAMP STATUS
1 SUS. SOL.3 STATUS
1 SUS. SOL.2 STATUS
1 SUS. SOL.1 STATUS
1 SUS. PRESS.(L)
1 SUS. PRESS.(R)
2 ENGINE SPEED
3 ENGINE SPEED
rpm
ON:BRAKE ON, OFF:BRAKE OFF
rpm
ON:Body not in float, OFF:Body in float
H:HARD, M:MEDIUM, S:SOFT, -:None
ON:Solenoid ON, OFF:Solenoid OFF
ON:Solenoid ON, OFF:Solenoid OFF
ON:Solenoid ON, OFF:Solenoid OFF
kg/cm2, kpsi, MPa
kg/cm2, kpsi, MPa
rpm
rpm

D34001 Real Time Data Tables D34-5

 REAL TIME DATA TABLES
No. PAGE SIGNAL NAME DATA INDICATION UNITS

s241 SUSPENSION CONTROLLER REAL TIME MONITOR SCREEN (Continued)

3 T/M OUTPUT SPEED rpm
3 T/M OUT. SP. (SUS) rpm
3 SERVICE METER h
3 POWER SUPPLY V
3 SUS. MODE SET H:HARD, M:MEDIUM, S:SOFT, A:AUTO
4 ENGINE SPEED rpm
4 SOFTWARE VER. ----

s251 PMC REAL TIME MONITOR SCREEN

1 ENGINE SPEED rpm
1 ASR MODE STATUS ON:ASR MODE ON, OFF:ASR MODE OFF ----
1 CANCEL SW. STATUS ON:SW ON, OFF:SW OFF ----
1 RESUME/UP SW.STATUS ON:SW ON, OFF:SW OFF ----
1 SET/DOWN SW. STATUS ON:SW ON, OFF:SW OFF ----
1 ACC. ARC. SYSTEM ON:SW ON, OFF:SW OFF ----
ON:ACC.ARC.MODE ON,
1 ACC. ARC. MODE STATUS ----
OFF:ACC.ARC.MODE OFF
1 ABS MANUAL SW ON/OFF ON:SW ON, OFF:SW OFF ----
2 ENGINE SPEED rpm
ON:DERATE MODE ON, OFF:DERATE
2 DERATE MODE STATUS ----
MODE OFF
2 ALTERNATE TORQ. ON:MODE ON, OFF:MODE OFF ----
2 ALTERNATE DROOP ON:MODE ON, OFF:MODE OFF ----
2 VALIDATION SW.2 ON:SW ON, SW OFF ----
2 VALIDATION SW.1 ON:SW ON, SW OFF ----
3 ENGINE SPEED rpm
3 BRAKE COMMAND T/M %
3 BRAKE COMMAND (BR) %
3 ACCEL. PEDAL V
3 THROTTLE Hz
3 THROTTLE MOD. T/M %
3 THROTTLE MOD. BRAKE %
3 SHIFT WAIT %
4 ENGINE SPEED rpm
4 T/M OUTP. SPEED rpm
4 ENGINE SPEED (PMC) rpm
4 T/M OUTPUT SPEED (PMC rpm
4 KEY SW. ‘‘ACC’’ ON:SW ON, SW OFF ----
4 KEY SW. ‘‘C’’ (PMC) ON:SW ON, SW OFF ----
4 EMERGENCY BRAKE ON:BRAKE ON, OFF:BRAKE OFF ----
4 F.BR.FILTER RESRICTION ON:Abnormal, OFF:Normal ----
4 R.BR.FILTER RESTRICTION (L) ON:Abnormal, OFF:Normal ----
4 R.BR.FILTER RESTRICTION (R) ON:Abnormal, OFF:Normal ----
4 HYD.FILTER RESTRICTION ON:Abnormal, OFF:Normal ----
5 ENGINE SPEED rpm
5 BATTERY LIQUID LEVEL ON:Abnormal, OFF:Normal ----
5 HYD. OIL LEVEL ON:Abnormal, OFF:Normal ----
5 BRAKE DISK WEAR (RR) ON:Abnormal, OFF:Normal ----
5 BRAKE DISK WEAR (FL) ON:Abnormal, OFF:Normal ----
5 BRAKE DISK WEAR (FR) ON:Abnormal, OFF:Normal ----
5 BRAKE DISK WEAR (RL) ON:Abnormal, OFF:Normal ----

D34-6 Real Time Data Tables D34001

 REAL TIME DATA TABLES
No. PAGE SIGNAL NAME DATA INDICATION UNITS

S251 PMC REAL TIME MONITOR SCREEN (Continued)

6 ENGINE SPEED rpm
6 SUS. PRESS. L kg/cm2, kpsi, MPa
6 SUS. PRESS. R kg/cm2, kpsi, MPa
6 TORQUE OUTPUT %
6 T/M INPUT SPEED rpm
6 MAX. SPEED (LOADED km/h, mile/h
6 MAX. SPEED (EMPTY) km/h, mile/h
7 DIP SW. 16 STATUS ON:SW ON, OFF:SW OFF ----
7 DIP SW. 15 STATUS ON:SW ON, OFF:SW OFF ----
7 DIP SW. 14 STATUS ON:SW ON, OFF:SW OFF ----
7 DIP SW. 13 STATUS ON:SW ON, OFF:SW OFF ----
7 DIP SW. 12 STATUS ON:SW ON, OFF:SW OFF ----
7 DIP SW. 11 STATUS ON:SW ON, OFF:SW OFF ----
7 DIP SW. 10 STATUS ON:SW ON, OFF:SW OFF ----
7 DIP SW. 9 STATUS ON:SW ON, OFF:SW OFF ----
8 DIP SW. 8 STATUS ON:SW ON, OFF:SW OFF ----
8 DIP SW. 7 STATUS ON:SW ON, OFF:SW OFF ----
8 DIP SW. 6 STATUS ON:SW ON, OFF:SW OFF ----
8 DIP SW. 5 STATUS ON:SW ON, OFF:SW OFF ----
8 DIP SW. 4 STATUS ON:SW ON, OFF:SW OFF ----
8 DIP SW. 3 STATUS ON:SW ON, OFF:SW OFF ----
8 DIP SW. 2 STATUS ON:SW ON, OFF:SW OFF ----
8 DIP SW. 1 STATUS ON:SW ON, OFF:SW OFF ----
9 SERVICE METER h
9 POWER SUPPLY V
9 SOFTWARE VERSION ----

s261 ELECTRONIC DISPLAY PANEL REAL TIME MONITOR SCREEN

1 ENGINE SPEED rpm
1 AISS SWITCH ON:SW ON, OFF:SW OFF ----
1 STANDARD SMR h
2 ENG. SPEED rpm
2 FRONT BRAKE ACCUM. PRE. ON:Abnormal, OFF:Normal ----
2 T/M OIL TEMP. ON:Abnormal, OFF:Normal ----
2 T/M FILTER RESTRICTION ON:Abnormal, OFF:Normal ----
2 BATTERY CHARGE ON:Abnormal, OFF:Normal ----
2 BLOW-BY PRESS. ON:Abnormal, OFF:Normal ----
2 ENG. OIL PRESS. ON:Abnormal, OFF:Normal ----
2 ENG. OIL TEMP. ON:Abnormal, OFF:Normal ----
2 COOLANT LEVEL ON:Abnormal, OFF:Normal ----
2 PARKING BR. STATUS ON:BRAKE ON, OFF:BRAKE OFF ----
2 REAR BRAKE STATUS ON:BRAKE ON, OFF:BRAKE OFF ----
2 BODY FLOAT CAUTION ON:Body not in float, OFF:Body in float ----
2 LATERAL INCLINATION ON:Abnormal, OFF:Normal ----
2 STRG. ACCUM. PRECHARGE ON:Abnormal, OFF:Normal ----
3 ENGINE SPEED rpm
3 STEERING PRESSURE ON:Abnormal, OFF:Normal ----
3 REAR BRAKE ACCUM. PRE. ON:Abnormal, OFF:Normal ----
3 BUZZER ON:BUZZER ON, OFF:BUZZER OFF ----
3 CENTRAL CAUTION LAMP ON:LAMP ON, OFF:LAMP OFF ----

D34001 Real Time Data Tables D34-7

 REAL TIME DATA TABLES
No. PAGE SIGNAL NAME DATA INDICATION UNITS

s261 ELECTRONIC DISPLAY PANEL REAL TIME MONITOR SCREEN (Continued)

3 KPH/MPH CHANGE KPH:km/h, MPH:mile/h ----
3 MODE CHANGE SW.2 ON:SW ON, OFF:SW OFF ----
3 MODE CHANGE SW.1 ON:SW ON, OFF:SW OFF ----
3 LAMP CHECK SW. ON:SW ON, OFF:SW OFF ----
4 ENG. SPEED rpm
4 ROTARY SW.1 STATUS ----
4 ROTARY SW.2 STATUS ----
4 POWER SUPPLY V
4 VEHICLE SPEED km/h, mile/h
5 ENGINE SPEED rpm
5 SERVICE METER ----
5 SOFTWARE VER. ----

s271 PLM REAL TIME MONITOR SCREEN

1 ENGINE SPEED rpm
1 SUS. PRESS. (FL) kg/cm2, kpsi, MPa
1 SUS. PRESS. (FR) kg/cm2, kpsi, MPa
1 SUS. PRESS. (RL) kg/cm2, kpsi, MPa
1 SUS. PRESS. (RR) kg/cm2, kpsi, MPa
1 F-R INCLINATION °
1 PAYLOAD WEIGHT ton,us.ton,klb
1 VEHICLE SPEED km/h,mile/h
2 ENGINE SPEED rpm
2 ALTERNATOR ‘‘R’’ ON:ENG. running Hi, OFF:ENG. stopped Lo ----
2 ENG. OIL PRESS. ON:ENG. running, OFF:ENG. stopped ----
2 BODY FLOAT ON:Body in float, OFF:Body not in float ----
2 SHIFT LEVER N ON:"Neutral", OFF:Except for ‘‘Neutral’’ ----
2 VEHICLE STATUS ----

s281 TMS REAL TIME MONITOR SCREEN

1 ENGINE SPEED rpm:0
1 TIRE PRESS. FL kg/cm2, kpsi, MPa:2
1 TIRE PRESS. FR kg/cm2, kpsi, MPa:2
1 TIRE PRESS. RLL kg/cm2, kpsi, MPa:2
1 TIRE PRESS. RLR kg/cm2, kpsi, MPa:2
1 TIRE PRESS. RRL kg/cm2, kpsi, MPa:2
1 TIRE PRESS. RRR kg/cm2, kpsi, MPa:2
2 ENG. SPEED rpm:0
2 TIRE TEMP. FL °C, °F
2 TIRE TEMP. FR °C, °F
2 TIRE TEMP. RLL °C, °F
2 TIRE TEMP. RLR °C, °F
2 TIRE TEMP. RRL °C, °F
2 TIRE TEMP. RRR °C, °F
3 ENGINE SPEED rpm
3 ESTIM. PRESS. FL kg/cm2, kpsi, MPa:2
3 ESTIM. PRESS. FR kg/cm2, kpsi, MPa:2
3 ESTIM. PRESS. RLL kg/cm2, kpsi, MPa:2
3 ESTIM. PRESS. RLR kg/cm2, kpsi, MPa:2
3 ESTIM. PRESS. RRL kg/cm2, kpsi, MPa:2

D34-8 Real Time Data Tables D34001

 REAL TIME DATA TABLES
No. PAGE SIGNAL NAME DATA INDICATION UNITS

s281 TMS REAL TIME MONITOR SCREEN (Continued)

3 ESTIM. PRESS. RRR kg/cm2, kpsi, MPa:2
4 ENGINE SPEED rpm
4 BATT. VOLT. FL V
4 BATT. VOLT. FR V
4 BATT. VOLT. RLL V
4 BATT. VOLT. RLR V
4 BATT. VOLT. RRL V
4 BATT. VOLT. RRR V
5 ENGINE SPEED rpm
5 FIELD STRE. FL
5 FIELD STRE. FR
5 FIELD STRE. RLL
5 FIELD STRE. RLR
5 FIELD STRE. RRL
5 FIELD STRE. RRR

D34001 Real Time Data Tables D34-9

 NOTES

D34-10 Real Time Data Tables D34001

 SECTION F

TRANSMISSION AND TORQUE CONVERTER

INDEX

TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-2

Main Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-5
Torque Converter Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-5
Torque Converter Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Lock-up Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-7

TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8
Lubrication Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-10
Transmission Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-11
ECMV (Electronic Control Modulation Valve) . . . . . . . . . . . . . . . . . . . . . . . F2-14
ECMV Repair Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-18
Transmission Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-22
Transmission Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-23
Transmission Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-24
Procedure For Centering Engine and Transmission . . . . . . . . . . . . . . . . . . . F2-25

TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1

Transmission Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-2

DRIVE SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1

Front Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Rear Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-2

MISCELLANEOUS COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1

Transmission Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-2
Transmission Range Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4
Sensors & Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-5
Transmission/Torque Converter Troubleshooting . . . . . . . . . . . . . . . . . . . . F6-7

F01009 6/99 Index F1-1

 NOTES

F1-2 Index 6/99 F01009

 TRANSMISSION
The Torqflow transmission (9, Figure 2-1) mounted on should be replaced at 500 hour intervals, or sooner if
the 530M truck is a 7 speed forward,1 speed reverse, the warning light indicates high restriction. A washable
planetary gear, multiple-disc clutch transmission, screen is located on top of the left side of the transmis-
which is hydraulically actuated and pressure lubricated sion, next to the ECMV’s that should be serviced at the
for optimum heat dissipation. same time the oil is changed.
A rubber dampened drive line adapter (2) coupling the The transmission oil should be drained, and the strain-
engine to the transmission and torque converter, re- ers in the sump removed and cleaned every 1000
duces harmful engine shock and vibration to the trans- hours of operation. Refer to section ‘‘P’’ lubrication and
mission. A lock-up system, consisting of a wet, service.
triple-disc clutch, can be actuated in all forward gears
for higher fuel savings.
Operation of the transmission is controlled electroni-
cally through inputs from the operator (range selector
position, accelerator, etc.) and various sensors and
switches monitoring speeds and operating conditions. Specifications listed for the transmission and
torque converter components on the following
The transmission oil supply is filtered through wash-
pages assume the specified oil type and viscosity
able strainers located in thetransmission sump and by
is being used, the oil level is correct, and oil is at
external, replaceable elements located at the front of
the normal operating temperature.
the fuel tank. The two transmission filter elements
TORQUE CONVERTER
The torque converter is a 3-element, single-stage, two A water-to-oil type oil cooler is utilized to dissipate heat
phase torque converter with lock-up clutch. from the oil supply.
Stall ratio: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1:1

FIGURE 2-2. TORQUE CONVERTER PUMP DRIVES

FIGURE 2-3. TORQUE CONVERTER

1. Front Housing 3. Torque Converter Control Valve
2. Rear Housing 4. Torque Converter Regulator Valve

F2-2 Transmission 6/98 F02015

 FIGURE 2-4. TORQUE CONVERTER
1. Rear housing 6. Stator 11. Lock-Up Clutch Housing
2. Clutch (one-way) 7. Coupling 12. Housing
3. Front housing 8. Input shaft 13. Pump
4. Disc 9. Turbine 14. Shaft
5. Plate 10. Piston

F02015 6/98 Transmission F2-3

MAIN RELIEF VALVE AND TORQUE
CONVERTER RELIEF VALVE

FIGURE 2-5. MAIN RELIEF VALVE

AND TORQUE CONVERTER RELIEF VALVE
(Pressure Specifications @ 2100 RPM, Oil Temperature 70° - 90° (158° - 194°)
1. Spring (Small) 7. Torque Converter Relief Valve 14. Main Relief Valve (44 kg/cm2)
2. Spring (Large) Spring 15. Torque Converter Relief Valve (9.5
3. Valve Body 8. Torque Converter Relief Valve kg/cm2)
4. Main Relief Valve 9. Piston Spring 16. Torque Converter Pressure Test Port
5. Main Relief Valve Piston 10. Torque Converter Relief Valve 17. To Torque Converter
6. Piston Spring Piston 18. Torque Converter Inlet Test Port
11. To Transmission Sump 19. Main Pressure Test Port

F2-4 Transmission 6/98 F02015

MAIN RELIEF VALVE

Function
The Main Relief Valve maintains the main hydraulic
pressure in the transmission control circuits and con-
trols the oil flow to the transmission clutches.

Operation
The oil from the hydraulic pump enters port ‘‘C’’ (Figure
2-6), then passes through orifice ‘‘B’’ and goes to
chamber ‘‘A’’.
When hydraulic pressure in the circuit rises, the pres-
sure in chamber ‘‘A’’ also rises. This pushes the main
relief spool (1) to the left, in the direction of the arrow,
through the movement of piston (2). The oil at port ‘‘C’’
passes through ‘‘D’’ to chamber ‘‘E’’ and to the torque
converter circuit.

ACTUATING PRESSURE
Engine @ 2100 RPM, FIGURE 2-6. MAIN RELIEF VALVE
Oil Temperature @ 70° - 90° (158° - 194°) 1. Main Relief Spool 2. Main Relief Valve Piston
. . . . . . . . . . . . . . . . . 44 ±1.5 kg/cm2 (626 ±21 psi)

TORQUE CONVERTER RELIEF VALVE

Function
The Torque Converter Relief Valve protects the torque
converter oil circuit by preventing the oil pressure from
rising to an abnormally high pressure.

Operation
Oil from the Main Relief Valve enters port ‘‘F’’ (Figure
2-7) and then passes through orifice ‘‘H’’ and goes to
chamber ‘‘G’’.
When the hydraulic pressure in the circuit rises, the
pressure in chamber ‘‘G’’ also rises. This pushes the
Torque Converter Relief spool (4) to the right, in the
direction of the arrow, through the movement of piston
(3). As a result, the oil at port ‘‘F’’ can flow to port ‘‘I’’
and then into the transmission lubrication circuit.

ACTUATING PRESSURE FIGURE 2-7. TORQUE CONVERTER RELIEF

Engine @ 2100 RPM 3. Relief Valve Piston VALVE
4. Relief Valve Spool
Oil Temperature @ 70° - 90° (158° - 194°)
. . . . . . . . . . . . . . . . . 9.5 ±1.0 kg/cm2 (135 ±14 psi)

F02015 6/98 Transmission F2-5

TORQUE CONVERTER REGULATOR VALVE
The Torque Converter Regulator Valve (Figure 2-8) is
installed in the output circuit of the torque converter to
regulate the hydraulic pressure inside the torque con-
verter to 5.3 kg/cm2 (75 psi).

Operation
Oil from the torque converter flows from port ‘‘A’’ (Fig-
ure 2-9) to port ‘‘B’’. However, the hydraulic pressure
at port ‘‘B’’ is lower than the tension of the spring (1)
and the spool (2) does not move. FIGURE 2-9. BELOW REGULATED PRESSURE
1. Spring A: Inlet From Torque Converter
2. Spool B: Chamber
When the hydraulic pressure at port ‘‘B’’ (Figure 2-10)
C: Outlet to Oil Cooler
becomes higher than the tension of spring (1), it
pushes the spool (2) in the direction of the arrow, and
the oil at port ‘‘A’’ flows to port ‘‘C’’.

ACTUATING PRESSURE
Engine @ 2100 RPM
Oil Temperature @ 70° - 90° (158° - 194°)
. . . . . . . . . . . . . . . . . . 5.3 ±1.0 kg/cm2 (65 ±14 psi)

FIGURE 2-10. REGULATED PRESSURE

1. Spring A: Inlet From Torque Converter
2. Spool B: Chamber
C: Outlet to Oil Cooler

LOCK-UP CLUTCH
The operation of the lock-up clutch utilizes an ECMV
(Electronic Control Modulation Valve) identical to
those used to actuate the transmission range clutches.
At the correct rpm, the Transmission Controller will
provide the signal for lock-up clutch engagement.
Through the use of this valve and two pressure sen-
sors, the pressure in the apply piston chamber is
maintained at the same pressure as the internal torque
converter pressure instead of dropping to 0 psi. This
FIGURE 2-8. TORQUE CONVERTER keeps the lock-up clutch cavity filled with oil waiting for
REGULATOR VALVE the next lock-up application. This method of lock-up
clutch application greatly reduces the shift shock felt
1. Valve Body 4. Pressure Tap when the lock-up clutch is applied.
2. Spring 5. Inlet Port
The pressure sensors monitor the inlet and outlet
3. Spool (From Torque Converter)
pressures in the torque converter to actuate the ECMV
to control the pressure in the lock-up clutch cavity. In
addition, the input and output shaft speeds are also
monitored.

F2-6 Transmission 6/98 F02015

HYDRAULIC PUMP Volume: . . . . . . . . . . . . . . . . . . . . . . 491 l/min (130
gpm) @ 2100 RPM
Torque converter and transmission
Pump Rotation . . . . . . . . L.H. (Counterclockwise)

FIGURE 2-11. HYDRAULIC PUMP

1. Washer 8. Flange 15. O-Ring
2. Stud 9. Body 16. Pressure Plate
3. Nut 10. Dowel Pin 17. Isolation Plate (Top)
4. Drive Gear 11. O-Ring 18. Isolation Plate (Bottom)
5. Seal 12. O-Ring 19. Backup Ring
6. Snap Ring 13. Snap Ring 20. O-Ring
7. Plug 14. Splined Coupling 21. Ring Retainer

F02015 6/98 Transmission F2-7

TRANSMISSION
The torqflow transmission (Figure 2-12) mounted on
the 530M truck is a 7 speed forward,1-speed reverse,
planetary gear, multiple-disc clutch transmission,
which is hydraulically actuated and pressure lubricated
for optimum heat dissipation.
A rubber dampened drive line adapter coupling the
engine to the transmission and torque converter, re-
duces engine shock and vibration to the transmission.
A lock-up system, consisting of a wet, triple-disc clutch,
can be actuated in all forward gears for higher fuel
savings.
Operation of the transmission is controlled electroni-
cally through inputs from the operator (range selector
position, accelerator, etc.) and various sensors and
switches monitoring speeds and operating conditions.
The transmission oil supply is filtered through wash-
able strainers located in the transmission sump and by
external, replaceable elements located at the front of
the fuel tank. The two transmission filter elements
should be replaced at 500 hour intervals, or sooner if
the warning light indicates high restriction. A washable
screen is located on top of the left side of the transmis-
sion, next to the ECMV’s that should be serviced at the
same time the oil is changed.
The transmission oil should be drained, and the strain-
ers in the sump removed and cleaned every 1000
hours of operation. Refer to section ‘‘P’’ Lubrication
and Service for additional information.

FIGURE 2-12. TRANSMISSION AND TORQUE CONVERTER

1. Torque Converter 3. Transmission 5. Torque Converter Control Valve
2. Lubrication Pressure Tap 4. Transmission Control Valve

F2-8 Transmission 6/98 F02015

 FIGURE 2-13. TRANSMISSION ASSEMBLY
1. Input shaft 14. #5 sun gear 25. #5 clutch (1st)
2. Hub 15. Output shaft 26. #4 planetary carrier
3. #1 planetary pinion gear 16. #6 sun gear 27. #4 ring gear
4. Transmission case 17. Coupling 28. #4 clutch (2nd)
5. #3 sun gear 18. Intermediate shaft 29. #3 clutch (low clutch)
6. #3 planetary pinion gear 19. Case 30. #3 ring gear
7. #4 planetary pinion gear 20. Hub 31. #3 planetary carrier
8. #4 sun gear 21. #6 planetary pinion gear 32. #2 clutch (high clutch)
9. #5 planetary pinion gear 22. #6 ring gear 33. #1 planetary carrier
10. #6 planetary pinion gear 23. #6 clutch (rev.) 34. #1 ring gear
11. Rear case 24. #5 ring gear 35. #1 clutch (middle clutch)
12. #5, #6 planetary carrier 36. Hub
13. #7 clutch (3rd) 37. #1 sun gear

F02015 6/98 Transmission F2-9

LUBRICATION RELIEF VALVE
Function
The Transmission Lubrication Releif Valve (3, Figure
2-14) is installed on the left side of the transmission
case (1). This valve prevents abnormal pressure in the
transmission lubrication circuit.
OPERATING PRESSURE
Engine @ 2100 RPM
Oil Temperature @ 70° - 90° (158° - 194°)
. . . . . . . . . . . . . . . . . . 2.2 ±1.0 kg/cm2 (31 ±14 psi)
Cracking Pressure:. . . . . . . . . . 3.0 kg/cm2 (43 psi)

FIGURE 2-14. TRANSMISSION LUBRICATION RELIEF VALVE

1. Transmission Case 6. Spacer
2. Lubrication Pressure Test Port 7. Spring Guide
3. Lubrication Relief Valve 8. Spring
4. Cover 9. Plate
5. O-Ring 10. Spool
11. Gasket

F2-10 Transmission 6/98 F02015

TRANSMISSION CONTROL VALVE

SPEED ECMV
RATIO
RANGE R 1st 2nd 3rd L M H
R 5.600
N
F1 5.434
F2 4.063
F3 3.048
F4 2.415
F5 1.811
F6 1.333
F7 1.000

ECMV CLUTCH OPERATION TABLE

F02015 6/98 Transmission F2-11

 FIGURE 2-16. HYDRAULIC CIRCUIT DIAGRAM
TRANSMISSION AND TORQUE CONVERTER
(*Engine @ 2100 RPM, Oil Temperature 70° C - 90° C (158° F - 194° F))

1. Torque Converter 15. Medium Clutch

2. *Torque Converter Relief Valve: 9.5 ±1kg/cm2 (135 psi) 16. ECMV (High Clutch): 18 ±1kg/cm2 (256 ±14 psi)
3. *Main Relief Valve: 44 kg/cm2 (626 psi) 17. High Clutch
4. *Regulator Valve: 5.3 ±1kg/cm2 (75 ±14 psi) 18. ECMV (Low Clutch): 35 ±1.5 kg/cm2 (498 ±21 psi)
5. Oil Cooler 19. Low Clutch
6. *Transmission Lubrication Relief Valve: 2.2 ±1kg/cm2 (31 psi) 20. ECMV (2nd Clutch): 35 ±1.5 kg/cm2 (498 ±21 psi)
7. Filter Assemblies 21. 2nd Clutch
8. Hydraulic Pump 22. ECMV (1st Clutch): 35 ±1.5 kg/cm2 (498 ±21 psi)
9. Strainer 23. 1st Clutch
10. Transmission Oil Pan 24. ECMV (Reverse Clutch): 35 ±1.5 kg/cm2 (498 ±21 psi)
11. Fill Switch 25. Reverse Clutch
12. Proportional Solenoid: 19 ±1kg/cm2 (270 ±14 psi) 26. ECMV (3rd Clutch): 18 ±1kg/cm2 (256 ±14 psi)
13. Lock-up Clutch 27. 3rd Clutch
14. ECMV (Medium Clutch): 18 ±1 kg/cm2 (256 ±14 psi) 28. ECMV Oil Filter

F2-12 Transmission 6/98 F02015

 ECMV (ELECTRONIC CONTROL MODULATION VALVE)

FIGURE 2-17. ECMV (ELECTRONIC CONTROL MODULATION VALVE)

1. Connector 6. Proportional Solenoid A: To clutch
2. Spring 7. Pressure Control Valve Spool B: Drain
3. Flow Sensor Valve Spool 8. Load Piston C: From Pump
4. Spring 9. Spring a: CLutch Pressure Measurement Port
5. Fill Switch

F02015 6/98 Transmission F2-13

ECMV (Electronic Control Modulation
Valve)
The ECMV (Electronic Control Modulation Valve) con-
sists of two valves: a pressure control valve and a flow
sensor valve.

Pressure control valve

The pressure valve contains a proportional solenoid
which takes the current sent from the transmission
controller and the pressure control valve converts this
current into hydraulic pressure. (Refer to Figure 2-18.)

Flow sensor valve

This valve is actuated by a trigger from the pressure
control valve, and has the following functions:
1. The valve is opened until the clutch is filled with
oil, thereby reducing the time (filling time) taken
for oil to fill the clutch.
2. When the clutch becomes full of oil, the valve
closes, and sends a signal (full signal) to the
controller to inform that filling is completed.
3. While there is hydraulic pressure applied to the FIGURE 2-18.
clutch, it outputs a signal (full signal) to the con- A range: Before Gear Shifting (drained)
troller to inform whether there is hydraulic pres- B range: Filling Starts (trigger issued)
sure or not. C range: Filling Completed
D range: Regulation
ECMV and proportional solenoid E range: Filling
Each ECMV is equipped with one proportional sole-
noid.
The propulsion force shown in the diagram in Figure
2-19 is generated according to the command current
from the controller.
The propulsion force generated by the proportional
solenoid acts on the pressure control valve spool and
this generates the hydraulic pressure shown in the
diagram on the right. In this way, by controlling the
command current, the propulsion force is changed and
this acts on the pressure control valve to control the oil
flow and hydraulic pressure.

ECMV and fill switch

Each ECMV is equipped with one fill switch. When the
clutch is completely filled, the flow sensor valve acts
to switch the fill switch on. As a result of this signal, the
oil pressure starts to build up.

FIGURE 2-19.

F2-14 Transmission 6/98 F02015

Action of ECMV
The ECMV is controlled by the command current from
the transmission controller to the proportional sole-
noid, and the output signal of the fill switch. The
relationship between the ECMV proportional solenoid
command current and clutch input pressure and the
output signal of the fill switch is as shown in the
diagram in Figure 2-20.
• A range: Before gear shifting (drained)
• B range: Filling starts (trigger issued)
• C range: Filling completed
• D range: Regulation
• E range: Filling

FIGURE 2-20.

Before shifting gear (drained) (A range of

graph)
1. (Refer to Figure 2-21): When no current is being
sent to proportional solenoid (6), the reaction
force for spring (9) of the pressure control valve
pushes pressure control valve spool (7). As a
result, proportional solenoid (6) is pushed pack,
so pressure control valve spool (7) connects the
oil at clutch port C to drain port E and drains the
oil.
In this condition, there is no hydraulic force acting
on spool (3) of the flow sensor valve, so the
reaction force of spring (4) for the fill switch moves
flow sensor valve spool (3) away from fill switch
(5), and stops it in a position where it is in balance
with return spring (2) of the flow sensor valve.

FIGURE 2-21.

F02015 6/98 Transmission F2-15

 Starting to fill (trigger command input to pres-
sure control valve) (B range of graph)
1. (Refer to Figure 2-22): When there is no oil inside
the clutch and the trigger current is sent (maxi-
mum current is applied) to proportional solenoid
(6), the proportional solenoid moves the full
stroke and pressure control valve spool (7) moves
to the left. As a result of this, pump port A and
pressure control valve output port B are opened,
and oil passes through orifice ‘‘a’’ of flow sensor
valve spool (3) and starts to fill the clutch.

2. (Refer to Figure 2-23): When this happens, a

pressure difference is created between the up-
stream and downstream sides of orifice ‘‘a’’ of flow
sensor valve spool (3). Because of this difference FIGURE 2-22.
in pressure, flow sensor valve spool (3) moves to
the left and compresses sensor valve return
spring (2).
As a result, flow sensor valve spool (3) opens
pump port D, and oil flows from here through
orifice ‘‘a’’ and goes to the clutch port.

Filling completed (pressure control set to in-

itial pressure) (C range of graph)
1. (Refer to Figure 2-24): When pump port D of the FIGURE 2-23.
flow sensor valve opens, and the oil flows out from
here, a difference in pressure is created between
the upstream and downstream sides of orifice ‘‘a’’
of the flow sensor valve spool (3). This continues
to push flow sensor valve spool (3) to the left.
When this happens, and the current of propor-
tional solenoid (6) is lowered momentarily to the
initial pressure level, almost the complete pump
pressure comes to bear on load piston (8). As a
result, pressure control valve spool (7) is pushed
back to the right, and a small amount of oil leaks
from pressure control valve outlet port B to drain
port E. However, only a small amount of oil leaks,
so almost all of the oil from the pump flows to the
clutch, and flow sensor valve spool (3) continues
to be pushed to the left.

FIGURE 2-24.

F2-16 Transmission 6/98 F02015

 2. (Refer to Figure 2-25): When the clutch is filled
with oil, the flow of oil from pump port D to clutch
port C stops. The size of areas receiving pressure
on the left and right sides of flow sensor valve
spool (3) is different (the area on the left side is
larger), so when the pressure on both sides be-
comes the same, the spool is moved by hydraulic
force to the right. When this happens, pump port
D and clutch port C are closed. Because of this
difference in area on the left and right sides, and
the force of return spring (2) of the pressure
control valve, flow sensor valve (3) compresses
fill switch spring (4) and is pushed to the right. It
then contacts fill switch (5) and transmits the
clutch filling completed signal to the shift control-
ler. At this point, the current for the initial pressure
level is flowing to proportional solenoid (6), so the
hydraulic pressure is set to the initial pressure by
pressure control valve spool (7).
FIGURE 2-25.

Regulating (D range of graph)

1. (Refer to Figure 2-26): When current is sent to
proportional solenoid (6), the solenoid generates
a force proportional to the current. This propulsion
force of the solenoid, and the sum of the propul-
sion force produced by the hydraulic pressure at
the clutch port applied to load piston (8), and the
reaction force of pressure control valve spring (9)
are regulated so that they are in balance.
The difference in hydraulic pressure applied to
both sides of flow sensor valve spool (3) pushes
the spool to the right, and the fill signal continues
to be sent to the transmission controller.

FIGURE 2-26.

F02015 6/98 Transmission F2-17

ECMV REPAIR PROCEDURE
1. Thoroughly wash and flush debris and dirt from
Transmission Control Valve mounted on top of
transmission.
2. Thoroughly wash and flush the area surrounding
the filter assembly (5, Figure 2-27) to prevent the
intrusion of sand, mud, dust, paint, etc.
3. Remove mounting nuts (2) and remove the ECMV
protective cover (1). Flush area under cover, tak-
ing care not to allow soil, sand, dust, paint, etc. to
enter the ECMV, valve seats, etc.

Filter Cleaning Procedure

1. Remove the filter assembly protective cover (9,
Figure 2-27) and the restriction sensor connector
(4). Prior to removal of the complete filter assem-
bly (5) from the valve assembly, loosen the filter
case (8) from the filter head (6) by rotating
counter-clockwise, using the hex nut at the case
tip.
2. Remove the complete filter assembly (5).
NOTE: When the filter assembly is removed from the
valve seat, some oil will flow out of the case on to the FIGURE 2-27. TRANSMISSION CONTROL VALVE
transmission. Be prepared to minimize spillage. ASSEMBLY
3. Remove the case (3, Figure 2-28) from the filter 1. Cover 7. Filter Element
head (1). 2. Mounting Nuts 8. Filter Case
4. Remove filter element assembly (2) from head (1). 3. Harness 9. Cover
Remove O-rings (4, 5). 4. Sensor Connector 10. ECMV Assembly
5. Filter Assembly 11. ECMV Mounting Bolts
5. Wash all foreign matter from the element with light 6. Filter Head 12. Valve Plate
oil. Dry element using clean, dry, low pressure air.
If element is damaged or cannot be completely
cleaned, replace element.
6. Wash the head (1) and the case (3) with light oil.
7. Install O-rings (4 & 5) into head (1) and on case
(3). Insert element (2) into case (3).
8. Install the case onto head. Tighten case hand
tight.
9. Install the assembled filter assembly onto the
valve seat. Tighten mounting capscrews to stand-
ard torque.
10. Tighten the filter case (3) to 6 to 8 kg.m (43 - 58
ft.lbs.) torque.
11. Install the restriction sensor connector (4, Figure
2-27) to the harness (3) and install the protective FIGURE 2-28. FILTER ASSEMBLY
cover (9). 1. Filter Head 4. O-Ring
2. Filter Element 5. O-Ring
3. Filter Case

F2-18 Transmission 6/98 F02015

ECMV Removal
1. Remove the paint along the boundary between
the fill switch assembly (16, Figure 2-29) and the
valve body (1) at each ECMV to be removed.
2. Disconnect the electrical connectors for the fill
switch assembly (16) and solenoid valve (9) from
the harness.
3. Remove the switch and solenoid connectors from
bracket (18).

Disassembly
1. Before disassembly, flush the ECMV and valve
seat (paint at corners of the mating surfaces must
be removed thoroughly).
NOTE: Do not allow the solenoid connectors, fill switch
connectors, or harness to be exposed directly to the
water, etc.
2. Remove the mounting bolts (8, Figure 2-30) from
the ECMV assembly (10), and separate the
ECMV assembly from valve plate (12). FIGURE 2-29. ECMV ASSEMBLY
3. Remove solenoid connector (2, Figure 2-30) and 1. Valve Body 13. Plug
fill switch connector (3) from bracket. Loosen 2. Plug 14. O-ring
bolts (17). Gently remove the flow sensor valve 3. Plug 15. Spring
fill switch (16) and bracket. Be careful not to let 4. Pressure Control Valve 16. Fill Switch
spring (15) fall out of place. 5. Piston 17. O-ring
6. Spring 18. Bracket
7. Shim 19. Bolt
4. Remove cover plate (21, Figure 2-27). Remove 8. O-ring 20. Washer
plug (13) by installing a capscrew in the tapped 9. Solenoid Valve 21. Cover Plate
hole for easier removal. Then, remove the flow 10. Bolt 22. O-ring
detecting valve spring (12), valve spool (11), and 11. Flow Detection Valve 23. Bolt
spring (15). 12. Spring
a. Examine valve body (1) and spool (11) as well
as spring (15) for the existence of plating film
pieces and other metallic particles. If found,
remove them.
b. If foreign matter has lodged in the valves or the
pistons, or if their functional movement is not
smooth, recondition them with an oil stone, etc.
5. Remove spring (6), shims (7), piston (5), and valve NOTE: Protect the valve plate (12, Figure 2-27) and
(4) from the pressure control valve. Examine for the valve mating surfaces by applying masking tape,
any trapped foreign matter, seized spool, or rough etc. Prevent dirt/dust from entering the transmission
movement. Be careful not to lose shims (7). Keep by covering all openings. Place all removed parts in
shims in storage, after confirming their quantity. storage, being careful not to scratch any part.
6. Remove the proportional solenoid valve (9).

F02015 6/98 Transmission F2-19

 Reassembly
Inspect each part thoroughly and confirm that the part
is free from dirt/dust, scratches, etc. Wash all parts with
solvent. Lubricate spools and plungers with a small
amount of transmission oil during assembly. Be certain
to reassemble all spools and plungers into their original
valve body bores.
NOTE: When assembling the valve, make sure that
valve spools move smoothly in the bore.

This work should be performed in a ‘‘Clean Room’’

or workstation free from dirt, dust, etc.

1. Set the pressure control valve spool (4, Figure

2-30) in the valve body (1). Be certain the valve
movement is smooth, by pushing the valve with
fingers on both ends.
2. Install the solenoid valve (9) together with O-ring
(8), using 4 bolts (10). Tighten bolt (10) to 1.35 ±
0.15 kg.m (9 -11 ft.lbs.) torque.
3. Place the pressure control valve piston (5) inside
pressure control valve spool (4). Make sure that
piston movement is smooth, by pushing the valve
with fingers.

FIGURE 2-30. ECMV VALVE ASSEMBLY 4. Install shims (7) and spring (6) in the pressure
control valve. Install O-ring (22, Figure 2-38) in
the valve body.
1. Valve Body 10. Bolt
2. Solenoid Connector 11. Flow Sensor Valve
3. Fill Switch Connector 12. Spring • The standard number of shims is: 3 pcs.
4. Pressure Control Valve 13. Plug • Standard shim pack thickness: 0.6 mm
Spool 14. Pressure Test Port • Individual shim thickness: 0.2 mm
5. Load Piston 15. Spring
6. Spring 16. Fill Switch
7. Shims 17. Bolt NOTE 1: (Refer to Figure 2-30.) When parts (1), (6),
8. Mounting Bolt 18. Cover Plate (5), (4), and (9) are all being reused, the same number
9. Proportional Solenoid of shims removed during disassembly must be rein-
stalled. When any of these parts have been replaced,
the standard number of shims (3 ea.) should be in-
stalled. The exact quantity required is determined
when clutch pressure test is performed.
NOTE 2: When only the proportional solenoid valve (9)
is to be replaced, remove cover (18) and make sure
that spring (6) has been positively set in place. (There
is a possibility that the spring can get out of the valve
end when the proportional solenoid valve is removed.)

F2-20 Transmission 6/98 F02015

 5. Install the flow sensor valve (11) in valve body (1). 11. Install all ECMV’s onto the valve seat, making sure
Make certain the valve movement is smooth, by that mounting surfaces are free from dirt/dust,
pushing the valve with fingers on both ends. scratches, etc. Secure all electrical connectors to
the harness.
6. Set the flow detecting valve spring (15, Figure
2-38) in place. Install O-ring (17) and position fill 12. Check clutch pressure for any ECMV that has
switch (16) and bracket (18) on valve body. Install been disassembled for repairs.
2 bolts (19) and tighten to 3.15 ± 0.35 kg.m (20 -
25 ft.lbs.) torque.
7. Install spring (12) in the flow detecting valve.
Install new O-ring (14) on plug (13) and install in
valve body.
After any disassembly, reassembly, and/or parts
8. Install cover plate (21) with 5 bolts (23) and replacement in the pressure control valve, clutch
washers (20). Tighten bolts to standard torque. oil pressure must be checked and adjusted if nec-
9. Assemble the connectors (2, Figure 2-39) and (3) essary.
to the bracket.
10. For each ECMV assembly, install O-rings (3
places) at the valve seats and install with 4 bolts
(8). Tighten bolts (11) to 3.15 ± 0.35 kg.m (20 - 25
ft.lbs.) torque.

F02015 6/98 Transmission F2-21

TRANSMISSION FILTERS
The transmission filter elements should be replaced
every 500 hours of operation or sooner if the warning
light indicates high restriction. This maintenance inter-
val may be increased or reduced, depending on oper-
ating conditions, by observing the warning light
indicator.
The transmission filters are located on the outside of
the right frame rail, ahead of the fuel tank.

Relieve pressure before disconnecting hydraulic

and other lines. Tighten all connections before
applying pressure. Hydraulic fluid escaping under
pressure can have sufficient force to enter a per-
son’s body by penetrating the skin and cause
serious injury and possibly death if proper medical
treatment by a physician familiar with this injury is
not received immediately.

Service
1. Remove plug (6, Figure 2-31) and drain oil from
the housing into a suitable container.

Take care to avoid contact with hot oil if truck has

been operating. Avoid spillage and contamination!

2. Remove bowl (4) and element (5).

3. Replace seal (3) in filter head.

Installation
1. Install new element (5, Figure 2-31). Install hous-
ing (4) and tighten.
2. Replace drain plug (6), and O-ring (7).
FIGURE 2-31. TRANSMISSION CIRCUIT FILTER
NOTE: The indicator switch (2, Figure 2-31) is not 1. Head Assembly 6. Plug
repairable. If the indicator switch is inoperative, re- 2. Indicator Switch 7. O-Ring
place as a unit. The actuation pressure of the indicator 3. Seal 8. Core Assembly
switch is factory preset. Switch adjustment is not nec- 4. Bowl 9. Bypass Valve
essary or recommended. 5. Filter Element

F2-22 Transmission 6/98 F02015

Transmission Removal
1. Thoroughly clean all components in the area of
the transmission, pumps and drivelines.
2. Park truck on a level surface, block wheels and
apply park brake. Raise dump body and install
body safety cable. Move hoist valve to ‘‘Float’’
position to put weight of dump body on cables.
Lock the hoist lever in the hold position.

Dump body must be up and safety cable in place.

DO NOT work under raised dump body unless the FIGURE 2-32. HYDRAULIC LINES
body safety cable is installed.
1. PTO 2. Hydraulic Hoses

NOTE: If hydraulic pump or engine is inoperative,

dump body should be raised with a crane to allow
safety cable installation.

3. Turn keyswitch ‘‘Off’’, shut down the engine and
allow steering accumulators to bleed down com-
pletely. Turn the steering wheel and verify no
wheel movement occurs.
4. Bleed the brake system accumulators; open the
needle valves located on the brake manifold in
the hydraulic cabinet and allow all pressure to
bleed. Close bleed valves after pressure has bled
off.
5. Remove the transmission guard structure.
6. Drain transmission oil.
7. Drain the hydraulic tank. If oil is to be reused, be
certain containers are clean and free of contami-
nation.
8. Tag and Disconnect transmission control and
sensor wiring connectors.
9. Tag and remove inlet and outlet hoses at the
hydraulic pumps mounted on the PTO (1, Figure
2-32) and the transmission. Cap hoses and open
ports to prevent dirt entry. Secure loose hoses to
frame to allow clearance for transmission re-
moval.
10. Remove front and rear driveshaft guards.
11. Disconnect drivelines (1 & 7, Figure 2-33) at cross
and bearing and remove front and rear driveshaft
assemblies.
12. Remove front transmission trunnion mount cap-
screws and washers (3).
13. Remove rear mount capscrews and washers (5)
for transmission assembly.
14. Attach a lifting device to the transmission/torque
converter. Verify all wire harnesses and hydraulic
lines have been removed.
15. Carefully lift assembly from the top of the frame.
16. Remove the transmission filter elements and in-
spect. Clean filter housings and install new ele-
ments.

F02015 6/98 Transmission F2-23

Transmission Installation
NOTE: Check the vibration dampener for wear, dam-
age or deterioration. Replace any rubber cushions or
dampeners in doubtful condition.

Dump body must be up and safety cable in place.

DO NOT work under raised dump body unless the
safety cable is installed.

1. Attach a lifting device to the transmission/torque

converter assembly (4, Figure 2-33). Lift assem-
bly over frame and lower into position over
mounts.
NOTE: See the procedure (following page) for center-
ing the engine assembly and transmission assembly.
2. Install front mount capscrews and washers (3) for
transmission assembly. Tighten capscrews to
standard torque.
3. Install rear mount capscrews (5) for transmission
assembly. Tighten capscrews to standard torque.
4. Refer to ‘‘Drivelines’’, Section F5 for driveline (1 &
7) installation instructions.
5. Install rear driveline guard (6). Install front
driveline guard.
6. Remove protective caps from hoses and ports on FIGURE 2-33. TRANSMISSION INSTALLATION
pumps and transmission. Using new O-rings for
1. Front Driveline 4. Transmission Assembly
flange fittings, install hoses on hydraulic pumps
2. Trunnion Support 5. Capscrew & Washer
and transmission. (O-rings should be coated with
3. Capscrew & Washer 6. Driveline Guard
grease to help them stay in position while attach-
7. Rear Driveline
ing flange clamps.)
7. Reconnect wiring harness connectors to trans-
mission controls and sensors.
10. Verify new transmission filter elements have been
8. Verify all hoses and wiring have been installed. installed.
Install transmission guard structure under trans-
11. Refill transmission with oil specified in lube chart
mission.
in Section ‘‘P’’. Oil should be visible in the upper
part of the sight gauge, between the ‘‘H’’ and ‘‘L’’
marks.
Note: Oil level must be checked again after the engine
Be certain all personnel are clear before lowering has been started and the oil is at operating tempera-
body to frame! ture.
9. Remove safety cable and lower body to the frame. 12. Refill the hydraulic tank with oil. Refer to Section
(It may be necessary to lift the body slightly with ‘‘P’’, Lubrication and Service.
an overhead crane to relieve tension on safety
cable.)

F2-24 Transmission 6/98 F02015

13. Loosen suction lines on hydraulic pumps to bleed 2. While turning coupling at torque converter end,
air from lines. (Refer to Hydraulic System, Section carry out centering so that tool (2, Figure 2-35 and
‘‘L’’ for detailed instructions.) Tighten clamps se- 2-36) rotates smoothly on both shafts. Move the
curely after all air has been bled. torque converter/transmission assembly end
when centering.
14. Start the engine and check for hydraulic leaks.
15. Allow transmission oil to reach normal operating
temperature. Recheck transmission oil level with
truck level, engine running at low idle, oil at oper-
ating temperature and transmission in NEUTRAL.
Under the above conditions, oil level should be
between the lower ‘‘H’’ and ‘‘L’’ marks of the sight
gauge.
16. Operate truck to verify proper operation of trans-
mission and controls.

FIGURE 2-35. SHAFT ALIGNMENT

Procedure For Centering The Engine Assembly
1. Engine End 3. Torque Converter
And Transmission Assembly
2. Tool End

NOTE: When the engine assembly, torque converter

and transmission assembly, or drive shaft have been
removed, the alignment of the engine and transmis-
sion must be checked and adjusted.

1. Install alignment tool (2, Figure 2-34) to the cou-

plings at the engine end and torque converter
end. FIGURE 2-36. MAXIMUM SHAFT MISALIGNMENT

NOTE: The misalignment should be within 3.0 mm

(0.12 in) in both the up-down and left-right directions.
However, if they are not parallel, the distance at the
point where they are farthest apart must be within 3.0
mm (0.12 in).

FIGURE 2-34. SHAFT ALIGNMENT

1. Engine End 3. Torque Converter
2. Tool End

NOTE: To raise transmission, place shims between

the front mounts and the frame bracket.

F02015 6/98 Transmission F2-25

 NOTES

F2-26 Transmission 6/98 F02015

 TRANSMISSION OIL COOLER

The bottom tank of the radiator contains the heat TRANSMISSION STRAINER
exchanger for the transmission. If a leak occurs in the The transmission oil pan contains magnetic strainers.
heat exchanger, antifreeze/coolant may contaminate They should be removed and cleaned every 1000
the transmission oil and/or transmission oil may con- hours of operation.
taminate the engine cooling system.
Transmission oil cooler repairs should be performed Removal
by a qualified repair facility. The bottom tank and 1. Drain transmission oil. Be prepared to catch 120
gaskets are available as replacement components. liters (32 gal) of oil.
Contact your Komatsu distributor.
2. Remove capscrews (5, Figure 3-1) and cover (3).
3. Remove screen/magnets (1) and inspect.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and cor-
rected. Then the system must be flushed to remove oil
contamination and refilled with a clean coolant solu-
tion.
Careful inspection of the oil tank interior, drained
If a leak has been found or suspected in the heat
oil, and screen/magnets immediately after removal
exchanger, the transmission oil must be examined
can provide valuable information regarding the
IMMEDIATELY. Ethylene glycol (even in small
condition of the transmission internal compo-
amounts) will damage friction-faced clutch plates.
nents. Always perform the inspection procedures
Contact your Komatsu distributor for ethylene glycol
on the following page prior to cleaning.
detection test kits.
If ethylene glycol is found in the transmission oil, the
transmission should be removed, completely disas-
sembled, cleaned and examined, and ALL friction-
faced clutch plates replaced.

Removal And Installation

Refer to Section ‘‘C’’, Engine, Fuel, Cooling And Air
Cleaner, for the removal and installation of the radiator.

Repair
Repairs to transmission cooler and wet disc brake heat
exchanger should be done by a qualified repair facility.
The Wet Disc Brake heat exchanger is also mounted
below the radiator tank. Refer to Section C. ‘‘Engine,
Fuel, Cooling And Air Cleaner’’ for removal and repair.
Inspection
• Check the oil tank and drained oil as well as the
strainer for foreign material. Check the strainer for
a clogged or fouled condition with metallic parti-
cles. When the amount of foreign material has
significantly increased compared with preceding
inspections, it probably indicates an internal fail-
ure, requiring careful and immediate corrective
action.
• If bronze, aluminum, or other metallic material is
detected in the analysis, the source should be
investigated, depending on the % of content. If a FIGURE 3-2. SCREEN/MAGNET
large amount of these contaminates are found in
an oil sample, immediate action is necessary; 1. Screen Element 3. Magnets
small or trace amounts should be recorded and 2. Black Foreign Matter 4. Iron Particles
checked at the next interval for a trend. (non-metallic)
• Contamination of oil by water or anti-freeze is
considered serious. Trace amounts should be
tracked to determine a trend. If a large % of
content is found in an oil sample, the cooler should
be checked, replaced if necessary, and the trans-
mission removed for rebuild.
Installation
Judgement 1. Install screen/magnets (1, Figure 3-1) into trans-
mission oil pan.
1. When the element* is clogged with black foreign
material (2, Figure 3-2), it indicates that clutch 2. Install new O- Rings (2) in cover and install cover
discs are wearing. When the clogged area is with capscrews (5) and washers (4).
about 10 mm (0.40 in) in width and about 60 mm
3. Fill transmission with oil. Refer to Section ‘‘P’’ for
(2.4 in) around the circumference, transmission
recommended lubricant.
repair should be considered necessary within
200 operating hours. If the clogged area is more
extensive, immediate repair is necessary.
2. When all magnets (3) are fouled* with iron parti-
cles, it indicates that excessive wear or damage
to internal metal parts has occurred and immedi-
ate repair is necessary.
*NOTE: Also check the oil tank interior and drained oil
for foreign material or for metallic powder in suspen-
sion.

F3-2 Transmission Oil Cooler 6/98 F03008

 DRIVE SHAFTS
The engine/transmission and transmission/final drive drive shafts differ in length and design. The front drive shaft is
a fixed length, approximately 47 cm (18 in.). The rear drive shaft is approximately 101 cm (40 in.) free length [96.1
cm (37.8 in.) installed, empty] and includes a slip-joint to permit oscillation of the final drive assembly.
Removal and installation procedures for each drive shaft are similar.

Front Drive Shaft Removal

Block all wheels securely before removing the

drive shafts.

Because of limited clearance, a special, 30 mm socket

must be used to remove and install the capscrews (2,
Figure 5-2) used to mount the front drive shaft cross
and bearing assembly to the output and input flanges
at the engine and transmission.
Figure 5-1 illustrates a typical 30 mm, 12 point socket
that has been turned down to provide a ‘‘thinwall’’
socket for adequate clearance. This socket can be
modified locally.
1. Remove drive shaft guard, if equipped.
2. Remove and tag any wiring or hoses which may
interfere with removal.
FIGURE 5-1. SOCKET MODIFICATION
3. Attach a sling hoist to the drive shaft.
DIMENSIONS
4. Using a socket as shown in Figure 5-1, remove (Make Locally)
the four capscrews (3, Figure 5-2) at each cross
and bearing and remove the drive shaft.

Front Drive Shaft Installation

NOTE: Be certain the cross and bearing to drive shaft
capscrews (4, Figure 5-2) have been properly torqued
prior to installing the drive shaft.
Refer to "Assembly of Drive Shaft Assembly".
1. Position the drive shaft (1, Figure 5-2) between
engine and transmission and align the cross and
bearings with the drive flanges.
2. Install four capscrews (2) at each end and tighten
to the following torque:
Front Drive Shaft, 20 mm diameter capscrews:
44.8 ±2.2 kg.m (324 ±15.9 ft. lbs.)
FIGURE 5-2. FRONT DRIVE SHAFT
INSTALLATION
3. Install drive shaft protector if equipped.
1. Front Drive Shaft 4. Capscrews, Drive Shaft
4. Install any wiring or hoses removed to gain access 2. Capscrews (20 mm) (0.750 in.-16 UNF)
to drive shaft. 3. Engine Output 5. Transmission Input

F05008 1/99 Drive Shafts F5-1

Disassembly of Drive Shaft Assembly
1. Remove the cross and bearing assembly from
each end of the drive shaft and inspect for rough
or frozen bearings.
NOTE: Do not disassemble the cross and bearings. If
bearings are unserviceable, replace the entire cross
and bearing assembly as a unit.
2. On the rear drive shaft only, match mark the shafts
for proper orientation during assembly to maintain
the balance on the shaft. Inspect all parts for wear
and damage. If either the stub or yoke is consid-
ered to be unserviceable, parts must be replaced
with a new, balanced drive shaft.
3. Clean all parts (except the cross and bearing
assemblies) in clean solvent and blow dry with
compressed air.
4. Insure all grease passages are clear.
Assembly of Drive Shaft Assembly
1. Rear Drive Shaft Only - Lubricate the splines with
multi-purpose grease, and carefully slide shafts
together with alignment marks lined up.
2. Attach the cross & bearing assembly at each end.
Tighten capscrews (4, Figure 5-2) to:
53 ±8 kg.m (383 ±58 ft. lbs.) torque.
Tighten capscrews (3, Figure 5-3) to:
39 ±4 kg.m (282 ±28 ft. lbs.) torque.
NOTE: Due to limited space when installed, these
capscrews must be properly torqued before the drive
shaft is installed.
3. Install grease fittings if removed, and lubricate
bearings and splines with multi-purpose grease.
(Refer to Section ‘‘P’’, Lubrication and Service, for
complete grease specifications.)
F5-2 Drive Shafts
Rear Drive Shaft Removal
Block all wheels securely before removing the
drive shafts.
1. Remove drive shaft guard, if equipped.
2. Remove and tag any wiring or hoses which may
interfere with removal.
3. Attach a sling hoist to the drive shaft.
4. Remove the four capscrews (2, Figure 5-3) at
each cross and bearing and remove the drive
shaft.
FIGURE 5-3. REAR DRIVE SHAFT INSTALLATION
1. Rear Drive Shaft 4. Transmission Output
2. Capscrews (18 mm) 5. Final Drive Input
3. Drive Shaft Capscrews (18 mm)
Rear Drive Shaft Installation
NOTE: Be certain the cross and bearing to drive shaft
capscrews (3, Figure 5-3) have been properly torqued
prior to installing the drive shaft.
1. Position drive shaft between the transmission and
final drive and align the cross and bearings with
the drive flanges.
2. Install four capscrews (2) at each end and tighten
to the following torque:
Rear Drive Shaft, 18 mm diameter capscrews:
39 ±4 kg.m (282 ±28 ft. lbs.)
3. Install drive shaft protector if equipped.
4. Install wiring or hoses removed to gain access to
drive shaft.
F05008 1/99
 MISCELLANEOUS COMPONENTS
General Information
Operation of the transmission is controlled by the The transmission uses splitter clutches (H=High,
Transmission Controller. Various inputs are provided M=Intermediate, L=Low clutches) and range clutches
to the Controller allowing it to provide optimum trans- (1st, 2nd, 3rd, and R clutches). In other transmissions,
mission performance during truck operation. when the splitter and range clutches are engaged at
the same time, almost all of the load is applied to one
The Transmission Controller receives a shift lever
side (the range clutch side), resulting in reduced clutch
position signal, throttle signal, transmission speed sig-
life. The design of the transmission controls heat
nal, and signals from other switches and sensors, and
generation by splitting the load more equally over both
automatically controls the shift schedule of the trans-
clutches to reduce heat which will increase clutch life.
mission including the torque converter lock-up clutch.
What actually happens is, the load on the disc is
Other inputs are provided by various switches in the
constantly calculated and controlled by the Transmis-
service brake, parking brake and retarder systems as
sion Controller during the gear shifting procedure. If
well as the position of the hoist control. Speed sensors
the oil pressure exceeds a specific value on either
provide signals for engine rpm and transmission input
clutch, it is shared by the other clutch. To accomplish
shaft, output shaft, and intermediate shaft speeds.
this sharing of the load, it may be necessary for one
After processing the input information, the Transmis- clutch to lower its pressure during modulation to be
sion Controller determines the proper mode of opera- able to receive the excess from the other clutch.
tion by engaging the proper gear, controlling lock-up
For example, when driving the truck in F1 (L and 2nd
clutch operation, etc.
clutches) with the engine at full throttle;
Gear selection is achieved by engaging or releasing As the clutches fill with oil, the pressures are
the required transmission clutches through Electroni- monitored.
cally Controlled Modulation Valves (ECMV) as deter-
When the pressure in 2nd clutch exceeds a
mined by the Transmission Controller. The current
specific value, the oil pressure in L clutch
gear selected is displayed on the instrument panel
begins to lower during the modulation period
during operation.
to receive the load from 2nd clutch.
Each clutch in the transmission and the lock-up clutch
in the torque converter are equipped with an Electroni-
cally Controlled Modulation Valve and each clutch is
controlled independently. This contributes to :

• Shock reduction at transmission gear change

• Prevention of shift hunting
• Improvement of clutch life by controlling the
initial engaging pressure

F06004 6/99 Miscellaneous Components F6-1

TRANSMISSION SHIFT CONTROLLER
The Transmission Shift Controller (Figure 6-1) pro-
vides control of the transmission based on various
inputs from truck controls and systems. In addition, the
controller provides operational and troubleshooting
information by storing operational data in memory. The
types of data are described below.
Snap-Shot Data
There are several transmission faults (trigger faults),
that will activate the automatic recording of predeter-
mined data. This snap-shot data includes input and
output signals three seconds before and after the
occurrence along with the hour meter reading. This
snap-shot can also be done manually by ‘‘DAD’’. The
Controller can record a maximum of five packages of
data. If a trigger fault occurs and there are already five
packages recorded, the oldest package will be
dropped and the new package added. This data is
displayed and cleared through ‘‘DAD’’ only. The types
of recorded data are the same, whether the recording
was done manually or automatically.
Refer to Table I. for a list of trigger faults for snap-shot
data and the corresponding fault code. Table II. lists
the data that will be recorded if one of the trigger faults
should occur.

FIGURE 6-I. TRANSMISSION CONTROLLER

1. Transmission Controller 3. Rotary Switch Plugs
2. LED Display 4. Harness Connectors

SNAP SHOT DATA TRIGGER FAULTS

EVENT MEMORY
FAULT
No. TRIGGER FAULT
The Transmission Controller will store 3 different types CODE
of data. Portions of this data can be displayed on 1 Clutch engage double b005
‘‘MOM’’ (Message for Operation and Maintenance)
2 Lock-up clutch failure b021
while all of the data can be obtained through ‘‘DAD’’
(Data Acquisition Device). 3 High clutch failure b022
4 Low clutch failure b023
5 1st clutch failure b024
6 2nd clutch failure b025
The 3 types of stored data are: 7 3rd clutch failure b026
8 Reverse clutch failure b028
Fault History Data
9 Middle clutch failure b029
The hour meter reading is recorded with the first and 10 T/C out pressure signal failure b082
last occurrence of each fault along with the number of
11 T/C overheating b0d2
occurrences. This is done for both active and history
codes, it is displayed on ‘‘MOM’’ an ‘‘DAD’’. The data 12 Manual trigger b0FA
can be cleared unless it is an active code.

TABLE I.

F6-2 Miscellaneous Components 6/99 F06004

 TRIGGER FAULT DATA Trend Data
No. RECORDED DATA The transmission records cumulative data which can
1 Fill signal, lock-up clutch status be evaluated to determine life of the transmission or
brakes. Some of this data is shown on ‘‘MOM’’ while
2 Fill signal, low clutch status all of the data is displayed on ‘‘DAD’’. The data can be
3 Fill signal, middle clutch status cleared by either ‘‘MOM’’ or ‘‘DAD’’.
4 Fill signal, high clutch status Information that can be recorded includes:
5 Fill signal, 1st clutch status
• Number of lock-up clutch applications
6 Fill signal, 2nd clutch status
• Thermal load of each clutch pack
7 Fill signal, 3rd clutch status
• Lube oil temperatures of each clutch
8 Fill signal, reverse clutch status
• Rotating speed of each clutch pack
9 Shift limit switch status
• Temperature of each clutch pack
10 F1 start switch status
• Number of abnormal uses
11 Transmission cut relay status
12 Rear brake status
13 Shift wait signal Refer to Section D, for detailed information regarding
14 the Transmission Controller functions and system
Transmission filter switch status
troubleshooting procedures.
15 Current value for lock-up clutch solenoid
16 Current value for low clutch solenoid
17 Current value for middle clutch solenoid
18 Current value for high clutch solenoid
19 Current value for 1st clutch solenoid
20 Current value for 2nd clutch solenoid
21 Current value for 3rd clutch solenoid
22 Current value for reverse clutch solenoid
23 Torque converter inlet pressure
24 Torque converter outlet pressure
25 Torque converter outlet temperature
26 ECMV inlet oil temperature
27 Transmission lube oil temperature
28 Shift lever position
29 Throttle pedal voltage value
30 Throttle modification to PMC
31 Brake command to PMC
32 Transmission input speed
33 Transmission intermediate speed
34 Transmission output speed
35 Engine speed

TABLE II.

F06004 6/99 Miscellaneous Components F6-3

TRANSMISSION RANGE SELECTOR

When the operator moves the lever (1, Figure 6-2) to
select the travel conditions, such as FORWARD or
REVERSE, an electrical signal is sent from a photo
interrupter (3, Figure 6-3) to the Transmission Control-
ler. The lever position is displayed on the indicator (3,
Figure 6-3) (with night lighting) to the left of the shift
lever.
The shift position is also displayed on the instrument
panel.
The lock button (1, Figure 6-3) must be pressed when
moving the range selector lever from ‘‘N’’ to ‘‘R’’ or from
‘‘D’’ to ‘‘5’’.

FIGURE 6-3. TRANSMISSION RANGE SELECTOR

FIGURE 6-2. TRANSMISSION RANGE SELECTOR (Cross-sectional View)
1. Lever 3. Range Indicator
1. Lock button 3. Photo interrupter
2. Detent
2. Screening plate

F6-4 Miscellaneous Components 6/99 F06004

SENSORS, SWITCHES

Transmission Speed Sensors

Speed sensors are installed to monitor the rpm of the
input, intermediate, and output gears of the transmis-
sion. The sensors generate a pulse voltage which
varies with the speed of the gear teeth passing the
sensor, sending a signal to the Transmission Control-
ler.
The sensors must be adjusted correctly to ensure an
adequate electrical signal is generated. If necessary, FIGURE 6-5. SPEED SENSOR ADJUSTMENT
adjust as follows:
1. Sensor 3. Gear Tooth Tip
Adjustment Procedure 2. Locknut a. Clearance Gap
1. Disconnect wire connector (1, Figure 6-4), release
locknut (4), and remove sensor. Observe location
of gear teeth through sensor mounting hole. For
proper adjustment, the tip of a gear tooth must
be aligned with the sensor hole as shown in
Figure 6-10. If necessary, reposition gear.
2. Inspect sensor for iron particles or other foreign
material and clean if necessary.
3. Reinstall sensor. Adjust by hand until it just con-
tacts the gear tooth.
4. Turn counterclockwise 3/4 turn to obtain proper
clearance (‘‘a’’, Figure 6-8) and tighten locknut.
5. Reinstall wire connector.

FIGURE 6-4. TRANSMISSION SPEED SENSOR

1. Connector 3. Sensor
2. Flange 4. Locknut

F06004 6/99 Miscellaneous Components F6-5

Fill Switch
A Fill Switch is installed at the flow sensor valve end
of each Electronic Control Modulation Valve (ECMV)
as shown in Figure 6-6. When the clutch is engaged,
the end face of the flow sensor valve spool (2) contacts
the terminal (1, Figure 6-7) of the switch and turns the
switch ON. The fill completed signal is then sent to the
Transmission Controller.
Shift Limit Switch
The Shift Limit Switch (3, Figure 6-8) is installed on the
console, to the rear of the Transmission Range Selec-
tor. When the range selector lever is in the ‘‘D’’ or ‘‘L’’
range, it limits the highest speed range of the trans-
mission.
If the switch is released and the range selector is
placed in ‘‘D’’, the transmission will engage F2 and shift
up through F7 during acceleration. If the switch is
depressed and the selector is in ‘‘D’’, the transmission
will operate in F2 through F6 gear ranges.
If the range selector is placed in ‘‘L’’ and the switch is
released, the transmission will engage F1 and only
upshift as far as F2. If the switch is depressed with the
range selector in ‘‘L’’, F1 will engage and no upshifts
will occur.
This switch is very effective if used when descending
a hill or when working at job sites where speed must
be limited.

FIGURE 6-6. ECMV & FILL SWITCH

1. ECMV Assembly 3. Fill Switch
2. Flow Sensor Valve Spool

FIGURE 6-7. FILL SWITCH

FIGURE 6-8. SHIFT LIMIT SWITCH
1. Terminal 3. Nut
2. Case 4. Connector 1. Center Console 3. F1 Switch
2. Range Selector 4. Hoist Control Lever
3. Shift Limit Switch

F6-6 Miscellaneous Components 6/99 F06004

 TRANSMISSION/TORQUE CONVERTER TROUBLESHOOTING
TRANSMISSION TROUBLESHOOTING
PROCEDURES
The following pages contain charts which may be used
as a general guide to help diagnose and troubleshoot
transmission and torque converter problems which
may be encountered. Refer to Section D for detailed
troubleshooting procedures using system fault codes
to identify problems in the entire transmission control
system.
F06004 6/99 Miscellaneous Components
Preliminary Checks
Prior to detailed troubleshooting, check for obvious
reasons for the problem such as:
Is the transmission oil level correct?
Are the drive shafts broken or damaged?
Is the input shaft of the torque converter or
transmission broken?
Are the service brakes, parking brake or re-
tarder dragging?
Is there any physical damage to the transmis-
sion or torque converter cases?
Is there any external oil leakage?
Are all electrical connectors tight?
Is there any damage to wiring harnesses?
Check truck speed
Are transmission clutch oil pressures correct?
Is torque converter lock-up pressure correct?
If inspection of the above items does not reveal an
apparent reason for the problems, continue with the
detailed troubleshooting procedures.
F6-7

PROBLEM
TRUCK DOES NOT MOVE:
Abnormal noise from pump
or filter
Truck does not move in any valve) pressure
transmission range
Truck moves normally in cer-
tain transmission ranges
Truck will not move when
torque converter temperature Defective transmission clutch seal/groove
rises
Transmission set pressure
too low:
Low at every speed range
Low at certain speed ranges Rotating clutch defective (oil sealing)
Gauge fluctuates violently
No oil flowing when pressure
test port plug is removed and Defective pump drive (PTO)
engine cranked
Low modulating pressure
Low pump output pressure
F6-8
SUGGESTED CORRECTIVE
POSSIBLE CAUSES
ACTION
Restricted strainer Remove and clean strainer
Pump cavitating Check for leaks in suction line
Defective pump Repair or replace pump
Low main relief valve (torque converter
Adjust or repair relief valve
Defective ECMV Replace ECMV
Internal transmission damage Repair or replace transmission
Internal torque converter damage Repair or replace torque converter
Defective speed sensor Adjust or replace speed sensor
Defective ECMV Replace ECMV
Defective transmission clutch seal/groove Repair or replace transmission
Transmission clutch seized
Rotating clutch defective (oil sealing)
Repair or replace transmission
Rotating clutch circuit shaft seal defective
Rotating clutch shaft seal ring defective
Internal transmission damage
Defective speed sensor Adjust or replace speed sensor
Defective pump Repair or replace pump
Rotating clutch defective (oil sealing) Repair or replace transmission
Rotating clutch shaft seal ring defective
Restricted strainers Remove and clean strainers
Pump cavitating Check for leaks in suction line
Defective pump Repair or replace pump
Low main relief valve Adjust or repair relief valve
Defective ECMV Replace ECMV
Defective transmission clutch seal/groove
Repair or replace transmission
Rotating clutch circuit shaft seal defective
Rotating clutch shaft seal ring defective
Restricted strainer Remove and clean strainer
Pump cavitating Check for leaks in suction line
Repair or replace torque converter
Defective ECMV Replace ECMV
Low main relief valve pressure Adjust or repair or relief valve
Miscellaneous Components 6/99 F06004
 SUGGESTED CORRECTIVE
PROBLEM POSSIBLE CAUSES
ACTION
Truck does not travel smoothly:
Engine surging or lock-up Low main relief pressure Adjust pressure or repair relief valve
lamp flashing Clutch seal ring worn Repair or replace transmission
Excessive shift shock during gear change:
Shift shock is suddenly Defect or dirt in ECMV pressure control
greater than before or exces- valve spool and flow detector valve spool
Replace ECMV
sive compared to similar
trucks Defective ECMV proportional solenoid

Transmission does not shift up:

Does not shift up or shifts up
Damaged or slipping lockup clutch Repair or replace torque converter
only on downgrade
Defective operation of selector valve of
Does not shift up under any clutch not shifted up Repair or replace transmission
conditions Defective seal ring of clutch not shifted up
Low main relief pressure Adjust pressure or repair relief valve
Truck lacks power or speed when traveling, all speed ranges:
NOTE: Make the following checks prior
to diagnosing problems below: • Engine high idle speed
• Torque converter stall speed
• Truck travel speed
• Transmission clutch oil pressure
• Torque converter lockup oil pressure
• Main relief pressure
Abnormal noise from pump Restricted strainer Remove and clean strainer
or filter Pump cavitating Check for leaks in suction line
Defective pump Repair or replace pump
Drop in set pressure of main relief valve Adjust or repair main relief valve
Torque converter stall speed Adjust or repair torque converter
is high Defective torque converter relief valve
relief valve
Piping or oil cooler damage Inspect and repair as required
Internal torque converter damage Repair or replace torque converter
Torque converter stall speed Engine horsepower low Repair engine as required
is low Defective torque converter freewheel Repair or replace torque converter
Transmission set pressure is
low:
Restricted strainer Remove and clean strainer
Low at all speed ranges, stall Pump cavitating Check for leaks in suction line
speed is high Defective pump Repair or replace pump
Drop in set pressure of main relief valve Adjust or repair main relief valve
Restricted strainer Remove and clean strainer
Gauge fluctuates excessively
Pump cavitating Check for leaks in suction line
Low after lockup engages (See ‘‘. . .Torque converter oil pressure is low’’)

F06004 6/99 Miscellaneous Components F6-9

 SUGGESTED CORRECTIVE
PROBLEM POSSIBLE CAUSES
ACTION
Truck lacks power or speed when traveling, all speed ranges (cont.):
Torque converter inlet pres- Adjust or repair torque converter
Defective torque converter relief valve
sure low (transmission set relief valve
pressure normal) Piping or oil cooler damage Inspect and repair as required
Iron and aluminum particles
stuck to strainer and case Defective torque converter freewheel Repair or replace torque converter
drain plug
Pressure at pump outlet port
Drop in set pressure of main relief valve Adjust or repair main relief valve
is low
Oil pressure drops as tem-
Defective pump Repair or replace pump
perature rises
Torque converter oil temperature is high:
Abnormal noise from pump Restricted strainer Remove and clean strainer
when oil temperature is low Pump cavitating Check for leaks in suction line
Both high and low idle speed Excessive torque converter internal oil
Repair or replace torque converter
is too low leakage
Torque converter outlet oil Excessive torque converter internal oil
Repair or replace torque converter
pressure is too low leakage
Torque converter inlet oil Adjust, repair or replace torque
Torque converter relief valve defective
pressure is too low converter relief valve
Restricted strainer Remove and clean strainer
Transmission modulation
pressure too low Pump cavitating Check for leaks in suction line
Pump defective Repair or replace pump
Torque converter oil pressure is low:
Restricted strainer Remove and clean strainer
Abnormal noise from pump
Pump cavitating Check for leaks in suction line
Low oil pressure between
Pump defective Repair or replace pump
pump and relief valve
Drop in set pressure of torque converter Adjust or repair torque converter
Low torque converter inlet oil relief valve relief valve
pressure Excessive torque converter internal oil
Repair or replace torque converter
leakage
Transmission oil pressure
and lockup oil pressure nor- Excessive torque converter internal oil
Repair or replace torque converter
mal, but torque converter in- leakage
let pressure is low

F6-10 Miscellaneous Components 6/99 F06004

 SECTION G

DRIVE AXLE, SPINDLES AND WHEELS

INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT TIRES AND RIMS
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
REAR TIRE AND RIM
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
TIRE MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6

FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3

FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Front Wheel Hub Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . G3-3
SUSPENSION A-Frame
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
CENTER TIE ROD PIVOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5

FINAL DRIVE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4

REAR AXLE ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Lower Side Links and Center Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Panhard Rod (Diagonal Link) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

G01015 11/97 Index G1-1

 REAR AXLE & FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5
Differential Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
REAR AXLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-2

DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

Removal (from axle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Installation (in axle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Differential Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Differential Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Differential Assembly Installation (to case) . . . . . . . . . . . . . . . . . . . . . G5-12
Input Pinion and Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
Adjusting Tooth Contact, Backlash . . . . . . . . . . . . . . . . . . . . . . . . G5-16

FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . G6

FINAL DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
CARRIER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
FINAL DRIVE CARRIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-7

G1-2 Index 11/97 G01015

 TIRES AND RIMS
General Information and Recommendations
The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before each • DO NOT stand in front of or over the lock ring
working shift. Tire pressure will vary according to during inflation procedures.
manufacturer and local working conditions. Consult
the tire manufacturer for recommended tire pressure. • NEVER overinflate a tire. Refer to tire manufac-
turers recommendations.
Insure valve caps are securely applied to valve stems.
The caps protect valves from dirt build up and damage. • ALWAYS keep personnel away from a wheel
DO NOT bleed air from tires which are hot due to and tire assembly when it is being removed or
operation; under such circumstances, it is normal for installed.
pressure to increase in the tire due to expansion. • DO NOT go near tires after brake fires until
A bent or damaged rim which does not support the tires have cooled.
bead properly may cause abnormal strain on the tire • The tire/rim assembly weighs approximately
resulting in a malfunction. If a tire should become 3180 kg (7010 lbs.).
deeply cut, it should be removed and repaired. Ne- BE CERTAIN tire handling equipment is capa-
glected cuts cause many tire problems. Water, sand, ble of lifting and maneuvering the load.
grit, dirt and other foreign materials work into a tire
through a cut eventually causing tread or ply separa- Manual tire removal and installation is possible but,
tion. due to the size and weight of the components, special
Tires should be stored indoors, if possible. If stored handling equipment such as a ‘‘tire handler’’ as shown
outdoors, cover tires with tarpaulin to keep out dirt, in Figure 2-1 is desirable. Consult local tire vendors for
water and other foreign materials. Long exposure to sources of equipment designed especially to remove,
the sun will cause ozone cracks. Storage should be in repair, and install large off-highway truck tires.
a cool, dry, dark, draft free location. Tires should be
stored vertically. If they must be laid on their sides for
a short period, avoid distortion by stacking no more
than three tires on top of one another. Avoid contact
with oil, grease and other petroleum products.
Before storing used tires, clean thoroughly and inspect
for damage. Repair as necessary. When a truck is
placed in storage, it should be blocked to remove the
weight from the deflated tires. If a stored truck cannot
be blocked, check air pressure and inspect tires twice
a month for proper inflation pressure.

• DO NOT weld or apply heat on the rim assem-

bly with the tire mounted on the rim. Resulting
gases inside the tire may ignite causing explo-
sion of tire and rim.
• When inflating tires ALWAYS use a safety
cage.
• NEVER inflate a tire until the lockring is se-
curely in place.
FIGURE 2-1. TYPICAL TIRE HANDLER

G02014 6/98 Tires and Rims G2-1

FRONT TIRES AND RIMS 3. Release air from tire.
4. Grasp tire assembly with the tire handler.
Removal
1. Stop the machine on level ground, apply parking
brake and put blocks on both sides of the rear
wheels.
2. Place a 50 ton capacity or larger hydraulic jack (1, Do not damage the tire inflation stem during tire
Figure 2-2) under the suspension cylinder on the removal.
A-Frame and jack up the front wheel assembly
and block up securely.

Due to its size and weight, always keep personnel

away from a wheel and tire assembly when it is
being removed or installed.
5. Remove air valve lock plate (3, Figure 2-3).
6. Remove wheel clamp nuts (2) and clamps (1).
7. Move wheel and tire assembly away from wheel
hub and into clean work area.
8. Inspect brake components for damage or wear.
Inspect hydraulic brake lines for leaking fittings or
damage.

FIGURE 2-2. JACK PLACEMENT

1. Jack (50 ton capacity) 2. A-Frame

When deflating tires, be wary of flying dirt and

debris. Wear eye protection at all times.

FIGURE 2-3. FRONT WHEEL HUB

Do not totally deflate tire. Keep tire inflated to 0.7 1. Clamp 4. Capscrew
- 1.0 kg/cm2 (10-15 psi) to assure tire and rim 2. Nut 5. Wheel Rim
components remain assembled during tire han- 3. Valve Lock Plate 6. Wheel Hub
dling.

G2-2 Tires and Rims 6/98 G02014

Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grasp tire assembly with the tire handler and
move into position on wheel hub. Align the notch
in the wheel hub with the wheel rim stopper.
2. Install wheel clamps (1, Figure 2-3) and nuts (2).
Tighten the wheel clamp nuts uniformly. Rotate
the wheel, then check that the lateral runout of the
rim is within 5 mm. (0.20 in.)
3. Continue tightening nuts in increments until the
following torque is obtained on each nut:
REAR TIRE AND RIM
Removal
1. Stop the machine on level ground, apply parking
brake, and put blocks on both sides of both front
wheels.
2. Raise final drive enough for tires to clear the
ground surface to be removed. Block the final
drive case securely.
3. Remove air valve lock plate (2, Figure 2-4)

Threads coated with LM-P Anti friction compound: 4. Remove clamp nuts (4) clamps (3).
175 ±20 kg.m (1265 ±145 ft. lbs.) 5. Remove wedge ring (7, Figure 2-6).
Dry threads: 225 ±25 kg.m (1630 ±181 ft. lbs.) 6. Position tire removal apparatus as shown in Fig-
ure 2-5 and remove outside wheel assembly.
4. Check tire inflation for tire manufacturer’s recom-
mended pressure. Raise truck and remove all 7. Remove spacer (2, Figure 2-5).
blocking.
5. Operate truck for one load and tighten wheel nuts
again:
Threads coated with LM-P Anti friction compound:
175 ±20 kg.m (1265 ±145 ft. lbs.)
Dry threads: 225 ±25 kg.m (1630 ±181 ft. lbs.)
6. Check torque daily until torque values listed in
step 5. is maintained on each nut. Check torque
intermittently thereafter.

FIGURE 2-5. SPACER AND TIRE

FIGURE 2-4. RIM AND CLAMPS
1. Final Drive Housing 2. Spacer
1. Rim 3. Clamp
2. Air Valve Lock Plate 4. Nut

G02014 6/98 Tires and Rims G2-3

 FIGURE 2-6. REAR WHEEL RIM MOUNTING
1. Side Ring 6. Spacer 10. Clamp
2. Rim Base 7. Wedge Ring 11. Hub
3. Bead Seat Band 8. Valve Extension 12. Nut
4. O-Ring 9. Nut 13. Retainer
5. Lock Ring 14. Inflation Valve Extension

8. Remove the three clamp nuts (12, Figure 2-6) and
retainers (13).
NOTE: Be careful not to break the air valve on the
inboard wheel assembly.
9. Remove inboard tire assembly.
10. Move tires to storage area. Tires must lie flat on
the ground.
Do not lean tires against the truck, walls, etc.
INSTALLATION OF REAR WHEEL ASSEMBLY
1. Clean all tire mounting surfaces. Be certain all
contact surfaces are free of damage from han-
dling, etc.
2. Position tire removal apparatus (tire handler, fork-
lift, etc.) and install inboard tire assembly. Align
the notched groove in the wheel hub with the
wheel rim stopper.
Be careful not to break the air valve.
3. Install the three retainers (13, Figure 2-6) and nuts
(12).
4. Tighten clamp nuts uniformly as follows:
Threads coated with LM-P Anti friction compound:
175 ±20 kg.m (1265 ±145 ft. lbs.)
Dry threads: 225 ±25 kg.m (1630 ±181 ft. lbs.)
5. Install spacer (6).

G2-4 Tires and Rims 6/98 G02014

 6. Position tire removal apparatus (tire handler, fork-
lift, etc.) and install outboard wheel assembly.
Align the notched groove in the wheel hub with
the wheel rim stopper.
Be careful not to break the air valve.
7. Install the wedge ring (7) so that the protrusion of
the wedge ring from the cover surface is uniform
around the whole circumference of the ring. Install
clamps (10) and nuts (9) and tighten enough to
prevent the tire/rim assembly from moving.
8. Install air valve lock plate (2, Figure 2-4)
9. Remove blocking and lower the truck to the
ground.
10. Using the torque specifications below, tighten
clamp nuts (9, Figure 2-6) uniformly in the order of
tightening shown in Figure 2-7.
Threads coated with LM-P Anti friction compound:
175 ±20 kg.m (1265 ±145 ft. lbs.)
Dry threads: 225 ±25 kg.m (1630 ±181 ft. lbs.)
11. Rotate the wheel and verify the lateral runout of
the rim is within 5 mm. (0.20 in.)
12. After installing the rear wheel assembly, drive the
truck approximately 5 to 6 km (3 to 4 miles) to seat
all contacting portions, then tighten clamp nuts
again to specifications listed in step 10.
13. Check torque periodically until specified torque is
maintained.
FIGURE 2-7. TIGHTENING SEQUENCE
G02014 6/98 Tires and Rims
TIRE MATCHING
The matching of tires on drive axle dual wheel instal-
lations is important in order to achieve satisfactory life,
both of the tires and of the load carrying components
of the final drive.
To check matching of duals already mounted on the
truck, use a large square. If one tire is too small, it
becomes obvious as the square is laid across the dual
tires. The square can be made from two 25mm x 50mm
(1 in. x 2 in.) wood strips (one piece long enough to
span the dual tires). The two wood strips should be
squared with a carpenter’s square and rigidly fastened
to maintain a true 90o angle.
Matching of tire diameters from one side of an axle to
the opposite side is important to prevent unstable load
shifting, excess load on structural members, and rapid
wear of the internal components of the final drive.
Side by side matching on dual wheel installations is
necessary to prevent excess loading on the tire having
the larger diameter. Mismatched tires on the duals
cause unequal distribution of the load. Rapid wear
and/or tire blowout can result.
Exact limitations are not specified by tire manufactur-
ers, but a general rule is:
Unloaded, inflated tires, when standing side by
side, should not exceed a 1% maximum variation
in their diameters.
Measuring of tire size is most accurate when the tire
is mounted on a wheel, inflated to correct pressure,
and totally unloaded (off the truck, or off the ground, if
mounted on a truck). Use a steel tape placed in the
center of the tread and measure the total circumfer-
ence of the tire. Using the formula below, calculate the
diameter, ‘‘d’’.
diameter ‘‘d’’ = measured circumference ÷3.1416
diameter ‘‘d’’ x 0.01 = Allowable Variation in size
The tires used on opposite sides of Komatsu Trucks
should also be limited to a 1% variation in diameter of
the inflated, unloaded tires.
G2-5
RIM 2. Check inflation fittings. Replace if necessary.
3. Install inner side ring (1, Figure 2-6) on rim. Coat
Tire Removal From Rim beads of tire with tire mounting soap solution.
4. Position tire over rim and work tire on as far as
possible without prying against the beads. Any
damage to tire bead will destroy the air seal
and cause air leakage at these locations.
When deflating tires, be wary of flying dirt and
5. Install outer side ring in position and install bead
debris. Wear eye protection at all times.
seat band (3). Push in on bead seat band to
expose O-ring groove in rim.
1. Remove valve core and discharge air pressure
6. Lubricate new O-ring with soap solution and install
completely from tire.
in groove.
7. Install lock ring(5) and tap into place with a lead
hammer. Lock ring lug must fit into slot of rim.
8. Remove valve core and inflate tire to seat beads
of tire and O-ring as specified by tire manufac-
Prying against tire bead may cause damage to tire turer.
bead which will cause air leaks.

2. Break tire loose from bead seat band (3, Figure

2-6).
3. Force bead seat band (3), side ring (1) and tire
away from lock ring (5). Remove lock ring. Use a safety cage whenever possible. Stand to one
side as tire is being inflated. Never start inflating
4. Remove O-ring (4) from rim.
unless the lock ring is in place. DO NOT stand in
5. Remove bead seat band and side ring. front or over lock ring when inflating.
6. Break tire bead loose from back flange side of rim.
7. Remove tire from rim (2). 9. If beads of tire and O-ring do not seat within one
minute, raise tire slightly and tap bead seat band.
(This will help the air pressure push the tire bead
into position.)
Tire Installation On Rim
10. As soon as seating has been accomplished, install
1. Clean all rim components. Be certain the O-ring
valve core and inflate to recommended tire pres-
groove and bead seat area are free of dirt and
sure.
rust. It is advisable to touch-up all metal parts with
a good anti-rust paint to prevent bare metal from
being exposed to the weather. DO NOT allow
paint, rust or other contamination to cover mating
surfaces of lock ring (5, Figure 2-6) and rim (2).

Be certain proper rim parts are used for reassem-

bly. Use of non-compatible parts may not properly
secure the assembly resulting in violently flying
parts upon inflation.

G2-6 Tires and Rims 6/98 G02014

 FRONT WHEEL HUB AND SPINDLE
FRONT WHEEL HUB
Removal
(Wheel Hub Only; Brake Assy. Remains In Place)
1. Block rear wheels on both the front and rear sides.
2. Refer to Front Tire and Rim Removal, this Section,
and remove front tire and rim assembly.
3. Thoroughly clean hub, brake assembly, and
mounting capscrews. Drain oil from wheel as-
sembly by removing plug (16, Figure 3-1).
4. Disconnect and cap brake apply and cooling oil
lines at inner side of brakes.
The Wheel Hub Assembly weighs approximately
960 kg (2116 lbs.). Use adequate lifting devices
when lifting these components.
5. Using three evenly spaced bracket tools (790-
438-1150), secure brake inner gear (19) to outer
brake gear (32).
NOTE 1: To install the three tools, remove nut (5)
from inner gear (19), and use the three tapped
holes in the outer gear (32) to mount the tools.
NOTE 2: To prevent damage to floating seal,
always install the 3 bracket tools before removing
retainer (11).
6. Remove wheel cover (10, Figure 3-1).
7. Support or lift wheel hub with an adequate lifting
device.
8. Remove capscrews (9) and retainer (11).
9. Check the number and thickness of the shims
behind retainer and keep together in a safe place.
10. Rock wheel hub assembly (20) lightly from the
rear, and push out together with bearing (15).
NOTE : Bearing will slide out easily, use care
when removing, so that it does not fall. Also, be
alert to retrieve pin (2).
11. Remove outer bearing (15) and pin (2), then
remove wheel hub assembly (20).
12. Remove inner bearing (21) and pin (2).
13. Transport wheel hub and associated parts to a
clean work area for disassembly and inspection.
G03014 6/98 Front Wheel Hub and Spindle
Disassembly Of Front Wheel Hub
1. Remove outer races for bearings (15 & 21, Figure
3-1) from hub (20), only if bearing replacement is
required.
2. Clean all metal parts in cleaning solvent.
Inspection
1. Inspect all seals and bearings and replace as
required.
2. Check seal ring mounting area on wheel hub and
spindle, for damage that could cause leakage.
Inspect splined areas for excessive wear.
3. Inspect spindle in area of bearing surfaces and
radius under spacer for distress or cracks. Non-
destructive methods of crack detection (dye
penetrant or magnaflux) should be used.
Assembly and Installation Of Front Wheel Hub
1. Clean all metal parts in cleaning solvent and
lubricate all splines and bearing surfaces with
clean hydraulic oil.
Refer to Lubrication and Service, Section ‘‘P’’,
Lubrication Chart, Lube key ‘‘C’’ for correct oil.
2. If removed, use a push tool and press bearing
outer races (15 and 21, Figure 3-1) into hub (20).
3. Install pin (2) and inner bearing (21) on spindle.
NOTE : During this assembly procedure, be
sure the bearings and bearing races are thor-
oughly lubricated with clean hydraulic oil. The
bearing adjustment procedure will require ro-
tation of the hub and bearings prior to filling
the hub with oil.
4. Install new O-ring (8). Support wheel hub (20) with
an adequate lifting device and install over spindle
and into inner gear (19), aligning studs with holes
on inner gear.
5. Install pin (2) and outer bearing (15) on spindle.
6. Install retainer (11) without shims and secure with
capscrews (9).
7. Install Nuts and washers (5). Tighten to standard
torque. Remove bracket tools and install three
remaining nuts and washers.
G3-1
 FIGURE 3-1. Front Wheel & Spindle Assembly Front Wheel Hub Bearing Adjustment
1. Capscrew & Washer 1. Install retainer (11, Figure 3-1) with 3 evenly
2. Dowel Pin spaced capscrews (9) without installing any
3. Capscrew & Washer shims.
4. Capscrew & Washer Rotate hub 20-30 times and tighten capscrews
5. Nut & Washer uniformly to 11.0 ±0.5 kg.m (80 ±4 ft. lbs.) torque.
6. Stud
7. Stud 2. Measure dimension (A, Figure 3-2) from retainer
8. O-Ring to tip surface of axle with depth micrometer (2).
9. Capscrew & Washer NOTE: Measure Dimension ‘‘A’’ at two places on the
10. Hub Cap retainer and use the average of the measurements.
11. Retainer When removing the retainer, be careful that the bear-
12. Shim ing (15, Figure 3-1) does not come out.
13. Shim
14. Shim
15. Bearing
16. Plug & O-Ring
17. O-Ring
18. Capscrew & Washer
19. Gear, Inner
20. Front Wheel Hub
21. Bearing
22. Retainer
23. Seal Ring
24. O-Ring
25. O-Ring
26. Dowel Pin FIGURE 3-2. PRELOAD ADJUSTMENT
27. Retainer 1. Retainer 2. Depth Micrometer
28. Seal
29. Hub
3. Remove retainer (1, Figure 3-2), and measure
30. O-Ring
retainer thickness C. Then select shim thickness
31. Elbow
equal to B (B=A-C) + 0.3mm (0.012 in).
32. Gear, Outer
33. Tube NOTE: Select the combination of shims (12, 13, & 14,
34. Friction Disc (External Splines) Figure 3-1) that gives the minimum number of shims.
35. Separator Plate (Internal Splines)
36. Damper
4. Apply thread tightener, Three Bond #1374, to all
37. O-Ring
capscrews (9) and install required shims (12, 13,
38. Bracket
and/or 14) and retainer (11). Rotate hub 20-30
39. Clip
times and tighten capscrews uniformly to 94.5
40. Bolt
41. Washer ±10 kg.m (685 ±72 ft. lbs.) torque.
42. Housing NOTE: After tightening the bolts, rotate the hub and
43. Seal check that there is no abnormality or roughness in
44. Seal rotation.
45. Piston
46. O-Ring
5. Fit O-ring (17) into hub cap (10) and install hub
cap with capscrews & washers (18).
6. Remove plug (16) and rotate hole to top.
Fill hub with clean hydraulic oil and install plug
with new O-ring.
Refer to Lubrication and Service, Section ‘‘P’’,
Lubrication Chart, Lube key ‘‘C’’ for correct oil.

G03014 6/98 Front Wheel Hub and Spindle G3-3

 7. Connect brake apply lines and brake cooling lines Installation
to brake assembly.
1. Install new O-Rings (5, Figure 3-3) in bearing (6).
8. Refer to Front Tire and Rim Installation in this
2. Position A-Frame to frame and install spacers (3)
Section, and install front tire and rim assembly.
and pins (7) with retaining capscrews. Tighten
capscrews to standard torque.
3. Refer to Section ‘‘H’’, ‘‘Front Suspension Installa-
tion’’ and install the front suspension.
Bleed brakes before placing truck in production.
4. Refer to Section ‘‘G’’, ‘‘Front Tire and Rim Instal-
Refer to Brake Bleeding, Section ‘‘J’’.
lation’’ and install the front tires.
9. After engine start-up, check oil level in hydraulic
tank, and fill as required.

FRONT WHEEL SPINDLE REMOVAL

AND INSTALLATION
The spindle is attached to the bottom of the front
suspension cylinder. To remove or install the spindle,
refer to Section ‘‘H’’, Suspensions.

SUSPENSION A-FRAME
Both A-Frame mounting pins are the same.

Removal
1. Refer to Section ‘‘G’’, ‘‘Front Tire and Rim Re-
moval’’ and remove front tires.
2. Refer to Section ‘‘H’’, ‘‘Front Suspension Re-
moval’’ and remove the front suspension.
3. Use a suitable lifting device and support the
A-Frame. Remove retaining capscrew and pin (7,
Figure 3-3) and spacers (3).
4. Remove A-Frame from frame. FIGURE 3-3. A-FRAME ARM PIN
Inspection of Parts 1. Bushing 5. O-Ring
2. Frame 6. Bearing
1. Inspect bushings (1, Figure 3-3). If damaged,
3. Spacer 7. Pin
remove old bushings and install new parts.
4. Snap Ring\Seal
Note: The bushings (1) are a tight fit in the frame ears
(2). When installing new bushings, apply a slight
amount of heat to frame ears and freeze the bushings
before attempting to press new bushings into bores.
2. Inspect pin (7) and bearing (6). Replace if parts
are damaged or wear is excessive.
3. Inspect snap ring/seal (4). Replace if damaged or
if new bearing is installed.

G3-4 Front Wheel Hub and Spindle 6/98 G03014

CENTER TIE ROD PIVOT

Removal
1. Remove capscrews and washers (9, Figure 3-4)
and the grease lines connected to pins (3 and 10).
2. Slide tie rod (13) away from pivot link (7).
3. Remove snap ring (2), washer (1) and pivot pin
(3).
4. Remove pivot link.
5. Remove seals (12), snap rings (14) and push out
ball joint assembly (16).
Inspection
1. Inspect all bushings (4, 6, and 11, Figure 3-4) for
wear.
2. Inspect all seals (12) and O-Rings (5, and 15).
3. Replace any worn or damaged parts.
Installation
1. Press in bushings (4, 6, and 11, Figure 3-4).
2. Place pivot link in frame with O-Rings (5) and
install pin (3). Install washer (1) and snap ring (2).
3. Install ball joint assembly (16), O-Rings (15), and
snap ring (14) in pivot link.
4. Install seals (12).
5. Position tie rod in pivot link and install pin (10).
Install retaining capscrew and washer (9).
6. Connect grease lines to pins and lubricate all
joints.

FIGURE 3-4. CENTER TIE ROD PIVOT

1. Washer 5. O-Ring 9. Capscrew and 13. Tie Rod

2. Snap Ring 6. Bushing washer 14. Snap Ring
3. Pivot Pin 7. Pivot Link 10. Tie Rod Pin 15. O-Ring
4. Bushing 8. Spacer 11. Bushing 16. Ball Joint
12. Seal

G03014 6/98 Front Wheel Hub and Spindle G3-5

 NOTES

G3-6 Front Wheel Hub and Spindle 6/98 G03014

 FINAL DRIVE ATTACHMENTS
The rear axle and final drive assembly is attached to
the truck frame by four links (1, 4, & 5, Figure 4-1) with
spherical bearings at each link end, thus allowing the
drive axle to oscillate with the ground contour and
maintain a positive wheel contact for maximum drive
force. The rear axle case also provides the lower
mounts for the rear suspensions.

REAR AXLE ATTACHMENT

The following discussion covers the complete removal
of the links and the removal of the spherical bearings
from the links. However, depending on the reason for
service, it may not be necessary to remove both ends
of the links, or the bearings. The service technician
should determine the level of disassembly required and
proceed only to that point.
If only one end of a link is to be disconnected, be sure
to support the free end of the link as necessary, so that
it cannot fall and become a hazard to the servicing
personnel.

Lower Side Links and Center Link

Removal
1. Securely block front and rear wheels.
2. Support the rear of the truck frame under the hoist
cylinder mounting.
3. Support front and rear side of rear axle housing.

Remove only one link at a time. If more than one

link is to be removed at the same time, extra
supports must be in place to prevent the frame and
axle from moving out of position.
* Each link weighs approximately 120 kg (265 lbs.).
Be sure adequate supports and lifting devices are
used.

4. Place jack under the rear suspension mount on

the same side as lower link to be removed.

Be sure jack is secure to lower mount so it will not

slide off as jack is extended.
Note:The center link (5, Figure 4-1) is slightly shorter
than the lower links (4). Be certain to mark each link
prior to removal to insure correct position during
assembly.
5. Block final drive securely in this position. Support
link to be removed. Remove grease lines.
6. Remove capscrews & washers (8, Figure 4-2) and
retainer plate (7) and remove link pin (1).
7. Remove spacers (3, Figure 4-2).
8. If link is to be removed completely from truck,
repeat steps 6 & 7 for other end of link.
9. If spherical bearings are to be replaced, remove
snap rings (4) and bearings (6). (See bearing
replacement information below.)
Inspection
1. Clean all parts.
2. Inspect bushings (2, Figure 4-2) and pin (1) for
wear, galling and cracks.
3. Inspect bearing (6) for wear and freedom of move-
ment.
4. Inspect dirt seal (4) for cracks or damage that
could allow dirt to enter.
5. Replace any damaged or worn components found
during inspection.
Installation
1. Install one snap ring (4) and press bearing (6) in
link until it contacts snap ring. Install second snap
ring on other side of link.
NOTE: Install snap rings as shown in Figure 4-3.
2. Repeat step 1 for other end of link as required.
3. Install bushings (2), if removed, and lift link into
position between frame and axle. Install spacers
(3, Figure 4-2).
Note: If both the center link (5, Figure 4-1) and lower
links (4) have been removed, be certain the correct
link is installed in the proper location; If in doubt,
measure the distance between the centerlines of the
bearing bores. The center link is 1190mm (46.85 in)
long. The lower links are 1220mm long (48.0 in).
4. Install pin (1, Figure 4-2) and retaining capscrews
with washers (8). Tighten capscrews to standard
torque.
5. Raise rear of frame and remove supports from
under lower hoist cylinder mounts and axle as
necessary.
6. Install grease lines.

Spherical Bearing Replacement

If the bearinigs are worn or damaged, replacement will
be necesssary. The bearings are a press fit in the links
and require a suitable press with the correct size
pusher plate for proper removal and installation. Do
not attempt to hammer directly on the bearings.

FIGURE 4-3. SNAP RING ORIENTATION

1. Link 2. Snap Ring

G4-2 Final Drive Attachments 11/97 G04012

PANHARD ROD (DIAGONAL LINK)
Removal
When installing panhard rod, misalignment of sec-
ond pin and bearing will probably occur.
Raise or lower frame with jacks or adequate lifting
* The panhard rod weighs approximately 95 kg device ON EACH SIDE OF FRAME.
(210 lbs.) Be sure adequate supports and lifting DO NOT use rear suspensions, because there is no
devices are used. restraint to keep frame from shifting to one side or
the other.

1. Park truck on level surface and securely block

wheels. 3. Install bushings (2), if removed, and lift panhard
rod into position between frame and axle. Install
2. Securely support frame on each side under lower spacers (3, Figure 4-2).
hoist cylinder mounts. Support frame so there is
not any weight being applied to the rear axle. 4. Install pin (1) and retaining capscrews with wash-
ers (8). Tighten capscrews to standard torque.
3. Support panhard rod (1, Figure 4-4).
5. Raise rear of frame and remove supports from
4. Remove capscrews & washers (8, Figure 4-2) and under lower hoist cylinder mounts and axle as
retainer plate (7) and remove link pin (1) from each necessary.
end of the panhard rod.
6. Install grease lines and verify grease is present in
7. Remove spacers (3, Figure 4-2). Remove panhard the bearings.
rod from between frame and final drive case.
8. If spherical bearings are to be replaced, remove
snap rings (4) and bearings (6).
9. Inspect bushings (2, Figure 4-2) and pin (1) for
wear, galling and cracks. Replace parts as neces-
sary.

Inspection
1. Clean all parts.
2. Inspect bushings (2, Figure 4-2) and pin (1) for
wear, galling and cracks.
3. Inspect bearing (6) for wear and freedom of move-
ment.
4. Inspect dirt seal (4) for cracks or damage that
could allow dirt to enter.
5. Replace any damaged or worn components found
during inspection.

Installation
1. Install one snap ring (4) and press bearing (6) in
link until it contacts snap ring. Install second snap
ring on other side of link. FIGURE 4-4. PANHARD ROD (DIAGONAL LINK)
1. Rear Suspension 3. Rear Axle Mount
NOTE: Install snap rings as shown in Figure 4-3.
2. Frame Mount 4. Panhard Rod
2. Repeat step 1 for other end of link as required. (Diagonal Link)

Refer to Figure 4-2 for view A - A.

G04012 11/97 Final Drive Attachments G4-3

 NOTES

G4-4 Final Drive Attachments 11/97 G04012

 REAR AXLE & FINAL DRIVE ASSEMBLY
The rear axle and final drive assembly contains the
differential assembly, rear oil-cooled disc brake as-
semblies, drive axles, and the planetary drive assem-
blies.
The rear axle and final drive assembly is attached to
the truck frame by four links with spherical bearings at
each link end, thus allowing the drive axle to oscillate
with the ground contour and maintain a positive wheel
contact for maximum drive force. The assembly also
provides a mounting for the rear suspensions and the
park brake assemblies.

DIFFERENTIAL OPERATION
Straight-away-travel
Power from the transmission to the input pinion passes
through the differential bevel gears to turn the differ- Refer to Figure 5-2
ential case. The differential pinions transfer this rota- for View A - A.
tion to the differential side gears where it turns the drive
shafts splined to the gears. During straight-away
travel, the resistance on the tires is equal, same resis-
tance on both left and right drive shafts, so the differ-
ential pinions do not turn. Instead, the rotation of the
case is transferred directly to the side gears. In this
case, bevel and side gears rotate at the same speeds,
so the case and the shaft turn as a single unit.

Turning
In a turn, the resistance on the inside tire is greater
than on the outside one so the resistances on the drive
shaft are not balanced. Consequently, the side gears
then rotate at different speeds. The differential pinions;
therefore, rotate as they transmit the rotation of the
case to the side gears. This rotation forces the two side
gears to rotate in opposite directions. The net effect is
that the outside wheel turns at a rate equal to the sum
of the bevel gear speed and the differential pinion
speed, while the inside one turns at a rate equal to the
difference.

Specifications:
Reduction Ratio:
Differential: 2.647
Final Drive: 7.235
Total: 19.15
FIGURE 5-1. REAR AXLE ASSEMBLY
Tire size: 33.00 - 51, 50 PR 1. Rear Suspension Mount 5. Center Link Mount
Rim size: 24.00 - 51 2. Lower Link Mount 6. Parking Brake Mount
3. Panhard Rod Mount 7. Rear Oil Disc Brakes
4. Differential 8. Planetary Final Drive

G05016 12/98 Rear Axle and Final Drive Assembly G5-1

REAR AXLE ASSEMBLY
Removal
Make sure jacks, lifting equipment and rigging
have adequate capacity and are securely attached
to raise and hold rear of truck until blocking or
support stands are securely installed.
Total weight distribution (approximate):
Rear axle of empty truck (without body liners):
51 865 kg (112,563 lbs.)
Rear Axle assembly with wheels & tires:
19 568 kg (43,140 lbs.)
Rear Axle assembly without wheels & tires:
13 209 kg (29,120 lbs.)
1. Park truck on level surface.
2. Securely block front wheels.
3. Refer to Section ‘‘J’’, Parking Brake, and remove
parking brake assembly.
4. Raise rear of frame high enough for final drive
case to clear as it is rolled from under the truck.
5. Securely block under both frame mount structures
at the lower end of the hoist cylinders.
6. Block rear wheels to prevent final drive assembly
from moving when disconnected from frame.
7. Disconnect the drive shaft between final drive and
transmission at both ends. Slide drive shaft out of
protector and set aside.
8. Disconnect all hydraulic lines to both oil disc brake
assemblies and park brake assembly. Cap/plug
all ports and hoses to prevent dirt entry. Identify
or mark all connections for easier reassembly.
9. Remove any electrical wiring or lube lines that
may interfere with removal of the final drive as-
sembly.
10. Remove rock ejectors from both sides of body.
11. Completely vent all nitrogen gas (N2) from both
rear suspensions.
Refer to Section ‘‘H’’, Oiling and Charging Proce-
dures for safe discharging of Nitrogen gas (N2).
12. Refer to Section ‘‘H’’, Rear Suspension Removal.
Remove both suspensions.
G5-2 Rear Axle and Final Drive Assembly
13. Refer to Final Drive Attachment, in this Section,
for the Lower Link, Center Link, and Panhard Rod
‘‘Removal’’. Remove these components.
14. Remove blocks from behind rear wheels.
15. Roll final drive assembly out from under frame.
Installation
Make sure jacks, lifting equipment and rigging
have adequate capacity and are securely attached
to raise and hold rear of truck until blocking or
support stands are securely installed.
Total weight distribution (approximate):
Rear axle of empty truck (without body liners):
51 865 kg (112,563 lbs.)
Rear Axle assembly with wheels & tires:
19 568 kg (43,140 lbs.)
Rear Axle assembly without wheels & tires:
13 209 kg (29,120 lbs.)
1. If not already done, raise rear of frame high
enough for final drive case to clear as it is rolled
under the truck and securely block under both
frame mount structures at the lower end of the
hoist cylinders. Align final drive assembly to
frame.
2. Roll final drive under frame and block wheels.
3. Refer to Final Drive Attachment, this Section, for
Lower and Center Link Installation. Install Links.
4. Raise Diagonal Link to connect to frame. Refer to
Final Drive Attachment, this Section, for Diagonal
Link Installation. Install Diagonal Link.
5. Refer to Section ‘‘H’’, Rear Suspension Installa-
tion. Install both suspensions.
6. Install drive line with slip joint end toward trans-
mission. Tighten companion flange capscrews to
39 ±4 kg.m (282 ±30 ft.lbs.) torque.
7. Install all hydraulic lines to park brake assembly
and both rear oil-cooled disc brake assemblies.
Before placing truck in production, brakes must be
bled. Refer to Section ‘‘J’’ for the Brake Bleeding
procedure.
G05016 12/98
 8. Install all electrical wiring and lube lines that were
previously removed with the final drive assembly.
Install rock ejectors on both sides of body.
9. Raise rear of truck frame, and remove blocks or
support stands from under lower hoist cylinder
mount structures.
10. Refer to Section ‘‘J’’, Parking Brake Installation for
instructions and install parking brake assembly.
11. Charge all suspensions. Refer to Section ‘‘H’’,
Suspension Oiling and Charging Procedure.
12. Refer to ‘‘Planetary Final Drive" and fill each final
drive with approved oil.
To Check Differential Oil Level
1. Truck should be parked on a level surface.
2. Remove plug (2, Figure 5-2) and check the oil
level. If the oil level is not at, or near, the lower
end of the plug hole, fill with approved oil through
the plug hole until oil is at bottom of hole.
FIGURE 5-2. AXLE HOUSING, VIEW A - A, Fig. 5-1
1. Axle Housing 4. Pin
2. Fill/Level Plug 5. Drain Plug
3. Latch Assembly 6. Axle Housing Breather
G05016 12/98 Rear Axle and Final Drive Assembly
Oil capacity:
Differential: 300 liters (79.0 gal)
Final Drive: 120 liters (31.7 gal) each side
(Refer to Section ‘‘P’’ for oil specification.)
NOTE:
a. Breather (6) must be open to atmosphere at all
times. Check the breather before each shift of
operation and remove any blockage of
dirt/mud, etc.
b. Clean breather as necessary, or at least every
250 hours of truck operation, to insure proper
venting.
c. Differential and Final Drive oil should be
changed every 2000 hours of truck operation.
DIFFERENTIAL ASSEMBLY
The differential assembly is designed to transmit the
rotary power from the drive shaft to the left and right
wheels. It consists of a reduction unit and a differential
unit which provides a difference in rotational speed to
the left and right wheels when negotiating curves.
Because of the design of the differential assembly, the
differential input pinion bearing is subject to both thrust
and radial forces. For this reason, a taper roller bearing
is used. In order to adjust the bearings and gear
backlash, shims are used at the pinion end, and ad-
justing nuts are used at the bevel gear end.
Specifications:
Splash-Type Lubrication
Ratio: 2.647
Removal
1. Obtain container(s) and prepare to recover 300 l
(79.0 gal) of oil from the differential gear case and
120 liters (31.7 gal) of oil from each planetary final
drive gear case.
Remove drain plug (5, Figure 5-2) and drain the
oil from the differential gear case.
2. Refer to ‘‘Planetary Final Drive", in this Section,
for instructions to drain oil from each final drive
assembly and for removal of both drive axles.
3. Refer to ‘‘Parking Brake Removal’’, Section ‘‘J’’,
and disconnect all three parking brake spring
cylinders and hoses.
G5-3
 4. Refer to Final Drive Attachment, in this Section, Installation
for removal of the Center Link, and Panhard Rod.
Remove these components.
5. Refer to Transmission, Section ‘‘F’’, ‘‘Driveline
Removal’’, and remove the rear driveline.
Make sure lifting equipment is of adequate capac-
ity to handle 1780 kg (3,924 lbs).

NOTE: Be careful not to damage the seal surface of

the differential housing.
Make sure lifting equipment is of adequate capac-
ity to handle drive shaft weight of 224 kg (494 lbs).
6. Install a lifting shackle to the differential mounting
surface, then fit a lever block to the pinion end, to
adjust the height when removing.
NOTE: Be careful not to damage the seal surface of
the differential housing.
7. Remove differential assembly (2, Figure 5-3).
Make sure lifting equipment is of adequate capac-
ity to handle 1780 kg (3,924 lbs).
1. Install a lifting shackle to the differential mounting
surface, then fit a lever block to the pinion end,
and adjust the height when installing differential
assembly (2, Figure 5-3). Apply Three Bond
#1374 thread tightener to mounting capscrews
and tighten to 94.5 ±10 kg.m (684 ±72 ft.lbs.)
torque.
2. Apply Three Bond #1374 thread tightener to cap-
screws and install drive shaft assembly. Tighten
capscrews to 39 ±4 kg.m (282 ±30 ft.lbs.) torque.
4. Refer to Final Drive Attachment, in this Section,
for installation of the Center Link, and Panhard
Rod. Install these components.
5. Refer to ‘‘Planetary Final Drive", in this Section,
for instructions to install both drive axles.
6. Refer to Transmission, Section ‘‘F’’, ‘‘Drivelines’’,
and install the rear driveline.

Make sure lifting equipment is of adequate capac-

ity to handle drive shaft weight of 224 kg (494 lbs).

7. Refer to ‘‘Parking Brake Installation’’, Section ‘‘J’’,

and connect all three parking brake spring cylin-
ders and hoses.
8. Add 300 liters (79.0 gal) of oil to the differential
gear case and 120 liters (31.7 gal) of oil to each
planetary final drive gear case. Refer to ‘‘Lubrica-
tion and Service’’, Section ‘‘P’’, for oil specifica-
tions. Check differential and each final drive for
proper oil level.
FIGURE 5-3. DIFFERENTIAL ASSEMBLY
1. Lift Chain 2. Differential
Assembly

G5-4 Rear Axle and Final Drive Assembly G05016 12/98

DIFFERENTIAL ASSEMBLY
NOTE:
The illustrations used in the following ‘‘Disassembly’’
and ‘‘Assembly’’ procedures for the Differential Assem-
bly are TYPICAL of the installation, but may not be an
an exact replica of the particular part(s). Some parts,
such as the Park Brake Support, (the 530M has mount-
ing surfaces for three brake calipers) may actually
appear different, but their fit and function, as depicted
in the illustrations, are similar.
3. Caliper assembly
a. Refer to ‘‘Parking Brake Removal’’, Section ‘‘J’’,
and remove all three parking brake assem-
blies.
b. Remove brake disc (1, Figure 5-5).
4. Remove retaining capscrew (3, Figure 5-5), and
mounting capscrews (6), then remove coupling
(2) together with holder (4) and O-ring.
5. Remove support (5).

Disassembly
1. Set differential assembly in Tool repair stand (2,
Figure 5-4).

FIGURE 5-5. BRAKE COUPLING

1. Brake Disc 4. Holder
2. Coupling 5. Support
3. Capscrew 6. Capscrews

6. Install coupling and lifting device (1, Figure 5-6)

and screw in pusher bolts, then lift off pinion and
FIGURE 5-4. PARK BRAKE SPRING CYLINDER carrier assembly (2).
1. Spring Cylinder 3. Connecting Pin
NOTE: Check the number and thickness of the shims,
2. Tool 4. Lever
and keep together in a safe place for installation at
NOTE: The 530M has three brake caliper assemblies. re-assembly of pinion and carrier.

2. Using a portable power source, pump hydraulic

oil into the park brake spring cylinder to retract
rod, then pull out connecting pin (3) of adjuster
lever (4), and remove spring cylinder (1).

If the hydraulic pressure in the spring cylinder is

released, the rod will suddenly extend; keep hands
away from rod.

FIGURE 5-6. PINION AND CARRIER

1. Lifting Device 2. Carrier Assembly

G05016 12/98 Rear Axle and Final Drive Assembly G5-5

 FIGURE 5-7. DIFFERENTIAL ASSEMBLY

1. Seal 10. Side Gear (28 Teeth) 19. Cage 27. Bearing Carrier Cage
2. Capscrew & Washer 11. Differential Gear Case 20. Cross Shaft 28. Shim Assembly
3. O-Ring 12. Ring Gear (45 Teeth) 21. Differential Case 29. Park Brake Support
4. O-Ring 13. Capscrew & Washer 22. Retainer 30. Bearing
5. Input Pinion (17 Teeth) 14. Capscrew & Washer 23. Capscrew & Washer 31. Coupling
6. Capscrew & Washer 15. Plate 24. Bearing 32. Retainer
7. Pinion Gear (22 Teeth) 16. Capscrew & Washer 25. Dowel Pin 33. Capscrew & Washer
8. Bearing 17. Lock 26. Ring 34. O-Ring
9. Adjusting Nut 18. Dowel Pin

G5-6 Rear Axle and Final Drive Assembly G05016 12/98

Disassembly of Pinion Carrier Assembly Differential Gear Unit
1. Remove carrier (2, Figure 5-8) together with inner 1. Remove locks (1, Figure 5-10).
bearing (3) from pinion gear (1).

FIGURE 5-10. DIFFERENTIAL

FIGURE 5-8. PINION BEARING 1. Locks 3. Capscrews
3. Inner Bearing 2. Wrench (790-425-1660)
1. Pinion Gear
2. Carrier 4. Inner Bearing
5. Spacer

2. Using wrench (2), loosen left and right side bear-

2. Remove spacer (5), then remove inner bearing ing adjustment nuts (3) until they can be turned
(4). by hand.

3. Remove holder (4, Figure 5-9), then remove cen- 3. Remove capscrews (2, Figure 5-11). Remove
ter bearing inner race (5) from pinion gear (6). plates (5) and caps (1).

4. Remove bearing outer races (2) and (1) from 4. Lift off differential gear assembly (4).
carrier (3). 5. Remove left and right side bearing adjustment
NOTE: The bearing is an adjustment-free bearing nuts (3).
assembly (2 tapered roller bearings and spacer).
Check the matching numbers, and keep as a set in a
safe place.

FIGURE 5-9. PINION GEAR AND RACES FIGURE 5-11. DIFFERENTIAL MOUNTING
1. Outer Race 4. Holder 1. Cap 3. Adjustment Nuts
2. Outer Race 5. Inner Race 2. Capscrews 4. Gear Assembly
3. Carrier 6. Pinion Gear 5. Plate

G05016 12/98 Rear Axle and Final Drive Assembly G5-7

Disassembly Of Differential Gear Unit
1. Using a knife edge type puller (1, Figure 5-12) and
a porta-power cylinder, remove bearing (2).

FIGURE 5-14. THRUST WASHER

1. Thrust Washer 2. Case

FIGURE 5-12. BEARING PULLER

1. Puller 2. Bearing

2. Punch mark the case sections and remove mount-

ing capscrews (2, Figure 5-13), then remove case
(1).

FIGURE 5-15. SIDE GEAR

1. Side Gear 2. Gear

FIGURE 5-13. DIFFERENTIAL CASE

1. Case 2. Capscrews

3. Remove thrust washer (1, Figure 5-14) from case

(2).
4. Remove side gear (1, Figure 5-15).
5. Remove pinion gear assembly (1, Figure 5-16) FIGURE 5-16. PINION GEAR ASSEMBLY
together with cross shaft (2). 1. Gear Assembly 2. Cross Shaft

G5-8 Rear Axle and Final Drive Assembly G05016 12/98

 6. Hold pinion gear assembly (3, Figure 5-17) with 9. Remove bearing outer races (1 & 2, Figure 5-19)
press, and using wrench (1), remove ring nut (2). and from pinion gear.
NOTE: The bearing is an adjustment-free bearing, so
check the matching numbers of the bearing, collar, and
outer race, and keep together as a set in a safe place.

FIGURE 5-17. RING NUT AND GEAR

1. Wrench (09003-08290) 3. Pinion Gear
FIGURE 5-19. GEAR BEARINGS
2. Ring Nut
1. Outer Race 2. Outer Race

7. Push out shaft (4, Figure 5-18) with press, then 10. Remove side gear (1, Figure 5-20).
remove pinion gear (1), bearing (2), and collar (3).
8. Remove bearing from shaft.

FIGURE 5-20.
FIGURE 5-18. GEAR AND SHAFT 1. Side Gear 2. Bevel Gear
1. Pinion Gear 3. Collar
2. Bearing 4. Shaft

G05016 12/98 Rear Axle and Final Drive Assembly G5-9

11. Remove thrust washer (1, Figure 5-21). 14. Remove snap ring (2, Figure 5-23), then remove
bearing (1) from differential case (3).

FIGURE 5-21. BEVEL GEAR

1. Thrust Washer 2. Bevel Gear FIGURE 5-23. DIFFERENTIAL BEARING
1. Bearing 3. Differential Case
2. Snap Ring

12. Remove bevel gear (3, Figure 5-22) from case (2). 15. If bevel gear (3, Figure 5-22) is to be replaced,
13. Remove bearing (1) from case. remove gear retaining capscrews and separate
gear from case (2).
NOTE: Bevel gear and pinion gear must be replaced
as a matched set.

FIGURE 5-22. DIFFERENTIAL BEARING

1. Bearing 3. Bevel Gear
2. Case 4. Capscrews and Washers

G5-10 Rear Axle and Final Drive Assembly G05016 12/98

ASSEMBLY of DIFFERENTIAL

Differential Bearing
1. Set differential case in tool repair stand (2, Figure
5-4).
2. Using a push tool, press fit bearing (1, Figure 5-23)
in differential case (3), then install snap ring (2).

Assembly Of Differential Gear Assembly

1. Align bevel gear (3, Figure 5-22) with dowel pins
on differential gear case (2) and install. Apply
Three Bond #1374 thread tightener to mounting
capscrews (4). Install capscrews and washers
and tighten to 135 kg.m (975 ft.lbs.) torque.
2. Install side bearing (1). Shrink fit bearing by
heating to 100° C (212° F).
NOTE: Bearings should be heated by heat lamps, oil
bath, or induction heaters. Do not use a torch or heat
greater than 176° C (350° F).
After bearing cools, check that there is no clearance
between the end face of the case and the bearing.
3. Turn case over, then align with dowel pin, and
install thrust washer (1, Figure 5-21).
a. Check that the head of the dowel pin is
+0.2 +0.008
0.5 mm (0.020 in) lower than the
−0.0 −0.000
surface of the washer.
4. Install side gear (1, Figure 5-20).
5. Differential Pinion Side Gear.
NOTE: The bearing is an adjustment-free bearing
assembly. Check the numbers on the bearings, collar,
and outer races, and use only a matched set.
FIGURE 5-24. BEARING INSTALLATION
1. Bearing 2. Shaft
NOTE: Align the notched portion of the pinion gear
shaft with the case dowel pin and install. Move the
pinion gear, and verify gear assembly rotates easily.
7. Install side gear (1, Figure 5-15).
8. Align with dowel pin, and install thrust washer (1,
Figure 5-14).
a. Check that the head of the dowel pin is
+0.2 +0.008
0.5 mm (0.020 in) lower than the
−0.0 −0.000
surface of the washer.
9. Heat side bearing (1, Figure 5-25) to 100°C
(212°F) and install to case (2).
NOTE: Bearings should be heated by heat lamps, oil
bath, or induction heaters. Do not use a torch or heat
greater than 176°C (350°F).
After bearing cools, check that there is no clearance
between the end face of the case and the bearing.

a. Using push tool, press fit outer races (1 & 2,

Figure 5-19) in pinion gear.
b. Using push tool, press fit bearing (1, Figure
5-24) to shaft (2).
c. Set pinion gear to shaft, then assemble collar
(3, Figure 5-18), and using push tool, install
bearing (2).
d. Apply Three Bond #1374 thread tightener to
ring nut (2, Figure 5-17). Hold pinion gear
assembly (3) with press, and using wrench (1),
tighten ring nut (2).
6. Assemble pinion gear assembly (1, Figure 5-16) FIGURE 5-25. BEARING INSTALLATION
to cross shaft (2), then raise and install in case. 1. Side Bearing 2. Case

G05016 12/98 Rear Axle and Final Drive Assembly G5-11


FIGURE 5-26. CASE INSTALLATION
1. Case 2. Capscrews
10. Fit case (1, Figure 5-26) to housing. Apply Three
Bond #1374 thread tightener to mounting cap-
screws (2) and tighten to 94.5 kg.m (684 ft.lbs.)
torque.
Installation Of Differential Assembly
1. Tighten side bearing adjustment nuts (3, Figure
5-11) temporarily, and place differential gear case
assembly (4) temporarily.
2. Align match marks and fit caps (1) to assembly.
Rotate the bevel gear 20 - 30 turns to seat the
bearings, then tighten. Apply Three Bond thread
tightener #1374 to mounting capscrews (2). Po-
sition plates (5) on caps and install capscrews.
Tighten to 175 kg.m (1266 ft.lbs.) torque.
3. Adjusting preload of bearing:
a. Install measurement adapters (2, Figure 5-27)
to both ends of cap.
b. Measure dimension between adapters with
depth micrometer (1).
NOTE: When measuring, hold the micrometer se-
curely with one hand, and put the probe in contact
parallel to the measurement adapter.
c. Add 0.66 ±0.12 mm (0.025 ±0.005 in) to the
measured dimension, and set scale of mi-
crometer.
NOTE: The added dimension becomes the amount of
deflection of the case before applying preload and after
applying preload.
G5-12 Rear Axle and Final Drive Assembly
FIGURE 5-27. BEARING PRELOAD
1. Micrometer (792-525-3000) 3. Measuring Posts
2. Adapter 4. Spring Balance
5. Plates
d. Fit spring balance (4, Figure 5-27) to to the
bevel gear mounting bolt and measure the
starting force in the tangential direction as
shown. Starting force should be 7.7 - 10.3 kg
(17 - 23 lbs.).
e. Tighten adjustment nuts (3, Figure 5-10) from
both ends, and continue to tighten with wrench
(2), paying careful attention to the groove that
the lock enters. To seat the bearing properly,
rotate the bevel gear and tap the bearing cap
and bevel gear with a soft-faced hammer,
NOTE: Precautions when adjusting preload;
If the increase in deflection caused by overtightening
of the adjustment nut exceeds the standard amount,
return the adjustment nuts to the condition before
adjusting. When doing this, rotate the bevel gear and
tap the bearing cap and bevel gear with a plastic
hammer, check that there is no clearance at ‘‘A’’,
Figure 5-28, and adjust again.
Use a light with a feeler gauge to
check that there is no gap.
FIGURE 5-28. BEARING ADJUSTMENT
G05016 12/98
Input Pinion and Carrier Assembly

When assembling the differential pinion carrier

assembly (Figure 5-29), if coupling bolts are not
tightened while the pinion bearing is turning, the
bearing will be damaged in a short period of opera-
tion. To prevent this, the following assembly pro-
cedure must be followed.
FIGURE 5-30.
1. Using push tool, press fit outer races (1, Figure
5-30) and (2) in carrier (3). Check that there is no 1. Outer Race 3. Carrier
clearance between the outer races and the car- 2. Outer Race
rier.
2. Heat bearing inner race (2, Figure 5-31) to 100°C
(212°F), then press center bearing inner race
onto pinion gear (3), then install holder (1).
Apply Three Bond #1374 thread tightener to
mounting bolts and tighten to 28.5 ±3 kg.m (206
±22 ft.lbs.) torque.
NOTE: Bearings should be heated by heat lamps, oil
bath, or induction heaters. Do not use a torch or heat
greater than 176° C (350° F).
3. Heat bearing inner race* (1, Figure 5-32) to 100°C
(212°F), then press onto pinion gear shaft and
install spacer (2).
*The bearing is an adjustment-free bearing. Ver-
ify the numbers match and keep them together as
a set.
*Verify there is no clearance between the end
face of the pinion gear and the inner race.

FIGURE 5-29. INPUT PINION ASSEMBLY

1. Capscrew & Washer 10. O-Ring
2. Park Brake Disc 11. Capscrew & Washer
3. Coupling 12. Holder
4. Capscrew & Washer 13. Bearing Race
5. Holder 14. Pinion Gear (15 T)
6. O-Ring 15. Bearing Carrier FIGURE 5-31.
7. Park Brake Support 16. Shim Assembly
17. Capscrew & Washer 1. Holder 3. Pinion Gear
8. Oil Seal
18. Bearing Assembly 2. Bearing Inner Race
9. O-Ring

G05016 12/98 Rear Axle and Final Drive Assembly G5-13

 FIGURE 5-32.
1. Bearing Inner Race 2. Spacer
FIGURE 5-34.
1. Cage Assembly
4. Set carrier (2, Figure 5-33) to pinion gear (3), and
install bearing (1).
5. Coat the bearing rollers as well as the running
7. Install oil seal (3, Figure 5-35) and O-ring (2) to
surfaces of the inner and outer races thoroughly
park brake support (1). Install support (1) to dif-
with oil.
ferential case. Apply Three Bond #1374 thread
6. Fit O-ring (10, Figure 5-29) onto bearing carrier tightener to mounting bolts and tighten to 56 ±6
(15), and assemble shims* (16), then install pin- kgm (405 ±45 ft.lbs) torque.
ion and cage assembly (1, Figure 5-34) to differ-
ential case.
*NOTE: Use the same amount of shims that
were removed at time of pinion disassembly.

If any parts, such as bearings, bearing carrier,

pinion gear, or housing have been replaced, be
certain to refer to ‘‘Adjusting Tooth Contact,
Backlash’’ later in this procedure to determine
the correct shim thickness.

FIGURE 5-35.
FIGURE 5-33.
1. Park Brake Support 3. Oil Seal
1. Bearing 3. Pinion Gear 2. O-Ring
2. Carrier

G5-14 Rear Axle and Final Drive Assembly G05016 12/98

 8. Fit coupling (4, Figure 5-36), O-ring and holder (2),
and apply Three Bond thread tightener #1374 to
mounting bolt (3). Tighten bolt* (3) gradually to
280 ±30 kg.m (2025 ±217 ft.lbs) torque while the
bearing is turning (20 to 30 rotations).
*If the bolt (3) is tightened without keeping the
bearing turning, there will be a possibility of dam-
aging the bearing.

FIGURE 5-38.

Method #2:
b. Measure the axial bearing end play for:
0.0 - 0.118 mm (0.0 - 0.0046 in.)
Measuring method:
FIGURE 5-36. 1.) After the bearing has been run 20 to 30
1. Park Brake Support 3. Bolt rotations, set a dial gauge as shown in Fig-
2. O-Ring and Holder 4. Coupling ure 5-38 to align with Point Zero.
9. After tightening bolt (3), turn the bearing 20 to 30 2.) Oscillate the coupling 20 to 30 rotations in its
rotations again, and make sure that the bearing lifted condition (approximately 300 kg) and
is running smoothly and that bolt (3) has been make sure that the dial gauge reading has
tightened to the specified torque. been stabilized. (See Figure 5-39)
3.) The dial gauge reading obtained in the pre-
10. Using either of the following methods, confirm that
vious step will be equal to the end play in the
the bearing has been set normally.
axial direction.
Method #1:
a. Measure the starting torque in the tangential
direction with a spring scale (1, Figure 5-37)
attached to a threaded hole in the coupling
(396 mm [15.6 in.] bolt circle dia.).
Starting torque must not be greater than 5.1
kg. (11.2 lbs.) maximum.
Perform this measurement on the bevel gear
side.

FIGURE 5-39.

FIGURE 5-37.
1. Spring Scale

G05016 12/98 Rear Axle and Final Drive Assembly G5-15

Adjusting Tooth Contact, Backlash
Adjust backlash and tooth contact at the same time.
1. Adjust backlash as follows.
a. Move bevel gear with adjustment nuts (1 & 2,
Figure 5-40).
2. Adjust tooth contact as follows.
a Adjust the in and out movement of the bevel
pinion by changing the shims between the
differential case and bearing cage.
b. Adjust tooth contact in Step 3.

When adjusting the bevel gear, do not change the

preload of the bearing. Always turn the adjustment
nuts at both ends the same amount in the same
direction.

b. Put a dial Indicator (2, Figure 5-41) at right

angles in contact with the reverse face of the
tooth at the outside of the bevel gear. Turn the
adjustment nut and adjust the backlash.
c. Backlash: Adjust at 3 - 4 places. Keep the
pinion gear locked when measuring. Adjust to
0.46-0.66 mm (0.018 - 0.026 in) backlash.

FIGURE 5-41. BACKLASH ADJUSTMENT

1. Bevel Gear 2. Dial Indicator

FIGURE 5-40. TOOTH CONTACT ADJUSTMENT

1. Adjustment Nut 2. Adjustment Nut

G5-16 Rear Axle and Final Drive Assembly G05016 12/98

3. Adjusting tooth contact
Mix red lead in spindle oil to form a thin paste, Adjust the tooth contact as shown in the following
then coat the face of 7 or 8 teeth of the driven illustrations and procedure.
gear. Hold down the driven gear by hand to act
as a brake, and rotate the drive pinion gear for-
ward and backward, then inspect the pattern left
on the teeth.

G05016 12/98 Rear Axle and Final Drive Assembly G5-17

 4. Caliper assembly
a. Install brake disc (1, Figure 5-42). Apply Three
Bond #1374 thread tightener to disc plate cap-
screws and tighten to 76 kg.m (550 ft.lbs.)
torque.

FIGURE 5-42. BRAKE COUPLING

FIGURE 5-44. PARK BRAKE SPRING CYLINDER
1. Brake Disc 4. Holder
2. Coupling 5. Support 1. Spring Cylinder 3. Connecting Pin & Clevis
3. Capscrew 6. Capscrews 2. Tool 4. Lever

b. Install plate (1, Figure 5-43) on one side tem-

porarily.
c. Fit pad (2) and install caliper (3).
d. Install plate on other side and tighten fully.
Apply Three Bond #1374 thread tightener to
plate mounting capscrews and tighten to 94.5
kg.m (684 ft.lbs.) torque.
NOTE: Adjust for a clearance of 0.1 mm (0.004 in)
between the plate and the caliper.
5. Install spring cylinder assembly (1, Figure 5-44),
and connect rod clevis with connecting pin (3) to
lever of slack adjuster (4).
NOTE: To retract the rod, pump oil pressure into the
spring cylinder.
Refer to ‘‘Parking Brake Adjustment’’, Section ‘‘J’’,
Brake System, to adjust park brake assembly.

FIGURE 5-43. CALIPER

1. Plate 3. Caliper
2. Pad

G5-18 Rear Axle and Final Drive Assembly G05016 12/98

 FINAL DRIVE PLANETARIES AND WHEEL HUBS

To Check Oil Level:

FINAL DRIVE
The final drive uses a planetary gear mechanism to
reduce the rotation speed and produce a greater driv-
ing torque. Of all the components in the drive train, the
final drive has to bear the greatest stresses. The
lubrication system should be maintained properly to
insure long life of the gears and bearings.
Stop the truck with the casting line horizontal and the
drain plug at the bottom. Remove the fill plug and
check the oil level. If the oil level is not near the lower
edge of the plug hole, add oil until it reaches this level.
(Refer to Section ‘‘P’’, Lubrication and Service for oil
specification.)

FIGURE 6-1. FINAL DRIVE PLANETARY

1. Carrier
2. Planet Gear Shaft
3. Planet Gear (43 Teeth)
4. Sun Gear (17 teeth)
5. Button
6. Cover 10. Inner Hub SPECIFICATIONS:
7. Ring Gear (106 Teeth) 11. Drive Shaft Splash-type Lubrication
8. Spacer 12. Wheel Hub Ratio: 7.235
9. Retainer 13. Seal Assembly Oil: 120 L (31.7 gal) Each Side
14. Seal Drain Hose

G06009 6/99 Final Drive Planetaries and Wheel Hubs G6-1

CARRIER ASSEMBLY

Removal
1. Drain 120L (31.7 gal) oil from the planetary carrier
case.
NOTE: If the drain plug is not at the bottom, use a
hydraulic jack (50t) to raise the truck, then turn the hub.

2. Remove cover (1, Figure 6-2).

3. Remove button (2).
4. Install an eyebolt at the end of drive shaft (3,
Figure 6-3), then use a bar to pull out drive shaft.
5. Remove snap ring (4).
FIGURE 6-3. DRIVE SHAFT
6. Remove sun gear (5).
1. Carrier Assembly 4. Snap Ring
7. Remove spacer (2).
2. Spacer 5. Sun Gear
3. Drive Shaft

Be sure lifting device is of adequate capacity to

handle 630 kg (1,390 lbs.) safely.
8. Remove carrier assembly (1).

FIGURE 6-2. COVER AND BUTTON

1. Cover 2. Button

FIGURE 6-4. CARRIER ASSEMBLY

1. Carrier Assembly 2. Rim

G6-2 Final Drive Planetaries and Wheel Hubs 6/99 G06009

Installation
Be sure lifting device is of adequate capacity to
handle 630 kg (1,390 lbs.) safely.
1. Install carrier assembly (1, Figure 6-4).
2. Install spacer (2 Figure 6-3).
3. Install sun gear (5).
4. Install snap ring (4).
5. Install an eyebolt at the end of drive shaft (3), then
use a bar to Install drive shaft.
6. Install button (2, Figure 6-2).
7. Install cover (1).
8. Add oil to the final drive case. Refill to the specified FIGURE 6-6. BEARINGS
level and check the oil level again. Refer to ‘‘Lu-
brication and Service’’, Section ‘‘P’’, for the proper 1. Bearings 2. Spacer
oil.

3. Pull out gear assembly (5), and remove two

FINAL DRIVE CARRIER
Disassembly
1. Remove four capscrews (6, Figure 6-5) and six
capscrews (7), then remove plate (3).
2. Using a press, remove shaft (4).
bearings (1) and spacer (2). (See Figures 6-5 and
6-6)
4. Remove outer race (1, Figure 6-7) and spacer (2).
NOTE: The bearing is an adjustment-free bearing, so
keep together as a set in a safe place.
5. Remove snap ring (3).
6. Remove spacer (8, Figure 6-5) from carrier.

FIGURE 6-5. CARRIER

1. Bearings 5. Gear Assembly
2. Spacer 6. Capscrews FIGURE 6-7. OUTER BEARING RACES
3. Plate 7. Capscrews 1. Outer Race 3. Snap Ring
4. Shaft 8. Spacer 2. Spacer

G06009 6/99 Final Drive Planetaries and Wheel Hubs G6-3

Assembly FINAL DRIVE ASSEMBLY
1. Install spacer (8, Figure 6-5) to carrier.
Disassembly
2. Install snap ring (3, Figure 6-7).
1. Remove rear wheel assembly. Refer to ‘‘Rear
3. Fit spacer (2), and press fit outer race (1). Wheel Removal’’, this section.
4. Set spacer (2, Figure 6-5) and bearing (1) in 2. Remove carrier assembly as previously de-
position, then raise planetary gear and assemble, scribed.
and install bearing (1) from top.
3. Shim and retainer removal;
5. Push planetary gear assembly (5) into carrier. a. Using three evenly spaced tools 562-99-3A110
6. Fit plate (3) with capscrew (7) temporarily, then (1, Figure 6-9), secure disc brake inner gear (4)
install 2 guide capscrews to shaft (4), and press to outer gear (3). To install the tools, remove
fit. three capscrews (2) from the outer gear, and
insert capscrews (5) using the three tool
7. Apply Three Bond #1374 thread tightener to cap- mounting tapped holes in the inner gear.
screws (4, Figure 6-8) and tighten to 11.5 kg.m
(83 ft.lbs.) torque. After rotating pinion gear 5 - 6
turns, tighten nine capscrews (4) and six cap-
screws (3) to specified torque again.
To prevent damage to the floating seal, always
install tools before removing retainer (1, Figure
6-9).
b. Remove mounting capscrews (2, Figure 6-10),
then remove retainer (1) and shims.
NOTE : Check the number and thickness of the shims,
and keep together in a safe place.

FIGURE 6-9. BRAKE GEAR TOOL INSTALLATION

1. Tool (562-99-3A110) 4. Inner Gear
(3 required, Equally 5. Capscrew (Temporary)
Spaced)
6. Wheel Hub
FIGURE 6-8. PLANETARY SHAFT RETAINER 2. Capscrew
3. Outer Gear
1. Cover 3. Capscrew & Washer
2. Retainer Plate 4. Capscrew & Washer

G6-4 Final Drive Planetaries and Wheel Hubs 6/99 G06009

 FIGURE 6-10. RETAINER FIGURE 6-12. INNER GEAR AND RING GEAR

1. Retainer 2. Capscrews 1. Capscrews 3. Inner Hub

2. Holder 4. Ring Gear

NOTE: The ring gear (1, Figure 6-11) weighs approxi-
mately 150 kg (331 lbs.)
4. Lift off ring gear assembly (1, Figure 6-11). Disas-
semble ring gear assembly as follows.
a. Remove mounting capscrews (1, Figure 6-12),
then remove holder (2).
b. Remove inner hub (3) from ring gear (4).
5. Rear wheel hub assembly removal.
a. Attach a sling to rear wheel hub assembly (1,
Figure 6-13) or support with forklift, then re-
move all nuts (2, Figure 6-14), except those on
seal retainer tools.

FIGURE 6-13. REAR WHEEL HUB

1. Hub Assembly 2. Housing
FIGURE 6-11. RING GEAR
1. Ring Gear Assembly 2. Hub

G06009 6/99 Final Drive Planetaries and Wheel Hubs G6-5

 FIGURE 6-14. GEAR SUPPORT TOOL FIGURE 6-16. HUB AND BEARING
1. Tool (562-99-3A110) 4. Outer Gear 1. Hub Assembly 3. Outer Race
2. Nut 5. Wheel Hub 2. Outer Race
3. Capscrew

d. Remove outer races (2 & 3, Figure 6-16) from

wheel hub assembly (1).
b. Pull out wheel hub assembly (2, Figure 6-15)
slowly until outer bearing is unseated. Remove 6. Remove inner bearing (1, Figure 6-17) and bear-
outer bearing (1), and bearing inner race pin. ing inner race pin (3).
c. Remove wheel assembly. 7. Remove floating seal carrier (13, Figure 6-1) from
axle.
NOTE: The bearing comes out easily, so be extremely
careful not to let it drop.

FIGURE 6-15. HUB AND BEARING FIGURE 6-17. BEARING

1. Bearing 2. Hub Assembly 1. Bearing 3. Pin
2. Axle

G6-6 Final Drive Planetaries and Wheel Hubs 6/99 G06009

Assembly 5) Using depth micrometer (1, Figure 6-18)
NOTE: Refer to Section ‘‘J’’, Rear Wet Disc Brakes - measure dimension ‘‘c’’ between end of shaft
Floating Ring Seal Assembly/Installation for detailed and outer edge of retainer (2).
seal installation instructions. 6) Install tools (1, Figure 6-14) at 3 places.
7) Remove retainer, and measure the thickness
1. Install floating seal assembly (13, Figure 6-1) to
‘‘a’’ of retainer. Select a shim thickness which
disc brake inner gear/wheel hub seal carrier. In-
is dimension ‘‘b’’, by using the formula below:
stall a new O-ring on the seal carrier.
(b=c-a) and add 0.3 mm (0.012 in).
2. Install inner bearing (1, Figure 6-17) and pin (3).
b. Insert shim pack as determined above, then
3. Wheel hub assembly install retainer (2, Figure 6-18). Apply Three
a. Using a push tool, press fit outer races (2 & 3, Bond #1374 thread tightener to capscrews (3)
Figure 6-16) in wheel hub (1). and tighten to 94.5 kg.m. (684 ft.lbs.) torque.
b. Raise rear wheel hub assembly, slide the as- c. Remove tools (1, Figure 6-14) from 3 places.
sembly over the axle and against disc brake Tighten capscrews (3) where tools were re-
inner gear. moved in outer gear (4) to 56 kg.m (405 ft.lbs.)
torque.
c. Install outer bearing retainer pin on axle. Install
outer bearing (1, Figure 6-15). 6. Rotate the wheel hub 5 - 6 times and tighten the
d. Install nuts (2, Figure 6-14) and tighten to 94.5 capscrews (2, Figure 6-18) uniformly until the
kg.m (684 ft.lbs.) torque. tightening torque is constant. After tightening the
capscrews, rotate the wheel hub, and verify
NOTE: Do not remove tools (1, Figure 6-13) until the smooth rotation.
retainer has been completely secured.
7. Refer to ‘‘Carrier Assembly Installation’’, this sec-
tion, and install carrier assembly.
4. Ring gear assembly: 8. Refer to ‘‘Rear Wheel Assembly Installation’’, this
a. Set inner hub (3, Figure 6-12) to ring gear (4). section, and install rear wheel assembly.
c. Install holder (2), and apply Three Bond #1374
thread tightener to mounting capscrews (6)
and tighten to 11.5 kg.m (83.2 ft. lbs).
d. Install ring gear assembly (1, Figure 6-10).
5. Shim retainer:
a. Adjust preload of bearing as follows.
1) With no shims assembled, install retainer (2,
Figure 6-18) temporarily with capscrews (3).
2) Remove tools (1, Figure 6-14) from 3 places.
3) Rotate wheel hub 5 - 6 times.
4) Tighten capscrews uniformly to 17 ±1.0 kg.m
(123 ± 7.2 ft.lbs.) torque.

If the capscrews are tightened without rotating the

wheel hub, the bearing will not seat properly and FIGURE 6-18. SHIM ADJUSTMENT
the correct preload cannot be obtained.
1. Micrometer 2. Retainer
3. Capscrew

G06009 6/99 Final Drive Planetaries and Wheel Hubs G6-7

 NOTES

G6-8 Final Drive Planetaries and Wheel Hubs 6/99 G06009

 SECTION H

SUSPENSIONS

INDEX

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-2
Suspension Operation (Standard Equipment) . . . . . . . . . . . . . . . . . . . . . . . . H2-2
3-Mode Supension (Optional Equipment) . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
3-Mode Suspension System Components . . . . . . . . . . . . . . . . . . . . . . . H2-4
Automatic Suspension Controller (ASC) . . . . . . . . . . . . . . . . . . . . . . H2-4
Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5
Steering Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5
Suspension Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Suspension Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
Damping Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Damping Valve (Fixed Rate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Damping Valve/Actuator (3-Mode Damping Rate) . . . . . . . . . . . . . . . . H2-11

REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
Spherical Bearing Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6

OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6
Adjusting Length of Front and Rear Cylinders . . . . . . . . . . . . . . . . . . . . . H4-7

H01011 6/98 Index H1-1

 FRONT SUSPENSION

The suspension system supports the weight of the

chassis, and absorbs the shock from uneven road
surfaces to provide a comfortable ride for the operator.
At the same time, it maintains the stability of the
machine by ensuring that all four wheels are always in
contact with the ground surface.
The suspensions are hydro-pneumatic components
containing oil and nitrogen gas. The oil and gas in the
four suspension cylinders carry the gross truck weight
less wheels, spindles and final drive assembly.
The front suspension consists of two basic compo-
nents; a suspension cylinder and an A-arm.
In addition to these functions, the front suspension
employs a variable rate suspension system. In this
system, the force of the suspension is automatically
changed by selecting the damping force to match the
travel conditions and load conditions. This further in-
creases the stability and riding comfort for the opera-
tor.

FRONT SUSPENSION ASSEMBLY

The front suspension cylinder (Figure 2-1) functions as
a shock absorber and spring, and is connected by
spherical bearings to the lower A-arm and main frame.
The wheels move up and down in accordance with the
retraction and extension of the suspension cylinder to
maintain the proper alignment for the wheels and to
improve the stability of the truck.
FIGURE 2-1. FRONT SUSPENSION

H02012 6/98 Front Suspensions H2-1

Suspension Operation
The inside of the cylinder contains oil (‘‘B’’, Figure 2-2),
and is charged with nitrogen gas ‘‘A’’. Oil ‘‘B’’ and oil
chamber ‘‘C’’ are connected by tube (9) and valve
assembly (10).
When the machine is traveling, the wheels follow the
unevenness of the road surface, and an external,
vertical force is applied to the suspension cylinder.
When this happens, the volume of the nitrogen in the
gas chamber is compressed under the input force, and
absorbs the external force. The nitrogen gas is sealed
by a rod and oil, so it is always subjected to a pressure
corresponding to the external force, and acts as a
spring.
The damping force is produced inside valve assembly
(10) with the orifice plate (12) and leaf springs (11).
They restrict the flow of oil between oil chamber ‘‘B’’
and oil chamber ‘‘C’’, and create a damping force.
• When retracting, the nitrogen gas is compressed
by the external force from the road surface. The
oil in chamber ‘‘B’’ flows through the valve assem-
bly (10, Figure 2-2) in direction ‘‘Y’’ and tube (9) to
oil chamber ‘‘C’’. The oil flowing through the valve
from the tube to the orifice plate is throttled by
orifices to generate a damping force.
• When extending, the external force from the road
surface weakens, the pressure of the nitrogen gas
extends the rod, and the oil in chamber ‘‘C’’ passes
through tube (9) and valve assembly (10) to oil
chamber ‘‘B’’. The oil flowing through the valve
flows in direction ‘‘Z’’ and passes through orifices
in the orifice plate to generate a damping force.

The optional variable rate suspension described on the

following pages, also controls the damping force by a
variable orifice located in valve assembly (10).

FIGURE 2-2. FRONT SUSPENSION

1. Charging Valve 9. Tube
2. Retainer 10. Valve Assembly
3. Flange 11. Leaf Springs
4. Cylinder (with axle) 12. Orifice Plate
5. Rod
6. Wear Ring A. Gas Chamber
7. Discharge Plug B. Oil Chamber
8. Air Bleed Plug C. Oil Chamber

H2-2 Front Suspensions 6/98 H02012

3-MODE SUSPENSION (Optional)
The basic front suspension assembly used on trucks
equipped with the fixed rate damping valve is identical
to that used on trucks equipped with the optional,
vartiable damping rate (3-mode) suspension system.
The 3-mode suspension (1, Figure 2-3) however, util-
izes a different valve body (4) and is equipped with a
3-position hydraulic actuator (3) used to achieve the
various damping rates on each front suspension.

FIGURE 2-4. VALVE BODY/ACTUATOR

1. Actuator 4. Orifice Plate
2. Valve Body 5. Leaf Springs
3. Leaf Springs 6. Shaft

Variable Damping Operation

Refer to Figure 2-2 and 2-4 for the following descrip-
tion.
With the 3-mode damping valve body installed, a
bypass circuit ‘‘D’’ is provided before and after the
orifice plate (4, Figure 2-4), resulting in oil flow through
both the orifice plate and bypass passage ‘‘D’’. Oil
flowing through bypass circuit ‘‘D’’ passes through a
shaft (6) with orifices at two places on the inside
circumference, and flows to oil chamber ‘‘C’’ or oil
chamber ‘‘B’’ (Figure 2-2), depending on whether the
suspension is retracting or extending.
The shaft (6, Figure 2-4) is connected to the actuator
(1) used to rotate the shaft to select the appropriate
orifice for the proper damping rate. The actuator is
operated by hydraulic oil pressure received from a
manifold valve equipped with three solenoids, ener-
gized by the Suspension Controller.

FIGURE 2-3. 3-MODE SUSPENSION ASSEMBLY

(Left Suspension Shown)

1. Front Suspension Assembly 3. Actuator

2. Protective Cover 4. Valve Body

H02012 6/98 Front Suspensions H2-3

3-MODE SUSPENSION SYSTEM COMPONENTS
The components required for the 3-mode suspension
system include:
• Automatic Suspension Controller (ASC)
• Manifold Valve Assembly
• Actuators
• Steering Sensor Assembly

Automatic Suspension Controller

The Automatic Suspension Controller (ASC) is
mounted on the (interior) rear wall of the operator’s
cab. This controller monitors various truck operational
functions and controls the solenoids on the manifold
valve to provide hydraulic oil to the actuators at each
suspension to switch between the ‘‘hard’’, ‘‘medium’’
and ‘‘soft’’ modes of suspension damping.
The default setting of the automatic suspension con-
FIGURE 2-5. MANIFOLD VALVE
troller system is ‘‘automatic’’ which allows the controller
to determine the optimum damping characteristics 1. Manifold Valve 4. Supply
based on the various inputs received. These inputs Assembly 5. To Actuators
include truck speed, suspension pressures, brake ap- 2. Solenoids 6. Pressure Reducing Valve
plication, steering wheel movement etc. The suspen- 3. Tank Return
sion controller also communicates with the Powertrain
Management Controller through the S-NET (serial
Manifold Valve
communications network).
The manifold valve (1, Figure 2-5) is mounted on the
Note: The Transmission Controller rotary switches front of the frame crossmember (‘‘horsecollar’’) near
must also be set appropriately when the suspension the right suspension upper mount.
controller is installed. (Refer to Section F,
The manifold contains three solenoid valves (2) which
‘‘Transmission Shift Controller; Rotary Switch Setting’’
direct pressurized oil to the actuator on each front
for additional information.)
suspension. The high pressure oil entering the supply
port ‘‘P’’ (4) passes through an orifice plug in the
manifold and is reduced to 13.4 kg/cm2 (190 psi) by a
If manual control is desired, the suspension damping
pressure reducing valve (6). Excess oil is returned to
rates may be set to one of the three above modes using
the hydraulic tank through port ‘‘T’’ (3).
the ‘‘MOM’’ screen or the Data Aquisition Device
‘‘DAD’’. (Refer to ‘‘PMC System’’ at the end of this The solenoids are energized by the Suspension Con-
manual.) troller to control the position of the output shaft on the
actuator which in turn, determines the variable damp-
ing valve orifice size selected and the damping rate.

H2-4 Front Suspensions 6/98 H02012

 FIGURE 2-6. ACTUATOR
1. Output Shaft
A: To Manifold Port ‘‘A’’
B: To Manifold Port ‘‘B’’
C: To Manifold Port ‘‘C’’

Actuator
The actuator (Figure 2-6) is mounted on the damping
selector valve body on the front side of each front
FIGURE 2-7. STEERING SENSOR
suspension. Hydraulic oil applied to port A, B or C (as
determined by the Suspension Controller and the 1. Sensor Wheel 3. Steering Control Valve
manifold solenoids) rotates the output shaft (1), rotat- 2. Sensor
ing the orificed shaft inside the valve body to provide
the requested suspension damping rate.
Steering Sensor
The steering sensor (Figure 2-7) is mounted at the
base of the steering column. A 25-tooth, notched
wheel (1) rotates with the steering column as the
steering wheel is turned. A magnetic (non-contact)
switch (2) mounted at the periphery of the wheel closes
when a tooth approaches the switch and opens when
a notch is aligned with the switch.
The steering sensor provides a digital input signal to
the Suspension Controller. The frequency of this signal
allows the Suspension Controller to determine
whether the operator is steering the truck and if so,
how fast he is turning the steering wheel. This infor-
mation (in addition to various other inputs) allows the
Controller to change suspension damping rates.

H02012 6/98 Front Suspensions H2-5

Suspension Removal
The suspension cylinders require only normal care
when handling as a unit. However, after being disas-
sembled these parts must be handled carefully to
prevent damage to the machined surfaces. Surfaces
are machined to extremely close tolerances and are
precisely fitted. All parts must be completely clean
during assembly.
1. Park unloaded truck on hard level surface. Block
wheels and apply parking brake. Refer to Section
‘‘G’’, ‘‘Front Tire and Rim’’, and to ‘‘Front Wheel
Hub’’, to remove front wheel, tire and front wheel
hub.
2. Remove cover from top of suspension. If equipped
FIGURE 2-9. STEERING LINKAGE REMOVAL
with payload meter or variable rate suspension,
disconnect wire lead from sensor. 1. Tie Rod 4. Grease Tubes
2. Pin 5. Pin
3. Elbow 6. Steering Cylinder

NOTE: If equipped with a pressure sensor, refer to

Turning the complete valve assembly more than
three turns may result in the valve assembly being
forced out of the suspension by the gas pressure
inside.
NOTE: If oil is discharged with the gas, tighten the
valve slightly so only the gas will be discharged.
3. Wearing face mask or goggles, discharge nitro-
gen pressure from suspension by loosening dis-
charge plug (2, Figure 2-8) no more than one turn.
After all nitrogen pressure has been relieved,
tighten the valve to 4.5 ±0.5 kg.m (33 ±4 ft.lbs.)
torque.
‘‘Oiling and Charging Procedures’’, this section, for
discharging nitrogen gas.
4. Remove the brake hoses.
5. Remove grease tubes (4, Figure 2-9) and elbows
(3).
6. Remove pins (2) and (5) and tie rod (1).
7. Remove steering cylinder rod (6).
8. Remove capscrews (2, Figure 2-10) and lock-
washers (3) by rotating the knuckle arm.
9. Steer the knuckle arm to straight ahead position.
Place a jack under the king pin and raise up.

FIGURE 2-8. VALVE AND PLUG LOCATION

1. Air Bleed Valve 3. Charging Valve
2. Discharge Plug

H2-6 Front Suspensions 6/98 H02012

 Suspension Installation
1. Clean all paint or protective coating from mounting
surface of suspension. Assure that mount sur-
faces of suspension and A-frame are smooth and
free of any oil.

The suspension weighs approximately 1850 kg

(4080 lbs.). Be certain that lifting device is of ade-
quate capacity.
2. Attach lifting device to suspension housing and
raise into position on A-arm (1, Figure 2-10).
Install top cylinder pin (2, Figure 2-11.) with a
spacer on each side of the suspension.
3. Install capscrews (2, Figure 2-10) and lockwash-
ers (3).
4. Connect steering cylinder rod (6, Figure 2-9) to
knuckle with pin (5).
5. Connect tie rod (1) to knuckle with pin (2).
FIGURE 2-10. STEERING KNUCKLE 6. Install elbows (3) and grease tubes (4).
1. A-Arm 3. Lockwashers 7. Connect brake hoses.
2. Capscrews
8. Install front hub, wheel and tire. Refer to Section
‘‘G’’ for installation procedures.
9. After installation of suspension, it will be neces-
sary to check oil level and charge with nitrogen
gas. Refer to ‘‘Suspension Oiling and Charging’’
procedure, this section.

The suspension weighs approximately 1850 kg

(4080 lbs). Be certain that lifting device is of ade-
quate capacity.

10. Sling suspension to a suitable lifting device that

can safely carry 1850 kg (4080 lbs). See Figure
2-11.
11. Remove pin (2) and two spacers and move sus-
pension away from frame.

FIGURE 2-11. FRONT SUSPENSION

1. Suspension Cylinder 2. Cylinder Pin

H02012 6/98 Front Suspensions H2-7

Disassembly
Note: Repair procedures for the basic suspension
assembly used with the 3-mode automatic suspension
control system and the standard suspension are
identical. Refer to ‘‘Damping Valve Repair’’ for the
appropriate repair procedure for the 3-mode or
standard system damping controls.
If available, the suspension should be mounted in a
roll-over stand to retain the assembly and allow repo-
sitioning during disassembly and reassembly proce-
dures.
1. Remove top suspension cover.
2. Remove charging valve (3, Figure 2-13) and
discharge valve (4).
3. Remove flange mounting bolts (2) and air bleed
plug (5).
4. Raise cylinder rod assembly out of housing with
plate (6), retainer (1), and flange (7) installed.
5. Remove plate, retainer, and flange from rod as-
sembly.
6. Remove dust seal (11) and bushing (10) from
retainer.
7. Remove seal (12) and bushing (13) from flange.
8. Remove wear ring (9) from cylinder rod (8).
FIGURE 2-12. LIQUID GASKET SEAL AREA
1. Retainer A - Sealant Area
2. Flange B - No sealer - this area
H2-8 Front Suspensions
Inspection
If scratches or scores are found in housing or on
suspension tube, contact the Komatsu Distributor for
additional information regarding repair services or fac-
tory recommended repair procedures.
Assembly
Clean all components thoroughly. Lightly coat all O-
rings, backup rings, seals and wiper with petroleum
jelly or suspension oil.
1. Install wear ring (9, Figure 2-13) to cylinder rod
(8).
NOTE: In the following steps, be careful not to deform
the bushings during installation.
2. Press fit bushing (13) in flange (7), and install seal
(12).
3. Press fit bushing (10) to retainer (1), and install
dust seal (11).
4. Install wear ring (9) to rod assembly (8).
5. Install flange (7), retainer (1), and plate (6) on
cylinder rod.
6. Position suspension housing upright. Fill cylinder
with oil. Refer to Section ‘‘L’’, Lubrication and
Service for oil specifications. (Final oil level is
determined after suspension is installed on the
truck.)
7. Lift cylinder rod assembly and install into cylinder
housing.
NOTE: When installing the rod assembly in the
cylinder, if the rod assembly is inserted too far, the oil
will spurt out. If this occurs, do not attempt to insert rod
further into housing.
8. Refer to Figure 2-12. Coat the entire mating face
‘‘A’’ of flange (2) and retainer (1) with a thin layer
of Liquid Gasket LG-5. Do not allow sealant to
contact seal bore area ‘‘B’’.
9. Secure flange (7, Figure 2-13), retainer (1), and
plate (6) to cylinder with capscrews (2). Tighten
to 39 kg.m (282 ft. lbs.) torque.
10. Install air bleed plug (5), discharge valve (4) and
charging valve (3). Tighten each item to 4.5 ± 0.5
kg.m (33 ± 4 ft. lbs.) torque.
11. Install cover on top of suspension.
6/98 H02012
 FIGURE 2-13. FRONT SUSPENSION ASSEMBLY

1. Retainer
2. Capscrew
3. Charging Valve
4. Discharge Valve
5. Air Bleed Plug
6. Plate
7. Flange
8. Rod Assembly
9. Wear Ring
10. Bushing
11. Dust Seal
12. Seal
13. Bushing

H02012 6/98 Front Suspensions H2-9

DAMPING VALVE REPAIR

If damping valve repairs are being performed with

the suspension assembly mounted on the truck,
BE CERTAIN ALL NITROGEN PRESSURE HAS
BEEN RELEASED prior to removing components.
(Refer to ‘‘Suspension Removal’’, steps 1 through
3 for procedure.)
Use a jack under truck frame to prevent suspen-
sion from retracting.

DAMPING VALVE (FIXED RATE)

Disassembly
1. Remove tube (1, Figure 2-14). Be prepared to
catch the oil that will run out; approximately 63
liters (17 gal).
2. Remove the four capscrews attaching the valve
body to the suspension. Remove valve body (2).
3. The orifice plate assembly (3) should be taken out
as a complete unit.
4. Remove bolt (4), then remove stopper plate (5),
plate (6), oblong leaf springs (7) circular leaf
springs (8) from orifice plate (9).
5. Remove pin (10) from orifice plate (9).

Assembly
1. Install pin (10, Figure 2-14) to orifice plate (9).

NOTE: In the following step, assemble each oblong (7)

and circular (8) leaf spring plate with the chamfered
side facing orifice plate (2).
2. Assemble circular leaf springs (8), oblong leaf
springs (7) along with plates (9), (6), and (5).
FIGURE 2-14. DAMPING VALVE
Secure together with capscrew (4).
1. Tube 6. Plate
3. Install orifice plate assembly (3) to valve body (2).
2. Valve Body 7. Oblong Leaf Spring
Tighten capscrews to 6.75 kg.m (49 ft. lbs.)
3. Orifice Plate Assembly 8. Circular Leaf Spring
torque.
4. Capscrew 9. Orifice Plate
4. Fit O-ring and install valve body (2) to suspension 5. Stopper Plate 10. Pin
unit. Coat capscrew threads with Three Bond
TB1374. Tighten capscrews to 28.5 kg.m (206 ft.
6. If damping valve repairs have been performed
lbs) torque.
while suspension is still mounted on the truck, fill
5. Using new O-rings, install tube (1). Tighten cap- suspension assembly with oil and recharge with
screws to 11.25 kg.m (81 ft. lbs.) torque. nitrogen. Refer to ‘‘Oiling and Charging Proce-
dure’’, Section H4.

H2-10 Front Suspensions 6/98 H02012

If damping valve repairs are being performed with
the suspension assembly mounted on the truck,
BE CERTAIN ALL NITROGEN PRESSURE HAS
BEEN RELEASED prior to removing components.
(Refer to ‘‘Suspension Removal’’, steps 1 through
3 for procedure.)
Use a jack under truck frame to prevent suspen-
sion from retracting.

DAMPING VALVE/ACTUATOR
(3-MODE DAMPING RATE)
1. Remove plug (4, Figure 2-15) and allow oil to drain
from suspension. Be prepared to contain approxi-
FIGURE 2-15. VALVE BODY/ACTUATOR
mately 63 liters (17 gal) of oil.
1. Actuator 8. Bearing
2. Remove protective cover and cover mounting
2. Capscrew 9. O-Ring
bracket from actuator (1).
3. Capscrew 10. Backup Ring
3. Remove actuator (with key) from flange (11). Be 4. Plug 11. Flange
certain key (14) does not drop out of shaft slot 5. Orifice Plate 12. Packing
during removal. 6. O-Ring 13. Bushing
7. Shaft 14. Key
4. Remove tube (1, Figure 2-14).
5. Remove capscrews (2, Figure 2-15) and flange
Cleaning and Inspection
(11) from valve body.
1. Clean parts thorougly and inspect for excessive
6. Remove shaft (7) and bearing (8).
wear or damage.
7. Remove packing (12). If bushing is worn and
2. Discard packing (12, Figure 2-15), O-Ring (9), and
requires replacement, use a tool of the proper
backup ring (10).
size to press bushing out of housing.
3. Check bearing (8) for smooth operation. Replace
8. Remove O-ring (9) and backup ring (10).
if galling, pitting etc. is evident.
9. Remove capscrews (3) and remove valve body
4. Check circular (6) and oblong (4) leaf springs for
from suspension.
wear, cracking etc.
10. The orifice plate assembly (5) should be taken out
as a complete unit.
11. Remove bolt through center, then remove stopper Assembly
plate (5, Figure 2-14), plate (6), oblong leaf springs
1. Install pins (10, Figure 2-14) to orifice plate (9).
(7) circular leaf springs (8) from orifice plate (9).
12. Remove pins (10) from orifice plate (9). NOTE: In the following step, assemble each oblong (7)
and circular (8) leaf spring plate with the chamfered
side facing orifice plate (2).
2. Assemble circular leaf springs (8), oblong leaf
springs (7) along with plates (9), (6), and (5).
Secure together with capscrew (4).
3. Install orifice plate assembly (5, Figure 2-15) to
valve body. Tighten capscrews to 6.75 kg.m (49
ft. lbs.) torque.

H02012 6/98 Front Suspensions H2-11

 4. Using a new O-ring (6) between the suspension
and valve body, install valve body assembly. Coat
capscrew (3) threads with Three Bond TB1374
and insert.
5. If bushing (13) is being replaced, press new
bushing into flange using a 28 mm (1.10 in) O.D.
Tool.
6. Install new packing (12).
7. Press outer (fixed) race of bearing (8) into flange
(11) using a 52 mm (2.04 in) O.D. tool.

Note: Install bearing ball retainer with lip toward outer

(fixed) race.
8. Install inner race on shaft (7). Carefully insert shaft
into flange.
9. Pack bottom of shaft cavity with Lithium grease
No. 2 (G2-LI) as shown in Figure 2-16.
10. Using a new O-ring (9, Figure 2-15) and backup
ring (10), install flange assembly into valve body.
Coat capscrew (2) threads with Three Bond
TB1374. Tighten capscrews (2 & 3) to 28.5 kg.m
(206 ft. lbs.) torque.
FIGURE 2-16. GREASE & SEALANT
11. Pack end of shaft area with Lithium grease No. 2
APPLICATION AREAS
(G2-LI) as shown in Figure 2-16. Coat actuator-to-
flange mating surface with Liquid Gasket, LG-5 as
shown.
12. Insert key (14) in actuator shaft slot. Align key with
shaft (7) and slide actuator into shaft. Assemble
actuator and cover bracket to valve body. Tighten
the four actuator body capscrews to 1.0 kg.m (7.2
ft. lbs.) torque. Tighten the four bracket cap-
screws to 6.75 kg.m (49 ft. lbs.) torque.
13. Coat plug (4, Figure 2-15) threads with Liquid
Gasket (LG-5) and install in valve body. Tighten
plug to 42.0 kg.m (305 Ft. Lbs.) torque.
14. Insert new O-rings in tube (1, Figure 2-14) flanges
and install on valve body and suspension. Insert
capscrews and tighten to 11.25 kg.m (81 ft. lbs.)
torque.
15. Install cover over actuator assembly.
16. Refill suspension with oil and charge with nitrogen.
Refer to ‘‘Oiling and Charging Procedures’’, Sec-
tion H4.

H2-12 Front Suspensions 6/98 H02012

 REAR SUSPENSION

The suspensions are hydro-pneumatic components

containing oil and nitrogen gas. The oil and gas in the
four suspensions carry the gross truck weight less
wheels, spindles and final drive assembly. The rear
suspension cylinders consist of two basic compo-
nents; a suspension housing attached to the truck
frame and a suspension rod attached to the final drive
center case.
The rear axle housing is supported on the frame with
two radius rods at the bottom, two rods at the top, and
two suspension cylinders. They are attached with
spherical bearings. The load and motive force are
transmitted through the top and bottom rods. The
upper rods also keep rear axle housing at vehicle
center.

REAR SUSPENSION ASSEMBLY

Each rear suspension cylinder contains a charging
valve (1, Figure 3-1) and a discharge plug (7). The
charging valve is used for nitrogen charging and the
discharge plug for relieving nitrogen pressure. On ve-
hicles equipped with the Payload Meter system, the
discharge plug is replaced with a pressure sensor
assembly. Refer to ‘‘Oiling and Charging Procedures’’
this section, for proper charging and discharging in-
structions.
The suspension cylinder requires only normal care
when handling as a unit. However, after being disas-
sembled these parts must be handled carefully to pre-
vent damage to the machined surfaces. Surfaces are
machined to extremely close tolerances and are pre-
cisely fitted. All parts must be completely clean during
assembly.
If the vehicle is equipped with the payload meter sys- FIGURE 3-1. REAR SUSPENSION ASSEMBLY
tem, both rear suspension cylinders will have a pres- 1. Charging Valve 5. Rod
sure sensor in place of the discharge plug. 2. Cylinder 6. Ball
3. Flange 7. Discharge Plug
4. Retainer

H03010 11/97 Rear Suspensions H3-1

Suspension Operation
The suspension cylinder functions both as a shock
absorber and a spring.
When a fixed amount of oil is sent from oil area (6,
Figure 3-2) through orifices (3) and (4) to cavity (5), the
oil flow is restricted by the orifices and a shock-absorb-
ing effect is obtained.

• Retracting action:
When the truck is traveling and it hits a bump or
object on the road, the wheels are pushed up, and
the cylinder rod is pushed inside the cylinder.
When this happens, the nitrogen gas inside area
(2) is compressed, the oil in area (6) is sent
through both orifices (3) and (4) to cavity (5), and
the cavity is filled quickly.

• Extending action:
After the truck has passed over any bump or
object on the road surface, the cylinder is pulled
down by the weight of the wheels and axle and
pushed down by the pressure of the nitrogen
inside area (2).
As a result, the amount of oil in cavity (5) is
reduced, and pressure is applied to the oil remain-
ing in the cavity.
This pressurized oil closes orifice (3) with check
ball (8), and is sent to area (6) through only orifice
(4). The flow of oil passing through the orifice is
controlled so that it is slower than during retrac-
tion. In this way, the amount of oil returning to area
(6) is restricted to provide a shock absorbing
effect. FIGURE 3-2. REAR SUSPENSION
1. Charging Valve
6. Oil Area
2. Nitrogen Gas Area
7. Cylinder Rod
3. Orifice
8. Check Ball
4. Orifice
9. Discharge Plug
5. Cavity

H3-2 Rear Suspensions 11/97 H03010

Removal Installation
1. Attach lifting device to suspension. Suspension
weighs approximately 500 kg (1100 lbs.).
1. Park unloaded truck on hard level surface. Block
wheels and apply parking brake.
2. Raise and support the rear of the frame of the truck
for rear suspension removal and installation.
3. Wearing face mask or goggles, crack open dis-
charge plug and discharge nitrogen pressure
from suspension. If oil escapes with the nitrogen, The suspension weighs approximately 500 kg
tighten plug slightly. Tighten discharge plug after (1100 lbs.). Be certain lifting device is of adequate
all nitrogen is released from suspension. capacity.

4. Remove suspension lower retainer bolt and mount

pin (2, Figure 3-3). 2. Position suspension on truck and install upper
mount pin (1, Figure 3-3) and spacers and pin
retaining capscrew.
3. Install lower mount pin (2) and spacers. Install pin
retaining capscrew.

The suspension weighs approximately 500 kg 4. After installation of suspension, it is necessary to

(1100 lbs.). Be certain lifting device is of adequate check oil level and charge with nitrogen gas.
capacity. Refer to ‘‘Suspension Oiling and Charging Proce-
dure’’, this section.

5. Attach lifting device to suspension. Suspension

weighs approximately 500 kg (1100 lbs.).
6. Remove retaining capscrew and top mount pin (1,
Figure 3-3) and spacers. Remove suspension
from truck.
7. Retract rod and move suspension to work area.

FIGURE 3-3. REAR SUSPENSION

1. Top Pin 3. Suspension Cylinder
2. Lower Pin

H03010 11/97 Rear Suspensions H3-3

Disassembly
1. If available, mount the suspension assembly in a
roll-over stand. Position the assembly upright.
2. Remove cover (6, Figure 3-5).
3. Remove the charging valve (18) and discharge
plug (1) from suspension and drain oil from cylin-
der.
4. Rotate the assembly to position the flange assem-
bly on top. Remove flange mounting capscrews
(9) and washers (10).
5. Using a suitable lifting device, raise cylinder rod
(1, Figure 3-4) with plate (3), retainer (2) and flange
(4), still installed. Remove rod assembly from cyl-
inder (5).
6. Remove plate, retainer, and flange from rod as-
sembly.
7. Remove U-packing (3, Figure 3-6) and bushing
(2) from flange (1).
8. Remove dust seal (2, Figure 3-7) from retainer (1).
9. Remove the wear ring (2, Figure 3-8) from the
cylinder rod (1).

FIGURE 3-5. SUSPENSION ASSEMBLY

1. Discharge Plug 10. Washer
2. Cylinder 11. Plate
3. Wear Ring 12. Rod
4. Flange 13. Seal
5. Clamp 14. Retainer
FIGURE 3-4. ROD ASSEMBLY REMOVAL 6. Cover 15. O-Ring
7. Packing 16. Backup Ring
1. Cylinder Rod 4. Flange
8. Bushing 17. Bushing
2. Retainer 5. Cylinder
9. Capscrew 18. Charging Valve
3. Plate
19. Spherical Bushing

H3-4 Rear Suspensions 11/97 H03010

 FIGURE 3-8. ROD AND WEAR RING
1. Cylinder Rod 2. Wear Ring

FIGURE 3-6. FLANGE COMPONENTS
1. Flange 3. U-Packing
2. Bushing
Assembly
NOTE: Clean all parts thoroughly. Lightly coat all O-
rings, backup rings, seals and wipers with petroleum
jelly or suspension oil.
1. Install wear ring (2, Figure 3-8) on rod (1).
2. Install bushing (2, Figure 3-6) and U-packing (3) in
flange (1).
3. Install seal (2, Figure 3-7) in retainer (1).
4. Install backup ring (16, Figure 3-5) and O-ring (15)
in groove in flange.
5. Install flange (4) over rod (12).
6. Install Retainer (14) over rod.
7. Install temporary plugs in charging valve and
discharge plug ports.
8. With cylinder positioned vertically, fill inside of
cylinder housing with oil. Refer to Section L, ‘‘Lu-
brication and Service’’, for oil specifications.
9. Lift cylinder rod assembly and install into cylinder
housing.
NOTE: When installing the rod assembly into the cyl-
inder, if the rod assembly is inserted too far, the oil will
spurt out. If this occurs, do not attempt to insert rod
further into housing.
10. Refer to Figure 3-9. Coat the entire mating face ‘‘A’’
of flange (2) and retainer (1) with a thin layer of
Liquid Gasket LG-5. Do not allow sealant to con-
tact packing bore area ‘‘B’’.

FIGURE 3-7. RETAINER AND SEAL FIGURE 3-9. LIQUID GASKET SEAL AREA
1. Retainer 2. Dust Seal 1. Retainer A - Sealant Area
2. Flange B - No sealer - this area

H03010 11/97 Rear Suspensions H3-5

11. Secure flange, retainer, and plate to cylinder with
capscrews (9, Figure 3-5) and washers (10).
Tighten to standard torque.
12. Install charging valve (18, Figure 3-5) and dis-
charge plug (1). Tighten to 4.5 ± 0.5 kg.m (33 ± 4
ft.lbs) torque.
NOTE: The charging valve and discharge plug can be
installed in either port.
13. Install cover (6).
H3-6 Rear Suspensions
REAR SUSPENSION
SPHERICAL BEARING REPAIR
NOTE: If either top (19, Figure 3-5) or bottom spherical
bearings are to be replaced with the suspension
mounted on truck, be sure truck frame is securely
supported. Refer to Suspension Removal and Installa-
tion for procedure. Securely support suspension as
bearing is being removed and installed.
Disassembly
1. Remove retaining ring from mounting eye of hous-
ing or tube.
2. Remove bearing (18, Figure 3-5).
Inspection
1. Inspect spacers and mounting eye bearing bores
for damage. Inspect retainer ring grooves. Repair
or replace as necessary.
2. Inspect mount pin. Replace pin if worn or dam-
aged.
Assembly
1. Install retainer ring in groove.
2. Press spherical bearing in mount eye bore.
3. Install remaining retaining ring.
4. Refer to Suspension Installation.
5. Be sure grease is applied to bearing before oper-
ating truck.
6. After suspension is installed on truck, it may be
necessary to charge suspension with nitrogen.
Refer to Suspension Oiling and Charging proce-
dure, this section.
11/97 H03010
 OILING AND CHARGING PROCEDURES
GENERAL NITROGEN GAS SPECIFICATIONS
Thefollowing procedures cover oiling and charging of Nitrogen gas used in PROPERTY VALUE
suspensions on the 530M Komatsu truck. Suspensions suspension cylinders
which have been properly charged will provide im- Nitrogen 99.9% Min.
must meet or exceed
proved handling and a better ride while improving the Water 32 PPM Max.
CGA Specification
service life of the truck main frame and suspensions. Dew Point -55°C(-68°F) Max.
G-10.1 for Type 1,
Oxygen 0.1% Max.
Grade F Nitrogen Gas.
NOTE: Inflation pressures and exposed piston lengths
are calculated for a normal truck gross vehicle weight
(GVW). Any accumulation of dirt/mud/debris on the
truck or in the body should be removed before starting
these procedures. Additions to truck weight (tailgates,
water tanks, etc.) should be considered part of the All suspensions are charged with compressed ni-
payload. Keeping the truck GVW within the specifica- trogen gas with sufficient pressure to cause injury
tion will result in a better ride and will extend the or damage if improperly handled. Follow all safety
service life of the truck main frame and suspensions. notes, CAUTIONS, and WARNINGS in these proce-
dures to prevent accidents during servicing and
charging.
Proper charging of suspensions requires that three (3)
basic conditions be established in the following order:
FRONT SUSPENSION
1. Oil level must be correct.
1. Park unloaded truck on a hard level surface. Block
2. Suspension piston rod extension for nitrogen wheels, apply parking brake.
charging must be correct and this dimension be
2. Check that the bottom of the cylinder cover is
maintained during nitrogen charging.
within the range marked by arrows (Figure 4-1) for
3. Nitrogen charge pressure must be correct. correct nitrogen charge.
3. If the suspension is within the area indicated by
arrows, no service is necessary for the front sus-
For best results, suspensions should be charged in
pensions. See ‘‘NOTE’’ below.
pairs (fronts together and rears together).
If suspension is not within the area indicated by
the arrows, the front suspensions will have to be
NOTE: Setup dimensions specified in the charts must serviced.
be maintained during oiling and charging procedures. NOTE: The oil level should be checked:
However, after truck has been operated, these dimen- • Before charging or adding nitrogen.
sions may vary. • When there are signs of oil leakage.
• After rebuild/repair and the suspension is
installed on the truck.

EQUIPMENT LIST
1. Service Kits:
a. EC6027 Oil Charging Kit (Figure 4-5)
b. EC3331Nitrogen Charging Kit (Figure 4-6)
2. Jacks and/or Overhead Crane
3. Spacers (two) for Oiling height; 70mm (2.75 in.)
4. Oil (MIL-L-2104C, SAE 10W)
5. Dry Nitrogen (See Nitrogen Specifications Chart)
FRONT SUSPENSION OILING

Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift the truck weight. Be
certain that all personnel are clear of lift area
before lift is started.

Each suspension is equipped with a charging valve (3,

Figure 4-2), air bleed valve (1) and a discharge plug (2)
or a pressure sensor assembly. The pressure sensor
assembly is used if the truck is equipped with an
1. Air Bleed Valve 3. Charging Valve
on-board load weighing system or variable rate sus-
2. Discharge Plug
pension and takes the place of the discharge plug. If
equipped with a pressure sensor, disconnect sensor
wiring harness before continuing.
1. Park unloaded truck on a hard level surface. Block
wheels, apply parking brake.
2. Remove outside covers and thoroughly clean area
around charging valves (3, Figure 4-2) on the
suspensions.
3. Set hydraulic jack (1, Figure 4-3) under the main
frame and raise jack to contact the frame.
NOTE: When releasing the nitrogen gas, there is dan-
ger that releasing the gas from the valve core of
charging valve (3, Figure 4-2) will damage the valve
core, so remove the gas by loosening the discharge
plug (2) or sensor valve assembly (2, Figure 4-4).

FIGURE 4-3. OIL HEIGHT

1. Jack (50 ton Minimum) A: 97 ± 3 mm
Turning the discharge plug more than three turns 2. Frame (3.8 ± 0.12 in)
may result in the discharge plug being forced out
of the suspension by the gas pressure inside.
When loosening the pressure sensor valve assem-
bly, loosen only valve assembly (2, Figure 4-4). Do
not loosen the pressure sensor (3).
Wear a face mask or goggles while relieving nitro-
gen pressure.

NOTE: If oil is discharged with the gas, tighten the

discharge plug (or pressure sensor) slightly so only
the gas will be discharged. FIGURE 4-4. PRESSURE SENSOR
1. Schrader Valve 3. Sensor
2. Valve Assembly

H4-2 Oiling and Charging Procedures H04011 4/98

 4. Wearing face mask or goggles, discharge nitrogen
pressure from suspension by loosening the dis-
charge plug (2, Figure 4-2) one turn. If equipped
with a pressure sensor, loosen valve assembly (2,
Figure 4-4) one turn. (DO NOT loosen more than
one turn).
5. Adjust the hydraulic jack (1, Figure 4-3) so that
dimension ‘‘A’’ of the cylinder is 97 ± 3 mm (3.8 ±
0.12 in.).
6. After all nitrogen pressure has been relieved, close
the discharge plug (6, Figure 4-5) (or sensor valve
assembly if equipped).
7. Remove charging valve (5), and install fitting (4).
8. Install adapter (3) to fitting (4), then connect hose
and oil pump.
NOTE: The discharge plug (6) must be installed and
the air bleed valve (7) loose to insure there are no air
pockets inside the suspension.
9. Loosen air bleed valve (7), then pump oil into
cylinder until no bubbles come out with the oil
from air bleed valve hole (8).
FIGURE 4-5. OIL CHARGING KIT (EC6027)
1. Hose 6. Discharge Plug
2. Connector 7. Air Bleed Valve
3. Adapter 8. Air Bleed Hole
4. Fitting 9. Oil Pump Lever
5. Charging Valve 10. Oil Pump
H04011 4/98 Oiling and Charging Procedures
10. When no bubbles come out with the oil, tighten air
bleed valve (7) to 4.5 ± 0.5 kg.m (33 ± 3 ft.lbs.)
torque.
11. Remove discharge plug (6) (or sensor valve assem-
bly if equipped), then operate oil pump until no
bubbles come out with the oil from the discharge
plug hole.
12. When no more bubbles come out with the oil, install
and tighten the discharge plug to 4.5 ± 0.5 kg.m
(33 ± 3 ft.lbs.) torque.
13. After filling with oil, remove the oil pump and fittings,
then install charging valve (5) and tighten valve to
4.5 ± 0.5 kg.m (33 ± 3 ft.lbs.) torque.
FRONT SUSPENSION NITROGEN CHARGING
Dry nitrogen is the only gas approved for use in
suspensions. Charging of these components with
oxygen or other gases may result in an explosion
which could cause fatalities, serious injuries
and/or major property damage.
1. Remove caps from charging valves (3, Figure 4-2).
NOTE: Before installing regulator (11, Figure 4-6, blow
out the cylinder connector with nitrogen gas at 10
kg/cm2 (140 psi) or more, to clean out all dirt or dust.
(Dirt or dust in the system can cause suspension
failures.)
2. Open valve on gas cylinder, and check the pres-
sure reading of regulator gauge (1).
NOTE: Internal pressure of gas cylinder should be
somewhat higher than Suspension Charging Pressure
(see chart, Figure 4-7).
3. Install Nitrogen Charging Kit to suspensions as
shown in Figure 4-6.
4. Turn handle of regulator (11) slowly clockwise, set
the pressure reading of gauge (2) to the required
pressure (see chart, Figure 4-7), then operate
valves (3 & 4) to fill the suspension cylinders with
nitrogen gas.
5. Fill the left and right cylinders at the same time.
Verify required charging pressure on gauge (10)
by closing valve (4).
H4-3
 6. When the left and right cylinders reach the speci-
fied length as shown in Figure 4-7, close valve (4,
Figure 4-6) to stop the flow of nitrogen gas. Turn
handle of regulator (11) counterclockwise to
close.
FIGURE 4-6. NITROGEN CHARGING KIT (EC3331)
1. Nitrogen Cylinder Gauge
2. Charging System Gauge
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Connection Valve w/EC2253 Adapter Installed
6. Valve ‘‘T’’ Handle
7. Discharge Plug
8. Air Bleed Valve
9. Manifold
10. Charging Pressure Gauge (Suspensions)
11. Regulator Valve (Nitrogen Pressure)
12. Dry Nitrogen Gas (see Specifications, Page H4-1)
NOTE: Arrangement of parts may vary from illustration
above, depending on Charging Kit P/N.
H4-4 Oiling and Charging Procedures
7. Turn handle (6) of valve adapter (5) fully counter-
clockwise to close charging valve. Then remove
charging equipment, remove jack, and install cov-
ers removed in step 2.
NOTE: Do not lose the charging valve O-rings.
8. Install caps with O-rings on charging valves (3,
Figure 4-2).
FIGURE 4-7. FRONT SUSPENSION
CHARGING CHARGING
DIMENSION
HEIGHT PRESSURE
287 ± 10 mm 28.1 kg/cm2
FRONT ‘‘A’’
(11.3 ± 0.4 in.) (400 psi)
Dimension ‘‘A’’ is measured from the top of the cover
to the top of the suspension cylinder plate. Do not
include capscrews in measurement. Removal of an
access panel on the top cover is required.
NOTE: Setup dimensions specified in the charts must
be maintained during oiling and charging
procedures. However, after truck has been operated,
these dimensions may vary. After charging
suspensions, operate empty truck over a short
course and then park truck on a level surface. Record
dimensions again and save for periodic reference.
H04011 4/98
REAR SUSPENSION

All suspensions are charged with compressed ni-

trogen gas with sufficient pressure to cause injury
or damage if improperly handled. Follow all safety
notes, CAUTIONS and WARNINGS in these proce-
dures to prevent accidents during servicing and
charging.

1. Check whether dimension ‘‘A’’ (refer to Figure 4-8

and 4-11) of the suspension cylinder is within the
specified value. If it is within the value ‘‘A’’, no
service is necessary for the rear suspensions. See
NOTE below.
NOTE: The oil level should be checked;
• Before charging or adding nitrogen.
• When there are signs of oil leakage.
• After rebuilds and the suspension is installed on the
truck.
FIGURE 4-9. OIL CHARGING KIT (EC6027)
2. If suspension is not within the specified value ‘‘A’’,
1. Hose 6. Discharge Plug
the rear suspensions will have to be serviced.
2. Connector 7. Oil Pump
3. Adapter 8. Dust Cover Band
4. Fitting 9. Dust Cover
REAR SUSPENSION OILING
5. Charging Valve
1. Park unloaded truck on a hard level surface. Block
wheels, apply parking brake.
2. Remove outside covers and thoroughly clean area 4. If equipped with a pressure sensor, disconnect
around charging valves on the suspensions. the pressure sensor wire lead.
3. Set oiling spacer (1, Figure 4-8) between the NOTE: When releasing the nitrogen gas, there is dan-
stopper and axle housing so that Dimension "A", ger that releasing the gas from the valve core of
Figure 4-8 is 154 ± 3 mm (6.06 ± 0.12 in.). charging valve (5, Figure 4-9) will damage the valve
core, so remove the gas by loosening discharge plug
(6) or pressure sensor valve assembly (if equipped).

FIGURE 4-8. REAR SUSPENSION BLOCK FIGURE 4-10. PRESSURE SENSOR

1. Spacer, 63.5 mm (2.5 in) 2. Suspension Cylinder
(approximately) 1. Schrader Valve 3. Adapter
3. Dust Cover
2. Valve Assembly

H04011 4/98 Oiling and Charging Procedures H4-5


Turning the discharge plug more than three turns
may result in the discharge plug being forced out
of the suspension by the gas pressure inside.
When loosening the valve assembly (2, Figure 4-
10), loosen only the valve assembly (2). Do not
loosen the pressure sensor (3).
Wear a face mask or goggles while relieving nitro-
gen pressure.
NOTE: If oil is discharged with the gas, tighten the
valve slightly so only the gas will be discharged.
Make certain all personnel are clear and support
blocks are secure before relieving nitrogen pres-
sure from the suspension. Use a face mask or
goggles when venting nitrogen.
5. Wearing face mask or goggles, discharge nitrogen
pressure from suspension by loosening dis-
charge plug (6, Figure 4-9) one turn. If equipped
with a pressure sensor, loosen valve assembly (2,
Figure 4-10) one turn.
(DO NOT loosen more than one turn).
6. After all nitrogen pressure has been relieved, re-
move the discharge plug (or sensor valve assem-
bly if equipped).
7. Remove charging valve (5, Figure 4-9), and install
fitting (4).
8. Install adapter (3) to fitting (4), then connect hose
and oil pump.
9. Operate pump until no more bubbles come out
with the oil from the discharge plug hole.
10. When no more bubbles come out with the oil, install
the discharge plug (or sensor valve assembly).
11. Tighten the discharge plug to 4.5 ± 0.5 kg.m (33
± 3 ft.lbs.) torque.
12. After completion of supplying the oil, remove the
oil pump, then install and tighten charging valve
(3) to 4.5 ± 0.5 kg.m (33 ± 3 ft.lbs.) torque.
H4-6 Oiling and Charging Procedures
REAR SUSPENSION NITROGEN CHARGING
Dry nitrogen is the only gas approved for use in
suspensions. Charging of these components with
oxygen or other gases may result in an explosion
which could cause fatalities, serious injuries
and/or major property damage.
1. Remove caps from charging valves (5, Figure 4-9).
NOTE: Before installing regulator (11, Figure 4-6), blow
out the connector with nitrogen gas at 10 kg/cm2 (140
psi) or more, to clean out all dirt or dust. (Dirt or dust
in the system causes failures.)
2. Open valve on gas cylinder, and check the pres-
sure reading of regulator gauge (1).
NOTE: Internal pressure of gas cylinder should be
somewhat higher than Suspension Charging Pressure
(see chart below Figure 4-11).
3. Turn handle of regulator (11) slowly clockwise, set
the pressure reading of gauge (2) to the required
pressure (see chart below Figure 4-11), then op-
erate valves (3 & 4) to fill the suspension cylinders
with nitrogen gas.
4. Fill the left and right cylinders at the same time.
Verify required charging pressure on gauge (10).
5. When the left and right cylinders reach the speci-
fied length as shown in Figure 4-11, close valve
(4) to stop the flow of nitrogen gas. Turn handle
of regulator (11) counterclockwise to close off
nitrogen flow.
6. When the left and right cylinders reach the speci-
fied length as shown in Figure 4-11, close valves
(3 & 4, Figure 4-6) to stop the flow of nitrogen gas.
Turn handle of regulator (11) counterclockwise to
close.
7. Turn handle (6) of valve adapter (5) fully counter-
clockwise to close charging valve. Then remove
charging equipment.
NOTE: Be careful not to lose the O-rings off the charg-
ing valves
8. Install caps with O-rings on charging valves.
H04011 4/98
ADJUSTING LENGTH OF FRONT AND REAR
CYLINDERS
NOTE: Carry out adjustment of the installed length of
the cylinder with the truck empty and on level ground.
1. To remove the sliding resistance of the cylinder
(sticking of bushing or packing), drive truck for-
ward approximately 15 m (50 ft.) and stop sud-
denly; then drive in reverse to the original position
and stop suddenly again. Repeat this cycle 3− 4
times, and finally, allow the machine to stop slowly
without depressing the brake. Then measure the
installed length. If equipped with variable rate
damping, do not depress the service brake. Use
the retarder control lever to brake the truck.
FIGURE 4-11. REAR SUSPENSION
CHARGING
CHARGING
DIMENSION PRESSURE
HEIGHT
(approximate)
234 ± 10 mm 19.2 Kg/cm2
REAR ‘‘A’’
(9.2 ± 0.4 in.) (273 psi)
Dimension ‘‘A’’ is measured from the retainer to the
bottom of the cylinder rod as shown above.
DO NOT measure capscrews.
NOTE: Set up dimensions specified in the charts
above are for the standard truck. These dimensions
must be maintained during oiling and charging
procedures. However, after truck has been operated,
these dimensions may vary.
After charging suspensions, operate empty truck
over a short course and then park truck on a level
surface. Record dimensions again and save these for
periodic reference.
H04011 4/98 Oiling and Charging Procedures
2. If the result of the check shows that the length is
too long, release nitrogen gas to adjust the length.
Loosen the discharge plug slightly to release the
nitrogen gas. When doing this, release only a
small amount of gas; do not make the cylinder
move.
NOTE: Do not press the tip of the valve core. If the tip
of the valve core is pressed, the valve core may be
damaged.
3. If too much nitrogen gas is released and the
cylinder moves, the installed length may be below
the specified length.
4. After releasing nitrogen gas and adjusting the
length, repeat Step 1 to check the installed length
again.
5. Repeat the above Steps 1-4 to adjust the cylinder
to the specified length.
6. Finally, check that there is no leakage of gas from
the valve core, discharge plug, and piston rod
gland.
7. Use soapy water to check for leakage of gas. If
there is any leakage of gas from the valve core,
remove the valve core.
NOTE: Checking for changes in length caused by
variation in ambient temperature.
Depending on the ambient temperature, the gas in the
suspension may expand or contract, so the length will
also change. In territories where there are big differ-
ences in temperature throughout the year, inspect
periodically and adjust to keep the length within the
specified range shown in Figures 4-7 and 4-11.
The rear suspensions are now ready for operation.
Visually check piston rod extensions both with truck
loaded and empty. Record extension dimensions.
Maximum downward travel is indicated by the dirt ring
at the base of the piston. Operator comments on
steering and suspension rebound should also be
noted.
The suspension dust covers, (9, Figure 4-9) must be
installed and maintained in good condition to provide
protectection for the suspension rod. Visually inspect
covers for cracks or breaks. Replace if necessary.
H4-7
 NOTES

H4-8 Oiling and Charging Procedures H04011 4/98

 SECTION J
BRAKE CIRCUIT
INDEX

BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2
SERVICE BRAKE CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
Secondary Braking and Automatic Apply . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Parking Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Brake Lock Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
Auxiliary Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
Retarding Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
Warning Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
Brake System Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3

Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Differential Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Valve Bench Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . J3-12
Proximity Switch Installation and Adjustment . . . . . . . . . . . . . . . . . . . . J3-13
Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Valve Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Hydraulic Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Brake Accumulator Bleeddown Procedure . . . . . . . . . . . . . . . . . . . . . . . J3-20
Brake Accumulator Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Brake Accumulator Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Brake Cooling Valve (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Retarder Control Lever (Steering Column-mounted) . . . . . . . . . . . . . . . . . . . . J3-26
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Disassembly and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
Potentiometer Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
BRAKE CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4
Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
Initial System Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4
Brake System Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
Failure Modes Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . J4-8
HYDRAULIC BRAKE SYSTEM CHECKOUT PROCEDURE DATA SHEET . . . . . . . . . . . . J4-13

J01028 12/98 Index J1-1

 FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Disc Brake Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Wear Indicator Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
DISC BRAKE REBUILD PROCEDURE (Refer to Rear Wet Disc Brake Assembly)

REAR WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
DISC BRAKE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-2
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-2
Wear Indicator Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-2
DISC BRAKE REBUILD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4
BRAKE ASSEMBLY REBUILD (Front and Rear) . . . . . . . . . . . . . . . . . . . . . J6-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6
Floating Ring Seal Assembly/Installation . . . . . . . . . . . . . . . . . . . . . . . . . J6-7

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2
Parking Brake Spring Cylinder Replacement . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Parking Brake Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4

J1-2 Index J01028 12/98

 BRAKE CIRCUIT
The Model 530M truck is equipped with an all-hydraulic
actuated wet disc service brake system. A three cali-
per, disc type parking brake is located on the front of
the final drive.
The brake system utilizes oil provided by the
brake/steering pump from the front section of the hy-
draulic tank for brake application. During truck opera-
tion, front brake disc cooling oil is provided by a
hydraulic pump driven by the transmission PTO gear
case. The rear brake cooling oil is supplied by the
pump supplying the front brake circuit along with oil
returning from the hoist valve.
The fundamental function of the service brake system
is to provide the operator the control needed to stop
the truck in a slow, modulating fashion in as short a
distance as reasonably possible.
Outlined below are the functions Komatsu feels are
necessary for safe truck operation:
• Warn the operator as soon as practical of a
serious or potentially serious loss of brake pres-
sure so proper action can be taken to stop the
truck before the secondary system is exhausted
of power.
• Provide secondary brake circuits such that any
single brake system malfunction ensures the
truck has sufficient stopping power.
• Automatically apply service brakes if low pres-
sure warnings are ignored and pressures con-
tinue to decrease.
• A wheel brake lock to relieve the operator from
holding the brake pedal while at the dump or
shovel.
• A spring applied park brake for holding, not stop-
ping, the truck during periods other than loading
or dumping. The parking brake remains effective
when the engine is stopped and hydraulic system
oil pressure is released.
• A brake system that is easy to diagnose and
service.
J02020 6/98 Brake Circuit
The following brake circuit description should be used
in conjunction with the hydraulic brake system sche-
matic, located in Section ‘‘R’’.
The brake system consists of several major compo-
nents: The foot operated dual circuit treadle valve,
hydraulic operated relay valves, brake manifold and a
Retard Control Module with lever assembly.
The dual circuit treadle valve, Retard Control Module
and retard control lever are located in the cab. The
remainder of the system, including the relay valves,
brake manifold, two accumulators, and electrical com-
ponents, are located in a weatherproof cabinet (Figure
2-1) to the right of the operator’s cab. The hydraulic
components cabinet is easily accessible for brake
system diagnostic and service work.
The brake manifold contains circuit isolation check
valves, accumulator bleed down valves, and valves for
brake lock, park brake and automatic apply functions.
All of these components are screw-in cartridge type
valves.
There are four independent means of brake actuation
on the truck:
• Service brake pedal
• Retarder lever
• Brake lock switch
• Auxiliary brake
SERVICE BRAKE CIRCUIT
This portion of the system provides the operator the
precise control needed to modulate (feather) brake
pressure to slowly stop the truck or develop full brake
effort to stop as quickly as possible. The heart of this
circuit is the treadle operated dual circuit brake valve.
This valve enables the operator to control the relatively
high pressure energy within the brake accumulators
directed to the brakes.
There are two valves in the dual brake valve. One
provides apply pressure for the brakes on the front
axle. The other supplies pressure to a relay valve to
provide apply pressure for the brakes on the rear axle.
J2-1
 FIGURE 2-1. HYDRAULIC COMPONENTS CABINET
(Brake System Components Only, Cabinet Removed)

1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Relay Valve (Front)
5. Emergency/Auto Apply
Pressure Switch
6. Shuttle Valve (Front Relay Valve)
7. Front Brake Cutout Valve
8. Pressure Reducing Valve (PR)
9. Shuttle Valve (Rear Relay Valve)
10. Park Brake Pressure Switch
11. Low Brake Pressure Switch
12. Brake Lock Solenoid (SV1)
13. Park Brake Solenoid (SV2)
14. Brake Manifold
15. Emergency Apply Solenoid
16. Pressure Sensor
17. Relay Valve (Rear)
18. Proportional Press. Control (Left)
19. Proportional Press. Control (Right)

J2-2 Brake Circuit 6/98 J02020

As the brake pedal is depressed, each valve within the
dual circuit brake valve simultaneously delivers fluid
from its respective accumulator to the relay (4, Figure
2-1) for the front brakes and to the dual relay valve (16)
for the rear brakes at a pressure proportional to both
pedal position and force. The further the pedal is
depressed, the higher the brake force, providing a very
positive feel of control.
The brake system accumulators (1 & 3) have two
functions; storing energy for reserve braking in the
event of a failure and, provide rapid oil flow for good
brake response.
Depression of the brake pedal also actuates the prox-
imity switch located in the treadle valve which sends a
signal to the Retard Control Module. This signal actu-
ates the stop and service brake indicator lights.
SECONDARY BRAKING AND AUTOMATIC
APPLY
A fundamental function of the secondary brake system
is to provide reserve braking in the event of any single
failure. For this reason, the system is divided into
multiple circuits, each with its own isolation check
valve, accumulator and circuit regulator. The secon-
dary system becomes whatever circuit(s) is operable
after a failure. If the failure is a jammed treadle valve,
the brake lock or auxiliary brake becomes the secon-
dary system.
The brake accumulators perform two functions; to
provide rapid flow for good response and to store
energy for secondary braking. Check valves assure
this energy is retained should a failure occur in the
brake system supply or an accumulator circuit.
If a failure occurs in the pump, steering, or either brake
accumulator circuit, a low brake pressure warning light
(on the left hand instrument panel pod) will actuate and
the Central Warning lamp will illuminate and the vehi-
cle should be stopped as soon as practical. When the
pressure in one accumulator circuit is less than the
preset level, all the service brakes will be automatically
applied. Automatic brake application is accomplished
by the Automatic Apply Valve (PS), located in the brake
manifold. This valve senses the lower brake accumu-
lator pressure, and when the pressure is less than 116
kg/cm2 (1650 psi), the valve shifts, operating the brake
treadle valve hydraulically which in turn applies pres-
sure to the relay for the front brakes and the dual relay
valve for the rear brakes, applying all the brakes full
on.
J02020 6/98 Brake Circuit
Regardless of the nature of location of a failure, sens-
ing the lowest brake accumulator pressure assures
two to four brake applications after the low brake
warning indication and before automatic apply. This
allows the operator the opportunity to safely stop the
truck after the warning has turned on.
PARKING BRAKE CIRCUIT
The parking brakes are spring applied and hydrauli-
cally released.
NOTE: Whenever the park brake solenoid is de-ener-
gized, a spring in the solenoid valve will shift the spool,
diverting oil pressure from the parking brakes to direct
the oil back to the hydraulic tank.
Normal Operation (key switch ON, engine
running)
Parking brake switch ‘‘ON’’
The parking brake solenoid (13, Figure 2-1) is
de-energized. The oil pressure in the parking
brake lines returns to tank and the springs in the
parking brake will apply the brake. The parking
brake pressure switch (10) will close, completing
a path to ground, illuminating the parking brake
light on the left hand monitor display pod at the
instrument panel.
Parking brake switch ‘‘OFF’’
The parking brake solenoid is energized. The oil
flow is routed from the park brake solenoid, to the
park brake spring cans for release.
If a loss of hydraulic supply pressure occurs, with
the parking brake switch ‘‘OFF’’, the parking
brake solenoid will still be energized. The supply
circuit (that lost pressure) is still open to the
parking brake spring cans. To prevent park brake
pressure oil from returning to the supply circuit,
a check valve (in the park brake circuit) traps the
oil, holding the parking brake in the released
position.
NOTE: Normal internal leakage in the parking brake
solenoid and the pressure reducing valve may allow
leakage of the trapped oil to return back to tank, and
eventually allow park brake application.
J2-3
 If 24 volt power to the solenoid is interrupted, the
park brake will apply. The spring in the solenoid
will cause it to shift, opening a path for the oil
pressure in the park brake line to return to tank
and the springs in the parking brake will apply the
brake. The parking brake pressure switch (10,
Figure 2-1) will close, completing a path to
ground, illuminating the parking brake light on the
left hand monitor display pod.
The parking brake is also used in an emergency
brake apply situation. If for any reason the brakes
apply automatically or manually in an emer-
gency, the three caliper parking brake will also
apply at the same time.
BRAKE LOCK CIRCUIT
The primary function of the brake lock is to provide a
means for the operator to hold the vehicle while at the
shovel or dump. The brake lock only applies the rear
service brakes. By turning on the rocker switch on the
shift console, a solenoid valve (12, Figure 2-1) and
pressure reducing valve (8) will apply unmodulated
pressure oil at 140 kg/cm2 (2000 psi) to fully actuate
the rear brakes. A shuttle valve (9) in the rear brake
line provides the independence from the brake valve
for brake application.
AUXILIARY CIRCUIT
The auxiliary circuit is also known as the emergency
circuit. The truck is equipped with an emergency brake
apply switch located on the instrument panel in the
operator’s cab. If the auxiliary brake switch is turned
on, the circuit is completed for a signal to the Retard
Control Module, and to the Auxiliary Apply Solenoid
mounted on the brake manifold in the hydraulic com-
ponent cabinet. When the Auxiliary Apply Solenoid
(15, Figure 2-1) is energized, the automatic apply valve
is activated and a pilot pressure is directed to the dual
controller applying the brakes automatically. When the
auxiliary switch closes, two other electrical signals are
interrupted. One signal is for the front brake cut-off
valve (7). With this signal removed, the front brakes
will not apply. The other signal is for the parking brake
circuit. With this signal removed from the SV1 solenoid
(13), the parking brake will be in the applied position.
J2-4 Brake Circuit
RETARDING CIRCUIT
The retarding circuit works in a manner similar to
normal brake actuation. The difference is in the signal
being generated at the steering column. When the
retarder lever is applied it will remain in whatever
position it is placed until it is returned to the ‘‘OFF’’
position. The movement of this lever produces an
electrical signal that will vary in voltage. This signal is
directed to the RCM and then on to two Proportional
Pressure Control Valves (PPC) (18 & 19, Figure 2-1)
located in the hydraulic cabinet just above the rear
brake dual relay valve (17). The electrical signal will
open the control valve and allow hydraulic pilot pres-
sure to activate the rear brake dual relay valve which
will then supply the necessary accumulator pressure
to apply the brakes for retarding. The actual brake
application from the dual relay valve is performed in
the same manner as if the treadle valve were applied.
Both front and rear brakes are applied in the retarding
mode.
WARNING CIRCUIT
The brake warning circuit is equipped with several
warning devices to warn an operator of impending
problems. Warning lights on the left hand monitor
display pod will illuminate if a problem occurs with low
steering pressure or accumulator nitrogen precharge.
If either or both of these lights are on, the Central
Warning lamp will illuminate. ‘‘MOM’’ will also display
a fault code indicating the exact problem, including the
identification of the accumulator with the low pre-
charge or broken wire. ‘‘MOM’’ will also display a
course of action for the operator to follow.
• Low Steering Pressure Sensor Switch
The low steering pressure sensor switch is lo-
cated in the bottom of the rear steering accumu-
lator. When the system supply pressure drops
below 130 kg/cm2 (1850 psi), the low steering
pressure light, low brake pressure light and Cen-
tral Warning lamp will turn on. At the same time
fault code b0E2: Low Steering System Pressure
and fault code b0F1: Low Brake Oil Pressure will
appear in the ‘‘MOM’’ display along with an action
code and instructions for the operator to follow.
6/98 J02020
 • Low Brake Pressure Sensor Switch
The low brake pressure sensor switch (11, Figure
2-1) is located on the brake manifold. When the
accumulator with the lowest pressure falls below
130 kg/cm2 (1850 psi), the low brake pressure
light and central warning light will turn on. At the
same time fault code b0F1: Low Brake Oil Pres-
sure will appear in the ‘‘MOM’’ display with an
action code and instructions for the operator to
follow.
• Differential pressure switch
The differential pressure switch is located on the
dual controller valve (foot treadle). During brake
application, if the difference in brake apply pres-
sure between the front and rear circuits is greater
than a preset level, the differential pressure
switch sends a signal to the Retarder Control
Module (RCM).
The differential pressure switch provides detec-
tion of faults such as a brake line rupture, poor
brake valve tracking, line blockage, excessive
brake displacement or air trapped in the system.
• Parking Brake Switch
The park brake switch is located on the center
console. In the open position, the electrical circuit
is interrupted and there is no electrical path to the
parking brake solenoid (described below).
Therefore, the solenoid is de-energized and the
parking brake is applied. With the switch in the
closed position, the solenoid is energized, allow-
ing oil to flow to the parking brake and the brake
is released.
The parking brake switch is wired in series with
the emergency brake switch. If the emergency
brake switch is in the ‘‘Off’’ position, a separate
set of contacts for the park brake circuit is closed.
This permits 24 VDC to the parking brake switch,
to apply or release the parking brake. If the
emergency brake switch is ‘‘On’’ the emergency
brake switch contacts are closed, but the other
set of contacts for the park brake circuit are now
open. This will remove the 24 VDC supply to the
park brake switch which will then apply the park-
ing brake regardless of the parking brake switch
position. (This is intended for emergency opera-
tion.)

• Parking Brake Solenoid (SV2)

BRAKE SYSTEM ELECTRICAL The park brake solenoid (13, Figure 2-1) is a 24
COMPONENTS VDC device mounted on the brake manifold in-
side the hydraulic component cabinet. The sole-
• Parking Brake Pressure Switch
noid controls the oil flow to the parking brake
The parking brake pressure switch (10, Figure
circuit. If energized, it directs oil pressure into the
2-1) is a normally closed pressure switch that will
parking brake circuit which will release the park-
open with pressure exceeding 88 kg/cm2 (1250
ing brake. When de-energized, the oil path to the
psi). With the contacts normally closed in the
parking brake circuit is open to tank, the pressure
pressure switch, the circuit is completed to
is released, and the parking brake is applied by
ground. There is a signal coming from the Trans-
spring pressure.
mission Controller, which also has an input com-
ing from the parking brake indicator light located
on the left hand pod of the instrument panel. The
• Low Brake Pressure Switch
indicator light receives 24 VDC and is wired into
The low brake pressure switch (11, Figure 2-1)
the transmission controller. If the parking brake
is a normally closed switch. If the brake circuit
is applied, the circuit is completed to ground
pressure is above 130 kg/cm2 (1850 psi) the
through the Transmission Controller and the
contact will be held open and the path to ground
pressure switch and the light will illuminate. If the
is opened. The low brake pressure switch is at
Transmission Controller, which has a circuit to
the end of the circuit coming from both the Trans-
the parking brake switch, senses an open circuit
mission Controller and from the Retard Control
because the contacts have opened as a result of
and Monitor (RCM). This signal is also directed
hydraulic pressure in the circuit for the parking
from the RCM to the Powertrain Maintenance
brake, the completed circuit is now open and the
Controller (PMC). The Low Brake Pressure Indi-
indicator light will turn off indicating the parking
cator Light, left-hand monitor pod on the instru-
brake has been released.
ment panel, is connected to the PMC and will
illuminate if the brake system oil pressure is not
adequate for truck operation.

J02020 6/98 Brake Circuit J2-5

 • Emergency Apply Solenoid (SV3) • Accumulator Precharge Switches
This 24 VDC solenoid (15, Figure 2-1) is mounted The accumulator precharge switches (2, Figure
on the brake manifold in the hydraulic cabinet. It 2-1) are normally closed pressure switches lo-
is used in conjunction with the manual emer- cated in the top of each brake circuit accumula-
gency apply switch. If the operator moves the tor. The switches are used to sense the nitrogen
emergency apply switch to the ‘‘On’’ position the pressure in the accumulators.
24 VDC signal will be directed to the RCM and to The accumulators are precharged to 98.4 kg/cm2
the SV3 solenoid. When the solenoid is ener- (1400 psi). If that pressure falls below 59.8
gized the oil flow from the low pressure sensing kg/cm2 (850 psi), the contacts inside the pres-
shuttle (LS) to the automatic apply valve is sure switch will revert back to their normally
blocked, resulting in the application of the brakes. closed position. This will then provide a path to
ground and complete the electrical circuit for the
warning signal monitored by the Transmission
• Emergency/Automatic Apply Signal Pressure
Controller. The indicator light, located in the left
Switch
hand monitor pod, will illuminate indicating low
A normally closed pressure switch (5, Figure 2-1)
accumulator precharge. There is only one indica-
in the pilot circuit from the automatic apply valve
tor light, but two pressure switches. It will be
to the PX port of the service brake controller. If
necessary to determine which accumulator is low
the pressure in this pilot circuit reaches 703
during the accumulator nitrogen charging proc-
kg/cm2 (1000 psi) or greater the contacts inside
ess.
the switch will open. This opens the electrical
circuit to the RCM indicating that the auto apply
or emergency apply has been activated.
• Brake Lock Solenoid (SV1)
The brake lock solenoid (12, Figure 2-1) is a 24
VDC solenoid located on the brake manifold in
• Emergency Brake Switch
the hydraulic control cabinet. When energized, it
The emergency brake switch is located on the
applies the rear brakes only, usually at the shovel
right side of the instrument panel, just below the
or the dump. When the solenoid is energized, it
right hand pod and is used for a manual applica-
allows hydraulic pressure to to flow to the PX port
tion of the emergency brake system. This switch
of the brake valve. This pilot pressure is used to
will apply both front and rear brakes and also the
apply the rear brakes of the truck.
parking brake. The switch has three pairs of
contacts. One pair, used for the emergency apply
circuit, is open when the switch is ‘‘Off’’.
A second pair is for the parking brake switch and
solenoid (SV2) circuit. These contacts are nor-
mally closed when the emergency apply circuit is
‘‘Off’’. However, when the emergency brake
switch is activated, the voltage is removed from
the circuit, solenoid SV2 is de-energized, and the
The brake lock should not be used to park the
parking brake will be applied by spring pressure
truck. The hydraulic pressure can bleed off which
as oil flows out of the parking brake through SV2
would result in the brakes being released. When
to return to tank.
the truck is left unattended, the parking brake must
The third pair of contacts supply voltage to the
be applied.
Front Brake Cut-Out Valve. If the valve is receiv-
ing 24 VDC, the front brakes are disabled and
only the rear brakes are applied. The contacts
are closed when the emergency apply switch is
in the ‘‘Off’’ position. When the switch is activated,
this pair of contacts is opened and the front brake
cut-off valve will allow oil to flow and the front
brakes to apply.

J2-6 Brake Circuit 6/98 J02020

 • Brake Lock Switch
If the brake lock switch is On, (closed position),
24 VDC will be directed to the brake lock solenoid
(SV1) to energize the solenoid. This 24 VDC
signal will also be sent to the RCM which will then
send a signal to the coil side of the Front Brake
Cutout Relay. With the coil side of the relay
energized, the normally open set of contacts will
close and permit 24 VDC through the contacts to
a third set of contacts in the emergency brake
switch. The voltage will then flow through the
switch to the front brake cutout valve. This will
block the hydraulic oil pressure being directed to
the front brakes, resulting in only the rear brakes
being applied. Brake lock pressure is reduced to
2000 psi by the brake lock pressure regulator
valve located on the brake manifold in the hy-
draulic component cabinet.
• Brake Light Relay and Lights
The brake light relay is a normally open device,
When the contacts close, it will activate the brake
lights. The contacts will close when the coil side
of the relay is energized if the RCM sends a 24
VDC signal to the the relay. The Retard and
Control Monitor receives the various signals for
brake application and then delivers the signal to
the brake lights through the brake light relay.
• Retard Light Relay and Light
Any time that the retarder is activated, a signal is
sent from the RCM to the coil side of the Retard
Light Relay. This will energize the coil side of the
normally open relay. The contacts will then close
which will permit 24 VDC to pass through the
relay to illuminate the light indicating that the
retarder has been applied.
• Brake Valve Proximity Switch
Located on the brake valve (dual controller) is a
proximity switch that will send a signal to the
RCM if the brake pedal is depressed.
The switch provides a signal to the RCM. This
signal is interpreted by the RCM which then
activates the brake light relay, closing the con-
tacts, and illuminating the brake lights.
J02020 6/98 Brake Circuit
• Differential Pressure Switch
The differential pressure switch is mounted on
the brake valve (dual controller). The switch
senses pressure at the B1 (rear brakes) and B2
(front brakes) brake apply circuits.
The front and the rear brake apply circuits should
have the same pressure. The differential pres-
sure switch will detect an imbalance in the pres-
sure for the two circuits. If the differential
pressure exceeds 21 ±2 kg/cm2 (300 ±30 psi),
the RCM will receive a signal indicating a prob-
lem in either the front or the rear brake circuit.
• Retarder Control Lever
The retarder control lever can be moved to an
infinite number of positions. Each position will
reflect a different percentage of retarder applica-
tion. If the lever is in it upper most position there
is no retarder application. As the lever is pulled
downward the amount of retarder application is
increased.
The voltage signal to the RCM changes as the
lever is moved downward. The RCM will read this
request and will vary the signal it is sending to
the Proportional Pressure Control Valves (PPC)
(18 & 19, Figure 2-1), in direct relationship to the
position of the lever. As voltage increases, hy-
draulic pressure to the brakes increases. This
action will apply both front and rear brakes.
• Front Brake Cut-Out Relay
A normally open relay used to control application
of the front brakes. If the relay coil is energized,
the relay contacts close and a 24 VDC signal is
sent to the front brake cut-off solenoid valve,
preventing the front brakes from applying. The
front brake cut-out relay is energized if the brake
lock is activated or if the optional slippery road
switch is turned on. When the front brake cut-out
valve is energized, oil cannot flow to the front
brake apply circuit.
• Slippery Road Switch
The optional slippery road switch is located on
the instrument panel and is used to prevent ap-
plication of the front brakes, preventing front
wheel lockup on slippery haul road surfaces.
The slippery road switch activates the front brake
cut-out relay as described above.
J2-7
 NOTES

J2-8 Brake Circuit 6/98 J02020

 BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE
The Brake Valve is a pressure modulating valve, actu-
ated mechanically (brake pedal) or hydraulically
through the automatic apply valve. Before disconnecting pressure lines, replacing
The Brake Valve controls the pressure delivered to the components in the hydraulic circuits, or installing
front brake relay valve and rear brake dual relay valve test gauges, always bleed down hydraulic steering
which provide the apply pressure for the front wheel and brake accumulators. The steering accumula-
and rear wheel disc brake assemblies. Apply pressure tors can be bled down with engine shut down,
can be modulated from zero to maximum braking effort turning the key switch ‘‘Off’’ and waiting 90 sec-
by use of the foot pedal. onds. Confirm the steering pressure is released by
turning the steering wheel - No front wheel move-
ment should occur.
Open bleed down valves (3 & 4, Figure 3-1) located
Rebuild Criteria on the brake manifold. This will allow both accu-
If any one of the following conditions exist, the brake mulators for the rear brakes and both accumula-
valve should be removed and repaired: tors for the front brakes to bleed down.
Before disabling brake circuit, be sure truck
• Excessive cam rock in pedal actuator. wheels are blocked to prevent possible roll-away.
• Any sign of external leakage.
• Internal leakage at the tank port must be less
than 100 cc/minute with the valve in the re-
leased position and system pressure supplied
to the ‘‘P1’’ and ‘‘P2’’ inlet ports.
• Tank port leakage must be less than 250
cc/minute with valve pilot or manual applied at
193.3 kg/cm2 (2750 psi) system pressure.
• Failure of the pedal to return to full release po-
sition.
• Valve holds pressure when in the neutral posi-
tion.
• Varying output pressure with pedal fully de-
pressed.

FIGURE 3-1. BRAKE ACCUMULATOR BLEED

DOWN

1. Rear Brake Accumulator

2. Front Brake Accumulator
3. Accumulator Bleed Down Valve (Rear)
4. Accumulator Bleed Down Valve (Front)
5. Brake Manifold

J03020 3/99 Brake Circuit Component Service J3-1

Removal
If the Brake Valve is to be removed from the vehicle
for repair or adjustment, additional equipment will be
required as outlined in disassembly, assembly.
NOTE: Minor repairs and service adjustment may not
require the removal of the brake valve.
1. Securely block the wheels to prevent possible
roll-away.
2. Place range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow 90
seconds for steering system accumulators to
bleed down. Open valves (3 & 4, Figure 3-1) to
bleed down both brake accumulators.
3. Remove access panel in front of operator’s cab.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings except
the fitting at port ‘‘PX’’. Disconnect wiring harness
at differential pressure switch and proximty switch
connectors.
5. In the cab at the brake valve, remove capscrews
and lockwashers securing the brake valve as-
sembly to the mounting structure.
6. Slide brake valve downward and remove from
cab.
7. Move brake valve assembly to a clean work area
for disassembly.
J3-2 Brake Circuit Component Service
Installation
1. Place the brake valve assembly into position and
secure in place with capscrews and lockwashers.
Tighten capscrews to standard torque.
2. Remove plugs from brake valve assembly and
hydraulic lines. Install fittings and connect lines to
brake valve assembly and tighten. Connect differ-
ential pressure switch and proximity switch to
harness.
NOTE: Prior to checking the brake valve operation, the
steering system must have the proper nitrogen pre-
charge in the steering accumulators (refer to Section
L, ‘‘Hydraulic System’’ for steering accumulator pre-
charge procedure). In addition, the brake system lines
must be bled of air and the brake accumulators must
also be precharged with nitrogen (refer to brake accu-
mulator precharge procedures, this section).
3. With the engine shut down and key switch OFF,
open both brake accumulator bleed down valves
(3 & 4, Figure 3-1). Precharge both accumulators
(1 & 2) mounted on brake manifold to 98 kg/cm2
(1400 psi).
NOTE: For best performance, charge the accumula-
tors in the temperature conditions the vehicle is ex-
pected to operate in. During the precharge, allow
temperature of the nitrogen gas to come into equilib-
rium with the ambient temperature.
4. Close both accumulator bleed down valves after
accumulators have been properly charged.
5. Bleed air from brake apply circuit. Refer to Wet
Disc Brake Bleeding Procedure, this Section of
the manual.
6. Check for fluid leaks at the brake valve.
J03020 3/99
 Disassembly
NOTE: During disassembly, precision machined parts
should be ink marked or tagged to ensure proper
reassembly and minimize adjustment time. All internal
parts must be placed back into the bores from which
they were removed.

1. Match mark each section of the brake valve prior

to disassembly.
2. Drain oil from all ports of the valve by rotating the
valve over a suitable container.
3. Secure brake valve in an upright position in a vice.
4. Remove the brake pedal actuator (11, Figure 3-2)
by removing the retaining clips (4), then remove
the pivot shaft (5) with a punch and hammer.
5. Remove the four button head allen screws (3,
Figure 3-3) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2), and
actuator cap (1) as an assembly by grasping the
boot and gently lifting from the valve body.

FIGURE 3-2. BRAKE VALVE ASSEMBLY

1. Brake Valve 8. Bolt
2. Differential Pressure Switch 9. Lock Nut
3. Proximity Switch 10. Foot Pad
4. Retainer Clip 11. Pedal Actuator FIGURE 3-3. ACTUATOR CAP & BOOT
5. Pivot Shaft 12. Pivot Stop 1. Actuator Cap 5. Capscrew
6. Nylon Bushing 13. Spring 2. Boot 6. Actuator Base
7. Shim 14. Pivot Stop 3. Capscrew 7. Threaded Insert
4. Retainer Plate

J03020 3/99 Brake Circuit Component Service J3-3

 7. Remove capscrews (36, Figure 3-4) and the dif-
ferential pressure switch (35). Refer to ‘‘Differen-
tial Pressure Switch’’ for further switch repair
instructions.
8. Remove and discard the seals (27 & 28).
9. Loosen the plunger locknuts (2). Loosen the
socket head capscrew from the adjustment col-
lars (1).
10. Unscrew and remove the adjustment collars.
11. Remove the two socket head capscrews (5, Figure
3-3) that retain the actuator base (6) to the valve
body.
12. Remove the actuator base from the valve body.
13. Remove controller from vice.
14. Remove the four capscrews (34, Figure 3-4) and
washers (33) from the base of the valve.
15. Remove the base plate (32).
16. With the valve upright, the retaining plug (31)
should fall out. If the plug does not fall out, lightly
tap to dislodge the plug.
NOTE: The spools (12), reaction plungers (21, 22) and
spool return springs (20) may fall out at this time. Keep
parts separate so they may be installed in the same
bores from which they were removed.
17. Remove and discard the O-ring (30) from the
counterbore in the base of the valve body.
18. With the controller upright on the work bench, hold
the valve with one hand and push the ‘‘B1’’ actua-
tor plunger (3) down with the other hand until the
regulator sleeve (19) pops loose.
19. Repeat the above procedure to loosen the ‘‘B2’’
regulator sleeve.
20. Turn the valve on its side on the work bench and
remove the regulator sleeves (19) from the valve
body.
NOTE: Throughout the following steps, it is important
to keep the circuits and circuit components identified
as to which side of the unit they came from. For a given
circuit, all the components have a tolerance stack
which could vary. Keep the ‘‘B1’’ and ‘‘B2’’ parts sepa-
rate.
J3-4 Brake Circuit Component Service
21. Remove the spools (12), reaction plungers (21, 22)
and spool return springs (20) from the regulator
sleeves (19).
22. Remove the plunger return springs (10), regulator
springs (8 & 10), and spring seats (11) from the
valve body.
23. Remove the actuator plungers (3) by pushing
down (toward the bottom of the valve) on the
actuator plunger with your hand until the actuator
plunger slides out.
24. Remove the staging seat (6). Remove and discard
packing (5).
25. Remove the Glyde ring assembly (7) from the
actuator plunger.
26. Remove the O-rings (14, 16 & 18) and teflon
back-up rings (13, 15 & 17) from the regulator
sleeves and discard.
27. Remove the wiper seals (23), poly-pak seals (25),
and the orange back-up rings (24) from the actua-
tor section of the valve and discard.
Cleaning and Inspection
1. Clean all metal parts with solvent and air dry.
2. Inspect the plunger (3, Figure 3-4) for wear on the
sides where it moves through the seals. If axial
grooves are seen or if any wear is apparent,
replace the plunger.
3. Place the regulating spool (12) into its sleeve (19).
Push the spool lightly through the sleeve. The
spool must be able to move freely and smoothly
the entire length of the sleeve. If it cannot, it must
be replaced. Never replace just the spool or
sleeve. They must be replaced as a matched set.
4. Inspect each spring carefully for cracks or breaks.
Any spring with a crack or break must be re-
placed. Also, if the valve was not reaching proper
regulated pressure, replace all regulator springs.
5. Inspect the threaded inserts (7, Figure 3-3) in the
actuator base. If any of the threads are damaged,
the inserts must be replaced.
6. Lubricate all parts with a thin coat of clean hy-
draulic oil. Take care to keep components pro-
tected from contamination.
J03020 3/99
 FIGURE 3-4. BRAKE VALVE
1. Adjustment Collar 11. Spring Seat 21. Reaction Plunger (B1) 30. O-Ring
2. Nut 12. Regulator Spool 22. Reaction Plunger (B2) 31. Retaining Plug
3. Actuator Plunger 13. Back-up Ring 23. Wiper Seal 32. Base Plate
4. Stud 14. O-Ring 24. Back-up Ring 33. Washer
5. Packing 15. Back-up Ring 25. Poly-Pak Seal 34. Capscrew
6. Staging Seat 16. O-Ring 26. Valve Body 35. Differential Pres-
7. Glyde Ring Assembly 17. Back-up Ring 27. Seal sure Switch
8. Regulator Spring 18. O-Ring 28. Seal 36. Capscrew
9. Regulator Spring 19. Regulator Sleeve 29. Set Screw Orifice Plug
10. Plunger Return Spring 20. Spool Return Spring

J03020 3/99 Brake Circuit Component Service J3-5

ASSEMBLY 4. Install the wiper seal (5) in the top counterbore.
Position the seal in the groove so that the register
Actuator Base Threaded Inserts lip is facing up toward the actuator.
1. If any inserts (7, Figure 3-3) were removed from 5. Repeat Steps 1- 4 for the second bore.
the actuator base (6), position the actuator base
upside down on the work bench and support Regulator Sleeve O-Ring Installation
directly under each of the four floor mounting 1. Install an O-ring (2, Figure 3-6) onto the smallest
holes. groove (on the top) of the regulator sleeve (3).
2. Install the threaded inserts into the actuator base Install O-ring (5) onto the middle groove on the
by tapping lightly with a small hammer until the regulator sleeve. Install O-ring (6) onto the largest
insert flanges become flush with the actuator groove (on the bottom) on the regulator sleeve.
base. Be sure the base is supported to avoid 2. Install a split nylon back-up ring (4) onto each side
breaking the base. of the O-ring (5) located in the middle of the
3. Thoroughly clean the actuator base and set aside. regulator sleeve.
3. Install one split nylon back-up ring behind the
Boot and Cap O-ring (2) located at the top end of the sleeve.
1. Examine the boot (2, Figure 3-3) for any cracks, This O-ring is the smallest of the three O-rings.
tears, or other damage. If damage is evident, the Position the back-up ring so that it is next to the
boot must be replaced. To replace the boot, follow top of the regulator sleeve. The top of the sleeve
the procedure below. is the end with the smallest O.D.
2. Remove the boot from the actuator cap (1) and 4. Repeat Steps 1-3 for the second regulator sleeve.
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap
contacts the boot. Use a knife or suitable scraper.
Clean thoroughly to remove all adhesive or parti-
cles of the old boot.
3. Apply a thin bead of Loctite® Prism 410 onto the
upper sides of the cap. Apply the bead to the two
long sides only. Do not apply it to the rounded
ends, these must not be sealed to allow the boot
to ‘‘breath’’.
4. Carefully position the cap into the new boot groove
wiping off the excess glue.
5. Position the boot such that it conforms to the
contour of the cap, then set aside. Adhesive
requires about 30 minutes to cure.

Valve Body Seal Installation

1. Install the poly-pak seal (3, Figure 3-5) in the seal
groove first. Position the seal in the groove so that
the internal O-ring inside the poly-pak seal is
facing down toward the bottom of the valve.
2. Make sure the internal O-ring is still seated inside
the poly-pak seal (3) and did not get dislodged
during installation. Position the poly-pak seal to
the bottom of the groove.
3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue to FIGURE 3-5. VALVE BODY SEAL INSTALLATION
work into the groove either by hand or by using 1. Actuator Plunger 4. Back-Up Ring
an O-ring installation tool. 2. Valve Body 5. Wiper Seal
3. Poly - Pak Seal 6. Actuator Base

J3-6 Brake Circuit Component Service J03020 3/99


FIGURE 3-6. SLEEVE SEAL PLACEMENT
1. Back-Up Ring
4. Back-Up Ring
2. O-Ring
5. O-Ring
3. Regulator Sleeve 6. O-Ring
Actuator Plunger O-ring Installation
1. Install an O-ring (7, Figure 3-4) into the O-ring
groove located at the large diameter end of the
actuation plunger (3).
2. Install a split Glyde ring over the O-ring. (Twist and
squeeze the split Glyde ring into a small circle
before installing to insure a tight fit over the O-
ring).
3. Repeat Steps 1 & 2 for the second plunger.
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4. before starting
on the other side (circuit). Be careful to assemble
components into the circuit from which they were
removed.
1. If removed, install stud (4, Figure 3-4) in plunger
(3). Tighten nut (2).
2. Install new packing (5) on staging seat (6) and
insert in plunger bore.
3. Lightly lubricate the actuation plunger Glyde ring
(7).
J03020 3/99 Brake Circuit Component Service
FIGURE 3-7. GLYDE RING INSTALLATION
1. Actuator Plunger 3. Glyde Ring
2. Valve Body 4. Sharp Edges
4. Install the ‘‘B1’’ actuation plunger (3) into the ‘‘B1’’
circuit. Be careful not to damage or cut the Glyde
ring during installation. Observe the Glyde ring
assembly through the tank port as the plunger is
being installed. (Refer to Figure 3-7) It may be
necessary to work the Glyde rings past the sharp
edge in the body to prevent damage to the seal.
Make sure the actuation plunger is completely
seated and bottomed.
5. Repeat Steps 1 through 4 for the ‘‘B2’’ actuation
plunger.
6. Install the plunger return spring (10, Figure 3-4),
regulator springs (8 & 9) and spring seat (11) into
the appropriate circuit. If spring seat does not seat
correctly on top of the control spring, lightly shake
the valve to correctly position the spring seat.
7. Lightly lubricate the regulator spool (12).
8. Install the regulator spool into the regulator sleeve
(19). The spherical end of the spool should be at
the top of the regulator sleeve. The top of the
sleeve is the end with the smallest O.D.
NOTE: Check to insure that the spool will slide
smoothly and freely. Replace the entire sleeve assem-
bly and spool, if the spool does not slide smoothly and
freely.
9. Remove spool from sleeve before installing
sleeve into body.
10. Lightly lubricate the O-rings (14, 16, & 18) on the
regulator sleeve.
J3-7
11. Install the regulator sleeve assembly into the cor-
rect circuit in the valve. Make sure the spring seat
is correctly seated in the regulator spring before
installing the regulator sleeve assembly. Push
sleeve into bore until sleeve retaining flange at the
base of sleeve contacts the valve body.
12. Install the spool return spring (20) into spool (12).
13. Insert reaction plunger (21 or 22) into regulator
spool.
14. Install regulator spool (12) into regulator sleeve
(19).
15. Repeat Steps 6 through 14 for the second circuit.
16. Lightly lubricate the large retainer plate O-ring (30)
and install into the counter bore in the bottom end
of the valve.
17. Install the retainer plug (31) into the counter bore
on the bottom of the valve. Make sure steps on the
retainer plug are facing the counter bore or toward
the top of the valve.
J3-8 Brake Circuit Component Service
18. Install the base plate (32) on top of the retainer
plug. Tighten the four allen screws (34) evenly,
alternating diagonally, to evenly seat the regulator
sleeve assembly. Tighten to 1.61 - 1.72 kg.m (140
- 150 in. lbs.) torque.
19. Using new seals (27 & 28, Figure 3-4), install
pressure differential pressure switch assembly
(35) on valve body. Install socket head capscrews
(36). Tighten capscrews to 1.61 - 1.72 kg.m (140
- 150 in. lbs.) torque.
20. Install the actuator base (6, Figure 3-3) on top of
the valve. Make sure to position properly for cor-
rect port direction. Tighten the two socket head
capscrews (5) and tighten to 2.1 - 2.2 kg.m (180
- 190 in. lbs.) torque.
21. Screw the adjustment collars (1, Figure 3-4) onto
the top of the actuation plungers. Screw all the way
down until they bottom on the threads.
J03020 3/99
DIFFERENTIAL PRESSURE SWITCH NOTE : In the following assembly, make a note of the
color (red or green) of spring (8). The spring color will
The differential pressure switch (1, Figure 3-8)
determine final adjustment of the switch. Refer to
mounted on the brake valve (2) detects an imbalance
Table I, "Differential Pressure Switch Adjustment".
in brake apply pressure between the front and rear
In addition, for future service reference, the outside of
brake circuits. If the pressures differ more than shown
the valve should be marked to indicate the color (red
in Table I, ‘‘Differential Pressure Switch Test’’, the
or green) of spring (8).
switch (3) completes a path to ground, providing a
signal to the Retard Control Module. 5. Turn valve over and install piston (9), spring (8)
and screw plug (7). Plug should be inserted ap-
Disassembly proximately 0.5 in. (13 mm) below edge of body.
Temporarily install plug (6) in screw plug port.
1. Remove the four socket head capscrews attach-
ing the differential pressure switch body (1, Figure NOTE: Screw plug (7) adjustment controls switch ac-
3-8) to the valve body (2). tuation point. Refer to ‘‘Valve Bench Test and Adjust-
2. Remove switch assembly (3) and O-ring (12). ment, Differential Pressure Switch Adjustment ’’ for
3. Remove plugs (5, 6 & 11). calibration procedure.
4. Insert a hex wrench through bottom port and
remove screw plug (7).
5. Remove spring (8) and piston (9).
6. Carefully push spool assembly (10) out of its bore.

Cleaning and Inspection

1. Clean all metal parts with solvent and air dry.
2. Inspect spool assembly (10, Figure 3-8) for scor-
ing and other evidence of damage. Inspect spool
bore in body (4). If seals are damaged, entire
differential switch assembly should be replaced.
3. Lightly lubricate spool assembly and carefully
insert in bore. Spool must slide freely and
smoothly in bore. If there is binding, the entire
differential pressure switch assembly must be
replaced.
4. Lubricate piston (9) and insert in its bore. Piston
must move freely with no binding.
5. Inspect spring (8) for cracks, distortion, etc.
6. Attach an ohmmeter to switch assembly (3) center
terminal and switch body. Actuate the switch
plunger to verify contacts close when plunger is
depressed and contacts open when released.
Plunger must operate freely in switch body.

Assembly
1. Install plug (11, Figure 3-8). Tighten plug to 2.2 -
2.4 kg.m (190 - 210 in. lbs.) torque.
2. Lightly lubricate Glyde rings on spool assembly FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH
(10) and carefully insert in body (4) until it bottoms
on plug (11). 1. Differential Pressure 7. Screw Plug
Switch Assembly 8. Spring
3. Install plug (5). Tighten plug to 2.2 - 2.4 kg.m (190
2. Valve Body 9. Piston
- 210 in. lbs.) torque.
3. Switch Assembly 10. Spool Assembly
4. Using new O-ring (12), install switch assembly (3). 4. Body 11. Plug
Tighten to .63 - .69 kg.m (55 - 60 in. lbs) . torque. 5. Plug 12. O-Ring
6. Plug

J03020 3/99 Brake Circuit Component Service J3-9

VALVE BENCH TEST AND ADJUSTMENT
The following parts and test equipment will be required
to completely bench test and adjust the brake valve.
The differential pressure switch can also be calibrated
and operation tested.
• Pressure gauges (3), 0-350 kg/cm2 (0-5000
psi).
• Hydraulic pressure supply, regulated to 193
kg/cm2 (2750 psi).
• Hydraulic test stand, Refer to Figure 3-9.
• Hose fittings for valve ports:
Port PX:................................... 7/16 in., # 4 SAE
Ports P1, P2, B1 and B2: .......... 3/4 in. , #8 SAE
Port T: ................................. 1 1/16 in., #12 SAE
• Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.

FIGURE 3-9. TEST BENCH SET UP

1. Motor 5. Needle Valve 9. Simulated Brake Volume
2. Pump 6. Brake Valve 10. Rear Brake Pressure Gauge
3. System Pressure Gauge 7. Front Brake Pressure Gauge 11. Relief Valve
4. Needle Valve 8. Shut Off Valves
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1, B2 Cylinders must be capable of a 10 cubic inch maximum displacement.

J3-10 Brake Circuit Component Service J03020 3/99

Test Set Up Procedure
1. Position the valve in the fixture to allow plungers
to be activated by hand using a lever (refer to
Figure 3-9).
2. Attach the pilot input supply pressure to the pilot
port labeled ‘‘PX’’ on the rear of the valve.
3. Attach the main supply input pressure to the
O-ring ports on the rear of the valve labeled ‘‘P1’’
and ‘‘P2’’.
4. Attach the tank return line to the O-ring port
labeled ‘‘T’’ on the rear of the valve.
5. Attach the regulated output ports ‘‘B1’’ and ‘‘B2’’
to the test lines. Pressure monitoring devices in
these two lines must be capable of 211 kg/cm2
(3000 psi) minimum. Connect all ports. The con-
nections should be according to the diagram
shown in Figure 3-9. All ports must be used and
connected.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating. The
oil will be at very high pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
6. Start hydraulic pump and regulate output pressure
to 193 kg/cm2 (2750 psi) at pressure gauge (3).
Pressure gauges (7 & 10) should read zero.
7. Pilot supply circuit pressure must also be 193
kg/cm2 (2750 psi).
8. Return line pressure during this test is not to
exceed .35 kg/cm2 (5 psi).
9. Test the valve with ISO 32 grade oil or hydraulic
oil meeting specifications listed in Section ‘‘P’’ at
120° ±10° F (49° ±3° C).
J03020 3/99 Brake Circuit Component Service
Brake Valve Output Pressure Adjustment
1. Install the pedal pivot shaft pin in the actuator base
by itself without installing the pedal assembly.
2. By taking a screw driver or pry bar and placing it
under the pivot pin and on top of the threaded
plunger assembly, each circuit can be actuated
individually. Refer to Figure 3-9.
3. Gradually apply pressure on each circuit (one at
a time) to check for leaks around the plunger.
Make sure the adjustment collar is screwed all the
way down on the threads.
4. ‘‘B1’’ Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn in-
crements until the output pressure at port ‘‘B1’’ is
148 ±5.3 kg/cm2 (2100 ±75 psi) with the adjust-
ment collar contacting the actuator base (fully
actuated). Fine adjustment will require turning
the collar only in 1/8 turn increments.
5. ‘‘B2’’ Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn in-
crements until the output pressure at port ‘‘B2’’ is
148 ±5.3 kg/cm2 (2100 ±75 psi) with the adjust-
ment collar contacting the actuator base (fully
actuated). Fine adjustment will require turning
the collar only in 1/8 turn increments.
6. Tighten the setscrews in the adjustment collars to
.28 - .35 kg.m (25 - 30 in. lbs.) torque. The entire
plunger may have to be rotated to get to the
capscrews.
7. Check pressures again after tightening the set
screws. If the pressures have moved out of speci-
fied range, loosen the appropriate set screw and
re-adjust.
8. Cycle each circuit 50 times using pilot apply. This
is done by closing needle valve (5) and opening
needle valve (4). Read pressure on gauges (7 &
10). Close valve (4) and open valve (5). The
pressure gauges (7 & 10) should read 0 psi.
9. Recheck pressures after cycling. If they have
changed, re-adjust pressures.
Differential Pressure Switch Adjustment
10. Attach an ohmmeter or continuity tester lead to
connector on differential pressure switch wire.
Attach other lead to valve body. Verify switch
contacts are open.
11. Remove plug (6, Figure 3-8) for access to adjust-
ment screw plug (7).
12. Insert pry bar under pivot pin to actuate the ‘‘B1’’
section of valve.
J3-11
13. Slowly depress plunger while observing the ohm-
meter; switch contacts should close at pressure
shown in Table I on the ‘‘B1’’ pressure gauge:
Table I - Differential Press. Switch Adjustment
Spring Pressure -- Switch Contacts Closing
Color ‘‘B1’’ Valve Spool ‘‘B2’’ Valve Spool
Red 21 ±2.1 kg/cm2 21 ±2.1 kg/cm2
(300 ±30 psi) (300 ±30 psi)
2 ‘‘Installation’’. Install 0-350 kg/cm2 (0-5000 psi) gauges
Green 42.2 ±3.5 kg/cm 42.2 ±3.5 kg/cm2
(600 ±50 psi) (600 ±50 psi)
Adjust screw plug in bottom port of differential
pressure switch counterclockwise until
switch contacts just close.
14. Release plunger and depress again while observ-
ing ‘‘B1’’ gauge and ohmmeter to verify switch
contacts close at pressure shown in Table I. If not,
repeat step 13.
15. Insert pry bar under pivot pin to actuate the ‘‘B2’’
section of valve.
16. Slowly depress plunger while observing ohmme-
ter; switch contacts should close at the pressure
shown in Table I on the ‘‘B2’’ gauge. A slight
adjustment may be necessary.
17. Slowly depress both plungers equally from mini-
mum to maximum application pressure. Switch
contacts must remain open
18. Install plug (6) and tighten to 1.0 - 1.2 kg.m (90 -
100 in. lbs.) torque.
19. Shut down the test bench and relieve all hydraulic
pressure from the lines.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating. The
oil will be at very high pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
20. Remove hoses from valve and remove valve from
test stand. Refer to instructions below for pedal
actuator installation prior to final test.
J3-12 Brake Circuit Component Service
Final Test and Adjustment
The brake pedal actuator must be installed on the
brake valve body prior to final test and adjustment.
Refer to ‘‘Installation of Brake Pedal Actuator to Brake
Valve’’.
NOTE: The ‘‘Final Test and Adjustment’’ procedure
can also be performed with the brake valve installed in
the truck. To perform final test with brake valve
mounted in the truck, install valve per instructions in
at the ‘‘B1’’ and ‘‘B2’’ diagnostic test connectors in the
brake cabinet.
Follow steps 21. - 33. below for final test.
21. Reinstall brake valve (with actuator pedal at-
tached) on the test stand following steps 2 through
9. under ‘‘Test Setup Procedure’’.
22. With test stand pump adjusted for 193 kg/cm2
(2750 psi) or with engine running and brake sys-
tem supply pressure at or above 193 kg/cm2 (2750
psi), depress the pedal as quickly as possible. The
pressure on the output circuits must reach the
minimum pressure listed below at port ‘‘B1’’ and
port ‘‘B2’’ within 1.0 second. Measurement of time
begins the moment force is applied to move the
pedal.
Rear Brake - ‘‘B1’’:
148 ±5.3 kg/cm2 (2100 ±75 psi)
Front Brake - ‘‘B2’’ :
148 ±5.3 kg/cm2 (2100 ±75 psi)
23. With ‘‘B1’’ and ‘‘B2’’ plugged into a strip chart
recorder, (if available) check the modulation by
slowly applying pressure until the maximum pres-
sure is reached. Make sure the pressure increase
is smooth and no sticking of the spools is ob-
served. Fully depress the pedal. Pressures must
remain within specification at ‘‘B1’’ and ‘‘B2’’ for 20
seconds.
24. Adjust square head bolt (1, Figure 3-10) until the
bolt is not touching the actuator cap. Apply Loc-
tite® 242 to the adjustment bolt prior to setting the
deadband.
25. Set the deadband by placing a 0.254 mm (0.010
in.) thick shim at location shown in figure 3-10
(between the pedal structure and return stop boss
on pivot structure).
26. Adjust the bolt (1) until it is just touching the cap.
J03020 3/99
 27. Continue turning the adjustment bolt until pressure
begins to rise on one of the brake apply pressure
gauges.
28. Back-off the adjustment bolt 1/8 turn.
29. Tighten the jam nut (2) and remove the shim stock
inserted in step 25.
30. Fully stroke the brake pedal actuator to check that
output pressure at port ‘‘B1’’ and ‘‘B2’’ are within
specifications.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel.

31. If pressure is not within specifications, re-adjust. If

pressure is within specifications, apply a few drops
of Loctite® #262 to the jam nut.
32. Check internal leakage at port ‘‘T’’. Leakage must
be less than 100 cc/minute with the valve in the
released position and system pressure supplied
to the ‘‘P1’’ and ‘‘P2’’ inlet ports.
33. ‘‘T’’ port leakage must be less than 250 cc/minute
with valve pilot pressure or manual applied.

Proximity Switch Installation and Adustment

34. Install the proximity switch (3, Figure 3-10) in the
actuator base until the switch is approximately
6.35 mm (0.25 in.) below the boss on the actuator
base.
35. Lock switch in position with the two jam nuts (4).
36. Connect an ohmmeter to the switch harness to
check continuity.
37. Slowly apply the brake pedal and note the pres-
sure on the gauge at which the ohmmeter indi-
cates continuity in the switch.
38. Readjust the switch if necessary to trip when the
pressure reaches 5.3 kg/cm2 (75 psi).
39. Secure switch with jam nuts after adjustment is
complete.

FIGURE 3-10. PEDAL ASSEMBLY ADJUSTMENTS

1. Square Head Bolt 3. Proximity Switch
Be certain the top section of the switch does not
2. Nut 4. Jam Nuts
contact the threads in the actuator base. If this
occurs, it will cause a short circuit, preventing the
switch from operating properly.

J03020 3/99 Brake Circuit Component Service J3-13

Installation Of Brake Pedal Actuator Assembly 5. Assemble spring assembly (13) and install com-
to Brake Valve plete assembly to brake pedal actuator as shown.

1. Install jam nut (9, Figure 3-10) and square head

bolt (8) to brake pedal actuator (11).
2. Insert nylon bushings (6) into brake pedal actua-
tor.
3. Install one retaining clip (4) to one end of pivot Be sure to install spring assembly correctly, with
shaft. larger ball socket end pointing to the pedal struc-
ture and smaller end toward the valve assembly.
4. Align pedal structure to brake valve (1) and par-
tially insert pivot pin. Move pedal structure to the
‘‘B2’’ side of valve and insert shims (7) between
NOTE: When pedal is adjusted properly, the spring
pedal structure and brake valve ear to fill gap.
assembly will not interfere with pedal travel.
Fully insert the pivot shaft (5). Install the remain-
ing retainer clip (4).

J3-14 Brake Circuit Component Service J03020 3/99

RELAY VALVES
The relay valves (one for front and one ‘‘dual relay
valve’’ for rear brake circuits) supply the apply pressure
for each disc brake assembly. When the operator
depresses the brake valve, hydraulic pressure, propor-
tional to the amount of brake valve application, is
applied to the front brakes and pilot pressure circuit of
the front relay valve. At the rear wheels, regulated
pressure (proportional to the pilot pressure applied) is
delivered from the ‘‘B1’’ and ‘‘B2’’ ports of the dual relay
valve to each wheel. The regulated pressures supplied
to each wheel are equal.
The relay valves are located in the hydraulic cabinet.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or installing
test gauges, always bleed down hydraulic steering
and brake accumulators. The steering accumula-
tors can be bled down with engine shut down,
turning the key switch ‘‘Off’’ and waiting 90 sec-
onds. Confirm the steering pressure is released by
turning the steering wheel - No front wheel move-
ment should occur.
Open bleed down valves (3 & 4, Figure 3-1) located
on the brake manifold. This will relieve hydraulic
pressure from both brake system accumulators.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible roll-away.
J03020 3/99 Brake Circuit Component Service
Removal
NOTE: The removal and installation instructions below
are applicable to either the front relay valve or the rear
dual relay valve.
1. Securely block the wheels to prevent possible
roll-away.
2. Place range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow 90
seconds for steering system accumulators to
bleed down. Open valves (3 & 4, Figure 3-1) to
bleed down all four brake accumulators. Close
valves after all pressure is released.
3. Tag and remove all hydraulic lines from the relay
valve. Plug lines and ports to prevent possible
contamination.
4. Remove capscrews and washers securing valve
to wall of cabinet. Remove valve and move to
clean work area for disassembly.
Installation.
1. Install relay valve in hydraulic components cabinet
Install mounting capscrews and lockwashers to
secure valve. Tighten capscrews to standard
torque.
2. Remove hose and fitting caps and plugs and
attach hoses to the proper valve ports.
3. Start engine and check for leaks and proper brake
operation. Shut down engine.
J3-15
 Disassembly
Relay valve rebuild procedures for the front (single
relay valve) and rear (dual relay valve) are identical
with the following exception; the dual relay valve con-
tains shuttle valves (19, Figure 3-11) in the manifold
body (1). The shuttle valves are not required on the
single relay valve.
The parts installed in the valve body (either type valve)
for the ‘‘B1’’ and ‘‘B2’’ bores are identical, however the
parts must not be interchanged between the two bores.
1. Thoroughly clean valve to remove dirt accumula-
tion. Drain all oil from all ports of the valve by
rotating the valve over a suitable container.
2. Use a felt tip pen to mark manifold body (1, Figure
3-11) and valve body (2) to ensure correct reas-
sembly. Note location of plugged ports.
NOTE: As the valve is disassembled, lay out parts in
order of disassembly, being certain to note the valve
body bore from which they are removed. Parts must
be reinstalled in the same bore from which they are
removed.

3. Secure valve in an upright position in a vice.

4. Remove the socket head capscrews (20) retaining
the manifold body (1) to the valve body (2). Re-
move manifold body and discard O-rings (18).
5. Remove plungers (16) and sleeves (17).
6. Remove controller from vice.
7. Remove the four capscrews and washers (7) from
the base of the valve.
8. Remove the sleeve retainer (6).
9. With the valve upright, the plug (5) should fall out.
If not, tap lightly to dislodge.
10. Remove the spools (12), reaction plungers (8) and
spool return springs (11). Keep parts separate so
they may be installed in the same spool from which
FIGURE 3-11. RELAY VALVE (Cross Section) they were removed.
1. Manifold Body 13. Lower Spring Seat 11. Remove and discard the packing (4) from the
2. Valve Body 14. Regulator Spring counterbore in the base of the valve body.
3. Spring 15. Upper Spring Seat
4. Packing 16. Plunger 12. Turn the valve on its side on the work bench and
5. Plug 17. Sleeve remove the sleeves (9) from the valve body.
6. Sleeve Retainer 18. O-Ring 13. Remove seal (10), O-rings (22 & 24), and backup
7. Capscrews & Washers 19. Shuttle Valve (Dual rings (21 & 23) and discard.
8. Reaction Plunger Relay Valve only)
9. Sleeve 20. Capscrew 14. Remove spring seats (13 & 15) and springs (3 &
10. Seal 21. Backup Ring 14).
11. Spool Spring 22. O-Ring
12. Regulator Spool 23. Backup Ring 15. For dual relay valve; remove shuttle valves (19)
24. O-Ring from manifold body (1).

J3-16 Brake Circuit Component Service J03020 3/99

Cleaning and Inspection 9. Preassemble regulator spool (12) as follows:
1. Clean all metal parts with solvent and air dry. a. Insert spool springs (11) into spool bore.
2. Apply a light film of hydraulic oil to plungers (16, b. Insert reaction plungers (8) into spool bores
Figure 3-11) and insert in sleeves (17). Sleeves and springs.
must slide smoothly and freely in sleeve bores. If
10. Install regulator spool assemblies into their re-
parts do not slide smoothly or excessive wear is
spective sleeve bores. The spherical end must be
apparent, replace both the sleeve and plunger.
inserted toward the spring seat. Push into bore
3. Apply a light film of oil to regulator spools (12) and until contact is made with lower spring seat.
slide into bore of sleeves (9). Spools must slide
smoothly and freely in sleeve bores. If parts do 11. Install sleeve retainer plug packing (4) in valve
not slide smoothly or excessive wear is apparent, body.
replace both the sleeve and spool. 12. Check to be certain spring seats (13 & 15) are
4. Inspect each spring carefully for cracks or breaks. properly positioned into the regulator springs (14)
Any spring with a crack or break must be re- and the reaction plunger (8) slides smoothly in its
placed. If the valve was not reaching proper regu- bore. Install retaining plug (5) in valve body coun-
lated pressure, replace the regulator springs. terbore.
5. Lubricate all parts with a thin coat of clean hydrau-
13. Position sleeve retainer (6) on valve body. Install
lic oil. Take care to keep components protected
the four capscrews and washers (7), tightening
from contamination.
capscrews evenly to properly seat plug (5) in
6. All seals (packing, O-rings, backup rings) should counterbore. Tighten capscrews to 1.61 - 1.72
be removed and replaced with new parts when kg.m (140 - 150 in. lbs.) final torque.
the valve is assembled.
14. Tighten the two capscrews (20) holding the mani-
fold body (1) to the valve body (2) to 2.07 - 2.19
kg.m (180 - 190 in. lbs.) torque.
Assembly 15. Install shuttle valves (19 - dual relay valve only)
1. Install sleeves (17, Figure 3-11) in bores in top of 16. Install plugs as required in manifold body ports.
valve body (2). Tighten the larger (#8 SAE) plugs to 3.17 - 3.46
2. Install plungers (16) in sleeves as shown in Figure kg.m (275 - 300 in. lbs.) torque. Tighten the
3-11. smaller (#4 SAE) plugs installed in the ‘‘TC1’’ and
3. Apply film of oil to O-rings (18) and position in ‘‘TC2’’ ports to 1.04 - 1.15 kg.m (90 - 100 in. lbs.)
grooves on top of valve body. torque.
4. Position manifold body (1) on valve body, aligning .
marks made during disassembly.
5. Secure manifold to valve body with two socket
head capscrews (20). Only finger tighten cap-
screws.
6. Insert springs (3) in bores. Preassemble upper
spring seat (15), spring (14) and lower spring seat
(13). Insert assembly into bore from bottom of
valve. Be certain upper spring seat is positioned
against plunger (16). Repeat for other bore.
7. Install sleeve packing seal (10). Refer to Detail ‘‘A’’
and ‘‘B’’, Figure 3-11 and install O-rings (22 & 24)
and backup rings (21 & 23) in the sleeve (9)
grooves.
8. Apply a light film of oil to sleeve seals. Carefully
push sleeves (9) into their respective bores in the
valve body until flange at base of sleeves contact
valve body.

J03020 3/99 Brake Circuit Component Service J3-17

VALVE TEST AND ADJUSTMENT
The following parts and test equipment will be required
to completely bench test the dual relay valve. The
differential pressure switch can be calibrated and its
operation tested.
• Pressure gauges (4), 0-to-350 kg/cm2 (0-to-
5000 psi).
• Hydraulic pressure supply, regulated to 193
kg/cm2 (2750 psi).
• Hydraulic test stand, Refer to Figure 3-12.
• Hose fittings for valve ports:
Port ‘‘PX’’: ..................... 7/16 in.,#4 SAE O-ring.
Ports ‘‘B1’’ and ‘‘B2’’: .... 3/4 in., #8 SAE O-ring.
Port ‘‘T’’:.................. 1 1/16 in., #12 SAE O-ring.
• Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
relay valves installed on the truck by using the brake
treadle valve to modulate pilot pressure and monitor-
ing brake apply pressure in the appropriate brake
apply pressure lines.

FIGURE 3-12. DUAL RELAY VALVE BENCH TEST SETUP

1. Motor 6. Needle Valve (Pressure Bleed 11. Needle Valve
2. Pump to Tank) 12. Needle Valve
3. Main Pressure Gauge 7. Pilot Pressure Gauge 13. Shut-off Valves
4. Pressure Regulator (Pilot Pressure) 8. Dual Relay Valve 14. Simulated Brake Volume
5. Needle Valve (Pilot Pressure Re- 9. LH Brake Apply Pressure Gauge 15. Relief Valve
lease) 10. RH Brake Apply Pressure
Gauge

J3-18 Brake Circuit Component Service J03020 3/99

Test Set Up Procedure
1. Setup valve on test stand as shown in Figure 3-12.
2. Attach the pilot input supply line to the port labeled
‘‘PX’’ on the side of the valve.
3. Attach the main supply input pressure line to the
port on the front of the valve labeled ‘‘P’’.
4. Attach the tank return line to the port labeled ‘‘T’’.
5. Attach the regulated output ports ‘‘B1’’ and ‘‘B2’’
to the test lines. Pressure monitoring devices in
these two lines must be capable of 211 kg/cm2
(3,000 psi) minimum.
Connect all ports. The connections should be
according to the diagram shown in Figure 3-12.
All ports must be used and connected.
All ports must be used. Relieve pressure before
disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating. The
oil will be at very high pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
6. Start hydraulic pump and regulate output pressure
to 193 kg/cm2 (2750 psi) at pressure gauge (3).
Pressure gauges (9 & 10) should read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 2100 psi (16,545 kPa) on gauge (7).
8. Return line pressure during this test is not to
exceed 0 psi (0 kPa).
9. Test the valve with ISO 32 grade oil or hydraulic
oil meeting specifications listed in Section ‘‘P’’ at
120° ±10° F (49° ±3° C).
Brake Valve Output Pressure Adjustment
1. With pump operating and supply and pilot pres-
sure adjusted as described in setup instructions,
inspect valve for leakage.
J03020 3/99 Brake Circuit Component Service
2. With 147.6 kg/cm2 (2100 psi) pilot pressure ap-
plied, verify the following regulated output pres-
sures:
‘‘B1’’ port gauge (10) reads:
147.6 ±5.3 kg/cm2 (2100 ±75 psi)
‘‘B2’’ port gauge (9) reads:
147.6 ±5.3 kg/cm2 (2100 ±75 psi)
3. Close the pilot supply needle valve (5) and open
the pilot pressure release needle valve (6) to
bleed pressure back to the reservoir.
Pilot pressure gauge (7) should drop to 0 psi
(0 kPa).
Regulated output pressure lines ‘‘B1’’ and
‘‘B2’’ should drop to 0 psi (0 kPa) on gauges
(10) and (9) respectively.
4. Repeat steps 2 and 3 approximately 50 times to
cycle valve from minimum to maximum apply
pressure.
5. Verify output pressure remains within specifica-
tion. If not, the valve must be rebuilt.
6. While observing pilot pressure gauge (7) and
regulated output pressure gauges (9 & 10), apply
pilot pressure slowly and steadily until 147.6
kg/cm2 (2100 psi) (maximum) pilot pressure is
obtained.
Pilot pressure and regulated output pressure
must track within 3.5 kg/cm2 (50 psi) after the
pilot pressure reaches 7.0 kg/cm2 (100 psi).
7. Reduce pilot pressure to 0 psi (0 kPa). Apply 147.6
kg/cm2 (2100 psi) pilot pressure as quickly as
possible.
Regulated output pressure must increase to
147.6 ±5.3 kg/cm2 (2100 ±75 psi) within 1.0
second after pressure is applied to pilot line.
8. Check internal valve leakage from port ‘‘T’’ with
full supply pressure (port ‘‘P’’) applied:
With pilot pressure released, leakage must
not exceed 100 cc/minute.
With 147.6 ±5.3 kg/cm2 (2100 ±75 psi) pilot
pressure applied, leakage must not exceed
150 cc/minute.
Be certain all hydraulic pressure has been re-
leased prior to disconnecting hoses and valve.
9. Remove hoses from valve and remove valve from
test stand.
J3-19
HYDRAULIC BRAKE ACCUMULATORS
Two, identical accumulators are located above the
brake manifold in the hydraullic components cabinet.
The left accumulator supplies the pressure necessary
for actuation of the rear service brakes. The right
accumulator supplies pressure to activate the front
service brakes.

Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line from the accumula-
tors or brake system until all hydraulic pressure
has been manually drained from accumulators.
Open manual drain valves located on the brake
manifold in the brake cabinet to drain pressurized
oil. The manual bleeddown valve for the front ac-
cumulator is identified as ‘‘NV1’’. The manual
bleeddown valve for the rear accumulator is iden-
tified as ‘‘NV2’’.

Brake Accumulator Bleed Down Procedure

The brake accumulators can be bled down by rotating
the manual bleeddown valves (NV1 and NV2) coun-
terclockwise. The valves are located on the brake
manifold in the hydraulic components cabinet.
1. Turn bleeddown valve knobs, (7 & 8, Figure 3-13)
counterclockwise to open valves.
2. Confirm accumulators are bled down by applying
the ‘‘Brake Lock’’ switch (key switch On, engine
shut down) and applying service brake pedal. The
service brake light should not come on - the low
brake pressure light should illuminate.
3. Close the bleeddown valves by rotating the knobs
clockwise.

FIGURE 3-13. BRAKE ACCUMULATORS

1. Rear Brake Accumulator 5. Mounting Strap
2. Pressure Switch 6. Capscrews, Washers &
3. Charging Valve Nuts
4. Front Brake Accumulator 7. Bleeddown Valve (Front)
8. Bleeddown Valve (Rear)

J3-20 Brake Circuit Component Service J03020 3/99

BRAKE ACCUMULATOR CHARGING
PROCEDURE
Do not loosen or disconnect any hydraulic line or
component until engine is stopped and key switch
has been Off for at least 90 seconds and the brake
accumulators have been manually bled down.
Pure dry nitrogen is the only gas approved for use
in the brake accumulators. The accidental charg-
ing of oxygen or any other gas in this compartment
may cause an explosion. Be sure pure dry nitrogen
gas is being used to charge the accumulators.
When charging or discharging the nitrogen gas in
the accumulators, be sure the warning labels are
observed and the instructions regarding the
charging valve are carefully read and understood.
1. With engine shut down and key switch in the OFF
position, allow at least 90 seconds for steering
accumulators to bleed down. Turn steering wheel
to be certain no oil remains in accumulators.
2. Open the bleed valves (7 & 8, Figure 3-13) located
on the brake manifold in the hydraulic compo-
nents cabinet to completely bleed the pressure
from brake system accumulators. Remove charg-
ing valve cap (1, Figure 3-14).
If nitrogen pressure is present in the accumula-
tors, make certain only the small swivel hex nut is
turned during the next step. Turning the complete
valve assembly may result in the valve assembly
being forced out of the accumulator by the nitro-
gen pressure inside.
3. Turn small swivel hex nut (4) three complete turns
counterclockwise.
4. Depress the valve stem and hold down until all
nitrogen has been released.
5. If a loss in nitrogen pressure is the reason for
recharging, inspect the charging valve and accu-
mulator for damage. Replace or repair items as
necessary before recharging.
J03020 3/99 Brake Circuit Component Service
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
FIGURE 3-14. CHARGING VALVE
6. Connect the nitrogen charging kit to the charging
valves. Open the regulator and charge the accu-
mulators simultaneously to 98.6 kg/cm2 (1400
psi).
NOTE: When charging the accumulators, allow ade-
quate time for the system to fully charge. Insure all oil
has returned from the accumulators to the hydraulic
tank.
7. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 98.6 kg/cm2
(1400 psi) continue charging procedure until
pressure is stabilized.
8. Remove the charging kit and tighten small hex nut
on charging valve to 0.55 kg.m (4 ft.lbs.) torque.
NOTE: If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten small hex swivel nut to 1.45 kg.m (10.5
ft.lbs.) torque.
b. Loosen swivel nut.
c. Retighten swivel nut to 1.45 kg.m (10.5 ft.lbs.)
torque.
d. Again, loosen swivel nut.
e. Finally, tighten swivel nut to 0.55 kg.m (4
ft.lbs.) torque.
9. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 3.5 kg.m (25 ft.lbs.) torque.
10. Close brake accumulator bleed valves.
11. Operate truck and check brake system operation.
J3-21
BRAKE ACCUMULATOR REBUILD
Removal
1. Place the range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow at least
90 seconds to allow steering accumulator oil to
drain back to tank.
2. Open Needle valves (7 & 8, Figure 3-13) on brake
manifold and allow brake system accumulators to
bleed completely.
3. Remove charging valve cap. Loosen small hex on
charging valve (3) three complete turns. Depress
the valve core until all nitrogen pressure has been
relieved.
Make certain only the small swivel hex nut turns.
Turning the complete charging valve assembly
may result in the valve assembly being forced out
of the accumulator by the nitrogen pressure in-
side.
Wear protective face mask when discharging ni-
trogen gas.
Disassembly
1. Be certain all nitrogn has been discharged.
Remove charging valve (2, Figure 3-16) and pres-
sure switch (2).
2. Remove gland (1). Figure 3-15 illustrates a tool
that can be fabricated locally to aid in gland
removal and installation.
3. Remove plugs (11). Using a round rod, push
piston (8) out of accumulator.
Cleaning and Inspection
1. Clean parts using fresh cleaning solvent, lint free
wiping cloth and filtered compressed air. All parts
must be absolutely free of any foreign matter
larger than 3 microns.
2. Check piston (8, Figure 3-16) for damage. If
scored or otherwise damaged, replace with a new
part.
3. Minor defects in the housing may be corrected by
honing.
a. Measure the bore at several places along the
length of the housing. Make two measure-
ments 90° apart at each point to verify the tube
is not out-of-round.

4. Remove oil lines from bottom of the accumulator.

Plug all hoses and openings to prevent possible
contamination of the system.
5. Remove the mounting strap capscrews, washers,
and nuts (6) and remove the mounting straps (5).
6. Remove the accumulator and move to a clean
work area for disassembly.

Installation
1. Lift accumulator into position in the mounting
straps.
2. Secure the accumulator using mounting straps (5,
Figure 3-13), capscrews, lockwashers and nuts.
Do not overtighten nuts, as this could distort the
accumulator.
3. Reconnect oil lines to the bottom of the accumu-
lator.
4. Precharge both accumulators with pure dry nitro-
gen as outlined in ‘‘Brake Accumulator Charging
Procedure’’.
FIGURE 3-15. GLAND REMOVAL TOOL
(Fabricate Locally)

J3-22 Brake Circuit Component Service J03020 3/99

 b. Verify housing I.D. does not exceed 152 mm
(5.999 in.).
c. Check dimensions frequently during honing
operation to prevent removal of too much ma-
terial. Do not hone gland seal area.
4. If housing defects can not be removed within the
above limits, replace the housing.

Repair of the housing by welding, machining or

plating to salvage a worn area is NOT APPROVED.
These procedures may weaken the housing and
result in serious injury to personnel when pressur-
ized.
5. Clean parts thoroughly to remove abrasive resi-
due after honing.

Assembly

Assemble the accumulators in a dust and lint free

area. Maintain complete cleanliness during as-
sembly to prevent possible contamination.

1. Install a new seal (10, Figure 3-16) on piston.

Install new bearings (9). Coat seal and bearings
with a small amount of petroleum jelly.
2. Install the piston with the concave side toward gas
end (gland end) of accumulator cylinder housing
(7). Push the piston to the center of of the housing.
3. Install new O-ring (5) and backup ring (6) on gland
(1). Coat seals with a small quantity of type C-4
hydraulic oil.
FIGURE 3-16. BRAKE ACCUMULATOR
4. Install gland and tighten to 76 kg.m (550 ft. lbs.)
ASSEMBLY
torque using tool as shown in Figure 3-15.
5. Install charging valve (2) with new O-ring. Tighten 1. Gland 7. Tube
charging valve large hex nut to 2.3 kg.m (16.5 2. Charging Valve 8. Piston
ft.lbs.) torque. 3. Pressure Switch 9. Bearing
6. Install pressure switch. Install pressure test fittings 4. O-Ring 10. ‘‘T’’ Ring Seal
in bottom of housing. (Refer to ‘‘Testing’’ instruc- 5. O-Ring 11. Plug
tions which follow.) 6. Backup Ring

J03020 3/99 Brake Circuit Component Service J3-23

TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pres-
sure. A source of 350 kg/cm2 (5000 psi) hydraulic
pressure and nitrogen pressure of 98.6 kg/cm2 (1400
psi) will be required. A small water tank with the
necessary safety guards in place will be necessary for
a portion of the test.
Do not stand near gland during test procedure. A
box enclosure made of heavy steel plate is recom-
mended to contain the accumulator during oil
pressurization test.
1. Fill each end of the accumulator with approxi-
mately 8 liters (9 quarts) of clean type C-4 hydrau-
lic oil. Install an adaptor on the oil end to connect
to hydraulic power source. Plug remaining ports.
a. Apply 350 kg/cm2 (5000 psi) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage occurs.
2. Release pressure and remove oil side fitting.
3. Drain oil. Leave port open.
4. Pressurize gas end of accumulator with approxi-
mately 7.0 kg/cm2 (100 psi) nitrogen pressure to
move piston to bottom of housing.
5. Submerge oil end of assembly in water.
J3-24 Brake Circuit Component Service
6. Apply 98.6 kg/cm2 (1400 psi) nitrogen pressure to
gas end and observe for 20 minutes. No leakage
(bubbles) is permitted.
7. Release nitrogen pressure and remove assembly
from water.
8. Drain any remaining oil or water.
9. If the accumulator is to be placed in storage, add
0.5 liters (1 pint) of rust preventive oil in the
nitrogen side of the accumulator. Add 0.3 liters
(0.5 pint) in the oil side. If the accumulator will be
used immediately, type C-4 hydraulic oil may be
used instead of rust preventive oil. Plug all open
ports.
10. Verify all warning and caution labels are at-
tached and legible (Refer to parts book if re-
placements are required).
STORAGE
If the accumulator is to be placed in storage, it is
recommended the assembly be stored in a vertical
position.
If the assembly is not stored vertically, the seals may
deform slightly over a period of time and may not seal
properly until the accumulator is exposed to warm oil
and exercised.
J03020 3/99
BRAKE COOLING VALVE (BCV)
When the brakes are not applied, the brake cooling
valve (Figure 3-18) bypasses part of the brake cooling
oil to reduce the power loss when traveling. This is
accomplished through activation of the main spool
valve (4) by switching the solenoid valve (3) "ON" or
"OFF".
The 530M utilizes two brake cooling valves. The BCV
located on the front of the hydraulic tank support
bracket directs oil to the front brakes. The BCV posi-
tioned inside the same support bracket (with oil return
lines coming from the hoist valve), is for the rear
brakes.
If any abnormal pressure is generated in the hydraulic
circuit, the pilot relief is actuated. This relief is adjusted
to 9.0 ±0.5 kg/cm2 (128 ±7 psi). One full turn of the
adjusting screw will change the pressure 2.36 kg/cm2
(34 psi). This pilot relief valve will actuate the main
relief valve, acting as an unloader valve.
Specifications: SAE 10W oil . . . . . . @ 50°C ±10°C
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . (122° F ±50° F)
Solenoid Valve Off:
Cracking Pressure: . . 9.0 ±0.5 kg/cm2 @ 1 - 2 l/min.
. . . . . . . . . . . . . . . . . . . (128 ±7.1 psi @ .3 - .5 gpm)
Reseat Pressure (Min.) . . . . 8.0 kg/cm2 @ 1 - 2 l/min
. . . . . . . . . . . . . . . . . . . . . . . (114 psi @ .3 - .5 gpm)
Oil Leakage (Max.) . . . . . . 800 cc/min @ 6 kg/cm2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (85 psi)

FIGURE 3-18. BRAKE COOLING VALVE (BCV)

1. Pilot Relief Valve A: Pilot Port
2. Valve Body B: Pilot Port
3. Solenoid Valve C: Main Return to Tank
4. Main Valve Spool D: Pilot Port
FIGURE 3-17 BCV SCHEMATIC 5. Restrictor Plate E: From Pump
1. Main Spool Valve A: Pilot Port F: To Tank
2. Pilot Relief Valve B: Pilot Port
3. Solenoid Valve C: Main Return to Tank
D: Pilot Port
E: From Pump
F: To Tank

J03020 3/99 Brake Circuit Component Service J3-25

 RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED)
Due to wear, the Retarder Control Lever assembly (4,
Figure 3-19) may occaionally require adjustment or
repair.

Lever Assembly Removal Lever Assembly Installation

Adjustment of the lever assembly or replacement of
the potentiometer requires removal of the assembly
from the steering column.
1. In the operator cab, remove the capscrews (1,
Figure 3-19) and lockwashers (2) from steering
column (3).
2. Disconnect harness connecter (5) from lever as-
sembly (4).
1. Connect harness connecter (5, Figure 3-19) to
lever assembly (4).
Install lever assembly to steering column (3).
2. Install capscrews (1) and lockwashers (2). Tighten
socket head capscrews to 36 in. lbs. (4.1 N.m)
torque.

FIGURE 3-19. COLUMN-MOUNTED RETARDER CONTROL LEVER

1. Capscrew, Socket Hd. 6. Capscrew, Socket Hd. 11. Spring, Disc 15. Set Screw, Sckt. Hd.
2. Lockwasher 7. Lockwasher 12. Washer, 16. Shaft *, Internal
3. Steering Column Assy. 8. Potentiometer (Switch Assy.) Internal Tang 17. Lever
4. Retarder Control Assy. 9. Locknut 13. Bracket 18. Handle
5. Harness Connector 10. Washer, Tanged 14. Shaft *, Handle * See IMPORTANT note
next page.

J3-26 Brake Circuit Component Service J03020 3/99

Disassembly and Adjustment
1. Remove the capscrews (6, Figure 3-19) and lock-
washers (7) from lever assembly.
2. Remove potentiometer (8).
3. Bend tangs on washer (10) away from slots in
locknut (9).
a. If the complete retarder lever assembly is to be
disassembled, loosen and remove locknut (9),
along with tang washer (10), spring (11), and
washer (12). Remove the handle and shaft
assembly (14 - 18).
Wash parts in clean solvent and inspect for
excessive wear, burrs, or scratches.
Replace defective parts.
b. If the lever assembly only requires adjustment,
loosen or tighten locknut (9) as follows:
The lever assembly should be adjusted such
that the frictional forces will hold the lever firmly
in the position selected by the operator. At the
same time, the adjustment should not be so
tight as to cause the operator to use undue
force to move the lever.
3.2 kg (7 lbs.) of force at the tip of the handle
should cause the shaft to rotate. The position
of the lever should remain stationary without
moving down from its own weight or due to the
machine vibrations during truck operation.
When the desired adjustment is obtained, bend
tang on washer (10) into slot on locknut (9).
Potentiometer Check
The potentiometer (8, Figure 3-19) is spring-loaded to
the "OFF" position. With the switch assembly removed
from the lever assembly, make the following checks:
1. Rotate the "pot" clockwise to full "ON" and re-
lease. Be sure that the spring returns the "pot" to
the "OFF" position.
2. Using a reliable volt-ohm meter, 0 ohms should
be read in the "OFF" position.
3. Rotate the "pot" clockwise to full "ON" and hold.
2500 ±500 ohms should be recorded.
Replace the potentiometer if it does not meet
these specifications.
Shafts 14 & 16, Figure 3-19, are loctited together at
factory assembly when timed to potentiometer (8).
If potentiometer (8) requires replacement, the com-
plete retarder lever assembly should be replaced.
J03020 3/99 Brake Circuit Component Service
Assembly
1. If handle (18, Figure 3-19) or lever (17) has been
removed from shaft (16), assemble as follows:
a. Apply Loctite #271 to lever (17) and install
lever fully into shaft (16).
b. Apply Loctite #271 to opposite end of lever
(17) and install handle (18) onto lever.
Hand Tighten Only!
2. Inspect the shaft bore and interior friction faces of
bracket (13) and remove any scratches or burrs,
or replace bracket.
Lightly lubricate the surfaces with a Multi-Purpose
EP NLGI Consistency #2 grease.
3. Insert the lever, handle, and shaft assembly into
bracket (13), and install washer (12), new spring
(11) [with the outer spring diameter against
washer (12)], tang washer (10), and locknut (9)
onto shaft (14).
4. Tighten and secure locknut (9) as described in
step 3.b. "Disassembly and Adjustment".
5. Move lever to the "UP" position as far as travel
permits. Align slot in potentiometer (8) with key
on shaft (14) and rotate pot until capscrew holes
line up with bracket.
Install washers (7) and capscrews (6) to secure
pot to bracket.
Tighten the socket head capscrews to 36 in. lbs.
(4.1 N.m) torque.
6. Install lever assembly to steering column.
J3-27
 NOTES

J3-28 Brake Circuit Component Service J03020 3/99

 BRAKE CIRCUIT CHECK-OUT PROCEDURE
The brake circuit hydraulic pressure is supplied from NOTE: If internal leakage within the steering circuit is
the steering circuit at the bleed down manifold. Some excessive, this also may contribute to problems within
brake system problems, such as spongy brakes, slow the brake circuit. Be certain that steering circuit leak-
brake release, or abnormal operation of the ‘‘Low age is not excessive before troubleshooting brake
Brake Pressure’’ warning light can sometimes be circuit. For Steering Circuit Test Procedure, refer to
traced to internal leakage of brake components. If Section ‘‘L’’, Hydraulic System.
internal leakage is suspected, refer to Brake Circuit
Component Leakage Test.
The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
bleeddown manifold. Plug the brake supply line and
cap the port in the bleeddown manifold. (see WARN-
ING below)
The steering accumulator will bleed down with engine
shut down; turning the key switch ‘‘Off’’, and waiting 90
seconds. Confirm the steering pressure is released by
turning the steering wheel - No front wheel movement
should occur. Open both bleed down valves on brake
manifold to bleed down both brake accumulators.

Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or installing Before disabling brake circuit, be sure truck
test gauges, ALWAYS bleed down hydraulic steer- wheels are blocked to prevent possible rollaway.
ing and brake accumulators.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury, and pos-
sibly death, if proper medical treatment by a
physician familiar with this type of injury is not
received immediately.

FIGURE 4-2. BRAKE MANIFOLD

J4-2 Brake Circuit Checkout 6/99 J04021

 BRAKE CIRCUIT ABBREVIATIONS EQUIPMENT REQUIRED
AA Automatic Apply Pressure Included on the last page of this module is a data sheet
to record the information observed during the hydraulic
AF1 Accumulator, Front Brake
brake system check-out procedure. The data sheet
AF2 Plugged can be removed, copied, and used during the check-
AF3 Plugged out procedure.

AR1 Accumulator, Rear Brake

* Steps indicated in this manner should be recorded
AR2 Plugged
on the data sheet for reference.
AR3 Plugged
BL Plugged
The following equipment will be necessary to properly
CP1 Flow Direction Plug (See Note1) check-out the hydraulic brake circuit:
CV1, CV2, Check Valve • Hydraulic brake schematic, refer to Section
CV3 ‘‘R’’ this manual.
HS High Pressure Shuttle Valve • Calibrated pressure gauges:
Five 0-350 kg/cm2 (0-5000 psi) range.
LS Low Pressure Shuttle Valve
• One hose long enough to reach from brake
Pressure Tap Test Port cabinet to the inside of the operator’s cab for
LAP1 Low Accumulator Pressure
(Diagnostic Coupler) each gauge.
Low Brake Pressure Switch • Accumulator charging kit with gauges and dry
LAP2 N.C., 130 kg/cm2 (1850 ±75 psi) nitrogen.
NV1 Front Accumulator Manual Drain Valve
NV2 Rear Accumulator Manual Drain Valve NOTE: A gas intensifier pump will be required, if using
Park Brake Release Pressure ‘‘T type’’ nitrogen bottles.
PK1
Park Brake Pressure Tap Test Port
PK2 (Diagnostic Coupler)
Park Brake Pressure Switch NOTE 1: CP1 is a cavity plug which provides direc-
PK3 N.C., 87.9 kg/cm2 (1250 psi) tional flow for the ports at that location in the manifold
PP3 Brake Lock Apply Pressure assembly. Physically, it is a drilled plug. Schematically,
it is a non-changing direction valve to complete the
PPC Proportional Pressure Control Valve hydraulic circuits as shown.
Brake Lock2 Pressure Regulator
PR 141 kg/cm (2000 psi )
Automatic Apply Valve
PS 116 kg/cm2 (1650 psi)
SP1 Supply Oil Inlet
SP2 Plugged
SP3 Supply to PPC Valves
SP4 Plugged
SV1 Brake Lock Solenoid
SV2 Park Brake Solenoid
T1 Return To Tank
Return to Tank From Front Brake
T2 Cutout Valve
Return From PPC Valves Through
T3 Brake Manifold To Tank

J04021 6/99 Brake Circuit Checkout J4-3

INITIAL SYSTEM SET-UP
Prior to checking the brake system, the hydraulic
steering system must be operating properly, have
correct accumulator precharge and be up to normal
operating temperatures. Refer to Section L, ‘‘Hydraulic
System’’, for steering system operation troubleshoot-
ing procedures and specifications.
Be certain brakes have been properly bled to remove
trapped air. Refer to ‘‘Wet Disc Brake Bleeding Proce-
dure’’ in this Section. Also, prior to checking the brake
system, make certain the parking brake is functioning
properly. Refer to parking brake this section.
1. Apply the parking brake, put the range selector
switch in NEUTRAL, turn the key switch OFF to
shut down the engine, and allow approximately
90 seconds for the steering accumulators to bleed
down. Confirm the steering pressure is released
by turning the steering wheel - no movement
should occur. Block the truck wheels.
2. Open each brake accumulator bleeddown valve
and precharge both brake manifold accumulators
(1 & 3, Figure 4-1) to 98.6 kg/cm2 (1400 psi).
Allow gas temperature to approach ambient tem- FIGURE 4-3. BRAKE CABINET PORT
perature before completing precharge process. IDENTIFICATION
* Record on data sheet. (Viewed from End of Cabinet)

NOTE: For best performance, charge accumulators in

the ambient conditions in which the machine will be
operating.
3. Close both accumulator bleeddown valves.
4. Refer to Figure 4-1 for pressure test diagnostic
coupler locations in the hydraulic components
cabinet. Install a 350 kg/cm2 (5000 psi) pressure
gauge at each of the following:
a. Front brake test port (12, Figure 4-1).
b. Left rear brake test port (17).
c. Right rear brake test port (16).
d. Park brake release pressure port ‘‘PK2’’ (13).
e. Low accumulator pressure test port ‘‘LAP1"
(15).
5. Set park brake. Release brake lock.
6. Start engine. Observe rising brake pressures as
system charges. Brakes should release between
95 kg/cm2 (1350 psi) and 116 kg/cm2 (1650 psi)
front and at approximately 116 kg/cm2 (1650 psi)
for the rear brakes.
* Record on data sheet.
1. PX: To Brake Valve
2. B1: To Rear Relay Valve (Rear Brake Apply Circuit)
3. P1: From Rear Brake Accumulator
4. P2: From Front Brake Accumulator
5. B2: To Front Relay Valve (Front Brake Apply Circuit)
6. Return to Hydraulic Tank
7. Brake System Supply From Bleeddown Manifold
8. Hoist Valve Control Circuit Ports
7. Actuate brake lock. Turn parking brake switch
OFF. Rear brake pressure should be 141 ±7.0
kg/cm2 (2000 ±100 psi). Front brake pressure
should be zero. Release brake lock.
* Record on data sheet.
8. Slowly depress brake pedal and note brake valve
pressures. If the rear brake or front brake circuit
exceeds 148 kg/cm2 (2100 psi) at the brake pres-
sure test ports, correct the problem before pro-
ceeding. The brake valve may require adjustment
or a relay valve may be malfunctioning. Refer to
repair procedures, this section.

J4-4 Brake Circuit Checkout 6/99 J04021

BRAKE SYSTEM CHECKOUT
NOTE: Unless otherwise specified, perform the follow-
ing checks with engine running, park brake ON, brake
lock released, and (optional) Slippery Road switch
OFF.
9. Apply brake lock. Turn the parking brake switch
to the OFF position:
Verify park brake indicator lamp is off.
Verify park brake pressure (‘‘PK2’’ gauge) is
193 ±3.5 kg/cm2 (2750 ±50 psi).
* Record on data sheet.
10. Be certain the parking brake and automatic slack
adjusters are properly adjusted.
11. Cycle park brake several times to assure crisp
application and release of oil pressure when
switch is ON. With the park brake switch OFF,
apply the emergency brake switch:
Verify emergency brake switch actuates the
parking brake (zero pressure at ‘‘PK2’’ gauge).
12. Place parking brake switch in the ON position,
emergency brake switch OFF, and release the
brake lock.
13. Very slowly depress brake pedal. Force feedback
of pedal on foot should be smooth with no abnor-
mal noise or mechanical roughness.
14. Slowly depress brake pedal:
Verify brake indicator lamp and stop lights illu-
minate at 5.3 ±0.4 kg/cm2 (75 ± 5 psi) rear
brake pressure.
* Record on data sheet.
15. Quickly and completely depress pedal. Verify that
within 1 second after brake is applied:
Left rear brake pressure reads 148 ± 5.3
kg/cm2 ( 2100 ± 75 psi).
Right rear brake pressure reads 148 ±5.3
kg/cm2 ( 2100 ± 75 psi).
Both pressures must remain above their mini-
mum values for a minimum of 20 seconds.
* Record on data sheet.
16. Release pedal, assure that each circuit’s pressure
is zero.
J04021 6/99 Brake Circuit Checkout
17. Quickly and completely depress pedal. Verify that
within 1 second after brake is applied:
Front brake pressure reads 148 ±5.3 kg/cm2
(2100 ± 75 psi).
The pressure must remain above the mini-
mum values for a minimum of 20 seconds.
* Record on data sheet.
18. Release pedal, assure that each circuit’s pressure
returns to zero within 2 seconds.
19. Fully apply the retarder lever on the steering
column. Verify brake pressures:
Front and rear brake pressure reads 138 ±15
kg/cm2 (1962 ±212 psi).
* Record on data sheet.
20. Return the retarder lever to the OFF position.
Verify brake pressures return to zero.
* Record on data sheet.
NOTE: Steps 21, 22, & 23 apply only to trucks
equipped with the optional Slippery Road switch.
21. Move the Slippery Road switch to the ON (slippery
road) position.
22. Quickly and completely depress pedal. Verify that
within 1 second after brake is applied:
Rear brake pressure reads 148 ±5.3 kg/cm2
(2100 ± 75 psi).
Front brake pressure should be zero.
* Record on data sheet.
23. Release the brake pedal. Rear brake pressure
should return to zero within 2 seconds.
24. Fully apply the retarder lever on the steering
column. Verify brake pressures:
Rear brake pressure reads 138 ±15 kg/cm2
(1962 ±212 psi).
Front brake pressure should remain zero.
* Record on data sheet.
25. Move the retarder lever to OFF and verify brake
pressures are zero. Return the Slippery Road
switch to the ‘‘dry road’’ position.
26. Cycle brake lock several times to assure crisp shift
of solenoid valve and release of oil pressure.
Verify stop lights illuminate when brake lock is ON.
J4-5
27. Apply brake lock and read rear brake pressure:
Pressure should be 141 ±7.0 kg/cm2 (2000 ±
100 psi).
* Record on data sheet.
28. If above pressure is not correct, remove plug on
end of PR valve and adjust to obtain correct
pressure. Reinstall plug after adjustment.
Failure Modes Check-Out
29. Allow the engine to run until the low brake accu-
mulator pressure (LAP1 gauge) stabilizes at or
above 190 kg/cm2 (2700 psi).
30. Shut down the engine and allow the steering
accumulators to bleed down completely. Install a
jumper wire across the steering pressure switch
terminals (bottom of rear steering accumulator).
31. Turn the key switch ON. After two minutes, record
the low accumulator pressure:
If LAP1 pressure is below 148 kg/cm2 (2100
psi), system leakage is excessive and must
be repaired.
* Record on data sheet.
32. Slowly crack open the front brake accumulator
bleeddown valve (NV1) while observing the LAP1
pressure gauge:
The low brake pressure lamp and buzzer
must actuate at 130 ±5.3 kg/cm2 (1850 ±75
psi).
* Record on data sheet.
Brake pressures should begin to rise (auto-
apply) when LAP1 pressure reaches 116 ±7
kg/cm2 (1650 ±100 psi).
* Record on data sheet.
The brake lights and retard lights should turn
on at approximately 70 kg/cm2 (1000 psi).
33. Close the front brake accumulator bleeddown
valve (NV1).
34. Start the engine and allow the engine to run until
the low brake accumulator pressure (LAP1 gauge)
stabilizes at or above 190 kg/cm2 (2700 psi).
35. Shut down the engine and allow the steering
accumulators to bleed down completely. Turn the
key switch ON.
J4-6 Brake Circuit Checkout
36. Slowly crack open the rear brake accumulator
bleeddown valve (NV2) while observing the LAP1
pressure gauge:
Verify the low brake pressure warning lamp
and buzzer, and auto-apply set points are
within 7 kg/cm2 (100 psi) of those recorded in
step 32.
* Record on data sheet.
37. Close the rear accumulator bleeddown valve
(NV2). Remove the steering pressure switch
jumper installed in step 30.
38. Start the engine and allow the engine to run until
the low brake accumulator pressure (LAP1 gauge)
stabilizes at or above 190 kg/cm2 (2700 psi).
39. Shut down the engine but do not turn the key
switch off. Do not allow the steering accumulators
to bleed down.
40. Make repeated, slow brake pedal applications until
auto-apply comes on.
Record the number of brake applications be-
fore auto-apply occurs. (Auto-apply must not
occur before the sixth brake application.)
* Record on data sheet.
41. Open the brake accumulator bleeddown valves
(NV1, NV2) and bleed the entire brake system.
42. Outside the hydraulic cabinet, disconnect the ‘‘P2’’
hose (4, Figure 4-3). Plug the fitting on the hydrau-
lic cabinet. The hose removed must not be
plugged - allow it to vent to atmosphere.
43. Start the engine and allow the engine to run until
the low brake accumulator pressure (LAP1 gauge)
stabilizes at or above 190 kg/cm2 (2700 psi).
44. Very slowly depress the brake pedal until the brake
pressure differential switch activates the Central
Warning lamp and buzzer.
Verify rear brake pressure gauges indicate 42
±3.5 kg/cm2 (600 ±50 psi) when switch acti-
vates.
* Record on data sheet.
45. Shut down the engine. Open the brake accumula-
tor bleeddown valves (NV1, NV2) and bleed the
entire brake system.
46. Outside the brake cabinet, reconnect the ‘‘P2’’
hose. Disconnect the ‘‘P1’’ hose (3, Figure 4-3)
and plug the fitting on the cabinet. The hose must
remain vented to atmosphere.
6/99 J04021
47. Very slowly depress the brake pedal until the brake 49. Outside the hydraulic cabinet, reconnect the ‘‘P1’’
pressure differential switch activates the Central hose.
Warning lamp and buzzer.
50. Remove all test equipment and verify all hoses
Verify front brake pressure gauge indicates have been reconnected.
42 ±3.5 kg/cm2 (600 ±50 psi) when switch ac-
tivates.
* Record on data sheet.
48. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down. Open
both brake accumulator bleeddown valves and
bleed entire brake system. Close valves after all
pressure is released.

J04021 6/99 Brake Circuit Checkout J4-7

 BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: The Brakes are Locked, Service and/or Parking

Parking brake solenoid is de-energized. Check power to solenoid
Connections to tank and pressure ports reversed. Correct the plumbing.
Parking brake solenoid coil defective. Replace coil.
Parking brake solenoid valve defective. Replace solenoid valve.
Tank line is plugged or restricted. Remove restriction.

TROUBLE: Both Brake Circuits are Dragging

Tank line has back pressure. Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pressure. Adjust pedal deadband.

TROUBLE: One Brake Circuit is Dragging

Obstruction in the brake valve subassembly. Remove obstruction.
Brake valve is out of balance. Adjust balance according to instructions.
Actuator piston defective. Replace piston.
Brake valve is defective. Rebuild or replace brake valve assembly.
A relay valve is defective Rebuild or replace relay valve assembly.

TROUBLE: The Brakes are Not Going to Full Pressure

Internal malfunction of modulating section of Brake
Valve.
Supply pressure is low.
Improper collar adjustment on brake valve.
Remove, disassemble, clean, and inspect brake valve.
Check steering/brake pump system and accumula-
tors.
Adjust collars according to instructions.

TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system. Check wiring.
Brake accumulator bleeding down. Bleeddown valve Open; close valve.
Differential pressure switch defective. Check brake valve; replace switch assembly.

J4-8 Brake Circuit Checkout 6/99 J04021

 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit. Inspect brake system and repair leaks.
Brake valve balance is out of adjustment. Adjust collars according to instructions.
Differential pressure switch defective. Replace the switch.
A relay valve is defective Inspect and repair relay valve(s)

TROUBLE: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released
Brake valve out of balance (not tracking). Adjust collars according to instructions.
Differential pressure switch defective. Replace the switch.
Accumulator precharge/leak. Check accumulators and recharge if necessary.
Problem in brake valve subassembly. Remove, disassemble, clean, and inspect brake valve
assembly or replace it.
Relay valve defective Inspect and repair relay valve(s)
Air in one brake circuit. Bleed brakes.
Minor leak in one circuit. Inspect brake system and repair leaks.

TROUBLE: The Differential Pressure Warning Circuit is not Operating

Low Brake Pressure lamp is burned out. Replace bulb.
Electrical problem. Check switch circuit wiring.
Differential pressure switch is defective. Replace switch assembly.
Problem in brake valve assembly. Remove, disassemble, clean, and inspect, or replace
brake valve.
Retard Control Monitor defective Replace RCM.

TROUBLE: The Low Pressure Warning Circuit Not Operating Properly

The Low Brake Pressure lamp is burned out. Replace the bulb.
The electrical circuit is open. Check switch circuit wiring.
Pressure switch defective. Replace the pressure switch.

J04021 6/99 Brake Circuit Checkout J4-9

 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper
Short in electrical system. Check wiring.
Pressure switch is defective. Replace the switch.

TROUBLE: Low Pressure Warning Comes On and Pressure is Low

Steering circuit is malfunctioning. Check steering circuit pressures.
The pump is worn. Rebuild or replace pump.

TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open. Close valve, check precharge.
Accumulator precharge is low. Recharge accumulator
Leak in one circuit. Check plumbing.
Malfunction in brake valve. Disassemble and clean, or replace.

TROUBLE: A ‘‘Squeal’’ is Heard When Controller is Operated

Rapid operation of controller. Normal
Brake Valve assembly is damaged. Replace the brake valve assembly.
Hydraulic oil is too hot. Check entire hydraulic system for restriction etc.

TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected. Check plumbing.

TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly. Disassemble and clean, or replace.
Damage in brake valve assembly. Repair or replace brake valve assembly.
Relay valve malfunctioning Repair or replace relay valve assembly.

TROUBLE: Oil is Leaking Around the Pedal Base

Defective seal on top of brake valve. Replace the seal.

J4-10 Brake Circuit Checkout 6/99 J04021

 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component. Check all steering and brake system components.
Steering accumulator precharge too high or too low. Check steering accumulator precharge.
Brake Valve plumbed incorrectly. Correct plumbing.
Internal leakage in brake valve assembly. Replace brake valve assembly.
Internal leakage in relay valve assembly. Rebuild or replace relay valve
Steering/Brake pump is worn. Rebuild or replace pump.
Pump compensator not adjusted correctly. Adjust pump pressure control.

J04021 6/99 Brake Circuit Checkout J4-11

 NOTES

J4-12 Brake Circuit Checkout 6/99 J04021

 KOMATSU CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET

MACHINE MODEL UNIT NUMBER SERIAL NUMBER

I. INITIAL SYSTEM SET-UP

Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out
Procedures.

STEP 2 Brake Accumulators charged to 98.4 kg/cm2 (1400 psi).

STEP 6 Front brake pressure when auto-apply releases brakes.

Left rear brake pressure when auto-apply releases brakes.
Right rear brake pressure when auto-apply releases brakes.

STEP 7 Rear brake pressure; park brake released.

Front brake pressure; park brake released.

II. SERVICE BRAKE SYSTEM CHECK-OUT

STEP 9 Park brake pressure; brake lock applied, park brake off.

STEP 14 Stoplight actuation pressure.

STEP 15 Left rear brake pressure (pedal applied).

Right rear brake pressure (pedal applied).

STEP 17 Front brake pressure (pedal applied).

STEP 19 Front brake pressure (full retard).

Left rear brake pressure (full retard).
Right rear brake pressure (full retard).
Front brake pressure (retarder off).
Left rear brake pressure (retarder off).
Right rear brake pressure (retarder off).

NOTE: Steps 22 and 24 apply to trucks equipped with Slippery Road option only.
STEP 22 Left rear brake pressure
Right rear brake pressure
Front Brake Pressure
STEP 24 Left rear brake pressure
Right rear brake pressure
Front Brake Pressure

J04021 6/99 Brake Circuit Checkout J4-13

 KOMATSU CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET

STEP 27 Left rear brake pressure (brake lock applied)

Right rear brake pressure (brake lock applied)
Front brake pressure (brake lock applied)

Failure Modes Check-out

STEP 31 Low accumulator pressure (LAP1) after two minutes.

STEP 32 Low accumulator pressure (LAP1) when warning actuates.

Left rear brake pressure after auto-apply.
Right rear brake pressure after auto-apply.
Front brake pressure after auto-apply.

STEP 36 Left rear brake pressure after auto-apply.

Right rear brake pressure after auto-apply.
Front brake pressure after auto-apply.

STEP 40 Number of applications prior to auto-apply.

STEP 44 Rear brake pressure at which the front differential fault occurs.

STEP 47 Front brake pressure at which the rear differential fault occurs.

Name of Mechanic or Inspector Performing Check-Out .................................................................

J4-14 Brake Circuit Checkout 6/99 J04021

 FRONT WET DISC BRAKES
DESCRIPTION
The oil cooled wet disc brake assemblies mounted on (If the cooling oil pressure falls below 4.6 kg/cm2 (65
the front wheels are similar in design and operation to psi), the piston may not fully release the brake discs
the rear wet disc brake assemblies. and the brakes could be partially applied.) Cooling oil
then flows through the heat exchanger and then back
The front brake assembly contains the following major
to tank.
components (refer to Figure 5-1):
• Twelve friction discs (4)
• Eleven separator plates (3)
• Two damper discs (2)
• Piston assembly (1)
• Cylinder (9)
• Stationary ring gear (8)
• Rotating inner gear (5)
• Floating ring oil seal assembly (7)
The ring gear (8) is internally splined to retain the
dampers (2) and separator plates (3). The separator
plates are alternately placed between the friction faced
discs (4) which are splined to the inner gear (5). The
inner gear mounts directly to the front wheel hub (6).
The inboard side of the assembly contains the piston
(1) which is activated by hydraulic pressure supplied
by the brake valve through the front relay valve. As
hydraulic pressure is applied, the piston moves to
compress the rotating friction faced discs against the
stationary steel discs. The friction forces that are gen-
erated resist the rotation of the wheels. As hydraulic
pressure increases, friction forces are increased and
wheel rotation is slowed until maximum force is
reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The low pressure cooling circuit is completely
isolated from the high pressure, piston apply circuit.
Cooling oil flows from the hydraulic tank to the tandem
front and rear brake cooling pump. Cooling oil flows
from one section of the pump to the front wet disc brake
cooling circuit. A Brake Cooling Valve (BCV) is located
in the circuit. If activated (no brake apply signal) 50%
of the cooling oil will be routed directly back to tank. If
the BCV is not activated (due to the presence of a
brake signal) then 100% of the oil is routed through the
front brake cooling oil circuit. After the cooling oil has
FIGURE 5-1. FRONT DISC BRAKE ASSEMBLY
passed through the brake assembly, and before enter-
(Shown Installed on Spindle With Wheel Hub)
ing the heat exchanger, the oil is routed through a one
way orifice check valve. This valve assembly provides
1. Piston 6. Front Wheel Hub
a back pressure of 4.6 kg/cm2 (65 psi) in the front brake 2. Damper 7. Floating Seal Assembly
cooling circuit. Cooling oil pressure returns the piston 3. Separator Plate 8. Ring Gear
when the brakes are not applied. 4. Friction Disc 9. Cylinder
5. Inner Gear

J05017 6/98 Front Wet Disc Brakes J5-1

 FIGURE 5-2. FRONT WHEEL BRAKE ASSEMBLY
1. Front Wheel Spindle 4. Floating Seal Retainer Tool
2. Capscrews and Flatwashers 5. Seal Drain Hose Assembly
3. Disc Brake Assembly 6. O-Ring

FRONT DISC BRAKE ASSEMBLY 3. Attach a lifting device to support the brake assem-
bly (3) when mounting capscrews are removed.
Removal
1. Refer to Section ‘‘G’’, Front Wheel Hub and Spin-
dle and remove the front wheel hub and bearings.

The brake assembly weighs approximately 580 kg

Be certain Floating Seal Retainer Tools (4, Figure
5-2) (Part Number 790-438-1150) are installed at
three places on the inner gear and hub prior to
removing the brake assembly from the spindle.
Seal damage will occur if tools are not installed!
2. Remove seal drain hose (5, Figure 5-2).
(1280 lbs.) Be certain lifting device is capable of
handling the load.
4. Remove Capscrews and flatwashers (2).
5. Carefully move brake assembly off spindle and
move to a clean work area.

J5-2 Front Wet Disc Brakes 6/98 J05017

Installation

Be certain Floating Seal Retainer Tools (4, Figure

5-2) (Part Number 790-438-1150) are installed at
three places on the inner gear and hub prior to
installing the brake assembly on the spindle. Seal
damage will occur if tools are not installed!
1. Attach a lifting device to the brake assembly (3,
Figure 5-2).
2. Install a new O-ring (6) in groove on cylinder. Use
grease to hold O-ring in position.
3. Lift brake assembly into position on front wheel
spindle (1).
FIGURE 5-3. SEAL POSITION CHECK
1. Ring Gear 3. Inner Gear
2. Hub

Use caution when positioning brake assembly DISC BRAKE MAINTENANCE

over spindle. Do not damage spindle wheel bear-
ing machined surfaces or inner gear teeth.
4. Align tapped holes in brake cylinder with spindle
holes. (Verify O-ring remains properly inserted in
groove.)
5. Coat the mounting capscrew threads with Three
Bond #1374. Install capscrews and flatwashers
(2). Tighten capscrews to 94.5 ±10 kg.m (685 ±72
ft. lbs.) torque.
6. Measure distance between inner gear and hub as
shown in Figure 5-3. Dimension ‘‘A’’ should be 99
±1.0 mm (3.90 ±0.04 in).
7. Install seal drain hose (5) at port on bottom of
brake. The opposite end of the hose must be
routed to point downward.
8. Refer to Section ‘‘G’’, Front Wheel Hub and Spin-
dle and install the front wheel hub and bearings.
9. After front wheel(s) are reassembled, bleed air
from brake system. Refer to Wet Disk Brake
Bleeding Procedure.
BRAKE ASSEMBLY REBUILD
The front and rear wet disc brake assemblies are
similar in design. Refer to Rear Wet Disk Brakes, this
Section for rebuild instructions for both front and rear
brakes.
Brake disc wear should be checked every 1000 hours.
using the wear indicator tool (Part Number 562-98-
31300). The brake disc wear indicator tool is inserted
in the wear gauge plug on the brake assembly cylinder.
Refer to Figure 5-4.
BRAKE DISC WEAR INDICATOR
Consider scheduling front brake disc wear inspections
along with the recommended 1000 hr. change of hy-
draulic filters. Rear brakes should be inspected for
wear whenever the rear tires are removed.
Before removing wear gauge plugs, always bleed
down hydraulic steering and brake accumulators.
The steering accumulators can be bled down with
engine shut down, turning the key switch ‘‘Off’’ and
waiting 90 seconds. Confirm the steering pressure
is released by turning the steering wheel - No front
wheel movement should occur.
Open bleed down valves located on the brake
manifold. This will allow accumulators for the rear
brakes and front brakes to bleed down.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible movement.

J05017 6/98 Front Wet Disc Brakes J5-3

Checking Disc Wear b. If the stamped mark on the rod does not go
beyond the face of the case, brake disc wear
1. Place the range selector in NEUTRAL, apply the
is still within allowable limits.
park brake, turn the key switch OFF and allow the
steering accumulators to bleed down completely. NOTE: If the mark is close to the face, more frequent
Block truck wheels. inspections should be performed.
2. Open the bleeddown valves on the brake manifold
(in the hydraulic components cabinet) and bleed
7. Release brakes. Shut down engine, allow steering
all pressure from the brake accumulators. Close
accumulators to bleed down. Open brake accu-
valves after pressure is released.
mulator bleeddown valves to remove all pressure
3. Thoroughly clean the brake assemblies, espe- from the brake system. Close valves after all
cially the area surrounding the wear gauge plugs. pressure is released.
4. Remove the wear gauge plug and install disc wear 8. Remove the brake disc wear indicator tool and
measurement gauge shown in Figure 5-4. reinstall wear gauge plug.
5. Start the engine and allow the steering system to 9. To check the remaining brake assemblies, repeat
stabilize and the brake accumulators to fill. steps 4. through 8.
NOTE: In the following procedures, be certain to ob-
serve the correct mark on the wear gauge indicator rod
NOTE: Checking disc wear in all four brake assem-
(2, Figure 5-4). The first mark (4) is used when meas-
blies is recommended. Disc wear in one brake as-
uring front brake disc wear and the second mark (3,
sembly may be different from the other due to
near end of indicator rod) is used when measuring rear
dissimilar operation of parts and/or haul profiles which
brake disc wear.
require repeated braking while steering in one direc-
6. While fully applying the service brake pedal, check tion only.
brake wear as follows:
a. Push the wear gauge in until it contacts the
brake piston. Check the position of the 10. Refill hydraulic tank as required.
stamped mark on the rod (3, Figure 5-4). If the 11. If brake repairs are necessary, refer to ‘‘Brake
stamped mark goes in beyond the face of the Rebuild’’, this section.
case (5), the disc pack is worn to maximum
safe wear limits. Brakes should be scheduled
for rebuild.

FIGURE 5-4. BRAKE WEAR TOOL

(Part Number 562-98-31300)
1. Handle 4. Marker (Front Brakes)
2. Rod 5. Face of the Case
3. Marker (Rear Brakes)

J5-4 Front Wet Disc Brakes 6/98 J05017

 WET DISC BRAKE BLEEDING
PROCEDURE

NOTE: Rear wheel brakes should be bled prior to

rear tire installation.

1. Be certain the hydraulic brake supply (steering

FIGURE 5-5. BRAKE WEAR SENSOR SWITCH
1. Switch Cover 3. Switch Connector Wire
2. Switch 4. Brake Assembly
WEAR INDICATOR SENSOR
Each wheel is also equipped with a wear indicator
sensor (2, Figure 5-5) which will alert the operator
when brake disc wear is excessive.
The sensor consists of a switch and a wear rod. The
rod, inserted through a port in the brake assembly (4),
is positioned against the piston and follows piston
movement during brake applications. If rod travel ex-
ceeds the wear limit, the switch activates and illumi-
nates the Maintenance Monitor lamp on the instrument
panel. In addition, a signal is sent to the ‘‘MOM’’ display
providing a message describing the location of the
sensor that has been activated.
A cover (1) protects the sensor switch from damage
due to mud and dirt accumulation during truck opera-
tion.
circuit) is operating properly.
2. If necessary, charge the brake system accumula-
tors. Refer to ‘‘Hydraulic Brake Accumulators‘‘,
earlier in this Section of the manual.
3. Be certain bleeddown valves on brake accumula-
tor manifold are closed.
4. Check hydraulic tank oil level and correct if nec-
essary.
5. With the wheels securely blocked, start the engine
and allow accumulators to fill.
6. Slowly depress the brake pedal until the service
brake is partially applied.
7. Crack open the bleeder valves located at the top
of each brake cylinder. (The upper bleeder vents
the cooling oil and the lower bleeder vents the
piston.) Close bleeder valve after oil runs clear
and free of bubbles.
8. Repeat for remaining wheels.
9. Shut down engine, allow steering accumulators to
bleed down and check hydraulic tank oil level.

SPEED SENSOR
Each wheel brake assembly is also equipped with a
speed sensor to monitor wheel speed, providing a
signal to the RCM. Refer to Section D, ‘‘Speed Sen-
sors’’ for additional information and adjustment proce-
dure.

J05017 6/98 Front Wet Disc Brakes J5-5

 NOTES

J5-6 Front Wet Disc Brakes 6/98 J05017

 REAR WET DISC BRAKES
DESCRIPTION
A wet disc brake assembly, similar to the front wheel
brakes is mounted on both sides of the differential on
the final drive housing, inboard from the wheel hub and
planetary drive. This assembly contains the following
major components (refer to Figure 6-1):

• Ring gear (4)

• Inner gear (9)
• Two damper discs (12)
• Six separator plates (10)
• Seven friction discs (11)
• Piston assembly (3)
• Floating Seal Assembly (5)

OPERATION
The housing (4, Figure 6-1) is internally splined to
retain the steel damper (12) and separator discs (10).
The separator discs are alternately placed between
the friction faced discs (11) which are splined to the
rotating inner gear (7). The inboard side of the assem-
bly contains the piston assembly (3) which is activated
by hydraulic pressure from either the service brake
treadle valve or the retarder. As hydraulic pressure is
applied, the piston moves and compresses the rotating
friction faced discs against the stationary steel discs.
The friction forces generated resist the rotation of the
wheels (6). As hydraulic pressure increases, friction
forces are increased and wheel rotation is slowed until
maximum force is reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The cooling oil circuit is a low-pressure circuit which
is completely isolated from the high-pressure piston
apply circuit. The cooling oil flows from the tank to the
pump, to the brake assembly housing (from the outside
of the housing inward to the rotating hub for maximum
cooling), through a heat exchanger, through two filters, FIGURE 6-1. REAR DISC BRAKE ASSEMBLY
and then to the hydraulic tank. Additional cooling circuit 1. Rear Axle 10. Seal Retainer
oil is supplied by the hoist valve when the body is not 2. Cylinder 11. Hub
being raised. 3. Piston 12. Separator Plate
Dynamic retarding is also provided by the wet disc 4. Ring Gear 13. Friction Disc
brakes. When the operator’s retarder lever is actuated, 5. Floating Seal Assembly 14. Housing Drain Plug
both the front and rear wheel brakes are applied. The 6. Wheel Hub 15. Piston Cavity Plug
dynamic retarding is used to slow the truck during 7. Retainer 16. Damper
normal truck operation or to control speed descending 8. Floating Seal Assembly 17. Brake Mounting Cap-
a grade. 9. Inner Gear screws and Washers
18. O-Ring

J06019 3/99 Rear Wet Disc Brakes J6-1

MAINTENANCE Checking Disc Wear
Brake disc wear should be checked every 1000 hours. 1. Place the range selector in NEUTRAL, apply the
using the wear indicator tool (Part Number 562-98- park brake, turn the key switch OFF and allow the
31300). The brake disc wear indicator tool is inserted steering accumulators to bleed down completely.
in the wear gauge plug on the brake assembly cylinder. Block truck wheels.
Refer to Figure 6-2. 2. Open the bleeddown valves on the brake manifold
(in the hydraulic components cabinet) and bleed
all pressure from the brake accumulators. Close
BRAKE DISC WEAR INDICATOR valves after pressure is released.
Consider scheduling front brake disc wear inspections 3. Thoroughly clean the brake assemblies, espe-
along with the recommended 1000 hr. change of hy- cially the area surrounding the wear gauge plugs.
draulic filters. Rear brakes should be inspected for 4. Remove the wear gauge plug and install disc wear
wear whenever the rear tires are removed. measurement gauge shown in Figure 6-2.
5. Start the engine and allow the steering system to
stabilize and the brake accumulators to fill.
Before removing test port plugs, always bleed
down hydraulic steering and brake accumulators.
NOTE: In the following procedures, be certain to ob-
The steering accumulators can be bled down with
serve the correct mark on the wear gauge indicator rod
engine shut down, turning the key switch ‘‘Off’’ and
(2, Figure 6-2). The first mark (4) is used when meas-
waiting 90 seconds. Confirm the steering pressure
uring front brake disc wear and the second mark (3,
is released by turning the steering wheel - No front
near end of indicator rod) is used when measuring rear
wheel movement should occur.
brake disc wear.
Open bleed down valves located on the brake
manifold. This will allow both accumulators for the
rear brakes and front brakes to bleed down. 6. While fully applying the service brake pedal, check
brake wear as follows:
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible movement. a. Push the wear gauge in until it contacts the
brake piston. Check the position of the
stamped mark on the rod (3, Figure 6-2). If the
stamped mark goes in beyond the face of the
case (5), the disc pack is worn to maximum
safe wear limits. Brakes should be scheduled
for rebuild.
b. If the stamped mark on the rod does not go
beyond the face of the case, brake disc wear
is still within allowable limits.

NOTE: If the mark is close to the face, more frequent

inspections should be performed.

7. Release brakes. Shut down engine, allow steering

accumulators to bleed down. Open brake accu-
FIGURE 6-2. BRAKE WEAR TOOL mulator bleeddown valves to remove all pressure
(Part Number 562-98-31300) from the brake system. Close valves after all
pressure is released.
1. Handle 4. Marker
2. Rod (Front Brakes) 8. Remove the brake disc wear indicator tool and
3. Marker (Rear Brakes) 5. Face of the Case reinstall wear gauge plug.

J6-2 Rear Wet Disc Brakes J06019 3/99

 9. To check the remaining brake assemblies, repeat
steps 4. through 9.
NOTE: Checking disc wear in all four brake assem-
blies is recommended. Disc wear in one brake as-
sembly may be different from the other due to
dissimilar operation of parts and/or haul profiles which
require repeated braking while steering in one direc-
tion only.
10. Refill hydraulic tank as required.
11. If brake repairs are necessary, refer to ‘‘Brake
Rebuild’’, this section.
WEAR INDICATOR SENSOR
Each wheel is also equipped with a wear indicator
sensor which will alert the operator when brake disc
wear is excessive. The sensor consists of a switch and
a wear rod. The rod, inserted through a port in the
brake cylinder, is positioned against the piston and
follows piston movement during brake applications. If
rod travel exceeds the wear limit, the switch activates
and illuminates the Maintenance Monitor lamp on the
instrument panel. In addition, a signal is sent to the
‘‘MOM’’ display providing a message describing the
location of the sensor that has been activated. Refer
to "PMC Fault Code List" E045 - E053; E0A9 - E0b3.
NOTE:
Sensor Switch Circuit OPEN = FAULT
Sensor Switch Circuit CLOSED = O.K.
FIGURE 6-3. BRAKE ASSEMBLY REMOVAL
1. Brake Assembly 3. Floating Seal Retaining Tool
2. Lifting Device 562-99-3A110
(3 Required)
J06019 3/99 Rear Wet Disc Brakes
DISC BRAKE REBUILD PROCEDURE
Brake Assembly Removal
1. Remove rear wheels and tires, planetary drive,
and wheel hubs. Refer to Section "G", Drive Axle,
Spindles and Wheels.
Be certain floating seal assembly retainer tools (3,
Figure 6-3) are installed at 3 equal spaces to retain
floating seal assembly when the brake is removed
from the rear axle. If retainers are not installed, seal
damage will occur!
2. If not done previously, drain brake cooling oil tank.
Be prepared to catch 710 l (88 gal.) of oil. Remove
drain plugs and drain oil from brake housing and
piston cavity. Crack open bleeder valves at top of
brake assembly to facilitate oil removal.
3. Remove cooling oil inlet and outlet tubes from
inner side of brake assembly. Remove brake
apply line.
4. Attach a lifting device to the brake assembly
The brake assembly weighs approximately 1100
kg (2424 lbs.) Use adequate lifting devices.
5. Remove capscrews and washers (17, Figure 6-1).
Carefully move brake assembly outward until
clear of rear axle.
6. Move brake assembly to a clean work area for
disassembly.
J6-3
Brake Assembly Installation
1. Attach a lifting device to brake assembly. Brake
housing must be properly oriented to align with
hydraulic line connections and mounting holes on
inner side. Be certain O-Ring (18, Figure 6-1) is
installed and remains in position when brake
assembly is seated on axle flange.
The brake assembly weighs approximately 1100
kg (2424 lbs.) Use adequate lifting devices.
2. Move brake assembly into position against flange
on axle. Coat mounting capscrew threads with
Three Bond (Part Number TB1374 or 09940-
00030). Install capscrews and washers (17, Fig-
ure 6-1). Tighten capscrews to 175 kg.m (1266
ft. lbs.) torque.
3. Measure distance between inner gear and hub as
shown in Figure 6-4. Dimension ‘‘A’’ should be
118 ±1.0 mm (4.65 ±0.04 in).
4. Install cooling lines on rear of brake housing.
Install brake apply line.
5. Install Floating seal (8) and retainer (7).
6. Install rear wheels and tires, planetary drive, and
wheel hubs. Refer to Section "G", Drive Axle,
Spindles and Wheels for final assembly.
FIGURE 6-4. SEAL POSITION CHECK
1. Ring Gear 3. Inner Gear
2. Hub
J6-4 Rear Wet Disc Brakes
BRAKE ASSEMBLY REBUILD
NOTE: Rebuild procedures for the front and rear brake
assemblies (Figure 6-4) are similar. The following in-
structions apply to both front and rear brakes, except
as noted.
Disassembly
NOTE: Match mark brake assembly components to
ensure correct orientation of parts during reassembly.
1. Position brake assembly on work surface as
shown in Figure 6-5. Remove seal retainer tools
(3, Figure 6-3).
2. Install lifting device on inner gear (1, Figure 6-5).
Carefully lift inner gear from assembly.
NOTE: Be careful not to damage the floating seal when
removing inner gear.
3. Remove capscrews and flatwashers (5) from hub
(6).
4. Lift hub from ring gear (7).
5. Noting order of assembly of the discs, remove
dampers (10), separator plates (8) and friction
discs (9). Also note notches at seven locations on
the periphery of the damper plates and separator
plates. Discs must be reassembled correctly
to ensure proper oil flow.
6. Remove capscrews and flatwashers (11). Re-
move ring gear (7) from cylinder (14).
7. Remove piston (12).
NOTE: If piston removal is difficult, plug any open ports
at piston apply pressure passages and slowly apply air
pressure at one port to push piston out of cylinder bore.
8. Remove floating seal assembly (4) halves from
hub and seal retainer.
9. Remove and discard all O-ring seals.
10. Remove lip seal from hub (3) bore.
J06019 3/99
 Cleaning and Inspection
1. Clean all parts thoroughly prior to inspection.
2. Remove and discard toric rings from floating seal
assembly (4, Figure 6-5) in seal retainer and hub.
Inspect seal ring polished (mating) surfaces for
scratches or other damage. Inspect the contact
band of the mating faces to determine amount of
wear.
NOTE: A new seal will have a contact band (dimension
‘‘A’’, Figure 6-6) approximately 0.06 in. (1.6 mm) wide.
As wear occurs, the contact band will widen slightly
(dimension ‘‘B’’) and migrate inward until the inside
diameter is reached and the entire seal assembly must
be replaced. Remaining seal life can be estimated by
the width of the contact band.

3. Inspect piston cylinder (14, Figure 6-5) for nicks

or scratches in piston seal area. If nicks or
scratches cannot be removed by polishing, re-
place cylinder.
4. Inspect piston seal assembly grooves for damage.
5. Inspect friction discs, separator plates, and
damper plates for friction material wear, warping
and tooth wear. Refer to Tables I and II for wear
limits.

FIGURE 6-5. BRAKE ASSEMBLY COMPONENTS

1. Inner Gear 8. Separator Plate
2. Seal Carrier 9. Friction Disc
3. Lip Seal 10. Damper
4. Floating Seal 11. Capscrew & Washer
5. Capscrew & Washer 13. O-Ring
6. Hub 12. Piston
7. Ring Gear 14. Cylinder
15. O-Ring

FIGURE 6-6. SEAL WEAR PROGRESSION

J06019 3/99 Rear Wet Disc Brakes J6-5

 Assembly
FRONT BRAKE INSPECTION
Clean all parts, and check for dirt or damage. Coat the
ITEM NEW WEAR LIMIT sliding surfaces of all parts with hydraulic oil before
installing.
PLATE 2.4 mm 2.15 mm
(0.095 in) (0.085 in) NOTE: When assembling the floating seals, use alco-
hol to remove all the white powder from the O-ring
DISC 5.1 mm 4.6 mm surface before assembling.
(0.201 in) (0.181 in)
1. Refer to ‘‘Floating Ring Seal Assembly/Installa-
DAMPER 6.9 mm 5.1 mm tion’’ for proper seal installation procedures.
(0.272 in) (0.201 in) a. Install floating seal assembly (4, Figure 6-5) to
DISC seal carrier (2) and hub (6).
0.45 mm 0.7 mm
WARPING (0.018 in) (0.028 in) b. After installing the floating seal, measure di-
mension "a" (Figure 6-7) between the hub and
PLATE 0.50 mm 0.7 mm floating seal ring at four places around the
WARPING (0.012 in) (0.028 in) circumference, and check that the measure-
ment is within 1 mm (0.039 in).
ASSEMBLED
101.4 mm 93.4 mm c. Repeat, measuring dimension ‘‘a’’ between the
THICKNESS
(3.992 in) (3.667 in) seal carrier and the floating seal ring. Measure-
OF DISCS
AND PLATES ment must be within 1 mm (0.039 in).
NOTE: When assembling brake components, be cer-
TABLE I. FRONT BRAKE WEAR LIMITS tain to align individual parts according to match marks
made during disassembly.
2. Position cylinder on work surface as shown in
Figure 6-5. Install new seals on piston (12), lubri-
cate and install in cylinder (14).
REAR BRAKE INSPECTION
ITEM NEW WEAR LIMIT 3. Using new O-rings, install ring gear (7) on cylinder.
Install capscrews and flatwashers (11). Tighten
PLATE 3.1mm 2.85 mm capscrews to 56 ±6 kg.m (405 ±43 ft. lbs.)
(0.122 in) (0.112 in) torque.

6.7 mm 6.2 mm 4. Install damper discs, friction discs, and separator

DISC plates in the following order:
(0.264 in) (0.244 in)
a. Insert the first damper disc with the cork face
DAMPER 7.6 mm 5.8 mm against the piston.
(0.299 in) (0.228 in) b. Insert a friction disc.
DISC 0.70 mm 0.9 mm
WARPING (0.028 in) (0.004 in)
PLATE 0.50 mm 0.7 mm
WARPING (0.020 in) (0.028 in)
ASSEMBLED
80.70 mm 75.2 mm
THICKNESS
(3.177 in) (32.961 in)
OF DISCS
AND PLATES

TABLE II. REAR BRAKE WEAR LIMITS

FIGURE 6-7. SEAL INSTALLATION

J6-6 Rear Wet Disc Brakes J06019 3/99

 c. Insert one separator plate, with notches aligned
with damper disc notches (as noted during
disassembly).
d. Continue installing separator plates and friction
discs. Internal teeth must be kept in alignment
when friction discs are installed. Be certain
separator plate notches are aligned.
Front wheel brake - eleven (11) separator
discs, twelve (12) friction discs.
Rear wheel brake - six (6) separator plates,
seven (7) friction discs.
e. Install the remaining damper disc with the cork
material facing up (against hub) and the
notches aligned with the separator plates.
5. Install a new lip seal in hub (6):
a. Front wheel brake; press the seal into the hub
and coat lip area with grease.
b. Rear wheel brake: Apply Loctite #648 to O.D.
of seal and press into hub. Coat lip area with
grease.
6. With new O-ring and lip seal installed, install hub
(6) to ring gear (7). Tighten capscrews to 56 ±6
kg.m (405 ±43 ft. lbs.) torque.
Floating Ring Seal Assembly/Installation
Failures are usually caused by combinations of factors
rather than one single cause, but many failures have
one common denominator: ASSEMBLY ERROR!
Floating ring seals should ALWAYS be installed in
MATCHED pairs: that is, two new rings OR two rings
that have previously run together. NEVER assem-
ble one new ring and one used ring; or two used rings
that have not previously run together.
ALWAYS USE NEW TORIC RINGS!!
1. Inspect seal surfaces and mounting cavities for
rough tool marks or nicks that may damage rub-
ber seal rings. Hone smooth and clean, if re-
quired. Remove any oil, dust, protective coating
or other foreign matter from the metal seal rings,
the toric rings, and both the housing and seal ring
ramps. Use a non-petroleum base, rapid drying
solvent that leaves no film. Allow surfaces to dry
completely. Use clean, lint-free material such as
‘‘Micro-Wipes #05310’’ for cleaning and wiping.

NOTE: Coat the sliding surfaces of the floating seals

thinly with engine oil. Assemble slowly and be careful
not to damage the floating seals.

7. Attach a lifting device to the inner gear (1) and

carefully lower over assembly, mating gear teeth
with disc teeth.
8. Install seal assembly retainer tools (3, Figure 6-3)
at tapped holes in hub and inner gear holes at 3
equal spaces to retain floating seal in position
until the brake assembly is installed.

Tool part numbers required are:

Front Wheel Brake: 790-438-1150
Rear Wheel Brake: 562-99-3A110

FIGURE 6-8. SEAL TERMINOLOGY

1. Seal Ring
2. Rubber Toric
3. Housing Retainer
Lip
4. Housing Ramp
5. Seal Ring Housing
6. Seal Ring Face
7. Seal Ring Ramp
8. Seal Ring Retainer
Lip
9. Installation Tool

J06019 3/99 Rear Wet Disc Brakes J6-7

When using any solvent, avoid prolonged skin
contact. Use solvents only in well ventilated areas
and use approved respirators to avoid breathing
fumes. Do not use near open flame or welding
operations or other heated surfaces exceeding
482° C (900° F).
Do not smoke around solvents.

Both ramps must be dry. Use clean, lint-free cloths FIGURE 6-9. FLOATING SEAL INSTALLATION
or lint-free paper towels for wiping.
1. Tool 3. Hub
NOTE: Oil from adjacent bearing installations or seal 2. Floating Seal
ring face lubrication MUST NOT get on the ramp or
toric until after both seal rings are together in their final
assembled position. Alternate Procedure:

2. Install the rubber toric on the seal ring.
Make sure it is STRAIGHT. Make sure the toric
ring is not twisted and that it is seated against the
retaining lip of the seal ring ramp. Use the flash
line as a reference guide to eliminate twist. The
flash line should be straight and uniform around
the toric.
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying with sol-
vent.
DO NOT USE Stanosol or any other liquid that leaves
an oily film or does not evaporate quickly.
4. With all surfaces of toric ring wet, use installation
tool to position seal ring and toric ring squarely
against the seal housing.
APPLY SUDDEN AND EVEN PRESSURE to
pop (push) toric under housing retaining lip.

NOTE: Handle seal carefully; nicks and scratches on

the seal ring face cause leaks.
3. Place installation tool (Figure 6-9) onto seal ring
with toric. Lower the rings into a container of
solvent until all surfaces of toric ring are wet.
5. CHECK WITH SIGHT GAGE.
Check variation in seal ring ‘‘assembled height’’
in four places, 90° apart. Height variation around
the assembled ring should be within 1.0 mm
(0.0391 in).

J6-8 Rear Wet Disc Brakes J06019 3/99

 6. If small adjustments are necessary, DO NOT
PUSH DIRECTLY ON THE SEAL RING. Make
any required adjustments with installation tool.
7. Toric can twist if it is dry on one spot or if there are
burrs or fins on the housing retaining lip.
A bulging toric or cocked seal can contribute to
eventual failure.
NOTE: Toric ring must not slip on ramps of either seal
ring or housing. To prevent slippage, WAIT at least two
minutes. Let all solvent evaporate before further as-
sembly. Once correctly in place, the toric ring must roll
on the ramps only. If correct installation is not obvious,
repeat steps 3 through 6.
J06019 3/99 Rear Wet Disc Brakes
8. Wipe the polished metal seal surfaces with clean
solvent to remove any foreign material or finger-
prints. No foreign particles of any kind should be
on the seal ring faces. Something as small as a
paper towel raveling will hold the seal faces apart
and cause leakage.
9. Apply a thin film of clean oil on the seal faces. Use
a lint-free applicator or a clean finger to distribute
the oil evenly. Make sure no oil comes in contact
with the rubber toric rings or their mating surfaces.
Before assembling both seals & housing together
wait at least two minutes.
Let all solvent evaporate. (Some may still be
trapped between toric and housing ramp.)
J6-9
10. Be certain both housings are in correct alignment
and are square and concentric. Move the parts
slowly and carefully toward each other.

NOTE: Do not slam, bump or drop seals together. High

impact can damage the seal face and cause leakage.

J6-10 Rear Wet Disc Brakes J06019 3/99

 Parking Brake
DESCRIPTION
The disc type parking brake, mounted on the final drive
input, utilizes three brake heads with spring cans
(hydraulic cylinders) containing internal springs which
apply the parking brake when hydraulic pressure is
released.
When the engine is running and the park brake switch
is in the OFF position, hydraulic oil is routed to the
spring cans to extend the pistons and mechanically
retract the disc brake pads to release the park brake.
A slack adjuster, mounted between each brake head
and spring can, automatically maintains the correct
disc pad adjustment. Automatic adjustment occurs
when the parking brake is applied.
J07011 Parking Brake
Before removing any brake lines or brake circuit
components, be certain the steering system and
brake system accumulators are bled down. To
bleed down accumulators:
• Block truck wheels
• Turn the key switch OFF and wait approxi-
mately 90 seconds for the steering accumula-
tors to bleed down. Rotate the steering wheel;
no wheel movement should occur.
• Bleed the brake accumulators (located in the
hydraulic components cabinet) by opening
(turning counterclockwise) the bleeddown
valves (NV1, NV2) located on the brake mani-
fold. Wait approximately 90 seconds to let
accumulators bleed down. When brake accu-
mulators are completely bled down, close the
bleeddown valves completely by turning
clockwise.
J7-1
Removal
1. Place the range selector in NEUTRAL, apply the
park brake, turn the key switch OFF and allow the
steering accumulators to bleed down completely.
Block truck wheels.
2. Open the bleeddown valves on the brake manifold
(in the hydraulic components cabinet) and bleed
all pressure from the brake accumulators. Close
valves after pressure is released.
3. Thoroughly clean the brake assemblies, espe-
cially the area around any hose connections
where dirt might enter the system.
4. Remove the capscrews (6, Figure 7-1), lock wash-
ers (7) and brake line clamps (8).
5. Disconnect the hoses (4, 5, and 14) from the
spring cans.
6. Disconnect the three hoses at the junction block
(1).
7. Remove fittings (2 & 26) at the junction block.
8. Remove the junction block from the bracket (15)
by removing the capscrews (16), washers (17),
and nuts (18).
9. Remove the bracket (5) by removing capscrews
(3). (Re-Install capscrews and washers but do
not tighten.)
NOTE: Repeat steps 10 through 13 for each of the
three brake assemblies.
10. Remove brackets (24) with springs (11 and 12 ).
11. Remove capscrews (21) and flat washers (22).
Remove plates (19) from dowel pins (23).
12. Lift brake assembly (13) from brake disc (20).
13. Remove dowel pins (24) from assembly.
14. Loosen and remove capscrews (10) and flat wash-
ers (28), then remove brake disc (20) from com-
panion flange.
J7-2
Installation
1. Install the brake disc (20, Figure 7-1) onto the
companion flange with capscrews (10) and flat
washers (9). Tighten to standard torque.
2. Install dowel pins (23) into the parking brake cage.
3. Install each brake assembly (13) over the disc.
4. Install the plates (19) onto the dowel pins and align
with slots in the brake assembly.
5. Assemble the springs (11& 12) onto the bracket
(24). Take note of the left and right spring posi-
tions. Attach brackets with springs to the plates
with capscrews (25) and flat washers (17), paying
special attention that the springs are positioned
correctly between the brake pads. Tighten to
standard torque.
6. Remove capscrews and flat washers and install
bracket (15) using the longer capscrews (3) and
re-using the same flat washers. Tighten to stand-
ard torque.
7. Install junction block (1) to bracket with capscrews
(16), flat washers (17) and nuts (18). Tighten to
standard torque.
8. Install fittings (12 & 10) into the junction block.
9. Attach hoses (4, 5 & 14) onto the junction block .
10. Attach the other end of the hoses to the spring
cans.
11. Install the hose clamps (8) onto the case with
capscrews (6) and lock washers (7). Tighten to
standard torque.
Parking Brake J07011
PARKING BRAKE SPRING CYLINDER
REPLACEMENT
Park the truck on level ground. Block the wheels
securely. Raise the dump body and lock in posi-
tion.
Removal
1. Remove cotter pin (3, Figure 7-2), and pin (2).
2. Disconnect clevis (4) from slack adjuster (1).
3. Loosen and remove the locking nut (6) on the free
end of the stud (5).
4. Remove the stud from the threaded rod of the
spring can (9).
5. Loosen and remove the nuts (7) and flat washers
(8).
6. Disconnect the spring can from the brake head
(10).
Installation Procedure
1. Install the spring can (9, Figure 7-2) securely to
the brake head (10) with flat washers (8) and nuts
(7).
2. Install locking nut (5) on the stud (2).
3. Install the stud (5) into the threaded rod of the
spring can.
4. Place the locking nut (6) on the free end of the
stud. Install the clevis (4) onto the stud.
5. Attach the clevis to the slack adjuster (1) with pin
(2) and cotter pin (3).
6. Position the slack adjuster perpendicular to the
linkage by rotating the stud. Once the position is
achieved, lock the stud by tightening the two
locking nuts against the clevis and spring can rod
end.
J7-4 Parking Brake
Automatic Slack Adjuster
Adjustment Procedure
(Refer to Figure 7-2):
1.With the slack adjuster assembled and positioned
on the brake, use a wrench to turn the hexagon
adjusting nut clockwise, moving the slack ad-
juster toward the clevis.
2. When the pin hole in the clevis is aligned with the
hole in the slack adjuster, install the clevis pin.
3. Attach the control strap to the stud on the slack
adjuster. Secure in position with a locking nut.
4. Next, position the control arm in the fully released
position by forcing it away from the spring can
until it comes to a complete stop and can not be
moved any further. Secure the arm strap to the
chamber.
5. Final check of the assembly will ensure that the
control arm is in the fully released position. To
perform the final check, remove the clevis pin and
push the slack adjuster toward the spring can. If
the holes in the slack adjuster and the clevis
remain in alignment, the control is properly ad-
justed. If the alignment moves, repeat the preced-
ing steps.
6. Apply the brakes using full pressure several times.
With each brake application the adjusting nut will
rotate. When the nut rotation stops, the brake is
adjusted correctly.
PARKING BRAKE CHECK-OUT
1. Install a hydraulic pressure gauge 350 kg/cm2
(5000 psi) at the parking brake test port (PK2) on
the brake manifold in the bottom of the hydraulic
component cabinet.
2. Apply brake lock.
3. Using the park brake switch, release the parking
brake.
4.Verify that the park brake indicator light is "OFF".
5. Verify pressure indicated on gauge; 193.3 ±3.5
kg/cm2 (2750 ±50 psi).
NOTE: The minimum pressure required to fully hold off
the actuator is 117 kg/cm2 (1670 psi).
Anything less than this pressure and the actuator will
start to apply the parking brake.
J07011
FIGURE 7-2. PARKING BRAKE
ACTUATOR

1. Slack Adjuster
2. Pin
3. Cotter Pin
4. Clevis
5. Stud
6. Locking Nut
7. Nut
8. Flat Washer
9. Spring Can
10. Brake Head

6. The indicator light will illuminate at 87.9 kg/cm2 8. Cycle the park brake switch several times to
(1250 psi) decreasing pressure. confirm proper application and release of pres-
7. Measure the pad to disc clearance when the sure and indicator lamp operation.
parking brake is in the released position. The 9. Apply parking brake and release brake lock. Shut
distance should be 1.0 to 1.5 mm (0.040 to 0.060 down the engine.
in.).
10. Remove pressure gauge.

J07011 Parking Brake J7-5

 NOTES

J7-6 Parking Brake J07011

 SECTION L
HYDRAULIC SYSTEM

INDEX

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2
HYDRAULIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1

HYDRAULIC COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3

HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Hydraulic Tank Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-2
Strainers and Diffusers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
Hydraulic Tank Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . L3-5
HYDRAULIC PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-6
Pump Rebuild (Hoist and Brake Cooling Pumps) . . . . . . . . . . . . . . . . . . . . L3-7
TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-15

STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1
Steering Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1
Bleed Down Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-2
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-2
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
Warning Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-2
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-12

STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
REBUILD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-2
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-5

L01022 7/98 Index L1-1

 STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . L6
BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1
FLOW AMPLIFIER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3
STEERING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7
STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . L6-10
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-17
PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-18
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-18
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-26

HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-2

HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8

HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-8
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11

HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9

HIGH PRESSURE FILTER (Steering Circuit) . . . . . . . . . . . . . . . . . . . . . . . . . L9-1
LOW PRESSURE FILTERS (Brake, Hoist & Transmission) . . . . . . . . . . . . . . . . . . L9-2

HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10

STEERING CIRCUIT CHECK-OUT AND ADJUSTMENT PROCEDURE . . . . . . . . . . L10-1
Steering Components Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4
CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . L10-5
Hoist Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5
Power Down Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6

L1-2 Index 7/98 L01022

 HYDRAULIC SYSTEM
HYDRAULIC SYSTEM DESCRIPTION
The following information describes the major compo-
nents of the Model 530M hydraulic system, including
the hoist circuit, steering circuit, and brake cooling
circuit. Detailed information for the hydraulic brake
system can be found in Section ‘‘J’’ of the manual.
Refer to hydraulic system schematic in Section ‘‘R’’

Hydraulic Tank
The hydraulic tank (Figure 2-1) is divided into two
sections. The front section (1) provides the oil supply
for the steering and brake circuits. The rear section (2)
provides the oil supply for the hoist and wet disc brake
cooling oil. The total hydraulic system requires aproxi-
mately 710 liters (187.6 gal). Refer to Section P, ‘‘Lubri-
cation and Service’’ for the recommended oil
specification for use under various ambient tempera-
tures and tank refill capacity. The oil level should be
checked periodically with the body down, engine
stopped, and the truck parked on level ground.

FIGURE 2-2. HYDRAULIC PUMPS

1. PTO 4. Transmission Cooling
2. Hoist Pump Pump
3. Steering/Brake Pump 5. Brake Cooling Pump

In the front section of the tank, oil used for steering and
brakes flows from the bottom of the tank to the inlet
housing of the pump, mounted to the transmission
pump on the lower left PTO of the transmission.
In the rear section of the tank, oil flows from the bottom
of the tank to the inlet housing of the pump (2, Figure
2-2) mounted on the left top of the PTO (1) of the
transmission, for the hoist circuit.
As the truck body is raised and lowered, some tank
pressurization occurs as the hoist cylinders are re-
tracted and oil returns to the tank. Excess pressure is
relieved by a breather valve (5, Figure 2-1) mounted on
FIGURE 2-1. HYDRAULIC TANK top of the tank.
1. Tank Front Section 5. Breather Valve Oil also flows, from another area of the rear section of
2. Tank Rear Section 6. Pressure Release the tank, to the inlet housing of the pump (5) mounted
3. Drain 7. Filter on the right top PTO of the transmission for the brake
4. Hoist Valve cooling circuit.

L02021 Hydraulic System L2-1

Bleeddown Manifold
The steering and brake pump (3, Figure 2-2) supplies
oil to a high pressure filter (1, Figure 2-3) then to the
bleeddown manifold (2), located on the inside left
frame rail just forward of the filter.
Oil within the bleeddown manifold is directed to the
accumulators (3), flow amplifier (4), steering valve and
steering cylinders (6), via the flow amplifier. Oil is also
supplied from the bleeddown manifold to the wet disc
brake system for service brake application.
The steering and brake pump has a compensator set
at 193.3 kg/cm2 (2750 psi) to regulate the steering and
brake pressure. Oil returning from the steering and
brake circuits flows back to the tank (1, Figure 2-4)
through a defuser (5) mounted in the bottom of the tank
.

Hoist Valve
The Hoist Valve (2, Figure 2-4) is located on the rear of
the hydraulic tank, between the tank and the left frame
rail. The hoist valve is controlled by a Hoist Pilot Control FIGURE 2-4. HOIST VALVE
Valve.
1. Hydraulic Tank 3. Hoist Pilot Valve Supply
2. Hoist Valve 4. To Hoist Pilot Valve
5. Diffusers (Inside Tank)

FIGURE 2-3. STEERING

CIRCUIT COMPONENTS

1. High Pressure Filter

2. Bleeddown Manifold
3. Accumulators
4. Flow Amplifier Valve
5. Manifold
6. Steering Cylinders

L2-2 Hydraulic System L02021

Hoist Pump
Oil from the tandem gear pump (2, Figure 2-2),
mounted on the left side of the transmission PTO, is
directed to the split spool hoist valve. Whenever the
truck body is not being raised, the oil is directed
through the rear brake cooling circuit before returning
to tank. On its path it will pass through a pair of filters
and a heat exchanger. This circuit also utilizes a brake
control valve (BCV). If the rear brakes are not applied,
50% of the oil returning from the hoist valve will be
bypassed around the rear brake cooling circuit and
flow directly to tank.
An internal, adjustable relief valve protects the hoist
circuit from pressures in excess of 193 kg/cm2 (2750
psi).
Brake Cooling Pump
The tandem gear pump (5, Figure 2-2), mounted on the
right side of the transmission PTO, directs oil flow to
the front and rear brake cooling circuits. The front
(drive shaft end) section provides oil for the front brake
circuit while the other section provides oil for the rear
brake circuit.
Brake Control Valve (BCV)
Each circuit has its own brake control valve (BCV). If
the brakes are not applied, 50% of the cooling oil is
bypassed around the brakes and heat exchanger to be
returned directly to the tank. This reduces power loss
caused by excessive oil flowing through the brake
housing. Also built into the BCV’s is a relief valve which
will activate at 9 kg/cm2 (128 psi). When actuated, the
pilot relief valve will cause the main relief valves to open
allowing the excess oil to return to tank.
L02021 Hydraulic System
FILTERS
High Pressure Filter
The truck is equipped with one high pressure filter with
a Beta 12 = 200 rating, for the steering and brake
system. The filter assembly has a built-in bypass sys-
tem which activates a message in the ‘‘MOM’’ display
panel when the differential pressure across the filter
exceeds 2.5 kg/cm2 (35 psi).
The filter should be changed as soon as possible after
the indication in ‘‘MOM’’, before actual by-pass occurs.
For the regular filter service interval, refer to ‘‘Lubrica-
tion and Service’’, Section P, or replace when the
indicator light turns on.
Low pressure
The truck is also equipped with three low pressure
filters, for the hoist and brake cooling circuits. All three
filters have a built in bypass system which also acti-
vates a display message in ‘‘MOM’’ when the differential
pressure indicates by-pass for any of the filters.
The filter elements should be changed as soon as
possible after the indication in ‘‘MOM’’, before actual
by-pass occurs. For the regular filter service interval,
refer to ‘‘Lubrication and Service’’, Section P, or replace
when the indicator light turns on.
L2-3
 NOTES

L2-4 Hydraulic System L02021

 HYDRAULIC COMPONENT REPAIR
HYDRAULIC TANK
Filling Instructions
1. Lower the dump body, shut down the engine, and
turn the keyswitch ‘‘Off’’.

Hydraulic tank may be pressurized! Depress relief

valve (2, Figure 3-1) and release hydraulic tank filler
cap slowly to remove any internal pressure.

2. Depress relief valve (2, Figure 3-1) for 30 - 45

seconds to release any internal tank pressure.
Turn the oil filler cap (4) slowly counterclockwise
to release any possible residual tank pressure.
3. Using a filtered (3 micron) filling apparatus, fill tank
with recommended oil, until oil is visible in the top
sight glass (5).
Refer to ‘‘Lubrication Chart’’, Section P, for oil FIGURE 3-1. HYDRAULIC TANK
recommendations.
1. Hydraulic Tank 5. Oil Level Upper Sight Glass
NOTE: If Hydraulic tank has been completely drained, 2. Pressure Relief Valve 6. Oil Level Lower Sight Glass
refill capacity is: 576 Liters (152 gal.) 3. Breather 7. Oil Drain
4. Filler Cap

4. Replace fill cap.

HYDRAULIC TANK SERVICE
5. Start the engine, and raise and lower dump body
2-3 times to circulate oil and fill lines/components.
6. Lower the dump body, shut down the engine, and
turn the keyswitch ‘‘Off’’. If oil level falls below
lower sight glass (6), repeat steps 2. through 4.
When servicing the hydraulic tank, always follow
the ‘‘Filling Instructions’’ described above to re-
lieve any internal tank pressure before opening
tank.

1. When checking oil level, or any other service,

inspect the breather (3, Figure 3-2) to be certain
that it is open to atmosphere. Clean any excess
accumulations of dirt/mud, etc. from around the
breather. Clean/replace breather element as nec-
essary.
2. Whenever oil is drained from tank, clean diffusers
(7 & 11) and strainers (8, 9, & 10).

L03019 Hydraulic Component Repair L3-1

Removal

Do not loosen or disconnect any hydraulic line or

component connection until engine is stopped
and key switch has been ‘‘off’’ for at least 90 sec-
onds.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this type of injury is not
received immediately.
Take care to avoid contact with hot oil if truck has
been operating. Avoid spillage and contamination.

1. Turn key switch ‘‘Off’’ and allow at least 90 seconds

for the steering accumulators to bleed down.
2. Drain the hydraulic tank (1, Figure 3-2) by use of
the drains (7) located in the bottom of the tank.
3. Thoroughly clean the outside of the hydraulic tank
and attached equipment.
4. Disconnect hydraulic lines. Plug lines to prevent
spillage and possible contamination to the sys-
tem. Tag each line as removed for proper identifi- FIGURE 3-2. HYDRAULIC TANK (TOP VIEW)
cation during installation.
5. Attach a lifting device to the hydraulic tank. 1. Hydraulic Tank 7. Diffusers
2. Pressure Relief Valve 8. Strainers
6. Remove the capscrews and lockwashers securing
3. Breather 9. Wire Mesh Strainer
the hydraulic tank to the frame.
4. Filler Cap 10. Strainer
7. Move hydraulic tank to a clean work area for 5. Sight Glass Guard 11. Diffuser
disassembly or repair. 6. Access Cover

Installation
1. Install hydraulic tank and secure with capscrews
and lockwashers. Tighten to standard torque.
2. Uncap hydraulic lines and attach to the proper
connections.
3. Fill the tank with hydraulic oil.
4. Bleed all air from hydraulic pump suction lines
before starting engine.

L3-2 Hydraulic Component Repair L03019

HYDRAULIC TANK
Strainers and Diffusers

Removal
1. Shut engine down, turn key switch ‘‘Off’’, and wait
at least 90 seconds for accumulators to bleed
down.
NOTE: Be prepared to contain approximately 152 gal.
(576 l) of hydraulic oil. If oil is to be re-used, clean
containers must be used with a filtering system avail-
able for refill.

2. Open the drain valves (16, Figure 3-3) at the

bottom of the hydraulic tank and drain the oil from
both front and rear tank sections.
3. Remove nuts and lockwashers securing the pump
inlet line and return line to the hydraulic tank. Plug
or cap lines to prevent contamination.
4. Remove capscrews (7, 10, and 15). Remove cov-
ers (8, 9, and 14) and gaskets.
5. Remove capscrews (2 and 4). Pull strainers (11 &
13) and diffusers (6) from hydraulic tank.

Inspect and Clean FIGURE 3-3. STRAINER/DIFFUSER SERVICE

NOTE: Inspect the strainer and diffuser thoroughly for 1. Hydraulic Tank 9. Cover
damage or metallic particles. The quantity and size of 2. Pressure Relief Valve 10. Capscrews
any particles found may provide an indication of ex- 3. Breather 11. Strainers
cessive component wear in the hydraulic system. 4. Filler Cap 12. Wire Mesh Strainer
5. Access Cover 13. Strainer
6. Diffusers 14. Cover
1. Clean the strainers with cleaning solvent from the 7. Capscrews 15. Capscrews
inside out. 8. Cover 16. Oil Drain
2. Inspect the strainers for cracks or damage. Re- 17. Diffuser
place, if necessary. Installation
3. Clean the diffusers with cleaning solvent from the 1. Install strainers (11 &13, Figure 3-3) and diffusers
outside in. (6).
4. Inspect the diffusers for cracks or damage. Re- 2. Using new gaskets, install covers (8, 9 & 14). Install
place, if necessary. capscrews (7, 10 & 15). Tighten to standard
5. Clean any sediment from bottom of hydraulic tank. torque.
3. Uncap and connect inlet and outlet lines.
4. Fill hydraulic tank with clean hydraulic oil.
5. Loosen connection at hydraulic pump inlets to
bleed out all trapped air from inlet line and make
sure pump housing is filled with oil. Tighten pump
inlet connections.
6. Refer to Filling Instructions.

L03019 Hydraulic Component Repair L3-3

Hydraulic Tank Breather
The hydraulic tank breather, mounted on the top cover
of the hydraulic tank access cover, will relieve internal
tank pressure automatically if pressure it reaches 0.7
kg/cm2 (10 psi). It also contains a vacuum relief valve
to allow the pumps to pick up oil when no pressure is
present in the tank.
The breather should be serviced every 250 hours of
operation.

Service
1. Shut down the engine and relieve any internal
pressure using the relief valve on top of the hy-
draulic tank.
2. Clean dirt accumulation from the area around the
breather.
3. Remove breather from the tank.
4. Remove snap ring (1 Figure 3-4), cover (2), and
filter element (3). FIGURE 3-4. HYDRAULIC TANK BREATHER
1. Snap Ring 3. Element
5. Clean the breather in solvent and dry thoroughly. 2. Cover
6. Install a new filter element, making sure to lubricate
the o-rings with oil during the assembly.
7. Install the breather on the hydraulic tank.

L3-4 Hydraulic Component Repair L03019

HYDRAULIC SYSTEM
FLUSHING PROCEDURE
The following instructions outline the procedure for
flushing the hydraulic system.
NOTE: If a system component fails, an oil analysis
should be made before replacing any component. If
foreign particles are evident, the system should be
flushed. All flexible hoses should be removed and
back flushed with a cleaning solvent. Inspect for small
particles which may be trapped inside the hose.
1. Shut down engine and turn key switch ‘‘Off’’. Allow
at least 90 seconds for the accumulators to bleed
down.
2. Thoroughly clean the exterior of the tank. Drain the
hydraulic tank and remove top cover. Flush the
interior of hydraulic tank with a cleaning solvent.
Inspect all hydraulic hoses for deterioration or
damage.
3. Remove, clean and replace the hydraulic tank
strainers. Replace the hydraulic filter elements.
4. Fill the hydraulic tank with clean filtered hydraulic
oil. Replace top cover.
NOTE: The final filter in the filling apparatus must be 3
micron.
5. Set all controls in the ‘‘Neutral’’ position. Do not
steer the truck or operate controls until the next
step is completed.
6. Start the engine and run at 1000 RPM for four
minutes. This will circulate oil with all valves in the
neutral position.
7. To increase flow and turbulence in the system,
increase engine speed to full throttle and maintain
for four minutes. This will carry contaminates to
the hydraulic tank.
8. Shut down engine and turn key switch ‘‘Off’’. Allow
at least 90 seconds for the accumulators to bleed
down. This will return all contaminants in accumu-
lators to the hydraulic tank.
NOTE: Hydraulic tank oil temperature should be 110°-
130°F (43°-54°C) after accomplishing Step 11. If not,
repeat Step 9 to increase oil temperature to the proper
operating range.
L03019 Hydraulic Component Repair
9. Start engine and run at 1000 RPM while performing
the following:
a. Steer truck full left then full right - repeat four
times.
b. Steer full left (keeping pressure against the
steering wheel) and hold for 10 seconds.
c. Steer full right (keeping pressure against the
steering wheel) and hold for 10 seconds.
10. Increase engine speed to full throttle and steer full
left and full right.
11. Return all controls to ‘‘Neutral’’.
12. Reduce engine speed to 1000 RPM and perform
the following:
a. Extend hoist cylinders fully and ‘‘FLOAT’’ down
- repeat four times.
NOTE: As third stage starts out of hoist cylinder in the
Power Up mode, slowly decrease engine speed to
prevent full extension of the third stage.
b. Extend hoist cylinders and hold at full extension
for 10 seconds. Hoist control lever must be held
in the power up position.
c. Lower hoist cylinders and hold lever in power
down position for 10 seconds after cylinders
are fully retracted.
Do not continue to hold in power down - excessive
hydraulic oil heating can occur.
13. Increase engine speed to full throttle and perform
the following:
a. Hoist up to full extension (see NOTE above),
then allow cylinders to float down.
b. Return hoist control to ‘‘Neutral’’.
14. Shut down engine and turn key switch ‘‘Off’’. Allow
at least 90 seconds for the accumulators to bleed
down.
15. Remove hydraulic filters, clean housings and install
new filters.
16. With hydraulic system charged, inspect all connec-
tions and fittings for leaks. Tighten or repair any
leaking connections. Refill hydraulic tank if neces-
sary.
L3-5
HYDRAULIC PUMPS
The hoist circuit pump (2, Figure 3-5) and the brake
cooling circuit pump (7) are similar in design. Removal
and installation procedures below are applicable to
either pump. Pump rebuild instructions are also appli-
cable to both pumps.

Removal
1. Turn key switch OFF and allow at least 90 seconds
for the accumulators to bleed down.

Relieve pressure before disconnecting hydraulic

lines. Tighten all connections securely before ap-
plying pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this type of injury is not
received immediately.

2. Drain the hydraulic tank by use of the drain valves FIGURE 3-5. PUMP REMOVAL AND INSTALLATION
on the bottom of both sides of the hydraulic tank.
1. Suction Hoses 4. Brake Control Valve (BCV)
3. Loosen the capscrews securing the pump suction 2. Hoist Pump 5. Hoist Valve
hoses to the pump and allow oil to drain. Remove 3. Outlet Hoses 6. PTO
suction hoses. 7. Brake Cooling Pump
4. Disconnect pump outlet lines. Cap or cover lines
to prevent contamination of the hydraulic system.

Installation
The hydraulic pumps weigh approximately 55 kg
(121 lbs.) each. Use a suitable lifting device that
can handle the load safely.
5. Attach a suitable lifting device to the pump that can
handle the load safely.
6. Remove capscrews and lockwashers securing the
pump to the mounting. Remove pump.
7. Move pump to a clean work area for disassembly.
1. Using a new O-ring, lift pump into position on PTO
mounting studs. Install hardened flatwashers and
nuts. Tighten nuts evenly to standard torque.
2. Using new O-rings on flange fittings, install suction
hoses and outlet hoses. Install capscrews and
lockwashers but do not tighten.
3. Refill the hydraulic tank.
4. Loosen suction hose flange clamps until air is
discharged from lines. Tighten all hose flange
clamp capscrews to standard torque.
5. Start engine, check for leaks and proper hydraulic
tank oil level.

L3-6 Hydraulic Component Repair L03019

 FIGURE 3-6. HYDRAULIC PUMP ASSEMBLY
(Hoist Circuit Pump Shown)

1. Front Drive Gear 7. O-Ring 13. Stud 19. O-Ring

2. Snap Ring 8. Bearing Plate 14. Nut 20. O-Ring
3. Seal 9. Splined Coupling 15. Hardened Flatwasher 21. Steel Ball
4. Plug 10. Rear Drive Gear 16. Rear Idler Gear 22. Front Idler Gear
5. Flange Plate 11. Body (Rear) 17. O-Ring
6. Body (Front) 12. Cover Plate 18. Dowel Pin

PUMP REBUILD Disassembly

The following rebuild procedures are applicable to both 1. Clean the outside of the pump thoroughly.
the hoist circuit pump and the brake cooling circuit 2. Place the pump on a workbench and mark the
pump. pump sections on the side nearest the drive shaft
This rebuild procedure describes the disassembly, in- extension. These marks will be used for correct
spection, and reassembly for a typical gear type pump matching of parts when reassembling the pump.
as used on the Model 530M truck. Slight design vari- 3. Remove nuts (14, Figure 3-6) and washers (15).
ations may be noted. Refer to the Parts Manual for
actual parts installed and for seal service kits available. 4. Remove flange (5). If the flange is stuck, use a
plastic hammer or wooden mallet and tap the
edges of the flange to loosen it.
NOTE: If shaft seal replacement only is required, further
disassembly is not necessary. Refer to ‘‘Seal Replace-
ment’’ for instructions.

L03019 Hydraulic Component Repair L3-7

 FIGURE 3-7. ISOLATION PLATE REMOVAL
1. Isolation Plate 3. Backup Ring
2. O-Ring 4. Ring Retainer FIGURE 3-8. DRIVE GEAR REMOVAL
1. Drive Gear 2. Pressure Plate

5. Remove ring retainer (4, Figure 3-7), O-ring (2),

back-up ring (3), and isolation plate (1).
6. Grasp the drive gear shaft extension (1, Figure 3-8)
and lift it upward to dislodge the pressure plate
(2). Grasp the plate between thumb and forefinger
and lift it straight up off the shafts.
When removing the rolled up metal, do not attempt
NOTE: When disassembling the tandem pump, as to remove gear track-in grooves.
parts are removed from each pumping section, they
should be laid out in a group and in the same order in
which removed.
7. Lift drive gear and idler gear straight up out of the
bore of the body.
8. Examine the gear bores in body (1, Figure 3-9):
• During the initial break-in at the factory the gears
cut into body. The nominal depth of this cut is 0.20
mm (.008 in.) and should not exceed 0.38 mm
(.015 in.). As the gear teeth cut into the housing,
metal is rolled against the pressure plates.
Using a knife or sharp pointed scraper, remove
the metal that was rolled against the top pressure
plate. Also, remove the metal that is rolled
against the pressure plate in the bottom of the
body. Blow out the metal chips that were broken
loose. This will help to keep the pressure plate
from hanging as it is lifted from the bottom of the
gear bores. FIGURE 3-9. GEAR BORE INSPECTION
1. Body 2. Gear Track-in Grooves

L3-8 Hydraulic Component Repair L03019

 9. To remove bottom pressure plate (2, Figure 3-10),
insert an expandable bearing puller (1) in the shaft
bore of the plate and tighten it.
a. By applying a light forward and back force to
the puller handle, the plate can be dislodged.
b. Lift the plate straight up and out.
10. If a bearing puller is not available, grind a screw-
driver shape on the short end of an Allen wrench.
Insert the ground end of the wrench into the shaft
bore and lift the plate up.
a. Move the wrench to the opposite bore and lift
up, repeating this action until the plate has been
dislodged.
b. With thumbs in the bores of the plate, lift it
straight up and out.

Use extreme care in removing the plate. Do not pry FIGURE 3-10. PRESSURE PLATE REMOVAL
or force. If the plate hangs, work it up and down
1. Bearing Puller 2. Pressure Plate
until free, then lift it out.
11. Remove ring retainer, O-ring, back-up ring, and
isolation plate located under the pressure plate
Inspection Of Parts
removed in step 9 (or 10).
1. Visually inspect the gear bores in the pump bodies.
12. Lift the body straight up and off of the studs. If the
During initial break-in at the factory, the gears cut
body is stuck on the dowels, use a plastic hammer
into the housing. The nominal depth of this cut is
or wooden mallet and tap around the body to
0.20 mm (.008 in.) and should not exceed 0.38 mm
loosen it.
(.015 in). Due to the hydraulic loading of the gears,
13. Remove spline coupling (9, Figure 3-6) from the the cut will start on the suction side of the body
rear drive shaft. and will continue about one third of the way
around each gear bore. The cut should be smooth
NOTE: Some pumps have O-rings (19) installed
with no deep grooves or deep scratches. Reject
around the studs in the top surface of the bearing plate
the body if the depth of the groove is greater than
(8). These O-rings are used to prevent vibration of the
0.38 mm (.015 in.), or if the gear bores look like
studs under load conditions.
they have been sand blasted. Reject the body if it
14. Remove the O-rings and lift the bearing plate off. is cracked or otherwise damaged.
It may be necessary to tap the plate lightly with the
2. Examine the pressure plates They should not
mallet to loosen it from the dowels.
show excessive wear on the bronze side. If deep
15. To complete the disassembly of the pump repeat curved wear marks are visible, reject them.
steps 5 through 11 as applicable to the rear sec-
3. Examine the gears. If excessive wear is visible on
tion.
the journals, sides, or face of the gears, or at the
16. Refer to ‘‘Seal Replacement’’ for flange plate seal point where the drive gear rotates in the lip seal,
removal instructions. reject them.
17. Inspect all parts to determine which if any, should
be replaced.

L03019 Hydraulic Component Repair L3-9

Assembly
1. Refer to ‘‘Seal Replacement’’ for flange plate seal
installation instructions.
2. Place rear pump body (11, Figure 3-6) so that the
matching mark made in disassembly step 2 will
be facing you. If a new body must be used, make
sure the side facing you is the same as the one
marked on the old body.
NOTE: Observe that the body has a wide and a narrow
boss. The side having the wide boss is always the
suction side of the body.
3. Using clean hydraulic oil, coat the inside of pump
body (11).
4. Out of the group of parts from the rear section,
examine the two isolation plates. You will find that
they are slightly different. Choose the one having
the rounded edge as shown by the arrow in FIGURE 3-12. ISOLATION PLATE ASSEMBLY
Figure 3-11. With the rounded edge down, install 1. Pump Body 5. Isolation Plate
the plate (on the suction side) in the bottom of the 2. Ring Retainer 6. O-Ring
body. 3. Stud 7. Back-up Ring
4. Dowel Pin 8. Drive Gear
5. Install back-up ring (7, Figure 3-12), O-ring (6), and
ring retainer (2).
7. Coat rear drive gear (10, Figure 3-6) with clean
6. With the bronze side facing up and the rounded
hydraulic oil. With the splined end up, install the
trap slots toward the outlet side of the body, slide
drive gear in the bore nearest the mark that was
pressure plate (2, Figure 3-13) down into the gear
made in step 2.
bores until it rests firmly at the bottom of the pump
body. Do not force the plate down the gear bores. 8. Coat rear idler gear (16) with clean hydraulic oil
If the plate hangs or binds on the way down, work and install it in the bore opposite the drive gear.
it back and forth carefully until it slides freely into
position.

FIGURE 3-11. ISOLATION PLATE INSTALLATION

FIGURE 3-13. PRESSURE PLATE INSTALLATION
1. Isolation Plate (Rounded Edge)
1. Outlet Side (Body) 3. Trap Slots
2. Pressure Plate 4. Inlet Side(Body)

L3-10 Hydraulic Component Repair L03019

 14. Turn the bearing plate (8) over, with the O-ring
facing down, and the mark that was made in step
two facing you, slide bearing plate down on the
shafts until contact is made with the dowels. Keep
the bearing plate true with the dowels and tap the
plate gently with a plastic hammer or wooden
mallet until the O-ring rests firmly against the rear
pump body (11).
15. Install spline coupling with snap ring (9).
16. To install the studs (13), lubricate the threads and
screw the studs in until they are snug.
17. Install stud O-rings (19).
18. Install O-ring (7) and dowels (18) in the bearing
plate.
19. With the gear bores turned up and the matching
mark facing you, slide front pump body (6) down
the studs until it rests firmly on the O-ring in the
FIGURE 3-14. REAR DRIVE GEAR POSITIONING bearing plate.
1. Rear Drive Gear 2. Body Dowel Pin 20. Install dowels (16) in body (3).
21. To assemble the parts in the front pump section
repeat steps 3 through 6, as applicable.
9. Install dowels (18, Figure 3-6) in body (11).
10. Before continuing to assemble the pump, the rear
set of gears must be positioned for proper timing
with the front set of gears. Refer to Figure 3-14:
a. Rotate the gears until the point of a tooth on the
drive gear (1, Figure 3-14) is in line with the
center of the dowel (2) in the body that is
nearest to the drive gear (See arrows).
b. This set of qears must remain in this position
until all remaining parts have been assembled.
11. With the bronze side facing down and the rounded
trap slots toward the discharge side of the body,
install pressure plate over rear drive and idler
gears.
12. Install isolation plate on the suction side of the
pump body, then the back-up ring, O-ring, and ring
retainer.
13. Lay the bearing plate so the side faces up which
has the bearing extending out of the bore. Install
O-ring (7, Figure 3-6). Use clean heavy grease to
hold the O-ring in the groove.

L03019 Hydraulic Component Repair L3-11

 26. If the drive shaft extension is keyed, cover the
keyway with tape or thin shim material. If the drive
shaft extension is splined, coat the spline with
heavy grease. This will prevent damage to the
sealing lips as the flange plate and seals are in-
stalled.
27. With the O-ring in the flange plate (5) facing down,
slide flange plate down over the studs and shafts
until the plate makes contact with the dowels in
pump body. With the plastic hammer or wooden
mallet, tap the flange plate gently into place
28. Lubricate the threads and install washers (15) and
nuts (14) on two opposite studs. Tighten nuts to
22.1 to 24.2 kg.m (160 to 175 ft. lbs.) torque.
29. Using a 10" adjustable wrench, check to see if the
drive shaft will turn. The shaft will be tight but
FIGURE 3-15. FRONT DRIVE GEAR TIMING should turn freely with a maximum of 0.7 to 1.4
1. Front Drive Gear 2. Tooth Valley kg.m (5 to 10 ft. lbs.) of torque.
30. If the shaft will not turn properly, disassemble the
pump and examine the parts for burrs or foreign
22. In step 10, the rear set of gears was positioned for material causing build-up or interference between
timing. The drive gear in the front section must now the parts.
be correctly positioned.
31. Remove the cause and reassemble as before.
a. With the extension end of drive gear (1, Figure
3-15) up, slide the gear down to the splined 32. When the shaft turns properly, lubricate the threads
coupling. and install the remaining nuts and washers on the
studs. Tighten nuts to 22.1 to 24.2 kg.m (160 to
b. Before engaging the shaft spline into the cou-
175 ft. lbs.) torque in an alternating, progressive
pling, rotate the shaft until the valley (as shown
pattern.
by the arrow in Figure 3-15) between two gear
teeth is lined up with the center of the dowel
nearest to the gear.
c. If you find the spline will not enter the coupling
without the valley being off center with the
dowel, lift the shaft slightly and rotate it to the
next valley and try again.
d. Continue to do this until you find the combina-
tion of valley and spline that will allow the valley
to be centered with the dowel
23. Install idler gear (22, Figure 3-6) and pressure plate.
Make certain the bronze side of the plate faces
down and the traps face the discharge side of this
body.
24. Install isolation plate, back ring, O-ring, and ring
retainer over pressure plate.
25. Install O-ring (20) in the flange plate (5). Use clean
heavy grease to hold the O-ring in the groove.

L3-12 Hydraulic Component Repair L03019

BEARING REPLACEMENT
If the bearings are worn beyond the gray teflon into the
bronze material, the complete flange or body housing
should be replaced. Installing a new bearing in an old
flange or body is not recommended.

SEAL REPLACEMENT
Seal kits are available for replacing the shaft seals only,
if desired. If only the shaft seals are to be replaced, refer
to disassembly and assembly instructions for removal
procedures for the flange plate only. Complete pump
disassembly is not required.

1. Remove the snap-ring from the bore. Lay the

flange plate on a work bench or other suitable FIGURE 3-16. SEAL REMOVAL PREPARATION
work surface as shown in Figure 3-16. Face the 1. Flange 3. Wooden Blocks
pilot down and prevent the machined surfaces 2. Bearings
from being dented or scratched by using a piece
of clean wood, heavy cardboard, or other suitable
material between the plate and the work surface.
2. Using a punch and mallet, tap the old seal (or
seals) out of the bore (See Figure 3-17).

Do not mar or scratch the bore surfaces. Do not

mar the bearing surfaces and/or their end projec-
tions
3. Drive the seal straight out by moving the punch
around the seal as it moves down the bore.
4. If the flange contains two (double) seals, remove
the outer seal completely before attempting re-
moval of the inner seal. After the outer seal is out,
remove the snap ring, then the inner seal.
5. After the seal is out, clean the bore thoroughly and
inspect for scratches or gouges which might in-
terfere with installation of the new seal.
6. If necessary, the bore may be smoothed with No.
400 emery paper. Clean the bore again after-
wards. FIGURE 3-17. SHAFT SEAL REMOVAL
7. A suitable seal press ring or plug, and two wooden 1. Flange 3. Bearings
blocks 25 mm x 100 mm (1 in. x 4 in.), approxi- 2. Punch
mately 250 mm (10 in.) long should be at hand for
use in installing the new seal (or seals).

L03019 Hydraulic Component Repair L3-13

 8. The following procedures are outlined for use with
a vise, but they can be adapted to the use of a
press if an appropriate one is available.
9. Open the vise jaws wide enough to accept the
combined thickness dimensions of the flange, the
wood blocks and the press ring (or plug).
10. Refer to Figure 3-18. Place the two wood blocks (2)
flat against the fixed jaw of the vise. Place the
flange plate (1) against the blocks in such a posi-
tion that the bearing projections (3) are between
the blocks and clear of the vise jaw.
11. The flange requires two replacement seals. Posi-
tion the first seal so that the rubber face enters the
bore first; the second seal should enter the same
way.
12. Place the press ring in position, centered over the
seal. Make sure that the seal stays centered and
true with the bore, and start applying pressure with
the vise. Continue until the seal just clears the
snap-ring groove in the bore. FIGURE 3-18. SEAL INSTALLATION USING A VISE
13. Open the vise and remove the press ring. Install the 1. Flange Plate 3. Bearing Projection.
snap-ring in its groove in the bore so that the 2. Wooden Blocks
weep-hole is directly over the gap in the snap-ring.
14. Make sure the snap-ring has seated properly in the
groove. Observe orientation and positioning pro-
cedures outlined in steps 11 and 12, and start the
second seal in the bore. Press it in until it bottoms
against the snap-ring.
15. Remove the flange plate from the vise, wash it clean
and blow it dry.

L3-14 Hydraulic Component Repair L03019

 TROUBLESHOOTING GUIDE
TROUBLE
1. Sandblasted band around pres-
sure plate bores
2. Angle groove on face of pressure
plate
3. Lube groove enlarged and edges
rounded
4. Dull area on shaft at root of tooth
5. Dull finish on shaft in bearing area
6. Sandblasted gear bore in housing
1. Scored pressure plates
2. Scored shafts
3. Scored gear bore
1. External damage to pump
2. Damage on rear of drive gear and
rear pressure plate only
1. Eroded pump housing
2. Eroded pressure plates
1. Heavy wear on pressure plate
2. Heavy wear on end of gear
1. Housing heavily scored
2. Inlet peened and battered
3. Foreign object caught in gear
teeth
1. Pressure plate black
2. O-rings and seals brittle
3. Gear and journals black
1. Broken shaft
2. Broken housing or flange
L03019
(Hoist Pump)
POSSIBLE CAUSE
Abrasive wear caused by fine
particles - dirt (fine contaminants,
not visible to the eye).
Abrasive wear caused by metal
particles - (coarse contaminants,
visible to the eye).
Incorrect pump installation
Aeration-cavitation
a. Restricted oil flow to pump
b. Aerated oil
Lack of oil
Damage caused by metal object
Excessive heat
Overpressure
Hydraulic Component Repair
CORRECTIVE CHECKS
Was clean oil used?
Was filter element change period
correct?
Were correct filter elements used?
Hoist cylinder rod wiper and seals in
good condition?
Cylinder rods dented or scored?
Was system flushed properly after
previous failure?
Was system flushed properly after
previous failure?
Contaminants generated elsewhere
in hydraulic system?
Contaminants generated by wearing
pump components?
Interference between pump and
adjacent components?
Did shaft bottom in mating part?
Tank oil level correct?
Oil viscosity correct?
Restriction in pump inlet line?
Air leak in pump inlet line?
Loose hose or tube connection?
Was oil level correct?
Tank strainers restricted?
Metal object left in system during
initial assembly or previous repair?
Metal object generated by another
failure in system?
Metal object left in system during
initial assembly or previous repair?
Was relief valve setting too low?
Oil viscosity correct?
Oil level correct?
Relief valve setting correct?
Relief valve functional?
L3-15
 NOTES

L3-16 Hydraulic Component Repair L03019

 STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The hydraulic pump supplies oil to the bleeddown
manifold (2, Figure 4-1). The bleeddown manifold sup-
plies oil to the steering accumulators (3) and the steer-
ing control valve via the flow amplifier (4). Oil entering
the accumulators pushes the floating pistons within the
accumulators upward, compressing the nitrogen on
the opposite side of the pistons. The nitrogen pressure
increases directly with steering circuit pressure. The
top side of the pistons are pre-charged to 98.4 kg/cm2
(1400 psi) with pure dry nitrogen. When the steering
circuit pressure reaches 193.3 kg/cm2 (2750 psi) the
accumulators will contain approximately 23 l (4 gal.) of
hydraulic oil in each accumulator under pressure. The
accumulators supply hydraulic oil to the steering circuit
in an emergency situation should the hydraulic steering
oil supply be lost for any reason.
If a loss in steering pressure occurs, stop the truck
immediately. Pressure in the accumulators allows
the operator to steer the truck only for a short
period. Do not attempt further operation until the
problem is located and corrected.
Hydraulic oil from the bleeddown manifold flows to the
closed center steering control unit via the flow ampli-
fier. Oil entering the steering control unit is blocked until
the steering wheel is turned in a desired direction. The
steering control unit then directs oil to the flow amplifier
then to the steering cylinders. Hydraulic oil at the
opposite ends of the steering cylinders flows back
through the flow amplifier, bleeddown manifold and
low pressure return filters to the hydraulic tank.
COMPONENT DESCRIPTION
Steering Control Valve
The steering control valve is mounted in the front
compartment of the of the cab, behind the access
panel.
Operation of the steering valve is, in effect, both manual
and hydraulic. The steering valve incorporates a hy-
draulic control valve. Steering effort applied to the
steering wheel by the operator actuates the valve,
which in turn directs hydraulic oil through the flow
amplifier valve to the steering cylinders to provide the
operator with power steering.

FIGURE 4-1. STEERING

CIRCUIT COMPONENTS

1. High Pressure Filter

2. Bleeddown Manifold
3. Accumulators
4. Flow Amplifier Valve
5. Manifold
6. Steering Cylinder

L04025 10/97 Steering Circuit L4-1

Bleeddown Manifold High Pressure Filter
All check valves, relief valves and the bleeddown sole- The high pressure filter is a secondary filtering system,
noid are replaceable. Valves and solenoids are re- filtering oil for the steering and brake apply circuits. Oil
placed as a unit and are not repairable. is filtered through a Beta 12= 200 filter to reduce the
possibility of contamination and subsequent damage
The steering circuit pressure is normally maintained at
to the hydraulic system.
193.3 kg/cm2 (2750 psi) by the compensator located
in the steering/brake pump. Should a malfunction oc- If flow through the steering filter becomes restricted, a
cur and system pressure exceed this setting, the bleed- switch located near the filter inlet will activate the Main-
down manifold relief valve will relieve the pressure at tenance Monitor warning lamp in the cab. Steering
228.5 kg/cm2 (3250 psi). circuit filter element restriction will be recorded and can
be displayed on the ‘‘MOM’’display. The indicator may
The bleeddown solenoid will bleed off pressure con-
activate when oil in the system is cold. If this occurs,
tained in the steering accumulators each time the key
the light should go out when system warms up. If the
switch is turned to the ‘‘Off’’ position.
warning light illuminates after the oil warms up, notify
maintenance personnel at earliest opportunity.
Bleeddown Solenoid
The high pressure filter element should be changed
Each time the key switch is turned ‘‘Off’’, it activates a
every 1000 hours or when the steering pump filter
timer that energizes the bleeddown solenoid. When the
warning comes on. If the pressure differential indicator
bleeddown solenoid is energized, all hydraulic steering
switch becomes defective, replace it with a new part.
pressure, including the accumulators, is bled back to
the hydraulic tank.
Warning Devices
After approximately 90 seconds the timer will de-ener-
Several methods are used to warn the operator of
gize to close the return port to tank. By this time all the
impending problems in the hydraulic system.
oil in the accumulators should be returned to tank.
Warning lamps on the left monitor display will illuminate
Accumulators if a problem occurs with low steering pressure or low
accumulator nitrogen precharge. If either or both of
The accumulators are a floating piston type. The top
these lights are on, the Central Warning Lamp will
side of the accumulators are charged to 98.4 kg/cm2
illuminate. ‘‘MOM’’ will also display a fault code indicat-
(1400 psi) with pure dry nitrogen. Oil entering the
ing the exact problem, including the accumulator with
accumulators pushes the piston upward compressing
the low precharge or open switch circuit. ‘‘MOM’’ will
the nitrogen on the top side of the piston. The nitrogen
also display a course of action for the operator to
pressure increases directly with steering circuit pres-
follow.
sure. When steering circuit pressure reaches 193.3
kg/cm2 (2750 psi) the accumulators will contain a
Flow Amplifier
quantity of oil under pressure which is available for
steering the truck. The accumulators also provide oil The flow amplifier (Figure 4-2) is located on the left
to be used in case of an emergency situation should frame rail forward of the front suspension. The flow
the pump become inoperative. amplifier is used in the steering circuit due to the large
volume of oil displacement required for steering. The
Located at the bottom of one accumulator is a pressure
flow amplifier uses the amount of flow from the steering
switch. The pressure switch is a normally closed device
control valve to determine the amount of amplified flow
used to activate a warning buzzer and a red warning
to send from the bleed down manifold to the steering
light when the key switch is turned to ‘‘On’’ position.
cylinders.
These alarms will signal anytime steering circuit pres-
sure decreases to less than 130 kg/cm2 (1850 psi). At
the top of each accumulator is another pressure
switch. These pressure switches are electrical devices
used to activate the accumulator precharge warning
light should the nitrogen pressure fall below 5.86
kg/cm2 (850 psi). Should the precharge warning light
come on anytime the keyswitch is ‘‘On’’, the nitrogen
must be recharged to 98.4 kg/cm2 (1400 psi).

L4-2 Steering Circuit 10/97 L04025

 FIGURE 4-2. FLOW AMPLIFIER

L04025 10/97 Steering Circuit L4-3

FLOW AMPLIFIER SYSTEM OPERATION No Steer
Refer to Figures 4-3 through 4-6 for oil flow paths during (Refer to Figure 4-3):
the following conditions: High pressure oil from the steering pump and steering
Neutral accumulators is available through the steering bleed-
down manifold to the HP port on the flow amplifier
Steering left assembly.
Steering right Upon Entering the priority valve, it goes past the spool
External shock load to the closed amplifier valve and also out port P through
a hose to port P on the steering control unit. In the
control unit, it goes to a closed area in the control valve.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 35.2 kg/cm2
(500 psi), the spool moves compressing its spring and
closes off oil supply through area ‘‘A’’ resulting in high
pressure at PP but only 35.2 kg/cm2 (500 psi) at the
amplifier spool and steering control unit.

L4-4 Steering Circuit 10/97 L04025

 FIGURE 4-3. FLOW AMPLIFIER
(No Steer)

L04025 10/97 Steering Circuit L4-5

Steering Left
(Refer to Figure 4-4):
When the operator turns the steering wheel ‘‘left’’, the
steering control unit valve is opened to allow oil coming
in port P to pass to the gerotor section of the control
unit to turn the rotor. Oil in the other side of the gerotor
flows through other passages in the control unit valve
and out steering control unit port L. This oil enters port
L of the flow amplifier assembly and goes to a closed
area B in the directional valve.
As pressure in this area builds, it also passes into the
spool through orifice C to the spring area on the end
of the directional valve. The pressure then moves the
spool compressing the springs on the opposite end.
This movement allows the oil entering area B to pass
through the directional valve to area D of the amplifier
valve through sleeve E holes to a passage between
sleeve E and valve F, through hole G in sleeve E where
it initially is blocked by the valve body.
As pressure builds up in this area, oil also flows from
area D around the outside of sleeve E around pin H
through orifice J to build pressure on the end of the
amplifier valve and opens hole G only enough to allow
the flow of oil coming from the steering control unit to
pass to the control area of the directional valve.
At the same time, the movement of sleeve E opened
the holes near the spring end to allow the oil from the
priority valve to flow into the center of sleeve E.
L4-6 Steering Circuit
This oil now inside sleeve E pushes valve F against its
spring to give the oil access to a series of holes K that
are in the same plane as hole G. The passage of oil
through holes K past the valve body is metered by
holes K being opened the same proportion as is hole
G. The number of holes K (7) in sleeve E determine the
amount of additional oil that is added to the steering
control unit oil passing through hole G.
This combined oil going to the center area Q of the
directional valve passes out port CL of the flow amplifier
assembly and travels to the steering cylinders to steer
the front wheels to the left. As the cylinders move, oil
is forced to return out the opposite ends, enter port CR
of the flow amplifier assembly, pass through the direc-
tional valve to area M, passes through the return check
valve N, and exit port HT to the hydraulic reservoir.
At the steering control unit when the operator turned
the steering wheel, supply oil from port P was also
delivered through the control unit valve to port LS. This
oil enters the flow amplifier assembly through its LS
port and builds pressure in the spring area of the
priority valve. This additional force on the spring end of
the priority valve causes area A to open and allow the
necessary flow and pressure to pass through the am-
plifier valve to operate the steering cylinders.
The flow amplifier includes a relief valve in the priority
spring area that is used to control maximum steering
working pressure to 193 kg/cm2 (2750 psi) even
though supply pressure coming in to port HP is higher.
When 193 kg/cm2 (2750 psi) is obtained, the relief valve
prevents the LS pressure from going higher and
thereby allows the priority valve to compress the spring
enough to close off the area A when 193 kg/cm2 (2750
psi) is present.
10/97 L04025
 FIGURE 4-4. FLOW AMPLIFIER
(Steering Left)

L04025 10/97 Steering Circuit L4-7

Steering Right
(Refer to Figure 4-5):
Only a few differences occur between steer left and
steer right. When the operator turns the steering wheel
right, oil is supplied out ports R and LS of the steering
control unit.
The oil enters the flow amplifier assembly at port R and
shifts the directional valve the opposite direction. The
oil flows through the amplifier valve exactly the same.
The combined oil from the amplifier valve passes
through the center area Q of the directional valve to
port CR where it goes to the opposite ends of the
steering cylinders to turn the wheels right.
The returning oil comes back through port CL to go to
the tank. The LS oil operates exactly the same as steer
left.

L4-8 Steering Circuit 10/97 L04025

 FIGURE 4-5. FLOW AMPLIFIER
(Steering Right)

L04025 10/97 Steering Circuit L4-9

No Steer, External Shock Load
(Refer to Figure 4-6):
When the operator is not turning the steering wheel, As the cylinders are allowed to move, the other ends
the steering control unit valve supply is closed. The will have less than atmospheric pressure on port CL.
directional valve remains centered by its springs thus This low pressure permits oil that is escaping through
closing the passages to ports CL and CR. This creates the CR port relief valve to flow through the check valve
a hydraulic lock on the steering cylinders to prevent portion of the shock and suction relief valve connected
their movement. to port CL. The oil then flows to the low pressure ends
of the cylinders to keep the cylinders full of oil and
If the tires hit an obstruction to cause a large shock
prevent cavitation. A shock load in the opposite direc-
load to force the wheels to the left, increased
tion merely reverses the above procedure.
pressure will occur in the ends of the cylinders
connected to port CR. The shock and suction
relief valve inside the flow amplifier assembly at
port CR will open at its adjusted setting (218
kg/cm2 (3100 psi)) and allow oil to escape from
the pressurized ends of the cylinders preventing
a higher pressure.

L4-10 Steering Circuit 10/97 L04025

 FIGURE 4-6. FLOW AMPLIFIER
(No Steer, External Shock Load)

L04025 10/97 Steering Circuit L4-11

STEERING/BRAKE PUMP
The steering pump (Figure 4-7) is mounted on the rear
of the transmission pump, located at the lower left side
of the PTO. The steering pump driveshaft connects to
the transmission pump driveshaft through a splined
coupling. This pump also provides the oil supply for the
wet disc service brake application circuits.
The pump is a pressure compensated, piston type
pump, delivering oil through a high pressure filter as-
sembly to the bleeddown manifold. At the bleeddown
manifold, oil is directed to the steering circuit (accumu-
lators, flow amplifier, etc.) and to the brake system
components mounted in the hydraulic cabinet.
The pump pressure compensator, located in the con-
trol group (mounted on the pump valve plate), main-
tains 193 kg/cm2 (2750 psi) oil pressure in both circuits.
L4-12 Steering Circuit
Construction
A driveshaft (1, Figure 4-7) runs through the center line
of the pump housing (5) and valve plate (31) with the
pump cylinder barrel (30) splined to it.
A ball bearing (2) supports the driven end of the
driveshaft. A bushing, (part of the valve plate assembly)
supports the other end.
The pump cylinder barrel is carried in a journal type
cylinder bearing, (35). The valve plate (31) has two
crescent shaped ports. Pumping piston/shoe assem-
blies (29) in the cylinder barrel are held against a
swashblock (27) by a shoe retainer (34). The shoe
retainer is held in position by the fulcrum ball (33) which
is forced outward by shoe retainer spring (32). The
spring acts against the pump cylinder barrel forcing the
piston shoes against the swashblock. The semi-cylin-
drical shaped swashblock limits the piston stroke and
can be swiveled in an arc shaped saddle bearing (36).
The swashblock is swiveled by the control group (not
shown).
10/97 L04025
 FIGURE 4-7. STEERING/BRAKE PUMP (Cross Section)
1. Drive Shaft 14. Plug 27. Swashblock
2. Driveshaft Bearing 15. O-Ring 28. Retainer Ring
3. Shaft Seal 16. Plug 29. Piston/Shoe Assembly
4. Roll Pin 17. O-ring 30. Cylinder Barrel
5. Housing 18. Roll Pin 31. Valve Plate
6. Gasket 19. O-Ring 32. Shoe Retainer Spring
7. Socket Head Screw 20. Seal Retainer 33. Fulcrum Ball
8. O-Ring Seal 21. Bearing Retainer Ring 34. Shoe Retainer
9. Rear Shaft Cover 22. Shaft Bearing Retainer Ring 35. Cylinder Bearing
10. Roll Pin 23. Roll Pin 36. Saddle Bearing
11. Socket Head Screw 24. Roll Pin 37. Roll Pin
12. Spline Cover 25. Guide Plate
13. Capscrew 26. Flat Head Screw

L04025 10/97 Steering Circuit L4-13

Principle of Operation
Full Pump Volume (Figure 4-8):
Rotating the driveshaft clockwise turns the splined
cylinder, which contains the pumping pistons. When
the cylinder is rotated, the pistons move in and out of
their bores as the shoes ‘‘ride’’ against the angled
swashblock.
As the cylinder rotates, the individual piston bores are
connected, alternately, to upper (Port A) and lower
(Port B) crescent shaped ports in the valve plate. While
connected to the upper side (suction) Port A, each
piston moves outward, drawing fluid from Port A into
the piston bore until it’s outermost stroke is reached. FIGURE 4-8. PUMP AT FULL VOLUME
At that point, the piston bore passes from upper cres-
cent port to the lower crescent port.
While rotating across the lower crescent, each piston
moves across the angled swashblock face. Thus, each
piston is forced inward. Each piston displaces fluid
through the lower crescent to Port B until it’s innermost
stroke is reached. At that point, the piston bore passes
from the lower to the upper crescent again and the
operating cycle is repeated.

Half Pump Volume (Figure 4-9):

A study of the diagram will show that the degree of
swashblock angle determines the length of piston
stroke (difference between outermost and innermost
position) thereby determining the amount of delivery
from the pump. In this case, the stroke angle is one-half
of the stroke angle shown in Figure 4-8. Therefore, the FIGURE 4-9. PUMP AT HALF VOLUME
piston stroke is one half and pump delivery is one half
the delivery in Figure 4-8.

Neutral Position (Figure 4-10):

Neutral position results when the control centers the
swashblock. The swashblock angle is now zero and the
swashblock face is now parallel to the cylinder face.
Therefore, no inward or outward motion of the pump
pistons exist as the piston shoes rotate around the
swashblock face. The lack of inward and outward
motion results in no fluid being displaced from the
piston bores to the crescents in the valve plate and
consequently no delivery from pump ports.

FIGURE 4-10. PUMP IN NEUTRAL POSITION

L4-14 Steering Circuit 10/97 L04025

 STEERING CONTROL VALVE
Removal

NOTE: Clean steering control valve and surrounding

area carefully to help avoid contamination of hydraulic
oil when lines are opened.
1. Shut down engine and bleed down steering circuit.
NOTE: To insure the hydraulic oil has completely
drained from the accumulators, turn the steering
wheel. If the wheels do not turn, all the hydraulic
pressure has been drained from accumulators.

2. Disconnect hydraulic lines. Plug lines securely to

prevent spillage and possible contamination to
the system. Tag each line as removed for proper
identification during installation.

Take care to avoid contact with hot oil if truck has

been operating. Avoid spillage and contamination.

3. Remove capscrews (3, Figure 5-1) from steering

valve mounting bracket and remove control valve.
Installation
1. Align steering control valve assembly with drive
coupling (6, Figure 5-1) and holes in mounting
bracket (2).
2. Install capscrews (3) and lockwashers (4). Tighten
capscrews to standard torque.
3. Turn steering wheel to several different positioins
and release to assure that springs in control valve
FREELY return the steering wheel to neutral. If
wheel is tight, loosen control valve mounting cap-
screws and realin valve.
4. Grease drive coupling through grease fitting (7)
with a molybdenum disulphide or multi-purpose
NLGI grease.
5. Remove plugs from four hydraulic lines. Be certain
that the previously tagged hydraulic lines are con-
nected to their respective ports according to the
markings on the steering control valve assem-
bly.
FIGURE 5-1. STEERING CONTROL VALVE
INSTALLATION
1. Steering Column 4. Lockwasher
2. Mounting Bracket 5. Steering Control Valve
3. Capscrew 6. Coupling
7. Grease Fitting
Serious personal injury to the Operator or to any-
one positioned near the front wheels may occur if
a truck is operated with the hydraulic steering lines
improperly installed. Improperly installed lines can
result in uncontrolled steering and/or SUDDEN
AND RAPID rotation of the steering wheel as soon
as the steering wheel is moved. It will turn rapidly
and cannot be stopped manually.
After servicing the steering control assembly, hy-
draulic steering lines should be checked for cor-
rect hook-up before starting the engine.

L05014 7/98 Steering Control Valve L5-1

REBUILD PROCEDURE
Tools required for disassembly and assembly:
2 Screwdrivers (4-6 in. long, 1/8 in. flat blade)
1/2 inch Socket (12 point)
Breaker Bar Disassembly
Torque wrench, 90 ft. lbs. (120 n.m) capacity.
Plastic hammer or rubber hammer 1. Clamp unit in vise, meter end up. Clamp lightly on
Retaining ring pliers edges of mounting area (See Figure 5-4).
Fabricated spring installation tool (Figure 5-3).

The steering control valve is a precision unit manufac-

tured to very close tolerances. Complete cleanliness is
therefore a must when rebuilding the valve. Work in a
clean area and use lint free wiping materials or dry
Use protective material on vise jaws and DO NOT
compressed air. Use a wire brush to remove foreign
overtighten jaws.
material and debris from around exterior joints of unit
before disassembly. Clean solvent and hydraulic oil
should be used to insure cleanliness and initial lubrica-
2. Match mark gear wheel set and end cover to insure
tion.
proper relocation during assembly. Refer to Fig-
ure 5-5.

NOTE: Although the illustrations do not show the unit

in a vise, it is recommended that the unit be kept in the
vise during disassembly.

NOTE: This tool is extremely helpful during centering

spring installation.
 FIGURE 5-5. MARKING VALVE COMPONENTS
1. Steering Control 3. Capscrew With
Valve Rolled Pin
2. Match Marks 4. Pin Location Mark
FIGURE 5-7. DUST SEAL REMOVAL
1. Screwdriver 3. Housing
3. Remove end cover capscrews and washers. Re- 2. Dust Seal
move capscrew with rolled pin (3, Figure 5-5).
Mark location of capscrew with rolled pin to facili- 6. Remove threaded bushing (4) and ball (3). Sepa-
tate reassembly. rate the spools from the housing. Remove O-ring
4. Remove end cover (1, Figure 5-6) and O-ring (2). (5), kin ring (6) and bearing assembly (7).
Remove gear wheel set (3). 7. Remove ring (8) and pin (9) and carefully push
5. Remove Cardan Shaft (11, Figure 5-8) distribution inner spool out of outer sleeve.
plate (15) and O-ring (14). 8. Press the neutral position springs (10) out of their
slot in the inner spool.
9. Remove the dust seal (2, Figure 5-7) using a
screwdriver. Take care not to scratch or damage
the dust seal bore.

Cleaning and Inspection

1. Clean all parts carefully with fresh cleaning solvent.
2. Inspect all parts carefully and make any replace-
ments necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to assembly thor-
oughly lubricate all parts with clean hydraulic oil.

FIGURE 5-6. END COVER REMOVAL

1. End Cover 3. Gear Wheel Set
2. O-ring 4. Housing

L05014 7/98 Steering Control Valve L5-3

 FIGURE 5-8. STEERING CONTROL VALVE
1. Dust Seal 7. Bearing Assembly 13. Tube 19. End Cover
2. Housing & Spools 8. Ring 14. O- ring 20. Washers
3. Ball 9. Pin 15. Distribution Plate 21. Rolled Pin
4. Threaded Bushing 10. Neutral Position Springs 16. Gear Wheel Set 22. Capscrew With Bore
5. O-ring 11. Cardan Shaft 17. O-ring 23. Capscrews
6. Kin Ring 12. Spacer 18. O-ring

L5-4 Steering Control Valve L05014 7/98

 FIGURE 5-9. SPOOL AND SLEEVE ASSEMBLY
1. Slots 3. Spool
2. Hole 4. Sleeve
Assembly
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used. The reason is that in the other
end of the sleeve and spool (opposite end of the
spring slots) there are three slots in the spool and three
holes in the sleeve. These must be opposite each
other on assembly so that the holes are partly visible
through the slots in the spool, refer to Figure 5-9.
1. Assemble spool and sleeve carefully so that the
centering springs slots line up.
2. Apply a light film of clean oil to the outside diameter
of the spool. Rotate spool while sliding parts to-
gether.
The spool and sleeve are machined to very close
tolerances. DO NOT use force when rotating parts
during assembly. Be careful not to burr the sleeve.
3. Test for free rotation. Spool should rotate smoothly
in sleeve with finger tip force applied at splined
end.
4. Align springs slots of spool and sleeve, then stand
parts on bench. Insert spring installation tool (see
Figure 5-10) through spring slots of both parts.
L05014 7/98 Steering Control Valve
FIGURE 5-10. INSTALLING CENTERING SPRINGS
1. Spring Installation Tool 2. Centering Springs
NOTE: If spring installation tool is not available, follow
steps a. through d. under Alternate Method.
5. Position centering springs (two sets of four each)
on the bench so that the extended edge is down
and center section is together.
6. In this position insert one end of the entire spring
set into spring installation tool (Figure 5-10).
7. Compress expanded end of centering spring set
and push into spool and sleeve assembly. Keep
pressure on spring ends when withdrawing instal-
lation tool, push forward on spring set.
Alternate Method for Installing Centering Springs
a. To install the neutral position springs (without the
aid of an installation tool), place a screwdriver in
the spool slot as shown in Figure 5-11.
b. Place one flat neutral position spring on each side
of the screwdriver blade. Do not remove screw-
driver.
c. Push two curved neutral position springs in be-
tween one side of the screwdriver blade and a flat
spring. Repeat for the opposite side. Remove the
screwdriver.
d. Slide the inner spool in the sleeve. Compress the
ends of the neutral position springs and push the
neutral position springs in place in the sleeve.
Install the cross pin.
L5-5
 FIGURE 5-11. NEUTRAL POSITION SPRING INSTALLATION

8. Install ring (1, Figure 5-12) rear bearing race (2), 11. Install the check ball in the hole shown in Figure
bearing (3) and front bearing race (4) in that order. 5-14. Install threaded bushing and lightly tighten.
The chamfer on the rear bearing race must be
12. Grease the housing O-ring with vaseline and install
facing away from the bearing. Position the O-ring
in the housing groove.
and kin ring on the spool.
13. Install the distribution plate (15, Figure 5-8), align-
9. Place the dust seal in position. Using a flat, iron
ing the channel holes to match the corresponding
block over the seal, tap into position.
holes in the housing. Guide the cardan shaft (11)
10. Position the steering control valve with the housing down into the bore. The slot in the cardan shaft
horizontal. While gently rotating the parts, guide must be parallel to the cross pin.
the spool and sleeve assembly into the housing
bore. Refer to Figure 5-13.

FIGURE 5-12. BEARING INSTALLATION

FIGURE 5-13. SPOOL AND SLEEVE INSTALLATION
1. Ring 4. Front Bearing Race
2. Rear Bearing Race 5. Spool 1. Housing 2. Spool & Sleeve
3. Bearing 6. Sleeve

L5-6 Steering Control Valve L05014 7/98

 FIGURE 5-14. CHECK BALL INSTALLATION
1. Housing 3. Check Ball Hole
2. Check Ball 4. O-ring
FIGURE 5-16. GEARWHEEL ROTOR INSTALLATION
NOTE: Position the cardan shaft as shown in Figure
5-15, so that it is held up and in position by a mounting NOTE: Rotor and cross pin must now be in the position
fork. The mounting fork can be fabricated from a small shown in relation to each other. Refer to Figure 5-17.
piece of thin gauge metal.
16. Install end cover. Install capscrews with washers.
14. Grease the O-rings on both sides of the gear wheel
set with petroleum jelly and install. NOTE: Install the special capscrew with rolled pin in
the position shown in Figure 5-5.
15. Install gearwheel set.
NOTE: The gearwheel (rotor) and cardan shaft must 17. Tighten cover capscrews in a criss-cross pattern
be assembled with a tooth base in the rotor positioned to 2 ± 0.4 ft. lbs. (3 ± .5 N.m) torque.
in relation to the slot of the cardan shaft as shown in
Figure 5-16.

FIGURE 5-17. GEARWHEEL SET INSTALLATION

1. Gearwheel Set 3. Rotor
FIGURE 5-15. CARDAN SHAFT INSTALLATION 2. Cross Pin (Outline) 4. Cardan Shaft

L05014 7/98 Steering Control Valve L5-7

 NOTES

L5-8 Steering Control Valve L05014 7/98

 STEERING CIRCUIT COMPONENT REPAIR
BLEEDDOWN MANIFOLD

Do not loosen or disconnect any hydraulic line or

component connection until engine is stopped and
keyswitch has been ‘‘off’’ for at least 90 seconds.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.

Removal
NOTE: It may not be necessary to remove the Bleed-
down Manifold from the truck to replace components.
If a problem area has been isolated, simply remove the
inoperative component and replace with a new part.
FIGURE 6-1. BLEEDDOWN MANIFOLD
1. Brake Circuit Supply 6. Test Port
Adjusting Relief Valve 2. Bleeddown Manifold 7. From Accumulator
3. Return to Tank 8. To Flow Amplifier
1. Bleed down the system and install a 350 kg/cm2 4. Pressure Relief Valve 9. From Flow Amplifier
(5000 psi) pressure gauge in the pressure test 5. Supply From Steering 10. Accumulator
port (6, Figure 6-1) of the bleeddown manifold. Pump Bleeddown Solenoid

2. Start engine and run at low idle speed.

3. Loosen locknut on compensator valve on steering
pump. NOTE: Each 1/16 turn of the adjusting screw is equiva-
lent to a setting change of approximately 7 kg/cm2 (100
4. Adjust the pump compensator valve, raising pres- psi).
sure until bleeddown manifold relief valve opens
at 228 kg/cm2 (3250 psi).
5. If bleeddown manifold system relief valve setting 6. Secure bleeddown manifold system relief valve
is above or below 228 kg/cm2 (3250 psi), carefully with locknut, install acorn nut and tighten.
loosen the locknut on the relief valve (4) and
adjust the bleeddown relief valve pressure set-
ting until 228 kg/cm2 (3250 psi) is obtained.

L06016 6/99 Steering Circuit Component Repair L6-1

Testing and Adjustment
1. Shut down engine, bleed down steering accumu-
lators before opening circuit to take measure-
ments, make repairs or to install or remove a
gauge.
2. Disconnect return to tank line (3, Figure 6-1) from
bleeddown manifold.
3. Start engine and run at low idle.
4. With oil at normal operating temperature, check
leakage; maximum allowable leakage is 32.8 ml
(1 oz.) per minute.

Never shut off key switch to activate accumulator

bleeddown with steering return lines open. Return
lines will contain accumulator oil flow during the
bleeddown cycle.

5. If leakage is excessive, reconnect return line at

bleeddown manifold valve.
6. Turn key switch to the ‘‘Off’’ position and allow at
least 90 seconds for the accumulators to bleed
down.
FIGURE 6-2. BLEEDDOWN VALVE SCHEMATIC
7. Remove the bleeddown solenoid valve (10) and
the 228 kg/cm2 (3250 psi) relief valve(4). Re-
place O-rings on both valves and reinstall. 1. Accumulator Precharge Pressure Switch:
[60 kg/cm2 (850 psi)]
8. Repeat test procedure. 2. Nitrogen Charging Valve
9. If leakage is still excessive, replace both the 3. Accumulators
bleeddown solenoid valve and the 228 kg/cm2 4. Steering Pressure Switch:
(3250 psi) relief valve. [130 kg/cm2 (1850 psi)]
5. Differential Valve
6. Outlet to Flow Amplifier
7. Return from Flow Amplifier
8. Piloted Check Valve
9. Relief Valve: [35.2 kg/cm2 (500 psi)]
10. Accumulator Bleeddown Solenoid
11. Supply to Brake System
12. Return to Tank
13. Relief Valve: [228 kg/cm2 (3250 psi)]
14. Supply from Steering Pump
15. Pressure Test Port

L6-2 Steering Circuit Component Repair 6/99 L06016

FLOW AMPLIFIER
Removal
Relieve pressure before disconnecting hydraulic
and other lines. Tighten all connections before
applying pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
1. Turn key switch ‘‘Off’’ and allow 90 seconds for the
accumulators to bleed down. Disconnect, plug,
and identify and tag each hydraulic line.
2. Support the flow amplifier valve and remove the
mounting capscrews. Remove valve.
3. Move valve to a clean work area for disassembly.
Installation
1. Support the flow amplifier and move into position.
2. Install mounting capscrews and tighten to stand-
ard torque.
3. Identify hydraulic line location, unplug lines and
connect at proper location. Tighten fittings se-
curely. Use new O-rings on the flange fittings.
L06016 6/99 Steering Circuit Component Repair
Disassembly
The flow amplifier valve is a precision unit manufac-
tured to close tolerances, therefore complete cleanli-
ness is a must when handling the flow amplifier valve.
Work in a clean area and use lint free wiping materials
or dry compressed air. Use a wire brush to remove
foreign material and debris from around the exterior of
the valve before disassembly. Clean solvent and hy-
draulic oil should be used to insure cleanliness and
initial lubrication.
1. Remove counterpressure valve plug (17, Figure
6-3), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove relief valve plug (18) and seal (19). Using
an 8 mm hex head allen wrench, remove the relief
valve assembly (20). Remove steel seal (21).
3. Remove capscrew (37) and capscrews (36) using
a 10 mm and 13 mm hex head allen wrench.
Remove lockwashers (38 & 39). Remove end
cover (47).
4. Remove spring stop (41) and spring (42). Remove
spring stop (34) and springs (32 & 33). Remove
O-rings (40 & 49) and seal plate (50).
5. Remove spring control (31) and main spool (29).
Remove priority valve spool (43). Remove spring
control (25), springs (23 & 24) and spring stop
(22).
6. Remove amplifier valve spool assembly (51). Set
amplifier valve spool assembly aside for further
disassembly, if required.
7. Remove shock and suction valve (28). Set shock
and suction valve aside for further disassembly,
if required.
8. Remove capscrews (1 & 3) using a 10 mm and 13
mm hex head allen wrench. Remove lockwashers
(2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and seal plate (9).
Remove spring (55).
10. Remove shock and suction valve assembly (12).
Set the shock and suction valve aside for further
disassembly, if required. Remove orifice screw
(13).
11. Remove orifice screw (53). Remove check valve
(54).
NOTE: If further disassembly is required for the shock
and suction valves refer to Figure 6-4.
L6-3
L6-4 Steering Circuit Component Repair 6/99 L06016
FIGURE 6-3. FLOW AMPLIFIER VALVE
1. Capscrew
2. Lockwasher
3. Capscrews
4. Lockwasher
5. Cover
6. O-ring
7. O-ring
8. O-ring
9. Seal Plate
10. O-ring
11. O-ring
12. Shock/Suction Valve (Complete)
13. Orifice Screw
14. Valve Housing FIGURE 6-4. SHOCK AND & SUCTION VALVE
15. Counterpressure Valve (Complete) ASSEMBLY
16. O-ring
17. Plug 1. O-Ring 3. O-Ring
18. Plug 2. Pilot Section
19. Seal
20. Relief Valve (Complete)
21. Steel Seal
22. Stop NOTE: The flow amplifier valve is equipped with two
23. Spring shock and suction valves and they are identical. The
24. Spring shock and suction valves are only serviced as com-
25. Spring Control plete valve assemblies. O-rings 1 & 3, Figure 6-4 are
26. Orifice Screw replaceable. Relief valve (20, Figure 6-3) check valve
27. O-ring (54) and counterpressure valve (15) are also serviced
28. Shock/Suction Valve (Complete) only as assemblies.
29. Main Spool
30. O-ring
31. Spring Control
32. Spring NOTE: Disassembly of the amplifier spool assembly is
33. Spring only necessary should O-ring (2, Figure 6-5), spring
34. Spring Stop (9) or orifice screw (11) require replacement, otherwise
35. Orifice Screw replace the amplifier spool assembly as a complete
36. Capscrews unit. For complete disassembly refer to steps 12 & 13.
37. Capscrew
38. Lockwasher
39. Lockwasher 12. Remove retaining ring (7, Figure 6-5), remove pin
40. O-rings (5). Remove plug (10) and spring (9). Remove
41. Stop retaining ring (6) and pin (4) and remove inner
42. Spring
spool (8).
43. Spool
44. Name Plate 13. Unthread check valve (1) and remove. Remove
45. Orifice Screw O-ring (2). Remove orifice screw (11) from plug
46. Spring (10).
47. Cover
48. Pins 14. Clean and inspect all parts carefully. Make any
49. O-rings replacements necessary.
50. Seal Plate
51. Amplifier Spool Assembly (Complete)
52. O-ring
53. Orifice Screw
54. Check Valve
55. Spring

L06016 6/99 Steering Circuit Component Repair L6-5

 6. Install seal (21). Install relief valve assembly (20),
seal (19), and plug (18). Tighten plug to 0.25 kg.m
(22 in. lbs.) torque.
7. Install counterpressure valve assembly (15). In-
stall plug (17) using new O-ring (16).
8. Install both shock and suction valves (12 & 28) as
complete units. Install spring stop (22) springs (23
& 24) and spring control (25). Install orifice screws
(26 & 35) if removed from main spool (29). Install
main spool (29).
9. Install amplifier spool assembly (51). Install prior-
ity valve spool (43) and spring (42). Install spring
(55).
FIGURE 6-5. AMPLIFIER SPOOL ASSEMBLY
10. Install spring control (31), springs (32 & 33) and
1. Check Valve 7. Retaining Ring
2. O-Ring 8. Inner Spool spring stop (34).
3. Spool 9. Spring 11. Lubricate O-rings (6, 7 & 8) with molycote grease
4. Pin 10. Plug and position on cover (5) with seal plate (9). Install
5. Pin 11. Orifice Screw end cover (5). Install capscrews (3) with lockwash-
6. Retaining Ring
ers (4). Tighten capscrews to 0.27 kg.m (2 ft. lbs.)
torque. Install capscrew (1) and lockwasher (2).
Tighten capscrew to 0.81 kg.m (6 ft. lbs.)
Assembly
torque.
1. Thoroughly lubricate each part prior to installation
12. Lubricate O-rings (40 & 49) with molycote grease
using clean hydraulic oil.
and install on cover (47). Position seal plate (5) on
2. Reassemble the Amplifier spool assembly in re- end cover. Install end cover (47). Install cap-
verse order. Refer to steps 12 & 13, and Figure screws (36) with lockwashers (39). Tighten cap-
6-5 under disassembly. screws to 0.27 kg.m (2 ft. lbs.) torque. Install
capscrew (37) with lockwasher (38). Tighten cap-
3. Install orifice screw (13, Figure 6-3). Tighten ori-
screw to 0.81 kg.m (6 ft. lbs.) torque.
fice screw to 0.05 kg.m (4 in. lbs.) torque.
13. To prevent contamination, fit plastic plugs to each
4. Install check valve (54). Tighten check valve to
valve port.
0.10 kg.m (8 in. lbs.) torque.
5. Install orifice screw (53). Tighten orifice screw to
0.10 kg.m (8 in. lbs.) torque.

L6-6 Steering Circuit Component Repair 6/99 L06016

ACCUMULATORS
Removal
1. Insure key switch has been ‘‘Off’’ for at least 90
seconds to allow accumulator oil to drain back to
tank.
2. Remove charging valve guard (3, Figure 6-7) and
loosen small hex on charging valve three com-
plete turns. Depress the valve core until all nitro-
gen pressure has been relieved.
Make certain only the small swivel hex nut turns.
Turning the complete charging valve assembly
may result in the valve assembly being forced out
of the accumulator by the nitrogen pressure in-
side.
Wear protective face mask when discharging ni-
trogen gas.
FIGURE 6-6. ACCUMULATOR MOUNTING
1. Accumulators 3. Mounting Bracket
2. Pressure Switch (Oil) 4. Mounting Band
L06016 6/99 Steering Circuit Component Repair
3. Remove oil lines from bottom of accumulators.
Plug all hoses and openings to prevent possible
contamination of the system. Disconnect and
mark electrical wiring to pressure switch.
4. Attach a lifting device to the top of the accumulator
to be removed.
5. Loosen the mounting band capscrews and re-
move the mounting bands (4, Figure 6-6).
6. Raise the accumulator until clear of mounting
bracket and move to a clean work area for disas-
sembly.
Installation
1. Lift accumulator into position on the mounting
bracket (3, Figure 6-6). Accumulator should be
positioned with the antirotation block positioned
between the two stop blocks on the lower mount-
ing bracket.
2. Secure the accumulator to the mounting bracket
using mounting band (4), capscrew, lockwashers
and nut. Do not overtighten nuts, as this could
distort the accumulator.
3. If pressure switches were removed, install at this
time. Connect electrical wiring to pressure
switches and reconnect oil lines to the bottom of
the accumulators.
4. Precharge both accumulators with pure dry nitro-
gen as outlined in ‘‘Steering Accumulator Charg-
ing Procedure’’.
FIGURE 6-7. PRESSURE SWITCHES
1. Accumulator 3. Charging Valve Guard
2. Pressure Switch Cover 4. Charging Valve
L6-7
 Disassembly
1. Remove charging valve (3, Figure 6-8).
2. Remove gland (4). Figure 6-9 illustrates a tool that
can be fabricated locally to aid in removing and
installing the gland.
3. Remove plugs (11). Using a round rod, push
piston (7) out of accumulator.

Cleaning and Inspection

1. Clean parts using fresh cleaning solvent, lint free
wiping cloth and filtered compressed air. All parts
must be absolutely free of any foreign matter
larger than 3 microns.
2. Inspect piston for damage. If scored or otherwise
damaged, replace with a new part.
3. Minor defects in the housing bore may be cor-
rected by honing.
a. Measure the bore at several places along the
length of the housing. Make two measure-
ments 90° apart at each point to verify tube is
not out-of-round.

FIGURE 6-8. STEERING ACCUMULATOR

1. Capscrew 7. Piston
2. Cover 8. Bearing
3. Charging Valve 9. T Ring Seal
4. Gland 10. Housing
5. O-ring & Backup Ring 11. Plug
6. Piston Seal Lube Oil 12. Plug FIGURE 6-9. GLAND REMOVAL TOOL
(Fabricate Locally)

L6-8 Steering Circuit Component Repair 6/99 L06016

 b. Verify housing I.D. does not exceed 8.002 in.
(203.25 mm).
c. Check dimensions frequently during honing
operation to prevent removal of too much ma-
terial. Do not hone gland seal area.
4. If housing defects can not be removed within the
above limits, replace the housing.
Repair of the housing by welding, machining or
plating to salvage a worn area is NOT APPROVED.
These procedures may weaken the housing and
result in serious injury to personnel when pressur-
ized.
5. Clean parts thoroughly to remove abrasive resi-
due after honing.
Assembly
Assemble the accumulators in a dust and lint free
area. Maintain complete cleanliness during as-
sembly to prevent possible contamination.
1. Install a new seal (9, Figure 6-8) on piston. Install
new bearings (8). Coat seal and bearings with a
small amount of petroleum jelly.
2. Install the piston with the concave side toward gas
end (gland end) of accumulator cylinder housing
(10). Push the piston to the center of of the
housing.
3. Install new O-rings and backup rings (5) on gland
(4). Coat seals with a small quantity of type C-4
hydraulic oil.
4. Install gland and tighten to 118 kg.m (850 ft. lbs.)
torque using tool as shown in Figure 6-9.
5. Install charging valve (3) with new O-ring. Tighten
charging valve large hex nut to 2.3 kg.m (16.5
ft.lbs.) torque.
6. Install pressure switch. Install pressure test fittings
in bottom of housing. (See ‘‘Testing’’ below.)
L06016 6/99 Steering Circuit Component Repair
TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pres-
sure. A source of 350 kg/cm2 (5000 psi) hydraulic
pressure and nitrogen pressure of 98.6 kg/cm2 (1400
psi) will be required. A small water tank with the
necessary safety guards in place will be necessary for
a portion of the test.
Do not stand near gland during test procedure. A
box enclosure made of heavy steel plate is recom-
mended to contain the accumulator during oil
pressurization test.
1. Fill each end of the accumulator with approxi-
mately 22.7 liters (6 gallons) of clean type C-4
hydraulic oil. Install an adaptor on the oil end to
connect to hydraulic power source. Plug remain-
ing ports.
a. Apply 350 kg/cm2 (5000 psi) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage occurs.
2. Release pressure and remove oil side fitting.
3. Drain oil. Leave port open.
4. Pressurize gas end of accumulator with approxi-
mately 7.0 kg/cm2 (100 psi) nitrogen pressure to
move piston to bottom of housing.
5. Submerge oil end of assembly in water.
6. Apply 98.6 kg/cm2 (1400 psi) nitrogen pressure to
gas end and observe for 20 minutes. No leakage
(bubbles) is permitted.
7. Release nitrogen pressure and remove assembly
from water.
8. Drain any remaining oil or water.
9. If the accumulator is to be placed in storage, add
1.5 liters (3 pints) of rust preventive oil in the
nitrogen side of the accumulator. Add 0.5 liters (1
pint) in the oil side. If the accumulator will be used
immediately, type C-4 hydraulic oil may be used
instead of rust preventive oil. Plug all open ports.
10. Verify all warning and caution labels are at-
tached and legible (Refer to parts book if re-
placements are required).
L6-9
STEERING ACCUMULATOR CHARGING
PROCEDURE

Do not loosen or disconnect any hydraulic line or

component until engine is stopped and key switch
has been ‘‘Off’’ for at least 90 seconds.
Pure dry nitrogen is the only gas approved for use
in the steering accumulators. The accidental
charging of oxygen or any other gas in this com-
partment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the accu-
mulators. FIGURE 6-10. CHARGING VALVE
1. Valve Cap 6. Valve Body
When charging or discharging the nitrogen gas in
2. Seal 7. O-ring
the accumulators, be sure the warning labels are 3. Valve Core 8. Valve Stem
observed and the instructions regarding the 4. Swivel Nut 9. O-ring
charging valve are carefully read and understood. 5. Rubber Washer
1. With engine shut down and key switch in the ‘‘Off’’
below the piston. This oil can be bled off during the
position, allow at least 90 seconds for accumula-
nitrogen charging procedure by turning the steering
tors to bleed down. Turn the steering wheel to be
wheel back and forth or by actuating the bleed down
certain no oil remains in accumulators.
solenoid by turning the key switch ‘‘On’’ and then ‘‘Off’’.
2. If present, remove charging valve guards.
NOTE: When charging the accumulators, allow ade-
quate time for the system to fully charge. Insure all oil
has returned from the accumulators to the hydraulic
tank.
If nitrogen pressure is present in the accumula- 7. Shut off charging kit and check pressure gauge
tors, make certain only the small swivel hex nut is reading. If gauge does not maintain 98.6 kg/cm2
turned during the next step. Turning the complete (1400 psi) continue charging procedure until
valve assembly may result in the valve assembly pressure is stabilized.
being forced out of the accumulator by the nitro-
8. Remove the charging kit and tighten small hex nut
gen pressure inside.
on charging valve to 0.6 kg.m (4 ft.lbs.) torque.
3. Remove charging valve cap (1, Figure 6-10). Turn
NOTE: If a new charging valve was installed, the valve
small swivel hex nut (4) three complete turns
stem must be seated as follows:
counterclockwise.
a. Tighten small hex swivel nut to 1.5 kg.m (10.5
4. Depress the valve stem and hold down until all ft.lbs.) torque.
nitrogen has been released.
b. Loosen swivel nut.
5. If a loss in nitrogen pressure is the reason for c. Retighten swivel nut to 1.5 kg.m (10.5 ft.lbs.)
recharging, inspect the charging valve and accu- torque.
mulator for damage. Replace or repair items, as
d. Again, loosen swivel nut.
necessary, before charging procedure.
e. Finally, tighen swivel nut to 0.6 kg.m (4 ft.lbs.)
6. Connect the nitrogen charging kit to the charging torque.
valves. Open the regulator and charge the accu-
mulators simultaneously to 98.6 kg/cm2 (1400 9. Install charging valve cap (1) and tighten finger
psi). tight. Install charging valve guard and tighten
capscrews to 3.5 kg.m (25 ft. lbs.) torque.
NOTE: If a loss in nitrogen pressure occurred during
operation, oil may still be present in the accumulator 10. Operate truck and check steering.

L6-10 Steering Circuit Component Repair 6/99 L06016

STEERING CYLINDER

Removal
1. Disconnect lubrication lines (if equipped) at
mounting pins.
2. Remove head pin (4, Figure 6-11).

NOTE: Support the steering cylinder (5) with a suitable

jack. Start the engine and operate the steering to
retract the piston rod, then disconnect the cylinder from
the frame.

3. Remove head hose (2).

4. Remove rod hose (3). FIGURE 6-11. STEERING CYLINDER PIPING
5. Remove rod pin (1). 1. Rod Pin 4. Head Pin
2. Head Hose 5. Steering Cylinder
6. Remove steering cylinder assembly. 3. Rod Hose

Installation
1. Lift steering cylinder (5, Figure 6-11) into position.
Position rubber boot (1, Figure 6-12) and install
head pin. Install pin retaining capscrew with
washer and tighten to standard torque.
2. Position piston rod eye in bracket bore. Install
rubber boot (1) and pin. Install pin retaining cap-
screw with washer and tighten to standard torque.
3. Connect lubrication lines (if equipped).
4. Using a new O-ring, install rod hose (3, Figure
6-11).
5. Using a new O-ring, install head hose (2).

FIGURE 6-12. TYPICAL MOUNTING PIN

1. Rubber Boot 2. Pin

L06016 6/99 Steering Circuit Component Repair L6-11

Steering Cylinder Rebuild
Tool part numbers for rebuilding steering cylinder:
• 790-502-1003 . . . . . . . . . Cylinder Repair Stand
790-502-2000 . . . . . . . . . . Cylinder Repair Stand
• 790-102-3802 . . . . . . . . . . . . . Wrench Assembly
790-102-3791 . . . . . . . . . . . . . Wrench Assembly
• 790-302-1340 . . . . . . . . 40 mm Six Point Socket
• 790-720-1000 . . . . . . . . . . . . . . . . Ring Expander
• 790-720-1660 . . . . . . . . . . . . . Ring Compressor

Disassembly
1. Set cylinder assembly (1, Figure 6-13) in rebuild
stand (3).
FIGURE 6-14. ROD DISASSEMBLY
NOTE: If a cylinder rebuild stand is not available, place 1. Rod Assembly 3. 40 mm Socket
cylinder on a suitable workbench. Be careful not to nick 2. Rebuild Stand 4. Nut
the cylinder rod.
2. Raise lock of cylinder head nut, and using wrench
assembly (4), remove cylinder head assembly
(2). 4. Remove cylinder from rebuild stand.
3. Pull out cylinder head (7, Figure 6-16) and piston 5. Disassemble piston rod assembly.
rod assembly (4) from cylinder (12) and remove.
a. Set piston rod assembly (1, Figure 6-15) in
rebuild stand.
NOTE: When the piston rod assembly is pulled out b. Using 40 mm socket (3), remove nut (4).
from the cylinder, oil will spill. Be prepared to catch the c. Remove piston assembly (1, Figure 6-15) and
oil in a container. cylinder head assembly (2) from rod (3).

FIGURE 6-15. ROD DISASSEMBLY

FIGURE 6-13. CYLINDER DISASSEMBLY 1. Piston Assembly 3. Rod
1. Cylinder Assembly 3. Rebuild Stand 2. Cylinder Head Assembly
2. Cylinder Head 4. Wrench Assembly

L6-12 Steering Circuit Component Repair 6/99 L06016

 FIGURE 6-16. STEERING CYLINDER ASSEMBLY
1. Snap Ring 5. Snap Ring 9. Rod Packing 13. Piston
2. Bushing 6. Dust Seal 10. Backup Ring 14. Piston Ring
3. O-Ring 7. Cylinder Head 11. O-Ring 15. Wear Ring
4. Piston Rod 8. Bushing 12. Cylinder 16. Nut

6. Disassemble piston. b. Remove rod packing (4).

a. Remove wear ring (1, Figure 6-17) from piston c. Remove bushing (5) from cylinder head (1).
(2). d. Remove O-ring (3) and backup ring (2).
b. Remove piston ring (3).
7. Disassemble cylinder head assembly.
a. Remove snap ring (7, Figure 6-18), then re-
move dust seal (6).

FIGURE 6-18. CYLINDER HEAD DISASSEMBLY

1. Cylinder Head 5. Bushing
FIGURE 6-17. PISTON DISASSEMBLY 2. Backup Ring 6. Dust Seal
1. Wear Ring 3. Piston Ring 3. O-Ring 7. Snap Ring
2. Piston 4. Rod Packing

L06016 6/99 Steering Circuit Component Repair L6-13

Assembly
NOTE: Clean all parts, and check for dirt or damage.
Coat the sliding surfaces of all parts with hydraulic oil
before installing.

1. Cylinder head assembly:

a. Using push tool, press fit bushing (5, Figure
6-18) in cylinder head (1).

FIGURE 6-20. PISTON RING EXPANDER

1. Ring Expander 2. Piston Ring
Be careful not to deform the bushing when press
790-720-1000
fitting.

b. Install rod packing (4).

NOTE: Be careful to install the rod packing facing in
the correct direction as shown in Figure 6-19.
c. Assemble backup ring (2, Figure 6-18) and
O-ring (3) in order.
NOTE: Do not try to force the backup ring into position.
Warm it in warm water 50° - 60° C (122° - 140° F)
before installation.
d. Using push tool, install dust seal (6) to cylinder
head (1), then install snap ring (7).
2. Piston assembly:
a. Using tool (1, Figure 6-20), expand piston ring
(2).
NOTE: Set the piston ring on the expander and turn
the handle 8 - 10 times to expand the ring.
b. Remove piston ring from tool, and assemble to
piston (2, Figure 6-21).
c. Set tool (2, Figure 6-22) in position, and using
a hose clamp (1), compress piston ring.
d. Assemble wear ring (1, Figure 6-21).

FIGURE 6-19. ROD PACKING INSTALLATION

1. Rod Packing 2. Piston Ring

FIGURE 6-21. PISTON ASSEMBLY
1. Wear Ring 3. Piston Ring
2. Piston

L6-14 Steering Circuit Component Repair 6/99 L06016

 FIGURE 6-22. COMPRESSING PISTON RING
1. Clamp 2. Ring Compressor
790-720-1660 FIGURE 6-24. ROD DISASSEMBLY
1. Rod Assembly 3. 40 mm Socket
2. Rebuild Stand 4. Nut
3. Piston rod assembly:
a. Assemble cylinder head assembly (2, Figure 5. Assemble cylinder head (2) and piston rod assem-
6-23) and piston assembly (1) to piston rod (3). bly in cylinder (1).
b. Coat threads with Loctite and using 40 mm 6. Using wrench assembly (4), tighten cylinder head
socket (3, Figure 6-24) tighten nut (4) to 276.5 assembly (2) to 95 ±9.5 kg.m (687 ±68.7 ft. lbs.)
±27.6 kg.m (2000 ±20 ft. lbs.) torque. torque.
c. Remove piston rod assembly from tool.
4. Set cylinder in rebuild stand (3, Figure 6-25).

FIGURE 6-23. ROD DISASSEMBLY FIGURE 6-25. CYLINDER DISASSEMBLY

1. Piston Assembly 3. Rod 1. Cylinder Assembly 3. Rebuild Stand
2. Cylinder Head Assembly 2. Cylinder Head 4. Wrench Assembly

L06016 6/99 Steering Circuit Component Repair L6-15

STEERING/BRAKE PUMP

Removal
NOTE: Clean the steering pump and surrounding area
carefully to help avoid contamination of hydraulic oil
when lines are opened.

Relieve pressure before disconnecting hydraulic

and other lines. Tighten all connections before
applying pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.

1. Turn keyswitch ‘‘Off’’ and allow 90 seconds for the

accumulators to bleed down. Turn the steering
wheel to be sure no oil remains under pressure.
FIGURE 6-26. STEERING/BRAKE PUMP
2. Drain the hyraulic tank by use of the drain valves
1. Transmission Pump 4. Drain Line Fitting
located at the bottom of the tank. 2. Case Drain Line 5. Steering/Brake Pump
NOTE: Be prepared to contain approximately 576 3. Suction Hose 6. Outlet Hose
liters (152 gal) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a 3 micron filtering
system available for refill.
3. Disconnect the suction (3, Figure 6-26) and outlet
hoses (6) at the steering pump (5). Also discon-
nect and cap pump case drain line (2) from fitting 4. Support the steering pump and remove the two
(4). Plug all lines to prevent oil contamination. pump mounting capscrews.
5. Move the steering pump forward to disengage the
drive coupler splines from the transmission pump
(1) and remove the pump.
6. Clean the exterior of steering pump.
7. Move the steering pump to a clean work area for
The steering pump weighs approximately 50 kg
disassembly.
(110 lbs.). Use a suitable lifting device capable of
handling the load safely.

L6-16 Steering Circuit Component Repair 6/99 L06016

Installation 11. Loosen suction hose (3) capscrews (at the pump)
to bleed any trapped air. Then loosen pressure
1. Install a new O-ring on pump mounting flange.
outlet (6) hose capscrews (at the pump) to bleed
2. Inspect the splined coupler to verify the internal any trapped air. Tighten hose connection cap-
snap ring is properly seated. Install coupler on screws to standard torque.
transmission pump drive shaft.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.

12. If required, top-off the oil level in the hydraulic tank,

to the level of the upper sight glass.
The steering pump weighs approximately 50 kg
(110 lbs.). Use a suitable lifting device capable of 13. In the hydraulic brake cabinet, open both brake
handling the load safely. accumulator needle valves completely to allow the
steering pump to start under a reduced load.
14. Move the hoist pilot control valve to the ‘‘FLOAT’’
3. Move the steering pump (5, Figure 6-26) into
position.
position. Engage steering pump shaft with trans-
mission pump splined coupler. 15. Start the truck engine and operate at low idle for
one (1) to two (2) minutes.
4. Align capscrew holes and install steering pump
mounting capscrews. Tighten mounting cap-
screws to standard torque.
5. Remove plugs from suction (3) and outlet (6)
hoses and install to steering pump using new
O-rings. Tighten capscrews securely.
Do not allow the engine to run with the needle
6. Do not connect steering pump case drain line (2)
valves in the open position for longer than this
to the steering pump, at this time (See Step 7).
recommendation: excessive hydraulic system
Cap the drain hose securely.
heating will occur.
7. Remove fitting (4) and add clean oil to pump
through opening until steering pump housing is Do not start any hydraulic pump for the first time
full. This may require 2 to 3 liters (2-3 qts) of oil. after an oil change, or pump replacement, with the
truck dump body raised; the oil level in the hy-
8. Uncap the case drain line and reconnect hose (2),
draulic tank may be below the level of the pump(s)
to steering pump fitting (4). Tighten case drain
causing premature pump wear during initial pump
line.
start-up.
9. Replace the hydraulic filter elements. Refer to
16. Shut-off the engine and fully close both brake
‘‘Hydraulic Filters’’, earlier in this section.
accumulator needle valves in the brake cabinet.
17. Verify the oil level in the hydraulic tank is at the
upper sight glass when the engine is off and the
body is resting on the frame. If the hydraulic oil
level is not at the upper sight glass, follow service
NOTE: Use only Komatsu filter elements, or elements manual instructions for filling/adding oil.
that meet the Komatsu hydraulic filtration specification
18. Start engine and check for proper pump operation.
of Beta 12 = 200.
If necessary, refer to ‘‘Steering Circuit Checkout
Procedure’’, later in this Section. Also, refer to
‘‘Trouble Shooting Chart’’ for additional informa-
10. With the body down and the engine shut-off, fill the
tion.
hydraulic tank with clean hydraulic oil (as specified
on the truck Lubrication Chart) until oil is visible in
the top sight glass. Refill capacity is: 576 liters
(152 gal.).

L06016 6/99 Steering Circuit Component Repair L6-17

PUMP REBUILD
When disassembling or assembling unit:
√ Choose a work area where no traces of dust, sand
or other abrasive particles which could damage
the unit are in the air.
√ Do not work near welding, sand-blasting, grinding
benches and the like.
√ Place all parts on a CLEAN surface.
√ To clean parts which have been disassembled, it
is important CLEAN solvents are used.
√ All tools and gauges should be clean prior to
working with these units and new, CLEAN and
threadless rags used to handle and dry parts.
L6-18 Steering Circuit Component Repair
NEVER attempt to remove or install any compo-
nent or assembly while the truck is running. Al-
ways stop the engine, shut-off power and release
pressure from the system before servicing or test-
ing. Be sure provisions have been made to allow
the case drain line to be disconnected from the
pump without causing the line to drain (siphon) the
tank.
Disassembly
1. Drain off excess hydraulic oil from pump inlet,
discharge and case drain ports.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely take
apart all assemblies.
3. For complete pump disassembly, follow instruc-
tions for each pump assembly group on the fol-
lowing pages.
6/99 L06016
Control Group
NOTE: Prior to removing the control group from the 6. Remove plugs (12 & 21) and orifice (30).
pump housing, loosen all external plugs for easier
7. Remove plug (28), spring (27), orifices (25 & 26)
removal during disassembly.
and 4-way valve spool (24).
1. Remove capscrews (2, Figure 6-27).
8. Remove relief valve bonnet (14), Spring (15), shim
2. Lift control housing (1) off pump housing. (16), and poppet (17).
3. Remove gasket (8), O-Ring (9), plug (11) and 9. Remove relief valve seat (18), O-ring (19), and
piston control pin (10). orifice (20).
4. Remove capscrews (3). Remove end cap (23) and
gasket (31). Remove O-rings (4).
5. Carefully remove bias control piston (7), spring
(6), and main control piston (5) from control hous-
ing.

FIGURE 6-27. PUMP CONTROL GROUP

1. Control Housing 9. O-Ring 17. Relief Poppet 25. Orifice
2. Capscrew 10. Control Piston Pin 18. Relief Valve Seat 26. Orfice
3. Capscrew 11. Plug 19. O-Ring 27. Spring
4. O-Ring 12. Plug 20. Orifice 28. End Plug
5. Main Control Piston 13. O-Ring 21. Plug 29. O-Ring
6. Spring 14. Relief Valve Bonnet 22. O-Ring 30. Orifice
7. Bias Control Piston 15. Spring 23. End Cap 31. Gasket
8. Gasket 16. Shim 24. 4-Way Valve Spool

L06016 6/99 Steering Circuit Component Repair L6-19

Valve Plate Group Rotating Group
10. Support the pump assembly on the workbench
with the driveshaft facing down and remove the
four hex head capscrews (18, Figure 6-28).
11. Remove the valve plate (17) by lifting straight up.
The rotating group weighs approximately 7 kg. (15
12. Remove the valve plate gasket (16) and O-ring
lbs.). Extreme care must be taken not to damage
(10).
cylinder wear face of cylinder wear plate face,
bearing diameters or piston shoes. Assistance
from others and use of proper lifting techniques is
strongly recommended to prevent personal injury.
13. Place the pump in a horizontal position and re-
move the rotating group by turning the driveshaft
(6) slowly while pulling the cylinder/piston barrel
assembly (15) from the housing.

FIGURE 6-28. PUMP PISTON SECTION

1. Bearing Retainer Ring 8. Guide Plate 15. Cylinder/Piston Assembly
2. Shaft Retainer Ring 9. Roll Pin 16. Gasket
3. Ball Bearing 10. O-Ring 17. Plate
4. Seal Retainer 11. Roll Pin 18. Capscrew
5. Shaft Seal 12. Roll Pin 19. Plug
6. Drive Shaft 13. Saddle Bearing 20. O-Ring
7. Screw 14. Swashblock 21. Plug
22. O-Ring

L6-20 Steering Circuit Component Repair 6/99 L06016

 18. Remove the retaining ring (6, Figure 6-30) and pull
the cylinder bearing (7) from the housing.
19. If necessary, remove roll pins (8) from the housing.
Note the position of the roll pins in the case.

Driveshaft Group
20. Remove the bearing retainer ring (1, Figure 6-28).
21. Grasp the outboard end of the driveshaft and pull
shaft and bearing out from the pump housing.
22. Remove the shaft retaining ring (2) and bearing
(3).
23. Remove the shaft seal retainer (4) and the shaft
seal (5) from the housing only if necessary.
FIGURE 6-29. PISTON/SHOE REMOVAL
1. Cylinder Barrel 4. Piston/Shoe Assembly
2. Spring 5. Shoe Retainer Swashblock Group
3. Fulcrum Ball
24. Remove the flat head screws (7, Figure 6-29) and
guide plate (8).
14. Place the cylinder barrel on a clean, protective
25. Reach inside the case and remove the swashblock
surface with the piston shoes facing upward.
(14) and the saddle bearings (13).
15. Mark each piston, its cylinder bore and location in
the shoe retainer for ease of inspection and as-
sembly.
16. Piston/shoe assemblies (4, Figure 6-29) can be
removed individually or as a group by pulling
upward on the shoe retainer (5).
17. Remove the fulcrum ball (3) and shoe retainer
spring (2).

FIGURE 6-30. ROTATING GROUP

1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
4. Shoe Retainer
5. Piston & Shoe Assembly
6. Retainer Ring
7. Cylinder Bearing
8. Roll Pin

L06016 6/99 Steering Circuit Component Repair L6-21

Inspection 10. Remove minor defects on the face by lightly ston-
ing or lapping the surface. If defects can not be
removed by this method, replace the cylinder bar-
rel.
11. Inspect the cylinder bearing (7) for damage and
replace if necessary.
Always wear safety goggles when using solvents
or compressed air. Failure to wear safety goggles 12. Check all piston and shoe assemblies (5) to be
could result in serious personal injury. sure they ride properly on the swashblock.
1. Clean all parts thoroughly. 13. Check all pump piston assemblies for smooth
action in their bores.
2. Replace all seals and O-rings with new parts.
14. Check piston walls and bores for scratches or
3. Check all locating pins for damage and all springs
other signs of excessive wear. (Pistons should not
for cracking or signs of fatigue.
have more than a few thousandths clearance).
Replace if necessary.
15. Piston shoes (2, Figure 6-31) must pivot smoothly,
Control Group
but end play must not exceed 0.152 mm (0.006
4. Carefully check the control piston pin (10, Figure in.).
6-27) for cracks and/or signs of fatigue. Check fit
16. Measure each shoe at dimension ‘‘A’’ as shown in
of pin in swashblock. It should be a slip fit without
Figure 6-31. All shoes must be equal within 0.025
‘‘side-play’’.
mm (0.001 in.) at this dimension.
5. Verify all orifices and passages are free of ob-
17. Check each shoe face (3). Faces must be free of
structions.
nicks or scratches. If one or more piston/shoe
6. Check main control piston (5), bias control piston assembly needs to be replaced, replacement of all
(7), and housing (1) for excessive wear or scoring. piston/shoe assemblies is necessary.
18. When installing new piston/shoe assemblies or
rotating group, make sure pistons are free in their
Valve Plate Group
respective bores.
7. Inspect the valve plate (17, Figure 6-28) surface
that mates with the cylinder barrel (15) for exces-
sive wear, scoring or grooves. If faces are not flat
and smooth, the cylinder side will ‘‘lift off’’ from the
valve plate resulting in delivery loss and damage
to the pump.
8. Remove minor defects on the face by lightly
stoning the surface with a hard stone that is flat
to within 0.03 mm (0.001 in.). Be sure to stone
lightly. Any excessive stoning will remove the
hardened surface. If wear or damage is exten-
sive, replace the valve plate.

Rotating Group
9. Inspect cylinder barrel (1, Figure 6-30) piston
bores and the face that mates with the valve plate
for wear and scoring.
FIGURE 6-31. PISTON/SHOE INSPECTION
1. Piston 3. Shoe Contact Face
2. Shoe

L6-22 Steering Circuit Component Repair 6/99 L06016

Swashblock Group
19. Inspect the swashblock (14, Figure 6-28) for wear
and scoring. If defects are minor, stone the swash-
block lightly. If damage is extensive, replace the
swashblock.
20. Check the very small holes in the face of the
swashblock. These passageways provide ‘‘port-
ing’’ for the hydrostatic balance fluid (of the pis-
ton/shoe assembly) to be channelled through the
swashblock to the face of the saddle bearing
(providing pressure lubrication).
21. Compare saddle bearing (13) thickness in wear
area to thickness in a non-wear area. Replace
saddle bearing if difference is greater than 0.40
mm (0.015 in.).
22. Check mating surface of swash block for cracks or
excessive wear. Replace if necessary.
23. Swashblock movement in saddle and saddle bear-
ing must be smooth. Replace if necessary.
Driveshaft Group
24. Remove shaft seal (5, Figure 6-28).
25. Check the shaft bearing (6) for galling, pitting,
binding or roughness. Replace if necessary.
26. Check rear shaft bushing in valve plate.
27. Check shaft and its splines for wear. Replace any
parts necessary.
Assembly
The procedure for assembling the pump is basically
the reverse order of disassembly procedure. During
assembly, install new gaskets, seals, and O-rings.
1. Apply a thin film of CLEAN grease or hydraulic
fluid to sealing components to ease assembly. If
a new rotating group is used, lubricate thoroughly
with CLEAN hydraulic fluid. Apply fluid gener-
ously to all wear surfaces.
Swashblock Group
Extreme care should be used not to damage sad-
dle bearing surfaces while installing the saddle
into the pump housing.
L06016 6/99 Steering Circuit Component Repair
2. Press new shaft seal (5, Figure 6-28) into front of
pump housing.
3. Place housing on workbench with mounting flange
side down.
4. If removed or replaced, press two roll pins (11)
into the pump housing until pins extend 1.3 to 1.6
mm (0.050 to 0.065 in.) from case.
5. Grease back side of saddle bearings (13) and
place on the pins to locate the bearing in pump
case. Make sure the pin does not protrude.
6. Partially insert swashblock (14) into pump hous-
ing.
7. Insert insert guide plate (8) into the case, so flat
head cap screws (7) can be used to fasten the
guide plate to the housing.
8. Place the swashblock on the guide plate making
sure the guide plate is in the groove of the swash-
block.
9. Once in place, be sure swashblock swivels in the
saddle bearings. (With new bearings, swivelling
may be stiff -not always smooth).
10. Make sure the two roll pins (8, Figure 6-32) are
inserted into the cylinder bearing (7).
11. Position the cylinder bearing with the pins located
nearest the control facing the outboard end of the
driveshaft. The bearing should be positioned with
‘‘scarf’’ cuts positioned top and bottom with pins
(8) located on top of internal cast boss. The bear-
ing should fit into place with little difficulty and be
square to the axis of the pump.
12. Tap bearing into place if necessary using extreme
care not to damage the bearing.
13. Insert the retaining ring (6) to hold bearing in place.
Driveshaft Group
14. Place the housing on its side with the axis horizon-
tal and then install seal retainer (4, Figure 6-28).
15. Place front driveshaft bearing (3) onto the
driveshaft (6) and lock in place with the shaft
retaining ring (2).
16. Lubricate the shaft seal (5) and shaft.
17. Insert the driveshaft and bearing assembly into the
housing and lock in place with the driveshaft bear-
ing retainer ring (1).
L6-23
Rotating Group 25. Continue to slide cylinder barrel forward until it
encounters the cylinder bearing (7). Lifting the
18. Mating surfaces should be greased. Place the
driveshaft slightly helps cylinder barrel (1) and
cylinder barrel (1, Figure 6-32), wear surface
cylinder bearing engagement. Continue pushing
down, on a clean cloth.
cylinder forward until the piston shoes contact the
19. Place the shoe retainer spring (2) in the center of swashblock.
the barrel with the fulcrum ball (3) on top of it.
26. At this point, the back of the cylinder barrel should
20. Insert the pistons (5), that were numbered on be located approximately 10.2 mm (0.4 in.)inside
disassembly, into their corresponding, numbered, the back of the pump bearing.
holes of the shoe retainer (4).
21. As a unit, fit the pistons into their corresponding,
numbered, bores in the cylinder barrel. DO NOT Valve Plate Group
FORCE - If aligned properly, the pistons will fit
27. Place pump housing on bench with open end
smoothly.
facing up.
28. Using assembly grease (to hold desired position)
install new O-ring (10, Figure 6-28) and install
gasket (16) over roll pins on housing.
29. Install rear valve plate (17). Make sure the end of
The assembled rotating group weighs approxi-
the driveshaft engages the bushing in the rear
mately 15 lbs (7 kgs). Assistance from others and
valve plate, while positioning valve plate on pins
proper use of proper lifting techniques is strongly
(11) and housing.
recommended to prevent personal injury.
30. Finger tighten hex head cap screw (18) closest to
O-ring (10) first then alternately tighten the other
22. The rotating group can now be carefully installed capscrews.
over the end of the driveshaft and into the pump
housing.
23. When installing the rotating group, support the
weight of the cylinder barrel as the cylinder spline
is passed over the end of driveshaft to avoid
scratching or damage.
24. Push cylinder barrel forward until the cylinder
spline reaches the driveshaft spline and rotate the
cylinder slightly to engage shaft splines.

FIGURE 6-32. ROTATING GROUP

ASSEMBLY

1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
4. Shoe Retainer
5. Piston & Shoe Assembly
6. Retainer Ring
7. Cylinder Bearing
8. Roll Pin

L6-24 Steering Circuit Component Repair 6/99 L06016

 FIGURE 6-33. PUMP CONTROL GROUP
1. Control Housing 9. O-Ring 17. Relief Poppet 25. Orifice
2. Capscrew 10. Control Piston Pin 18. Relief Valve Seat 26. Orfice
3. Capscrew 11. Plug 19. O-Ring 27. Spring
4. O-Ring 12. Plug 20. Orifice 28. End Plug
5. Main Control Piston 13. O-Ring 21. Plug 29. O-Ring
6. Spring 14. Relief Valve Bonnet 22. O-Ring 30. Orifice
7. Bias Control Piston 15. Spring 23. End Cap 31. Gasket
8. Gasket 16. Shim 24. 4-Way Valve Spool

Control Group
31. Insert orifice (20, Figure 6-33), and relief valve seat 37. Install new O-rings (4), gasket (31), and position
(18) using a new O-ring (19) in end cap. Tighten end cap assembly (23) on housing.
seat securely.
38. Install capscrews (3) and tighten evenly.
32. Install relief poppet (17), shim (16) and spring (15).
39. Install plugs (11 & 12).
33. Install relief valve bonnet (14) and tighten.
40. Using a new gasket (8), and O-ring (9), position
34. Install orifice (30), plugs (21) and O-rings (22) control group assembly over pump housing, insert
control piston pin (10) and align control group over
35. Place 4-way valve spool (24) in bore. Install ori-
opening in pump housing.
fices (25 & 26), spring (27), O-ring (29) and end
plug (28). 41. Install capscrews (2) and tighten evenly.
36. Lubricate and insert main control piston (5), spring
(6), and bias control piston (7) in housing (1).

L06016 6/99 Steering Circuit Component Repair L6-25

 TROUBLESHOOTING CHART
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Slow Steering, Hard Steering or Loss of Power Assist

Overloaded Steering Axle Reduce Axle Loading

Malfunctioning flow amplifier valve allowing system Repair or replace flow amplifier valve
pressure to be lower than specified

Worn or malfunctioning pump Replace pump

TROUBLE: Drift - Truck Veers Slowly In One Direction.

Rod end of cylinder slowly extends without turning the A small rate of extension may be normal on a closed
steering wheel center system

Worn or damaged steering linkage Replace linkage and check alignment or toe-in of the
front wheels

TROUBLE: Wander - Truck Will Not Stay In Straight Line

Air in system due to low oil level, pump cavitation, leak- Correct oil supply problem
ing fitting, pinched hoses, etc.

Loose cylinder piston Repair or replace defective components

Broken centering springs (Spool Valve, Steering Unit) Replace centering springs

Worn mechanical linkage Repair or replace

Bent linkage or cylinder rod Repair or replace defective components

Severe wear in steering control unit Repair steering control unit

TROUBLE: Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered
Wheels

Cylinder piston seal leakage Replace seals

Worn steering control unit meter Replace steering control unit

TROUBLE: Spongy or Soft Steering

Low oil level. Service hydraulic tank and check for leakage

Air in hydraulic system. Most likely air trapped in cylin- Bleed air from system. Placing ports on top of cylinder
ders or lines will help avoid trapping air

TROUBLE: Erratic Steering

Air in system due to low oil level, cavitating pump, Correct condition and add oil as necessary
leaky fittings, pinched hose, etc.

Loose cylinder piston Replace cylinder

L6-26 Steering Circuit Component Repair 6/99 L06016

 TROUBLESHOOTING CHART
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the
Front Wheels

Lower splines of steering column may be disengaged Repair or replace steering column
or damaged

No flow to steering unit can be caused by:

1. Low oil level 1. Add oil and check for leakage
2. Ruptured hose 2. Replace hose
3. Broken gerotor drive pin 3. Replace drive pin

TROUBLE: Excessive Free Play at Steered Wheels

Broken or worn linkage between cylinder and steered Check for loose fitting bearings at anchor points in
wheels steering linkage between cylinder and steered wheels

Leaky cylinder seals Replace cylinder seals

TROUBLE: Binding or Poor Centering of Steered Wheels

Binding or misalignment in steering column or splined Align column pilot and spline to steering control unit
column or splined input connection

High back pressure in tank can cause slow return to Reduce restriction in the lines or circuit by removing
center obstruction or pinched lines, etc.

Large particles can cause binding between the spool Clean the steering control unit and filter the oil. If
and sleeve in the steering control valve another component has malfunctioned generating
contaminating materials, flush the entire hydraulic
system

TROUBLE: Steering Control Unit Locks Up

Large particles in meter section Clean the steering control unit

Insufficient hydraulic power Check hydraulic power supply

Severe wear and/or broken pin Replace the steering control unit

TROUBLE: Steering Wheel Oscillates or Turns By Itself

Lines connected to wrong ports Check line routing and connections

Parts assembled wrong. Steering control unit improp- Reassemble correctly and retime control unit
erly timed

TROUBLE: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel

Lines connected to wrong cylinder ports Check proper line connections

L06016 6/99 Steering Circuit Component Repair L6-27

 NOTES

L6-28 Steering Circuit Component Repair 6/99 L06016

 HOIST CIRCUIT
HOIST CIRCUIT OPERATION
The following information describes the basic hoist
circuit. Further circuit description is outlined under the
individual component descriptions.
Hydraulic fluid is supplied from the rear section of a two
section tank located on the left frame rail. Refer to
Figure 7-1, Hoist Circuit Diagram. Hydraulic oil is
routed to a tandem gear pump (4). The pump is driven
by a PTO gear case mounted on the front of the
transmission.
Hydraulic oil from the pump is directed to the hoist
valve (12) mounted outboard of the left hand frame rail,
behind the hydraulic tank.
The hoist valve directs oil to the body hoist cylinders
(15) for raising and lowering of the dump body. The
hoist valve functions are controlled by the operator
through a flexible cable to the hoist pilot valve (8) in the
hydraulic component cabinet located to the right of the
operator’s cab. Also in the hydraulic cabinet are the
power up hoist limit solenoid (10), piloted check valve
(11), Hoist power down solenoid (9) .

FIGURE 7-1. HOIST CIRCUIT DIAGRAM

1. Hydraulic Tank (Rear Section) 6. Manifold 11. Pilot Operated Check Valve
2. Heat Exchanger 7. Brake Control Valve (BCV) 12. Hoist Valve
3. Low Pressure Filters 8. Hoist Pilot Valve 13. Snubber Valve
4. Hydraulic Pump 9. Power Down Hoist Limit Solenoid 14. Hoist Cylinders
5. Rear Disc Brakes 10. Power Up Hoist Limit Solenoid

L07017 Hoist Circuit L7-1

COMPONENT DESCRIPTION
HYDRAULIC TANK
The hydraulic tank supplies hydraulic oil for the hoist,
steering, and brake circuits. The tank is located on the
left hand frame rail forward of the rear wheels. The
service capacity of the tank is 576 L (152 gal). Refer to
Section ‘‘P’’ for the correct type hydraulic oil recom-
mended for use in the hydraulic system.
Oil used in the hoist circuit flows through two 100 mesh
wire suction strainers to the inlet housing of the hoist
pump. Air drawn into the tank during operation is
filtered by a breather located on the top of the tank. Oil
level can be checked visually at sight glasses located
on the face of the tank. Oil level should be maintained
between the sight glasses with the body down and the
engine shut down.

HOIST PUMP FIGURE 7-2. HYDRAULIC CABINET COMPONENTS

The hoist pump is a tandem gear type pump driven by 1. Power Up Spool Limit 4. Hoist Pilot Valve
the transmission PTO gearcase. The pump has a total Solenoid 5. Control Cable
output of 845 L/min (224 GPM) at 2100 RPM. Maximum 2. Piloted Check Valve
hoist pump output pressure is 193 kg/cm2 (2750 psi). 3. Power Down Spool Limit
Pump output pressure is limited by relief valves located Solenoid
within the hoist control valve. HOIST VALVE
If the operator is not raising the truck body, hoist circuit The hoist valve (Figure 7-3) is mounted outboard of the
oil is routed to the rear disc brake cooling circuit and left hand frame rail, between the frame rail and hydrau-
the Rear Brake Control Valve. If the brakes are not lic tank. The hoist valve is a split spool design. (The
applied, 50% of the oil will be routed directly back to term ‘‘split spool’’ describes the spool section of the
the hydraulic tank by the Brake Control Valve and the valve.)
remaining 50% is routed to the disc brake housings. Oil
leaving the brake housings is routed through low pres- Separate spools control oil flow to each end of the
sure filters and a heat exchanger before returning to cylinders. The valve consists of two identical inlet sec-
the hydraulic tank. tions, a spool section, and a separator plate.
The hoist valve precisely follows differential pressure
input signals generated by the hoist pilot valve (4,
Figure 7-2).
The inlet sections of the hoist valve consist of the
following components:
• Flow control and main relief valve
(system relief).
• Low pressure relief valve.
• Load check poppet.
• Anti-void poppet.
The flow control portion of the flow control and main
relief valve allows pump flow to the brake cooling circuit
or return directly to tank through the inlet section with
low pressure loss. The relief portion of the valve is direct
acting and has the capacity to limit the working pres-
sure at full pump flow.

L7-2 Hoist Circuit L07017

 ends to close the work port from the high and low
pressure cores when there is no flow to the pilot ports.
When there is flow through a pilot port to a spool, a
positive differential pressure at the top of the spool will
overcome the bottom spring bias causing the spool to
shift to connect the high pressure core to the work port.
When there is flow from the main valve work port to the
pilot port through the cross-holes, a positive differential
pressure at the bottom of the spool will overcome the
top spring bias and the spool will shift to connect the
work port to the low pressure core.
The check poppets located in the main spools permit
free flow from the work port to the pilot port and restrict
flow from the pilot port to the work port. These check
poppets control spool response and spool move-
ments.

HOIST PILOT VALVE

FIGURE 7-3. HOIST VALVE The hoist pilot valve is located in the hydraulic compo-
nent cabinet to the right of the operators cab. (Refer to
1. Inlet Section 3. Inlet Section
Figure 7-2.) The hoist pilot valve spool is spring cen-
2. Top Spool Section Cover 4. Spool Section
tered to the HOLD position. The hoist pilot valve is
controlled directly by the operator through a lever and
The low pressure relief is located between the low cable (5) arrangement. The control lever is located
pressure core and the outlet, and provides a controlled between the operator and center console. When the
back pressure in the low pressure core when oil is operator moves the lever, the pilot valve spool moves
returning to tank. and directs pilot flow to the appropriate pilot port on
the hoist valve causing the main spools to direct work-
The load check allows free flow from the inlet to the
ing pump flow to the hoist cylinders.
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the low The hoist pilot valve is equipped with a one way load
pressure core to the high pressure core and prevents check valve which allows free flow from the center
flow from the high pressure core to the low pressure passage to bridge core and prevents reverse flow. The
core. hoist pilot valve is also equipped with a power down
relief valve. The power down relief valve is located
The spool section of the hoist valve consists of the
between the power down control port and return gal-
following components:
ley. The power down relief valve limits power down
• Two pilot ports pressure at 105.5 kg/cm2 (1500 psi).
• Two main spools
• Two work ports
• Check poppets
The pilot ports are located in the top spool section
cover (2, Figure 7-3). These ports provide connections
for pilot lines from the hoist pilot valve. Each pilot port
has a corresponding work port.
The work ports provide for line connections between
the spool section (4) and the hoist cylinders. One main
spool for each work port is spring centered at both

L07017 Hoist Circuit L7-3

POWER UP SPOOL LIMIT SOLENOID
The power up spool limit solenoid (1, Figure 7-2) is
used in the hydraulic circuit to prevent maximum hoist
cylinder extension.
The solenoid valve is ‘‘normally closed’’ and is control-
led by a proximity switch (hoist limit switch) located
inside the rear frame rail near the body pivot and above
the right rear suspension. When the solenoid is sig-
nalled to open by the proximity switch, the raise pilot
line is opened to tank to stop the raise operation. This
locks the power up spool in the HOLD position.
PILOT OPERATED CHECK VALVE
The Pilot Operated Check Valve (2, Figure 7-2) is
opened by the power down pilot pressure line to allow
oil in the raise port to bypass the hoist up limit solenod
for initial power down operation while the solenoid is
activated by the hoist limit switch.
POWER DOWN SPOOL LIMIT SOLENOID
The power down spool limit solenoid valve (3, Figure
7-2) activates along with the power up spool limit
solenoid, locking the power down spool in the HOLD
position. This solenoid is only activated when the body
is raised and is positioned with the hoist cylinders near
full extension, in the hoist limit zone.
Ensuring the hoist valve is in the HOLD position, pre-
vents the body from floating down if the hoist lever is
held in the POWER UP position. In addition, it prevents
the body from floating up and the cylinders fully extend-
ing if an external force is applied to the tail of the body
such as if the truck were backed into a berm.
L7-4 Hoist Circuit
HOIST CIRCUIT OPERATION
The following outline describes the hoist circuit opera-
tion in the FLOAT, POWER UP, HOLD, and POWER
DOWN positions. (Refer to Figures 7-4 through 7-8.)
FLOAT POSITION OF PILOT VALVE AND BODY
ON FRAME
This is the condition while the truck is driving. The Pilot
Valve spool position is as shown in Figure 7-4; however
all Hoist Valve components are in position shown in
Figure 7-6. Oil from the hoist pumps enters each inlet
section of the Hoist Valve in Port 11, passes through
check valve 18, and stops at the closed High Pressure
Passage 19 at the two main spools. Pressure builds to
approximately 60 PSI on the pilot of the Flow Control
Valve 2 causing the valve to compress the spring and
open, allowing the oil to return to the tank through Hoist
Valve Port 10 and 21. Oil also flows out Hoist Valve
Port 12 to Port 12 on the Pilot Valve, through the Hoist
Pilot Valve spool, and out Pilot Valve Port 10 to the tank.
This oil flow is limited by orifices in the inlet sections of
the Hoist Valve and therefore has no pressure buildup.
FIGURE 7-4. HOIST CIRCUIT, FLOAT POSITION
1. Hoist Relief Valve 193 kg/cm2 (2750 psi)
2. Flow Control Valve
3. Low Pressure Relief Valve 5.3 kg/cm2 (75 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
10. Return to Tank Port
11. Supply Port
12. Pilot Supply Port
13. Power Up Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi)
17. Anti-void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Brake Cooling Oil/Return to Tank
22. Pilot Operated Check Valve
23. Power Down Hoist Limit Solenoid
L07017
L07017 Hoist Circuit L7-5
POWER UP OPERATION (Figure 7-5) FIGURE 7-5. HOIST CIRCUIT, POWER UP POSITION
The Hoist Pilot Valve spool is moved to the POWER UP
1. Hoist Relief Valve 193 kg/cm2 (2750 psi)
position when the operator moves the lever in the cab.
2. Flow Control Valve
The pilot supply oil coming in Port 12 is prevented from
3. Low Pressure Relief Valve 5.3 kg/cm2 (75 psi)
returning to the tank and, instead, is directed out
4. Snubber Valve
Port 14 and into Port 14 of the Hoist Valve. There it
5. Rod End Work Port
goes to the top of the Head End Spool 8, builds pres-
6. Hoist Cylinders
sure on the end of the spool, causes the spool to move
7. Rod End Spool
down compressing the bottom spring, and connects
8. Head End Spool
the High Pressure Passage 19 to Head End Port 9.
9. Head End Work Port
Working oil flow in the High Pressure Passage is now
10. Return to Tank Port
allowed to flow through the spool and out Port 9 to
11. Supply Port
extend the hoist cylinders. Even though a small amount
12. Pilot Supply Port
of oil flows through the check poppet in the top of
13. Power Up Limit Solenoid
Spool 8, raise pilot pressure at Ports 14 increases to
14. Raise Pilot Port
slightly higher pressure than the required hoist cylinder
15. Down Pilot Port
pressure. As a result, the pilot supply pressure in
16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi)
Port 12 also increases causing back pressure to occur
17. Anti-void Check Valve
in the spring area of Flow Control Valve 2. This over-
18. Load Check Valve
comes the pilot pressure on the other end of the Flow
19. High Pressure Passage
Control Valve causing it to close and direct the incom-
20. Low Pressure Passage
ing pump oil through Head End Spool 8 to the hoist
21. Brake Cooling Oil/Return to Tank
cylinders to extend them.
22. Pilot Operated Check Valve
If at any time the resistance to the flow of the pump oil 23. Power Down Hoist Limit Solenoid
coming into the inlet section causes the pressure to
increase to 193 kg/cm2 (2750 psi), the pilot pressure
against Hoist Relief Valve 1 causes it to open and allow
flow to exit out Port 21 and return to the tank.
As the hoist cylinders extend, oil in the annulus area
of the second and third stages must exit from the
If the load passing over the tail of the body during
cylinders. Initially, the Rod End Spool 7 ports are
dumping attempts to cause the body to raise faster
closed. As the returning oil entering Port 5 builds low
than the oil being supplied by the pump, the oil return-
pressure, it flows through the check-poppet in the top
ing from the annulus area of the hoist cylinders passing
of the spool, through Ports 15, through the Pilot Valve
through the Snubber Valve 4 controls how fast the hoist
spool, and out Port 10 of the Pilot Valve to the tank. No
can extend because of the external force of the load.
pressure is present on the top of Spool 7. Cylinder
The speed is controlled by the restriction of the Snub-
return pressure passes through the check-poppet in
ber Valve. When the operator releases the lever, the
the bottom of Spool 7 to build pressure under the spool
valves change to the HOLD position.
which moves the spool upward compressing the top
spring. This movement allows the returning cylinder oil If the body raises to the position that activates the Hoist
to flow into the Low Pressure Passage 20 to the Low Limit Switch before the operator releases the lever, the
Pressure Relief Valve 3. Approximately 5.3 kg/cm2 (75 Hoist Limit Solenoid 13 is energized. The solenoid
psi) causes this valve to open, allowing the oil to flow valve opens and releases the raise pilot pressure at
out Port 10 to the tank. Ports 14 to tank, allowing the Head End Spool 8 to
center and shut off supply of oil to the hoist cylinders.
This prevents maximum extension of the hoist cylin-
ders.

L7-6 Hoist Circuit L07017

L07017 Hoist Circuit L7-7
HOLD OPERATION (Figure 7-6) FIGURE 7-6. HOIST CIRCUIT, HOLD POSITION
The Pilot Valve spool is positioned to allow the pilot
supply oil entering Port 12 to return to the tank through 1. Hoist Relief Valve 193 kg/cm2 (2750 psi)
Port 10. Pilot supply pressure in Ports 12 then de- 2. Flow Control Valve
creases to no pressure allowing Flow Control Valve 2 3. Low Pressure Relief Valve 5.3 kg/cm2 (75 psi)
to open and return the incoming pump oil to the tank 4. Snubber Valve
through Port 10. Both pilot Ports 14 & 15 in the Pilot 5. Rod End Work Port
Valve are closed by the Pilot Valve spool. In this con- 6. Hoist Cylinders
dition pressure is equalized on each end of each main 7. Rod End Spool
spool allowing the springs to center the spools and 8. Head End Spool
close all ports to trap the oil in the cylinders and hold 9. Head End Work Port
the body in its current position. 10. Return to Tank Port
11. Supply Port
12. Pilot Supply Port
13. Power Up Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi)
17. Anti-void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Brake Cooling Oil/Return to Tank
22. Pilot Operated Check Valve
23. Power Down Hoist Limit Solenoid

L7-8 Hoist Circuit L07017

L07017 Hoist Circuit L7-9
POWER DOWN OPERATION (Figure 7-7) FIGURE 7-7. HOIST CIRCUIT, POWER DOWN
When the operator moves the lever to lower the body,
the Hoist Pilot Valve is positioned to direct the pilot 1. Hoist Relief Valve 193 kg/cm2 (2750 psi)
supply oil in Ports 12 through Ports 15 to the top of the 2. Flow Control Valve
Rod End Spool 7. Pilot pressure increases to move the 3. Low Pressure Relief Valve 5.3 kg/cm2 (75 psi)
spool down compressing the bottom spring. Move- 4. Snubber Valve
ment of the spool connects the High Pressure Pas- 5. Rod End Work Port
sage 19 to the rod end (annulus area) of the hoist 6. Hoist Cylinders
cylinders. At the same time, the Flow Control Valve 2 7. Rod End Spool
is forced to close as pilot pressure increases thus 8. Head End Spool
directing the incoming pump oil to the hoist cylinders 9. Head End Work Port
through Spool 7 and Snubber Valve 4 rather than back 10. Return to Tank Port
to the tank. 11. Supply Port
12. Pilot Supply Port
The pilot pressure in Port 14 is open to tank through 13. Power Up Limit Solenoid
the Pilot Valve spool. As oil attempts to return from the 14. Raise Pilot Port
head end of the hoist cylinders, it initially encounters 15. Down Pilot Port
the closed Head End Spool 8. Pressure increases on 16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi)
the bottom end of the spool causing it to move upward. 17. Anti-void Check Valve
This allows the returning oil to go into the Low Pressure 18. Load Check Valve
Passage 20, build up 5.3 kg/cm2 (75 psi) to open the 19. High Pressure Passage
Low Pressure Relief 3, and exit the Hoist Valve through 20. Low Pressure Passage
Port 10 to the tank. 21. Brake Cooling Oil/Return to Tank
22. Pilot Operated Check Valve
23. Power Down Hoist Limit Solenoid

L7-10 Hoist Circuit L07017

L07017 Hoist Circuit L7-11
FLOAT OPERATION (Figure 7-8) FIGURE 7-8. HOIST CIRCUIT, FLOAT POSITION
When the operator releases the lever as the body
1. Hoist Relief Valve 193 kg/cm2 (2750 psi)
travels down, The Hoist Pilot Valve spool returns to the
2. Flow Control Valve
FLOAT position. In this position all ports (10, 12, 14, &
3. Low Pressure Relief Valve 5.3 kg/cm2 (75 psi)
15) are common with each other. Therefore; the pilot
4. Snubber Valve
supply oil is returning to tank with no pressure build-up
5. Rod End Work Port
thus allowing the Flow Control Valve 2 to remain open
6. Hoist Cylinders
to allow the pump oil to return to the tank through Hoist
7. Rod End Spool
Valve Port 21. With no blockage of either Raise or
8. Head End Spool
Down Pilot Ports 14 & 15 in the Pilot Valve, there is no
9. Head End Work Port
pressure on the top of either main spool. The oil return-
10. Return to Tank Port
ing from the Head End of the hoist cylinders builds
11. Supply Port
pressure on the bottom of the Head End Spool 8 ex-
12. Pilot Supply Port
actly like in Power Down allowing the returning oil to
13. Power Up Limit Solenoid
transfer to the Low Pressure Passage 20. The back
14. Raise Pilot Port
pressure in the Low Pressure Passage created by the
15. Down Pilot Port
Low Pressure Relief Valve 3 causes pressure under the
16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi)
Rod End Spool 7 to move the spool upward. This
17. Anti-void Check Valve
connects the Low Pressure Passage to the Rod End of
18. Load Check Valve
the hoist cylinders. The 5.3 kg/cm2 (75 psi) in the Low
19. High Pressure Passage
Pressure Passage causes oil to flow to the rod end of
20. Low Pressure Passage
the cylinders to keep them full of oil as they retract .
21. Brake Cooling Oil/Return to Tank
When the body reaches the frame and there is no more
22. Pilot Operated Check Valve
oil flow from the cylinders, the Main Spools center
23. Power Down Hoist Limit Solenoid
themselves and close the cylinder ports and the High
and Low Pressure Passages.

L7-12 Hoist Circuit L07017

L07017 Hoist Circuit L7-13
 NOTES

L7-14 Hoist Circuit L07017

 HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE
Relieve pressure before disconnecting hydraulic
lines.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury or death
if proper medical treatment by a physician familiar
with this type injury is not received immediately.
Removal
1. Shut down engine and turn key switch to the off
position. Allow at least 90 seconds for the accu-
mulators to bleed down before removing any
hydraulic lines.
2. Thoroughly clean the exterior of the hoist valve.
3. Disconnect and cap or plug all line connections to
help prevent hydraulic oil contamination, refer to
Figure 8-1. Tag lines to ensure proper hookup
when valve is re-installed.
4. Remove capscrews, washers and nuts (3, Figure
8-1) securing the hoist valve to its mounting
bracket.
5. Attach a suitable lifting device to the hoist valve
and remove from truck.

The hoist valve weighs approximately 55 kg (121

lbs.). Use a lifting device capable of handling the
load safely.

6. Move the hoist valve to a clean work area for

disassembly.

Installation
NOTE: The hoist valve weighs approximately 55 kg
(121 lbs.).
1. Move the hoist valve into position and secure in
place with capscrews, nuts and washers. Tighten
capscrews to standard torque.
2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten flange capscrews to
standard torque. Refer to Figure 8-1 for hydraulic
line location.
3. Connect pilot supply lines, tighten fittings se-
curely.
FIGURE 8-1. HOIST VALVE REMOVAL 4. Start the engine. Raise and lower body to check
1. Supply From Pump 5. To Hoist Cylinders for proper operation. Observe for leaks.
2. Return To Manifold/BCV 6. Return To Tank
5. Service hydraulic tank if necessary.
3. Capscrews, Washers & Nuts 7. To Hoist Cylinders
4. To Hydraulic Cabinet 8. Snubber Valve

L08018 Hoist Circuit Component Repair L8-1

 FIGURE 8-3. TIE ROD INSTALLATION

1. Remove the four tie rod nuts (10, Figure 8-2) from
one end of the valve. Slide the tie rods (9) from
the valve and separate the sections.
2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are found,
remove by lapping on a smooth flat steel surface
with fine lapping compound.
3. Lubricate the new O-rings lightly with multipur-
pose grease. Replace O-rings between sections.
Stack the sections together making sure O-rings
between the sections are properly positioned.
4. Install the four tie rods with the dished washer
between the nut and housing as shown in Figure
8-3.
FIGURE 8-2. HOIST VALVE
5. A torque wrench should be used to torque the nuts
1. Inlet Section 7. Outlet Port
in the pattern shown in Figure 8-4. The tie rods
2. Spool Section Cover 8. Inlet Port
should be torqued evenly to 22.1 kg.m (160 ft.
3. Spool Section 9. Tie Rods
lbs.) torque in the following sequence.
4. Spacer 10. Nuts and Washers
5. Inlet Section 11. Inlet Section Cover a. Torque nuts evenly to 2.77 kg.m (20 ft. lbs.)
6. Relief Valve Cover torque in order 1, 4, 2, 3.
b. Torque nuts evenly to 6.92 kg.m (50 ft. lbs.)
torque in order 1, 4, 2, 3.
O-Ring Replacement
c. Torque nuts evenly to 22.1 kg.m (160 ft. lbs.m)
NOTE: It is not necessary to remove the individual torque in order 1, 4, 2, 3.
valve sections to accomplish repair, unless emergency
field repair is required to replace the O-rings between
sections to prevent leakage. Untorqueing and retor-
queing of the main valve tie rod nut could cause
distortion resulting in binding or severely sticking
plungers, poppet and spools.
The following procedure is for replacing the O-rings
between the valve sections.

FIGURE 8-4. TORQUE SEQUENCE

L8-2 Hoist Circuit Component Repair L08018

 FIGURE 8-5. INLET SECTION DISASSEMBLY
1. Capscrew 5. Spring 8. O-Rings 11. Poppets
2. Inlet Cover 6. Sleeve 9. Inlet Valve Body 12. Springs
3. Spring (Orange) 7. Low Pressure Relief 10. O-Rings 13. Cover
4. Main Relief Valve 14. Capscrews

INLET SECTION

Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube at the cover end and
remove. Remove capscrews (14, Figure 8-5),
remove cover (13). Remove springs (12), pop-
pets (11) and O-rings (10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4). Remove
sleeve (6), low pressure relief (7) and O-rings (8).
Do Not attempt to disassemble or change the
adjustment of the main relief valve (4). The main
relief is factory preset at 193 kg/cm2 (2750 psi).
Replace as a complete assembly only.
NOTE: If restrictor poppet removal in cover (1) is
required, refer to step 4 and figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),
backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
5. Repeat steps 1 through 4 for the opposite inlet FIGURE 8-6. RESTRICTOR POPPET REMOVAL
section if disassembly is required. 1. Inlet Cover 6. Backup Ring
2. Restrictor Poppet 7. O-ring
3. Backup Ring 8. Backup Ring
4. O-Ring 9. Sleeve
5. Backup Ring

L08018 Hoist Circuit Component Repair L8-3

Cleaning and Inspection SPOOL SECTION
1. Discard all O-rings and backup rings. Clean all
Disassembly
parts in solvent and dry with compressed air.
NOTE: It is not necessary to remove the inlet sections
2. Inspect all springs for breaks or distortion. Inspect
(1 & 5, Figure 8-2) to accomplish spool section (3)
poppet seating surfaces for nicks or excessive
disassembly.
wear. All seats must be sharp and free of nicks.
1. Match mark or identify each part when removed
3. Inspect all bores and surfaces of sliding parts for
in respect to its location or respect to its mating
nicks, scores or excessive wear.
bore to aid reassembly.
4. Inspect poppets in their respective bore for fit.
2. Remove capscrews and remove spool section
Poppets should move freely, without binding,
cover (2, Figure 8-2).
through a complete revolution.
3. Remove poppet (1, Figure 8-7) from cover. Re-
5. Inspect fit and movement between sleeve and low
move and discard O-ring (3).
pressure relief valve.
NOTE: The poppet (1) is equipped with a small steel
Reassembly ball (2). Do not misplace.
1. Coat all parts including housing bores with clean 4. Remove and discard seal ring (4, Figure 8-8) and
hydraulic oil. Lubricate O-rings lightly with a mul- O-rings ( 5).
tipurpose grease.
5. Remove restrictor poppet (1). Remove and dis-
2. If restrictor poppet (2, Figure 8-6) was removed, card O-ring (2) and backup ring (3), if used.
reassemble in the order shown. Note the position of the restrictor when removed
to insure correct reassembly.
3. Install poppets (11, Figure 8-5) in their respective
bores. Install springs (12). 6. Remove spool assembly (2, Figure 8-9). Note the
color of the lower spring (Blue) to insure proper
4. Install O-rings (10), and cover (13). Install cap-
location during reassembly. Also note the ‘‘V’’
screws (14). Tighten capscrews to 8.3 kg.m (60
groove (1) on end of spool.
ft. lbs.) torque.
7. Remove plug (3, Figure 8-10) from end of spool
5. Install low pressure relief (7) in sleeve (6) and
(20). Remove spring seat (2) and spring (11).
install assembly in housing (9). Install main relief
Remove poppet (21) and spool end (15).
valve (4). Install springs (3 & 5). Install cover (2).
Install capscrews (1). Tighten capscrews to 8.3
kg.m (60 ft. lbs.) torque. Connect external tube,
tighten nuts to 3.5 kg.m (25 ft. lbs.) torque.

FIGURE 8-7. POPPET AND BALL

1. Poppet 3. O-Ring
2. Steel Ball

L8-4 Hoist Circuit Component Repair L08018

NOTE: Pay special attention to poppets (12, 21 and
22, Figure 8-10) during removal to ensure proper
location during reassembly. Poppets may be identi-
fied with a colored dot; red, white or green.
8. Repeat step 7. for the opposite end of spool.
9. Remove spool assembly (14) from adjacent bore.
10. Remove plug (3) from end of spool. Remove spring
seat (2) and spring (11). Remove poppet (12) and
spool end (15).
11. Repeat step 10 to remove the spring, spring seat,
and spool end for the other end of spool. Note
there is no plug or poppet installed in the lower end
of this spool.
12. Remove cover (19). Remove O-rings (4, 5, & 10).

FIGURE 8-9. SPOOL REMOVAL

1. ‘‘V’’ Groove 3. Spool
2. Spool Assembly

Cleaning and Inspection

1. Discard all O-rings and backup rings. Clean all
parts in solvent and blow dry with compressed air.
2. Inspect all springs for breaks or distortion. Inspect
poppet seating surfaces for nicks or excessive
wear. All seats must be sharp and free of nicks.
3. Inspect all bores and surfaces of sliding parts for
nicks, scores or excessive wear.
4. Inspect all poppets in their respective bore for fit.
Poppets should move freely without binding
through a complete revolution.

FIGURE 8-8. RESTRICTOR POPPET REMOVAL

1. Restrictor Poppet 4. Seal Ring
2. O-ring * 5. O-Ring
3. Backup Ring *

* NOTE: Items 2 and 3 not used on all valves.

L08018 Hoist Circuit Component Repair L8-5

 FIGURE 8-10. SPOOL SECTION ASSEMBLY
1. Cover 9. Restrictor Poppet 16. Spring (Blue)
2. Spring Seat 10. O-Ring 17. O-Ring
3. Plug 11. Spring 18. Poppet
4. O-Ring 12. Restrictor Poppet (Green) 19. Spool Cover
5. O-Ring 13. Spool Housing 20. Spool Assembly
6. Poppet 14. Spool Assembly 21. Restrictor Poppet (Red)
7. Ball 15. Spool End 22. Restrictor Poppet (White)
8. O-Ring

L8-6 Hoist Circuit Component Repair L08018

Reassembly 6. Repeat step 5. for the bottom end of spool (14). A
poppet and plug are not installed in the lower end.
1. Lubricate O-rings (4, 5 & 10, Figure 8-10), with
The spring (16) is Blue in color.
clean hydraulic oil. Install O-rings in spool hous-
ing. Install poppet (18) and install cover (19). 7. Lubricate the assembled spool and install in the
Secure cover in place with capscrews. Tighten spool housing. Make sure the ‘‘V’’ groove is in the
capscrews to 8.30 kg.m (60 ft. lbs.) torque. up position, or toward cover (1).
2. Install spring (11) in spool (20). Install spring seat NOTE: Spools (14) and (20) are physically inter-
(2). Apply Loctite to the threads of spool end (15). changeable. Make sure spool (14) is installed toward
Install spool end and tighten to 3.46 kg.m (25 ft. the base port of the spool housing.
lbs.) torque. Install Red poppet (21). Apply Dri-loc
8. If used, install new O-ring and backup ring on
#204 to the threads of plug (3). Install plug and
restrictor poppet (1, Figure 8-8). Install restrictor
tighten to 2.1 kg.m (15 ft. lbs.) torque.
poppet in housing.
NOTE: Poppets 12, 21 and 22 may be color coded and
9. Install new O-rings (4, 5 & 10, Figure 8-10).
must be installed in their original location.
10. Install new O-ring and on poppet (6). Make sure
3. Repeat step 2 for the opposite end of spool (20).
the small steel ball is installed in poppet. Install
Make sure poppet (22) is White and spring (16)
poppet in cover (1).
is Blue in color.
11. Install cover on housing (13). Secure cover in
4. Lubricate spool assembly and carefully install in
place with capscrews. Tighten capscrews to 8.30
spool housing (13). Make sure the ‘‘V’’ groove in
kg.m (60 ft. lbs.) torque.
spool is in the up position, or toward cover (1).
5. Install spring (11) in remaining spool (14). Install
spring seat (2). Apply Loctite to the threads of
spool end (15). Install spool end and tighten to
3.46 kg.m (25 ft. lbs.) torque. Install Green pop-
pet (12). Apply Dri-loc #204 to the threads of plug
(3). Install plug and tighten to 2.1 kg.m (15 ft. lbs.)
torque.

L08018 Hoist Circuit Component Repair L8-7

HOIST PILOT VALVE
Removal
1. Place the hoist control lever in the body down
position. Make sure the body is in the full down
position. Release the hoist control lever to return
the hoist valve spool to the FLOAT position.
2. Disconnect hydraulic lines at the hoist pilot valve
(4, Figure 8-11). Remove capscrews (7).
3. Loosen and unthread jam nut (11). Unthread
sleeve (10) until cotter pin (8) and pin (9) are
exposed.
4. Remove cotter pin and pin.
5. Remove the hoist pilot valve mounting capscrews.
Remove hoist pilot valve. Refer to hoist pilot valve
disassembly for repair instructions.
Installation
1. Place the hoist pilot valve (4, Figure 8-11) into
position on the mounting bracket. Secure valve in
place with capscrews.
2. Place hydraulic lines over valve ports and assem-
ble to fittings. Tighten hydraulic line connections
securely.
3. Place hoist control lever in FLOAT position. Adjust
pilot valve spool until the centerline of the cable
attachment hole extends 29.5 mm (1.16 in.) from
the face of the valve body.
4. Align control cable eye with valve spool hole and
install pin (9). Secure pin in place with cotter key
(8).
5. Thread sleeve (10) upward until contact is made
with valve body. Move flange (6) into position and
secure in place with capscrews (7).
6. Thread jam nut (11) against sleeve. Tighten jam
nut securely.
7. Start the engine and check for proper hoist opera-
tion. Observe for leaks.

FIGURE 8-11. HOIST PILOT VALVE PIPING

1. Power Up Spool Limit Solenoid 5. Control Cable 9. Pin
2. Piloted Check Valve 6. Flange 10. Sleeve
3. Power Down Spool Limit Solenoid 7. Capscrew 11. Jam Nut
4. Hoist Pilot Valve 8. Cotter Pin

L8-8 Hoist Circuit Component Repair L08018

 Disassembly
1. Thoroughly clean the exterior of the valve. Place
the valve in a clean work area for disassembly.
2. Remove machine screw (15, Figure 8-12) seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1), capscrews (6), cap (24),
spacer (23), and detent sleeve (22). Detent Balls
(2) and (21) will fall free when the cap and detent
sleeve are removed. Separate cap (24), spacer
(23) and detent sleeve (22), as this will be neces-
sary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin (3)
and unscrew from spool (14). Slight pressure
should be exerted against the detent pin as it
disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and spacer
(5).
7. Remove relief valve (2, Figure 8-13) from the
spool housing (1).
8. Match mark the inlet and outlet housings in rela-
tionship to the spool housing to insure correct
location during reassembly.
9. Remove nuts (8) and (10) and remove tie rods (9).
Separate the valve housings. Remove O-ring
(11). Remove the check poppet (2, Figure 8-14)
and spring (3) from the housing (1).

FIGURE 8-12. HOIST PILOT VALVE

1. Snap Ring 15. Machine Screw
2. Ball (4) 16. Seal Plate
3. Detent Pin 17. Spool Housing
4. Spring 18. Inlet Housing
5. Spacer 19. Spring Seat
6. Capscrew 20. Spring
7. Outlet Housing 21. Ball (1)
8. Nut 22. Detent Sleeve
9. Tie Rod 23. Spacer
10. Nut 24. Cap
11. O-Ring 25. Seal Retainer
12. O-Ring 26. Wiper
13. Wiper 27. O-Ring
14. Spool
FIGURE 8-13. RELIEF VALVE
1. Valve Housing 2. Relief Valve

L08018 Hoist Circuit Component Repair L8-9

Cleaning and Inspection
1. Clean all parts including housings in solvent and
blow dry with compressed air.
2. Inspect seal counter bores, they must be free of
nicks or grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 8-12). The spool must
be free of longitudinal score marks, nicks or
grooves.
5. Test spool (14) in spool housing for fit. Spool must
fit freely, without binding, through a complete
revolution.
NOTE: The spool housing (17), spool (14), inlet hous-
ing (18) and outlet housing (7) are not serviced sepa-
rately. Should any of these parts require replacement,
the entire control valve must be replaced. FIGURE 8-15. TIE ROD NUT TORQUE
1. Nut 4. Tie Rod
Reassembly
2. Tie Rod 5. Outlet Housing
1. Thoroughly coat all parts including housing bores 3. Nut
with clean hydraulic oil.
5. Install tie rods. Install tie rod nuts. Tighten tie rod
2. If the inlet and outlet housings were removed nuts to the torques shown in Figure 8-15.
follow steps 3 through 5 for reassembly.
6. Install a new O-ring (27, Figure 8-12) and wiper
3. Install check poppet (2, Figure 8-14) and spring (26). Install seal retainer (25).
(3) in spool housing (1).
7. Install spacer (5), spring seats (19), and spring
4. Install new O-ring (4) in spool housing. Place inlet (4). Thread detent pin (3) into spool (14). Slight
and outlet housings onto spool housing. pressure will be required to compress the detent
spring. Tighten detent pin to 84-96 in. lbs. (9-11
N.m) torque. Install spring (20). Carefully install
spool into spool housing.
8. Apply grease to the cross holes of the detent pin
(3) to hold balls (21) and (2).
9. Slide detent sleeve (22) into cap (24) and place
over a punch. Using this punch, depress ball (21)
and insert balls (2) in detent pin cross holes.
10. While holding down on ball (21), slide detent
sleeve (22) and cap (24) as an assembly over the
detent pin (3). Continue to insert detent sleeve
(22) until it contacts spring seat (19).
11. Secure cap (24) in place with capscrews (6).
Tighten capscrews (6) to .69 kg.m (5 ft. lbs.)
torque. Install spacer (23) and snap ring (1).
12. Install a new O-ring (12) and wiper (13). Install seal
plate (16). Install machine screws (15).
FIGURE 8-14. HOIST PILOT VALVE REASSEMBLY
13. Using new O-rings, install relief valve (2, Figure
1. Spool Housing 4. O-ring
8-13) in spool housing.
2. Check Poppet 5. Outlet Housing
3. Spring

L8-10 Hoist Circuit Component Repair L08018

HOIST CYLINDERS 2. To relieve all pressure from the hydraulic circuit,
slowly move hoist lever to the LOWER position
Removal and gently lower body until it rests completely on
the frame.
3. Disconnect the lubrication lines to the upper and
lower bearings of the hoist cylinder. Disconnect
hydraulic lines from hoist cylinder. Cap and plug
lines and ports to prevent excessive spillage and
Relieve pressure before disconnecting hydraulic
contamination. Secure cylinder to frame to pre-
lines. Tighten all connections securely before ap-
vent movement during next step.
plying pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
The hoist cylinder weighs approximately 330 kg
physician familiar with this type of injury is not
(730 lbs.). Provide a means of support to prevent
received immediately.
it from falling or causing injury when removing
from the truck. Use a suitable lifting device that can
handle the load safely.
1. Insure engine and key switch have been ‘‘Off’’ for
at least 90 seconds to allow accumulators to 4. At the upper mount, remove capscrews and wash-
bleed down. Be certain the park brake is applied. ers (2, Figure 8-16). Remove retainer plate (1).
Use a brass drift and hammer to drive pin (3) from
bore of mounting bracket.

FIGURE 8-16. HOIST CYLINDER UPPER MOUNT FIGURE 8-17. HOIST CYLINDER LOWER MOUNT
1. Retainer 4. Retainer Ring 1. Hoist Cylinder 4. Lock Plate
2. Capscrews & Washers 5. Bearing 2. Retainer 5. Retainer Ring
3. Pin 6. Hoist Cylinder 3. Capcsrew 6. Bearing

L08018 Hoist Circuit Component Repair L8-11

 5. Carefully lower cylinder until it lays against the
inside dual tire. Attach a suitable lifting device to
the upper cylinder mounting eye.
6. Install a retaining strap or chain to prevent the
cylinder from extending during handling.
7. At the lower mount, remove capscrews (3, Figure
8-19), locking plate (4) and retainer plate (2).
8. Carefully remove cylinder from frame pivot. Move
cylinder to a clean area for disassembly.
Installation
Install a retaining strap or chain to prevent the
cylinder from extending during handling. The hoist
cylinder weighs approximately 330 kg (730 lbs.).
Use a suitable lifting device that can handle the
load safely.
1. Raise the cylinder into position over the pivot point
on the frame. Air bleed vent at top of cylinder must
be toward front of truck. Align bearing eye with
pivot pin and push cylinder into place.
2. Install retaining plate (2, Figure 8-17), locking
plate (4),and capscrews. Tighten capscrews to
standard torque. Bend locking plate tabs over
capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket.
4. Install pin (3, Figure 8-16) and retaining plate (1).
Secure in place with capscrews and lockwashers
(2). Tighten capscrews to standard torque.
5. Install new O-rings in grooves on hose flange
connections and lubricate with clean hydraulic oil.
Position flanges over hoist cylinder ports and
install flange clamps. Secure clamps with cap-
screws and lockwashers. Tighten capscrews to
standard torque.
6. Reconnect lubrication lines for the upper and
lower hoist cylinder bearings.
7. Start engine, raise and lower body several times
to bleed air from cylinder. Check for proper op-
eration and inspect for leaks.
8. Service hydraulic tank if necessary.
L8-12 Hoist Circuit Component Repair
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (5, Figure 8-17)
and press out bearing (6).
2. Mount the hoist cylinder in a fixture which will allow
it to be rotated 180o.
3. Position cylinder with the head (10, Figure 8-18)
at the top. Remove capscrews (11) and lock-
washers retaining the head (10) to the housing
(4).
4. Lift cover straight up until quill assembly (22) is
clear. Remove O-ring (12) and backup ring (23).
5. Remove snap ring (9). Remove capscrews (7) and
flatwashers (5) attaching the rod bearing retainer
(6) to the rod (1). Remove the seal (8).
6. Fabricate a retainer bar using a 6 x 25 x 460 mm
(1/4" x 1" x 18") steel flat. Drill holes in the bar to
align with a pair of tapped holes spaced 180°
apart in the housing. Attach bar to housing using
capscrews (11).
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when
the housing is inverted.
7. Rotate the cylinder assembly 180o, to position the
lower mounting eye at the top. Hook a lifting
device to the eye on the rod (1) and lift the rod
and third stage cylinder assembly out of the cyl-
inder housing.
NOTE: As internal parts are exposed during disassem-
bly, protect machined surfaces from scratches or
nicks.
8. Rotate the cylinder housing 180o. Remove the
retainer installed in step 6.
9. Fabricate a round disc with a hole in the center.
Align the disc over the second (2) and first (3)
stage cylinders at the bottom of the cylinder hous-
ing.
10. Insert a 13 mm (.50 in.) dia. x 1350 mm (53 in.)
threaded rod through the top and through the hole
in the disc. Thread a nut on the bottom end of the
threaded rod below the disc.
11. Screw a lifting eye on the top end of the rod. Attach
it to a lifting device and lift the second and first
stage cylinders out of the housing.
L08018
 1. Rod Eye 13. Bearing
2. Second Stage Cylinder 14. Seal
3. First Stage Cylinder 15. Bearing
4. Housing 16. Seal
5. Flatwasher 17. Bearing
6. Bearing Retainer 18. Buffer Seal
7. Capscrew 19. Bearing
8. Seal 20. Rod Seal
9. Snap Ring 21. Rod Wiper
10. Cylinder Head 22. Quill Assembly
11. Capscrews & Lockwashers 23. Backup Ring
12. O-Ring 24. Snap Ring

FIGURE 8-18. HOIST CYLINDER

L08018 Hoist Circuit Component Repair L8-13

12. Remove lifting tools from the second and first
stage cylinder assembly.
13. Slide the second stage cylinder (2) down inside the
first stage cylinder (3). Remove snap ring (9) from
inside the first stage cylinder.
14. Remove second stage cylinder from first stage
cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals from
the hoist cylinder parts.

Cleaning and Inspection

NOTE: Use only fresh cleaning solvent, lint free wiping
cloth and dry filtered compressed air when cleaning
and handling hydraulic cylinder parts. Immediately FIGURE 8-19. QUILL INSTALLATION TOOL
after cleaning and inspection, coat all surfaces and
parts with clean hydraulic oil. 1. Cover 2. Quill Assembly

1. Thoroughly clean and dry all parts.

2. Visually inspect all parts for damage or excessive
wear.
3. If cylinder bores or plated surfaces are exces-
sively worn of grooved, the parts must be re-
placed or, if possible, replated and machined to
original specifications.
4. The quill (2, Figure 8-19) should be checked for
tightness if it has not previously been tack welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-19) and applying a tight-
ening torque of 138.3 kg.m (1000 ft. lbs.).
b. If the quill moves, remove quill, clean threads
in cover assembly and quill, and reinstall using
the procedure in ‘‘Quill Installation’’.
NOTE: The SS1143 tightening tool can be fabricated
locally. Request the following drawings from the
HAULPAK® Distributor:
SS1143 Tightening Tool - Assembly Drawing
• SS1144 - Square Tube (3.50" x 3.50" x 0.19" wall
x 2.0" long)
• SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
• SS1146 - Square Tube (3.00" x 3.00" x 0.25" wall)
• SS1147 - Tube, Brass (1.75" O.D. x 1.50" I.D. x
13.50" long)
• SS1148 - Square Cut (2.50" x 2.50" x 0.75" thick)

5. When a cylinder assembly is dismantled, the • SS1149 - Hex Drive (1.75" hex stock x 2.50" long)
capscrews (7, Figure 8-18) and washers (5) Note: All materials are 1020 steel except SS1147.
should be checked carefully for distress and, if in
doubt, replace them.

L8-14 Hoist Circuit Component Repair L08018

ASSEMBLY OF QUILL AND CYLINDER
NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.

Quill Installation
1. The plugs (3, Figure 8-20) and the check balls (4)
in the quill should be checked during any cylinder
repair to insure the plugs are tight and ball seats
are not damaged. Refer to ‘‘Installation of Check
Balls and Plugs in Quill’’.
2. Secure cap assembly (1) in a sturdy fixture. Make
certain threads in cap and threads on quill are
clean and dry (free of oil and solvent).
3. Using Loctite ‘‘LOCQUIC®’’ Primer ‘‘T’’ (part num-
ber TL8753, or equivalent), spray mating threads
of both cap assembly (1) and quill assembly (2).
Allow primer to dry 3 to 5 minutes.
4. Apply Loctite Sealant #277 (part number VJ6863,
or equivalent) to mating threads of both cap as-
sembly and quill assembly.
5. Install quill and use SS1143 tool to tighten quill to
138.3 kg.m (1000 ft. lbs.) torque. Allow parts to
cure for 2* hours before exposing threaded areas
to oil.
* Note: If ‘‘LOCQUIC®’’ primer ‘‘T’’ (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.

6. Tack weld quill in 2 places as shown in Figure

8-20.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.

During future cylinder rebuilds, removal of the quill will

not be necessary, unless it has loosened or is dam-
aged. Removal, if necessary, will require a break-loose
force of at least 277 kg.m (2000 ft. lbs.) torque after
the tack welds are ground off.

FIGURE 8-20. PLUG AND CHECK BALL

INSTALLATION

1. Cover Assembly 3. Plug

2. Quill Assembly 4. Check Ball

L08018 Hoist Circuit Component Repair L8-15

Installation Of Check Balls And Plugs In Quill
The check balls (4, Figure 8-20) in the side of the quill 1. Make certain threads in quill tube and on plugs
assembly (2) are held in place with threaded plugs (3). are clean and dry (free of oil and solvent).
If a plug is missing and the check ball is not found in 2. Use Loctite ‘‘LOCQUIC®’’ Primer ‘‘T’’ (TL8753, or
the cylinder, the opposite side hoist cylinder and the equivalent), and spray mating threads of both
plumbing leading to the hoist valve should be exam- plugs (3, Figure 8-20) and quill assembly (2).
ined for damage. The hoist valve itself should also be Allow primer to dry 3 to 5 minutes.
checked to see if the ball or plug has caused internal
3. Apply Loctite Sealant #277 (VJ6863, or equiva-
damage to the spool. Peening of the necked down
lent) to mating threads of both plugs and quill
sections of the spool may result. Spool sticking may
assembly.
also occur under these circumstances.
4. Place check balls (4) in quill tube (2) and install
Refer to Figure 8-21 for SS1158 tool that can be
plugs (3) with concave side facing ball. Using
fabricated for installing or removing the check ball
SS1158 tool, tighten plugs to 9.68 kg.m (70
plugs.
ft.lbs.) torque. Allow parts to cure for 2* hours
Plugs should be checked during any cylinder repair to before exposing threaded areas to oil.
be sure they are tight. If found to have any movement,
* Note: If ‘‘LOCQUIC®’’ primer ‘‘T’’ (TL8753) was not
they should be removed and the ball seat in the quill
used, the cure time will require 24 hours instead of 2
checked to see if it is deformed. If deformation of the
hours.
ball seat has occurred, the quill should be replaced.
5. Stake plug threads in two places (between holes)
as shown in Figure 8-20 to prevent loosening of
plug.
If removal of the plug is necessary in a later rebuild, it
will be necessary to carefully drill out the stake marks
and destroy the plug. A new plug should be installed
and staked as previously detailed.

FIGURE 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL

L8-16 Hoist Circuit Component Repair L08018

Assembly of Cylinder NOTE: Check capscrews carefully for distress and, if
in doubt, replace them with new parts.
1. Install seals (15, Figure 8-20) and bearings (14)
on second stage cylinder. Install bearings (19) 12. Make certain threads on capscrews (7) and
and buffer seal (18), rod seal (20) and rod wiper threads in rod are clean and dry (free of oil and
(21) on first stage cylinder. Lubricate with clean solvent).
hydraulic oil. a. Use Loctite ‘‘LOCQUIC’’ Primer ‘‘T’’ (TL8753,
2. Align and slide the second stage cylinder (2) or equivalent), to spray mating threads on cap-
inside the first stage cylinder (3). Allow the second screws and threads in rod.
stage to protrude far enough to install the snap Allow primer to dry 3 to 5 minutes.
ring (24) on the inside of the first stage cylinder. b. Apply Loctite Sealant #277 (VJ6863, or equiva-
lent) to threads of capscrews and threads in
3. Mount the housing (4) in the fixture with the cover
rod.
end positioned at the top. Install bearings (19) and
buffer seal (18), rod seal (20) and rod wiper (21) 13. Install capscrews (7) with hardened washers (5)
in the housing. and tighten capscrews to 34.6 kg.m (500 ft. lbs.)
torque.
4. Install lifting tool used during disassembly in the
second and first stage cylinder assembly. NOTE: Allow parts to cure for 2* hours before exposing
threaded areas to oil. If ‘‘LOCQUIC®’’ primer ‘‘T’’
5. Install bearings (13) on the first stage cylinder (3).
(TL8753) was not used, the cure time will require 24
Lift and align this assembly over the housing (4).
hours instead of 2 hours.
Lower the second and first stage cylinders into
the housing. 14. Install snap ring (9).
6. Install retainer used during disassembly to hold 15. Install O-ring (12) and backup ring (23) on cover
the second and first stage cylinder in place when (10). Align and lower cover onto housing (4). In-
the housing is rotated. Rotate housing 180o to stall capscrews (11) and lockwashers. Tighten
position the lower mounting eye at the top. capscrews to standard torque.
7. Install bearings and buffer seal, rod seal and rod 16. Install hoist cylinder eye bearing (6, Figure 8-17)
wiper in the second stage cylinder (2). and retainer rings (5) if removed.
8. Attach a lifting device to the rod eye (1) and align
it over the housing (4). Lower the rod into the
housing. Lubricate the rod with hydraulic oil.
9. Rotate housing 180° to position the cover end at
the top. Remove retainer installed in Step 4.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).
10. Thread two guide bolts in the end of the rod (1).
Install seal (8) on the end of the rod.
11. Align piston rod bearing retainer (6) over guide
bolts and lower it over the end of the rod (1).
Remove guide bolts.

L08018 Hoist Circuit Component Repair L8-17

POWER UP SPOOL LIMIT SOLENOID
The power up spool limit solenoid (1, Figure 8-22) is
located inside the hydraulic cabinet to the right of the
operator’s cab. This valve has no serviceable parts
except for O-ring replacement. If the valve malfunc-
tions, replace as a unit.

PILOT OPERATED CHECK VALVE

The pilot operated check valve (2, Figure 8-22) is
located inside the hydraulic cabinet to the right of the
operator’s cab. This valve has no serviceable parts
except for O-ring replacement. If the valve malfunc-
tions, replace as a unit.

POWER DOWN HOIST LIMIT SOLENOID

The power down hoist limit solenoid (3, Figure 8-22) is
also located in the hydraulic cabinet. The valve has no
serviceable parts except O-ring replacement.
FIGURE 8-22. HYDRAULIC CABINET
COMPONENTS
(Hoist Circuit)

1. Power Up Spool Limit 4. Hoist Pilot Valve

Solenoid 5. Control Cable
2. Piloted Check Valve
3. Power Down Hoist Limit
Solenoid

L8-18 Hoist Circuit Component Repair L08018

 HYDRAULIC SYSTEM FILTERS
HIGH PRESSURE FILTER
A high pressure filter assembly, located on the left
frame rail, forward of the hydraulic tank, filters the oil
supply from the outlet of the steering/brake pump
before it enters the bleeddown manifold valve.
Refer to Section P, Lubrication and Service for recom-
mended normal filter element replacement interval.
Earlier replacement may be required if the Mainte-
nance Monitor lamp turns on and the MOM display
indicates the element is restricted.

FILTER ELEMENT REPLACEMENT

Relieve pressure before disconnecting hydraulic

and other lines. Tighten all connections before
applying pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.

Removal
1. With the key switch ‘‘Off’’ allow at least 90 seconds
for the accumulators to bleed down.
2. Remove plug (10, Figure 9-1) and drain oil from the
housing into a suitable container.

Take care to avoid contact with hot oil if truck has

been operating. Avoid spillage and contamination!
3. Remove housing (8) and element (7).
4. Replace O-ring (6) in filter head.

Installation FIGURE 9-1. STEERING CIRCUIT FILTER

1. Install new element (7). Install housing (8) and
tighten.
1. Indicator Switch 6. O-Ring
2. Replace drain plug (10), and O-ring (9). 2. Setscrew 7. Filter Element
3. Head 8. Bowl
NOTE: The indicator switch (1, Figure 9-1) is not re- 4. Bleed Plug 9. O-Ring
pairable. If the indicator switch is inoperative, replace 5. O-Ring 10. Drain Plug
as a unit. Switch adjustment is not necessary or rec-
ommended.

L09006 Hydraulic System Filters L9-1

LOW PRESSURE FILTERS
Low pressure hydraulic oil filters (Figure 9-2) are used
at several locations on the truck, filtering the hydraulic
oil in the brake cooling circuit and hoist circuit, and the
(separate) transmission oil supply.
An indicator switch (2) provides an electrical signal to
monitoring circuits to warn the operator if the filter
elements become restricted.
Refer to Section P, Lubrication and Service for recom-
mended normal filter element replacement interval.
Earlier replacement may be required if the Mainte-
nance Monitor lamp turns on and the MOM display
indicates one or more of the hydraulic system elements
is restricted. A transmission oil filter lamp on the instru-
ment panel will flash and a buzzer will sound if the
transmission filter element becomes restricted.
Premature filter restriction may indicate a system com-
ponent failure and signal a service requirement before
extensive secondary damage can occur.
NOTE: When the engine is initially started and the
hydraulic oil is cold, the restriction warning may actu-
ate. Allow the hydraulic system oil to reach operating
temperature before using the warning as an indicator
to change the element.

Brake Cooling/Hoist Circuit Filters

A filter assembly located under the engine, near the
heat exchanger, filters brake circuit cooling oil after it
leaves the front wheel disc brake housings. Two iden-
tical filter assemblies located on the inner side of the
fuel tank filter oil as it leaves the rear wheel disc brake
housings.
If the Maintenance Monitor lamp illuminates, indicating
a restricted filter element, use the MOM display to
determine the actual filter element(s) requiring service.

Transmission Lubrication Circuit Filter

A filter assembly located on the right frame rail in front
of the fuel tank filters transmission oil after it leaves the
transmission pump, before it enters the transmission.
Service procedures for all the low pressure filters are FIGURE 9-2. LOW PRESSURE FILTER ASSEMBLY
identical. Refer to the Parts Manual for replacement 1. Head Assembly 6. Plug
filter elements. 2. Indicator Switch 7. O-Ring
3. Seal 8. Core Assembly
4. Bowl 9. Bypass Valve
5. Filter Element

L9-2 Hydraulic System Filters L09006

FILTER ELEMENT REPLACEMENT 2. Remove bowl (4) and element (5).
3. Replace seal (3) in filter head.

Installation
Relieve pressure before disconnecting hydraulic
1. Install new element (5, Figure 9-2). Install housing
and other lines. Tighten all connections before
(4) and tighten.
applying pressure. Hydraulic fluid escaping under
pressure can have sufficient force to enter a per- 2. Replace drain plug (6), and O-ring (7).
son’s body by penetrating the skin and cause
serious injury and possibly death if proper medical
treatment by a physician familiar with this injury is NOTE: The indicator switch (2, Figure 9-2) is not re-
not received immediately. pairable. If the indicator switch is inoperative, replace
as a unit. The actuation pressure of the indicator switch
Removal is factory preset. Switch adjustment is not necessary
or recommended.
1. Remove plug (6, Figure 9-2) and drain oil from the
housing into a suitable container.

Take care to avoid contact with hot oil if truck has

been operating. Avoid spillage and contamination!

L09006 Hydraulic System Filters L9-3

 NOTES

L9-4 Hydraulic System Filters L09006

 HYDRAULIC CHECK-OUT PROCEDURE
GENERAL INFORMATION
The hydraulic check-out procedure is intended to help
the technician check, adjust, and diagnose problems
in the steering and hoist circuits. The technician should
read the entire check-out procedure prior to perform-
ing any steps to become familiar with the procedures
and all the warnings and cautions.
The following procedures may be easier if the gauges
are connected such that they can be read in the cab or
where the technician can communicate with the person
operating the controls.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury, and pos-
sibly death, if proper medical treatment by a
physician familiar with this type of injury is not
received immediately.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or installing
test gauges, ALWAYS bleed down hydraulic steer-
ing accumulator.
The steering accumulators can be bled down by
shutting down the engine, turning key switch ‘‘Off’’,
and waiting 90 seconds. Confirm the steering pres-
sure is released by turning the steering wheel; no
front wheel movement should occur.
Bleed down brake system accumulators prior to
removing any hoses supplying oil to the brake
system.
L10008 6/98 Hydraulic Check-out Procedure
STEERING CIRCUIT CHECK-OUT &
ADJUSTMENT PROCEDURE
The steering circuit hydraulic pressure is supplied from
the piston pump and steering accumulators. Some
steering system problems, such as spongy or slow
steering or abnormal operation of the ‘‘Low Steering
Pressure’’ warning light can sometimes be traced to
internal leakage of steering components. If internal
leakage is suspected, refer to ‘‘Steering Circuit Com-
ponent Leakage Test.’’
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Be certain that brake circuit leakage is not
excessive before troubleshooting steering circuit. For
Brake Circuit Test Procedure, refer to Section ‘‘J’’,
Brake System.
The steering circuit can be isolated from the brake
circuit by releasing pressure from the brake accumu-
lators and removing the brake system supply line (1,
Figure 10-2) from the fitting on the bleeddown mani-
fold. (see WARNING). Plug the brake circuit supply
hose and cap the fitting at the bleeddown manifold to
prevent high pressure leakage.
Prior to checking the steering system, the hydraulic
steering and brake systems must have the correct
accumulator precharge and be up to normal operating
temperatures. Refer to ‘‘Steering Circuit Component
Repair, Steering Accumulator Charging Procedure’’ in
this section of the manual for accumulator charging
instructions.
If the steering/brake pump has just been installed,
it is essential that the pump case is full of oil prior
to starting the engine. Refer to ‘‘Steering Circuit
Component Repair, Steering and Brake Pump’’,
this section for instructions.
L10-1
Equipment Requirements
The following equipment will be necessary to properly
check-out the hydraulic steering circuit
• Hydraulic schematic, refer to Section ‘‘R’’.
• Three 0-350 kg/cm2 (0-5000 psi) range cali-
brated pressure gauges and hoses.
• A graduated container marked to measure liq-
uid volume.

Pump Pressure Control Adjustment

With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place range selector in NEUTRAL and apply the
parking brake. Shut down engine and turn key
switch off. Wait 90 seconds for the steering accu-
mulators to completely bleed down before open-
ing circuits to take leakage measurements, to
make repairs, or to install or remove a gauge.

FIGURE 10-2. BLEEDDOWN MANIFOLD

Be sure steering accumulator oil pressure has
1. Brake Circuit Supply 6. Test Port
been bled down. Turn the steering wheel; the
2. Bleeddown Manifold 7. From Accumulator
wheels should not move if all oil pressure has been
3. Return to Tank 8. To Flow Amplifier
relieved.
4. Pressure Relief Valve 9. From Flow Amplifier
5. Supply From Steering 10. Accumulator Bleeddown
Pump Solenoid

2. Check hydraulic oil level in tank and add oil if

required.
3. Remove cap and install an accurate 350 kg/cm2
(5000 psi) pressure gauge at the bleeddown
manifold test port (6, Figure 10-2).
4. Install a 350 kg/cm2 (5000 psi) gauge at each
steering cylinder manifold test port (located un-
der engine).
5. Start the engine and verify the low idle engine
speed is 1025 RPM. If idle speed is incorrect, refer
to Section C for adjustment procedure before
performing hydraulic system tests.

FIGURE 10-1. PUMP PRESSURE CONTROL

1. Steering Pump 3. Case Drain Line
2. Compensator Adjustment 4. Hoist Pump

L10-2 Hydraulic Check-out Procedure 6/98 L10008

Before raising body to full ‘‘up’’ position, be sure
there is adequate clearance between body and
overhead structures or electric power lines.
6. Raise and lower the dump body and turn the
steering wheel lock-to-lock to bring the oil up to
normal operating temperature.
7. Shut down the engine, turn the key switch off and
wait 90 seconds, then observe the pressure
gauge indicates zero.
NOTE: If the pressure gauge indicates a pressure
greater than 0, check for defective components in the FIGURE 10-3. FLOW AMPLIFIER RELIEF VALVE
bleeddown circuit. A restricted tank vent filter may 1. Flow Amplifier Valve 3. O-Ring
cause a pressure build up from 0 - 1.0 kg/cm2 (0 - 15 2. Plug 4. Relief Valve Adjustment
psi).
8. Start the engine. Immediately after starting, check
gauge pressure. Pressure should rise quickly to 13. While observing the two gauges installed on the
accumulator nitrogen pressure, 98.4 kg/cm2 steering manifold, steer the truck against the left
(1400 psi), pause momentarily, and then increase stop.
to steering pressure, 193.3 kg/cm2 (2750 psi).
Pressure on one of the gauges should read
NOTE: If nitrogen pressure is incorrect, charge the 203.9 kg/cm2 (2900 psi).
accumulators with nitrogen before proceeding. (Fol-
low the accumulator nitrogen charging procedure in 14. Steer the truck to the opposite stop.
this Section.) The other gauge should read 203.9 kg/cm2
9. Adjust the steering pressure at the steering pump (2900 psi).
compensator to approximately 222 kg/cm2 (3150
psi). 15. If pressure is incorrect during step 13 or 14, the
shock and suction valves must be replaced.
NOTE: It should not be possible to adjust the steering
compensator pressure HIGHER than 228 kg/cm2 NOTE: The shock and suction valves are only serviced
(3250 psi), because the relief valve in the bleeddown as complete units, and cannot be adjusted while in-
manifold should begin relieving at this pressure if it is stalled in the flow amplifier valve.
working correctly. The bleeddown manifold relief 16. After the above test is complete, lower the flow
valve cannot be adjusted. Replace if necessary. amplifier steering relief valve pressure to 193.3
10. Shut down the engine and allow the accumulators kg/cm2 (2750 psi) as follows:
to bleed down completely. a. Steer full left or right and maintain a slight
pressure against the steering wheel.
11. Raise the flow amplifier steering relief valve pres-
sure as follows: b. Adjust steering relief valve, using the 5 mm allen
wrench to obtain 193.3 kg/cm2 (2750 psi) on
a. Remove external plug (2, Figure 10-3) on flow the gauge showing pressure.
amplifier valve, using an 8 mm allen wrench.
b. Insert a 5 mm allen wrench into opening and 17. After adjustment is complete, install plug (2, Figure
gently bottom out adjustment (4) by turning 10-3) with O-ring (3) on valve body.
clockwise.
12. Start the engine and allow steering system to build
pressure.

L10008 6/98 Hydraulic Check-out Procedure L10-3

18. Turn steering pump pressure compensator adjust-
ment screw counterclockwise to reduce pressure.
(Steer truck and adjust to allow circuit pressure to
drop to approximately 175 kg/cm2 (2500 psi)).
19. Turn pressure compensator adjustment screw
clockwise to obtain 193.3 kg/cm2 (2750 psi) on
the gauge at the steering bleeddown manifold test
port. Tighten jam nut to lock adjustment screw
when correct pressure is obtained.
20. Shut down engine and allow accumulators to
bleed down completely. Steer the truck to verify.
21. Remove gauges and cap test ports.
Steering Components Leakage Test
Do not steer truck while measuring leakage rates
during the following tests.
1. Check combined leakage from the steering con-
trol unit and flow amplifier.
a. Disconnect steering return hose (9, Figure 10-2)
at the bleeddown manifold port.
b. Cap open fitting on bleeddown manifold.
c. Place end of hose disconnected in a graduated
container.
2. Start the engine and allow the system to stabilize
at 193.3 kg/cm2 (2750 psi).
3. Measure leakage obtained in graduated con-
tainer:
Maximum allowable leakage is 984 ml (60
in3) per minute.
4. Shut down the engine.
5. If leakage in step 3 exceeds maximum allowed,
measure leakage from steering unit as follows:
a. Remove the steering control unit tank return line
at the flow amplifier.
b. Plug the flow amplifier port.
c. Place end of hose disconnected in a graduated
container.
L10-4 Hydraulic Check-out Procedure
6. Start the engine and allow the system to stabilize
at 193.3 kg/cm2 (2750 psi).
7. Measure leakage obtained in graduated con-
tainer:
Maximum allowable leakage is 164 ml (10
in3) per minute.
8. If leakage in step 7 exceeds the maximum al-
lowed, repair or replace the steering control unit.
If leakage rate is acceptable, perform the next
step to check flow amplifier leakage.
9. Measure leakage at steering return hose removed
in step 1.
Maximum allowable leakage is 820 ml (50
in3) per minute.
10. If leakage in step 9 is excessive, the flow amplifier
must be repaired or replaced.
11. Disconnect tank return line (3, Figure 10-2) at the
bleeddown manifold. Install a plug in end of hose
removed.
12. Measure leakage from the tank return fitting on the
bleeddown manifold.
Maximum allowable leakage is 32.8 ml (2.0
in3) per minute.
13. If leakage is excessive in step 12, the bleeddown
solenoid valve or the bleeddown manifold relief
valve must be replaced.
a. Verify correct setting of 230 kg/cm2 (3250 psi)
relief valve.
b. Remove both valves and inspect O-rings for
damage.
14. Recheck for leakage. If leakage is still excessive
replace the bleeddown solenoid valve. If leakage
is still excessive, replace the relief valve assembly.
15. After leakage tests are complete and leakage rates
are acceptable, be certain all hoses are reinstalled
and and tightened properly.
16. Check hydraulic tank oil level and refill if neces-
sary.
6/98 L10008
CHECKING HOIST SYSTEM
PRESSURES

Equipment Requirements
The following equipment will be necessary to properly
check-out the hoist relief and ‘‘power down’’ circuit
pressures:
• Hydraulic schematics, refer to Section ‘‘R’’.
• Two 0-350 kg/cm2 (0-5000 psi) range calibrated
pressure gauges and hoses.

FIGURE 10-4. HOIST RELIEF VALVE

1. Capscrew 6. Sleeve
2. Inlet Cover 7. Secondary Low
Relieve pressure before disconnecting hydraulic 3. Spring Pressure Valve
lines. Tighten all connections securely before ap- 4. Main Relief Valve 8. O-Rings
plying pressure. 5. Spring 9. Inlet Valve body
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this type of injury is not NOTE: The relief valve (4, Figure 10-4) is located
received immediately. under the hoist valve cover (2) that has a small external
pipe attached to it.

1. Install two 0-350 kg/cm2 (0-5000 psi) pressure

gauges at each diagnostic coupler located at 8. Remove the small external pipe and capscrews
each outlet port on the hoist pump (4, Figure from the inlet section cover (2, Figure 10-4) that
10-1). contains the relief valve.
2. Disconnect the hoist lines at the distribution mani- 9. Remove the cover and spring (3) from the relief
fold and cap the power up and power down ports valve.
(four locations).
10. Loosen the jam nut on the relief valve (4) and turn
3. Start the engine and run at low idle. screw clockwise to increase pressure or counter-
clockwise to decrease pressure.
4. Place the hoist lever in the POWER UP position.
NOTE: Each 1/4 turn of the adjustment screw will cause
The pressure at both hoist pumps should be
approximately 10.5 kg/cm2 (150 psi) change in pres-
approximately 193.3 ± 7 kg/cm2 (2750 ± 100
sure.
psi).
11. Install spring (3) and cover (2) with new O-rings
5. If power up relief pressure is incorrect, adjust
(8). Install and tighten capscrews (1).
pressures as follows:
12. Check the pressures again.
6. Return hoist lever to the ‘‘Float’’ position.
7. Relieve all hydraulic pressure from the hoist sys-
tem.

L10008 6/98 Hydraulic Check-out Procedure L10-5

Power Down Relief Valve Adjustment
1. With the engine at low idle, place the hoist lever
in the POWER DOWN position.
2. Pressure at both pumps should be 106 ± 14
kg/cm2 (1500 psi). If the power down pressure is
not within specifications, adjust or replace the
relief valve.
NOTE: The power down relief valve (2, Figure 10-5) is
located on the pilot control valve (1) in the hydraulic
cabinet.
a. To increase power down relief pressure, turn
adjusting screw clockwise.
b. To decrease power down relief pressure, turn
adjusting screw counter-clockwise.
3. If pressures are within specifications, shut down
engine and move hoist control lever to the FLOAT
position. Remove all gauges.
4. Reconnect the hoist lines to the distribution mani-
fold.
FIGURE 10-5. POWER DOWN RELIEF VALVE
5. Check the hydraulic tank for proper level. Add oil
if necessary. 1. Hoist Pilot Valve 2. Relief Valve

L10-6 Hydraulic Check-out Procedure 6/98 L10008

 SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2
ANSUL FIRE CONTROL - "CHECKFIRE" ELECTRIC SYSTEM (M02003) . . . . . . . . . M2.3-1
ANSULFIRE CONTROL SYSTEM, MANUAL (M02004) . . . . . . . . . . . . . . . . . . . M2-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-2

WIGGINS QUICK FILL FUEL SYSTEM (M05002) . . . . . . . . . . . . . . . . . . . . . . . . M5-1

Fuel Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1
Tank Breather Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-2
Left Side Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-3

SPECIAL TOOL GROUP (M08013) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1

HEATER/AIR CONDITIONING SYSTEM -134a REFRIGERANT (M09010) . . . . . . . . . . . M9-1

Envir0nmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1
Operator Cab Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-2
Principles of Refrigeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-2
Major System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-4
System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-7
Evacuating the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-18
System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-19

PAYLOAD METER II ---- ON - BOARD WEIGHING SYSTEM (M20007)

Table Of Contents (M20007TC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20.TC-1
PAYLOAD METER II ---- GENERAL INFORMATION (M20007) . . . . . . . . . . . . . . . M20-1
ABNORMALITY and WARNING DISPLAY - (ERROR CODES) . . . . . . . . . . . . . . M20-18
Charts Of Error Codes And Other Information . . . . . . . . . . . . . . . M20-19, 20 & 21
BATTERY REPLACEMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
PAYLOAD METER II DATA PROCESSING PROGRAM . . . . . . . . . . . . . . . . . . M20-27

CAB RADIO(M27001)
To Operate Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M27-1
To Operate The Tape Player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M27-2

M01035 Index M1-1

 NOTES

M1-2 Index M01035

 CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1
The Checkfire Electric Detection and Actuation System
- Series 1 (Figure 2.3- 1) uses linear detection wire. This
is a two conductor heat rated thermo cable. When the
detection cable is subjected to 221°F (105°C) the insu-
lating coating of the cable melts allowing the conduc-
tors to short together closing the electric circuit to the
squib which detonates to depress the puncture pin and
actuate the expellant cartridge.

Components of the Checkfire Electric Detection and

Actuation System are shown in Figure 2.3-1.

Control Module (Figure 2.3-2):

Provides the electrical connections necessary be-
tween the power lead and the linear detection wire to
the power lead supplying electrical power, via the
squib, to the actuator. Also provides a visual check of
power availability - pressing the switch button will illu-
minate the green indicator light if electrical power is
available in the system. FIGURE 2.3-2. CONTROL MODULE

FIGURE 2.3-1. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYS.

1. Control Module 3. Linear Detection Wire 5. (Not Shown) Test Kit
2. Manual/Automatic Actuator 4. Power Wire

M02003 Ansul "Checkfire" Electric Detection and Actuation System M2.3-1

Actuator (Figure 2.3-3): Provides automatic and man-
ual means of fire suppression system actuation. By
pulling the ring pin under the knob and then depressing
the red knob, the puncture pin will rupture the dia-
phragm in the actuator and apply the system. Automat-
ically, the squib is fixed to rupture the cartridge disc
when the linear detection wire is exposed to tempera-
tures in excess of its rated range.

FIGURE 2.3-5. POWER WIRE

FIGURE 2.3-3. MANUAL/AUTOMATIC ACTUATOR FIGURE 2.3-6. TEST KIT

Linear Detection Wire (Figure 2.3-4): Consists of a
two conductor heat rated thermo cable. The tempera-
ture rating of the cable is 221°F 105°C) black wire or
356°F (180°C) using red wire. When the cable is sub-
jected to temperatures in excess of this rating the
insulating coating melts allowing the conductors to
short together, closing the actuating circuit to fire the
squib.
1. Indicator Light Assembly
2. End-of-Line Detection Wire Jumper Assembly
Test Kit (Figure 2.3-6): Provides for checking of elec-
trical continuity and consists of an indicator light as-
sembly and an End-of-Line linear detection wire jumper
assembly.

FIGURE 2.3-7. SQUIB

FIGURE 2.3-4. LINEAR DETECTION WIRE
Power Wire (Figure 2.3-5): Consists of a battery con-
nector and conductor lead wires to connect the actua-
tion system to the truck electrical system (battery
circuit). The battery connector is equipped with a 5
ampere in line fuse (replaceable).
Squib (Figure 2.3-7): Is an electrically detonated com-
ponent containing a small exact charge of powder.
When the actuation circuit is closed by the linear de-
tection wire melting, an internal wiring bridge in the
squib heats up causing the power charge to detonate,
forcing the puncture pin to rupture the cartridge disc
to release the nitrogen gas charge.

M2.3-2 Ansul "Checkfire" Electric Detection and Actuation System M02003

Securing the Detection Wire 1. The Power Wire
After the linear detection wire has been loosely in- a. Depress the button on top of the control module
stalled, secure it to the equipment being protected as and note green indicator light (Figure 2.3-9).
follows: With button, depressed, light should be on. This
indicates the power wire is installed correctly to
1. Begin at the control module with the first section the control module. If light does not appear,
of detection wire. If this section is sufficient to check all connections to insure they are
cover the total hazard area, no additional lengths snapped together. Retest by depressing but-
are required. If additional lengths are required, ton. If light is not "On" refer to "Troubleshooting
remove blank plugged connector from the end of Section" covered in this section.
first length and add lengths until the total hazard
b. If battery power is correct, proceed to checking
area(s) is covered.
total system power.
NOTE: Remember to leave closed blank plug connec-
tion on the last length of detection wire.
When making connection, push plug into recep-
tacle until a "click" is heard (Figure 2.3-8). Plugs
and receptacles are keyed to allow insertion only
in one direction. After "click" is noted, apply a
small amount of back pull to confirm connection
has been made.

FIGURE 2.3-9. POWER CHECK

Do Not install squib to power lead at this time

(Figure 2.3-10).
FIGURE 2.3-8. LINEAR DETECTION WIRE
CONNECTOR

2. Secure the wire every 12-18 in. (30-45 cm) through-

out the hazard area(s) using the black nylon cable
ties provided. Secure more often if desired, or to
keep the wire out of the way. Secure the wire to
mounting surfaces, decks, struts, hydraulic hoses
in the area, or any secure, non-moving part of the
protected equipment. Always keep the previously
mentioned guidelines in mind when installing the
wire.

Preliminary Test Before Final Hook-Up

All necesssary linear detection and power wire instal-
lation is now completed . Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly. FIGURE 2.3-10. DO NOT CONNECT SQUIB

M02003 Ansul "Checkfire" Electric Detection and Actuation System M2.3-3

 c. Proceed to the end of the last length of detec-
tion wire and remove the jumper assembly
(Figure 2.3-12). Finally, put original plugged
blank connector onto detection wire. The test
module light should immediately go out. If light
does not go out refer to "Troubleshooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2.3-14). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper assembly. Otherwise, fire suppres-
sion system will discharge when squib is installed
in Electric Detection And Actuation System.
FIGURE 2.3-11. INSTALL JUMPER

2. The Linear Detection Wire

a. Using the furnished text kit, proceed to the end
of the last length of detection wire. Remove the
plugged blank connector (Figure 2.3.11) and
install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2.3-12).
Test module light should immediately illumi-
nate. This test confirms that the wire is properly
installed and will function as designed. If test
module light does not illuminate on test mod-
ule, refer to the "Troubleshooting" section. FIGURE 2.3-13. REMOVE JUMPER ASSEMBLY

FIGURE 2.3-12. INSTALL TEST MODULE ASSEMBLY FIGURE 2.3-14. REMOVE INDICATOR LIGHT ASSY

M2.3-4 Ansul "Checkfire" Electric Detection and Actuation System M02003

Installation Procedure for Squib
After all testing has been completed and all test kit
components removed, proceed to arm the system.
Using wrench, insert squib into upper right inlet hole
on actuator body and firmly tighten (Figure 2.3-15).
After installing squib into actuator body, loosen protec-
tive shipping cap from squib and remove bridge
(Figure 2.3-16).

Always install squib into actuator body first, before

installing connector onto threaded body of squib.
Possible injury could result if squib was actuated
outside of actuator body.
Install squib connector onto threaded stud of squib
(Figure 2.3-17). Handtighten as firmly as possible.
Placing the Electric Detection & Actuation System
FIGURE 2.3-15. Into Service
To place the Electric Detection and Actuation System
into service, proceed as follows:
1. Check all fasteners for tightness. Insure jam nut on
actuator body is securely tightened.
2. Before installing actuator cartridge, push manual
puncture lever several times to insure smooth
operation.
3. Insert ring pin in hole and attach lead wire seal (See
Figure 2.3-18).

FIGURE 2.3-16.

FIGURE 2.3-18. INSTALL ACTUATOR CARTRIDGE

4. Insert LT-5-R cartridge (PB0674) into lower actua-

tor body and handtighten firmly.

FIGURE 2.3-17. INSTALL SQUIB 5. Record date that system was placed in service.

M02003 Ansul "Checkfire" Electric Detection and Actuation System M2.3-5

INSPECTION AND MAINTENANCE 4. Weigh the actuation cartridge on the Electric De-
SCHEDULES FOR ELECTRIC tection and Actuation System. Replace cartridge
if the weight is 1/4 oz. (7 g) less than that stamped
DETECTION AND ACTUATION SYSTEM on cartridge. Check the cartridge threads for
nicks, burrs, cross threading and rough on feath-
ered edges. Examine gasket in bottom of Electric
Detection and Actuation System for elasticity. If
Proper inspection and maintenance procedures the temperature is below freezing, warm the gas-
must be performed at the specified intervals to be ket with body heat to insure a good seal. Clean
sure that the Electric Detection and Actuation Sys- and coat lightly with a high heat resistant silicone
tem will operate as intended. grease.

Daily
The machine operator should manually test system
power by pushing the button and noting illumination of
indicator light. This confirms battery power is available.
If light is not illuminated, refer to "Troubleshooting"
covered in this section.

Normal Maintenance Based On Actual Operating

Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck mainte-
nance to perform total system check.
NOTE: The squib should be replaced after being
in service for five years. The proper disposal of
the old squib should be done by actuating the
squib within the actuator body. To do this, remove
actuator LT-5-R cartridge (PB0674) from body.
Install test jumper assembly to end of linear de- FIGURE 2.3-19. REMOVE CARTRIDGE AND
tection wire assembly. This jumper will service as DISCONNECT SQUIB
a wiring short and cause the squib to discharge.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
Do Not reinstall cartridge at this time.
System is now back in service.
5. Test system power by depressing button on con-
Record date of installation of new squib. trol module. Note illumination of light while button
1. Check all mounting bolts for tightness. is depressed.

2. Check all wiring connectors for tightness and 6. Remove squib connector before proceeding with
possible evidence of corrosion. next series of checks (Figure 2.3-19).

3. Inspect detection and power wire as follows:
a. Check for wear due to abrasion (at wall pene-
trations, around corners, etc.).
b. Check for damage from direct impact or other
abuse.
c. Check mounting locations for tightness.
d. Insure mounting hardware has not come loose
or been broken, either of which would allow the
wire to sag.
7. Using the furnished test kit assembly, proceed to
the end of the last length of detection wire. Re-
move the plugged blank connector and install the
jumper assembly (retain plugged blank connector
to be reinstalled after testing is completed).
8. With jumper in place, screw the squib connector
into receptacle on test module (Figure 2.3-20).
Light on the test module should immediately illu-
minate. This test confirms that the detection wire
is properly installed and will function as intended.

M2.3-6 Ansul "Checkfire" Electric Detection and Actuation System M02003

 10. Remove the test kit from the system by discon-
necting the squib connector from the test module
(Figure 2.3-21).

Failure to remove jumper assembly will cause sys-

tem discharge when squib is installed into Electric
Detection and Actuation System.
11. Remove squib from actuator body and check that
it has not been fired. Reinstall squib and wrench
tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on Electric Detection and Actuation
System actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
FIGURE 2.3-20. ATTACH INDICATOR LIGHT ASSY. 14. Install actuation cartridge back into lower actuator
(Test Module) body and tighten firmly by hand.

If test module light does not illuminate, refer to

"Troubleshooting" covered in this section.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the event
9. Proceed to the end of the last length of detection
of a fire, the following steps should be taken:
wire and remove the jumper assembly. Put origi-
nal plugged blank connector back on detection 1. Turn the machine "Off".
wire. Test module light should immediately go out.
2. Manually activate fire suppression system, if pos-
If light does not go out, refer to "Troubleshooting"
sible.
covered in this section.
3. Move away from the machine taking a hand port-
able extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put out
any possible re- ignition of the fire after the fire
suppression system is expended.

Explanation of the above steps.

1. If you leave the machine running, it may add fuel
to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
4. Having a hand portable fire extinguisher is advised
because remaining heat may cause part of the fire
to re-ignite after the fire suppression system has
discharged. Depending on the heat that remains,
this may occur a number of times, so remain alert
until the equipment cools and you are assured
FIGURE 2.3-21. REMOVE TEST MODULE that re-ignition is not likely.

M02003 Ansul "Checkfire" Electric Detection and Actuation System M2.3-7

What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.

What to Do After the Fire is Out

The machinery should not be restarted until it has been
serviced and cleaned (water spray or steam may be
used to remove the dry chemical). If the Electric Detec-
tion and Actuation System cannot be recharged imme-
diately, at least recharge the remainder of the fire
suppression system so that manually actuated protec-
tion is available.

Recharging the Electric Detection and Actuation

System
The recharge of the Electric Detection and Actuation
System is similar to the original procedure for installing
and placing the automatic detection system into serv-
ice. Follow these procedures as outlined previously in
this manual, omitting the section which deals with
mounting the bracket and power wire.
Replace the entire length(s) of detection wire involved
in the fire area.
Before the system is put back into service, it is impor-
tant that the inside chamber of the actuator be cleaned
thoroughly. Failure to do so may cause excessive
carbon build-up on the internal O-ring and piston
chamber. This build- up will also stop the puncture pin
from returning to its upmost position.
To clean actuator (See Figure 2.3-22):
1. Remove squib.
2. Remove actuator from bracket and loosen upper
portion of body.
3. Apply pressure to the bottom of the puncture pin.
This will force out the puncture pin and spring.
FIGURE 2.3-22. ACTUATOR ASSEMBLY
4. Thoroughly clean carbon deposits from base of
stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push buttom manually
several times to insure free movement of puncture
pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2.3-22).

M2.3-8 Ansul "Checkfire" Electric Detection and Actuation System M02003

 TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM
TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Blown fuse in battery connector assembly Look for possible short in external power wiring and
change fuse
Battery connection loose Clean and tighten
Connector between power wiring unsnapped or wire Reconnect/install new length
broken
Dead battery Charge battery or install new one
Bulb burned out Loosen green lens, install new bulb

TROUBLE: Test Module Light Will Not Illuminate.

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Jumper assembly not in place on end of detection zone Install jumper assembly
wiring
Connector apart on either power or detection zone Reconnect
wiring
Bulb burned out Loosen green lens, install new bulb
Blown fuse in battery connector assembly Look for possible short in external power wiring and
change fuse
Wire broken Install new length
Dead battery Charge battery or install new one
Battery connection loose Clean and tighten

TROUBLE: Test Module Light Will Not Go Out

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Jumper assembly left in place on end of detection wire Remove jumper. Reinstall plugged blank connector
Damaged section at detection wire Replace damaged length(s) of detection wire.

TROUBLE: Detonated Squib

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Check for previous fire condition Replace length(s) of detection zone wire. Replace
squib and recharge
Detection wire too close to heat source Check for broken points of securement, move away
from heat source and recharge
Test jumper assembly left in place after testing Remove jumper, reinstall plugged end of line connec-
tor and recharge

M02003 Ansul "Checkfire" Electric Detection and Actuation System M2.3-9

 NOTES

M2.3-10 Ansul "Checkfire" Electric Detection and Actuation System M02003

 FIRE CONTROL SYSTEM (MANUAL)
The fire control system aids in protecting the machine
in the event of a fire. The system consists of:
• Actuators
• Pneumatic Actuator/Cartridge Receivers
• Pressure Relief Valve
• Check Valves
• Dry Chemical Tanks
• Hoses And Nozzles.
When either actuator is depressed, a nitrogen cartridge
will pressurize the dry chemical tank. Once the dry
chemical tank has pressurized to a sufficient pressure,
a bursting disc in the tank outlet will break, allowing the
fluidized chemical to flow to the nozzles. The nozzles
will direct the agent at the fire and extinguish the flames.
Operation
To actuate the fire control system, pull the safety ring
on either of the actuators and depress the lever. One
actuator is located in the cab near the operator. An-
other actuator is located on the left fender structure
near the bumper.
NOTE: Operating either actuator will activate fire con-
trol system.
Inspection and Maintenance
It is imperative that the fire control system is inspected
at least every six months. To insure that it will operate
effectively:
1. Check the system for general appearance, me-
chanical damage and corrosion.
2. Inspect each chemical tank fill cap gasket for
damage and replace if necessary. Examine cap
for nicks, burrs, cross threading or rough edges.
3. Check the level of dry chemical. The level should
not be less than three inches (76 mm) from bottom
of fill opening. Dry chemical must be free flowing,
with no caking.
4. Insure that the vent in the fill opening threads is not
obstructed.
5. Remove the cartridge from the extinguisher and
examine the disc-seal. Replace seal if necessary.
Install cartridge hand tight.

91461
FIGURE 2-1. FIRE CONTROL SYSTEM
1. Cab Actuator 5. Actuator Receiver
2. Remote Actuator 6. Cartridge 91462
3. Safety Relief Valve 7. Bursting Disc Union
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
4. Check Valves 8. Dry Chemical Tank

M02004 Fire Control System M2-1


91463
FIGURE 2-3. NOZZLES AND BLOW-OFF CAP
6. Inspect lines, fittings and nozzles for mechanical
damage and cuts.
7. Check nozzle openings. The openings should be
packed with silicone grease or equipped with
plastic blow-off caps if equipped with nozzles as
shown in Figure 2-2. Nozzles of the type shown in
Figure 2-3 are not to be packed with grease. Only
the protective caps shown are to be used on this
type of nozzle.
8. Remove and inspect the cartridge of the remote
actuators. Replace if ruptured. Check operation
of puncture pin.
9. Replace any broken or missing lead and wire seals.
Recharging Procedures
After actuating the fire control system, the system
should be recharged. Follow the procedure below for
each dry chemical tank and actuator installed:
1. Relieve the pressure from the lines by pulling the
ring on the safety relief valve.
2. Disconnect line from tank actuator and remove line
from the bursting disc union.
M2-2 Fire Control System
3. Remove each extinguisher from its bracket.
4. Disassemble bursting disc union and replace the
ruptured bursting disc with flat side toward ex-
tinguisher.
5. Fill tank with dry chemical to not more than three
inches (76 mm) from the bottom of the fill opening.
6. Inspect fill opening threads and gasket. If neces-
sary clean threads.
7. Install the fill cap and tighten the cap hand tight.
8. Remove the cartridge guard from the dry chemical
tank and remove the cartridge.
9. Insure that the cartridge puncture pin is fully re-
tracted.
10. Weigh the new cartridge. The weight must be within
0.25 ounce (7.0 grams) of the weight stamped on
the cartridge.
11. Screw the new cartridge onto the actuator assem-
bly, hand tight.
12. Replace the cartridge guard and install the dry
chemical tank into its bracket.
13. Connect line at the bursting union, and line at the
tank actuator.
14. Remove the cartridge guard from the remote ac-
tuators and replace the cartridges.
15. Replace the cartridge guards, and install ring pins
on the push buttons.
16. Inspect hose, fittings and nozzles for mechanical
damage. Replace all hose that has been exposed
to fire areas.
17. Clean the nozzles and repack the openings with
silicone grease or install blow-off caps. Use caps
for new designed nozzles shown in Figure 2.1-2.
M02004
 WIGGINS QUICK FILL FUEL SYSTEM

FUEL RECEIVER
The fuel receiver (3, Figure 5-1) is normally mounted
on the fuel tank (1). Optional locations are the left hand
frame rail (Figure 5-3) or at the Service Center in front.
Keep the cap on the receiver to prevent dirt build up in
valve area and nozzle grooves. If fuel spills from tank
breather valve, or tank does not completely fill, check
breather valve to see that float balls are in place and
outlet screen is clean. If valve is operating properly, the
problem will be with the fuel supply system.

FIGURE 5-1. FUEL TANK BREATHER & RECEIVER INSTALLATION

1. Fuel Tank 3. Fuel Receiver
2. Breather Valve 4. Fuel Level Gauge
NOTE: This Illustration Represents a Typical Installation.
Fuel tank may vary in size, shape and location depending on truck model.

M05002 10/96 Wiggins Quick Fill Fuel System M5-1

TANK BREATHER VALVE
Removal
Unscrew breather valve (2, Figure 5-1) from tank (1).

Installation
Screw breather valve into tank.

Disassembly
1. Remove spring clamp (4, Figure 5-2) from outlet.
2. Pull off rubber cover and screen (3).
3. Unscrew nut (5) from top of breather valve. Re-
move cover (6), spring (7), and steel ball (8).
4. Slide valve assembly (9) from housing.
5. Disengage tapered spring (1) containing three
balls (2) from valve stem.

Assembly
1. Clean and inspect all parts. If valve, body, or
springs are damaged, replace complete breather
valve.
2. Install in order; tapered spring, one steel ball, one
cork ball and one hollow aluminum ball.
3. Engage three coils of spring on small end of valve
stem with hollow aluminum ball.
4. Install valve into housing.
5. Place steel ball (8) on top of valve. Install spring
(7).
6. Place cover (6) over spring. Screw on large nut (5).
7. Install screen and rubber cover (3) over outlet.
8. Install spring clamp (4).

FIGURE 5-2. BREATHER VALVE

1. Tapered Spring 6. Cover
2. Float Balls 7. Spring
3. Cover and Screen 8. Steel Ball
4. Spring Clamp 9. Valve Assembly
5. Nut

M5-2 Wiggins Quick Fill Fuel System M05002 10/96

LEFT SIDE FILL
This location permits fueling the truck from the left side.
Keep the cap on the receiver to prevent dirt build up in
valve area and nozzle grooves. If fuel spills from tank
breather valve, or tank does not completely fill, check
breather valve to see that float balls are in place and
outlet screen is clean. If valve is operating properly, the
problem will be with the fuel supply system.

FIGURE 5-3. LEFT SIDE FILL

1. Hydraulic Tank 3. Frame Rails 5. Filler Cap 7. Refueling Box
2. Filler Hose 4. Fuel Tank 6. Receiver Assembly 8. Capscrew
9. Tapped Bar
NOTE: This Illustration Represents a Typical Installation. Installation may vary depending on truck model.

M05002 10/96 Wiggins Quick Fill Fuel System M5-3

 NOTES

M5-4 Wiggins Quick Fill Fuel System M05002 10/96

 SPECIAL TOOLS

PART NO. DESCRIPTION USE

Suspension &
NItrogen accumulator
EC3331
Charging Kit nitrogen
charging
NOTE: Not included with all trucks

PART NO. DESCRIPTION USE

EG7805 Tool Str. Wheel Rim
Retainer
EG7806 Threaded Rod Str. Removal

M08013 Special Tools M8-1

 PART NO. DESCRIPTION USE
Computer
Electrical (DAD) hookup
EF9160
Harness to PMC
Connector.

PART NO. DESCRIPTION USE

Brake Disc
562-98-31300 Disc Gauge Wear
Measurement

M8-2 Special Tools M08013

 AIR CONDITIONING SYSTEM
Environmental Impact
Environmental studies have indicated a weakening of the earth’s protective Ozone (O3) layer in the outer strato-
sphere. Chloro-flouro-carbon compounds (CFC’s), such as R-12 refrigerant (Freon® ), commonly used in mobile
equipment air conditioning systems, has been identified as a possible contributing factor to the Ozone depletion.
Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of
R-12 refrigerant be discontinued after 1995. Therefore, a more ‘‘environmentally-friendly’’ hydro-flouro-carbon

FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL)

1. Blower Switch 6. Temperature Sensor 10. Test gauges & Manifold 14. Compressor Drive Pulley
2. Thermostatic Switch 7. Evaporator 11. Compressor 15. Receiver/Dryer
3. Battery Supply 8. Expansion Valve 12. Refrigerant Container 16. Discharge Line
4. Circuit breaker 9. Suction Line 13. Magnetic Clutch 17. Condenser
5. Blower

M09010 6/97 Air Conditioning System M9-1

for HFC 134a Refrigerant
(HFC) refrigerant, commonly identified as HFC-134a, is being used in most current mobile air conditioning sys-
tems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/recharging pro-
cedure is now prohibited.
These new restrictions require the use of new equipment and new procedures which are significantly different from
those traditionally used in air conditioning service techniques. The use of new equipment and techniques allows for
complete recovery of refrigerants, which will not only help to protect the environment, but through the ‘‘re-cycling’’
of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.

OPERATOR CAB AIR CONDITIONING PRINCIPLES OF REFRIGERATION

Mining and construction vehicles have unique charac-
teristics of vibration, shock-loading, operator changes,
and climate conditions that present different design
and installation problems for Air Conditioning systems.
Off-highway equipment, in general, is unique enough
that normal automotive or highway truck engineering
is not sufficient to provide the reliability to endure the
various work cycles encountered.
The cab tightness, insulation, and isolation from heat
sources is very important to the efficiency of the sys-
tem. It is advisable to close all vents, even the intakes
of pressurization systems, when there are high humid-
ity conditions.
The general cleanliness of the system and components
is important. Dust or dirt collected in the condenser,
evaporator, or air filters decreases the system’s cooling
capacity.
The compressor, condenser, evaporator units, hoses
and fittings must be installed clean and tight and be
capable of withstanding the strain and abuse they are
subjected to on off-highway vehicles.
Equipment downtime costs are high enough to encour-
age service areas to perform preventative maintenance
at regular intervals on vehicle air-conditioning systems.
(Cleaning, checking belt tightness, and operation of
electrical components).
A brief review of the principles of air conditioning is
necessary to relate the function of the components, the
technique of trouble shooting and the corrective action
necessary to put the A/C unit into top operating effi-
ciency.
Too frequently, the operator and the serviceman over-
look the primary fact that no A/C system will function
properly unless it is operated within a completely con-
trolled cab environment. The circulation of air must be
a directed flow. The cab must be sealed against seep-
age of ambient air. The cab interior must be maintained
for cleanliness, dust, and dirt which, if picked up in the
air system, will clog the intake side of the evaporator
coil.
AIR CONDITIONING
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of tempera-
ture, humidity, cleanliness, and circulation of air. In the
broad sense, a heating unit is as much an air condi-
tioner as is a cooling unit. The term ‘‘Air Conditioner’’
is commonly used to identify an air cooling unit. To be
consistent with common usage, the term ‘‘Air Condi-
tioner’’ will refer to the cooling unit utilizing the princi-
ples of refrigeration; sometimes referred to as the
evaporator unit.

M9-2 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
REFRIGERATION -
THE ACT OF COOLING
• There is no process for producing cold; there is
only heat removal.
• Heat is always drawn toward cold objects. This
principle is the basis for the operation of a cooling
unit. As long as one object has a temperature
lower than another, this heat transfer will occur.
• Temperature is the measurement of the intensity
of heat in degrees. The most common measuring
device is the thermometer.
• All objects have a point at which they will turn to
vapor. Water boiling is the most common exam-
ple of heating until vapor is formed. Boiling is a
rapid form of evaporation. Steam is a great deal
hotter than boiling water. The water will not in-
crease in temperature once brought to a boil. The
heat energy is used in the vaporization process.
The boiling point of a liquid is directly affected by
pressure. By changing pressure, we can control
the boiling point and temperature at which a
vapor will condense. When a liquid is heated and
vaporizes, the gas will absorb heat without
changing pressure. This gas is in a superheated
condition.
• Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air is attracted to a cooler object.
Usually the moisture in the cooled air will con-
dense on the cooler object.
• Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
refrigerant.
M09010 6/97 Air Conditioning System
for HFC 134a Refrigerant
THE REFRIGERATION CYCLE
In an air conditioning system, the refrigerant is circu-
lated under pressure through the five major compo-
nents in a closed circuit. At these points in the system,
the refrigerant undergoes predetermined pressure and
temperature changes.
The compressor (refrigerant pump) takes in low pres-
sure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressurizes
the heat laden refrigerant and forces it through the
discharge valve (high side) on to the condenser.
Ambient air, passing through the condenser removes
the heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the filter-receiver
drier where impurities are filtered out, and moisture
removed. This component also serves as the tempo-
rary storage unit for the liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a low
temperature, low pressure liquid and saturated vapor.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator.
This causes the refrigerant to become cold. The hot,
humid air of the cab is pulled through the evaporator
by the evaporator blower. Since the refrigerant is
colder than the air, it absorbs the heat from the air
producing cool air which is pushed back into the cab.
The moisture in the air condenses upon movement into
the evaporator and drops into the drain pan from which
it drains out of the cab.
The cycle is completed when the heated low pressure
gas is again drawn into the compressor through the
suction side.
This simplified explanation of the principles of refrigera-
tion does not call attention to the fine points of refrig-
eration technology. Some of these will be covered in
the following discussions of the components, controls,
and techniques involved in preparing the unit for effi-
cient operation.
M9-3
AIR CONDITIONER SYSTEM
COMPONENTS
COMPRESSOR (Refrigerant Pump)
The compressor separates the low pressure and the
high pressure sides of the system. It concentrates the
refrigerant returning from the evaporator (low side)
creating a temperature much higher than the outside
air temperature. The high temperature differential be-
tween the refrigerant and the outside air is necessary
to aid rapid heat flow in the condenser from the hot
refrigerant gas to much cooler outside air.
To create high pressure concentration, the compres-
sor draws in refrigerant from the evaporator through
the suction valve and during compression strokes,
forces it out through the discharge valve to the con-
denser. The pressure from the compressor action
moves the refrigerant through the condenser, receiver-
drier and connecting hoses to the expansion valve.
The compressor is driven by the engine through a
v-belt driving an electrically operated clutch mounted
on the compressor drive shaft.
SERVICE VALVES
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing the
unit. A manifold gauge set is connected into the system
at the service valve ports and all procedures, such as
discharging, evacuating and charging the system, are
performed through the service valves.
CONDENSER
The condenser receives the high pressure, high-tem-
perature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling
of the refrigerant changes the vapor to liquid. Heat
exchange is accomplished using cooler air flowing
through the condenser. Condenser cooling can be with
ram air provided by vehicle movement and sometimes
aided by electric or hydraulic fans or by using the air
movement provided by the radiator fan.
Ram air condensers depend upon the vehicle move-
ment to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually lo-
cated in front of the radiator or on the roof of the truck.
M9-4 Air Conditioning System
for HFC 134a Refrigerant
Condensing of the refrigerant is the change of state of
the refrigerant from a vapor to a liquid. The action is
affected by the pressure of the refrigerant in the coil
and air flow through the condenser. Condensing pres-
sure in an A/C system is the controlled pressure of the
refrigerant which affects the temperature at which it
condenses to liquid, giving off large quantities of heat
in the process. The condensing point is sufficiently high
to create a wide temperature differential between the
hot refrigerant vapor and the air passing over the
condenser fins and tubes. This difference permits rapid
heat transfer from the refrigerant to ambient air.
RECEIVER-DRIER
The receiver-drier is an important part of the air condi-
tioning system. The drier receives the liquid refrigerant
from the condenser and removes any moisture and
foreign matter present which may have entered the
system. The receiver section of the tank is designed to
store extra refrigerant until it is needed by the evapo-
rator. The storage of this refrigerant is temporary and
is dependent on the demand of the expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers. Sometimes it is simply placed in a
metal mesh or wool felt bag. Filtering is accomplished
by a separate strainer screen on the pickup tube.
Some sytems may utilize an accumulator instead of a
receiver-drier. If an accumulator is used, an expansion
(fixed-orifice) tube is used instead of the thermostatic
expansion valve described below. When used, the
expansion tube is located inside the inlet tube of the
evaporator and is used to restrict, but still allow a
continuous flow of refrigerant to the evaporator coil.
THERMOSTATIC EXPANSION VALVE
The thermostatic expansion valve controls the amount
of refrigerant entering the evaporator coil. Both inter-
nally and externally equalized valves are used.
The expansion valve is located near the inlet of the
evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to the
evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the
M09010 6/97
valve is warm to hot high pressure liquid; exiting it is All or most of the liquid that did not change to vapor in
low pressure liquid and gas. The change to low pres- the expansion valve or connecting tubes boils (ex-
sure allows the flowing refrigerant to immediately begin pands) and vaporizes immediately in the evaporator,
changing to gas as it moves toward the evaporator. becoming very cold. As the process of heat loss from
the air to the evaporator coil surface is taking place,
The amount of refrigerant metered into the evaporator
any moisture (humidity) in the air condenses on the
varies with different heat loads. The valve modulates
cool outside surface of the evaporator coil and is
from wide open to the nearly closed position, seeking
drained off as water.
a point between for proper metering of the refrigerant.
At atmospheric pressure, refrigerant boils at a point
As the load increases, the valve responds by opening
lower than water freezes. Therefore, the temperature in
wider to allow more refrigerant to pass into the evapo-
the evaporator must be controlled so that the water
rator. As the load decreases, the valve reacts and
collecting on the coil surface does not freeze on and
allows less refrigerant into the evaporator. It is this
between the fins and restrict air flow. The evaporator
controlling action that provides the proper pressure
temperature is controlled through pressure inside the
and temperature control in the evaporator.
evaporator, and temperature and pressure at the outlet
The externally equalized expansion valve is controlled of the evaporator.
by both the temperature of the power element bulb and
the pressure of the liquid in the evaporator.
Some systems may use an internally equalized, block
type expansion valve. With this type valve, the refriger-
ant leaving the evaporator coil is also directed back
through the valve so the temperature of the refrigerant
is monitored internally rather than by a remote sensing
bulb.
NOTE: It is important that the sensing bulb, if present,
is tight against the output line and protected from
ambient temperatures with insulation tape.

EVAPORATOR
The evaporator cools and dehumidifies the air before
it enters the cab. Cooling a large area requires that
large volumes of air be passed through the evaporator
coil for heat exchange. Therefore, a blower becomes
a vital part of the evaporator assembly. It not only draws
heat laden air into the evaporator, but also forces this
air over the evaporator fins and coils where the heat is
surrendered to the refrigerant. The blower forces the
cooled air out of the evaporator into the cab.
Heat exchange, as explained under condenser opera-
tion, depends upon a temperature differential of the air
and the refrigerant. The greater the temperature differ-
ential, the greater will be the amount of heat exchanged
between the air and the refrigerant. A high heat load
condition, as is generally encountered when the air
conditioning system is turned on, will allow rapid heat
transfer between the air and the cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.

M09010 6/97 Air Conditioning System M9-5

for HFC 134a Refrigerant
ELECTRICAL CIRCUIT
The air conditioner’s electrical circuit is fed from an
accessory circuit and is fused with a 30-ampere fuse
or circuit breaker.
The blower control is a switch which provides a range
of blower speeds from fast to slow. When the blower
switch is turned on, current is fed to the thermostat.
Once the blower is turned on, fan speeds may be
changed without affecting the thermostat sensing
level.
The thermostat reacts to changing temperatures which
cause electrical contacts to open and close. The
thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the
crankshaft to turn which starts the refrigeration cycle.
When the temperature of the evaporator coil drops to
a predetermined point, the contacts open and the
clutch disengages.
When the clutch is disengaged, the blower remains at
the set speed. After the evaporator temperature rises
about twelve degrees above the cutout point, the con-
tacts in the thermostat close and the refrigeration cycle
resumes.
THERMOSTAT
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control of
the cab. The clutch is controlled by a thermostat in the
evaporator which is set initially by the driver to a pre-
determined point. Coil temperature is then maintained
by the cycling action of the clutch.
The thermostat is simply a thermal device which con-
trols an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have a
positive OFF position as a means to turn the clutch OFF
regardless of temperature.
The bellows type thermostat has a capillary tube con-
nected to it which is filled with refrigerant. The capillary
tube is attached to the bellows inside of the thermostat.
Expansion of the gases inside the capillary tube exerts
pressure on the bellows, which in turn closes the con-
tacts at a predetermined temperature.
M9-6 Air Conditioning System
for HFC 134a Refrigerant
COMPRESSOR CLUTCH
An electromagnetic clutch is used in conjunction with
the thermostat to disengage the compressor when it is
not needed, such as when a defrost cycle is indicated
in the evaporator, or when the system is turned off.
The stationary field clutch is the most desirable type
since it has fewer parts to wear out. The field is mounted
to the compressor by mechanical means depending
on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The arma-
ture is mounted on the compressor crankshaft.
When no current is fed to the field, there is no magnetic
force applied to the clutch and the rotor is free to rotate
on the armature, which remains stationary on the
crankshaft.
When the thermostat or switch is closed, current is fed
to the field. This sets up a magnetic force between the
field and armature, pulling it into the rotor. When the
armature becomes engaged with the rotor, the com-
plete unit rotates while the field remains stationary. This
causes the compressor crankshaft to turn, starting the
refrigeration cycle.
When the switch or thermostat is opened, current is cut
off. The armature snaps back out and stops while the
rotor continues to turn. Pumping action of the com-
pressor is stopped until current is again applied to the
field. In addition, safety switches in the compressor
clutch electrical circuit control clutch operation, disen-
gaging the clutch if system pressures are abnormal.
SAFETY SWITCHES
Trinary Switch
The Trinary switch performs three distinct functions
to monitor and control refrigerant pressure in the sys-
tem. This switch is installed between the condenser
and expansion valve, usually on the receiver-drier. The
switch functions are:
The low-pressure switch prevents compressor
operation if the refrigerant has been lost or the
ambient temperature is too low. Low ambient
temperature results in very low system pressure.
The mid-range function actuates the engine fan
clutch if installed.
The high-range pressure function disengages
the compressor clutch if system pressure is too
high.
The switch functions will automatically reset when sys-
tem pressure returns to normal.
M09010 6/97
SYSTEM SERVICING
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors involved
in the R-134a refrigerant quality and quantity in an air
conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration when
anything causes this pressurized, sealed condition to
change. The following warnings are provided here to
alert service personnel to their importance BEFORE
learning the correct procedures. Read, remember, and
observe each warning before beginning actual system
servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type refrigerant only, to prevent cross contamination.
Ensure sufficient ventilation whenever refrigerant
is being discharged from a system, keeping in
mind refrigerant is heavier than air and will seek
low areas of shop.
When exposed to flames or sparks, the compo-
nents of refrigerant change and become deadly
phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in area
where refrigerant is used or stored.
Never direct steam cleaning hose or torch in direct
contact with components in the air conditioning
system. Localized heat can raise the pressure to a
dangerous level.
Do not heat or store refrigerant containers above
120° F (49° C).
Do not flush or pressure test the system using shop
air or another compressed air source. Certain mix-
tures of air and R-134a refrigerant are combustible
when slightly pressurized. Shop air supplies also
contain moisture and other contaminants that
could damage system components.

R-134a Refrigerant Containers

Federal regulations prohibit venting R-12 and Two basic, readily available containers are used to
R134a refrigerant into the atmosphere. An SAE and store R-134a: the 30 or 60 pound bulk canisters (Figure
UL approved recovery/recycle station must be 9-2).
used to remove refrigerant from the AC system.
Always read the container label to verify the contents
Refrigerant is stored in a container on the unit for
are correct for the system being serviced. Note the
recycling, reclaiming, or transporting. In addition,
containers for R-134a are painted light blue.
technicians servicing AC sytems must be certified
they have been properly trained to service the
system.
Although accidental release of refrigerant is a re-
mote possibility when proper procedures are fol-
lowed, the following warnings must be observed
when servicing AC systems:
Provide appropriate protection for your eyes (gog-
gles or face shield) when working around refriger-
ant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise ex-
treme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
FIGURE 9-2. R-134a CONTAINERS
your eye, flood the eye immediately with cool water
and seek medical attention as soon as possible. 1. 30 Pound Cylinder 2. 60 Pound Cylinder

M09010 6/97 Air Conditioning System M9-7

for HFC 134a Refrigerant
SERVICE TOOLS AND EQUIPMENT
RECOVERY/RECYCLE STATION
Mixing different types of refrigerant will damage

to each type of refrigerant processing to avoid

equipment damage.

or manufacturing facilities.
Test equipment is available to confirm the refrigerant
in the system is actually the type intended for the
‘‘re-claimed
system and has not been contaminated by a mixture
which leaves it as pure as new, but requires equipment
of refrigerant types.
normally too expensive for all but the largest refrigera
tion shops. Recycle equipment must meet certain standards as
published by the Society of Automotive Engineers and
Equipment is also available to just remove or extract
carry a UL approved label. The basic principals of
the refrigerant. Extraction equipment does not clean
operation remain the same for all machines, even if the
the refrigerant - it is used to recover the refrigerant from
details of operation differ somewhat.
an AC system prior to servicing.
To accomplish this, the recovery/recycle station sepa- LEAK DETECTOR
rates the oil from the refrigerant and filters the refriger-
ant multiple times to reduce moisture, acidity, and
particulate matter found in a used refrigerant.

use only with R-12 or only with R-134a, while other

models are suitable for use with either.

FIGURE 9-3. RECOVERY/RECYCLE STATION

FIGURE 9-4. TYPICAL ELECTRONIC LEAK
DETECTOR

M9-8 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
 FIGURE 9-5. R-134a SERVICE VALVE
1. System Service Port 3. Service Hose
Fitting Connection
2. Quick Connect

SERVICE VALVES VACUUM PUMP

Because an air conditioning system is a sealed system, The vacuum pump (Figure 9-6) is used to completely
evacuate all of the refrigerant, air, and moisture from
enable diagnostic tests, system charging or evacu-
- the system to the point where water turns to a vapor
fold gauge set to the compressor service valves (boils) and together with all air and refrigerant is with
drawn (pumped) from the system. Normally the vac-
New and unique service hose fittings (Figure 9-5) have
lost its refrigerant charge.
been specified for R-134a systems. Their purpose is to
-
cants with R-12 based systems. The service ports on

threads. They do contain a Schrader type valve. The

low side fitting has a smaller diameter than the high side

Protective caps are provided for each service valve.

When not being used these caps should be in place to

valves.

M09010 6/97 Air Conditioning System

for HFC 134a Refrigerant
MANIFOLD GAUGE SET

type hand valves to control access to the system, two

gauges and three hoses. The gauges are used to read

are for access to the inside of an air conditioner, to

remove air and moisture, and to put in, or remove,

within 12 inches of the hose end(s) to minimize refrig-

A gauge set for R-134a will have a blue hose with a

black stripe for the low side, a red hose with a black

stripe for the utility (center) hose. The hoses use a 1/2
in. ACME female nut on the gauge end. Special quick

shutoff valve on the high and low side hoses. The free
end of the center hose contains a 1/2 in. ACME female FIGURE 9-7. MANIFOLD GAUGE SET

end. These special hoses and fittings are designed to

minimize refrigerant loss and to preclude putting the Low Side Gauge
The Low Side Gauge, registers both vacuum and pres-

to 30 inches of mercury (in. Hg). The pressure side of

NOTE: When hose replacement becomes necessary, the scale is calibrated to 150 psi.
the new hoses must be marked ‘‘SAE J2916 R-134a’’.

Functions of the manifold gauge set are included in

many of the commercially available recovery or recov
ery/recycle stations.
Never open the hand valve to the high side at
anytime when the air conditioning system is oper-
ating. High side pressure, if allowed, may rupture
charging containers and potentially cause per-
sonal injury.

High Side Gauge

The High Side Gauge is used to measure pressure only
on the discharge side of the compressor. The scale is
calibrated from 0 to 500 psi.

M9-10 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
INSTALLING MANIFOLD GAUGE SET
Before attempting to service the air conditioning sys-
tem, a visual inspection of both the engine and system
components is recommended. Particular attention
should be paid to the belts, hoses, tubing and all
attaching hardware plus the radiator cap, fan clutch,
and thermostat. Inspect both the condenser and the
radiator for any obstructions or potential contamina-
tion. Minimize all the possibilities for error or malfunc-
tion of components in the air conditioning system.

Shut off engine. DO NOT attempt to connect serv-

icing equipment when the engine is running.

1. Be sure all valves on the manifold are closed all

the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service FIGURE 9-8. SERVICE HOSE HOOK-UP
fittings and remove their protective caps.
4. Connect the two service hoses from the manifold
to the correct service valves on the compressor
as shown in Figure 9-8. (High side to compressor
discharge valve and low side to compressor suc-
tion side.) Do not open service valves at this time.

This gauge hook-up process will be the same, regard-

less of the gauge set being installed. Whether it is a
recovery station or individual gauges, the connections
are the same. The procedures performed next will vary
depending what type of equipment is being used. If a
recovery/recycling station is being used, complete
servicing can be accomplished. Using only a set of
gauges will limit the servicing to only adding refrigerant
or observing pressures.

Air Conditioning System M9-11

Purging Air From Service Hoses
The purpose of this procedure is to remove all the air
Environmental regulations require that all service
hoses have a shutoff valve within 12 inches of the
a minimal amount of refrigerant is lost to the atmos-
disconnect and shutoff valve on the high and low sides.
The center hose also requires a valve.
-
nected to recovery or recycle equipment. With the
hoses connected to the high and low sides of the
system, we can begin the purging. The manifold valves
vacuum pump will now pull any air or moisture out of
the center hose. This will require only a few minutes of
a vacuum and this will not require a lengthy process.
Closing the valve will then insure the hose is purged. It
FIGURE 9-9. PURGING SYSTEM
M9-12 Air Conditioning System
for HFC 134a Refrigerant
Adding Refrigerant to the System
(without a charging station)
After determining that the system is low and requires
additional refrigerant perform the following proce
dures.
1. Connect the center hose from the manifold gauge
-
tainer.
RPM and then turn on the air conditioning.
3. Open the refrigerant dispensing valve on the con
tainer and then the low pressure hand valve on the
manifold. This will allow the refrigerant to enter the
side of the compressor. The compressor will pull
refrigerant into the system.
in the normal range. Gauge readings will fluctuate
as the compressor cycles on and off.
Low side 15 - 30 PSI
High side 170 - 300 PSI
M09010 6/97
 5. When the gauges show a normal reading, close
the hand valve on the refrigerant container.
Stabilizing the AC System
During this stabilization period, do not open hand
valves on manifold for any reason. Equipment dam-
age and personal injury may result.
1. Start the engine and return to an idle speed of 1200
to 1500 RPM. Turn on the air conditioner.
2. After a performance check of the control functions,
blower speeds and air flow, set the AC system
controls to maximum cooling and blower speed
on high. All windows must be closed. If the cab
temperature is hot, open the windows long
enough to allow the hot air to move out of the cab.
3. Run the engine and air conditioner about 5 minutes
for the system to stabilize.
4. If the humidity is high it will be necessary to place
a fan in front of the AC condenser to help the air
flow across the condenser. This helps to stabilize
the system by simulating normal operating condi-
tions.
5. It is then possible to observe the gauge readings
and the temperature coming out of the air ducts
with a thermometer.
NOTE: If low refrigerant is indicated by lower than
normal pressure readings, add refrigerant to enable
adequate system testing.
Adding Refrigerant and Stabilizing the System
(with a recovery/recycling station)
When using a recovery/recycling station the procedure
is the same as previously described. The difference is
that instead of just opening the refrigerant container
the refrigerant should be added 0.5 to 1 pound at a
time. After each instance of adding the refrigerant,
pause long enough to observe the gauge reading to
determine if the system is full. Again using the pres-
sures that were mentioned above.
M09010 6/97 Air Conditioning System
for HFC 134a Refrigerant
Do not open high side hand valve. High side sys-
tem pressure is greater than refrigerant container.
Serious personal injury may result if the container
explodes.
Use hand valve to regulate low side reading during
charging. DO NOT EXCEED 40 psi maximum.
Exceeding this pressure may cause compressor
failure.
RECOVERING AND RECYCLING THE
REFRIGERANT
Draining the Oil from the Previous Recovery Cycle
1. Place the power switch and the controller on the
recovery unit in the OFF position.
2. Plug in the recovery station to the correct power
source.
3. Drain the recovered oil through the valve marked
OIL DRAIN on the front of the machine.
4. Place the controller knob in the ON position. The
low pressure gauge will show a rise.
5. Immediately switch to the OFF position and allow
the pressure to stabilize. If the pressure does not
rise to between 5 psi and 10 psi, switch the con-
troller ON and OFF again.
6. When the pressure reaches 5 to 10 psi, open the
OIL DRAIN valve, collect oil in an appropriate
container, and dispose of container as indicated
by local, state or Federal Regulation. THE OIL IS
NOT REUSABLE, DUE TO CONTAMINANTS AB-
SORBED DURING ITS PREVIOUS USE.
Performing the Recovery Cycle
1. Be sure the equipment being used is designed for
the refrigerant you intend to recover.
2. Observe the sight glass oil level. Having drained
it, it should be zero.
3. Check the cylinder refrigerant level before begin-
ning recovery to make sure you have enough
capacity.
4. Confirm that all shut-off valves are closed before
connecting to the AC system.
5. Attach the appropriate hoses to the system being
recovered.
M9-13
 6. Start the recovery process by operating the equip- Evacuating the System
ment as per the manufacturer’s instructions.
1. Attach the high and low side hoses to the appro-
7. Continue extraction until a vacuum exists in the AC priate connections.
system.
2. Start the vacuum pump and run it for five minutes.
8. If an abnormal amount of time elapses after the
3. Check the gauge readings for five minutes. If the
system reaches 0 psi and does not drop steadily
gauge needle moves up, the system is not sealed.
into the vacuum range, close the manifold valves
The vacuum that was just created did not hold, air
and check the system pressure. If it rises to 0 psi
and moisture are being sucked into the system by
and stops, there is a major leak.
that same vacuum.
9. Check the system pressure after the recovery
4. Tighten any loose connections. Re-start the pump,
equipment stops. After five minutes, system pres-
and open the hand valves on the gauges again.
sure should not rise above ‘‘0’’ gauge pressure. If
Repeat the vacuum test.
the pressure continues to rise, restart and begin
the recovery sequence again. This cycle should 5. If the leak has been repaired, run the vacuum
continue until the system is void of refrigerant. pump for at least an hour to remove any moisture
from the system.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The The moisture must turn to gas before the pump can pull
amount of oil that was lost during the recovery it out. The moisture takes time to boil away, so that it
cycle must be replaced back into the system). can be drawn out of the system. The vacuum pump can
draw most of the air out quickly, but a deep vacuum
11. Mark the cylinder with a RECOVERED (red) mag-
requires more time; the deeper the vacuum the more
netic label to reduce the chance of charging a
time required.
system with contaminated refrigerant. Record the
amount of refrigerant recovered.

Charging the AC System

Performing the Recycling Procedure
The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous loop
design and cleans the refrigerant rapidly. Follow equip-
ment manufacturer’s instructions for this procedure.
When adding a full charge of refrigerant, it is possible
to put it in as a gas or as a liquid. Adding refrigerant as
a liquid is faster but can damage the compressor if not
done correctly. The procedure used, and where the
refrigerant is added in the AC system makes a differ-
ence. When using refrigerant as a liquid, never add
more than two thirds of system requirements as a
liquid. Finish charging the system using gas.

Evacuating and Charging the AC System

Evacuate the system once the air conditioner compo-
nents are repaired or replacement parts are secured,
and the AC system is reassembled. Evacuation re-
moves air and moisture from the system. Then, the AC
system is ready for the charging process, which adds
new refrigerant to the system.

M9-14 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
SYSTEM PERFORMANCE TEST
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Start engine and operate at 1200 to 1500 RPM.
2. Place fan in front of condenser to simulate normal
ram air flow and allow system to stablize.
3. Place a thermometer in air conditioning vent clos-
est to evaporator.
4. Evaluate the readings obtained from the gauges
to see if they match the readings for the ambient
temperature.
As preliminary steps to begin checkout of the system,
perform the following:
1. Close all windows and doors to the cab.
2. Set air conditioning system at maximum cooling
and blower speed operation.
3. Readings on the two manifold gauges should be
within normal range, adjust for ambient tempera-
ture.
4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
temperature for the ambient temperature and
gauge readings obtained.
5. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for even
temperatures, if outlet is cooler than inlet, a re-
striction is indicated.
Use extreme caution when placing hands on high
side components and hoses. Under certain condi-
tions these items can be extremely hot.
6. Feel the hoses and components on the low side.
They should be cool to the touch. Check connec-
tions near the expansion valve, inlet side should
be warm and cold-cool on the outlet side.
7. If these conditions are met, the system is consid-
ered normal. Shut down engine. Remove gauges
and install the caps on the service valves.
Air Conditioning System
SYSTEM LEAK TESTING
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting from im-
proper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh re-
frigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley spin-
ning can also cause the problem. When the system is
operated and lubricant wets the seal, the leak may stop.
Such leaks can often be located visually, or by feeling
with your fingers around the shaft for traces of oil. (The
R-134a itself is invisible, odorless, and leaves no trace
when it leaks, but has a great affinity for refrigerant oil.)
A second common place for leaks is the nylon and
rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used should
be visually and physically examined. Moving your fin-
gers along the bottom of the condenser and evapora-
tor, particularly near the drain hole for the condensate
will quickly indicate the condition of the evaporator.
Any trace of fresh oil here is a clear indication of a leak.
Usually, a 50% charged system is enough to find most
leaks. If the system is empty, connect the manifold
gauge set to the system and charge at least one (1) lb.
of refrigerant into the system.
Use extreme caution leak testing a system while
the engine is running.
In its natural state, refrigerant is a harmless, color-
less gas, but when combined with an open flame,
it will generate toxic fumes (phosgene gas), which
can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will move
down when it leaks. Apply pickup hose or test probe
on the undersurface of all components to locate leak.
Electronic leak detector
(Refer to Figure 9-4). As the test probe is moved into
an area where traces of refrigerant are present, a visual
or audible announcement indicates a leak. Audible
units usually change tone or speed as intensity
changes.
M9-15
Tracer dyes
Tracer dyes are available that can be added to the
system as refrigerant is added. The system is then
operated to thoroughly circulate the dye. As refrigerant
escapes, it leaves a trace of the dye at the point of
leakage, which is then detected using an ultraviolet
light (‘‘black light’’), revealing a bright fluorescent glow.
Soap and water
Soap and water can be mixed together and applied to
system components. Bubbles will appear to pinpoint
the specific location of leaks.
After determining the location or source of leak(s),
repair or replace leaking component(s).
NOTE: The length of the hose will affect the refrigerant
capacity. When replacing hoses, always use the same
hose length, if possible.
Before system assembly, check the compressor oil
level and fill to manufacturer specifications.
M9-16 Air Conditioning System
for HFC 134a Refrigerant
SYSTEM REPAIR
The following service and repair procedures are not
any different than typical vehicle service work. How-
ever, AC system components are made of soft metals
(copper, aluminum, brass, etc.). Comments and tips
that follow will make the job easier and reduce unnec-
essary component replacement.
All of the service procedures described are only
performed after the system has been discharged.
Never use any lubricant or joint compound to
lubricate or seal any AC connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings or components and lubricant containers until
connected and as soon as they are disconnected.
Keep all connections clean (also caps and plugs
used) so debris can’t enter accidentally.
Hoses and Fittings
When replacing hoses, be sure to use the same type
and ID hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, be
sure these are in position or secured.
Lines
Always use two wrenches when disconnecting or con-
necting AC fittings attached to metal lines. You are
working with copper and aluminum tubing which can
kink or break easily. Tube O-ring type fittings require
only 18 ft. lbs. (24.4 N.m) of torque for correct sealing.
When grommets or clamps are used to prevent line
vibration, be certain these are in place and secured.
Expansion Valve
When removing the expansion valve from the system,
remove the insulation, clean the area and disconnect
the line from the receiver-drier. Detach the capillary
(bulb) and external equalizer tube (if present) from their
mounting locations. Remove the expansion valve from
the evaporator inlet. Expansion valve service is limited
to cleaning or replacing the filter screen. If this is not
the problem, replace the valve. Secure the capillary
and equalizer, if used, to clean surfaces and replace or
attach any insulating material.
M09010 6/97
Receiver-Drier Sometimes it may be necessary to use shims or en-
large the slots in the compressor mounting bracket to
The receiver-drier can not be serviced or repaired. It
achieve proper alignment.
should be replaced whenever the system is opened for
any service. If the receiver-drier has a pressure switch Excessive clutch plate wear is caused by the plate
to control the clutch, it should be removed and installed rubbing on the clutch pulley when the clutch is not
on the new unit. engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
Thermostat between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal air
A thermostat can be stuck open or closed due to
gap between the clutch pulley and the clutch plate is
contact point wear or fusion. The thermostat tempera-
0.022 to 0.057 in. If the gap is too wide, the magnetic
ture sensing element (capillary tube) may be broken or
field created when the clutch coil is energized will not
kinked closed and therefore unable to sense evapora-
be strong enough to pull and lock the clutch plate to
tor temperature.
the clutch pulley.
When thermostat contact points are stuck open or the
sensing element can not sense temperature in the Compressor
evaporator, the clutch will not engage (no AC system
The compressor can fail due to shaft seal leaks (no
operation). Causes are a loss of charge in the capillary
refrigerant in the system), defective valve plates, bear-
tube or a kink, burned thermostat contact or just no
ings, other internal parts or problems associated with
contact. When troubleshooting, bypass the thermostat
high or low pressure, heat or lack of lubrication. Be sure
by hot wiring the clutch coil with a fused lead. If the
the compressor is securely mounted and the clutch
clutch engages, replace the thermostat.
pulley is properly aligned with the drive pulley.
Thermostat contact points may be fused (burned)
Use a mechanic’s stethoscope to listen for noises
closed and the clutch will not disengage. Causes are a
inside the compressor.
faulty switch that could be due to fatigue. The thermo-
stat must be replaced. When the clutch will not disen-
CHECKING COMPRESSOR OIL LEVEL
gage you may also note that condensate has frozen on
the evaporator fins and blocked air flow. There will also Every air conditioning system and compressor de-
be below normal pressure on the low side of the pends on refrigeration oil for lubrication and safe op-
system. Side effects can be compressor damage eration.
caused by oil accumulation (refrigeration oil tends to
Refrigerant oil is a synthetic oil very susceptible to high
accumulate at the coolest spot inside the system) and
levels of water absorbtion. Always be sure the oil is an
lower than normal suction pressure that can starve the
approved type for use in the air conditioner compres-
compressor of oil.
sor.
Clutch Refrigerant oil, under normal circumstances inside the
sealed system, cannot go anywhere, and there is no
Clutch problems include electrical failure in the clutch
need to check the oil at such times. Always keep a cap
coil or lead wire, clutch pulley bearing failure, worn or
on an oil container except when in use. Moisture is
warped clutch plate or loss of clutch plate spring tem-
quickly absorbed by the oil.
per. Defective clutch assembly parts may be replaced
or the whole assembly replaced. If the clutch shows Whenever a system is opened for service, the com-
obvious signs of excessive heat damage, replace the pressor oil level should be checked and clean refrig-
whole assembly. eration oil added as required by the manufacturer’s
specifications (usually located on compressor).
The fast way to check electrical failure in the lead wire
or clutch coil is to hot wire the coil with a fused lead.
This procedure enables you to bypass clutch circuit
control devices.
Clutch pulley bearing failure is indicated by bearing
noise when the AC system is off or the clutch is not
engaged. Premature bearing failure may be caused by
poor alignment of the clutch and clutch drive pulley.

M09010 6/97 Air Conditioning System M9-17

for HFC 134a Refrigerant
EVACUATING THE SYSTEM
Evacuating the complete air conditioning system is
required in all new system installations, and when
repairs are made on systems requiring a component
replacement (system opened), or a major loss of refrig-
erant has occurred. All these conditions will require that
a vacuum be pulled using a vacuum pump that com-
pletely removes any moisture from the system. Once
properly evacuated, the system can be recharged
again.
Using a pump to create a vacuum in the air condition-
ing system effectively vaporizes any moisture, allowing
the water vapor to be easily drawn out by the pump.
The pump does this by reducing the point at which
water boils (212°F at sea level with 14.7 psi). In a
vacuum, water will boil at a lower temperature depend-
ing upon how much of a vacuum is created.
As an example, if the ambient air outside the truck is
75°F at sea level, by creating a vacuum in the system
so that the pressure is below that of the outside air (in
this case, at least 29.5 inches of vacuum is needed),
the boiling point of water will be lowered to 72°F. Thus
any moisture in the system will vaporize and be drawn
out by the pump if the pump is run for approximately
an hour. The following steps indicate the proper pro-
cedure for evacuating all moisture from the heavy duty FIGURE 9-10. VACUUM PUMP HOOKUP
air conditioning systems.
1. Low Pressure Hand Valve 3. Vacuum Pump
2. High Pressure Hand Valve

4. Observe gauge reading and wait 10 minutes.

Reading should not vary more than 1-2 in. hg.
Do not use the air conditioning compressor as a
After waiting, if more vacuum is lost than this, a
vacuum pump or the compressor will be damaged.
serious leak is indicated and the system must be
recharged, leak tested, repaired and evacuated.
NOTE: Lower the vacuum requirement one inch for
5. Turn on pump, open hand valves and continue
every 1000 feet above sea level at your location.
evacuation for at least one hour.
NOTE: If system has excessive amounts of moisture,
1. With the manifold gauge set still connected (after
60 minutes evacuation may not be sufficient since the
discharging the system), connect the center hose
water must turn to a vapor to be drawn out of the
to the inlet fitting of the vacuum pump as shown
system. If it has been verified that no system leaks exist
in Figure 9-10. Then open the low side hand valves
and gauge readings increase after 1 hour, extend the
to maximum.
evacuation time to ensure total moisture removal.
2. Open the discharge valve on the vacuum pump or
remove the dust cap from the discharge outlet.
6. Close the manifold hand valves and turn off vac-
Turn the pump on and watch the low side gauge.
uum pump, watching the low side gauge reading.
The pump should pull the system into a vacuum
If vacuum remains for a few minutes, the system
(if not, the system has a leak).
is ready for charging.
3. Run the pump for five minutes and close the hand
NOTE: If using a recycling and charging machine, the
valves and shut off the pump.
vacuum pump is built into the unit. Separate hook-up
is not required.

M9-18 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
 TROUBLESHOOTING
PRE-DIAGNOSIS CHECKS System Ducts and Doors - Check the ducts and
doors for proper function.
If the system indicates Insufficient cooling, or no cool-
ing, the following points should be checked before Refrigerant Charge - Make sure system is prop-
proceeding with the system diagnosis procedures. erly charged with the correct amount of refriger-
ant.
NOTE: If the truck being serviced is a Model 930E, be
certain the Rest Switch in the cab is ON. Place the GF
PRELIMINARY STEPS
Cutout Switch in the CUTOUT position. (Refer to Fig.
3-1, Page E3-2, Propulsion System, for switch loca- The following steps outline the correct procedures
tion.) necessary to prepare the truck and the system for
testing and diagnosis:
PREPARING FOR DIAGNOSIS
1. Correctly connect the manifold gauge set to the
Successfully servicing an air conditioning system, be- system. Refer to the connection and purging pro-
yond the basic procedures outlined in the previous cedures outlined in this section.
section, requires additional knowledge of system test-
2. Run the engine with the air conditioning system on
ing and diagnosis.
for five to ten minutes to stabilize the system.
A good working knowledge of the manifold gauge set
3. With the engine and the system at normal operat-
is required to correctly test and diagnose an air condi-
ing temperature, conduct a Performance Test as
tioning system. An accurate testing sequence is usually
outlined in this section.
the quickest way to diagnose an internal problem.
When correctly done, diagnosis becomes an accurate
SYSTEM PERFORMANCE TEST
procedure rather than guesswork.
This test is performed to establish the condition of all
Compressor Belt - Must be tight, and aligned.
components in the system. Observe these conditions
Compressor Clutch - The clutch must engage. If during testing:
it does not, check fuses, wiring, and switches.
1. Start engine and operate at 1200 to 1500 RPM.
Oil Leaks - Inspect all connection or components
2. Place fan in front of condenser to simulate normal
for refrigeration oil leaks (especially in the area
ram air flow and allow system to stablize.
of the compressor shaft). A leak indicates a
refrigerant leak. 3. Place a thermometer in air conditioning vent clos-
est to evaporator.
Electrical Check - Check all wires and connec-
tions for possible open circuits or shorts. Check 4. Evaluate the readings obtained from the gauges
all system fuses. to see if they match the readings for the ambient
temperature.
Note: Some systems use different safety devices in the
compressor circuit to protect the compressor. Check As preliminary steps to begin checkout of the system,
the thermal fuse, the low pressure cutout switch, high perform the following:
pressure cutout switch or trinary pressure switch if
1. Close all windows and doors to the cab.
equipped.
2. Set air conditioning system at maximum cooling
Cooling System - Check for correct cooling sys-
and blower speed operation.
tem operation. Inspect the radiator hoses, heater
hoses, clamps, belts, water pump, thermostat 3. Readings on the two manifold gauges should be
and radiator for condition or proper operation. within normal range, adjust for ambient tempera-
ture.
Radiator Shutters - Inspect for correct operation
and controls, if equipped. 4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
Fan and Shroud - Check for proper operation of
temperature for the ambient temperature and
fan clutch. Check installation of fan and shroud.
gauge readings obtained.
Heater/Water Valve - Check for malfunction or
leaking.

M09010 6/97 Air Conditioning System M9-19

for HFC 134a Refrigerant
 5. Carefully feel the hoses and components on the DIAGNOSIS OF GAUGE READINGS & SYSTEM
high side. All should be warm-hot to the touch. PERFORMANCE
Check the inlet and outlet of receiver-drier for even
The following Troubleshooting Chart lists typical mal-
temperatures, if outlet is cooler than inlet, a re-
functions encountered in air conditioning systems. In-
striction is indicated.
dications and or problems may differ from one system
to the next. Read all applicable situations, service pro-
cedures, and explanations to gain a full understanding
of the system malfunction. Refer to information listed
under ‘‘Suggested Corrective Action’’ for service pro-
Use extreme caution when placing hands on high cedures.
side components and hoses. Under certain condi-
tions these items can be extremely hot.
6. Feel the hoses and components on the low side.
They should be cool to the touch. Check connec-
tions near the expansion valve, inlet side should
be warm and cold-cool on the outlet side.
7. If these conditions are met, the system is consid-
ered normal. Shut down engine. Remove gauges
and install the caps on the service valves.

M9-20 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
 -- -- -- TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS -- -- --
Possible Causes Suggested Corrective Action

TROUBLE: Insufficient Cooling

Indications:
Low side pressure LOW.
High Side Pressure LOW.
Discharge air is only slightly cool.

Low refrigerant charge, causing pressures to be

slightly lower than normal. Check for leaks by performing leak test.

No Leaks Found:
1. Charge System
2. Performance Test System

Leaks Found:

1. If a leak is present at a connection, tighten the

connection, then add refrigerant as required.
2. If a system component needs to be replaced, re-
cover all refrigerant from the system. Replace
the defective part, then check the compressor
oil level; refill compressor oil as necessary.
3. Evacuate system.
4. Charge system with new / recycled refrigerant.
5. Check A/C operation and do system
performance test.
TROUBLE: Little or No Cooling
Indications:
1. Add Refrigerant (make sure system has at least
Low side pressure VERY LOW
50% of its normal amount) and leak test system.
High side pressure VERY LOW
Discharge Air Warm 2. It may be necessary to use a jumper wire to en-
No bubbles observed in sight glass, able the compressor to operate, if the compres-
may show oil streaks. sor has shut down due to faulty pressure
sensing switch.
3. If a leak is present at a connection, tighten the
Pressure sensing switch may have compressor
connection, then add refrigerant as required.
clutch disengaged.
4. If a system component needs to be replaced, re-
Refrigerant excessively low; leak in system.
cover all refrigerant from the system. Replace
the defective part, then check the compressor
oil level; refill compressor oil as necessary.
5. Evacuate system.
6. Charge system with new / recycled refrigerant.
7. Check A/C operation and do system
performance test.

M09010 6/97 Air Conditioning System M9-21

for HFC 134a Refrigerant
Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure LOW.
High Side Pressure LOW.
Air from vents in the cab seems warm.
If there is a low pressure switch in the
system, it may have shut off the com-
pressor clutch.
Extremely low or no refrigerant in the system. There Check for leaks by performing leak test.
may be a leak in the system.
No Leaks Found:
1. Add refrigerant to the system (at least half of the
normal full charge amount).
2. Performance test system.

Leaks Found:
1. If a leak is present at a connection, tighten the
connection, then add refrigerant as required.
2. It may be necessary to use a jumper wire to en-
able the compressor to operate, if the compres-
sor has shut down due to faulty pressure
sensing switch.
3. If a system component needs to be replaced, re-
cover all refrigerant from the system. Replace
the defective part, then check the compressor
oil level; refill compressor oil as necessary.
4. Evacuate system.
5. Charge system with new / recycled refrigerant.
6. Check A/C operation and do system
performance test.

Air and/or Moisture in the System

Indications:
Repair Procedure:-
Gauge Reading- Low Side Normal
Test for leaks, especially around the compres-
High Side Normal
sor shaft seal area. When the leak is found,
Air and/or Moisture in the System
recover refrigerant from the system and repair
Gauge Reading- Low Side Normal
the leak. Replace the receiver-drier or accumula-
High Side Normal
tor because the desiccant may be saturated
Cause- Air and/or moisture in the system. with moisture. Check the compressor and re-
place any refrigerant oil lost due to leakage.
The air from the vents in the cab is only slightly
Evacuate and recharge the system with refriger-
cool. In a cycling type system with a thermo-
ant, then check AC operation and performance.
static switch, the switch may not cycle the
clutch on and off, so the low pressure gauge
will not fluctuate.

M9-22 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
Excessive Air and/or Moisture in the System
Indications:
Gauge Reading- Low Side High
High Side High Repair Procedure: Test for leaks, recover refriger-
Air from the vents in the cab is only ant from the system and repair the leak. De-
slightly cool. pending on the type of system, replace the
receiver-drier or accumulator. Check and re-
Cause- System contains excessive air and/or mois-
place any compressor oil lost due to leakage.
ture.
Evacuate and recharge the system, then check
AC operation and performance.

Expansion Valve Stuck or Plugged

Test
Gauge Reading- Low Side Low or Vac-
hand, or very carefully with a heat gun. Activate
system and watch to see if the low pressure
High Side High
Air from vents in the cab is only slightly
Next, carefully spray a little nitrogen, or any sub-
The expansion valve body is frosted or
or valve diaphragm. The low side gauge needle
sweating.
should drop and read at a lower (suction) pres
sure on the gauge. This indicates the valve was
the valve is stuck in the closed position, the filter part way open and that your action closed it.
screen is clogged (block expansion valves do not -
- phragm or capillary with your hand. If the low
zen at the expansion valve orifice, or the sensing
-
Repair Procedure
ble, perform the following test. If not then proceed to
screen (except block type valves). To do this, re-
-
nect the inlet hose fitting from the expansion

then reconnect the hose. Replace the receiver-

drier. Then evacuate and recharge the system

performance. If the expansion valve tests did

not cause the low pressure gauge needle to rise

did not correct the problem, the expansion

valve is defective. Follow the procedure for com
ponent replacement.

M09010 6/97 M9-23

for HFC 134a Refrigerant
Expansion Valve Stuck Open
Indications:
Test: Operate the AC system on it’s coldest setting
Gauge Reading- Low Side High
High Side Normal
Air from vents in cab is warm or only
slightly cool.
Cause- The expansion valve is stuck open and/or the
capillary tube (bulb) is not making proper contact
with the evaporator outlet tube. Liquid refrigerant
may be flooding the evaporator making it impossible
for the refrigerant to vaporize and absorb heat nor-
mally. In vehicles where the expansion valve sensing
bulb is accessible, check the capillary tube for
proper mounting and contact with the evaporator
outlet tube. Then perform the following test if the
valve is accessible. If it is not, proceed to the Repair
Procedure.
Repair Procedure: If the test did not result in
for a few minutes. Carefully spray a little nitro-
gen or other cold substance, on the capillary
tube coil (bulb) or head of the valve.
The low pressure (suction) side gauge needle
should now drop on the gauge. This indicates
the valve has closed and is not stuck open. Re-
peat the test, but first warm the valve dia-
phragm by warming with hands.
If the low side gauge shows a drop again, the
valve is not stuck. Clean the surfaces of the
evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened
to the evaporator outlet and covered with insula-
tion material. Operate the system and check
performance.
proper operation of the expansion valve, the
valve is defective and must be replaced. Re-
cover all refrigerant from the system and re-
place the expansion valve and the
receiver-drier. Evacuate and recharge the sys-
tem with refrigerant, then check AC operation
and performance.

System High Pressure Side Restriction

Indications:
Repair Procedure: After you locate the defective
Gauge Reading- Low Side Low
component containing the restriction, recover
High Side Normal to High
all of the refrigerant. Replace the defective com-
Air from vents in the cab is only slightly
ponent and the receiver-drier. Evacuate and re-
cool.
charge the system with refrigerant, then check
Look for sweat or frost on high side
AC operation and performance.
hoses and tubing, and frost appearing
right after the point of restriction.
The hose may be cool to the touch near
the restriction.
Cause- There could be a kink in a line, or other re-
striction in the high side of the system.

M9-24 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
Compressor Malfunction
Indications:
Repair Procedure: If the belt is worn or loose, re-
Gauge Reading- Low Side High
High Side Low
The compressor may be noisy when it
operates.
Cause- Defective reed valves or other compressor
components. If the compressor is not noisy, there
may be a worn or loose compressor clutch drive belt.
place or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant
must be recovered and the compressor disas-
sembled to the point that inspection can be per-
formed. Replace defective components or
replace the compressor. If particles of desic-
cant are found in the compressor, flushing of
the system will be required. It will also be neces-
sary to replace the receiver-drier. Always check
the oil level in the compressor, even if a new
unit has been installed. Rotary compressors
have a limited oil reservoir. Extra oil must be
added for all truck installations. Tighten all con-
nections and evacuate the system. Recharge
the air conditioner with refrigerant and check
the system operation and performance.

Condenser Malfunction or System Overcharge

Indications:
Repair Procedure: Inspect the condenser for dirt,
Gauge Reading- Low Side High
bugs or other debris and clean if necessary. Be
High Side High
sure the condenser is securely mounted and
The air from the vents in the cab may be
there is adequate clearance (about 1-1/2
warm.
inches) between it and the radiator. Check the
The high pressure hoses and lines will
radiator pressure cap and cooling system, in-
be very hot.
cluding the fan, fan clutch, drive belts and radia-
Check the engine cooling system com-
tor shutter assembly. Replace any defective
ponents, fan and drive belt, fan clutch
parts and then recheck the AC system opera-
operation, and the radiator shutter.
tion, gauge readings and performance.
Cause- The condenser is not functioning correctly or
If the problem continues, the system may be
there may be an overcharge of refrigerant inside the
overcharged. Recover the system refrigerant
system. Another possibility is lack of air flow through
slowly until low and high pressure gauges read
the condenser fins during testing. Engine cooling
below normal. Then add refrigerant until pres-
system component malfunction can cause high pres-
sures are normal. Add another quarter to half
sure by blocking air flow (radiator shutter) or not pro-
pound of refrigerant and recheck AC system op-
viding air flow (fan clutch) in sufficient quantity.
eration, gauge readings and performance.
If the gauge readings do not change, all of the
refrigerant should be recovered and the system
flushed. The condenser may be partially
blocked - replace condenser. Also replace the
receiver-drier or accumulator. Evacuate the sys-
tem and check operation and performance.

M09010 6/97 Air Conditioning System M9-25

for HFC 134a Refrigerant
Thermostatic Switch Malfunction
Indications:
Repair Procedure: Replace the thermostatic
Gauge Reading- Low Side Normal
switch. When removing the old thermostat, re-
High Side Normal
place it with one of the same type. Take care in
The low side gauge needle may fluctu-
removing and handling the thermostat and thin
ate in a very narrow range compared to
capillary tube attached to it. Do not kink or
a normal range.
break the tube.
The compressor clutch may be cycling
on and off more frequently than it should. Position the new thermostat capillary tube at or
The low side gauge needle may fluctu- close to the same location and seating depth
ate in an above normal range as the between the evaporator coil fins as the old one.
clutch cycles. This may be an indication Connect the electrical leads.
that the thermostat is set too high.
A new thermostat may have been in-
stalled incorrectly.

Cause- The thermostat switch is not functioning

properly or at all.

M9-26 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
 Preventive Maintenance Schedule for A/C System
Last Maintenance Check:________________________
Truck Serial Number: ____________________________
Name of Service per-
Site Unit Number: ______________________________

NOTE: Compressor should be run at least 5 minutes

Date:______________Hour Meter:_________________
(40°F minimum ambient temperature) every month, in
order to circulate oil and lubricate components.
Maintenance Interval
COMPONENT (months)
Maintenance Interval
3 6 12 Done COMPONENT (months)
1. COMPRESSOR 3 6 12 Done
Check noise level • 4. EXPANSION VALVE
Check clutch pulley • Inspect capillary tube •
(if used) (leakage/dam-
Check oil level • age/
Run system 5 min. • looseness)

Check belt tension • 5. EVAPORATOR

(80 - 100 lbs; V-belt) Clean dirt, bugs, •
Inspect shaft seal • leaves, etc. from fins
(leakage) (w/compressed air)

Check mounting • Check solder joints on •

bracket (tighten bolts) inlet/outlet tubes (leak-
age)
Check alignment of •
clutch w/crankshaft Inspect condensate •
pulley (within 0.06 in.) drain

Perform manifold • 6. OTHER Components

gauge check Check discharge lines •
Verify clutch is • (hot to touch)
engaging Check suction lines •
2. CONDENSER (cold to touch)
Clean dirt, bugs, • Inspect fittings/clamps •
leaves, etc. from coils & hoses
(w/compressed air) Check thermostatic •
Verify engine fan • switch for proper op-
clutch is engaging (if eration
installed) Outlets in cab: 40°F to •
Check inlet/outlet for • 50°F temperature
obstructions/damage (HMS trucks: 25°F to
35°F below ambient)
3. RECEIVER - DRIER
Inspect all wiring •
Check inlet line from • connections
condenser (should be
hot to touch) Operate all manual •
controls through full
Replace if system is • functions
opened

M09010 6/97 Air Conditioning System M9-27

for HFC 134a Refrigerant
 NOTES

M9-28 Air Conditioning System M09010 6/97

for HFC 134a Refrigerant
 PAYLOAD METER II
ON BOARD WEIGHING SYSTEM (OBWS)
INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3
LIGHTS, SWITCHES, and COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Calculation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Calculation of the Calibration Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Cycle data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Using the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Viewing the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Checking the Service Check Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Setting "UP:00". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Setting "PL:00" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Checking the Gt Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-15
Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-15
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16
SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Setting the Speed Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Setting The Machine I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Setting The Operator I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
Setting The Time and Date. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18

M20007 02/99 Payload Meter II M20-1

DOWNLOAD OF PAYLOAD AND FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
CHARTS OF ERROR CODES AND OTHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20 & 21
SERVICE CHECK MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22
Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22
UP Factor - Payload Calculation Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
PL Mode - Load Calculation Timing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
FINAL GEAR RATIO SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Replacing the Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
SUSPENSION PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
SCOREBOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Making Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Normal Operation of the Scoreboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
PAYLOAD METER BACK PANEL CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
AMP Pin Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
PAYLOAD METER II RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33

M20-2 Payload Meter II M20007 02/99

 PAYLOAD METER II
ON BOARD WEIGHING SYSTEM (OBWS)
GENERAL INFORMATION
The Payload Meter II On Board Weighing System
displays and records the payload weight along with
other operating information. The system consists of a
payload meter, pressure sensors, deck mounted lights
and an inclinometer.
The payload meter (Figure 20-1) uses the four suspen-
sion pressures and an inclinometer to determine the
load in the truck. The payload weight can be displayed
in short tons or metric tons.
There are three external deck-mounted lights on each
side of the truck. The lights indicate payload weight
divided into three separate stages. A forecast feature
will flash a deck mounted light predicting the payload
weight if the next bucket of material is dropped into the
body.
The payload meter stores in memory various operating
data. This data includes:
1) The payload, time, distance, and travel speed for
each cycle.
2) The date and time that the engine was started and
stopped.
3) The date and time of each fault that occurred or
was canceled.
4) The total payload and the overall number of cycles
for a specific time period.
This data is retained even when the power is switched
off. The stored data is backed up by an internal battery.
The data can be down loaded from the payload meter
to a personal computer when a communication cable
is connected to the port inside the cab.

FIGURE 20-1. PAYLOAD METER II

1. Display panel 7. Total/shift switch [TOTAL] [SFT]
2. Reception pilot lamp (Rx busy) 8. Light/increment switch [LIGHT] [INC]
3. Transmission pilot lamp (Tx busy) 9. Memory card
4. Memory card access lamp (CARD busy) 10. Cover
5. Mode switch [MODE] 11. Diagnostic/Download Port
6. Calibration/clear switch [CAL] [CLR]
WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)

M20007 02/99 Payload Meter II M20-3

LIGHTS, SWITCHES, and COMPONENTS
On The Face Of The Payload Meter
(Refer to Figure 20-1)
1. Display Panel 7. Total/Shift Switch
Digital display area for the data being recorded in Used to display payload and overall number of
memory. This will include items such as: cycles each time the load is dumped. Will display
Payload the error codes. This switch is also used with the
CALIBRATION/CLEAR switch to clear total pay-
Date & Time
load and overall number of cycles.
Cycles
8. Light/Increment Switch
Travel Distance
Used to change the digital increments or units for
Fault Codes and Warnings the various displays. Also used to adjust the
2. Reception Pilot Lamp (Rx Busy) brightness of the lights on the monitor display.
This light will illuminate for 3 seconds when the 9. Memory Card
system is powered up. It will then be lit whenever Used to receive data from the payload meter
the computer is communicating. memory to this card which can then be used to
3. Transmission Pilot Lamp (Tx Busy) transfer the data into a personal computer. This
enables the memory to be downloaded and saved
This light will illuminate for 3 seconds when the
when a personal computer is not available.
system is powered up. It will then be lit whenever
the memory is being downloaded to a personal 10. Cover
computer. Protective cover for the Memory Card. Do not
4. Memory Card Access Lamp (CARD Busy) open or place foreign objects in slot.
This light will illuminate for 3 seconds when the 11. Diagnostic/Download Port
system is powered up. It will also be lit whenever Connector port that is used for downloading the
the memory data is being downloaded to the memory data to a personal computer.
memory card.
5. Mode Switch
This switch is used to select the mode or system
that will allow a function to be performed.
This may include:
Various settings or corrections to the display
Memory card downloading
Clearing data
Display of Abnormalities or Warnings
Setting the speed limit
Setting the date and time
6. Calibration/Clear Switch
Used to calibrate the machine when the condi-
tions regulate this action.
Also used with the TOTAL/SFT switch to clear
total payload and overall number of cycles.

M20-4 Payload Meter II M20007 02/99

TIPS FOR OPERATION EXTERNAL DISPLAY LIGHTS
To assure that the On Board Weighing System records The Payload Meter II controls three light relays. The
the most accurate and consistent data, these impor- relays operate three deck mounted lights on each side
tant steps should be followed: of the truck. There is one green light, one amber light,
and one red light. (Figure 20-3)
* For most Haulpak Trucks:
Use only the Brake Lock switch to hold the truck While the truck is stopped being loaded and the hoist
stationary at the loading and dumping area. lever is in the float position, the appropriate lights will
For 330M Haulpak Trucks ONLY: remain on according to the following schedule:
Use the Park Brake switch to hold the truck
stationary at the loading and dumping area.
Any other method will not allow the payload sys-
tem to register properly.
* Do not activate the ‘‘Lamp Test’’ switch during
loading. Inaccurate and inconsistent data may be
stored.
* At the loading area do not release the Brake Lock
(or Park Brake switch) until the loading is com-
plete and the load shock from the last load
dumped has settled.
* The loading area surface must be maintained as
flat and level as possible. The On Board Weighing
FIGURE 20-2. LOAD INDICATOR LIGHTS
System can compensate for slight variations in
grade and unevenness, but ruts, berms, rocks,
INDICATOR LIGHTS PAYLOAD WEIGHT
etc. will cause the system to record inaccurate
and inconsistent data. Off Off Green 50% and Greater
Off Amber Green 90% and Greater
* Regularly remove ‘‘carryback’’ from the dump body.
RED Amber Green 105% and Greater
* Calibrate periodically.

The shovel or loader operator can predict the payload

weight by observing these lights. During the loading
operation, a forecast feature flashes a deck mounted
light predicting the payload weight after the next bucket
of material is loaded into the body.
The logic is as follows:
1. If the measured payload is varying 3% or less of
the rated load for more than 3 seconds, the
current load is deemed a steady value.
2. If the difference between the previous steady
value and the current steady value is greater than
15% of the rated load, the difference is taken to
be the size of the current bucket.
3. The average size of previous buckets is added to
the current load. One of the deck mounted lights
will turn on, if another ‘‘average’’ size load is put
in the body, and will blink at one second intervals.

M20007 02/99 Payload Meter II M20-5

THEORY OF OPERATION
Basic Description
The payload meter uses the four suspension pres-
sures and the inclinometer to determine the load in the
truck. These inputs are critical to the calculation of the
load. The other inputs to the payload meter (Body Up,
Speed, Brake Lock, Alternator R Terminal, and Engine
Oil Pressure) are used to indicate where the truck is in
the haul cycle. These inputs enable the payload meter
to make time and distance measurements for the haul
cycle.
The suspension pressures are the key ingredients in
determining the sprung weight of the truck. These
pressures are converted into forces using the formulas
shown below. These forces are combined with the
geometry of the truck to produce the load calculation.
It is critical that the suspension pressure sensors are
functioning properly.
π 2
Sprung Weight =
4
Suspension Diameter (Psi Left + Psi Right)
Sprung Weight = Axle Weight(lbs)/2000
The inclinometer gives the payload meter information
regarding the pitch angle of the truck. The front and
rear incline factors are determined by the pitch angle.
These two factors account for the load transfer that
occurs when the truck is inclined nose up or nose
down.
M20-6
Linkage Factor
The linkage factor is part of the complex calculations
performed by the payload meter to determine the load
in the truck. The linkage factor is dependent on the load
on the rear suspensions.
Figure 20-3 shows the side view of a truck. The nose
pin is marked with a star and there are three arrows
pointing to different spots of the rear tire. This figure
shows how the support under the rear tire can affect
the calculation of the load. The payload meter does not
directly measure the load transferred to the frame
through the nose pin. To account for portion of the load
carried by the nose pin, the linkage factor is multiplied
by the rear suspension force. It is assumed that the
truck is supported under the center of the tire. In this
case the payload meter uses L2 to help compute the
linkage factor. If, however, the truck is backed into a
berm and the rear tire is supported towards the back
of the tire, the actual linkage factor calculation should
use L3. Since the payload meter assumes L2 it will
overestimate the load in the truck. The opposite is true
in the case where the rear tires are supported toward
the front of the tire. The linkage factor should use L1
but the payload meter assumes L2. This change in
leverage will cause the payload meter to underesti-
mate the load.
Figure 20-3.
Payload Meter II M20007 02/99
Brake Lock Typical Data From Service Check Mode
The Brake Lock only applies the rear brakes. This Number Data Description
allows the front wheels to rotate slightly as the truck is
being loaded. This is important because the payload 1 13:09 Current Time
meter assumes that the front wheels can rotate freely. 2 749.4 Front Left Pressure (Psi)
As the truck is being loaded, it will begin to squat down 3 848.9 Front Right Pressure (Psi)
on the suspensions. This will change the wheel base
4 863.2 Rear Left Pressure (Psi)
dimension of the truck. This freedom of movement
prevents additional binding and friction in the front 5 1049.0 Rear Right Pressure (Psi)
suspensions. 6 106.0 Front Weight (Tons)
The incline of the grade on which the truck is loading 7 75.1 Rear Weight (Tons)
is measured by the inclinometer. This helps determine 8 -1.85 Inclinometer (Degrees)
the incline factors that are applied to the front and rear 9 0.95 Incline Factor - Front Wheels
sprung weights. The tire forces on the road surface that
10 0.984 Incline Factor - Rear Wheels
hold the truck on grade affect the suspension pres-
sures. If the front and rear brakes are locked, the effect 11 1 Link Factor - Front Wheels
on the suspension pressures cannot be determined. 12 1.539 Link Factor - Rear Wheels
If only the rear brakes are applied the effect is predict- 13 70.6 Calibration Sprung Weight (Tons)
able and the incline factors accurately account for the
14 1.000 Gain Adjustment
forces on the tires.
15 143.8 Current Load (Tons)
If the service brake or park brake is used and depend-
ing on the incline and other factors, the payload meter 16 3.9 Battery Backup Voltage (Volts)
can overestimate or underestimate the load. It is im-
Figure 20-4.
portant that only the Brake Lock be used while
loading the truck. A sample data set is shown in Figure 20-4. This data
was taken in the laboratory and is used in Figure 20-5
Sources of Error to calculate the final load. Note that the front suspen-
sion pressures were converted into the front sprung
Suspensions weight using the formulas above Figure 20-5. The front
sprung weight is then multiplied by the front incline
Poorly charged suspensions can lead to systematic factor and the front linkage factor. The same is done
error in the calculation of payload. The error is most with the rear sprung weight. The front and rear sprung
obvious when the oil level is low. When there is too weights are then summed. This number is multiplied
little oil in the suspensions, the cylinder may compress by the Gt gain potentiometer value. This value should
completely under load. The weight of the truck will be be 1.000. The calibration load is subtracted from the
carried by the metal to metal contact within the sus- total to produce the final load. The load displayed on
pension. Not only will the ride of the truck and the life the meter is this final load (item #15) multiplied by the
of the tires be affected, but the pressure in the cylinder UP gain factor.
will not truly represent the load on the truck. In the
under-charged condition the payload meter will typi- Note - This screen is the only place that the value of
cally weigh light and under report the load. the Gt gain potentiometer can be checked. THIS GAIN
SHOULD BE SET TO 1.000. ANY OTHER SETTING
CAN PRODUCE SYSTEMATIC ERRORS IN THE
PAYLOAD MEASUREMENT.
Note - There are two gain factors that can be applied
to the payload measurement. The first is the Gt gain
factor and the other is the UP gain factor. They are not
applied uniformly to all payload calculations. Both gain
factors should be set to 1.000. See the warning on
page 16 for more information.
If the Gt gain factor displayed in the Service Check
Mode is not 1.000, adjust the gain to exactly 1.000.

M20007 02/99 Payload Meter II M20-7

In order to adjust this gain: Calculation of the Calibration Load
1. Start with the payload meter in normal operation This procedure is similar to the manual calculation of
mode. load. This calibration load is used as item #13 from the
manual calculation procedure.
2. Adjust the gain pot, left to reduce the value and
right to increase the value. 1. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is flash-
3. Press and hold the LIGHT/INC and ing on the display.
MODE switches until "CHEC" is
flashing on the meter. 2. Press and hold the CAL/CLR switch
until "CALL0" is flashing on the display.
4. Press and hold the LIGHT/INC
switch until "ALL0" is flashing on 3. Press the CAL/CLR switch to cycle through the
the display. "A.FUL" may also be displayed. following data. The sequence repeats.
5. Press the LIGHT/INC switch14 times. The number
displayed will be the current Gt gain. This is not a
"live" reading. Any time the potentiometer is Item and Description Units
changed, this cycle must be repeated to view the 1. Year of Calibration Last 2 digits of year
change.
2. Month:Day of Calibration XX:XX
6. Press MODE once and "CHEC" will 3. Hour:Minute of Calibration XX:XX
flash on the display. 4. Truck Model Setting
5. Pressure Front Left Psi
7. Press MODE once and the meter will return to
normal operation. 6. Pressure Front Right Psi
7. Pressure Rear Left Psi
These calculations used a 13" front suspension diame-
ter and 10" rear suspension diameter. 8. Pressure Rear Right Psi
π 2
9. Front Sprung Weight Tons
Sprung Weight = Suspension Diameter (Psi Left + Psi Right)
4 10. Rear Sprung Weight Tons
Sprung Weight = Axle Weight(lbs)/2000 11. Degree of Incline ±° Nose Up Positive
Example Calculation of Payload 12. Incline Factor - Front Axle
13. Incline Factor - Rear Axle
Front Weight (6) 106.00 Rear Weight(7) 75.10 14. Link Factor Front Axle
X Incline Factor (9) 0.95 X Incline Factor (10) 0.98 15.Link Factor Rear Axle
100.70 73.90 16. Calibration Weight Tons
X Link Factor (11) 1.00 X Link Factor (12) 1.53
Front Weight 100.70 Rear Weight 113.70

4. Press MODE once and "CHEC" will

Front Weight 100.70 flash on the display.
Rear Weight 113.70
Total Weight 214.40 5. Press MODE once and the meter will return to
normal operation.
XGain Factor (14) 1.00
214.40
- Calibration (13) -70.60
Current Load(15) 143.80

Figure 20-5.

M20-8 Payload Meter II M20007 02/99

TYPES OF DATA STORED

Cycle Data
One cycle is considered to be from the point where a load is dumped to the point where the next load is dumped.
Data between these two points is recorded in memory. Examples of the data are shown below. The maximum
number of cycles that can be stored in memory is 2900 cycles.

ITEM UNIT RANGE REMARKS

Advances by one each time the
Engine Operation Number Number 1 - 65535
engine is started.
Month Month 1 - 12
Day Day 1 - 31
These values are stored when the
Time Hour Hour 24 Hour Clock
load is dumped.
Time Minute Minute 1 - 59
Metric tons
Payload 0 - 6553.5
Short tons
Travel Time When Empty Minute 0 - 6553.5
Travel Distance When Empty Miles/Km 0 - 25.5
Maximum Travel Speed When Empty Mph/Kmh 0 - 99
Average Travel Speed When Empty Mph/Kmh 0 - 99
Time Stopped When Empty Minute 0 - 6553.5
Time Stopped During Loading Minute 0 - 6553.5
Travel Time When Loaded Minute 0 - 6553.5
Travel Distance When Loaded Miles/Km 0 - 25.5
Maximum Travel Speed When Loaded Mph/Kmh 0 - 99
Average Travel Speed When Loaded Mph/Kmh 0 - 99
Time Stopped When Loaded Minute 0 - 6553.5
Dumping Time Minute 0 - 6553.5
Speed Limit Mph/Kmh 0 - 99
Warnings For Each Cycle The fault codes that occur during each cycle

M20007 02/99 Payload Meter II M20-9

Engine ON/OFF Data
When the engine is started or stopped, the following data is recorded.

ITEM UNIT RANGE REMARKS

Advances by one each time the
Engine Operation Number Number 1 - 65535
engine is started.
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12 Indicates when the engine was
Day Day 1 - 31 started.
Time Hour Hour 24 Hour Clock
Time Minute Minute 0 - 59
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12 Indicates when the engine was
Day Day 1 - 31 shut off.
Time Hour Hour 24 Hour Clock
Time Minute Minute 0 - 59
Total payload from the time when
Metric tons
Total Payload 0 - 999900.0 the engine was started until the
Short tons
time the engine was shut off.
Totals for the time that the engine
Total Number Of Cycles Number 0 - 9999
was running.
The engine operation numbers are included in the fault and warning data.

Fault Codes and Warning Data

ITEM UNIT RANGE REMARKS

Displayed by a combination of letters and numbers representing a specific
Error Code
error code.
Engine Operation Number Every time the engine is started
Number 1 - 65535
At Time Of Occurrence the number advances by one.
Number Of Times Of Occurrence Since
Number 1 - 255
The Engine Was Switched ON
Last Two Digits Of Year Year 0 - 99
Month Month 1 - 12
Day Day 1 -31
Time Hour Hour 24 Hour Clock
Time Minute Minute 0 - 59

M20-10 Payload Meter II M20007 02/99

Engine Operation

ITEM UNIT RANGE REMARKS

Every time the engine is started
Number when Canceled Number 1 - 65535
the number advances by one.
Last Two Digits Of Year Year 0 - 99
Month Month 1 - 12
Day Day 1 - 31
Time Hour Hour 24 Hour Clock
Time Minute Minute 0 - 59
NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends on
the operation that was performed) when the key switch was in the ON position and the engine was not running.

Total Payload and Total Number of Cycles

The total payload and overall number of cycles can be displayed using the forced display operation. Both values
start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when
the load is dumped.

ITEM UNIT RANGE REMARKS

Metric Tons The total payload since the unit
Total Payload 0 - 999900.0
Short Tons was cleared.
The number of cycles since the
Total Number Of Cycles Digital Number 0 - 9999
unit was cleared.
Last Two Digits Of Year Year 0 - 99
Month Month 1 - 12
Date and time the unit was
Day Day 1 - 31 cleared.
Time Hour Hour 24 Hour Clock
Time Minute Minute 0 - 59

Other Data
CONTENT ITEM UNIT RANGE REMARKS
Set Up Data That The Speed Limit Km/MPH 0 - 99
Operator Can Check Option Code Digital Number 0 - 13 Communication Mode
Year Year 0 - 99
Month Month 1 - 12
Calibration Data Day Day 1 - 31 Date and time when calibrated.
Hour Hour 24 Hour Clock
Minute Minute 0 - 59

M20007 02/99 Payload Meter II M20-11

OPERATOR FUNCTIONS
Using the Operator Load Counter
Description
The Payload Meter makes available to the operator a
Total Load Counter and Haul Cycle Counter. This
allows each operator to track the tons hauled during
their shift. The total is displayed in hundreds of tons.
For example, if 223 is displayed, this means that
22,300 tons have been hauled since the last time the
cycle counter was cleared.
This memory location is separate from the main pay-
load data storage. This memory is not cleared when
the Data All Clear Operation is performed. Clearing
this memory does not affect the main payload data
storage.
Viewing the Operator Load Counter
1. Press the TOTAL/SFT switch once.
If there is a fault code present at this time:
2. The error code for that problem will be displayed.
This will be a flashing display.
3. Press the TOTAL/SFT switch again. If additional
faults or warnings exist, that fault code will be
displayed as a flashing code.
4. Repeat step #3 until no fault codes are displayed.
":" will show when no additional faults exist. The
display will then show total tons hauled since the
last time the counter was cleared. The total is
displayed in hundreds of tons.
5. Press the TOTAL/SFT switch again. The number
displayed is the number of haul cycles since the
last time the cycle counter was cleared.
6. Press the TOTAL/SFT switch again. ":" is dis-
played for 2 seconds before the display returns to
normal operations.
M20-12 Payload Meter II
Clearing the Operator Load Counter
1. Press the TOTAL/SFT switch once. The number
displayed is the total tons hauled since the last
time the counter was cleared. The total is dis-
played in hundreds of tons.
2. Press and hold the CAL/CLR switch until the
display flashes.
3. Press the CAL/CLR switch until "0000" is dis-
played. After 2 seconds the meter will return to
normal operation.
Clearing this memory does not affect the main pay-
load data storage.
Dimming the Lights on the Display
There are a total of 10 brightness levels on the PLM
display.
From the normal operation display:
1. Press the LIGHT/INC switch. The lighting will
become one level dimmer. This will continue until
the lighting has reached its lowest level.
2. After reaching the lowest level, the display will
return to the brightest setting.
If the switch is held in the depressed position, the
brightness will change continuously.
M20007 02/99
INITIAL SETUP OF PAYLOAD METER There are nine switches located behind the panel on
the left side of the payload meter. Figure 20-8 shows
There are several things that must be checked and the switch numbers. The following switch positions
programmed when a Payload Meter is first installed. should be confirmed before the meter is installed.
1. Check the Switch Settings on the side of the
Switch Position
meter.
1 Gt Gain - Do Not Adjust
2. Check the Operator Check Mode settings
B Buzzer Volume - Do not Adjust
3. Check the Service Check Mode settings 2 7
4. Calibrate the clean truck. 3 7
The next few pages show the steps required to perform 4* 4 - 685E
these checks. Only after all of these steps have been 5 - 630E
performed can the payload meter be released for B - 730E
service.
C - 930E
D - 530M
Switch Settings E - 330M
F - 830E
5 DOWN
6 DOWN
7 DOWN - SHORT TONS
UP - METRIC TONS
8 UP

* Set switch 4 for the appropriate model.

Checking the Operator Check Mode

The Operator Check Mode is used to check and
change several settings. These should be checked
before the payload meter is put into service.
1. Press and hold the MODE
switch. The display will show.

2. Press the MODE switch once.

The display will show.
Refer to "Data All Clear" on Page 17 to clear the
haul cycle data.

3. Press the MODE switch once.

The display will show.
Refer to "Display of Fault Codes" on Page 19 for
Figure 20-6. viewing fault codes.

4. Press the MODE switch once.

The display will show.
This is the truck ID number. Refer to "Setting The
Machine ID" on Page 18 to change Machine ID.

M20007 02/99 Payload Meter II M20-13

 5. Press the MODE switch once.The
display will show. Refer to "Setting
The Operator ID" on Page 18 to change operator.
6. Press the MODE switch once. The
display will show."SP:62" should be
displayed. The speed limit should
be set to 62 to avoid unnecessary faults and
warnings. Refer to "Setting The Speed Limit" on
Page 17 to make adjustments.
7. Press the MODE switch once.
The display will show. Refer to
"Setting The Option Code" on
Page 17 to change the option.
8. Press the MODE switch once.
The current time should be dis-
played with the minutes flashing.
Refer to "Setting The Time And Date" on Page 18
to change the time and date.
9. Push the MODE switch to return to normal opera-
tion.
Checking the Service Check Mode
Refer to Pages 23 and 24 for additional information
on UP Factor and PL Modeprior to setting these
values.
Setting "UP:00"
1. Press and hold the LIGHT/INC and
MODE switches. The display will
show.
2. Press and hold the LIGHT/INC and
TOTAL/SFT switches. The display
will show.
3. Press the CAL/CLR switch once.
The display will show.
4. Press the LIGHT/INC switch until
"UP: 0" is displayed. ONLY "UP:
0" IS RECOMMENDED.
5. Press MODE. The display will
show.
6. Press MODE and the meter will return to normal
operation.
M20-14 Payload Meter II
Setting "PL:00"
1. Press and hold the LIGHT/INC and MODE
switches. The display will show.
2. Press and hold the LIGHT/INC and TOTAL/SFT
switches.
The display will show.
3. Press the CAL/CLR switch once.
The display will show.
4. Press the CAL/CLR switch once.
The display will show.
5. Press the LIGHT/INC switch until
"PL:00" is displayed. ONLY
"PL:00" IS RECOMMENDED.
6. Press the MODE switch.
The display will show.
7. Press MODE and the meter will return to normal
operation.
Checking the GT setting
The Gt value must be set = 1.000. Refer to "Calculation
Method" on Page 8 for display and adjustment infor-
mation.
Checking the Inclinometer Settings
Refer to "Calculation Method" for instructions to dis-
play truck pitch angle. With truck on level ground,
properly charged suspensions, and empty the display
should indicate 0.0± 1.0. Remember this is not a live
display. After adjustment, Service Check Mode must
be entered again to obtain a new reading.
An alternative method is to use a Personal Computer
running the Komatsu Payload Download Program for
windows. The "Monitor Pressures" section of the pro-
gram displays live inclinometer data. The inclinometer
can be loosened and adjusted until the live display
shows 0.0± 1.0 degrees with the truck on level ground,
properly charged suspensions, and empty.
Another method is to use a voltmeter to read the
voltage output of the inclinometer. With the truck on
level ground, properly charged suspensions, and
empty, the output voltage should be 2.6± .1 volts.
M20007 02/99
Calibrating a Truck
The payload meter should be calibrated whenever one
of the following occurs:
1. When a new payload meter is installed.
2. When a suspension sensor has been changed.
3. Whenever the suspensions have been serviced
or the Nitrogen levels have changed.
4. Once a month thereafter.
To calibrate the payload meter:
1. With the engine running and the truck stopped,
press and hold the CAL/CLR switch until "CAL" is
flashing on the display.
2. Drive the truck until the speed is approximately
6-10 MPH (10-15 Km/H)
3. Press the CAL/CLR switch once.
4. Drive until the display switches back to the time
of day. This will take up to 30 seconds.
5. The payload meter is now calibrated and ready
for normal operation.

Carry out this operation on flat level ground.

Travel in a straight line.
Maintain a steady speed, 6-10 MPH (10-15 Km/H)

M20007 02/99 Payload Meter II M20-15

DISPLAYS AT START-UP 7. The display will show:

POWER ON: This display indicates the Machine ID code where

‘‘xxx’’ indicates a value between 0 and 200.
ALL external display lamps (Figure 20-2) will come on
and stay on for approximately 27 seconds during the
8. The display will show:
‘‘Power-up Process’’.
The ‘‘Power-up Process’’ will display the PLM settings. This display indicates the Operator ID code where
Each display will occur for approximately 3 seconds: ‘‘xxx’’ indicates a value between 0 and 200.

9. The display will show:

1. The display will show:
In addition, a buzzer will sound and the following
lamps will light for 3 seconds:
•Reception Pilot Lamp (2, Figure 20-1)
•Transmission Pilot Lamp (3, Figure 20-1)
•Memory Card Pilot Lamp (4, Figure 20-1)
2. The display will show:
The ‘‘xx’’ indicates the Truck Model. Refer to
"Initial Setup of Payload Meter" for code defini-
tions.
This display indicates the Speed Limit setting
where ‘‘xx’’ indicates a value between 0 and 99
km/h.
10. The display will show:
This display indicates the Option code setting.
Refer to ‘‘Operator Check Mode, Setting the Op-
tion Code’’ and to ‘‘Method of Operation’’ for more
information on this function.

3. The display will show:

This display indicates the status of
the Memory Card where:
‘‘Cd : - -’’ indicates Card Not Used, and
‘‘Cd : oo’’ indicates Card Is Used.
4. The display will show:
This display indicates the status of
the Inclinometer for the PLM,
where
‘‘CL : - -’’ indicates Inclinometer Not Used, and
‘‘CL : oo’’ indicates Inclinometer Is Used.
NORMAL OPERATION
If the truck engine is started before the preceding
‘‘Power-up Process’’ is completed, the display will shift
to normal operation.
If the engine is running when the payload meter starts
up, only "o:XXX" and "d:XXX" will display before
switching to normal operations.

5. The display will show:

This display indicates method of
measurement where:
"US : - -" indicates METRIC Tons.
"US : oo" indicates U.S. Tons.

6. The display will show:

This function is not used.
"SU : - -" indicates Switch 8 is up.
"SU : oo" indicates Switch 8 is down.

M20-16 Payload Meter II M20007 02/99

SETUP AND MAINTENANCE 7. Press the LIGHT/INC switch to change the ‘‘tens
digit’’ to the desired number.
8.Press the MODE switch to return to normal opera-
Speed Limit tion.
A warning can be displayed if the machine exceeds a 9. The Option Code selects the PLM communication
preset speed. mode as follows:
The available range is: 10 - 99 km/h (6 - 62 mph). It is
recommended to set the speed limit to 99 km/h (62 Option
mph). COMMUNICATION MODE
Code

Setting The Speed Limit 0 Stand Alone

10 PMC Mode (530M only)
1. Press and hold the MODE switch
until "Cd:dP" is flashing. Modular Mining Mode, Scoreboard
12
and User Data Commmunication Mode
2. Press the MODE switch once.
The display will show:
NOTES:
3. Press the MODE switch once. 1. The Option Code is set to ‘‘0" for trucks not
The display will show: equipped with Modular Mining System (MMS)
(Except 530M).
4. Press the MODE switch repeatedly
until "SP.XX" is displayed. 2. The 530M with Powertrain Management Control
(PMC) system uses ‘‘10" as the setting for the
5. Press the LIGHT/INC switch to change the ‘‘unit Option Code.
digit’’ to the desired number. 3. For trucks with Modular Mining System (MMS) or
6. Press the TOTAL/SFT switch Scoreboard, the Option Code is ‘‘12".
and the display will then indicate:
Setting The Machine I.D. Code
7. Press the LIGHT/INC switch to change the ‘‘tens 1. Press and hold the MODE switch
digit’’ to the desired number. until "Cd:dP" is displayed.
8.Press the MODE switch to return to normal opera-
tion. 2. Press the MODE switch once.
The display will show:
Setting the Option Code
3. Press the MODE switch once.
1. Press and hold the MODE switch The display will show:
until "Cd:dP" is displayed.
4. Press the MODE switch once.
2. Press the MODE switch once. "d.XXX" is displayed.
The display will show:
5. Press the LIGHT/INC switch to change the last
3. Press the MODE switch once. digit to the desired number.
The display will show: 6. Press the TOTAL/SFT switch
and the display will show:
4. Press the MODE switch repeatedly
until "OP.XX" is displayed. 7. Press the LIGHT/INC switch to change the middle
digit to the desired number.
5. Press the LIGHT/INC switch to change the ‘‘unit
digit’’ to the desired number. 8. Press the TOTAL/SFT switch
and the display will show:
6. Press the TOTAL/SFT switch
and the display will then indicate:

M20007 02/99 Payload Meter II M20-17

 9. Press the LIGHT/INC switch to change the first
digit to the desired number.
10. Press the MODE switch to return to normal op-
eration.
Setting The Operator I.D. Code
1. Press and hold the MODE switch
until "Cd:dP" is displayed.
2. Press the MODE switch once. The
display will show:
3. Press the MODE switch once. The
display will show:
4. Press the MODE switch repeatedly
until "o.XXX" is displayed.
5. Press the LIGHT/INC switch to change the last
digit to the desired number.
6. Press the TOTAL/SFT switch and
the display will then indicate:
7. Press the LIGHT/INC switch to change the middle
digit to the desired number.
8. Press the TOTAL/SFT switch and
the display will show:
9. Press the LIGHT/INC switch to change the first
digit to the desired number.
10. Press the MODE switch to return to normal op-
eration.
Setting The Time and Date
1. Press and hold the MODE switch
until "Cd:dP" is displayed.
2. Press the MODE switch once. The
display will show:
3. Press the MODE switch once. The
display will show:
4. Press the MODE switch repeatedly
until "XX:XX" is displayed.
5. Press the LIGHT/INC switch to change the min-
utes.
6. Press the TOTAL/SFT switch and
the display will then indicate:
M20-18 Payload Meter II
7. Press the LIGHT/INC switch to change the hours.
The clock is a 24 hour clock.
8. Press the TOTAL/SFT switch and
the display will then indicate:
9. Press the LIGHT/INC switch to change the day.
10. Press the TOTAL/SFT switch and
the display will then indicate:
11. Press the LIGHT/INC switch to change the month.
12. Press the TOTAL/SFT switch and
the display will then indicate:
13. Press the LIGHT/INC switch to change the year.
14.Press the MODE switch to return to normal opera-
tion.
DOWNLOAD OF INFORMATION
Payload information and fault codes recorded should
be downloaded to a personal computer on a regular
basis. The software required is available under part
number AK4094. Detailed instructions for installing the
software and downloading the data is provided with
AK4094 PLM II download software.
Data All Clear
This function will erase all of the cycle data, engine
ON/OFF data, and fault/warning data. Total payload
and the overall number of cycles will not be cleared.
IMPORTANT - Before clearing the data, download
the data to a personal computer.
To begin, the shift lever should be in the ‘‘N’’
position, the brake lock set, the hoist control lever
should be in the ‘‘FLOAT’’ position and the body in
the down position.
1. Press and hold the MODE switch
until "Cd:dP" is displayed.
2. Press the MODE switch once. The
display will show:
3. Press and hold the CAL/CLR
switch until "A.CLE" is flashing.
4. Press the CAL/CLR switch again and the memory
will be cleared. The meter will then return to
normal operation.
This does not clear the Operator Load Counter.
M20007 02/99
DISPLAY OF FAULT CODES
1. Press and hold the MODE switch
until "Cd:dP" is displayed.
2. Press the MODE switch once. The
display will show:
3. Press the MODE switch once. The
display will show:
4. Press the TOTAL/SFT switch.
If there are no faults or warnings,
the display will show for 6 seconds.
If there are current faults or warnings, the codes
will be displayed in order of their priority, the
highest priority first. Each code will flash for 6
seconds.
5. After the current codes have been displayed, past
history codes that have been reset will be dis-
played. Each code will flash for 3 seconds.
If there are no history codes or
after all history codes have been
shown , the display will show for 3
seconds:
The system will then proceed to the following
displays: Refer to Page 22 for details.
• Condition of the shift selector on mechanical trucks
or brake lock on electric trucks.
The panel will display: ‘‘C1:XX’’ for 3 seconds,
then indicate:
Mechanical trucks
‘‘C1:oo’’ Shift selector is in "N".
‘‘C1:-- --’’ Shift selector is not in "N’.
Electric trucks
‘‘C1:oo’’ Brake lock is on.
‘‘C1:-- --’’ Brake lock is off.
• Condition of the Body Up Switch signal.
The panel will display: ‘‘C2:XX’’ for 3 seconds,
then indicate:
‘‘C2:oo’’ Body up switch is in up position.
‘‘C2:-- --’’ Body up switch is in down position.
M20007 02/99 Payload Meter II
• Condition of the Engine Oil Pressure signal.
The panel will display ‘‘:C3:XX’’ for 3 seconds,
then indicate:
‘‘C3:oo’’ Engine is running.
‘‘C3:-- --’’ Engine is not running.
• Condition of Alternator ’R’ terminal signal.
The panel will display ‘‘C4:XX’’ for 3 seconds,
then indicate:
‘‘C4:oo’’ Engine is running.
‘‘C4:-- --’’ Engine is not running.
• Condition of the Spare Analog Input 1 signal.
The panel will display ‘‘C5:XX’’ for 3 seconds
with XX: as an input signal (V).
• Condition of the Spare Analog Input 2 signal.
The panel will display ‘‘C6:XX’’ for 3 seconds
with XX: as an input signal (V).
• Condition of the Spare Digital Input 1 signal.
The panel will display ‘‘C7:XX’’ for 3 seconds,
then:
‘‘C7:oo’’ High.
‘‘C7:-- --’’ Low.
• Condition of the Spare Digital Input 2 signal.
The panel will display ‘‘C8:XX’’ for 3 seconds,
then:
‘‘C8:oo’’ High.
‘‘C8:-- --’’ Low.
4. Press the TOTAL/SFT switch to view faults again
or press the MODE switch to return to normal
operation.
M20-19
M20-20 Payload Meter II M20007 02/99
M20007 02/99 Payload Meter II M20-21
Monitoring Input Signals Service Check Mode
This procedure can be used to monitor the current 1. Press and hold the LIGHT/INC and MODE
input signals to the payload meter. switches until "CHEC" is flashing.
1. Press and hold the LIGHT/INC and MODE 2. Press and hold the LIGHT/INC switch until "ALL0"
switches until "CHEC" is flashing. is flashing. "A.FUL" may also be displayed.
2. Press and hold the CAL/CLR and TOTAL/SFT 3. Press the LIGHT/INC switch to cycle through the
switches until "S.CHE" is flashing. following data. The sequence repeats.
3. Press the CAL/CLR switch to cycle through the Item and Description Units
following information :
1. Current Time Hours:Minutes
C1:oo - Shift Selector in "N" 2. Pressure Front Left Psi
C1 Mechanical Trucks C1:-- - Shift Selector 3. Pressure Front Right Psi
not in "N"
4. Pressure Rear Left Psi
C1:oo - Brake Lock On
C1 Electric Trucks 5. Pressure Rear Right Psi
C1:-- - Brake Lock Off
6. Front Weight Tons
C2:oo - Body Down
C2 Body Up 7. Rear Weight Tons
C2:-- - Body Up
C3:oo - Engine Run ±° Nose Up
C3 Engine Oil Pressure 8. Degree of Incline
C3:-- - Engine Stopped Positive
C4:oo -Alternator Charging 9. Incline Factor - Front Axle
C4 Alternator R Terminal
C4:-- - Alternator Stopped 10. Incline Factor - Rear Axle
C5 Analog 1 - Not Used 11. Link Factor - Front Axle
C6 Analog 2 - Not Used 12. Link Factor - Rear Axle
C7 Digital 1 - Not Used 13. Calibration Weight Tons
C8 Digital 2 - Not Used 14. Gt - Trimmer Gain
C9 Speed Vehicle Speed 15. Current Load Tons
Travel Distance - 16. Backup Battery Voltage Volts
C10 under the current xx.xx Miles
loaded or empty state
03:01 - Empty Stopped 4. Press MODE once and "CHEC" will flash on the
Current Status 01:02 - Empty Traveling display.
Note: 06:03 - Loading 5. Press MODE once and the meter will return to
C11
Sample values are 02:04 - Loaded Traveling normal operation.
shown. 04:05 - Loaded Stopped
05:06 - Dumping
C12(a)* Time Empty Travel S1:xx - Minutes*10
C12(b) Time Empty Stopped S2:xx - Minutes*10
C12(c) Time Loaded Travel S3:xx - Minutes*10
C12(d) Time Loaded Stop S4:xx - Minutes*10
C12(e) Time Dumping S5:xx - Minutes*10
C12(f) Time Loading S6:xx - Minutes*10
* After 9.9 minutes, "S1:--" will be displayed.

4. Press the MODE switch once and "CHEC" will

flash.
5. Press the MODE switch once and the meter will
return to normal operation.

M20-22 Payload Meter II M20007 02/99

UP Factor - Payload Calculation Gain
Description of UP Factor
The payload calculation gain, or UP factor is multiplied
to the actual calculated load. From the example shown
in Figure XX, the calculated load is 143.8 tons. If the
UP factor is set to +5% the displayed load will be 143.8
x 1.05 = 151 tons. This factor can be used to minimize
the effects of systematic error for a particular truck. The
UP factor is not applied uniformly to all load calcula-
tions. There are three operating modes for the payload
meter and the UP factor is applied differently to each
mode. Therefore, it is recommended that this percent-
age be set to 0. There are significant differences in final
calculated load that can be introduced by adjusting this
gain.
Payload meters sent from the factory are typically set
to "UP: 5" indicating a +5% gain in final load.
This should be checked on all new meters and
changed to "UP: 0".
PL Mode - Load Calculation Timing
Load Calculation Timing
The PL mode controls when the payload meter takes
a sample of the data and calculates the load. There
are three modes available. There are two sets of data
that are affected by the PL mode setting.
• Modular Mining Transmission
• Memory Storage
The PL mode setting can have a significant impact on
the perceived accuracy of the payload meter.
PL:00 is the only recommended setting.
Use of settings other than PL:00
is NOT recommended.
M20007 02/99 Payload Meter II
Careful consideration must be given to the use of
PL:01 and PL:10. These modes divide the data trans-
mitted by Modular Mining and the data stored in the
payload meter’s memory. Additionally, each mode
handles the UP factor differently and can calculate
different loads for the same haul cycle. For these
reasons it is recommended that the payload meter
be set to use PL:00 in all cases.
PL:00
Modular Mining Transmission - The data is captured
at the last transition from 0 to 1 MPH prior to traveling
160 meters from the shovel. The captured data is
transmitted when the truck travels 160m from the
shovel. This load calculation will use the UP factor
percentage.
Memory Storage - Same as above, the data is cap-
tured at the last transition from 0 to 1 MPH prior to
traveling 160 meters from the shovel. The captured
data is stored into memory when the body rises at the
dump. This load calculation will use the UP factor
percentage.
PL:01
Modular Mining Transmission - The data is captured
at the last transition from 0 to 1 MPH prior to traveling
160 meters from the shovel. The captured data is
transmitted when the truck travels 160m from the
shovel. This load calculation will use the UP factor
percentage.
Memory Storage - The data is captured and stored
when the body rises from the frame. This calculation
will not use the UP factor percentage.
PL:10
Modular Mining Transmission - The data is captured
and transmitted when the truck travels 160 meters
from the shovel. This calculation will not use the UP
factor percentage.
Memory Storage - The data is captured and stored
when the body rises from the frame. This calculation
will not use the UP factor percentage.
M20-23
FINAL GEAR RATIO SELECTION
For an 830E truck, the proper gear ratio has to be
selected.
1. Press and hold the MODE and LIGHT/INC
switches until ‘‘CHEC’’ is displayed.

2. Press and hold the TOTAL/SFT and LIGHT/INC

switches until ‘‘S.SEL’’
is displayed.

3. Press the CAL/CLR switch repeatedly

until ‘‘A.XX’’ is displayed, where
‘‘XX’’ is one of the following:

‘‘XX’’ Gear Ratio Remarks

00 31.875 Original
01 36.400 High Traction
02 28.125 Standard
03 26.625 High Speed
NOTE: The Payload Meter is originally set to ‘‘00".

4. Press the TOTAL/SFT switch and "XX" will flash.

5. Press theLIGHT/INC switch to select the desired
gear ratio.
6. Press the MODE switch
and "CHEC" will be displayed.

7. Press the MODE switch and the meter will return

to normal operation.

M20-24 Payload Meter II M20007 02/99

BATTERY REPLACEMENT PROCEDURE 4. Remove the electrical connector. Remove the
ERROR CODE, F-09, DISPLAYED screws on the top surface and the rear face.
Remove the cover (Figure 20-8). This will expose
Replacing the Battery the battery, its wires, and the connector.

The payload meter has an internal battery used to

protect the memory from being erased when the key
switch is turned to the OFF position. Battery life is
approximately 2 years. The capacity of the battery is
monitored by the payload meter. When the voltage of
the memory battery does drop, error code, F-09, will
be displayed.
When the F-09 error code appears, download the data
within 48 hours; otherwise, the data may be lost. The
Haul Cycle data may not be recorded properly while
F-09 is displayed.
At this time it will be necessary to replace the battery.
This should be performed when the truck is in an
unloaded condition. The data stored in the payload FIGURE 20-8. ACCESS TO BATTERY
meter should be downloaded to a personal computer
or carry out the memory card dump operation. If this is 5. Grasp the wires coming from the battery and pull
not done, when the battery is disconnected all data will out. By pulling perpendicular from the board, it will
be lost. disconnect the connector from the board and pull
All that is required is a phillips-head screwdriver and a the battery out of its holder all at the same time
new battery (P/N 581-86-55710) (Figure 20-9).

1. Keyswitch in the ON position, download the data

stored in the payload memory, or carry out the
memory card dump operation.
2. Turn the keyswitch to the OFF position.
3. Remove the four mounting screws holding the
payload meter in position and then pull the pay-
load meter out, away from the instrument panel
(Figure 20-7).
NOTICE - Be careful not to let dirt, metal or spare parts
to drop inside the controller at any time.

FIGURE 20-9. BATTERY INSTALLATION

6. Insert the connector of the new battery directly into

FIGURE 20-7. REMOVING PAYLOAD METER
the connector on the board (Figure 20-10). Place
the battery in the battery holder, and pass the
wiring through the notch. When doing this, insert
the wiring into the bottom of the holder and pass
it through the notch.
7. Install the controller cover, replace the electrical
connector, and install the payload meter control-
ler back into the instrument panel.

M20007 02/99 Payload Meter II M20-25

 9. Forcibly clear the data for the total payload and
overall number of cycles.
With this operation performed, all the unwanted
data inside the payload meter is cleared. Except
for the calibration data, all the data recorded in
the previous steps is also erased.
10. After this procedure has been performed the
system is ready for normal function.

SUSPENSION PRESSURE SENSOR

The pressure sensors are mounted on top of each
suspension. The sensors produce a voltage signal
FIGURE 20-10. BATTERY CONNECTION from 1 -- 5 volts output.
The pressure sensor is mounted to the suspension
After Replacing the Battery
cylinder using a Schrader Valve assembly, adapter
While replacing the battery, the backup power source and sensor. The sensor can be replaced without re-
for the memory inside the payload meter is momentar- leasing the pressure in the suspension by removing
ily disconnected. the sensor with the adapter.
This can allow unwanted data (garbage) to enter the
memory and affect the meter’s recognition proce- Removal
dures. The following will remove this unwanted data.
1. Turn the keyswitch to the ON position.
may flash. Make certain the adapter and sensor are removed
together from the valve assembly. Removing the
complete valve assembly or just the sensor may
2. Using the Operator Check Mode, set the speed result in the component being forced out of the
limit option code, time and date. (These were suspension by the gas pressure inside.
erased from memory when the battery was dis-
connected). 1. Disconnect sensor from truck wiring harness.
Note: The Schrader valve in the valve assembly
3. Without turning the keyswitch to the OFF position
will prevent gas from escaping when adapter
advance to the start position. With the engine
and sensor are removed together. If entire
running, the display: may flash.
valve assembly is turned allowing nitrogen gas to
escape, recharging of the suspension will be
required.
4. Perform the Calibration procedure.
Refer to Page 15. 2. Hold valve (2, Figure 20-11) with wrench while
removing the adapter/sensor assembly (3 & 4).
5. Load the truck to the rated payload, or close to it.
Dump the load. 3. Remove sensor (4) from adapter (3).
6. Move the truck to a safe area, wait at least 5
seconds after dumping the load, then shut the
truck down.
7. Turn the keyswitch back to the ON position but do
not start the engine.
8. Perform the Data All Clear in the Operator Check
mode.

FIGURE 20-11. PRESSURE SENSOR.

1. Schrader Valve 3. Adapter
2. Valve Assembly 4. Sensor

M20-26 Payload Meter II M20007 02/99

Installation Installation
1. Install new O-ring on sensor (4, Figure 20-11) and 1. Install inclinometer (3, Figure 20-13) with cap-
install sensor into adapter (3). Tighten sensor to screws, nuts and lockwashers (4).
22--29 ft.lbs. (30--39 N.m) torque.
2. Install new O-ring on adapter (3) and install com-
plete adapter/sensor assembly into valve (2).
Hold valve body and tighten adapter/sensor as-
sembly to 103 ft.lbs. (176 N.m) torque.
3. Connect sensor wiring to truck wiring harness.
The sensors have three wires. Be sure that wires
are connected correctly. (Figure 20-12)

FIGURE 20-13. INCLINOMETER

FIGURE 20-12. SENSOR SIDE CONNECTOR VIEW 1. Operator’s Center 3. Inclinometer
Console Frame 4. Capscrew, Nut and
Pin Number Wire Color Wire Function 2. Bracket Lockwasher
1 Black Ground (GND)
2 Red + Power 2. Connect inclinometer wiring to the truck wiring
3 White Signal harness. (Figure 20-14)
Be sure that wires are connected correctly.

INCLINOMETER
As the truck is tilted fore or aft, the weight distribution
between the front and rear axles changes. To compen- FIGURE 20-14. INCLINOMETER SIDE
sate for this, the inclinometer measures the ground CONNECTOR VIEW
angle at which the truck rests. This data is then sent
to the payload meter so it can calculate the correct Pin Number Wire Color Wire Function
payload weight. The inclinometer is located below the
operator’s center console (passenger seat structure). 1 Black Ground (GND)
2 White Signal
Removal 3 Red + Power
1. Disconnect inclinometer wire lead from harness.
Adjustment
2. Remove the three capscrews, nuts and lockwash-
ers (4, Figure 20-13) and inclinometer (3). 1. Park the truck on a 0% grade.
2. Loosen the three Inclinometer mounting cap-
screws (4, Figure 20-13) and rotate the Incli-
nometer until a voltage range of 2.6 ±0.1 Volts
can be measured (using aVolt/Ohm Meter) at pins
1 and 2 of the inclinometer electrical harness
connector.
3. Tighten all capscrews (4, Figure 20-13) to stand-
ard torque, after adjustment.

M20007 02/99 Payload Meter II M20-27

 SCOREBOARD
Description
The Scoreboard from Komatsu Mining Systems uses
information from the Payload Meter to display the
current load. It uses ultra-high-brightness LED tech-
nology to form 3 digits. The sign is fully sunlight read-
able and housed in a rugged steel enclosure.
The Scoreboard displays each swing pass as the truck
is being loaded. As the truck drives away, the sign will
display the last swing pass until the final load calcula-
tion is made. It will then switch to display the final load
calculation and hold it until the truck dumps. The sign
will then clear for the empty ride back to the shovel.

Making Connections
The Scoreboard connects to the RS232 port on the
Payload Meter. It must share this connection with other
dispatch systems like Modular Mining as well as the
PC download connection. This sharing of the single
port creates special circumstances when using a Per- Figure 20-15. Scoreboard
sonal Computer or dispatch system.
The Scoreboard is in constant communications with
The harness for the Scoreboard supplies two extra
the Payload Meter and must acknowledge every mes-
connections in the overhead compartment of the cab.
sage from the meter. In addition, the Scoreboard must
One is for the existing PC port and the other is for
also signal the Payload Meter that it is ready to receive
Modular Mining.
messages by supplying a 5vdc signal over the CTS
line. Installations that include Modular Mining or other When two Scoreboards are installed, the first sign
dispatch systems must take over the responsibility for transmits load information and power to the second
acknowledging messages from the Payload Meter. To sign. Note that the communications wire from the first
do this, the return communications line and the CTS sign connects to terminal 35L7. This is the retransmit
line from the Scoreboard must be cut and taped back. terminal. This wire then connects to the 35L4 terminal
When this is done, the Scoreboard simply monitors in the second sign. This is the receive terminal of the
communications between the Payload Meter and second sign.
Modular Mining. The Modular Mining system acknow-
The Payload Meter must be set to use OP12. Refer
ledges each message from the meter.
to "Setting the Option Code" for instructions.
Sharing this RS232 port with the Personal Computer
Once in this mode, the Payload Meter will look for the
for downloading can also create problems with com-
Scoreboard and attempt to communicate with it. If
munications. The Payload Meter can confuse mes-
there are communications problems the Payload Me-
sages from the PersonalComputer and Scoreboard.
ter may indicate a communications port error. Refer to
To eliminate this problem, the Scoreboard must be
"Fault Codes" for additional information.
turned off during downloading of the Payload Me-
ter. Using the circuit breaker to turn off the main power
to the Scoreboard is the best way to accomplish this.
The power to the Scoreboard must be turned off before
communications between a Personal Computer and
the Payload Meter can start. Once the download proc-
ess is finished, the power needs to be restored to the
Scoreboard to keep from receiving F99 or F93 error
codes.

M20-28 Payload Meter II M20007 02/99

M20007 02/99 Payload Meter II M20-29
Normal Operation of the Scoreboard
On power up, the Scoreboard will display "888" and
then display the current software version, "10". The
sign will then go blank until the Payload Meter begins
sending load information. There is also a small light
that blinks once per second in the center of the top
portion of the last digit that is visible by close inspec-
tion. This light indicates that the sign is powered and
operating normally.
During the typical loading cycle there is a short delay
from when a bucket load of material is dumped into the
body and when the Scoreboard indicates the weight.
This delay is caused by the Payload Meter waiting for
the oscillations in the suspensions to settle out before
calculating a current load. The Scoreboard will display
the current load calculated by the Payload Meter after
each swingload.
If the truck operator releases the brake lock and begins
to drive before the last swingload calculation is made,
the Scoreboard will never display the last swingload.
The Scoreboard will display the last load calculation
made during the loading process until the final load
calculation is made approximately 160 meters from the
shovel. At this point the final load will be displayed.
This number will remain until the truck dumps the load.
There will typically be a difference between the last
swingload and final load calculations.

PAYLOAD METER BACK PANEL

M20-30 Payload Meter II M20007 02/99

 CONNECTIONS

CN1 - AMP MIC-MKII 13 Pins White Connector CN3 - AMP MIC-MKII 9 Pins
No. Description Comments White (RS-232C Port)

1 Power +24V (Battery) No. Description

2 Lamp Relay 1 1 RTS
3 Lamp Relay 2 2 SG
4 Lamp Relay 3 3 RD
5 Lamp Relay 4 4 TX
6 Lamp Relay 5 5 CTS
7 Speed Sensor (Signal) 6 DTR
8 Speed Sensor (GND) 7 DSR
Running - 28VDC 8
9 Alternator R Terminal (Charge Signal)
Off - 0VDC
10 Key Switch ACC Terminal (ACC Signal)
11
12
13 GND (Power GND)

CN2 - AMP 040 12 Pins Black Connector CN4 - AMP 040 8 Pins Black
(Optional Input, Reserved)
No. Description Comments
Running Open No. Description
1 Engine Oil Pressure Switch
Off - Closed 1 Optional Input GND
2 Sensor Power Out +18V 2 Analog Input 1
3 Sensor GND 3 Analog Input 2
4 Left FrontSuspension Pressure Sensor 1-5VDC Normal 4 Digital Input 1
Right Front Suspension PressureSensor 5 Digital Input 2
5 1-5VDC Normal
6
6 Left Rear Suspension Pressure Sensor 1-5VDC Normal 7
7 Right Rear Suspension Pressure Sensor 1-5VDC Normal
8 Inclinometer
Body Down - Open
9 Body Rise Signal
Body Up - Gnd
Lock Off - Open
10 Break Lock Signal/Neutral Signal
Lock On - Gnd
11
12

M20007 02/99 Payload Meter II M20-31

 PAYLOAD CIRCUIT NUMBERS

Circuit Designation Circuit Description

39F, 39F1...39F5 +18 volt sensor power supply
39FA Pressure signal Right Rear
39FB Pressure signal Left Rear
39FC Pressure signal Right Front
39FD Pressure signal Left Front
39FE Inclinometer signal
39FG Sensor ground
39A PLM lamp output - green
39B PLM lamp output - amber
39C PLM lamp output - red
39D PLM lamp output - unused
39E PLM lamp output - unused
39G +24 volt PLM power
39AA Load light - green
39BA Load light - amber
39CA Load light - red
73FSL TCI 100% load signal - 930E only
73MSL TCI 70% load signal - 930E only
714A Speed signal
714AT Speed signal
63L Body up (gnd = up, open = down)
39H Brake lock (gnd = release, open = lock)
35L1 PLM RS232 RTS (request to send)
35L2 PLM RS232 signal ground
35L3 PLM RS232 receive
35L4 PLM RS232 transmit
35L5 PLM RS232 CTS (clear to send)
35L6
35L7/35L4 Scoreboard 1 to scoreboard 2
35L8 PLM chan 2 TxD
35L9 PLM chan 2 RxD
21C Engine oil pressure (gnd = off, open = run)
21D Alternator R-Terminal (open = off,+24V = run)

M20-32 Payload Meter II M20007 02/99

 PAYLOAD METER II RE-INITIALIZATION PROCEDURE
This procedure is designed to reset the Payload Meter II to clear repeated F.CAL errors.
This procedure is necessary to fix a rare condition in
the operation of the meter. Indication for this procedure
is a repeated display of F.CAL on the meter despite
repeated calibration. If possible, download the Pay-
load Meter before performing this procedure. This
procedure will erase all memory and user settings.
NOTE:
This procedure should be performed before any
Payload Meter is returned for warranty or repair.
Before performing this procedure, be sure that the
engine inputs into the payload meter can be manipu-
lated to indicate engine running and engine stopped.
Some payload meter installations have hard-wired
these inputs. These inputs must be accessible and
able to produce the following input conditions:
21C 21D
Condition Engine Oil Alternator "R"
Pressure Terminal
Engine Running Open 24VDC
Engine Stopped Ground Open
1. Turn off all systems.
2. Turn on the Payload Meter but leave the engine
off.
3. Hold MODE and LIGHT until CHEC flashes.
4. Hold the CAL, TOTAL and LIGHT buttons until
00:00 is displayed.
5. Press CAL for 2 seconds. 00 00 will flash and the
meter will erase its memory and reset to its factory
settings. This includes and OP, UP, PL, P.SEL,
and E.SEL settings.
The meter will restart and display F.CAL.
6. Start the engine.
M20007 02/99 Payload Meter II
7. Set the time, date, OP, PL, and UP settings. All
other user settings should updated at this time.
8. Calibrate the Payload Meter by holding the CAL
button until CAL flashes.
9. Release the Brake Lock (Park Brake for 330M)
and begin driving 5-8 MPH on level ground and
press CAL.
CAL should display until the meter finishes its
calibration.
10. Load the truck to rated load and drive through one
haul cycle.
11. After dumping the load, wait at least 15 seconds
and drive the truck to a safe location.
12. Stop the truck and shut down the engine.
13. Turn on the Payload Meter but leave the engine
off.
14. Hold MODE and LIGHT until CHEC flashes.
15. Hold LIGHT and CAL until A:CLE flashes.
16. Press CAL to clear the service memory.
17. When CHEC is displayed, press MODE to return
to normal operation.
18. Clear the Haul Cycle Memory by holding MODE
until Cd:dP is displayed.
19. Press MODE and A.CLE will be displayed.
20. Hold CAL until A.CLE flashed.
21. Press CAL once more to clear the haul cycle
memory.
22. Clear the operator load counter by pressing the
TOTAL button until ":" is displayed.
23. Hold the CAL button until the display flashes.
24. Hold the CAL button until 0000 is displayed to
clear the memory.
25. The payload meter should now function normally.
M20-33
 NOTES

PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE

MANUFACTURED UNDER LICENSE FROM

L. G. HAGENBUCH holder of
U.S. Patent Numbers 4,831,539 and 4,839,835

M20-34 Payload Meter II M20007 02/99

 CAB RADIO
To operate the Radio
1. Rotate the ON-OFF control (1) clockwise to turn
the radio ON; rotate CCW (counter-clockwise) to
turn radio OFF. Rotate VOL control clockwise to
increase volume. Rotate VOL control CCW to de-
crease volume.
2. AM/FM or WX - Press BAND switch (2) to select
desired band. (AM/FM or optional WX* , will be
displayed depending on band choice.)
NOTE: The last station heard on each band will be
stored in memory. When switching back to that
band, it will automatically return.
* WX not available on all models.
3. SEEK - Press SEEK ∧ / ∨ (3) to automatically
search for the next higher / lower listenable station
and stay there. It will find another station each time
that the button is pressed.
4. Manual Tuning - Press and hold TUNE ∧ button
(4) to increase frequency.
Release as the desired frequency is approached.
Press TUNE ∨ to decrease frequency.
5. Pushbuttons - Press one of the five pushbuttons
(5) to recall a preset station.
6. The following procedure will set-up pushbuttons:
Locate a favorite station by using SEEK ∧ / ∨ or
the TUNE ∧ / ∨ buttons.
Press SET pushbutton (6). The station frequency
will flash 5 seconds or until set.
Press the button that is desired to be established
for that station.
The radio will now return to that frequency each
time that button is pressed and released.
NOTE: A total of fifteen stations can be preset - 5
AM, 5 FM, and 5 WX.
M27001
7. Clock - If time-of-day is not on the display, press
RCL (7).
Press and hold SET button and at the same
time press and hold TUNE ∨ until the correct
hour appears.
Press and hold SET button and at the same
time, press and hold TUNE ∧ until the correct
minute appears. (Seconds will set to 00 when
adjusting minutes.)
Frequency - If radio is turned on and time is being
displayed, press RCL to display frequency.
Stereo - The radio will automatically switch to
stereo when tuned to an FM station broadcasting
stereo, and the stereo indicator light ST will be
displayed.
8. Balance - The left-right stereo balance is adjusted
by rotating the BALance (8) control in the corre-
sponding direction from the detent position.
9. Fade - Using the tab behind the BAL control, adjust
the FADE control (9) to the right to FADE toward
the rear speakers. Adjust it to the left to FADE
toward the front speakers.
NOTE: BALance (8) and FADE (9) controls have a
detent position at the center for a balance of front
to rear and left to right.
10. & 11. Tone
Rotate TRE control (10) towards left to decrease
treble; rotate TRE control towards right to increase
treble.
Rotate BAS control (11) to the right to increase
bass; rotate BAS control to the left to decrease
bass.
NOTE: Both controls have a detent position at the
center for a balance of treble and bass.
Cab Radio M27-1
To Operate The Tape Player
12. Insert tape into door marked AUTO REVERSE. NOAA - Weather Radio is a service of the "Voice of the
Raised portion of cassette cartridge should be to National Weather Service." It provides continuous
the right. broadcasts of the latest weather information directly
from National Weather Service offices. Taped weather
NOTE: The arrow points in the direction of tape
messages are repeated every four to six minutes and
direction.
are routinely revised every one to three hours, or more
13. Program - Press both direction buttons (13) simul- frequnetly if need be.
taneously. The direction arrow will change in the Most of the stations operate 24 hours daily.
graphic display and the player will change tracks.
Fast Forward - Viewing the arrow in the display,
press button with arrow pointing in the same
dirction to activate fast forward; press other button
lightly to cancel and return to playing speed.
Fast Reverse - Viewing the arrow in the display,
press button with arrow pointing in the opposite
direction to activate fast reverse; press other but-
ton lightly to cancel and return to speed.
14. Eject - Press EJT button (14) firmly to eject a tape.
NOTE: When tape is ejected, the radio becomes
operative. It is not necessary to eject a tape when
leaving the vehicle; a solenoid removes internal
pressure automatically.

M27-2 Cab Radio M27001

 SECTION N
OPERATOR’S CAB
INDEX

TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N02013

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
PREPARATION FOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Door Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5

CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N03011

WINDSHIELD WIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-2
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
HEATER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Heater Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Fan Motor and Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
HEATER/AIR CONDITIONER ASSEMBLY (Exploded Parts Illustration) . . . . . . . . . . N3-5

OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N04013

OPERATOR CAB and CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2
RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
SERVICE BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
THROTTLE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
HEATER/AIR CONDITIONER COMPARTMENT AND CONTROLS . . . . . . . . . . . N4-4
RETARDING CAPACITY CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
RADIO SPEAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
"MOM" DISPLAY SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
WARNING ALARM BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
CAB RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
AIR CLEANER VACUUM GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6

N01018 7/98 Index N1-1

 OPERATOR CAB AND CONTROLS (N04013 - CONTINUED)
CENTER CONSOLE STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
Transmission Range Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Shift Limiter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
F1 Start Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Parking Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
L.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
Ash Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
Lighter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
Passenger Seat w/Safety Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10

INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . N05028

INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Keyswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-2
Emergency Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-2
R. H. Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Center Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
L. H. Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Headlight Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Back Up/Deck Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Electronic Display Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
R. H. CONTROL/INDICATOR PANEL (Figure 5-2) . . . . . . . . . . . . . . . . . . . . . . N5-4
Discussion of items 1 - 10, Figure 5-2 . . . . . . . . . . . . . . . . . . . . . . . . 5-4 ---- 5-5
CENTER DISPLAY PANEL (Figure 5-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Discussion of items 1 - 29, Figure 5-3 . . . . . . . . . . . . . . . . . . . . . . . . 5-6 ---- 5-9
L. H. CONTROL/INDICATOR PANEL (POD) (Figure 5-4) . . . . . . . . . . . . . . . . . . N5-9
Discussion of items 1 - 21, Figure 5-4 . . . . . . . . . . . . . . . . . . . . . . . . 5-9----5-12
REAR OF OPERATOR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
CUMMINS ENGINE CENTRY FUEL SYSTEM DIAGNOSTICS . . . . . . . . . . . . . . N5-14
Determining "FAULT" Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Exiting The Diagnostics Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15

N1-2 Index N01018 7/98

 TRUCK CAB
Description
The truck cab is a fully insulated design incorporating
an integral ROPS structure for maximum operator
comfort and safety. All gauges, switches, and controls
have been designed to simplify operation and are
DO NOT attempt to modify or repair damage to the
placed within easy reach of the operator. Servicing of
ROPS structure without written approval from the
cab and associated electrical systems is simplified by
manufacturer. Unauthorized repairs to the ROPS
use of heavy-duty connectors on the various wiring
structure will void certification. If modification or
harnesses. Hydraulic components are located outside
repairs are required, contact the servicing
of the interior and are accessed through covers (2,
Komatsu Distributor.
Figure 2-1) on the front of the cab.

FIGURE 2-1. CAB ASSEMBLY

1. Mounting Pad 5. Stop Light (Service Brakes Applied) 9. Left Rear Window
2. Access Covers 6. Retard Light (Retarder Applied) 10. Left Front Window
3. Filter cover 7. Lifting Eye 11. Side Windshield Glass
4. Windshield Wiper Arms 8. Glass Bumpers (under glass)

N02013 12/98 Truck Cab N2-1

Prior to cab removal or repair procedures, it may be
necessary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body should be raised and the safety
cables installed at the rear of the truck.
Read and observe the following instructions be-
fore attempting any repairs!
• Do not attempt to work in deck area until body
safety cables have been installed.
• Before weld repairs are performed, disconnect
all electrical harnesses.
PREPARATION
1. Reduce the engine speed to idle. Place the selec-
tor switch in NEUTRAL and apply the parking
brake. Be certain the "Parking Brake Applied"
indicator lamp in the overhead panel is illumi-
nated.
2. Shut down the engine using the keyswitch. If, for
some reason the engine does not shut down, use
the shutdown switch on the center console.
3. Verify the steering accumulators have bled down
by attempting to steer.
4. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
5. Open the battery disconnect switches.
Removal
NOTE: The following procedure describes removal of
the cab as a complete module with the hydraulic brake
cabinet attached. All hoses and wire harnesses should
be marked prior to removal for identification to ensure
correct reinstallation:
1. Turn the key switch to the ‘‘Off’’ position and allow
at least 90 seconds to bleed the steering accumu-
lator. Turn the steering wheel to be sure no pres-
sure remains. If installed, open the
automatic/manual drain valve mounted below the
air tank and drain air supply.
2. Block truck securely, and open the brake accumu-
lator bleed down valves on the accumulators
located in the cabinet mounted on the rear of the
cab. Allow sufficient time for accumulators to
bleed down completely.
N2-2
3. Open the battery disconnect switch located at the
left hand ladder.
4. Disconnect hydraulic hoses routed to frame from
fittings at rear of cab under brake cabinet. (It is
not necessary to disconnect hoses attached to,
and routed under the cab.) Cap all fittings and
plug hoses to prevent contamination.
5. Disconnect wire harnesses at connectors located
under hydraulic cabinet.
6. Remove cable and hose clamps as needed for
cab removal
7. Close heater shutoff valves located at the water
pump inlet housing on the right side of the engine
and at the water manifold. Disconnect heater
hoses at each valve and drain coolant into a
container.
8. Remove clamps and heater hoses from fittings
underside of deck, below heater.
Federal regulations prohibit venting air condition-
ing system refrigerants into the atmosphere. An
approved reovery/recycle station must be used to
remove the refrigerant from the air conditioning
system.
9. If the truck is equipped with air conditioning,
evacuate the air conditioning system:
a. Attach a recycle/recovery station at the air
conditioning compressor service valves. (Re-
fer to ‘‘Heater/Air Conditioning System’’ in Sec-
tion "M" for detailed instructions.)
b. Evacuate air conditioning system refrigerant.
c. Remove the air conditioner system hoses
routed to the cab from the receiver/drier and
compressor. Cap hoses and fittings to prevent
contamination.
10. Attach a lifting device to the lifting eyes provided
on top of the cab.
The cab assembly weighs approximately 5000 lbs.
(2270 kg). Be sure lifting device is capable of lifting
the load.
11. Remove the capscrews and washers from each
mounting pad (1, Figure 2-1) at the corners of the
cab.
Truck Cab N02013 12/98
12. Check for any other hoses or wiring which may
interfere with cab removal.
13. Lift the cab assembly off the truck and move to an
area for further service.
14. Place blocking under each corner of the cab to
prevent damage to floor pan and hoses before cab
is lowered to the floor.
Installation
1. Lift cab assembly and align mounting pad holes
with tapped pads. Insert at least one capscrew
and hardened washer at each of the four pads
prior to lowering cab onto the truck.
2. After cab is positioned, insert the remaining cap-
screws and hardened washers. (32 total). Tighten
the capscrews to 700 ft. lbs. (950 N.m) torque.
3. Route wire harnesses to the electrical connectors
on the rear corner of the cab. Align cable connec-
tor plug key with receptacle key and push plug
onto receptacle. Carefully thread retainer onto
receptacle and tighten securely. Install clamps if
removed during cab removal.
FIGURE 2-2. CAB - REAR VIEW
N02013 12/98 Truck Cab
4. Remove caps from hydraulic hoses and tubes and
reinstall. Reinstall hose clamps as required.
5. Install heater hoses and clamps on fittings on
underside of cab. Connect other end of hose to
fittings at shutoff valves on engine. Open heater
shutoff valves. Connect air cleaner restriction in-
dicator hoses.
6. Remove caps and reinstall air conditioning system
hoses from compressor and receiver/drier.
7. Refer to ‘‘Heater/Air Conditioning System’’ in Sec-
tion M for detailed instructions regarding evacu-
ation and recharging with refrigerant.
8. Close brake accumulator bleed down valves.
9. Close battery disconnect switch.
10. Service hydraulic tank and engine coolant as
required.
11. Start the engine and verify proper operation of all
controls.
12. Assure the air conditioning system is properly
recharged.
N2-3
CAB DOOR Door Adjustment
The cab door assemblies are similar except for the If adjustment is necessary to insure tight closure of
hinge side. Each is hinged on the rear edge with a door, loosen striker bolt in the door jam, adjust, and
heavy duty hinge. For repairs on the door latches or retighten.
window controls it is usually better, but not necessary, A rubber sealer strip is mounted with adhesive around
to remove the door from the cab and lower it to the floor the perimeter of the door assembly to exclude dirt and
for service. drafts. This sealer strip should be kept in good condi-
tion and replaced if it becomes torn or otherwise
damaged.
Removal
1. If overhead space is available, raise body to allow Replace Door Glass
access to door with overhead hoist. Secure body 1. Remove hair pin clip (1, Figure 2-3) and bolt (2)
in raised position with safety cables. from the door check strap closes to the door.
2. Lower door glass far enough to allow insertion of
lifting sling when door is removed.
3. Remove door panel for access to power window
motor harness connector. Disconnect motor and
remove cab harness from door.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.
5. Insert lifting sling through door and attach to hoist.
Remove capscrews (a swivel socket wporks best)
securing door hinge to cab and lift door from cab.
6. Place door on blocks or on a work bench to protect
the window glass and allow access to internal
components for repair.

Installation
1. Attach sling and hoist to door assembly, lift door
up to the deck and position door hinges to cab.
2. Align door hinges with cab and install capscrews FIGURE 2-3.
securing door to cab. 1. Hair Pin Clip 4. Wiring Harness
3. Attach the travel limiting strap with the bolt and 2. Door Strap Bolt 5. Panel Screws
clip removed previously. 3. Strap Bracket 6. Window Regulator
Mounting Screw
4. Reconnect door harness to receptacle mounted
in the cab floor. 2. Remove 2 M8X12 capscrews (3), which hold the
5. Verify proper operation of power window and door door strap bracket to the door.
latch adjustment. 3. Disconnect wiring harness (4) to the window
6. Install door panel. regulator.
4. Open the door as far as possible in order to
remove the internal door panel.

Door glass and internal door panel will drop when

door panel screws are removed.

N2-4 Truck Cab N02013 12/98

 5. Before removing all door panel mounting screws, 7. Remove 2 screws (Figure 2-5) holding the roller
support the panel to prevent the assembly from track to the bottom of the door glass.
dropping. Remove 15 mounting screws (5).
NOTE: Remove panel screws across the top last.

6. Carefully lower the door panel a few inches (Fig-

ure 2-4). Hold glass at top to prevent it from
dropping. Slide the door panel toward the cab to
disengage the window regulator roller from the
track on the bottom of the glass. Then slide the
panel away from the cab to disengage the other
top roller and the lower roller from their tracks.
Place the panel out of the way after removal.

FIGURE 2-5.

8. Support glass in door frame as shown (1, Figure

2-6). Remove screws (2) that hold the adapter for
the window regulator track.

FIGURE 2-4.

FIGURE 2-6.
1. Support Block 2. Screws

N02013 12/98 Truck Cab N2-5

 Bracket (2, Figure 2-9) at bottom of glass must
clear the door frame, if still on glass.

FIGURE 2-7.
1. Screws 2. Rubber Felt Insert

Remove the screw at the lower end of the window

channels. It is necessary to pull the rubber felt
insert (2, Figure 2-7) out of the channel in order
to be able to remove the screws.
9. Remove the trim material covering the screws
holding the window frame to the door. Remove
screws (1, Figure 2-8) holding window frame to
the door.
Note: Screws along the bottom of window frame may
be shorter than along the top and sides. FIGURE 2-9.
1. Window Frame 2. Window Bracket

10. Move window glass and frame to an area where

FIGURE 2-8.
1. Screws
Lift door glass up in the frame (1, Figure 2-9) so
that it is near the top. Holding the glass in place,
tilt frame out at the top. Lift frame and glass
straight up and out of door.
the glass can be removed. Slide the glass down
and out of the window channels.
11. Before installing new window glass, first inspect
the window frame. In each corner there is an "L"
shaped bracket with 2 screws in it to hold the
corners of the frame together. Check the screws
(1, Figure 2-10) to be sure they are tight. Also be
sure the rubber felt insert in the window channels
is in good condition. Replace, if necessary.
12. Slide the new window glass into the window frame
glass channels. Move the glass to the top of the
frame.
13. Lift window frame, holding glass at the top of the
frame, and lower the assembly into the door.

N2-6 Truck Cab N02013 12/98

 FIGURE 2-10.
1. "L" Shaped Brackets
1. Capscrew & Nut
2. Mounting Screws -
Be sure the one channel (5, Figure 2-11) which is
next to the door latch passes to the inside of the
latch assembly (4).
14. Lower glass in frame and support it as seen in
Figure 2-6.
15. Reinstall window frame screws which holds it to
the door frame.
Screws along the bottom of window frame may be
shorter than the ones along the sides and top.
These screws must be used in this area to prevent
the window glass from being scratched or
cracked. See Figure 2-8.
16. Install trim material over the top of screws that
holds the window frame to the door. Use a flat
blade screwdriver to assist with installing the trim
material. See Figure 2-12. Be careful not to cut the
retainer lip on the trim material.
FIGURE 2-11.
3. Mounting Screw -
Outside Door Handle
Latch 4. Latch Assembly
5. Window Frame
17. Install the 2 screws removed in step 8. Be sure the
rubber felt insert is back in place after installing the
screws.
18. Reinstall window regulator track bracket as seen
in Figure 2-6. Be sure nylon bushings and gaskets
are installed properly to prevent damage to the
glass.
19. Lift window glass in frame and install window
regulator roller track to bracket installed in step 18.
See Figure 2-5.
20. Holding window glass as seen in Figure 2-4 (a few
inches from the top.) install lower and upper regu-
lator rollers in their tracks. Start by moving door
panel (with window regulator) away from cab just
far enough to allow the rollers to enter their tracks.
Then with the rollers in the tracks slide the panel
toward the cab. Move the panel just far enough to
allow the upper regulator roller to go into the track
on the bottom of the glass.

N02013 12/98 Truck Cab N2-7

 3. Replacing Window Regulator Motor, or Window
Regulator Assembly:
a. If replacing the motor assembly of the window
regulator, be sure the worm gear on the motor
is engaged properly into the regulator gear.
Also, the regulator should be in the "UP" posi-
tion before replacing the motor assembly.
Be sure the motor mounting screws are tight.
b. If replacing the window regulator assembly, the
new regulator should be in the "UP" position
before being mounted.
4. Mount window regulator to the inner panel with
the 4 mounting screws removed in step 2.
Be sure screws are tight.
5. Refer to door glass replace procedure and follow
steps 20-23 to complete replacement.

Replace Door Handle or Latch Assembly

The cab doors are equipped with serviceable latch
handle assemblies (inner and outer). If they become
inoperative, they should be replaced by a new assem-
bly. The outer latch handle assembly on each door is
furnished with a key-operated lock to enable the op-
erator to lock the truck cab while the truck is parked
unattended.
FIGURE 2-12.
1. Follow steps 1-6 procedure for door glass replace-
ment.
21. Lift door panel, regulator and glass up to align
screw holes in the panel with holes in door frame. 2. Refer to Figure 2-11. Remove capscrew and nut
Install screws that retain panel to door frame. (1) from inside door handle.
22. Hook-up electrical connector for the window regu- 3. Remove 4 mounting screws (2) for the latch.
lator. Install the two cap screws that hold the door Remove old latch assembly.
strap bracket to the door frame. * If replacing the latch assembly go to step 5.
23. Align door check strap opening with holes in the 4. If replacing the outside door handle, remove 3
bracket and install bolt. Install the hair pin clip. See screws holding handle to door panel (3, Figure
Figure 2-3. 2-11).
Note: Only 1 screw is shown, the other 2 are
behind the latch assembly.
Replace Door Window Regulator
1. Follow steps 1-6 procedure for door glass replace- 5. Install new latch assembly and align mounting
ment. holes. Install 4 mounting screws.
2. Move inner panel assembly to a work area to Be sure they are tight.
enable replacement of the window regulator. 6. Align inside door handle and install capscrew and
Remove 4 mounting screws. See 6, Figure 2-3. nut (3 Figure 2-11).
7. Follow steps 20-23 of the door glass replacement
procedure to complete the repair.

N2-8 Truck Cab N02013 12/98

Door and Door Hinge Seal Replacement
1. The door assembly seal has only three members
to it (sides and top) and is glued on the door. This
seal can be replaced by peeling the seal away
from the door frame. Then use a suitable cleaner
to remove the remaining seal and glue material.
2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
is quick drying and waterproof onto the area
where the seal is to installed.
3. Install the seal so that the corners of the seal fit
up into the corners of the door frame (3, Figure
2-13).
4. The Door Hinge Seal is glued to the hinge.
Use the same procedure as above for this seal
(2, Figure 2-14).
FIGURE 2-13.
1. Door Opening Seal 3. Door Assembly Seal
Door Opening Seal
Removal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. Seal should pull
loose from the cab opening lip. Pull seal loose all
the way around the opening (1, Figures 2-13 &
2-14).
2. Inspect cab opening lip for damage, dirt, or oil.
Repair or clean cab opening as necessary.
Remove dirt, old sealant etc. Be certain perimeter
of opening is clean and free of burrs, etc.

Installation
1. Install the seal material around the door opening
in the cab. Start at the bottom center of the cab
opening and work the seal lip over the edge of the
opening. Go all the way around the opening.
Be sure that the seal fits tight in corners.
A soft face tool may be used to work the seal up
into the corners.
2. Continue going all the around the opening. When
the ends of the seal meet at the starting bottom
FIGURE 2-14.
center of the cab opening, it may be necessary to
trim off some of the seal. 1. Door Opening Seal 2. DoorHinge Seal
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
3. Fit both ends so that they meet squarely, then
while holding ends together, push them firmly into
the center of the opening.

N02013 12/98 Truck Cab N2-9

GLASS REPLACEMENT
ADHESIVE-BONDED WINDOWS
Recommended Tools/Supplies
• Pneumatic knife,
or a piano wire type cutting device
• Heavy protective gloves
• Safety eyeglass goggles
• Glazing adhesive* & application gun
*NOTE:
SikaTack®-Plus Booster adhesive is advertised
to achieve full cure in two (2) hours, is not climate
dependent, does not require black glass primers,
can be applied with a standard gun, and meets
FMVSS 212/208 in one (1) hour.
Sika Corporation
22211 Telegraph Road,
Southfield, MI 48034
If another adhesive is used, be certain to follow
all the manufacturer’s instructions for use, includ-
ing full allowances for proper curing time.
• SM2897 glass installation bumpers
(4 - 6 per glass piece)
• Window glass (Refer to Parts Catalog)
Replacement Procedure
The first concern with all glass replacement is
SAFETY! Wear heavy protective gloves and safety
eyeglass goggles when working with glass.
1. Using a permanent marker, mark all the edges of
the glass to be replaced on the cab skin
(all windows, except the front windshield piece,
rear cab window, and door windows).
All edges must be marked in order to apply the
adhesive properly.
The glass locating edges are as follows:
a. Left rear side glass (8, Figure 2-1); mark the
front and bottom edge locations.
b. Front left & right side glass (9); mark the rear
and bottom edge locations.
2. Using either a pneumatic knife, or a piano wire
type cutting device, carefully remove all of the
remaining glued-on glass.
N2-10 Truck Cab
3. Carefully clean and remove all broken glass chips
from any remaining window adhesive.
The surface should be smooth and even.
NOTE: Removal of all old ahesive is not required;
just enough to provide an even bedding base.
4. Apply 4 to 6 SM2897 glass installation bumpers
(8), equally spaced around the previously marked
glass perimeter, approximately 0.75 in (19 mm)
inboard from where the edge of the glass will be
when installed.
5. Clean the glass and prepare the black primer coat
according to the adhesive supplier’s instructions.
6. Apply a continuous even bead of the glazing
adhesive (approximately 0.38 in./10 mm dia.) to
the cab skin at a line 0.50 - 0.63 in. (13 - 16 mm)
inboard from the previously marked final location
of the glass edge (when applied to the cab).
NOTE: Be careful not to place this bead too far
inboard, as it will make any future replacement
more difficult.
7. Carefully locate the glass in place with the black
masking side towards the adhesive. Carefully
press firmly, but not abruptly, into place.
8. Using a wooden prop and furnace/duct tape, hold
the glass in place, at least one (1) full hour before
moving the vehicle. Otherwise, vibration will
weaken the bond.
NOTE: If SikaTack®-Plus Booster adhesive is not
used, be certain to follow all the adhesive manu-
facturer’s instructions for use, including full allow-
ances for proper curing time.
The curing time may be much longer than the one
(1) full hour mentioned above.
N02013 12/98
WINDSHIELD & REAR GLASS Installation
Two people are required to remove and install the 1. If the weatherstrip material previously removed is
windshield and rear glass. One inside the cab, and the broken, weathered, or damaged in any way, use
other on the outside. new rubber weatherstrip material.
Special tools are available from local tool suppliers that NOTE: Using a non-oily rubber lubricant on the
are helpful in removing and installing automotive glass. weatherstrip material and cab opening, will make
the following installation easier:
a. Install the weatherstrip around the opening in
Removal the cab for the glass. Start at the lower center
1. Lift windshield wiper arms out of the way if wind- of the cab opening and press the weatherstrip
shield is to be replaced. over the edge of the opening (3 & 4, Figure
2-15).
2. Starting at the lower center of the glass, pull the
b. Continue installing weatherstrip while going all
glass weatherstrip locking lip out (2, Figure 2-15).
the around the opening. When the ends of the
Use a non-oily rubber lubricant and a screwdriver
weatherstrip meet at the starting lower center
to to release the locking lip.
of the cab opening, there must be 0.5 in. of
3. Remove glass from weatherstrip by pushing out overlapping material.
from inside the cab. NOTE: The ends of the weatherstrip material
4. Clean weatherstrip grooves of dirt, sealant etc. Be need to be square-cut to assure a proper fit.
certain perimeter of cab glass opening is clean c. Lift both ends so that they meet squarely, then
and free of burrs etc. while holding ends together, force them back
over the lip of the opening.
2. Lubricate the groove of the weatherstrip where the
glass is to be seated.
a. Lower the glass into the groove along the
bottom of the opening (1 & 4, Figure 2-15).
Note: Two persons should be used for the
following installation:
b. Have one person on the outside of the cab push
in on glass against opening, while the person
inside uses a soft flat tool (plastic knife) and
goes around the glass to work the weatherstrip
over the edge of the glass.
3. After the glass is in place, go around the weath-
erstrip and push in on the locking lip to secure the
glass in the weatherstrip (2, Figure 2-15).
FIGURE 2-15.
4. If windshield was being replaced, lower wind-
1. Glass 3. Sheet Metal
shield wiper arms/blades back to the glass.
2. Locking Lip 4. Weatherstrip Material

N02013 12/98 Truck Cab N2-11

 NOTES

N2-12 Truck Cab N02013 12/98

 CAB COMPONENTS
WINDSHIELD WIPER
The windshield wipers are operated by a 24 volt elec- Motor Installation
tric motor. The wiper can be adjusted for a variable
intermittent delay or a constant low or high speed by 1. Align motor mounting holes with cab bracket.
the switch mounted on the instrument panel. 2. Install mounting screws and washers. Tighten
mounting screws to 16 ft. lbs (22 N.m) torque.
Motor Removal
3. Align linkage with motor output shaft arm and push
1. Lower the access panel (1, Figure 3-1) above the onto retainer. Rotate retainer clockwise until
windshield (3). locked in place.
2. Disconnect motor wiring at the connector. 4. Reconnect motor to cab harness connector.
3. Remove linkage from output shaft retainer (4) by 5. Verify proper operation of wipers.
rotating retainer counterclockwise.
4. Remove screws attaching motor to mounting
bracket and remove motor assembly.

Wiper Arm and Shaft Replacement

Removal
1. Lift wiper arm cover (1, Figure 3-2) and remove
arm retaining nut (2) and spring washer (3).
2. Remove hose. Note position of arm and remove
arm.
3. Remove cap (4), nut (6) and washer (7) from pivot.
4. Remove linkage by releasing retainer (8) (turn
counterclockwise) and removing.

FIGURE 3-2. WIPER ARM DETAIL

FIGURE 3-1. WINDSHIELD WIPER 1. Wiper Arm 5. Pivot shaft
INSTALLATION 2. Nut 6. Nut
3. Spring Washer 7. Washer
1. Access Panel 3. Windshield 4. Cap 8. Retainer
2. Wiper Motor Assembly 4. Retainer

N03011 7/98 Cab Components N3-1

Installation
1. Insert wiper arm pivot shaft (5, Figure 3-2) through
hole in windshield frame and install nut (6) and
washer (7).
2. Install cap (4). Attach linkage to pivot arm by
pressing over retainer (8) and turning retainer
clockwise until locked.
3. Install wiper arm (1) in location noted during
removal and install spring washer (3) and retain-
ing nut (2). Tighten nut to 13 ft. lbs. (17 N.m)
torque.
4. Connect windshield washer hose.
5. Install access panel machine screws.
6. Verify proper operation and arc of wiper arm.
Reposition arm on pivot splines if blade contacts
windshield weatherstrip.

WINDSHIELD WASHER

Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab, has
a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-3) with
a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the instrument panel and is acti-
vated by pressing the knob. When the switch is acti-
vated, washing solution is pumped through the outlet
hose (3) and fed to a jet located in each of the wind-
shield wiper arms.

Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump from
the control switch. If the pump is inoperable, replace it
with a new pump assembly.
FIGURE 3-3. WINDSHIELD WASHER FLUID
Note: The pump is only available as an assembly and
RESERVOIR AND PUMP
cannot be repaired.
1. Reservoir 3. Outlet Hose
2. Pump 4. Filler Cap

N3-2 Cab Components N03011 7/98

HEATER/AIR CONDITIONER HEATER COMPONENTS
The heater assembly incorporates all the controls nec- NOTE: Figures 3-4 and 3-5 illustrate both the heater
essary for regulating the cab interior temperature; system and air conditioning system parts contained in
heated air during cold weather operation, outside air the cab mounted enclosure. Refer to Section ‘‘M’’ for
during mild temperatures and cooled, de-humidified air additional information regarding air conditioning sys-
during warm weather operation if the optional air con- tem components, maintenance and repair.
ditioning system is installed.
The following information primarily describes the
heater system. Refer to Section M, ‘‘Air Conditioning
System’’ for detailed information concerning the com-
CIRCUIT BREAKERS
plete air conditioning system operation, repair, and
system recharging instructions. Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn key switch ON and verify
OPERATION circuit breaker CB31 (located on Power Distribution
Module behind operator’s seat) and the internal heater
Heat for the cab is provided by passing coolant from
circuit breaker have not opened by verifying +24VDC
the engine cooling system through a heater coil. Blow-
is present on the junction block (24, Figure 3-5).
ers move air across the heating coil which warms the
air for heating or defrosting.
An engine driven freon compressor passes air condi-
tioning system refrigerant through an evaporator coil
mounted in the same enclosure. The same blowers
used for heating move air across the evaporator to
provide cooled air through the outlet vents.
All heater and air conditioner controls are mounted on
a pod on the face of the enclosure.

FIGURE 3-4. CAB HEATER/AIR

CONDITIONER COMPONENTS

1. Enclosure
2. Heater Control Module
3. Water Control Valve
4. A/C Freon Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Coil
8. Heater Coil

N03011 7/98 Cab Components N3-3

HEATER COIL
The heater coil (12, Figure 3-5) receives coolant
through the water control valve (44) when HEAT is
selected. If the selection control (19) is placed in
between the red and blue area, or turned counterclock-
wise to the blue area, coolant flow should be blocked.
If the heater control module (43) and water valve
appear to be working properly, yet no heat is apparent
in the heater coil (12), the coil may be restricted.
Remove and clean or replace the coil.
FAN MOTOR AND SPEED CONTROL
Fan speed is controlled by inserting resistor(s) (29 &
30) in series with the supply circuit to the blower motor
to reduce voltage. The number of resistors in series is
determined by the position of the fan speed selector
switch.
At low speed, 3 resistors are used, at medium speed,
1 resistor is used, and for high speed, the full +24VDC
is supplied to the blower motor, bypassing all resistors.
Test
If the motor (39) does not operate at any of the speed
selections, verify battery voltage is available at the
circuit breakers (refer to electrical schematic, Section
R). If voltage is present, the motor is probably defec-
tive and should be removed and replaced.
If the motor operates at high speed, but does not
operate at reduced speed, inspect the resistors for
physical damage or an open circuit. Replace resistors
as required.
ACTUATORS
Three (3) linear actuators (22, Figure 3-5) are installed
inside the heater housing and are used to actuate the
flappers for the following:
• Defroster outlet
• Bi-level or floor outlets
• Inside or outside air selection
A failure to switch one of the above modes of operation
may be caused by a faulty actuator.
N3-4 Cab Components
Test
Visually inspect the flapper (8, 26, or 31) and linkage
for the function being diagnosed. Make certain the
flapper is not binding or obstructed, preventing move-
ment from one mode to the other.
Verify voltage is present at the actuator when the
toggle switch is closed or absent when the toggle
switch is opened.
If voltage is proper, disconnect actuator from flapper
and verify actuator force is comparable to a known
(new) actuator. If not, replace with a new actuator.
FILTER
Service
Inlet filters (6) in the heater cover and the cab access
panel need periodic cleaning to prevent restrictions in
air circulation. The recommended interval for cleaning
and inspection is 250 hours, but in extremely dusty
conditions, the filters may need daily service and in-
spection, especially the outer panel filter on the cab
shell. The filter elements should be cleaned with water
and dried in a dust free environment before reinstalla-
tion. Replace the filter element every 2000 hours or
sooner if inspection indicates a clogged or damaged
filter.
AIR CONDITIONER COMPONENTS
Components installed in the heater housing, unique to
the air conditioner system, are discussed in Section M,
‘‘Air Conditioning System’’ .
N03011 7/98
 FIGURE 3-5. HEATER/AIR CONDITIONER ASSEMBLY
1. Casing 16. Control Plate 30. Resistor, 24 volt
2. Cover 17. Blower Switch 31. Defroster Flapper
3. Louver 18. Toggle Switch 32. Grommet
4. Adaptor 19. Selection Control 33. Electrical Box Cover
5. Filter Grille 20. Thermostat 34. Blower Mount
6. Air Filter 21. Hose 35. Blower Assembly
7. Filter Holder 22. Actuator 36. Blower Housing
8. Fresh Air Flapper 23. Flapper Bracket 37. Blower Wheel
9. Evaporator Coil 24. Junction Block 38. Venturi
10. Block Valve 25. Relay 39. Blower Motor
11. O-Ring 26. Bi-level Flapper 40. Motor Mount
12. Heater Coil 27. Flapper Bracket 41. Cover Plate
13. Screw 28. Circuit Breaker 42. Wiring Harness
14. Knob 29. Resistor, 12 Volt 43. Heater Control Module
15. Label Overlay 44. Water Control Valve

N03011 7/98 Cab Components N3-5

 NOTES

N3-6 Cab Components N03011 7/98

 OPERATOR CAB AND CONTROLS

FIGURE 4-1. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel 6. Heater/Air Conditioner Controls 13. ‘‘PMC’’ Interface Connector
2. Retarder Control Lever 7. Heater/Air Conditioner Vents 14. Air Cleaner Vacuum Gauges
3. Service Brake Pedal 8. Retarding Capacity Chart 15. Payload Meter II
4.Throttle/Accellerator Pedal 9. Radio Speakers 16. Windshield Wipers
5.Instrument Panel, with Center 10. ‘‘MOM’’ Display Screen 17. Sun Visors
Electronic Display Panel, and 11. Warning Alarm Buzzer
L.H & R.H. Control/Indicator Pods 12. Radio, AM/FM Stereo, Cassette (Option)

N04013 6/99 Operator Cab and Controls N4-1

STEERING WHEEL AND CONTROLS
The steering wheel (1, Figure 4-2) will telescope ‘‘in’’
and ‘‘out’’ and adjust through a tilt angle to provide a
comfortable wheel position for most operators.

HORN BUTTON
The horn (2, Figure 4-2) is actuated by pushing the
button in the center of the steering wheel. Operation of
the horn should be verified before moving the truck.
Observe all local safety rules regarding the use of the
horn as a warning signal device before starting engine
and moving the vehicle.

TELESCOPE LOCK RING

The Telescope Lock Ring (3, Figure 4-2) around the
horn button locks/unlocks the telescoping function of FIGURE 4-2. STEERING WHEEL AND CONTROLS
the steering column. Rotating the ring 90° - 180° coun- 1. Steering Wheel 4. Tilt Wheel Lever
terclockwise (L.H. rotation), releases the column to 2. Horn 5. Turn Signal Lever
move ‘‘in’’ or ‘‘out’’. Rotating the ring clockwise (R.H. 3. Telescope Lock Ring 6. Retarder Control Lever
rotation), locks the column in the adjusted position.
Windshield Wiper / Washer Control
TILT WHEEL LEVER
The Windshield Wiper Control is used to activate the
Adjust the tilt of the steering wheel by pulling the tilt
wiper blades and washer system.
adjustment lever (4, Figure 4-2) toward the steering
This control is on the Turn Signal Lever and has three
wheel and moving the wheel to the desired angle.
wiper speed settings and a washer control:
Releasing the lever will lock the wheel in the desired
location.

TURN SIGNAL / HEADLIGHT DIMMER

The Turn Signal Lever (5, Figure 4-2) is used to activate
turn signal lights and to select either high or low head-
light beams.
Rotate the knob on the end of the lever clockwise
Move the lever upward to signal a turn (from OFF position) to activate the various speed
to the right. selections.

OFF: Wipers are Off.

An indicator in the top, center of the instrument
display panel will illuminate to indicate turn direc-
tion selected. Wipers operate at Intermittent speed.
Refer to INSTRUMENT PANEL & INDICATOR
LIGHTS.
Wipers operate at Low speed.
Move the lever downward to signal a
turn to the left.
Wipers operate at High speed.

Moving the lever toward the steering wheel will

change the High/Low Headlight beam. Grasp control knob and
When high beams are selected, the push in (toward steering
indicator in the top, center of the instru- column) to spray washer
ment display panel will illuminate. liquid onto windshield.

N4-2 Operator Cab and Controls N04013 6/99

RETARDER CONTROL LEVER
The Retarder Control Lever (6, Figure 4-2) is mounted
on the right side of the steering column. It can be used
to modulate the full range of retarding/braking effort
being applied to both the front and rear oil disc brakes.
Any application of the retarder lever will cause an
indicator light to illuminate in the L.H. instrument
panel/pod (Refer to ‘‘Instrument Panel And Indicator
Lights’’).
a. When the lever is rotated to full ‘‘Up’’ (counter-
clockwise) position, it is in the ‘‘Off/No Retard’’
position.
b. When the lever is rotated to full ‘‘Down’’ (clock-
wise) position, it is in the full ‘‘On/Retard’’ position.
ACCELERATOR (THROTTLE) PEDAL
c. For long downhill hauls, the lever may be posi- The Accelerator Pedal (Throttle) Pedal (4, Figure 4-1)
tioned anywhere to provide a desired retarding is a foot-operated pedal which allows the operator to
effort, and it will remain where it is positioned. control engine RPM, depending on pedal depression.
NOTE: The foot-operated treadle pedal contains an electronic
When retarding is completed, and acceleration is sensor which sends signals to the Cummins Engine
resumed, be sure to return the lever to the full Centry fuel control system.The movement of the fuel
‘‘Up’’ (counterclockwise/"Off/No Retard") posi- governor control arm corresponds directly to the travel
tion, to prevent rapid wear to brake discs and/or of the treadle pedal as it is applied by the operator.
overheating of the brake cooling system. When the pedal is released, springs return the control
arm and the pedal to their ‘‘rest’’ position and the
The Retarder Lever and foot-operated Service Brake engine speed returns to low idle.
pedal can be used simultaneously or independently.
The Retard Control Module (RCM) will determine which
device is requesting the most retarding/braking effort
and apply that amount. INSTRUMENT PANEL
The Instrument Panel (5, Figure 4-1) includes a Center
Electronic Display Panel, and L.H & R.H. Panels/Pods
which contain a variety of switches and indicators.
SERVICE BRAKE PEDAL
Refer to ‘‘INSTRUMENT PANEL AND INDICATOR
The Service Brake Pedal (3, Figure 4-1) is a single LIGHTS’’ later in this Section, for a detailed description
function, foot-operated pedal which controls and of the function and location of each of these compo-
modulates service brake pressure directly through a nents.
hydraulic valve.
When the pedal is partially depressed, an indicator light
in the L.H. instrument panel pod (Refer to ‘‘Instrument
Panel And Indicator Lights’’) will illuminate. As the pedal
is further depressed, the service brakes are actuated
(a slight increase in pedal resistance will be felt )
through a hydraulic valve, which modulates pressure
to the service brakes. Completely depressing the pedal
causes full application of both the front and rear oil disc
service brakes.
The Grade/Speed Chart (8, Figure 4-1) should always
be followed to determine MAXIMUM safe truck speeds
for descending various grades with a loaded truck.

N04013 6/99 Operator Cab and Controls N4-3

HEATER / AIR CONDITIONER
COMPARTMENT AND CONTROLS
The heater/air conditioner compartment contains the
heater/air conditioner controls (6, Figure 4-1) and
some of the heater/air conditioner components, such
as the blower motor assembly and the heater coils.
Optimum cab air climate can be selected by using the
following controls in various combinations.
DEFROSTER VENT CONTROL SWITCH
OUTSIDE/INSIDE AIR CONTROL SWITCH
The outside/inside air control switch (5, Figure 4-3)
allows either outside or inside air to be circulated
through the cab heater assembly.
Moving the switch ‘‘Up’’ directs out-
side air to be circulated through the
heater assembly and through the
cab.

The defroster control switch (1, Fig-

ure 4-3) directs heated air for wind-
shield defrosting. ‘‘Down’’ position Moving the switch ‘‘Down’’ directs
of the toggle switch is OFF. ‘‘Up’’ inside air to be recirculated through
position of the toggle switch is On. the heater assembly.

HEAT VENT CONTROL SWITCH SELECTION CONTROL SWITCH

The heater control (2, Figure 4-3)
directs heated air to the cab floor for
heating of the cab.
‘‘Down’’ position of the toggle switch
is OFF. ‘‘Up’’ position of the toggle
switch is On.
FAN CONTROL KNOB
The Selection Control Switch (6, Figure 4-3) is provided
for the operator to select a comfortable temperature.
Rotating the knob counter-clockwise (blue arrow)
will select cooler temperatures. The full counter-
clockwise position is the coldest air setting.
Rotating the knob clockwise (red arrow) will select
warmer temperatures. The full clockwise position
is the warmest heater setting.

The fan control knob (3, Figure 4-3)

is provided to control the cab air fan
motor. The fan motor is a 3-speed
motor (low, medium and high).
Speeds are selected by rotating the
control knob clockwise to the de-
sired position.
‘‘Off’’ is full counter-clockwise position.

AIR CONDITIONER CONTROL KNOB

The Air Conditioner control knob (4,
Figure 4-3) controls the air condi-
tioner to cool the cab air. Cooler
temperatures are selected by rotat-
ing the control knob clockwise to
the desired temperature. Full clock-
wise position is coldest setting.
‘‘Off’’ is full counter-clockwise position.

FIGURE 4-3. A/C & HEATER CONTROLS

N4-4 Operator Cab and Controls N04013 6/99

HEATER/AIR CONDITIONER VENTS
The heater/air conditioner vents (7, Figure 4-1) may be
rotated 360°. There are three in the Heater/Air Condi-
tioner Compartment (shown below), four vents across
the top of the panel, and one each in the R.H. & L.H.
instrument panel pods. Air flow through the vents is
controlled by manually opening/closing or turning the
louvers.
N04013 6/99 Operator Cab and Controls
RETARDING CAPACITY CHART
The Retarding Capacity chart (8, Figure 4-1 & shown
below) provides the recommended MAXIMUM truck
speeds for descending various grades with a fully
loaded truck.
RETARDING CAPACITY CHART
The operator should reference the Retarding Capacity
chart before descending any grade with a loaded truck.
Proper selection of road grade, truck speed, transmis-
sion gear range, and use of the retarder lever and/or
brake pedal are required to maintain a safe speed.
Refer to OPERATING INSTRUCTIONS, ‘‘Retarder Op-
eration’’, in the Operation and Maintenance Manual.
DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded
truck.
Customer specified options may cause this decal to
change: ALWAYS refer to the Retarding Capacity
chart in the operator’s cab, and follow the recommen-
dations there for safe truck operation.
N4-5
RADIO SPEAKERS
Radio Speakers (9, Figure 4-1) for the AM/FM Stereo
radio are located at the far left and right of the overhead
panel.
‘‘MOM’’ DISPLAY SCREEN
This panel (10, Figure 4-1) contains an electronic dis-
play to provide the operator or service technician with
important messages concerning selected truck func-
tions.
Refer to ‘‘ELECTRONIC DISPLAYS AND MESSAGES’’
Section, for a detailed description of the messages
provided and the functions monitored by this display.
WARNING ALARM BUZZER
This alarm (11, Figure 4-1) will sound when activated
by any one of several truck functions.
Refer to ‘‘INSTRUMENT PANEL AND INDICATOR
LIGHTS’’, for a detailed description of functions and
indicators that will activate this alarm.
CAB RADIO (OPTIONAL)
This panel will normally contain an AM/FM Stereo radio
(12, Figure 4-1).
Refer to Section M, Optional Equipment, for a more
complete description of the radio and its functions.
Individual customers may use this area for other pur-
poses, such as a two-way communications radio.
N4-6 Operator Cab and Controls
AIR CLEANER VACUUM GAUGES
The air cleaner vacuum gauges (14,
Figure 4-1) provide a continuous
reading of maximum air cleaner re-
striction reached during operation.
The air cleaner(s) should be serv-
iced when the gauge(s) shows the
following maximum recommended
restriction:
Cummins Engine: . . . 25 inches of H2O Vacuum.
NOTE: After service, push the reset pin on the face of
the gauge to allow the gauge to return to zero.
PAYLOAD METER
The Payload Meter (15, Figure 4-1) is used to provide
management with operational data such as tonnage
hauled and cycle times. Refer to Section M, Optional
Equipment, for a more complete description of the
payload meter and its functions.
WINDSHIELD WIPERS
The windshield wipers (16, Figure 4-1) are powered by
an electric motor. Refer to ‘‘TURN SIGNAL / HEAD-
LIGHT DIMMER LEVER’’, for a description of the wind-
shield wiper and washer controls.
N04013 6/99
CENTER CONSOLE STRUCTURE
The Center Console (1, Figure 4-4) located to the right
of the operator seat, is a housing structure which
provides a mounting surface for certain operator con-
trols and a passenger seat.
The housing below the passenger seat provides an
easy access to various control components (relays,
solenoids, valves, etc.) for the service technican.
Refer to the Section D, 24VDC Electric System, for
descriptions and service for these devices.

FIGURE 4-4. CENTER CONSOLE

1. Center Console Structure 6. Parking Brake Switch 10. Ash Tray

2. Transmission Range Selector 7. Brake Lock Switch 11. Cigar/Cigarette Lighter
3. Shift Limit Switch 8. L.H. Window Control Switch 12. Passenger Seat Belt
4. ‘‘F1" Start Switch 9. R.H. Window Control Switch 13. Passenger Seat
5. Hoist Control Lever

N04013 6/99 Operator Cab and Controls N4-7

Transmission Range Selector (2, Figure 4-4)
The Transmission Range Selector is mounted to the
right of the operator’s seat.
The Transmission Range Selector has seven positions
(R, N, D, 5, 4, 3, and L). When moving the range selector
lever from ‘‘N’’ to ‘‘R’’, or from ‘‘D’’ to 5, press the lock
button on the end of the handle before moving the
selector lever.
‘‘R’’ - REVERSE position - is used to move the truck
backwards. Bring truck to a complete stop before
shifting from DRIVE to REVERSE or vice-versa. The
Reverse Warning Horn is activated when REVERSE
position is selected.
‘‘N’’ - NEUTRAL position - is used when starting the
engine, during loading operations and parking the
truck with engine running. The truck cannot be started
unless the range selector is in the ‘‘N’’ - NEUTRAL
position.
‘‘D’’ - DRIVE position - When starting from a stopped
position, the transmission will shift automatically to
second gear. As the truck ground speed increases, the
transmission will automatically upshift through each
gear to seventh gear operation. As the truck ground
speed slows down, the transmission will automatically
down shift to the correct gear for grade/load/engine
conditions.
‘‘5, 4, 3" positions - Road and load conditions some-
times make it desirable to limit the automatic up-shift-
ing to a lower range. These positions provide more
effective retarding on grades. When the range selector
is placed in any one of these positions, the transmis-
sion will not shift above the highest gear range se-
lected. It will also down-shift to first range when
required by grade/load/engine conditions.
When conditions permit, select position ‘‘D’’ for normal
operation.
‘‘L’’ - LOW position - Use this range position when
maneuvering in tight spaces and when pulling through
mud or deep snow. Use this range position also when
driving up and down steep grades where maximum
driving power or maximum retarding is required.
N4-8 Operator Cab and Controls
Control Switches (3, 4, 6, & 7, Figure 4-4)
These switches are simple ‘‘Rocker-type’’ switches
which turn functions ‘‘On’’ and ‘‘Off’’.
"ON"
The ‘‘On’’ and ‘‘Off’’ positions are maked with
these symbols.
"OFF"
Shift Limiter Switch (3, Figure 4-4)
This switch is used to limit the highest
speed range when the transmission shift
lever is in ‘‘D’’ or ‘‘L’’ Ranges.
On/Off Range Range(s) Attainable
‘‘D’’ Range - F2 -- F6
On
‘‘L’’ Range - F1
‘‘D’’ Range - F2 -- F7
Off
‘‘L’’ Range - F1 -- F2
F1 Start Switch (4, Figure 4-4)
This switch is used to electrically assure
that the transmission always starts in
‘‘F1". When this switch is ’’On" and the
transmission range selector is moved to
a ‘‘Forward’’ range position, the transmis-
sion will shift to ‘‘F1" to start, regardless
of the selector position.
Hoist Control Lever (5, Figure 4-4)
The hoist control is a four-function, three-position,
hand-operated lever located between the operator seat
and the Center Console.
Refer to ‘‘OPERATING INSTRUCTIONS, DUMPING’’ in
the Operation and Maintenance Manual for more com-
plete details concerning this control.
N04013 6/99
Parking Brake Switch (6, Figure 4-4)
When this switch is in the ‘‘On’’ position,
the parking brake is applied.
When this switch is in the ‘‘Off’’ position,
the parking brake is released.
The Parking Brake is spring applied and hydraulically
released. It will hold a stationary truck when the engine
is stopped and the keyswitch is in the ‘‘Off’’ position.
DO NOT apply the parking brake while the truck is
in motion. Damage to the Park Brake components
may occur.
When the keyswitch is ‘‘On’’ and the Parking Brake
Switch is applied, an indicator light in the L.H. panel
pod will illuminate.
Brake Lock Switch (7, Figure 4-4)
When this switch is in the ‘‘On’’ position,
the Brake Lock is applied.
When this switch is in the ‘‘Off’’ position,
the Brake Lock is released.
The Brake Lock should be used with engine running for
dumping and loading operations only. The brake lock
switch actuates the hydraulic brake system which
locks the rear wheel service brakes only.
When pulling into shovel or dump area, select a loading
area with as level a surface as possible. When truck is
completely stopped and in loading position, apply the
brake lock by pressing the rocker switch toward the
‘‘On’’ symbol. To release, press the rocker switch to-
ward the ‘‘Off’’symbol.
Use at shovel and dump only to hold truck truck in
position.
Do not use this switch to stop truck, unless foot-
operated brake valve is inoperative. Use of this
switch applies rear oil disc service brakes at full,
unmodulated pressure!
Do not use brake lock for parking. With engine
stopped, hydraulic pressure will bleed down, al-
lowing brakes to release!
N04013 6/99 Operator Cab and Controls
L.H. Window Control Switch
(8, Figure 4-4)
This control switch is spring-loaded to the
center, ‘‘OFF’’, position. Pushing the front of
the switch raises the left side cab window.
Pushing the rear of the switch lowers the
window.
R.H. Window Control Switch
(9, Figure 4-4)
This control switch is spring-loaded to the
center, ‘‘OFF’’, position. Pushing the front of
the switch raises the right side cab window.
Pushing the rear of the switch lowers the
window.
Ash Tray (10, Figure 4-4)
The Ash Tray is used for extinguishing and depositing
smoking materials. DO NOT use for flammable materi-
als, such as paper wrappers, etc.
Be certain that all fire ash is extinguished!
Lighter (11, Figure 4-4)
The LIGHTER may be used for lighting cigars/ciga-
rettes.
Always use CAUTION with smoking materials!.
This socket may also be used for a 12 VDC power
supply.
Passenger Seat w/Safety Belt (12 & 13, Figure 4-4)
The Passenger Seat (13) is mounted on top of the right
hand portion of the Center Console structure.
Any passenger riding in the truck, must use the seat
belt (12) whenever the truck is being operated.
The area beneath the passenger seat provides a cabi-
net for various 24 VDC electrical components. Consult
the Service Manual for service involving any of these
components.
N4-9
OPERATOR SEAT

The operator’s seat provides a fully adjustable cush- Installation

ioned ride for the driver’s comfort and ease of opera-
1. Mount seat assembly to seat riser. Install cap-
tion.
screws (11, Figure 4-5), lockwashers (12), flat-
washers (13) and nuts (14). Tighten capscrews to
Adjustment
standard torque.
The following adjustments must be made while sitting
2. Fasten tether straps (10) to floor with capscrews
in the seat.
(15), flatwashers (16) and lockwashers (17).
1. Headrest: headrest (1, Figure 4-5) will move up, Tighten capscrews to standard torque.
down, fore, or aft by moving headrest to desired
position.
2. Armrests: rotate adjusting knob until armrest is in
desired position.
3. Backrest: Pull control (3) upward and hold, select
backrest angle; release control handle.
4. Front Height and Slope Adjustment of Seat
Cushion:
a. Front height and slope; lift control lever (4) and
hold.
b. Bend knees to move seat to a comfortable
position; release control lever to lock adjust-
ment.
5. Fore/Aft Location of Seat:
a. Raise adjustment lever (5).
b. Move seat to desired position; release lever.
6. Seat Height: Press rocker switch (6) on top to
increase ride height. Press on lower part of rocker
switch to lower ride height.
7 & 8. Air Lumbar Support Each rocker switch (7 or
8) controls an air pillow. Switch (7) controls the
lower air pillow and switch (8) controls the upper
air pillow. To inflate, press on top of rocker switch
and hold for desired support, then release. To
deflate, press on bottom of rocker switch and hold
for desired support, then release. Adjust each
pillow for desired support. FIGURE 4-5. OPERATOR’S SEAT
1. Headrest 9. Seat Belt
2. Armrest Adjustment 10. Seat Tether
Removal 3. Backrest Adjustment 11. Capscrew
4. Front Height and Slope 12. Lockwasher
1. Remove capscrews (11, Figure 4-5) and hardware
Adjustment 13. Flatwasher
that secures the seat base to the riser. Remove
5. Fore and Aft Adjustment 14. Nut
capscrews (15) that secures tether (10) to floor.
6. Height Adjustment 15. Capscew
2. Remove seat assembly from cab to clean work 7. Lower Air Pillow Lumbar Support 16. Flatwasher
area for disassembly. 8. Upper Air Pillow Lumbar Support 17. Lockwasher

N4-10 Operator Cab and Controls N04013 6/99

 INSTRUMENT PANEL AND INDICATORS

FIGURE 5-1. INSTRUMENT PANEL

1. Keyswitch 3. R.H. Panel (Pod) 6. Ladder Light Switch
2. Auxiliary Brake Switch 4. Center Display Panel 7. Head Light Switch
5. L.H. Panel (Pod) 8. BackUp/Deck Lights Switch

The instrument panel consists of a R.H. & L.H. Con- The monitors and gauges inside the monitor module
trol/Indicator Panel (R.H. & L.H. Pods), a Center Dis- and speedometer module are actuated by the signal
play Panel (gauge and monitor module, with from the gauge and monitor module, and the odometer
speedometer/tachometer module, transmission range is actuated by signals from the speedometer module.
indicator, service/hour meter, and odometer), and a
row of control switches across the bottom of the panel.
The following pages will identify each element of the
instrument panel and detail its function and purpose
The gauge and monitor module and speedometer for the operator.
module each have a microcomputer to process and
display the signals from the sensors. Liquid crystal is
used for the display area.

N05028 6/99 Instrument Panel and Indicators N5-1

Keyswitch
The keyswitch (1, Figure 5-1) is a three position (Off,
Run, Start) switch.
‘‘OFF’’ --
Key insertion/withdrawal position --
None of the electrical circuits are
energized in this position.
Turn the switch to ‘‘OFF’’ to stop the
engine.
‘‘ON’’ --
When the switch is rotated one position clock-
wise, it is in the ‘‘Run’’ position.
Lamp circuits and other electrical circuits (except
‘‘Start’’) are energized in this position.
‘‘START’’ --
With Transmission Selector
Lever in the ‘‘Neutral’’ position,
rotate keyswitch fully clockwise
to the ‘‘Start’’ position and hold
until engine starts. ‘‘Start’’ posi-
tion is spring loaded to return to
‘‘Run’’ when key is released.
NOTE: The engine start circuit is equipped with the
Cummins Engine Prelube System. A noticeable time
delay will occur (while engine lube oil passages are
being filled) before starter engagement and engine
cranking will begin. The colder the engine oil tempera-
ture, the longer the time delay will be. In addition, if
truck is also equipped with Engine Starting Aid for cold
weather starting, the Engine Prelube System should
be engaged FIRST for 5-10 seconds, or until starter is
engaged, BEFORE activating the Engine Starting Aid.
N5-2 Instrument Panel and Indicators
Starting fluid is extremely volatile and flammable!
Use with extreme care.
If truck is equipped with optional Engine Starting Aid
and ambient temperature is below 50oF (10oC), turn
the keyswitch to the ‘‘Start’’ position, and while crank-
ing engine, move the Engine Starting Aid switch to the
‘‘On’’ position for three (3) seconds MAXIMUM; then
release Engine Starting Aid. If engine does not start,
wait at least fifteen (15) seconds before repeating the
procedure.
Do not crank an electric starter for more than 30
seconds. Allow two minutes for cooling before
attempting to start engine again. Severe damage
to starter motor can result from overheating.
Auxiliary Brake Switch
This switch (2, Figure 5-1) applies the Auxiliary Brake.
Depress the center button to apply the auxiliary brake.
When the switch is ‘‘On’’, the RED lamp will illuminate.
Depress the button again to release the auxiliary
brake; the light will turn ‘‘Off’’.
When the auxiliary brake switch is activated, full,
unmodulated hydraulic brake pressure (or what-
ever pressure remains, if the system is failing) is
applied to all wheels. In addition, the parking
brake is also applied.
The operator should not apply the auxiliary brake
switch when the truck is moving, except as an
emergency measure.
NOTE: This switch is for the manual activation of the
auxiliary brake circuit by the operator.
The auxiliary brake circiut will apply automatically, if
the hydraulic brake pressure decreases below a pre-
set value.
N05028 6/99
R.H. Control/Indicator Panel (Pod)
The Control/Indicator Panel (3, Figure 5-1), located to
the right of the steering wheel, provides an array of
switches and controls.
For detailed inrormation on this assembly, refer to
‘‘R.H. Control/Indicator Panel (Pod)’’ later in this sec-
tion.
Center Display Panel
The Center Display Panel (4, Figure 5-1) provides an
array of gauges and monitors, with an odometer mod-
ule) and a service/hour meter module.
For detailed inrormation on this assembly, refer to
‘‘Center Display Panel’’ later in this section.
L.H. Control/Indicator Panel (Pod)
The Control/Indicator Panel (5, Figure 5-1), located to
the left of the steering wheel, provides an array of
indicator/monitor lights and three switches.
For detailed inrormation on this assembly, refer to
‘‘L.H. Control/Indicator Panel (Pod)’’ later in this sec-
tion.
"OFF"
N05028 6/99 Instrument Panel and Indicators
Ladder Light Switch
The switch (6, Figure 5-1) turns the
ladder lights ‘‘On’’ or ‘‘Off’’ after or
before using ladder. A similar
switch is available at ground level
to turn the lader lights ‘‘Off’’ or ‘‘On’’.
Head Light Switch
The instrument panel lights, clear-
ance lights, and the headlights are
controlled by this three position
rocker type switch (7, Figure 5-1).
‘‘Off’’ is selected by pressing the left
side of the switch. Press the right
side of the switch until it reaches
the first detent (middle) to select the
panel, clearance, and tail lights only. Press the right
side of the switch again, until it reaches the second
detent to select headlights, as well as panel, clear-
ance, and tail lights.
These are ‘‘Rocker-type’’ switches. "ON"
The ‘‘Off’’ and ‘‘On’’ positions are
marked with these symbols.
BackUp/Deck Lights Switch
The BackUp/Deck Lights Switch (8, Figure 5-1) allows
backup lights to be turned ‘‘On’’ pro-
viding added visibility and safety
when the Transmission Range Se-
lector lever (see OPERATOR
CONTROLS) is not in ‘‘REV’’ posi-
tion.
N5-3
R.H. Control/Indicator Panel (Pod)
The Control/Indicator Panel (3, Figure 5-1), located to
the right of the steering wheel, contains the following:

Cold Weather Starting Aid (Ether Injection)

Switch
The Starting Aid Switch (1, Figure 5-2)
is an ‘‘ON-OFF’’ type ‘‘rocker’’ switch
that is spring-loaded to the ‘‘OFF’’ po-
sition.

When the outside temperature is below -5°C

(23°F), depress the top of this switch and hold for
2-3 seconds before starting the engine. The Cold
Starting Aid atomizes ether into the engine intake
manifold.
Refer to KEYSWITCH, ‘‘START’’ for further details
regarding the use of this switch.
DO NOT push ether injection switch after engine
has started!
SERIOUS DAMAGE TO ENGINE MAY OCCUR!

Hazard Warning Lights Switch

The Hazard Warning Light switch (2, Fig-

ure 5-2) causes all turn signal lights to
flash simultaneously.

The ‘‘rocker’’ switch is an ‘‘ON-OFF’’ type.

Depressing the bottom turns the switch ‘‘Off’’.
Depressing the top turns the switch ‘‘On’’.

FIGURE 5-2. R.H. CONTROL/INDICATOR PANEL

1. Cold Weather (Ether) Starting Aid Switch

2. Hazard Flasher Switch
3. AISS Automatic Engine Idle System
4. A/C & Heater Vent
5. ASR Cut Switch (Option)

N5-4 Instrument Panel and Indicators N05028 6/99

Automatic Idle Selector Switch (AISS) ASR (Traction Control) Cut Switch (Option)
The AISS Switch (3, Figure 5-2) controls The ASR cut switch (5, Figure 5-2) is
the ‘‘idle’’ speed of the engine (released used to activate or de-activate the Op-
throttle pedal). With the foot-operated tional traction control system.
throttle pedal in the released position, the
PMC (Powertrain Management Control-
ler) sends a signal to the Centry Fuel
Control System for a ‘‘low idle’’ RPM. The ‘‘rocker’’ switch is an ‘‘ON-OFF’’ type.
Depressing the bottom turns the system ‘‘Off’’.
This signal may be for either:
Depressing the top turns the system ‘‘On’’.
• 750 RPM - ‘‘Normal’’ low idle, or
When the system is On, the internal lamp in the
• 1000 RPM - High-Low idle;
switch illuminates.
depending on the following conditions:
1. Depressing the bottom of the switch selects the
‘‘Off/AUTO’’ position which is used for normal When ASR is active, the system monitors individual
truck operations. When the AISS switch is in this wheel speeds and if it determines one of the rear
position, the PMC idle signal will be determined wheels is slipping (losing traction) when power is
by two conditions: applied, braking is applied to the rear wheel with the
engine coolant temperature, and higher speed.
brake application.
a. Engine Coolant Temperature - NOTE: If both rear wheels are slipping approximately
If the engine coolant temperature is below the same amount, the system will not provide any
30°C/47°F, the PMC will signal for 1000 RPM, braking to the wheels. In this situation, the operator
regardless of other conditions. must reduce the throttle to prevent slippage.
If the engine coolant temperature is above 30°C/47°F,
the PMC will signal for 750 RPM, except as follows:
b. Brake Application -
If both the parking brake and service brake are
released (acceleration anticipated), the PMC
will signal for 1000 RPM, regardless of other
conditions.
2. Depressing the top of the switch selects the
‘‘On/Low’’ position.
When the AISS switch is in this position, the PMC
will signal for 750 RPM, regardless of other con-
ditions. ‘‘On/Low position is used when fine con-
trol movements are needed, such as when
parking in confined spaces.

Air Conditioner & Heater Vent

The air conditioner/heater vent (4, Figure 5-2) swivels
on a vertical axis to direct air toward or away from the
operator. Air flow (up, down, on, off) through the vent
is controlled by manually opening/closing or turning
the louver.

N05028 6/99 Instrument Panel and Indicators N5-5

Center Display Panel
The Center Display Panel (4, Figure 5-1) consists of a
gauge and monitor module (1 -- 27, Figure 5-3), with
an odometer module (29) and a service/hour meter
module (28). Liquid crystal is used for the display area.
The gauge and monitor module and the speedometer
module each have a microcomputer to process and
display the signals from the sensors.
FIGURE 5-3. CENTER DISPLAY PANEL
1. Air Pressure Monitor (Not Used)
2. Air Pressure Gauge (Not Used)
3. Coolant Temperature Monitor
4. Coolant Temperature Gauge
5. Torque Converter Oil Temperature Monitor
6. Torque Converter Oil Temperature Gauge
7. Retarder Oil Temperature Monitor
8. Retarder Oil Temperature Gauge
9. Left Turn Signal Pilot Lamp
10. High Beam Pilot Lamp
11. Right Turn Signal Pilot Lamp
12. Speedometer
13. Tachometer
14. Lock-up Pilot Lamp
15. Shift Limiter Pilot Lamp
N5-6 Instrument Panel and Indicators
The monitors and gauges inside the monitor module
and speedometer module are actuated by the signal
from the gauge and monitor module, and the odometer
is actuated by signals from the speedometer module.
The following pages will identify each element of the
Center Display Panel and detail the function and pur-
pose for the operator.
16. Shift Indicator
17. Transmission Shift Position Pilot Lamp
18. Engine Controller Monitor
19. Automatic Transmission Mechatronics Monitor
20. Other Controllers (OPTIONAL)
21. Fuel Level Monitor
22. Fuel Gauge
23. Engine Power Derate Monitor
24. F1 Start Monitor
25. Auto Cruise Control Monitor (Not Used)
26. ASR Monitor
27. ABS Monitor
28. Service Meter & Indicator
29. Odometer
N05028 6/99
Air Pressure Monitor (NOT USED)
The Air Pressure Monitor (1, Figure 5-3)
is NOT USED on this truck.
Air Pressure Gauge (NOT USED)
The Air Pressure Gauge (2, Figure 5-3) is NOT USED
on this truck.
Coolant Temperature Monitor
The Coolant Temperature Monitor (3,
Figure 5-3) indicates a rise in the cooling
water temperature.
When the monitor lamp flashes, run the engine with no
load at 1200-1500 RPM until the green range of the
engine water temperature gauge lights.
Engine Cooling Water Temperature Gauge
The Engine Cooling Water Temperature Gauge (4,
Figure 5-3) indicates the temperature of the cooling
water. If the temperature is normal during operation,
the green range will light. If the red range lights during
operation, the alarm buzzer will sound, the central
warning lamp will flash and the coolant temperature
monitor lamp will flash at the same time. If this occurs,
stop the machine and run the engine with no load at
1200-1500 RPM until the green range lights.
Torque Converter Oil Temperature
Monitor
The Torque Converter Oil Temperature
Monitor (5, Figure 5-3) indicates a rise in
the torque converter oil temperature.
When the monitor lamp flashes, stop the machine and
run the engine with no load at 1200-1500 RPM until
the green range of the temperature gauge lights.
Torque Converter Oil Temperature Gauge
The Torque Converter Oil Temperature Gauge (6,
Figure 5-3) indicates the temperature of the torque
converter oil. If the temperature is normal during op-
eration, the green range will light. If the red range lights
during operation, the alarm buzzer will sound, the
central warning lamp will light up and the torque con-
verter oil temperature monitor lamp will flash at the
same time. If this occurs, stop the machine and run the
engine with no load at 1200-1500 RPM until the green
range lights.
N05028 6/99 Instrument Panel and Indicators
Retarder Oil Temperature Monitor
The Retarder Oil Temperature Monitor
lamp (7, Figure 5-3) warns that the re-
tarder oil temperature has risen.
If it flashes, stop the machine, return the
Transmission Range Selector lever to Neutral, and run
the engine under no load at 1200-1500 RPM until the
warning lamp goes out.
Retarder Oil Temperature Gauge
The Retarder Oil Temperature Gauge (8, Figure 5-3)
indicates the temperature of the retarder cooling oil.
During normal operation, a lamp in the green range
should light up.
If the lamp in the red range lights up during operation,
the alarm buzzer will sound, the central warning lamp
will flash, and the retarder oil temperature monitor
lamp will flash at the same time. If this happens, stop
the machine, return the Transmission Range Selector
lever to Neutral, and run the engine at 1200-1500
RPM under no load, and wait until the lamps in the
green range light up.
Left Turn Signal Pilot Lamp
When the turn signal lever is moved down-
wards, the left turn signal pilot lamp (9,
Figure 5-3) flashes.
High Beam Pilot Lamp
The High Beam Pilot Lamp (10, Figure 5-3)
lights up when the head lamps are on high
beam.
Right Turn Signal Pilot Lamp
When the turn signal lever is moved up-
wards, the right turn signal pilot lamp (11,
Figure 5-3) flashes.
Speedometer
The digital Speedometer (12,
Figure 5-3) indicates the travel
speed of the truck in miles per
hour, or kilometers per hour.
This figure will appear momentarily when the
keyswitch is first turned ‘‘On’’ to demonstate that all
segments are working.
N5-7
Tachometer
The Tachometer (13, Figure
5-3) indicates 0-2500 RPM
engine speed.
Each bar represents 100
RPM.
Lock-up Pilot Lamp
The Lock-Up Pilot Lamp (14, Figure 5-3)
lights up (blue) whenever the torque con-
verter is locked up and the transmission
enters direct drive.
Shift Limiter Pilot Lamp
The Shift Limiter Pilot Lamp (15, Figure
5-3) lights up (blue) whenever the shift
limiter switch (on center console) is acti-
vated.
Shift Indicator
The Shift Indicator (16, Figure 5-3) indicates the
lever position of the transmission range selec-
tor.
Transmission Shift Position Pilot Lamp
The Transmission Shift Position Pilot Lamp (17,
Figure 5-3) will indicate the specific gear range
in which the transmission is actually operating;
R, N, 1, 2, 3, 4, 5, 6, or 7.
Engine Controller Monitor
This red indicator (18, Figure 5-3) flashes
whenever any abnormality occurs in any
of the engine control systems.
N5-8 Instrument Panel and Indicators
Automatic Transmission Mechatronics Monitor
This red indicator (19, Figure 5-3) flashes
whenever any abnormality occurs in the
mechatronics related parts of the trans-
mission control system.
Other Mechatronics Monitor (OPTIONAL)
This red indicator (20, Figure 5-3) flashes
whenever any abnormality occurs in the
mechatronics related parts of the PMC
(Powertrain Management Control) sys-
tem, RCM (Retard Control Monitor) sys-
tem, PLM (PayLoad Meter) system, and the suspen-
sion control system .
Fuel Level Monitor
This red indicator (21, Figure 5-3) flashes
whenever the remaining fuel in the fuel
tank goes below 40 gal. (150 liters).
When this indicator flashes, check the
fuel level gauge (22) and/or add fuel to the truck fuel
tank.
Fuel Gauge
The Fuel Gauge (22, Figure 5-3) indicates
the amount of fuel in the fuel tank. If there
is more than 40 gal. (150 liters) of fuel in
the tank while the engine is operating, the
green range illuminates. If there is less
than 40 gal. (150 liters) of fuel in the tank, the red range
illuminates.
Engine Power Derate Monitor
This red indicator (23, Figure 5-3) flashes
to alert the operator that the PMC (Pow-
ertrain Management Controller) has de-
tected an engine fault and is signalling
the Centry Fuel Control system to re-
duce power output to protect the engine.
F1 Start Monitor
This blue indicator (24, Figure 5-3) illumi-
nates whenever the F1 Shift Limit switch
(on center console) is activated.
N05028 6/99
Auto Cruise Control (NOT USED)
This indicator (25, Figure 5-3) is currently
not used.
ASR Monitor (OPTIONAL)
This indicator (26, Figure 5-3) illuminates
whenever the OPTIONAL traction control
system (if installed) is activated.
ABS Monitor (OPTIONAL)
This indicator (27, Figure 5-3) illuminates
whenever the OPTIONAL Anti-Slip Brake
control system (if installed) is activated.
Service Meter
The Service Meter (28, Figure 5-3) dis-
plays the total hours of operation for the
truck.The meter advances whenever the
engine is operating, even if the truck is not 4. Low Steering Press.
moving.
Odometer 10. Trans. Oil Temp.
The Odometer (29, Figure 5-3) indicates the total
distance that the truck has traveled in miles or kilome-
ters.
L.H. Control/Indicator Panel (Pod)
The Control/Indicator Panel (5, Figure 5-1), located to
the left of the steering wheel, contains the following:
N05028 6/99 Instrument Panel and Indicators
L.H. Panel/Pod Assembly
The L.H. Panel/Pod Assy. (1, Figure 5-4) provides an
array of indicator/monitor lights and three switches.
NOTE: All the Indicator Lamps are RED in color;
Except, #11. which is AMBER/YELLOW.
FIGURE 5-4. L.H. CONTROL/INDICATOR PANEL
1. L.H. Panel (Pod Assy.) 11. Service Brakes Applied
2. Engine Oil Temp. 12. Maintenance Monitor
3. Engine Coolant Level 13. Transmission Oil Filters
14. Lamp Test Switch
5. Accumulator 15. Low Brake Pressure
6. Battery Charge (Amps) 16. Lateral Slope Warning
7. Check Engine 17. Crankcase Pressure
8. Parking Brake 18. Panel Dimmer Switch
9. Body Float 19. Engine Oil Pressure
20. Central Warning Lamp
21. A/C & Heater Vent
Engine Oil Temperature
The Engine Oil Temperature Monitor
light (2, Figure 5-4) will illuminate if the
engine oil temperature exceeds 250°F
(121°C) for a continuous period of 5 sec-
onds. If the lamp flashes and alarm buzz-
er sounds, stop the engine.
At the same time, a fault code will be registered in the
Centry System. Refer to CENTRY FUEL SYS-
TEM DIAGNOSTICS later in this section.
N5-9
Engine Coolant Level
The Engine Coolant Level Monitor light (3,
Figure 5-4) will illuminate, if the engine
coolant level is below the sensor for a
continuous period of 5 seconds. At the
same time, a fault code will be registered
in the Centry System. (Refer to CENTRY FUEL
SYSTEM DIAGNOSTICS later in this section.)
If this monitor lamp flashes and alarm buzzer sounds,
stop truck, shutdown engine, and add coolant as re-
quired.
Low Steering Pressure
The Low Steering Pressure Monitor light
(4, Figure 5-4) will illuminate if the steer-
ing system pressure is below 1850 psi
(12.8 MPa). The light may also indicate
that the wire from the switch to the trans-
mission controller is cut or broken.
Accumulator Pre-Charge
The Accumulator Pre-Charge Monitor
light (5, Figure 5-4) will illuminate, if the
accumulator nitrogen pressure is below
850 psi (5 861 kPa). The light may also
indicate that the wire from the switch to
the transmission controller is cut or broken.
Battery Charge Amps
T attery Charge Amps Monitor light (6, Fig-
h ure 5-4) will illuminate, if the transmission
e controller detects low battery current at
B the ‘‘R’’ terminal of the alternator while
the engine is running or if the wire is cut.
If the monitor lamp flashes, check the charging circuit.
Check Engine
The Check Engine Monitor light (7, Figure 5-4) will
illuminate if a problem occurs in the Cen-
try engine control system. The light is
also used to display the trouble code.
(Refer to CENTRY FUEL SYSTEM DI-
AGNOSTICS later in this section.)
N5-10 Instrument Panel and Indicators
Parking Brake
The Parking Brake Monitor light (8, Fig-
ure 5-4) will illuminate if the transmission
controller detects that the parking brake
is applied or that the wire between the
switch and the controller is cut or broken.
Body Float
The Body Float Monitor light (9, Figure
5-4) will illuminate if the transmission con-
troller detects that the body is not seated
on the frame rail or that the wire from the
proximity switch and the controller is cut.
When the dump body control lever is set to any position
other than FLOAT, the Body Float Monitor lights up.
When traveling, always set the lever to FLOAT posi-
tion.
Transmission Oil Temperature
The Transmission Oil Temperature Moni-
tor light (10, Figure 5-4) will illuminate if
the transmission controller detects that
the oil temperature is over 248°F (120°C)
Service Brakes Applied
The Service Brakes Applied Monitor light
(11, Figure 5-4) will illuminate (amber), if
the transmission controller detects that
the rear brakes have been applied, or that
the wire between the switch and the con-
troller is grounded.
Maintenance Monitor
The Maintenance Monitor lamp (12, Fig-
ure 5-4) will illuminate if the PMC (Pow-
ertrain Management Controller), detects
any of the following faults:
* Low oil brake cooling oil level
* Low hydraulic oil level
* Low battery liquid level
* Front oil brake cooling filter restricted
* Rear oil brake cooling filter restricted - Right side
* Rear oil brake cooling filter restricted - Left side
* Hydraulic Oil Filters Restricted
* Brake Disc Wear Indication - Right Front
* Brake Disc Wear Indication - Left Front
* Brake Disc Wear Indication - Right Rear
* Brake Disc Wear Indication - Left Rear
N05028 6/99
Transmission Oil Filters
The Transmission Oil Filters Monitor
lamp (13, Figure 5-4) will illuminate if the
transmission controller detects that a
transmission filter is restricted, or that the
wire between the controller and the
switch is cut or broken.
If this lamp flashes and the alarm buzzer sounds, notify
maintenance personnel, immediately.
As soon as practical thereafter, drain the transmission
oil, replace the transmission filters, and check for
contamination in the oil.
Lamp Test
The Lamp Test switch (14, Figure 5-4) is a
three position, two function switch. The switch
is spring loaded to the middle, ‘‘neutral’’ posi-
tion. If depressed on the right side and held, it
is a lamp test for all of the monitor lamps except the
check engine lamp.
If the left side of the rocker switch is depressed held
the lamp test for the check engine lamp will function.
When the check engine lamp is illuminated because
of a fault in the Centry System, depress and release
the left side of the rocker switch. Wait, and the Check
Engine lamp will begin flashing the fault codes.
(Refer to CENTRY FUEL SYSTEM DIAGNOSTICS
later in this section.)
Low Brake Pressure
The Low Brake Pressure Monitor lamp
(15, Figure 5-4) will illuminate if the trans-
mission controller detects that the brake
system hydraulic pressure is below 1850
psi, or that the wire from the switch to the
controller is cut.
Crankcase Pressure
The Crankcase Pressure Monitor lamp
(17, Figure 5-4) will illuminate if the en-
gine crankcase pressure is greater than
14.5 in. of H2O (water) for more than 5
seconds.
At the same time a fault code will be registered in the
Centry System. (Refer to CENTRY FUEL SYS-
TEM DIAGNOSTICS later in this section.)
Panel Dimmer Switch
The Panel Dimmer Switch (18, Figure 5-4)
is used to adjust the brightness of the
lighting inside the monitor panel.
Adjust as follows:
To increase brightness, turn clockwise.
To decrease brightness, turn counter-clockwise.
Engine Oil Pressure
The Engine Oil Pressure Monitor lamp
(19, Figure 5-4) will illuminate if the engine
oil pressure falls below a certain value for
a 5 second period of time. That value is
dependent on engine RPM.
At the same time a fault code will be registered in the
Centry System. (Refer to CENTRY FUEL SYS-
TEM DIAGNOSTICS later in this section.)

Lateral Slope Warning

The Lateral Slope Warning Monitor lamp
(16, Figure 5-4) will illuminate if the dump
body is off of the frame and the lateral
slope of the truck is beyond a pre-set
safety limit.
(This is a tip-over warning device)

N05028 6/99 Instrument Panel and Indicators N5-11

Central Warning Lamp (Red Convex Lens)
The Central Warning Lamp Monitor lamp (20, Figure
5-4) will illuminate if any of the monitor lamps in the
L.H. pod (Figure 5-4) are activated. This lamp is also
activated if a fault is registered on the ‘‘MOM’’ display.
This lamp flashes, and at the same time an alarm
buzzer sounds intermittently, if an abnormality has
occurred in any one of the following systems:
Coolant Temperature Monitor;
Torque Converter Oil Temperature Monitor;
Retarder Oil Temperature Monitor;
Coolant Level Monitor;
Engine Oil Pressure Monitor;
High Engine Oil Temperature;
High Engine Blowby Pressure;
Transmission Oil Filter Monitor;
High Transmission Lube Oil Pressure;
Battery Charging Monitor;
Parking Brake Monitor;
Body Float Monitor;
Automatic Transmission Monitor (Mechatronics);
Other Mechatronics Monitor; or
Fuel Level Monitor.
This lamp will also flash and the alarm buzzer will
sound, if the parking brake is applied and the range
selector lever is not at Neutral.
AC/Heater Vent
The AC/Heater vent (21, Figure 5-4) is provided for
circulation of cooled or heated air through the cab.
N5-12 Instrument Panel and Indicators
REAR OF OPERATOR CAB
The following components are located behind the op-
erator and passenger seats across the back wall of the
operator cab (Refer to Figure 5-5):
1. Circuit Breaker Panel
This panel contains all of the electrical circuit break-
ers on the truck.
2. Relay Board
This panel contains relays for various electrical
circuits on the truck.
Refer to the Service/Shop Manual for specific infor-
mation regarding this relay board.
3. Relay Board
This panel contains relays for various electrical
circuits on the truck.
Refer to the Service/Shop Manual for specific infor-
mation regarding this relay board.
4. RCM - Retard Control Monitor
This panel controls and monitors the fully hydraulic
retarder system.
Refer to the Service/Shop Manual for specific infor-
mation regarding this device.
5. TMS - Tire Management System (Optional)
This panel is a monitoring device for the truck tires
(when installed). It supplies pressure and tempera-
ture information for each tire.
Refer to the Service/Shop Manual for specific infor-
mation regarding this device.
6. ASC - Automatic Suspension Controller (Op-
tional)
This panel (when installed) controls and monitors
the Varible Rate Suspension units.
Refer to the Service/Shop Manual for specific infor-
mation regarding this device.
7. ATC - Automatic Transmission Controller
This panel controls and monitors the Komatsu fully
automatic transmission. It controls the Shift sched-
ules and Lock-up Clutch modulation and monitors
numerous other sensor inputs.
Refer to the Service/Shop Manual for specific infor-
mation regarding this device.
N05028 6/99
 8. PMC - Powertrain Management Controller 9. Terminal Strips - Terminals for various electrical
circuits. Refer to the Service/Shop Manual Elec-
This panel controls, monitors, and manages all of
trical Schematic for specific information.
the other monitors and controllers listed above.
Refer to the Service/Shop Manual for specific infor-
mation regarding this device.

FIGURE 5-5. REAR WALL OF OPERATOR CAB

1. Circuit Breaker Panel 6. ASC - Automatic Suspension Controller (OPTIONAL)
2. Relay Board 7. ATC - Automatic Transmission Controller
3. Relay Board 8. PMC - Powertrain Management Controller
4. RCM - Retard Control Monitor 9. Terminal Strips
5. TMS - Tire Management System (OPTIONAL)

N05028 6/99 Instrument Panel and Indicators N5-13

CENTRY FUEL SYSTEM DIAGNOSTICS
- CUMMINS Engine Only -
The CHECK ENGINE Monitor Light (7, Figure 5-4)
monitors the Centry Fuel Control system. When
the keyswitch is turned ‘‘On’’, this light should illumi-
nate for about 2 seconds and then turn ‘‘Off’’, if no
‘‘faults’’ are detected in the system.
Determining ‘‘FAULT’’ Codes
Centry fault codes consist of three numerical digits.
Each digit is indicated with up to five light flashes
(CHECK ENGINE Monitor Light) per each digit. There
is a short pause between each digit of the fault code.
Once all three digits are flashed, there is a longer
pause, followed by a repeating of the same fault code
sequence.
1. To determine an active Centry ‘‘fault’’, turn the
keyswitch to the OFF position. Be sure engine
completely stops, if it was running.
2. Turn keyswitch to ON position (engine not run-
ning) and press Lamp Test switch to the left (‘‘√’’
position) for 1 -- 2 seconds, then release (switch
is spring-loaded to the middle, ‘‘OFF’’, position).

If the light stays ON, or FLASHES, then active ‘‘faults’’

have been detected by the system and the engine
should not be started.
Refer to DETERMINING ‘‘FAULT’’ CODES below.
During engine operation, if a ‘‘fault’’ is detected in the
system, the light will turn ON and stay on for ‘‘Warning
faults’’, or it will turn ‘‘ON and FLASH’’ for more severe
faults that can affect engine operation and require
immediate attention.

3. If there is an active fault after releasing the switch,

there will be a short pause, followed by the first
fault code.

• ‘‘Warning’’ faults (light ON) are ones that require

attention in the near future, but in most conditions
will not greatly affect governing performance.
• ‘‘Severe’’ faults (light FLASHING) are ones that
require immediate attention, because Centry
governor performance could be significanly af-
fected, resulting in a backup mode of operation.
Active fault conditions MUST be corrected as
soon as possible.
The Lamp Test/Diagnostic Test Switch (14, Figure 5-4)
may be used to activate the Centry Fuel System
diagnostic codes. When the Centry fuel system
detects a ‘‘fault’’ and the CHECK ENGINE Monitor
Light (7, Figure 5-4) illuminates as described above,
this switch will permit determination of the kind of
‘‘fault(s)’’ detected.

N5-14 Instrument Panel and Indicators N05028 6/99

 4. Pressing the Lamp Test switch to the bottom (‘‘√’’) Exiting The Diagnostics Mode
again will advance to the next fault code (if more Starting the engine or turning the keyswitch to the OFF
than one code is present). Once all active fault position will EXIT the diagnostics fault flash mode.
codes have been displayed, the fault code display
sequence will be repeated, starting from the first
fault code.

If active fault codes have been determined as de-

scribed previously, refer to the Cummins Engine Cen-
try System ‘‘Troubleshooting and Repair Manual’’,
Bulletin No. 3666070, or contact an Authorized Repair
Location.

N05028 6/99 Instrument Panel and Indicators N5-15

 NOTES

N5-16 Instrument Panel and Indicators N05028 6/99

 SECTION P

LUBRICATION AND SERVICE

INDEX

LUBRICATION AND SERVICE (P02022) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1

Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
Anti-Freeze Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
Transmission Oil Level Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
LUBRICATION CHART (Oil & Grease Specifications) . . . . . . . . . . . . . . . . . . . . P2-2
10 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
250 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
500 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
1000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
2000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9
Hydraulic Tank Service (Filling Instructions) . . . . . . . . . . . . . . . . . . . . . . . . . P2-10

LINCOLN AUTOMATIC LUBRICATION SYSTEM (P03013) . . . . . . . . . . . . . . . . . . . P3-1

System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-4
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
System Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pressure Reducer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
24 VDC Solid State Timer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
24 VDC Solid State Timer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
Injectors & Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
Pump Cycle (‘‘Flasher’’) Timer, Installation & Adjustment . . . . . . . . . . . . . . . P3-8
Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
Reservoir Fill Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Preventive Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13

P01016 Index P1-1

 NOTES

P1-2 Index P01016

 LUBRICATION AND SERVICE
Preventive Maintenance will contribute to the long life The service intervals presented here are in hours of
and dependability of the truck and its components. The operation. These intervals are recommended in lieu
use of proper lubricants and the performance of of an oil analysis program which may determine
checks and adjustments at recommended intervals is different intervals. However, if truck is being operated
most important. under extreme conditions, some or all of the intervals
may need to be shortened and the service performed
Lubrication requirements are referenced to the lube
more frequently.
key found in the Truck Lubrication Specifications Chart
(page 2-2). For detailed service requirements for spe-
cific components, refer to the service manual section
Refer to the engine manufacturer’s service manual
for that component (i.e. Section ‘‘G’’ for Final Drive,
when servicing the engine or any of its components.
Section ‘‘H’’ for Suspensions, etc.).

530M SERVICE CAPACITIES

U.S.
Liters
Gallons
Cummins Engine Crankcase:
including lube oil filters. 170 44.9
Cooling System: 511 135
Hydraulic System:
Refer to ‘‘Hydraulic Tank Service’’, 710 188
page 4-10.
Fuel Tank
Diesel Fuel--ASTM D975 No. 2 * 2120 560
* Below -10°C (14°F) use No. 1 TRANSMISSION OIL LEVEL CHECK
Differential Case 300 79
1. Engine Stopped:
Final Drive Case (each planetary) 120 31.7
• Oil level must be visible in upper part of sight gauge
Transmission Case:
120 31.7 (STOP) between "H" and "L" to be sure there is
including torque converter.
sufficient oil to safely operate transmission when
engine is stopped, or if transmission oil is cold
COOLING SYSTEM (engine has been stopped for 8 hours or more).
ANTI - FREEZE RECOMMENDATIONS Check oil level again, as described below, when
(Ethlyene Glycol Permanent Type Anti-Freeze) transmission oil reaches operating temperature.
Percentage of Protection 2. Engine Running:
Anti-Freeze To
10 + 23°F -- 5°C • Oil level must be visible in lower part of sight gauge
20 + 16°F -- 9°C (turtle) between "H" and "L".
25 + 11°F -- 11°C
30 + 4°F -- 16°C Check transmission oil level with:
35 -- 3°F -- 19°C • truck parked on level surface,
40 -- 12°F -- 24°C • engine running at low idle,
45 -- 23°F -- 30°C • transmission in neutral, "N", and
50 -- 34°F -- 36°C • transmission oil at normal operating temperature:
55 -- 48°F -- 44°C
60 -- 62°F -- 52°C Add clean oil as required through transmission oil
Use only anti-freeze that is compatible with engine as filler tube at left rear of transmission.
specified by engine manufacturer.

P02022 6/98 Lubrication and Service P2-1

LUBE
KEY
TYPE LUBRICANT
LUBRICATION SPECIFICATIONS
-65o F TO -25o F -25o F TO + 32o F + 32o F T0 + 90o F ABOVE 90o F LUBRICATION
A
B
ENGINE OIL
HYDRAULIC OIL
SEE ENG. MANUAL*
MIL-L-2104 C
SAE 30W
SEE ENG. MANUAL*
MIL-L-2104 C
SAE 30W
SEE ENG. MANUAL
MIL-L-2104 C
SAE 30W
SEE ENG. MANUAL
MIL-L-2104 C
SAE 30W
CHART
C HYDRAULIC OIL MIL-L-2104 C MIL-L-2104 C MIL-L-2104 C MIL-L-2104 C
SAE 10W * SAE 10W * SAE 30W SAE 30W
D MOLYBDENUM DISULPHIDE GREASE 3% MIN #0 #1 #2 #2
E HYDRAULIC OIL SEE SERVICE MANUAL SEE SERVICE MANUAL SEE SERVICE MANUAL SEE SERVICE MANUAL

DESCRIPTION SYM. PTS. LUBE 10 HR 50 HR 100 HR 250 HR 500 HR 1000 HR 2000 HR

KEY
ENGINE CRANKCASE OIL 1 1 A CHECK CHANGE
ENGINE LUBE FILTERS 2 5 CHANGE
ENGINE BY-PASS FILTERS 3 2 CHANGE
ENGINE CRANKCASE BREATHER 4 2 CLEAN
TRANSMISSION OIL 5 1 C CHECK CHANGE
TRANSMISSION CASE BREATHER 6 1 CLEAN
TRANSMISSION OIL FILTER 7 1 CHANGE
TRANSMISSION STRAINERS 8 3 CLEAN
HYDRAULIC TANK -- HOIST/STEERING/ 9 1 C CHECK CHANGE
BRAKES/FRONT AXLE
HYDRAULIC TANK BREATHER 10 1 CHANGE
HYDRAULIC FILTERS 11 4 CHANGE
HYDRAULIC TANK STRAINERS 12 4 CLEAN
DIFFERENTIAL CASE BREATHER 13 1 CLEAN
DIFFERENTIAL CASE 14 1 B CHECK CHANGE
FINAL DRIVE CASE 15 2 B CHECK CHANGE
FUEL FILTER ELEMENTS 16 2 CHANGE
CORROSION RESISTORS 17 2 CHANGE
PARKING BRAKE 18 6 D GREASE
LUBRICANT RESERVOIR 19 1 D CHECK
20
21
22
23
24
25
26
27
28
29
30
31

* AUXILIARY HEATERS REQUIRED BELOW -23°C (-10°F)

EG6631-1
 10 HOUR (DAILY) INSPECTION
Prior to each operating shift, a ‘‘walk around’’ inspec- Truck Serial Number ____________________________
tion should be performed. Check the truck for general
condition. Look for evidence of hydraulic leaks; check Site Unit Number ______________________________
all lights and mirrors for clean and unbroken lenses; Date:______________Hour Meter_________________
check operator’s cab for clean and unbroken glass;
check frame, sheet metal and body for cracks. Notify Serviceperson Name___________________________
the proper maintenance authority if any discrepancies
are found. Give particular attention to the following:
COMMENTS √’d INITIALS

CHECK ALL FLUID LEVELS

a. Engine Oil-
Note: Refer to engine manufacturer service man-
ual for oil recommendations.
b. Radiator -
Check coolant level and fill with proper mixture as
shown in Cooling System Recommendation
Chart.
c. Battery - Check electrolyte level and add water if
necessary.
d. Steering, Brake Oil Tank - Check oil level in tanks,
add if necessary. Lube key ‘‘C’’.
Refer to "Hydraulic Tank Service", page 2-10.
e. Hoist & Brake Cooling Oil Tank - Use Lube key ‘‘C’’.
Refer to "Hydraulic Tank Service", page 2-10.
NOTE: Check oil level with truck level, engine
STOPPED, body down, and oil warm. Oil should
be visible in sight glass. - DO NOT OVERFILL.
f. Transmission - Check oil level.
Add oil, if necessary. Lube key ‘‘C’’.
Refer to "Transmission Oil Level Check", page 2-1.

g. Fuel Tank - Fill as required.

h. Differential - Truck should be on level surface, oil

level should be even with plug hole or at plug hole.
Refill with oil as necessary. Lube key ‘‘B’’.

P02022 6/98 Lubrication and Service P2-3

 10 HOUR (DAILY) INSPECTION
(continued)
AIR CLEANERS COMMENTS √’d INITIALS
Check service indicator. If indicator shows red, clean
filter. Push the indicator reset button to return the red
piston to original position.

DRIVE BELTS
a. Check alternator and fan belts for proper tension
and condition.
b. Inspect for alignment.

ENGINE AND TURBOCHARGERS

Inspect for leaks, vibrations or odd noises.

WHEELS AND TIRES

After each wheel mounting operation, recheck

wheel mounting capscrew tightness after 4 -- 5
hours of operation. Check again at the end of the
shift and then periodically until all capscrews hold
at the prescribed 225 ± 25 kg.m (1628 ± 180 ft.lbs.)
torque. This requirement is prescribed for both
front and rear wheels.

TIRES
a. Inspect for proper inflation and wear.
b. Inspect for debris embedded in cuts or tread.

P2-4 Lubrication and Service P02022 6/98

 250 HOURS SERVICE
INITIAL 250 HOURS SERVICE Truck Serial Number ____________________________
Site Unit Number _____________________________
Perform the following maintenance after running the Date:______________Hour Meter_________________
machine for the first 250 hours. Serviceperson Name___________________________
Thereafter, these services are to be accomplished at
the 1000/2000 hour interval as scheduled.
Refer to pages 2-8, -9, & -10.
COMMENTS √’d INITIALS

a. Fuel Filter, replace cartridges.

b. Transmission - change oil and filter elements.
c. Steering & Brake Oil Tank - change oil and filter
elements.
d. Hoist & Brake Cooling Oil Tank - change oil and
filter elements.
e. Differential Case, change oil.
f. Final Drive Case, change oil.

EVERY 250 HOURS SERVICE

1. Lubrication -
Check automatic lube system to be sure ample
grease supply is reaching pins and bearings.
- Dump body hinge pin - 2 points.
- Rear Suspension - 4 points.
- Axle Supports pins - 8 points.
- Hoist Cylinder pin - 4 points.
- Front Suspension Assembly - 8 points.
- Steering Cylinder pin - 4 points.
- Steering Linkage - 5 points.
- Drive Shafts -
Front, 2 points; Rear, 3 points.
Refill grease reservoir - Use lube key "D".
(Reservoir Capacity is approximately 7.7 gal. or
60 lbs [27kg] of grease.)

2. BATTERY - Check electrolyte level and add distilled

water if necessary to maintain proper level.
3. ENGINE - Refer to engine manufacture’s service
manual for oil recommendations and capacity.
- change engine oil.
- change engine lube oil filter.

P02022 6/98 Lubrication and Service P2-5

 250 HOURS SERVICE (continued)

COMMENTS √’d INITIALS

4. ALTERNATOR BELT - Check condition of the 24V
alternator belt for evidence of belt slippage, loose-
ness or physical defects.
5. AIR CONDITIONER COMPRESSOR BELT -
Check for condition of belt and proper tension.
6. TRANSMISSION CASE BREATHERS -
Remove breathers, disassemble breathers re-
move filter element, clean in solvent. Dry with air
pressure and reassemble then reinstall.
7. HYDRAULIC TANK BREATHERS -
Remove breathers, disassemble breathers re-
move filter element.
Replace filter element, reassemble and reinstall.
8. DIFFERENTIAL CASE -
Check oil level. Use lube key ‘‘B’’.
9. DIFFERENTIAL CASE BREATHER -
Remove breather. Wash to flush out the dirt from
inside. Reinstall after cleaning.
10. FINAL DRIVE CASE - Check oil level in R.H. and
L.H. case. Use lube key ‘‘B’’.
11. DRIVE SHAFT - Inspect drive shafts for any abnor-
malities: loose joints, worn splines or bearings,
unusual vibration of shaft.
Refer to Section "C", Engine and Cooling System.
Notify the proper maintenance personnel, if any
discrepancies are found.
12. PARKING BRAKE - Measure brake pad for proper
wear and thickness.
Refer to Section "J", Brake System, for limits and
specifications. Use lube key ‘‘D’’ chart.
13. FUEL FILTER - Remove and replace two fuel filter
elements.
14. CORROSION RESISTOR - Remove and replace
four corrosion resistor elements.

P2-6 Lubrication and Service P02022 6/98

 500 HOUR SERVICE
In addition to the 250 hour lubrication and inspection
schedule, perform the following:
Truck Serial Number ____________________________
Site Unit Number ______________________________
Date:______________Hour Meter_________________
Serviceperson Name___________________________

COMMENTS √’d INITIALS

1. FAN BELT - Check for condition of belt and proper

tension.
Refer to Section "C", Engine and Cooling System.
2. RADIATOR FINS - Check for clogged or damaged
fins. Notify the proper maintenance personnel if
any discrepancies are found.
3. TRANSMISSION OIL FILTER - Remove and re-
place (2) filter elements.
Refer to Section "F", Transmission.

P02022 6/98 Lubrication and Service P2-7

 1000 HOUR SERVICE
In addition to the 250 and 500 hour lubrication and
inspection schedules, perform the following:
Truck Serial Number ____________________________
Site Unit Number ______________________________
Date:______________Hour Meter_________________
Serviceperson Name___________________________

1. LUBRICATING COMMENTS √’d INITIALS

- Transmission mount - 1 point. - Lube key ‘‘D’’.
- Parking brake linkage - 6 point - Lube key ‘‘D’’.
2. TRANSMISSION CASE
Drain oil, remove and replace element. Remove
clean, and reinstall strainer. Refill tank with oil
approximate 40.5 gal (153 l).
Refer to "Lubrication Chart" for fuel, coolant and
lubricants and type of oil to use. Lube key ‘‘C’’.
3. STEERING, BRAKE, HOIST, and REAR BRAKE
COOLING OIL FILTERS.

When removing tank caps, turn cap slowly at first

to relieve inner pressure. Remove cap only after
pressure has been completely relieved.
Any operating fluid, such as hydraulic oil or brake
fluid escaping under pressure, can have sufficient
force to enter a person’s body by penetrating the
skin. Serious injury and possibly death may result
if proper medical treatment by a physician familiar
with this injury is not received immediately.

Remove & replace (4) filter elements.

Refer to "Hydraulic Tank Service", page 2-10.

4. FRONT & REAR BRAKE WEAR -

Refer to Section "J", Brake System, for proper
inspection procedure.

Carry out inspection when the oil temperature is

below 60°C (140°F ).
Hot oil may cause serious personal injury.

P2-8 Lubrication and Service P02022 6/98

 EVERY 2000 HOUR SERVICE
Truck Serial Number ____________________________
Site Unit Number ______________________________
Maintenance for every 250, 500 and 1000 hours should
Date:______________Hour Meter_________________
also be carried out at this time.
Serviceperson Name___________________________

1. STEERING, BRAKE & COOLING OIL TANK COMMENTS √’d INITIALS

Drain oil from tank and refill tank to specified level,
capacity 576 liters (152 U.S. gal.).
Refer to "Lubrication Chart" for type of oil to use.
Lube key ‘‘C’’.
Refer to "Hydraulic Tank Service", page 2-10.

2. FINAL DRIVE CASE

Position machine so that casting line is horizontal
and drain plug is at the bottom. Drain oil and
reinstall plug, remove fill plug at castline and fill to
specified level. This operation is performed on the
right and left hand final drives.
Capacity is 240 liters (63.5 U.S. gal.) each side.
Refer to "Lubrication Chart" for type of oil to use.
Lube key ‘‘B’’.

3. DIFFERENTIAL CASE
Drain oil from differential and refill to the specified
level: capacity = 300 liters (79 U.S. gal.).
Refer to "Lubrication Chart" for type of oil to use.
Lube key ‘‘B’’.
4. ENGINE VIBRATION DAMPER
Inspect damper for cracks or separation on rubber
surfaces. If any defects are noted, replace with new
vibration damper.
Refer to Section "C", Engine and Cooling System.
Notify the proper maintenance personnel, if any
discrepancies are found.

P02022 6/98 Lubrication and Service P2-9

HYDRAULIC TANK SERVICE
Filling Instructions
1. Lower the dump body, shut down the engine, and
turn the keyswitch "Off".

Hydraulic tank may be pressurized! Depress relief

valve (2) and release hydraulic tank filler cap slowly
to remove any internal pressure.

2. Depress relief valve (2, Figure 2-1) for 30 - 45

seconds to release any internal tank pressure.
Turn the oil filler cap (4) slowly counterclockwise
to release any posssible residual tank pressure.
3. Fill tank with recommended oil, until oil is visible in
the top sight glass (5). FIGURE 2-1. HYDRAULIC TANK
Refer to "Lubrication Chart", Lube key ‘‘C’’.
1. Hydraulic Tank 5. Hydraulic Oil Level
NOTE: If Hydraulic tank has been completely 2. Pressure Relief Valve Upper Sight Glass
drained, refill capacity is: 576 Liters (152 gal.) 3. Breather 6. Hydraulic Oil Level
4. Filler Cap Lower Sight Glass
4. Replace fill cap.
7. Hydraulic Oil Drain
5. Start the engine, and raise and lower dump body
2-3 times to circulate oil and fill lines/components.
6. Lower the dump body, shut down the engine, and
turn the keyswitch "Off". If oil level falls below lower
sight glass (6), repeat steps 2. through 4.

HYDRAULIC TANK SERVICE

When servicing the hydraulic tank, always follow
the "Filling Instructions" described above to relieve
any internal tank pressure before opening tank.

1. When checking oil level, or any other service,

inspect the breather (3, Figure 2-2) to be certain
that it is open to atmosphere.
Clean any excess accumulations of dirt/mud, etc.
from around the breather. Clean/replace breather
element as necessary.
2. Whenever oil is drained from tank, clean diffussers
(7 & 11) and strainers (8, 9, & 10). FIGURE 2-2. HYDRAULIC TANK (TOP VIEW)
1. Hydraulic Tank 7. Diffusers
2. Pressure Relief Valve 8. Strainers
3. Breather 9. Wire Mesh Strainer
4. Filler Cap 10. Strainer
5. Sight Glass Guard 11. Diffuser
6. Access Cover

P2-10 Lubrication and Service P02022 6/98

PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES
To ensure safety in operation, the user is requested to perform the periodic maintenance recommended in the previous
schedules. In addition, special care should be paid to the periodic replacement of certain other part which may affect
safety in operation.
Fabrication of safety devices and other component parts have been designed to high standards. However, all parts
are subject to wear and gradual fatigue during continuous use. Since it is difficult to determine accurately the process
of change in quality, wear, or fatigue, judgements must be made whether or not some parts should be replaced even
if they do not show any faulty symptom at the time. Of course, any part found to have an abnormality should be
repaired or replaced, regardless of the time it has been used.
NOTE: This recommendation for the replacement of parts is to ensure safety in operation. The warranty
guarantee to be free from manufacturing defects does not apply to the replacement of functioning parts for
precautionary reasons.

1 year / 2000 hours 2 years / 4000 hours

The following parts should be considered for repair or
replacement every 2000 hours, or every one year,
whichever comes first:
1. Brake high pressure hoses
2. Parking brake pads and retract springs
3. Parking brake actuation components
4. Retard Control valves
5. Emergency brake actuation parts
6. Engine components -
Refer to Cummins engine service manual for
proper inspection, procedures and tools
7. Hydraulic relief valves
8. Electrical sensors in general
9. Coolant level sensor
10. Electric relays and solenoids
11. Air intake piping hoses
12. Air conditioner cab air filter
13. Wiggins quick fuel components
14. Instrument panel lamp bulbs
The following parts should be considered for repair or
replacement every 4000 hours, or every two years,
whichever comes first:
1. Engine rear flywheel dampener pilot bearing
2. Rockford fan clutch oil seals
3. High pressure brake hoses
4. High pressure steering hoses
5. Outlet hoses on all pumps
6. Steering valve hoses
7. Fuel filter and tank hoses
8. Ether start components
9. Drive shaft spiders / cross & bearings
10. Engine flywheel dampener rubber biscuits
11. Engine mounting rubber biscuits
12. Transmission mounting rubber biscuits
13. Steering & axle links dust seal boots
14. Brake cooling system hoses
15. Radiator coolant hoses
16. Hoist pilot cable and seal
17. Hoist control electrical components

P02022 6/98 Lubrication and Service P2-11

 NOTES

P2-12 Lubrication and Service P02022 6/98

 LINCOLN AUTOMATIC LUBRICATION SYSTEM
The Lincoln Automatic Lubrication System is a pressur- b. Pressure Reducing Valve:
ized lubricant delivery system which delivers a control- The Pressure Reducing Valve (10) lowers the
led amount of pressurized lubricant to designated lube hydraulic fluid pressure to the operating range
points. The system is controlled by an electric timer of the hydraulic pump cylinder.
which signals solenoid valves to cause operation of a It is factory set at its maximum pressure of 300
hydraulically operated grease pump. p.s.i. (2069 kPa), but may be adjusted lower.
For the 530M, these components (valves, pump, and c. The Cylinder Pressure Gauge (2): indicates
reservoir/cannister) are mounted on the right deck hydraulic pressure going to the pump cylinder
structure to the right of the hydraulic cabinet just above (after the pressure reducing valve).
the right front suspension. d. Orifice Fitting Assembly (4): meters hydraulic
pressure from the pressure reducing valve to
System Components the top of the vent valve assembly (reduces
shock during operation of the vent valve). This
The system is comprised of these basic elements plus
fitting is assembled to the side of the Valve Body
the necessary hoses and lube lines:
(3) and is connected to the top of the Vent Valve
1. Hydraulically Powered Reciprocating Cylinder Assembly (11) by a high pressure 1/4 in. hose.
and Pump (1 & 5, Figure 3-1).
Pump Specifications:
16:1 Pressure Ratio.
NOTE: The theoretical ratio of the pump is 16:1.
Depending on application and variable internal
friction, the operational ratio is approximately
10:1.
Hydraulic Supply Pressure (Input):
300-3000 p.s.i. (2.1 - 20.1 MPa)
Input Flow (when pumping): 1.0 g.p.m. (3.8 l/min.)
Maximum Hydraulic Temperature: 210°F (98.8°C)
MAXIMUM Output Pressure: Not to Exceed
3500 p.s.i. (24.1 MPa)
WARNING: Exceeding this value will damage
components and/or cause components to
rupture, resulting in possible serious injury to
any nearby personnel.

Output Flow: 11 cu. in./min. (180 cc/min.)

Operating Ambient Temperature:
-40°F to + 135°F (-40°C to + 57.7°C)
Seals: Buna-N
Filtration Required: 10 Micron (Hydraulic Supply)
24VDC power source.
2. Combination Valve Body (3, Figure 3-1) includes:
a. 24VDC Solenoid Valves (SV1 & SV2) are used FIGURE 3-1. TYPICAL AUTO LUBE SYSTEM
to control the hydraulically operated pump. 1. Pump Cylinder 8. Solenoid Valve, SV2
2. Cyl. Pressure Gauge 9. Solenoid Valve, SV1
Solenoid Valve SVI (9) controls the supply of
3. Valve Body Assy. 10. Press. Reducing Valve
hydraulic fluid to the pressure reducing valve
4. Orifice Assembly 11. Vent Valve Assy.
and to the vent valve.
5. Pump Assembly 12. Grease Return Line
Solenoid Valve SV2 (8) directs the hydraulic 6. Cannister/Reservoir 13. Grease Supply Line
fluid to the hydraulic cylinder which operates 7. Pump Cycle Timer 14. Fill Vent Port
the grease pump. 15. Fill Supply Port

P03013 12/98 Lincoln Automatic Lube System P3-1

with Hydraulic-Actuated Pump
 Figure 3-2. Lube Injector Groups
Group No. of
Injector Point of Lubrication
Lube Inj.
R.H. Front Suspension, Top
‘‘A’’ 3 R.H. Front Suspension, RR ‘‘A’’-Arm
R.H. Front Suspension, FRT ‘‘A’’-Arm
L.H. Front Suspension, Top
‘‘B’’ 3 L.H. Front Suspension, RR ‘‘A’’-Arm
L.H. Front Suspension, FRT ‘‘A’’-Arm
R.H. Steering Cylinder, Spindle
‘‘C’’ 3 R.H. Steering Rod, Spindle
R.H. Front Suspension, BTM ‘‘A’’-Arm
L.H. Steering Cylinder,Spindle
‘‘D’’ 3 L.H. Steering Rod, Spindle
L.H. Front Suspension, BTM ‘‘A’’-Arm
R.H. Steering Cylinder, FRAME
L.H. Steering Cylinder, FRAME
‘‘E’’ 5 L.H. Steering Rod, PIVOT
R.H. Steering Rod, PIVOT
CENTER Steering Pivot, FRAME
Rear Axle, BTM L.H. BAR FRAME
‘‘F’’ 3 L.H. Hoist Cylinder, FRAME
Transmission, FRT MOUNT
Rear Axle, TOP FRT BAR FRAME
‘‘G’’ 3 Rear Axle, BTM R.H. BAR FRAME
R.H. Hoist Cylinder, FRAME
L.H. Rear Suspension, FRAME
‘‘H’’ 3 L.H. Hoist Cylinder, BODY
L.H. BODY PIVOT
Rear Axle, TOP SWAY BAR, FRAME
R.H. Rear Suspension, FRAME
‘‘J’’ 4 7. Lube Injectors (10, Figure 3-2): each injector de-
R.H. Hoist Cylinder, BODY
R.H. BODY PIVOT
L.H. Rear Suspension, AXLE
‘‘K’’ 3 Rear Axle, TOP FRT BAR, AXLE
Rear Axle, TOP SWAY BAR, AXLE
Rear Axle, BTM R.H. BAR, AXLE
‘‘L’’ 3 L.H. Rear Suspension, FRAME
R.H. Rear Suspension, AXLE
3. Pump Cycle Timer (7, Figure 3-1) [also called a
‘‘Flasher’’ timer, because it contains an LED that
illuminates when there is power going to SV2]:
The Pump Cycle Timer mounts on SV2 solenoid
and generates a timed pulse signal which causes
the solenoid valve to move, alternately. The alter-
nating movement of the valve, changes the direc-
tion of hydraulic fluid flow from the top of the pump
cylinder to the bottom, and vice versa, causing the
grease pump piston to reciprocate, or ‘‘pump’’.
4. Grease Reservoir: For the 530M, the Cannister or
Reservoir (6, Figure 3-1) is mounted on the right
deck structure to the right of the hydraulic cabinet
just above the right front suspension.
The reservoir has an approximate capacity of 7.7
gal. or 60 lbs. (27 kg) of grease.
5. Vent Valve (11, Figure 3-1): When SV1 solenoid is
energized, hydraulic pressure closes the Vent
Valve, and also causes the pump to cycle. The
pump cycles until SV1 solenoid is de-energized.
When this occurs, hydraulic pressure is removed,
causing the Vent Valve to open.
The grease pressure drops to 0, and the injectors
recharge for their next output cycle.
6. 24 VDC Solid State System Timer (Not Shown):
The Solid State System Timer sends out a 24 VDC
timed-interval signal to energize the solenoid
valves, causing the grease pump to operate. This
timer is mounted in the cab (in the housing under
the passenger seat) to insure temperature stabil-
ity. Its operating temperature range is -20°F to
131°F (-29°C to 55°C).
livers a controlled amount of pressurized lubricant
to a designated lube point.
Refer to Figure 3-2 for locations.
8. Safety Unloader Relief Valve (Not Shown);
is located on the back of the vent valve (11, Figure
3-1). The Safety Unloader Relief Valve is designed
to open if the pressure in the grease line rises to
approximately 4000 psi (27.5 MPa)* . If this valve
opens, the grease is expelled to atmospere.
*NOTE: This setting is not adjustable.

! WARNING!: DO NOT TO EXCEED Maximum Pump

Pressure of 3500 p.s.i. (24.1 MPa).
Exceeding this value will damage components
and/or cause components to rupture, resulting in
possible serious injury to any nearby personnel.

P03013 12/98 Lincoln Automatic Lube System P3-3

with Hydraulic-Actuated Pump
System Operation:
1. During truck operation, with the pump and timer
systems in a rest state, a preset time interval (2.5
to 80 minutes) occurs.
2. The solid state system timer sends a 24 VDC signal
to energize SV1, and also the flasher timer on SV2.
3. As SVI opens, the hydraulic fluid flows through the
pressure reducing valve and on to SV2.
4. The pressure reducing valve lowers hydraulic fluid
pressure to the operating range of the hydraulic
pump [maximum pressure 300 p.s.i. (2069 kPa)].
This pressure also signals the Vent Valve causing
it to close.
5. After the system pressure has been reduced, it
passes on to SV2. Each operation of SV2 moves
the hydraulic cylinder which operates the grease
pump. As SV2 turns ‘‘On’’ and ‘‘Off’’ (refer to cycle
timer/flasher below), it changes the direction of
the hydraulic cylinder movement back and forth,
thus causing a ‘‘pumping’’ action.
6. The cycle timer/flasher sends a pulsing signal, 1
second ‘‘On’’ and 1 second ‘‘Off’’ (adjustable), to
SV2. Solenoid valve SV2 directs the hydraulic fluid
to the pump at 30 cycles/minute.
7. With the vent valve closed, the pump cycles until
lubricant pressure reaches maximum pump out-
put pressure* (pump stalls). As the grease supply
line comes to maximum pressure, the injectors
meter grease to the points of lubrication.
* WARNING: DO NOT TO EXCEED Maximum
Pump Pressure of 3500 p.s.i. (24.1 MPa).
Exceeding this value will damage compo-
nents and/or cause components to rupture,
resulting in possible serious injury to any
nearby personnel.
8. After approximately 75 seconds, the Solid State
System Timer returns to the rest state, which
de-energizes SV1 solenoid valve.
9. As SV1 is de-energized, the hydraulic supply to the
pressure reducing valve and the vent valve is shut
off, causing the vent valve to open.
10. When the vent valve opens, the pressure in the
grease line is vented back to the grease reservoir
and the line pressure drops to zero (0), so the
injectors can recharge for their next output cycle.
11. The system is now at rest, ready for another lube
cycle and the sequence repeats itself.
P3-4 Lincoln Automatic Lube System
with Hydraulic-Actuated Pump
Over pressurizing of the system, modifying parts,
using incompatible chemicals and fluids, or using
worn or damaged parts, may result in equipment
damage and/or serious personal injury.
* DO NOT exceed the Maximum Pump Pressure
of 3500 p.s.i. (24.1 MPa).
* Do not alter or modify any part of this system
unless approved by factory authorization.
* Do not attempt to repair or disassemble the
equipment while the system is pressurized.
* Make sure all fluid connections are securely
tightened before using this equipment.
* Always read and follow the fluid manufacturer’s
recommendations regarding fluid compatibil-
ity, and the use of protective clothing and
equipment.
* Check all equipment regularly and repair, or
replace, worn or damaged parts immediately.
This equipment generates very high grease pres-
sure. Extreme caution should be used when oper-
ating this equipment as material leaks from loose
or ruptured components can inject fluid through
the skin and into the body causing serious bodily
injury including possible need for amputation. Ade-
quate protection is recommended to prevent
splashing of material onto the skin or into the eyes.
If any fluid appears to penetrate the skin, get emer-
gency medical care immediately! Do not treat as a
simple cut. Tell attending physician exactly what
fluid was injected.
If overpressurizing of the equipment is believed to have
occurred, contact a factory authorized warranty and
service center for inspection of the pump. Specialized
equipment and knowledge is required for repair of the
pump or adjustments other than the maintenance
specified in this manual.
Annual inspection by the factory authorized warranty
and service center is recommended.
P03013 12/98
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the
primary or secondary lubrication lines were replaced,
it will be necessary to reprime the system to eject all
entrapped air.
NOTE: To run the grease pump when priming the lube
system, connect a jumper wire between the "LUBE SW"
and "SOL" terminals on the solid state timer.
1. Fill lube reservoir with lubricant, if necessary.
2. Remove plugs from all injector manifold dead ends
and supply lines.
3. Run grease pump until grease flows from any one
plug opening in the system. Replace plug in this
opening.
4. Repeat step 3 until all lines are full and all plugs
replaced.
NOTE: Fill each feed line with grease before connect-
ing lines to the injector outlets and bearings. This will
prevent having to cycle the individual injectors once
for each 1.0 in. (25 mm) length of feed line between
the injector and bearing fitting.
System Checkout
To check system operation (not including timer), pro-
ceed as follows:
1. Turn Keyswitch (3, Figure 3-7) ‘‘Off’’ and shut down
engine to de-energize system.
Install a 5000 PSI (35 MPa) pressure test gauge in
the grease supply line (13, Figure 3-1).
2. Turn Keyswitch ‘‘On’’. Start engine to energize
system.
3. Lift the passenger seat, and connect a jumper wire
between the ‘‘SOL’’ and ‘‘LUBE SW’’ terminals on
the 24 VDC solid state lube timer.
Pump should operate.
NOTE: If terminal identification on the solid state timer
is not legible, refer to Figure 3-7 for terminal positions.
4. Keep jumper wire connected until the pump stalls.
5. Observe the 5000 PSI (35 MPa) pressure test
gauge in the grease supply line. Pressure should
be 2500 - 3000 PSI (17.2 - 20.7 MPa).
!WARNING!: DO NOT EXCEED Maximum Pump
Pressure of 3500 p.s.i. (24.1 MPa). Exceeding this
value will damage components and/or cause com-
ponents to rupture, resulting in possible serious
injury to any nearby personnel.
P03013 12/98 Lincoln Automatic Lube System
with Hydraulic-Actuated Pump
If pressure is not correct, adjust the Pressure
Reducing Valve as necessary (refer to ‘‘Pressure
Reducer Adjustment’’).
NOTE: DO NOT EXCEED 300 PSI (2.1 MPa) on
the Cylinder Pressure gauge (2, Figure 3-1)
6. Disconnect jumper wire. System should vent.
7. Turn Keyswitch ‘‘Off’’ and shut down engine to
de-energize system.
Remove the 5000 PSI (35 MPa) pressure test
gauge previously installed. Re-connect system.
Pressure Reducer Adjustment
NOTE: Steering accumulator pressure is necessary to
power the lube system for this procedure.
While engine is running, and/or accumulators are
charged, exercise extreme care while working in
the vicinity of the grease pump!
Steering pressure is also available at this time.
Keep personnel away from front wheels to prevent
crushing!
Stay clear of moving engine parts and do not
loosen/disconnect any pressure fittings or hoses.
To set the Pressure Reducing Valve:
1. With keyswitch ‘‘Off’’, engine stopped, and steer-
ing accumulator pressure bled down, install a
5000 PSI (35 MPa) pressure test gauge in the
grease supply line (13, Figure 3-1).
2. At the truck Hydraulic Bleeddown Manifold, dis-
connect the Bleeddown Solenoid. (This will pre-
vent accumulators from bleeding down when
engine is shut down, later in step 4.)
3. Start the truck engine. When steering and brake
pressures have stabilized, pull the retarder lever
to the fully applied position to apply the brakes.
4. Turn keyswitch ‘‘Off’’ to completely stop engine.
Then return the keyswitch to the ‘‘On’’ position.
5. Lift the passenger seat, and connect a jumper wire
between the ‘‘SOL’’ and ‘‘LUBE SW’’ terminalson
the 24 VDC solid state lube timer.
Pump should operate.
Keep jumper wire connected until the pump stalls.
6. Observe the 5000 PSI (35 MPa) pressure test
gauge in the grease supply line. Pressure should
be 2500 - 3000 PSI (17.2 - 20.7 MPa).
P3-5

DO NOT EXCEED Maximum Pump Pressure of 3500
p.s.i. (24.1 MPa). Exceeding this value will damage
components and/or cause components to rupture,
resulting in possible serious injury to any nearby
personnel.
If pressure is not correct, adjust the Pressure
Reducing Valve until the pressure gauge (installed
at step 1) indicates 2500 - 3000 PSI (17.2 - 20.7
MPa) grease pressure.
NOTE: DO NOT EXCEED 300 PSI (2.1 MPa) on
the Cylinder Pressure gauge (2, Figure 3-1).
7. While jumper wire is installed, verify that the fol-
lowing events occur in this order:
a. The pump starts stroking and the LED on the
flasher unit atop of SV2 flashes ‘‘On’’ and ‘‘Off’’
at approximately one second intervals.
b. All of the injectors stroke down.
c. Pump gets to a ‘‘stalled state’’ with no notice-
able piston movement.
8. Turn the keyswitch ‘‘Off’’ and remove jumper wire
installed in step 5, then verify the following:
a. The pressure on the Cylinder Pressure gauge
(2, Figure 3-1) drops to zero (0).
b. The pressure on the grease pressure test gauge
(installed at step 1) drops to zero (0).
c. All of the injectors reset (indicator pin up).
9. Remove grease pressure test gauge (installed at
step 1).
10. At the Hydraulic Bleeddown Manifold, reconnect
the Bleeddown Solenoid (disconnected in step 4).
Verify that hydraulic system now bleeds down.
24 VDC Solid State Timer Check
To check the solid state timer operation without waiting
for the normal timer setting, proceed as follows:
1. Remove timer dust cover.
NOTE: The timer incorporates a liquid and dust
tight cover which must be in place and secured
at all times during truck operation.
2. Adjust timer to 5 minute interval setting.
3. The timer should cycle in five minutes if the truck
is operating.
P3-6 Lincoln Automatic Lube System
with Hydraulic-Actuated Pump
NOTE: If the timer check is being made on a cold start,
the first cycle will be approximately double the nominal
setting. All subsequent cycles should be within the
selected time tolerance.
4. If the these checks do not identify the problem,
check Voltage at the timer:
a. Insure timer ground connection is clean and
tight.
b. Using a Volt-Ohm meter, read voltage between
the "BAT (+ )" and "BAT (+ )" terminals on the
solid state timer with the truck key switch on.
Normal reading should be 18-26 VDC, depend-
ing upon whether or not the engine is running.
24 VDC Solid State Timer Adjustment
The timer is factory set for a nominal 2.5 minute (off
time) interval. Dwell time is approximately 1 minute, 15
seconds. A longer interval (off time) is obtained by
aligning the slot in the adjustment screw with desired
frequency.
Timer interval adjustment is made by using a screw-
driver to turn the adjusting screw to the desired position
(see Figure 3-3).
NOTE: Set timer by turning the adjusting screw fully
clockwise, this is the 2.5 minute setting point. Then,
turn the adjusting screw counterclockwise, one click
at a time, to the desired setting, or until the maximum
limit of eighty minutes is reached.
The recommended setting is 20 minutes.
FIGURE 3-3. SOLID STATE TIMER (TOP COVER OFF)
1. Timer 3. Timer Selector
2. Red LED (Light Emitting Diode)
indicates pump solenoid is "ON".
! CAUTION! The solid state timer is a sealed unit, do
not attempt disassembly.
P03013 12/98
Injectors (SL-1 Series " H")
Injector Specifications
a. Each lube injector services only one grease
point. In case of pump malfunction, each injec-
tor is equipped with a covered grease fitting to
allow the use of external lubricating equipment.
b. Injectors are available in banks of two, three,
four and five as well as single replacement
units.
c. Injector output is adjustable:
Maximum output = 0.08 in3 (1.31 cc).
Minimum output = 0.008 in3 (0.13 cc).
d. Operating Pressure:
Minimum - 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Maximum Vent Pressure - (Recharge)
600 psi (4 137 kPa)
FIGURE 3-4. TYPE SL-1 INJECTOR (SINGLE)
1. Adjusting Screw 11. Spring Seat
2. Locknut 12. Plunger Injector Adjustment
3. Piston Stop Plug 13. Viton Packing
4. Gasket 14. Inlet Disc The injectors may be adjusted to supply from 0.008 in3
5. Washer 15. Viton Packing to 0.08 in3 (0.13 cc to 1.31 cc) of lubricant per injection
6. Viton O-Ring 16. Washer cycle. The injector piston travel distance determines
7. Injector Body Assy. 17. Gasket the amount of lubricant supplied. This travel is in turn
8. Piston Assembly 18. Adapter Bolt controlled by an adjusting screw in the top of the
9. Fitting Assembly 19. Adapter injector housing.
10. Plunger Spring 20. Viton Packing Turn the adjusting screw (1, Figure 3-4) counterclock-
wise to increase lubricant amount delivered and clock-
NOTE: The Piston Assembly (8) has a visible indicator wise to decrease the lubricant amount.
pin at the top of the assembly to verify the injector
o When the injector is not pressurized, maximum injector
delivery volume is attained by turning the adjusting
screw (1) fully counterclockwise until the indicating pin
(8) just touches the adjusting screw. At the maximum
delivery point, about 0.38 inch (9.7 mm) adjusting
screw threads should be showing. Decrease the deliv-
ered lubricant amount by turning the adjusting screw
clockwise to limit injector piston travel. If only half the
lubricant is needed, turn the adjusting screw to the
point where about 0.19 inch (4.8 mm) threads are
showing. The injector will be set at minimum delivery
point with about 0.009 inch (0.22 mm) thread showing.
NOTE: The above information concerns adjustment of
injector delivery volume. The timer adjustment should
also be changed, if overall lubricant delivery is too little
or too much. Injector output should NOT be adjusted
to less than one-fourth capacity.

FIGURE 3-4A. INJECTOR (MANIFOLD TYPE)

P03013 12/98 Lincoln Automatic Lube System P3-7

with Hydraulic-Actuated Pump
 INJECTOR OPERATION
STAGE 1.
The injector piston (2) is in its normal or
"rest" position. The discharge chamber (3)
is filled with lubricant from the previous cy-
cle. Under the pressure of incoming lubri-
cant (6), the slide valve (5) is about to open
the passage (4) leading to the measuring
chamber (1) above the injector piston (2).

STAGE 2.
When the slide valve (5) uncovers the pas-
sage (4), lubricant (6) is admitted to the
measuring chamber (1) above the injector
piston (2) which forces lubricant from the
discharge chamber (3) through the outlet
port (7) to the bearing.

STAGE 3.
As the injector piston (2) completes its
stroke, it pushes the slide valve (5) past the
passage (4), cutting off further admission of
lubricant (6) to the passage (4) and meas-
uring chamber (1). The injector piston (2)
and slide valve (5) remain in this position
until lubricant pressure in the supply line (6)
is vented (relieved at the pump).

STAGE 4.
After venting, the injector spring expands,
causing the slide valve (5) to move, so that
the passage (4) and discharge chamber (3)
are connected by a valve port (8). Further
expansion of the spring causes the piston
to move upward, forcing the lubricant in the
measuring chamber (1) through the pas-
sage (4) and valve port (8) to refill the dis-
charge chamber (3).

Injector is now ready for the next cycle.

P3-8 Lincoln Automatic Lube System P03013 12/98

with Hydraulic-Actuated Pump
Pump Cycle Timer (Flasher Timer):
The Pump Cycle Timer mounts on SV2 solenoid and
generates a timed pulse signal to control the recipro-
cating cycle rate of the grease pump.
Pump Cycle Timer (Flasher Timer) Installation
1. Connect cycle timer to SV2. Be sure to install
gasket.
2. Connect the ‘‘Sol’’ from the Solid State Timer to
the Brown wire from the Cycle Timer and one of
the wires coming from SV1.
3. Connect the White wire from the Cycle Timer and
the other (gnd) wire coming from SV1.
FIGURE 3-5. PUMP CYCLE TIMER
1. Adjustment Screw 2. Red LED (Indicates
Timer Has Turned On.)
P03013 12/98 Lincoln Automatic Lube System
with Hydraulic-Actuated Pump
Pump Cycle Timer (Flasher Timer) Adjustment:
The Pump Cycle timer is factory set at 1 second ‘‘On’’
and 1 second ‘‘Off’’ for 30 cycles/minute. If adjustment
is necessary, refer to Figure 3-5 and the following
procedure.
The one adjustment screw adjusts both the ‘‘On’’ time
and ‘‘Off’’ time equally. The adjustment range is from
0.5 seconds (60 cycles/minute) to 5.0 seconds (6 cy-
cles/minute). The adjustment screw allows 15 turns of
adjustment over the timing range.
1. The adjustment screw should be turned 20 turns
counter-clockwise to insure a minimum start
point.
NOTE: The timer cannot be adjusted below minimum
- additional turns counter-clockwise have no effect.
2. Each clockwise turn of the adjustment screw will
equal approximately 0.3 seconds.
3. Add the number of turns clockwise to reach the
approximate desired timing.
Some additional adjustment may be necessary
depending on the accuracy needed.
NOTE: Use the light on the cycle timer to help in setting
the time. The light will turn On when there is power
going to SV2.
P3-9
 FIGURE 3-6. HYDRAULIC SCHEMATIC FOR AUTOMATIC LUBE
1. Grease Pump Cylinder 5. Combination Valve 8. Solenoid (SV1) 12. Hydraulic Supply
2. Grease Pump (Pressure Reducing & 9. Gauge (Cyl. Press.) 13. Hyd. Tank (Return)
3. Grease Reservoir Solenoid Valves) 10. Safety Unloader Valve 14. Injectors
4. Vent Valve 6. Solenoid (SV2) 11. Orifice Assembly Fitting
7. Pressure Reducer

FIGURE 3-7. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE

1. Timer Assembly 3. Keyswitch 5. Timer (solid State) 8. Battery (24 V)
2. Combination Valve 4. Relay 6. Solenoid (SV1) 9. Cycle Timer
(Pressure Reducing & 7. Solenoid (SV2)
Solenoid Valves)

P3-10 Lincoln Automatic Lube System P03013 12/98

with Hydraulic-Actuated Pump
 TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center. When submitting
equipment to be repaired, be sure to state the nature of the problem and indicate if a repair cost estimate is required.
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Does Not Operate.

Lube system not grounded. Correct grounding connections to pump assembly and
truck chassis.
Electrical power loss. Locate cause of power loss and repair. 24 VDC power
required. Turn truck keyswitch "ON".
Timer malfunction. Replace timer assembly
Solenoid valve malfunctioning. Replace the solenoid valve assembly
Pump malfunction. Replace pump assembly
NOTE: On intial startup of the lube system, the timing capacitor will not contain a charge, therefore the first timing
cycle will be about double in length compared to the normal interval. Subsequent timer cycles should be as specified.

TROUBLE: Pump Will Not Prime

Low lubricant supply. Fill Reservoir.

Dirt in reservoir, pump inlet clogged. Clean pump and reservoir.
Remove source of contamination.
Pump Jammed. Repair/replace pump assembly.

TROUBLE: Pump Will Not Build Pressure

Air trapped in lubricant supply line. Prime system to remove trapped air.
Lubricant supply line leaking. Check lines and connections to repair leakage.
Vent valve leaking. Clean or replace vent valve.
Pump cylinder worn or scored. Repair or replace pump cylinder or pump assembly.
Reservoir empty. Fill Reservoir.

TROUBLE: Injector Indicator Stem Does Not Operate

NOTE: Normally, during operation, the injector indicator stem (1, Figure 3-4) will move into the body of the injector
when pressure builds properly. When the system vents (pressure release) the indicator stem will again move out into
the adjusting yoke.

Malfunctioning injector - usually indicated by the pump
building pressure and then venting.
All injectors inoperative -
Replace individual injector assembly.
Pump build up not sufficient to cycle injectors. Re-
pair/replace pump assembly. Also check pump cylin-
der pressure and line pressure at pump.

Whole series of injectors inoperative - Check for broken or clogged intermediate supply line
and replace.

P03013 12/98 Lincoln Automatic Lube System P3-11

with Hydraulic-Actuated Pump
 POSSIBLE CAUSES
TROUBLE: Cylinder Pressure Gauge Does Not Register Pressure.
No system pressure to the pump.
No 24 VDC signal at solenoids SV1 and SV2.
Pressure reducing valve set too low.
Primary solenoid valve SV1 may be inoperative.
Broken gauge.
Damaged combination valve.
TROUBLE: Pump Pressure Builds Very Slowly Or Not At All.
No pulsing signal at SV2.
Pressure reducing valve may be set too low.
Grease viscosity may be too high for temperature at
which pump is operating.
If pressure is not building at all, secondary solenoid
valve SV2 may be inoperative.
Pump piston ball checks and inlet checks may have
foreign matter trapped causing leakage.
Shovel rod is rough or pitted.
Lubricant supply line leaks or is broken.
Pulsing signal of cycle timer incorrect.
TROUBLE: 24VDC Timer Not Operating:
Timer BAT (-) connection is not on grounded member.
Timer BAT (+ ) connection not connected to 24VDC
BAT (+ ) terminal during operation of vehicle.
Fuse blown (circuit breaker tripped) on power connec-
tion to timer, or wire is otherwise damaged.
Loose wire connections at any of the timer terminals.
TROUBLE: Timer Stays Timed Out:
Commutation failure in timer caused by damaged com-
ponent.
Output relay contacts welded shut caused by extended
short to ground.
Solenoid valve connected to "LUBE SW" terminal of
timer instead of terminal marked "SOL".
P3-12 Lincoln Automatic Lube System
with Hydraulic-Actuated Pump
SUGGESTED CORRECTIVE ACTION
Determine problem in hydraulic system.
Determine problem in 24 VDC electric system.
Increase setting by 1/2 turn to check operation.
Replace solenoid coil or valve.
Replace gauge.
Replace combination valve.
Check Timer.
Increase setting by 1/2 turn to check operation.
Replace grease with a lower viscosity lubricant.
Replace secondary solenoid valve SV2.
Remove, inspect and clean, if necessary.
Inspect sealing surfaces between upper and lower inlet
checks. Replace if rough or pitted.
Replace shovel rod and packing.
Repair lubricant supply line
Set flasher timer.
Connect to good ground.
Establish direct connection between Timer BAT (+ )
connection and 24 VDC BAT (+ ) terminal.
Replace fuse (reset circuit breaker) or repair damaged
wire.
Secure wire connections.
Replace Timer.
Replace Timer.
Correct wiring hook-up.
P03013 12/98
 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Timer Turns On At Intervals Two (2) To Ten (10) Times More Often Than Set Time Interval:

Electrical noise is being introduced into the power
supply to the timer overcoming suppressor capacitor
causing uncontrolled turn-on of its output relay.
IMPORTANT: In some instances, electrical noise
may be generated into vehicle electrical system
which may cause timer to turn on at random inter-
vals, independent of timer setting.
If this occurs, a 250 to 1,000 MFD capacitor rated
150 to 350 VDC should be added across BAT (+ )
and BAT (-) terminals to suppress this noise and
improve timer performance.

TROUBLE: Timer Turns On At Intervals Faster Than Allowable Tolerances Of Settings:

Timer out of adjustment or damaged component. Refer to ‘‘Timer Adjustment and re-adjust timer or re-
place timer.

Reservoir Fill Procedure

Lubricant Required for System
Refer to ‘‘Lubrication Chart’’, for correct lubricant speci-
fications.
• . Above 90°F (32°C) - Use NLGI No.2 multipurpose
grease (MPG).
• . -25° to 90°F (-32° to 32°C) - Use NGLI No. 1 MPG.
• . Below -25°F (-32°C) - Refer to local supplier for
extreme cold weather lubricant requirements.

Fill Procedure
1. Remove top vent plug (14, Figure 3-8).
2. Remove bottom fill plug (15).
3. Connect line from Lubricant Delivery system to
bottom fill port (15) and fill reservoir until grease
just begins to come out of top vent hole above.
4. Disconnect line from Lubricant Delivery system
and install plugs (14 & 15) previously removed.

FIGURE 3-8. TYPICAL AUTO LUBE SYSTEM

1. Pump Cylinder 8. Solenoid Valve, SV2
2. Cyl. Pressure Gauge 9. Solenoid Valve, SV1
3. Valve Body Assy. 10. Press. Reducing Valve
4. Orifice Assembly 11. Vent Valve Assy.
5. Pump Assembly 12. Grease Return Line
6. Cannister/Reservoir 13. Grease Supply Line
7. Pump Cycle Timer 14. Top Vent Plug
15. Fill Supply Port

P03013 12/98 Lincoln Automatic Lube System P3-13

with Hydraulic-Actuated Pump
 Preventive Maintenance Procedures
The following maintenance procedures should be used to insure proper system operation.
Daily Lubrication System Inspection
1. Check grease reservoir level.
Inspect grease level height after each shift of
operation. Grease usage should be consistent
from day-to-day operations.
• Lack of lubricant usage would indicate an
inoperative system.
• Excessive usage would indicate a broken sup-
ply line.
2. Check all grease feed lines hoses from the SL-1
Injectors to the lubrication points (Figure 3-2).
a. Repair or replace all worn / broken feed line
hoses.
b. Make sure that all air is purged and all new feed
line hoses are filled with grease before sending
the truck back into service.
3. Inspect key lubrication points for a bead of lubri-
cant around seal.
Make note of all lubrication points that look dry.
Notify maintenance staff for repair service.
250 Hour Inspection
1. Check all grease feed line hoses from the SL-1
Injectors to the lubrication points (Figure 3-2).
a. Repair or replace all worn / broken feed line
hoses.
b. Make sure that all air is purged and all new feed
line hoses are filled with grease before sending
the truck back into service.
2. Check all grease supply line hoses from the pump
to the SL-1 injectors.
a. Repair or replace all worn / broken supply lines.
b. Make sure that all air is purged and all new
supply line hoses are filled with grease before
sending the truck back into service.
3. Check grease reservoir level.
a. Fill reservoir if low.
b. Check reservoir for contaminants.
Clean, if required.
c. Check that all filler plugs, covers and breather
vents on the reservoir are intact and free of
contaminants.
P3-14 Lincoln Automatic Lube System
with Hydraulic-Actuated Pump
4. Inspect all bearing points for a bead of lubricant
around the bearing seal.
It is good practice to manually lube each bearing
point at the grease fitting (Zerk, Figure 3-4) pro-
vided on each Injector. This will indicate if there
are any frozen or plugged bearings, and will help
flush the bearings of contaminants.
5. System Checkout
a. Remove all SL-1 injector cover caps to allow
visual inspection of the injector cycle indicator
pins during system operation.
b. Start Truck.
c. Lift the passenger seat and connect a jumper
wire between ‘‘SOL’’ (Wire 68A) and ‘‘LUBE SW’’
on the 24VDC solid state timer (Figure 3-7).
The hydraulic grease pump should operate.
d. Keep the jumper wire connected until the pump
stalls out at 2000 PSI.
e. With the pump in the stalled-out mode, check
each SL-1 injector assembly.
The cycle indicator pin should be retracted
inside the injector body.
f. Once all of the SL-1 injectors have been in-
spected under pressure remove the jumper
wire between the ‘‘SOL’’ and ‘‘LUBE SW’’ termi-
nals on the timer assembly.
The pump should shut off and the pressure in
the system should drop to zero venting back to
the grease reservoir.
g. With the system vented, check all of the SL-1
injector indicator pins.
All of the pins should be visable.
NOTE: Refer to the system troubleshooting
chart, if the injectors are not working properly.
Replace or repair injectors, if defective.
h. Reinstall all injector cover caps.
i. Check timer operation.
With engine running, lube system should acti-
vate within 5 minutes. The system should build
2000PSI within 25-40 seconds.
j. If the system is working properly, the machine
is ready for operation.
k.If the system is malfunctioning, refer to the trou-
bleshooting chart in the service manual.
P03013 12/98
 SECTION Q
ALPHABETICAL INDEX
A C

Accelerator Pedal . . . . . . . . . . . . . . D3-11 Cab . . . . . . . . . . . . . . . . . . . . . . N2-1

Accumulator, Steering . . . . . . . . . . . . L6-7 Capacities, Service . . . . . . . . . . . . . P2-1
Accumulator, Brake . . . . . . . . . . . . . J3-20 Charging Procedure
Automatic Suspension System (Option) . . D27-1 Brake Accumulators . . . . . . . . . . . . J3-21
Air Cleaners . . . . . . . . . . . . . . . . . . C5-1 Steering Accumulators . . . . . . . . . . L6-10
Air Conditioning System . . . . . . . . . . . M9-1 Suspensions . . . . . . . . . . . . . . . . H4-2
Component Service . . . . . . . . . . . . . M9-1 Checkout Procedures
Alternator, 24VDC . . . . . . . . . . . . . . D2-2 Brake Circuit . . . . . . . . . . . . . . . . . J4-1
Antifreeze Recommendations . . . . . . . . P2-1 Data Sheet . . . . . . . . . . . . . . . . J4-13
Assembly, Sealants & Adhesives . . . . . . A5-5 Hoist Circuit . . . . . . . . . . . . . . . . L10-5
Automatic Lubrication System . . . . . . . . P3-1 Steering Circuit . . . . . . . . . . . . . . . L10-1
Axle, Rear . . . . . . . . . . . . . . . . . . . G5-1 Circuit Breaker Chart . . . . . . . . . . . . D3-3
Console Controls . . . . . . . . . . . . . . N4-7
Controllers
B Powertrain Management (PMC) . . . . . D23-1
Batteries . . . . . . . . . . . . . . . . . . . . D2-1
Retard Control & Monitor (RCM) . . . . . D26-1
Maintenance and Service . . . . . . . . . . D2-1
Suspension (SSP) . . . . . . . . . . . . . D27-1
Battery Charging System . . . . . . . . . . . D2-2
Transmission (ATC) . . . . . . . . . . . . D24-1
Battery Control Box . . . . . . . . . . . . . D3-13
Cooling System, Engine . . . . . . . . . . . C3-1
Battery Disconnect Switch . . . . . . . . . D3-13
Cranking Motor Troubleshooting . . . . . . D2-18
Battery Equalizer . . . . . . . . . . . . . . D3-14
Cylinders
Bearing, Wheel
Hoist . . . . . . . . . . . . . . . . . . . . L8-11
Front, Installation . . . . . . . . . . . . . . G3-1
Steering . . . . . . . . . . . . . . . . . . . L6-11
Front, Adjustment . . . . . . . . . . . . . . G3-3
Bleeddown Manifold Valve . . . . . . . . . . L6-1
Body, Dump . . . . . . . . . . . . . . . . . . B3-1 D
Body Guide . . . . . . . . . . . . . . . . . . B3-4
Body Pad . . . . . . . . . . . . . . . . . . . B3-3 ‘‘DAD’’ (Data Acquisition Device) . . . . . . D32-1
Body-Up Retention Cable . . . . . . . . . . B3-3 Decks . . . . . . . . . . . . . . . . . . . . . B2-2
Body-Up Sensor . . . . . . . . . . . . . . D3-13 Differential Assembly . . . . . . . . . . . . G5-3
Brake Accumulators . . . . . . . . . . . . J3-20 Differential Pressure Switch . . . . . . . . . J3-9
Brake Circuit . . . . . . . . . . . . . . . . . J2-1 Drive Line Adapter . . . . . . . . . . . . . . C4-5
Bleeding Procedures Drive Shafts . . . . . . . . . . . . . . . . . F5-1
Service Brakes . . . . . . . . . . . . . . J5-5 Dump Body . . . . . . . . . . . . . . . . . . B3-1
Checkout Procedure . . . . . . . . . . . . J4-5
Failure Modes Checkout Procedure . . . . J4-6 E
Troubleshooting . . . . . . . . . . . . . . . J4-8
Brake Cooling Valve (BCV) . . . . . . . . J3-25 Electrical System Schematic . . . . . . . . R1-1
Brake Disc Wear Indicator . . . . . . . . . . J5-3 Electronic Display Panel (EDP) . . . . . . . D25-1
Brake, Parking . . . . . . . . . . . . . . . . J7-1 Emergency Truck Operation . . . . . . . . D22-6
Brake Seal Assembly/Installation . . . . . . J6-7 Engine . . . . . . . . . . . . . . . . . . . . C4-1
Brakes, Wet Disc . . . . . . . . . . . . . . . J5-1 Engine Specifications . . . . . . . . . . . . A2-3
Brake Valve . . . . . . . . . . . . . . . . . . J3-1
Test and Adjustment . . . . . . . . . . . J3-10

Q01024 Alphabetical Index Q1-1

 F I
Fan, Heater . . . . . . . . . . . . . . . . . N3-4
Fault Code Tables Instrument Panel . . . . . . . . . . . . . . . N5-1
Electronic Display Panel . . . . . . . . . D22-9
Transmission Controller . . . . . . . . . D22-10
Suspension Controller . . . . . . . . . . D22-13
L
Ladders . . . . . . . . . . . . . . . . . . . . B2-2
PMC . . . . . . . . . . . . . . . . . . . . D22-14
Payload Meter . . . . . . . . . . . . . . D22-16
Lubrication and Service . . . . . . . . . . . P2-1
Filter, Engine Air . . . . . . . . . . . . . . . C5-1
Lubrication Chart . . . . . . . . . . . . . . . P2-2
Filter, Heater . . . . . . . . . . . . . . . . . N3-4
Lubrication System, Automatic . . . . . . . P3-1
Filters, Hydraulic
High Pressure (Steering) . . . . . . . . . . L9-1
Low Pressure (Brake, Hoist, Transmission) L9-2 M
Final Drive . . . . . . . . . . . . . . . . . . G4-1 Maintenance Information Screens . . . . D32-3
Planetaries . . . . . . . . . . . . . . . . . G6-1 ‘‘MOM’’ . . . . . . . . . . . . . . . . . . . . D30-1
Flow Amplifier . . . . . . . . . . . . . . . . . L6-3 Metric Capscrews, Torque Chart . . . . . . A5-6
Flushing, Hydraulic System . . . . . . . . . . L3-5 Metric Conversion Chart . . . . . . . . . . A5-1, 8
Front Suspension . . . . . . . . . . . . . . H2-1
Front Tires and Rims . . . . . . . . . . . . G2-2 N
Front Wheel Hub and Spindle . . . . . . . G3-1 Nitrogen Specifications . . . . . . . . . . . H4-1
Fuel Tank . . . . . . . . . . . . . . . . . . . B4-1
Vent . . . . . . . . . . . . . . . . . . . . . B4-3
Gauge Sender . . . . . . . . . . . . . . . B4-3 O
Oiling and Charging Procedure, Susp.. . . . H4-1
G Operator Controls . . . . . . . . . . . . . . N5-1
Grille & Hood . . . . . . . . . . . . . . . . . B2-2 Optional Equipment
Air Conditioning System . . . . . . . . . . M9-1
H
Cab Radio . . . . . . . . . . . . . . . . . M27-1
Heater/Air Conditioner . . . . . . . . . . . N3-3
Fire Control Systems . . . . . . . . . . . . M2.3
Actuators . . . . . . . . . . . . . . . . . . N3-4
Fuel, Quick Fill . . . . . . . . . . . . . . . M5-1
Coil . . . . . . . . . . . . . . . . . . . . . N3-4
Payload Meter II . . . . . . . . . . . . . M20-1
Fan Motor and Speed Control . . . . . . . N3-4
3-Mode Suspension Control . . . . D27-1, H2-4
Hoist Circuit Operation . . . . . . . . . . . . L7-1
Traction Control (ASR) . . . . . . . . . . D26-1
Hoist Pilot Valve . . . . . . . . . . . . . . . . L8-8
Hoist Cylinders . . . . . . . . . . . . . . . . L8-11
Hoist Relief Valve (Adjustment) . . . . . . L10-5 P
Hoist Valve . . . . . . . . . . . . . . . . . . . L8-1 Panhard Rod . . . . . . . . . . . . . . . . . G4-3
Hood . . . . . . . . . . . . . . . . . . . . . B2-1 Parking Brake . . . . . . . . . . . . . . . . . J7-1
Hub, Wheel . . . . . . . . . . . . . . . . . . G3-1 Pedal
Hydraulic System Accelerator . . . . . . . . . . . . . . . . D3-11
Brake Cooling Circuit Pump . . . . . . . . . L3-6 Brake . . . . . . . . . . . . . . . . . . . . J3-1
Filters . . . . . . . . . . . . . . . . . . . . . L9-1 Plates, Warning and Caution . . . . . . . . A4-1
Hoist Circuit Pump . . . . . . . . . . . . . . L3-6 Planetary Assemblies . . . . . . . . . . . . G6-1
Strainers . . . . . . . . . . . . . . . . . . . L3-3 Powertrain Management Control System . D22-1
Schematic . . . . . . . . . . . . . . . . . R1-1 Fault Codes, PMC System . . . . . . . . D22-8
Steering/Brake Pump . . . . . . . . . . . L6-16 Pressure Control Adjustment, Pump . . . L10-2
System Flushing Procedure . . . . . . . . . L3-5 Pump, Hoist System . . . . . . . . . . . . . L3-6
Tank . . . . . . . . . . . . . . . . . . . . . . L3-1 Pump, Steering/Brake System . . . . . . L6-16
Troubleshooting
Steering System . . . . . . . . . . . . . L6-26

Q1-2 Alphabetical Index Q01024

 R T
Radiator . . . . . . . . . . . . . . . . . . . . C3-1 Tank
Real Time Data Tables . . . . . . . . . . . D34-1 Fuel . . . . . . . . . . . . . . . . . . . . . B4-1
Rear Axle Assembly . . . . . . . . . . . . . G5-2 Hydraulic . . . . . . . . . . . . . . . . . . . L3-1
Rear Suspension . . . . . . . . . . . . . . . H3-1 Tires and Rims
Rear Tire and Rim . . . . . . . . . . . . . . G2-3 Front . . . . . . . . . . . . . . . . . . . . G2-1
Relay Boards . . . . . . . . . . . . . . . . . D3-9 Rear . . . . . . . . . . . . . . . . . . . . . G2-3
Relay Valve . . . . . . . . . . . . . . . . . J3-15 Tools, Special . . . . . . . . . . . . . . . . M8-1
Retard Control and Monitor (RCM) . . . . D26-1 Torque Converter . . . . . . . . . . . . . . F2-2
Retarder Control Lever . . . . . . . . . . . J3-26 Torque Tables
Rims . . . . . . . . . . . . . . . . . . . . . . G2-4 Metric Capscrews . . . . . . . . . . . . . A5-2
Rock Ejectors . . . . . . . . . . . . . . . . . B3-4 Standard . . . . . . . . . . . . . . . . . . A5-6
12-Point Capscrews (Grade 9) . . . . . . A5-6
Transmission . . . . . . . . . . . . . . . . . F2-8
S Oil Cooler . . . . . . . . . . . . . . . . . . F3-1
Safety Rules . . . . . . . . . . . . . . . . . . A3-1
Range Selector . . . . . . . . . . . . . . . F6-4
Starter, 24VDC . . . . . . . . . . . . . . . D2-11
Sensors & Switches . . . . . . . . . . . . F6-5
Seat, Operator . . . . . . . . . . . . . . . N4-10
Transmission Controller (ATC) . . . . . . . D24-1
Service Capacities . . . . . . . . . . . . . . P2-1
Troubleshooting
Solenoid
Brake System . . . . . . . . . . . . . . . . J4-8
Bleeddown . . . . . . . . . . . . . . . . . . L4-2
Hoist System . . . . . . . . . . . . . . . . L3-15
Special Tools . . . . . . . . . . . . . . . . . M8-1
‘‘MOM’’ . . . . . . . . . . . . . . . . . . D30-11
Specifications
PMC System . . . . . . . . . . . . . . . . D22-3
Sealants & Adhesives . . . . . . . . . . . . A5-5
PMC Controller . . . . . . . . . . . . . D23-7
Suspension Oil . . . . . . . . . . . . . . H4-1
Retard and Control Monitor Controller . . D26-2
Nitrogen . . . . . . . . . . . . . . . . . . . H4-1
Suspension Controller . . . . . . . . . D27-6
Hydraulic Oil . . . . . . . . . . . . . . . . . P2-1
Transmission Controller . . . . . . . . . D24-6
Lubrication Chart . . . . . . . . . . . . . . P2-2
Steering Circuit . . . . . . . . . . . . . . . L6-26
Truck . . . . . . . . . . . . . . . . . . . . . A2-3
Transmission/Torque Converter . . . . . . F6-14
Spindle, Front Wheel Hub . . . . . . . . . . G3-1
Steering
Accumulator Charging Procedure . . . . L6-10 V
Circuit Test Procedure . . . . . . . . . . L10-1 Valves
Control Valve . . . . . . . . . . . . . . . . L5-1 Bleeddown Solenoid . . . . . . . . . . . . . L4-2
Cylinders . . . . . . . . . . . . . . . . . . L6-11 Brake . . . . . . . . . . . . . . . . . . . . . J3-1
Troubleshooting . . . . . . . . . . . . . . L6-26 ECMV . . . . . . . . . . . . . . . . . . . . F2-14
Wheel & Controls . . . . . . . . . . . . . . N4-2 Flow Amplifier . . . . . . . . . . . . . . . . L4-4
Storage Instructions Hoist . . . . . . . . . . . . . . . . . . . . . L8-1
Engine . . . . . . . . . . . . . . . . . . . . A7-9 Hoist Pilot . . . . . . . . . . . . . . . . . . . L8-8
Transmission . . . . . . . . . . . . . . . A7-11 Hoist Relief, Adjustment . . . . . . . . . . L10-5
Strainer, Hydraulic Tank . . . . . . . . . . . L3-3 Hoist Power-down Spool Limit Solenoid . . L7-4
Suspension A-Frame . . . . . . . . . . . . . G3-4 Hoist Power-up Spool Limit Solenoid . . . . L7-4
Suspension Pressure Compensator, Adjustment . . . L10-2
Front . . . . . . . . . . . . . . . . . . . . . H2-1 Relay . . . . . . . . . . . . . . . . . . . . J3-15
Rear . . . . . . . . . . . . . . . . . . . . . H3-1 Steering Control . . . . . . . . . . . . . . . L5-1
Torque Converter Relief . . . . . . . . . . F2-5
Torque Converter Regulator . . . . . . . . F2-6
Transmission Control . . . . . . . . . . . F2-11

Q01024 Alphabetical Index Q1-3

 W Wheels and Tires
Weights (Truck) . . . . . . . . . . . . . . . A2-4 Front . . . . . . . . . . . . . . . . . . . . . G2-2
Wheel Bearing Adjustment Rear . . . . . . . . . . . . . . . . . . . . . G2-3
Front Wheel . . . . . . . . . . . . . . . . G3-1 Window Service, Cab . . . . . . . . . . . . N2-4
Front Wheel Bearing Seal Adjustment . . G3-3 Windshield Washer . . . . . . . . . . . . . . N3-2
Wheel Hub and Spindle . . . . . . . . . . . G3-1 Windshield Wiper . . . . . . . . . . . . . . . N3-1

Q1-4 Alphabetical Index Q01024

 SECTION R

SYSTEM SCHEMATICS

INDEX

HYDRAULIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ED8475

HYDRAULIC BRAKE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EG4939

ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EH2888

ELECTRICAL HOOK-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EH0911

R01030 7/99 530M Schematics R1-1

 NOTES

R1-2 530M Schematics R01030 7/99