CEBM010200

Shop
Manual

DUMP TRUCK

SERIAL NUMBERS A30019, A30026 thru A30119

w/DDC 4000 Engine
Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-
sonnel must read and understand this manual before operating or maintaining this machine.

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

This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or dis-
closed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any obli-
gation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.

CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.

CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
NOTES
 FOREWORD

This Shop Manual is written for use by the service technician and is designed to help the technician become fully
knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance per-
sonnel should read and understand the materials in this manual before performing maintenance and/or operational
checks on the truck. All safety notices, warnings and cautions should be understood and followed when accom-
plishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other gen-
eral information. The major portion of the manual pertains to disassembly, service and reassembly. Each major ser-
viceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict
a specific model.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references to "Right",
"Left", "Front", or "Rear" are made with respect to the operator's normal seated position, unless specifically stated
otherwise.
Standard torque requirements are shown in torque charts in the general information section and individual torques
are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have
æ10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame in front of the right side front wheel and desig-
nates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 930E). 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 man-
ufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service
parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other compo-
nents. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight
(GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload.
To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which
includes all accessories, body liners, tailgates, etc.) and then weigh truck.Record this value and subtract from the
GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To
maximize payload and to keep from exceeding the GVW rating, these accumulations should be removed as often
as practical.
Exceeding the allowable payload will reduce expected life of truck components.

A00017 03/01 Introduction A-1

 This “ALERT” symbol is used with the signal words,
“DANGER”, “WARNING”, and “CAUTION” 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

A-2 Introduction 03/01 A00017

 TABLE OF CONTENTS

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

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

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

ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

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

ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E

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

HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H

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

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

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

OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N

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

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

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

A00017 03/01 Introduction A-3

 KOMATSU MODEL 930E DUMP TRUCK

A-4 Introduction 03/01 A00017

 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 02/94 Index A1-1

 NOTES

A1-2 Index 02/94 A01001

 MAJOR COMPONENT DESCRIPTION
Truck And Engine
The 930E Dump Truck is an off-highway, rear dump
truck with AC Electric Drive. The gross vehicle weight
is 1,059,000 lbs. (480 359 kg). The engine is an
MTU/DDC 16V4000 rated @ 2700 HP (2014 kW).
Alternator (GE-GTA34)
The diesel engine drives an in-line alternator at
engine speed. The alternator produces AC current
which is rectified to DC within the main control cabi-
net. The rectified DC power is converted back to AC
by groups of devices called "inverters", also within
the main control cabinet. Each inverter consists of six
"phase modules" under the control of a "gate drive
unit" (GDU). The GDU controls the operation of each
phase module.
Each phase module contains an air-cooled solid-
state switch referred to as a "gate turn-off thyristor"
(GTO). The GTO cycles on and off at varying fre-
quencies to create an AC power signal from the DC
supply.
The AC power signal produced by each inverter is a
variable-voltage, variable-frequency signal (VVVF).
Frequency and voltage are changed to suit the oper-
ating conditions.
AC Induction Traction Motorized Wheels
The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
The motorized wheels use three-phase AC induction
motors with full-wave AC power.
The two wheel motors convert electrical energy back
to mechanical energy through built-in gear trains
within the wheel motor assembly. The direction of the
wheel motors is controlled by a forward or reverse
hand selector switch located on the center console.
Blower
Both the inverters and the wheel motors produce
heat while in operation and must be cooled. Cooling
air is provided by a separate AC drive blower using
rectified DC as its power source. Cooling air flow vol-
ume is modulated based on thermal requirements.
Suspension
HYDRAIR®II suspension cylinders located at each
wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading and operation.
A02042 08/01 Major Component Description
Operator's Cab
The operator cab has been engineered for operator
comfort and to allow for efficient and safe operation
of the truck. The cab provides wide visibility, with an
integral 4-post ROPS/FOPS stucture, and an
advanced analog operator environment. 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 steer-
ing wheel, controls mounted within easy reach of the
operator, and an analog instrument panel which pro-
vides the operator with all instruments and gauges
which are necessary to control and/or monitor the
truck's operating systems.
Power Steering
The truck is equipped with a full time power steering
system which provides positive steering control with
minimum operator effort. The system includes nitro-
gen-charged accumulators which automatically pro-
vide emergency power if the steering hydraulic
pressure is reduced below an established minimum.
Dynamic Retarding
The dynamic retarding is used to slow the truck dur-
ing normal operation or control speed coming down a
grade. The dynamic retarding ability of the electric
system is controlled by the operator through the acti-
vation of the retarder pedal (or by operating a lever
on the steering wheel) in the operators cab and by
setting the RSC (Retarder Speed Control). Dynamic
Retarding is automatically activated, if the truck
speed goes to a preset overspeed setting.
Brake System
Service brakes at each wheel are oil-cooled multiple
disc brakes applied by an all-hydraulic actuation sys-
tem. Depressing the brake pedal actuates both front
and rear brakes, after first applying the retarder. All
wheel brakes will be applied automatically, if system
pressure decreases below a preset minimum.
The parking brake is a dry disc type, mounted
inboard on each rear wheel motor, and is spring-
applied/hydraulically-released with wheel speed
application protection (will not apply with truck mov-
ing).
A2-1
 930E MAJOR COMPONENTS

A2-2 Major Component Description 08/01 A02042

 SPECIFICATIONS
These specifications are for the standard Komatsu
930E Truck. Customer Options may change this list-
ing.
ENGINE
MTU/DDC 16V4000
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke
Rated Brake HP. . 2700 HP (2014 kW) @ 2000 RPM
Flywheel HP . . . . 2500 HP (1865 kW) @ 2000 RPM
Weight* (Dry) . . . . . . . . .14, 391 pounds (6528 kg)
* Weight does not include Radiator, Sub-frame, or Alternator
AC ELECTRIC DRIVE SYSTEM
(AC/DC Current)
Alternator . . . . . . . . . . . . . General Electric GTA - 34
Integral Cooling Fan . . . . . . . 2500 cfm (71 m3/min)
AC Thermally Mod. Dual Fan
. . . . . . . . . . . . . . . . . . . . . . 12,000 cfm (340 m³/ min)
Motorized Wheels . . . . AC Induction Traction Motors
. . . . . . . . . . . . . . . . . . . . . . . Wheel Slip/Slide Control
Standard Gear Ratio*. . . . . . . . . . . . . . . . . 31.50:1
Maximum Speed . . . . . . . . . . 40 MPH (64.5 km/h)
*NOTE: Wheel motor application depends upon GVW, haul road
grade and length, rolling resistance, and other parameters.
Komatsu & G.E. must analyze each job condition to assure proper
application.
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . . . . . . . . Standard
Maximum Rating . . . . . . . . . . . . 5400 HP (4026 kW)
Continuous . . . . . . . . . . . . . . . . 3300 HP (2460 kW)
Continuously rated high-density blown grids with retard at engine
idle and retard in reverse propulsion.
BATTERY ELECTRIC SYSTEM
Batteries . . . . . . . . . . . . . . . . . . . . bumper mounted
. 4 x 8D & 2 x 30H 12 Volt Batteries in Series/Parallel
. . . . . . . . . . . . . . . . . . . . 220 Ampere-Hour Capacity
. . . . . . . . . . . . . . . . . . . . . . . With Disconnect Switch
Alternator . . . . . . . . . . . 24 Volt, 240 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Volt
Starters (2). . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
A02042 08/01 Major Component Description
SERVICE CAPACITIES
. . . . . . . . . . . . . . . . . . U.S. Gallons . . . . . . (Liters)
Crankcase * . . . . . . . . . . . . . . . . 58 . . . . . . . . . .220
* Includes Lube Oil Filters
Cooling System . . . . . . . . . . . . . 160 . . . . . . . . . .606
Fuel . . . . . . . . . . . . . . . . . . . . . 1200 . . . . . . . . .4542
Hydraulic System . . . . . . . . . . . . 350 . . . . . . . . 1325
Wheel Motor Gear Box. . . 20/Wheel . . . . . 76/Wheel
HYDRAULIC SYSTEMS
Hoist & Brake Cooling Pump:. . . . . . . . Tandem Gear
Rated @ . . . . . . 246 GPM (931 l/min.) @ 1900 RPM
. . . . . . . . . . . . . . . . . . . . .and 2500 psi (17 237 kPa)
Steering/Brake Pump:Pressure Compensated Piston
Rated @ . . . . . . 65 GPM (246 l/min.) @ 1900 RPM
. . . . . . . . . . . . . . . . . . . . .and 2750 psi (18 961 kPa)
Relief Pressure-Hoist . . . . . . . . 2500 psi (17.2 MPa)
Relief Pressure-Steering/Brake 4000 psi (27.6 MPa)
Hoist Cylinders (2) . . . . . . . . . . . . 3-Stage Hydraulic
Tank (Vertical/Cylindrical) . . . . . . . . Non-Pressurized
Tank Capacity . . . . . . . . 250 US Gal. (947 Liters)
Filtration . . . . . . . . . . . . In-line replaceable elements
Suction . . . . . . . . . . . .Single, Full Flow, 100 Mesh
Hoist & Steering Filters . . . . . Beta 12 Rating =200
. . . . . . . . . . . . . . . . . . .Dual In-Line, High Pressure
SERVICE BRAKES
All Hydraulic Actuation . . . . . . . with Traction System
. . . . . . . . . . . . . . . . . . . . . Wheel Slip / Slide Control
Front and Rear Oil-Cooled Multiple Discs-
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .each wheel
Total Friction Area / Brake . . 15,038 in² (97 019 cm²)
Maximum Apply Pressure . . . 2500 psi (17 238 kPa)
STEERING
Turning Circle (SAE). . . . . . . . . .97 ft. 4 in. (29.67 m)
Twin hydraulic cylinders with accumulator assist to
provide constant rate steering.
Emergency power steering automatically provided by
accumulators.
A2-3
STANDARD DUMP BODY CAPACITIES
AND DIMENSIONS
Capacity,
Heaped @ 2:1 (SAE) . . . . . . . . 240 yd3 (184 m3)
Struck . . . . . . . . . . . . . . . . . . . . .182 yd3 (139 m3)
Width (Inside) . . . . . . . . . . . . . . . . . . . 26 ft. (7.92 m)
Depth . . . . . . . . . . . . . . . . . . . . . . 9 ft. 2 in. (2.80 m)
Loading Height . . . . . . . . . . . . . 21 ft. 11 in. (6.68 m)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . 45°
*OPTIONAL capacity dump bodies are available.
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . 50/97 R57
Rock Service, Deep Tread . . . . . . . . . . . . . Tubeless
Rims . . . (patented Phase II New Generation™ rims)
WEIGHT DISTRIBUTION
Empty Vehicle . . . . . . . .Pounds . . . . (Kilograms)
Front Axle (48.3%). . . . . 204, 289 . . . . . . . (92 664)
Rear Axle (51.7 %) . . . . 215, 181 . . . . . . . (97 604)
Total (50% Fuel). . . . . . . 419, 470 . . . . . . (190 268)
Loaded Vehicle. . . . . . . .Pounds (Kilograms)
Front Axle (33.4%). . . . . 353, 000 (160 120)
Rear Axle (66.6%) . . . . . 706, 000 . . . . . . (320 239)
Total * . . . . . . . . . . . . . 1,059,000 . . . . . (480 359)
*Not To Exceed 1,100,000 lbs. (498 960 kg) includ-
ing options, fuel, and payload. Weights in excess of
this amount require factory approval.

OVERALL TRUCK DIMENSIONS

A2-4 Major Component Description 08/01 A02042

 SECTION A3
GENERAL SAFETY AND OPERATING INSTRUCTIONS
INDEX
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Leaving The Operator’s Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Precautions When Handling At High Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Prevention Of Injury By Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Fire Extinguisher And First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Precautions When Using ROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Precautions For Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Safety At The Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
In Operator’s Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
When Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Check When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Traveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Ensure Good Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Operate Carefully On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Avoid Damage To Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
When Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Parking The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Warning Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Stopping The Engine Before Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

A03013 11/02 General Safety and Operating Instructions A3-1

 Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Working Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Keep The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Radiator Water Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Precautions When Performing Maintenance At High Temperature Or High Pressure . . . . . . . . . 16
Rotating Fan And Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Handling Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
SPECIAL PRECAUTIONS FOR WORKING ON A 930E TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Preliminary Procedures before Welding or Performing Maintenance . . . . . . . . . . . . . . . . . . . . . . 20
Normal Engine Shutdown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Engine Shutdown Procedure before Welding or Performing Maintenance . . . . . . . . . . . . . . . . . 21
TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
At The Truck - Ground Level Walk Around Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Cold Weather Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
AFTER ENGINE HAS STARTED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
MACHINE OPERATION ON THE HAUL ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
DYNAMIC RETARDING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Dynamic Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Dynamic Retarder/Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Starting On A Grade With A Loaded Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
NORMAL ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
DELAYED ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

A3-2 General Safety and Operating Instructions 11/02 A03013

 GENERAL SAFETY
Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts
of persons. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to
the proper authority.
The following safety rules are provided as a guide for the operator. However, local conditions and regulations may
add many more to this list.

Read and follow all safety precautions. Failure to do so may result in serious injury or
death.

Safety Rules
• Only trained and authorized personnel can operate and maintain the machine.
• Follow all safety rules, precautions and instructions when operating or performing maintenance on the
machine.
• When working with another operator or a person on work site traffic duty, be sure all personnel understand all
hand signals that are to be used.

Safety Features
• Ensure all guards and covers are in their proper position. Have any damaged guards and covers repaired. (See
Walk-Around Inspection, Operating Instructions - Section 3)
• Learn the proper use of safety features such as safety locks, safety pins, and seat belts, and use these safety
features properly.
• Never remove any safety features. Always keep them in good operating condition.
• Improper use of safety features could result in serious bodily injury or death.

Clothing And Personal Items

• Avoid loose clothing, jewelry, and loose long hair. They can catch on
controls or in moving parts and cause serious injury or death.
Additionally, never wear oily clothes as they are flammable.
• Wear a hard hat, safety glasses, safety shoes, mask and gloves when
operating or maintaining a machine. Always wear safety goggles, hard
hat and heavy gloves if your job involves scattering metal chips or minute
materials--particularly when driving pins with a hammer or when cleaning
air cleaner elements with compressed air. Also, ensure that the work area
is free from other personnel during such tasks.

Unauthorized Modification
• Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create
hazards.
• Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu
will not be responsible for any injury or damage caused by any unauthorized modification.

A03013 11/02 General Safety and Operating Instructions A3-3

Leaving The Operator’s Seat
• When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent
accidental operations from occurring, always perform the following:
• Move the shift control lever to NEUTRAL and apply the parking brake.
• Lower the dump body, set the dump lever to the FLOAT position.
• Stop the engine. When exiting the machine, always lock compartments, and take the keys with you. If the
machine should suddenly move or move in an unexpected way, this may result in serious bodily injury or
death.

Mounting And Dismounting

• Never jump on or off the machine. Never climb on or off a machine while it is moving.
• When climbing on or off a machine, face the machine and use the hand-hold and steps.
• Never hold any control levers when getting on or off a machine.
• Always maintain three-point contact with the hand-holds and steps to ensure that you support yourself.
• When bringing tools into the operator's compartment, always pass them by hand or pull them up by rope.
• If there is any oil, grease, or mud on the hand-holds or steps, wipe them clean immediately. Always keep these
components clean. Repair any damage and tighten any loose bolts.
• Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine.

Fire Prevention For Fuel And Oil

• Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous.
• Keep flames away from flammable fluids.
• Stop the engine and never smoke when refueling.
• Tighten all fuel and oil tank caps securely.
• Refueling and oiling should be done in well ventilated areas.
• Keep oil and fuel in a designated location and do not allow unauthorized persons to enter.

A3-4 General Safety and Operating Instructions 11/02 A03013

Precautions When Handling At High Temperatures
• Immediately after machine operation, engine coolant, engine oil, and hydraulic oil are at high temperatures and
are pressurized. If the cap is removed, the fluids drained, the filters are replaced, etc., there is danger of
serious burns. Allow the heat and pressure to dissipate before performing such tasks and follow proper
procedures as outlined in the service manual.
• To prevent hot coolant from spraying:
1) Stop the engine.
2) Wait for the coolant temperature to decrease.
3) Turn the radiator cap slowly to release the pressure before removing.
• To prevent hot engine oil spray:
1) Stop the engine.
2) Wait for the oil temperature to cool down.
3) Turn the cap slowly to release the pressure before removing the cap.

Asbestos Dust Hazard Prevention

Asbestos dust is hazardous to your health when inhaled. If you handle materials containing
asbestos fibers, follow the guidelines below:
• Never use compressed air for cleaning.
• Use water for cleaning to control dust.
• Operate the machine or perform tasks with the wind to your back, whenever possible.
• Use an approved respirator when necessary.

Prevention Of Injury By Work Equipment

• Never enter or put your hand or arm or any other part of your body between movable parts such as the dump
body, chassis or cylinders. If the work equipment is operated, clearances will change and may lead to serious
bodily injury or death.

Fire Extinguisher And First Aid Kit

• Ensure fire extinguishers are accessible and proper usage techniques are known.
• Provide a first aid kit at the storage point.
• Know what to do in the event of a fire.
• Keep the phone numbers of persons you should contact in case of an emergency on
hand.

A03013 11/02 General Safety and Operating Instructions A3-5

Precautions When Using ROPS
• The Rollover Protection Structure (ROPS) must be properly installed for machine operation.
• The ROPS is intended to protect the operator if the machine should roll over. It is designed not only to support
the load of the machine, but also to absorb the energy of the impact.
• ROPS structures installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of
the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu,
or is damaged when the machine rolls over, the strength of the structure will be compromised and will not be
able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or
modified as specified by Komatsu.
• When modifying or repairing the ROPS, always consult your nearest Komatsu distributor.
• Even with the ROPS installed, the operator must always use the seat belt when operating the machine.

Precautions For Attachments

• When installing and using optional equipment, read the instruction manual for the attachment and the
information related to attachments in this manual.
• Do not use attachments that are not authorized by Komatsu America Corp., or the authorized regional Komatsu
distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper
operation and useful life of the machine.
• Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the
responsibility of Komatsu America Corp., or the authorized regional Komatsu distributor.

A3-6 General Safety and Operating Instructions 11/02 A03013

 PRECAUTIONS DURING OPERATION
Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety require-
ments and all necessary job site regulations. In addition, know the proper use and care of all the safety equipment
on the truck. Only qualified operators or technicians should attempt to operate or maintain a Komatsu machine.
Safe practices start before the operator gets to the equipment!

Safety At The Worksite

• When walking to and from a truck, maintain a safe distance from all machines even when the operator is
visible.
• Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.
• Examine the road surface at the job site and determine the best and safest method of operation.
• Choose an area where the ground is as horizontal and firm as possible before performing the operation.
• If you need to operate on or near a public road, protect pedestrians and cars by designating a person for work
site traffic duty or by installing fences around the work site.
• The operator must personally check the work position, the roads to be used, and existence of obstacles before
starting operations.
• Always determine the travel roads at the work site and maintain them so that it is always safe for the machines
to travel.
• If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts.
Never drive through water which exceeds the permissible water depth.

Fire Prevention
• Thoroughly remove wood chips, leaves, paper and other flammable items
accumulated in the engine compartment, as they could cause a fire.
• Check fuel, lubrication, and hydraulic systems for leaks. Repair any leaks.
Wipe up any excess oil, fuel or other flammable fluids, and dispose of properly.
• Ensure a fire extinguisher is present and in proper working condition.
• Do not operate the machine near open flames.

Preparing For Operation

• Always mount and dismount while facing the truck. Never attempt to mount or dismount the truck while it is in
motion. Always use handrails and ladders when mounting or dismounting the truck.
• Check the deck areas for debris, loose hardware, and tools. Check for people and objects that might be in the
way.
• Become familiar with and use all protective equipment devices on the truck and ensure that these items (anti-
skid material, grab bars, seat belts, etc.) are securely in place.

Ventilation For Enclosed Areas

• If it is necessary to start the engine within an enclosed area, provide adequate
ventilation. Exhaust fumes from the engine can kill.

A03013 11/02 General Safety and Operating Instructions A3-7

In Operator’s Cab - Before Starting The Engine
• Do not leave tools or spare parts lying around or allow trash to accumulate in the cab of the truck. Keep all
unauthorized reading material out of the truck cab.
• Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt.
• Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always
use the seat belts when operating a machine.
• Read and understand the contents of this manual. Read Section 3 pertaining to safety and operating
instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls
before attempting operation of the truck.
• Read and understand the WARNING and CAUTION decals in the operator's cab.
• Ensure the steering wheel, horn, controls and pedals are free of any oil, grease or mud.
• Check operation of the windshield wiper, condition of wiper blades, and check the washer fluid reservoir level.
• Be familiar with all steering and brake system controls, warning devices, road speeds and loading capabilities,
before operating the truck.

Mirrors, Windows, And Lights

• Remove any dirt from the surface of the windshield, cab windows, mirrors and lights. Good visibility may
prevent an accident.
• Adjust the rear view mirror to a position where the operator can see best from the operator's seat. If any glass
or light should break, replace it with a new part.
• Ensure headlights, work lights and taillights are in proper working order. Ensure that the machine is equipped
with the proper work lamps needed for the operating conditions.

OPERATING THE MACHINE

When Starting The Engine
• Never start the engine if a warning tag has been attached to the controls.
• When starting the engine, sound the horn as an alert.
• Start and operate the machine only while seated in the operator’s seat.
• Do not allow any unauthorized persons in the operator's compartment or any other place on the machine.

Truck Operation - General

• Wear seat belt at all times.
• Only authorized persons are allowed to ride in the truck. Riders must be in the cab and belted in the passenger
seat.
• Do not allow anyone to ride on the decks or steps of truck.
• Do not allow anyone to get on or off truck while it is in motion.
• Do not move the truck in or out of a building without a signal person present.
• Know and obey the hand signal communications between operator and spotter. When other machines and
personnel are present, the operator should move in and out of buildings, loading areas and through traffic,
under the direction of a signal person. Courtesy at all times is a safety precaution!
• Immediately report any adverse conditions on haul road, pit or dump area that may cause an operating hazard.

A3-8 General Safety and Operating Instructions 11/02 A03013

• Check for flat tires periodically during a shift. If the truck has been run on a “flat”, it must not be parked in a
building until the tire cools. If the tire must be changed, do not stand in front of the rim and locking ring when
inflating a tire mounted on the machine. Observers should not be permitted in the area and should be kept
away from the side of such tires.

The tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote
or protected location if sensing excessively hot brakes, 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 facing 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 for at least 8
hours or until the tire and wheel are cool.
• Keep serviceable fire fighting equipment on hand. Report used extinguishers for replacement or refilling.
• Always have parking brake applied when the truck is parked and unattended. DO NOT leave the truck
unattended while the engine is running.
• Park the truck a safe distance away from other vehicles as determined by the supervisor.
• Stay alert at all times! In the event of an emergency, be prepared to react quickly and avoid accidents. If an
emergency arises, know where to get prompt assistance.

Check When Traveling In Reverse

Before operating the machine or work equipment, do as follows:
• Sound the horn to warn people in the area. For machines equipped with a
back-up alarm, ensure the alarm works properly.
• Check for personnel near the machine. Be particularly careful to check
behind the machine.
• When necessary, designate a person to watch the area for the truck
operator. This is particularly necessary when traveling in reverse.
• When operating in areas that may be hazardous or have poor visibility, designate a person to direct work site
traffic.
• Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even with
machines equipped with a back-up alarm or rear view mirror.

Traveling
• When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly.
• Lower the dump body and set the dump lever to the FLOAT position when traveling.
• If the engine should stop when the machine is in motion, the emergency steering system will be activated.
Apply the brakes immediately and stop the machine as quickly and safely as possible (off of the haul road, if
possible).

A03013 11/02 General Safety and Operating Instructions A3-9

Traveling On Slopes
• Traveling on slopes could result in the machine tipping over or slipping.
• Do not change direction on slopes. To ensure safety, drive to level ground before turning.
• Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine
slip on even the slightest slope. Avoid traveling sideways, and always keep travel speed low.
• When traveling downhill, use the retarder to reduce speed. Do not turn the steering wheel suddenly. Do not use
the foot brake except in an emergency.
• If the engine should stop on a slope, apply the service brakes fully and stop the machine. Apply the parking
brake after the machine has stopped.

Ensure Good Visibility

• When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if
necessary.
• Discontinue operations if visibility is poor, such as in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed safely.

Operate Carefully On Snow

• When working on snowy or icy roads, there is danger that the machine may slip to the side on even the
slightest slope. Always travel slowly and avoid sudden starting, turning, or stopping in these conditions.
• Be extremely careful when clearing snow. The road shoulder and other objects are buried in the snow and
cannot be seen. When traveling on snow-covered roads, always install tire chains.

Avoid Damage To Dump Body

• When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place
where there are height limits, always use extreme caution. The dump body must be completely lowered before
driving the machine.

Driving Near High Voltage Cables

• Driving near high-voltage cables can cause electric shock. Always maintain the safe distances between the
machine and the electric cable as listed below.

Voltage Minimum Safety Distance

6.6 kV 3m 10 ft.
33.0 kV 4m 14 ft.
66.0 kV 5m 17 ft.
154.0 kV 8m 27 ft.
275.0 kV 10 m 33 ft.

The following actions are effective in preventing accidents while working near high voltages:
• Wear shoes with rubber or leather soles.
• Use a signalman to give warning if the machine approaches an electric cable.
• If the work equipment should touch an electric cable, the operator should not leave the cab.
• When performing operations near high voltage cables, do not allow anyone to approach the machine.
• Check with the electrical maintenance department about the voltage of the cables before starting operations.

A3-10 General Safety and Operating Instructions 11/02 A03013

When Dumping
• Before starting the dumping operation, check that there is no person or objects behind the machine.
• Stop the machine in the desired location. Check again for persons or objects behind the machine. Give the
determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a
flagman.
• When dumping on slopes, machine stability is poor and there is danger of tip over. Always perform such
operations using extreme care.
• Never travel with the dump body raised.

Working On Loose Ground

• Avoid operating the machine near cliffs, overhangs, and deep ditches. If these areas collapse, the machine
could fall or tip over and result in serious injury or death. Remember that ground surfaces in these areas may
be weakened after heavy rain or blasting.
• Freshly laid soil and the soil near ditches is loose. It can collapse under the weight or vibration of the machine.
Avoid these areas whenever possible.

When Loading
• Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body
uniformly.
• Do not leave the operator's seat during the loading operation.

Parking The Machine

• Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put
blocks under all the wheels to prevent the machine from moving.
• When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn
pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic.
• Before leaving the machine, lower the dump body fully, activate the parking brake, stop the engine, and lock
everything. Always take the key with you.

TOWING
When Towing, Fix Wire To Hook
• Improper towing methods may lead to serious personal injury and/or damage.
• Use a towing device with ample strength for the weight of this machine.
• Never tow a machine on a slope.
• Do not use tow rope that has kinks or is twisted.
• Do not stand astride the towing cable or wire rope.
• When connecting a machine that is to be towed, do not allow anyone to go between the tow machine and the
machine that is being towed.
• Set the coupling of the machine being towed in a straight line with the towing portion of the tow machine, and
secure it in position.
(For towing method, see the Operation and Maintenance Manual, Section 3, Operating Instructions - Towing.)

A03013 11/02 General Safety and Operating Instructions A3-11

WORKING NEAR BATTERIES
Battery Hazard Prevention
• Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid
on yourself, immediately flush the area with water.
• Battery acid could cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately
with large quantities of water and see a doctor at once.
• If you accidentally drink acid, drink a large quantity of water, milk, beaten eggs or vegetable oil. Call a doctor or
poison prevention center immediately.
• When working with batteries always wear safety glasses or goggles.
• Batteries generate hydrogen gas. Hydrogen gas is very explosive, and is easily ignited with a small spark of
flame.
• Before working with batteries, stop the engine and turn the key switch to the OFF position.
• Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools,
across the terminals.
• When removing or installing, check which is the positive (+) terminal and negative (-) terminal.
• Tighten the battery cap securely.
• Tighten the battery terminals securely. Loose terminals can generate sparks and lead to an explosion.

Starting With Booster Cables

• Always wear safety glasses or goggles when starting the machine with booster cables.
• When starting from another machine, do not allow the two machines to touch.
• Be sure to connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative
(-) cable first during removal.
• If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always use caution
when using tools near the battery.
• Connect the batteries in parallel: positive to positive and negative to negative.
• When connecting the ground cable to the frame of the machine to be started, connect it as far as possible from
the battery.

A3-12 General Safety and Operating Instructions 11/02 A03013

 PRECAUTIONS FOR MAINTENANCE

BEFORE PERFORMING MAINTENANCE

Warning Tag
• If others start the engine or operate the controls while you are performing
maintenance, you could suffer serious injury or death.
• Always attach the warning tag to the control lever in the operator's cab to
alert others that you are working on the machine. Attach additional warning
tags around the machine, if necessary.
• These tags are available from your Komatsu distributor. (
• Part No. 09963-03000)

Proper Tools
• Use only tools suited to the task. Using damaged, low quality, faulty, or
makeshift tools could cause personal injury.

Stopping The Engine Before Service

• Before performing inspections or maintenance, stop the machine on firm flat ground, lower the dump body,
stop the engine and apply the parking brake.
• If the engine must be run during service, such as when cleaning the radiator, always move the shift control
lever to the NEUTRAL (N) position and apply the parking brake. Always perform this work with two people.
One person must sit in the operator's seat to stop the engine if necessary. Never move any controls not related
to the task at hand during these situations.
• When servicing the machine, use care not to touch any moving parts. Never wear loose clothing.
• Put blocks under the wheels.
• When performing service with the dump body raised, always place the dump lever in the HOLD position, and
apply the lock (if equipped). Install the body-up safety pins or cable securely.

Securing The Dump Body

Any time personnel are required to perform mainte-

nance 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.
2. Remove cable (3) from its stored position on the
body, and install between rear body ear (1) and axle
housing ear (4).
3. Secure the cable clevis pins with cotter pins.
4. Return the cable to stored position (2) after mainte-
nance is complete.

A03013 11/02 General Safety and Operating Instructions A3-13

DURING MAINTENANCE
Personnel
• Only authorized personnel can service and repair the machine. Extra precaution should be used when
grinding, welding, and using a sledge-hammer.

Attachments
• Place attachments that have been removed from the machine in a safe place and
manner to prevent them from falling.

Working Under The Machine

• Always lower all movable work equipment to the ground or to their lowest position
before performing service or repairs under the machine.
• Always block the tires of the machine securely.
• Never work under the machine if the machine is poorly supported.

Keep The Machine Clean

• Spilled oil or grease, scattered tools, etc. can cause you to slip or trip. Always
keep your machine clean and tidy.
• If water gets into the electrical system, there is danger that the machine may
may move unexpectedly and/or damage to components may occur. Do not
use water or steam to clean any sensors, connectors, or the inside of the
operator's compartment.
• Use extreme care when washing the electrical control cabinet. Do not allow
water to enter the control cabinet around the doors or vents. Do not allow
any water to enter the cooling air inlet duct above the electrical control cabinet. If water enters the control
cabinet (through any opening or crevice) major damage to the electrical components is possible.
• Never spray water into the rear wheel electric motor covers. Damage to the wheel motor armatures may occur.
• Do not spray water into the retard grids. Excess water in the retard grids can cause a ground fault, which will
prevent propulsion.

Rules To Follow When Adding Fuel Or Oil

• Spilled fuel and oil may cause slipping. Always clean up spills, immediately.
• Always tighten the cap of the fuel and oil fillers securely.
• Never use fuel for washing any parts.
• Always add fuel and oil in a well-ventilated area.

A3-14 General Safety and Operating Instructions 11/02 A03013

Radiator Water Level
• If it is necessary to add coolant to the radiator, stop the engine, and allow the
engine and radiator to cool down before adding the coolant.
• Slowly loosen the cap to relieve pressure during removal.

Use Of Lighting
• When checking fuel, oil, coolant, or battery electrolyte, always use
lighting with anti-explosion specifications. If such lighting equipment is
not used, there is danger or explosion.

Precautions With The Battery

• When repairing the electrical system or when performing electrical
welding, remove the negative (-) terminal of the battery to stop the flow
of current.

Handling High Pressure Hoses

• Do not bend high-pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or
hoses. They may burst during use.
• Always repair any loose or broken hoses. If fuel or oil leaks, it may result in a fire.

Precautions With High Pressure Oil

• Do not forget that work equipment circuits are always under pressure.
• Do not add oil, drain oil, or perform maintenance or inspections before completely releasing the internal
pressure.
• Small, high pressure pin-hole leaks are extremely dangerous. The jet of high-pressure oil can pierce the skin
and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check
for oil leakage.
• If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.

A03013 11/02 General Safety and Operating Instructions A3-15

Precautions When Performing Maintenance At High Temperature Or High Pressure

• Immediately after stopping operation, engine coolant and operating oils are
at high temperature and under high pressure. In these conditions, if the cap
is removed, the oil or water drained, or the filters are replaced, it may result
in burns or other injury. Wait for the temperature to cool and pressure to
subside, before performing the inspection and/or maintenance in as
outlined in the service manual.

Rotating Fan And Belts

• Stay away from all rotating parts such as the radiator fan and fan belts.
• Serious bodily injury may result from direct or indirect contact with rotating
parts and flying objects.

Waste Materials
• Never dump waste oil in a sewer system, rivers, etc.
• Always put oil drained from your machine in appropriate containers. Never
drain oil directly onto the ground.
• Obey appropriate laws and regulations when disposing of harmful objects
such as oil, fuel, coolant, solvent, filters, batteries, and others.

A3-16 General Safety and Operating Instructions 11/02 A03013

TIRES
Handling Tires
If tires are not used under the specified conditions, they may overheat and burst, or be cut and burst by sharp
stones on rough road surfaces. This may lead to serious injury or damage.
To maintain tire safety, always adhere to the following conditions:
• Inflate the tires to the specified pressure. Abnormal heat is generated particularly when the inflation pressure is
too low.
• Use the specified tires.

The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on
the type of tire and the condition under which they are used. For details, please consult the tire manufacturer.
When tires become hot, a flammable gas is produced, and may ignite. It is particularly dangerous if the tires
become overheated while the tires are pressurized. If the gas generated inside the tire ignites, the internal pres-
sure will suddenly rise, and the tire will explode, resulting in danger to personnel in the area. Explosions differ from
punctures or tire bursts because the destructive force is extremely large. Therefore, the following operations are
strictly prohibited when the tire is pressurized:
• Welding the rim
• Welding near the wheel or tire.
• Smoking or creating open flames

If the proper procedure for performing maintenance or replacement of the wheel or tire is not used, the wheel or tire
may burst and cause serious injury or damage. When performing such maintenance, consult your authorized
regional Komatsu distributor, or the tire manufacturer.

Storing Tires After Removal

• As a basic rule, store the tires in a warehouse in which unauthorized persons cannot enter. If the tires are
stored outside, always erect a fence around the tires and put up “No Entry” and other warning signs that even
young children can understand.
• Stand the tire on level ground, and block it securely so that it cannot roll or fall over.
• If the tire should fall over, flee the area quickly. The tires for construction equipment are extremely heavy.
Trying to hold the tire must not be attempted and may lead to serious injury.

A03013 11/02 General Safety and Operating Instructions A3-17

 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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• _______________________________________________________________________________________

A3-18 General Safety and Operating Instructions 11/02 A03013

 WHEN REPAIRS ARE NECESSARY
1. Only qualified maintenance personnel who understand the systems being repaired should attempt repairs.
2. Many components on the Komatsu truck are large and heavy. Insure that lifting equipment - hoists, slings,
chains, lifting eyes - are of adequate capacity to handle the lift.
3. Do not under a suspended load. Do not work under raised body unless body safety cables, props, or pins are
in place to hold the body in up position.
4. Do not repair or service the truck while the engine is running, except when adjustments can only be made
under such conditions. Keep a safe distance from moving parts.
5. When servicing any air conditioning system with refrigerant, wear a face shield and cold resistant gloves for
protection against freezing. Be certain to follow all current regulations for handling and recycling refrigerants.
6. Follow package directions carefully when using 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 (+) post of the auxiliary assist. Use second cable to connect the 24V nega-
tive (-) post of the auxiliary assist battery to a frame ground (-) on the disabled truck away from the battery.
8. Always disconnect the positive and negative battery cables of the vehicle before doing any welding on the
unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect battery charging
alternator lead wire and isolate electronic control components before making welding repairs. (It is not neces-
sary to disconnect or remove any control circuit cards on electric drive dump trucks or any of the “AID” circuit
control cards.)
Always fasten the welding machine ground (-) lead to the piece being welded; the grounding clamp must be
attached as near as possible to the weld area. Never allow welding current to pass through ball bearings,
roller bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the vehi-
cle electrical harnesses. Welding voltage could be induced into the electrical harness and possibly cause
damage to components.
9. If the truck is to be towed for any reason, use a rigid tow bar. Check truck cab for decal recommending special
towing precautions. (Also refer to the Operation and Maintenance Manual, Operating Instructions - Towing .)
10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.

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.

11. Relieve pressure in lines or hoses before making any disconnects.

12. After adjustments or repairs, replace all shields, screens and clamps.
13. Tire Care:

Do not stand in front of a rim and locking ring when inflating a tire mounted on the machine. Observers
should not be permitted in the area and should be kept away from the sides of such tires.

Do not weld or apply heat on the rim assembly with the tire mounted on the rim. Resulting gases inside the
tire may ignite, causing explosion of tire and rim.

14. Only a qualified operator or experienced maintenance personnel who are also qualified in operation should
move the truck under its own power in the repair facility or during road testing after repairs are complete.

A03013 11/02 General Safety and Operating Instructions A3-19

 SPECIAL PRECAUTIONS FOR WORKING ON A 930E TRUCK
Preliminary Procedures before Welding or Performing Maintenance
Prior to welding and/or repairing a 930E dump truck, maintenance personnel should attempt to notify a Komatsu
service representative. Only qualified personnel, specifically trained for servicing the AC Drive System, should per-
form this service.
If it is necessary to perform welding or repair to the truck without the field engineer present, the following proce-
dures should be followed to ensure that the truck is safe for maintenance personnel to work on and to reduce the
chance for damage to equipment.

ANYTIME THE ENGINE IS RUNNING:

• Do not open any of the cabinet doors or remove any covers.
• Do not use any of the power cables for hand holds or foot steps.
• Do not touch the retarder grid elements.

Before opening any cabinets or touching a grid element or a power cable, the engine must be shutdown
and the red drive system warning lights must not be illuminated.

Normal Engine Shutdown Procedure

1. Stop the truck out of the way of other traffic on a level surface (dry, if possible) and free of overhead power
lines or other obstructions (in case dump body should need to be raised).
a. Reduce engine speed to idle. Allow the engine to cool gradually by running at low idle for approx. 5 min-
utes.
b. Place the directional selector switch in NEUTRAL.
c. Apply the parking brake switch. Be sure the “parking brake applied” indicator light in the overhead display
panel is illuminated.
2. Place rest switch in ON position to put AC drive system in “rest” mode of operation. Be sure the “rest” indica-
tor light in the overhead panel is illuminated.
3. With engine cooled down, turn keyswitch counterclockwise to OFF position for normal shutdown of engine.
If the engine does not shutdown with keyswitch, use engine shutdown switch on operator cab center console,
and hold this switch down until engine stops.
4. With keyswitch OFF, and engine stopped, wait at least 90 seconds. Insure the steering circuit is completely
bled down by turning the steering wheel back and forth several times. No front wheel movement will occur
when hydraulic pressure is relieved. If the vehicle continues to steer after shutdown, notify maintenance per-
sonnel.
5. Verify that all the link voltage lights are off (one on back wall of operator cab, and two on deck control cabi-
nets). Notify maintenance personnel if any light remains illuminated longer than five minutes after engine
shutdown.
6. Close and lock all windows, remove key from keyswitch, and lock the cab to prevent possible unauthorized
truck operation. Dismount the truck properly. Put wheel chocks in place.

A3-20 General Safety and Operating Instructions 11/02 A03013

Engine Shutdown Procedure before Welding or
Performing Maintenance
Normal operation of the drive system at shutdown
should leave the system safe to maintain. However,
in the event of a system failure, performing the fol-
lowing procedure prior to any maintenance activities
will ensure that no hazardous voltages are present in
the AC drive system.
1. Before shutting down the engine, verify the sta-
tus of all the drive system warning lights on the
overhead display panel. Use the lamp test
switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, do not attempt to open any cabinets,
disconnect any cables, or reach inside the
retarder grid cabinet without a trained drive sys-
tem technician present - even if engine is off.
Only qualified personnel, specifically
trained for servicing the AC drive system,
should perform this service.
2. If all red drive system warning lights are off, fol-
low the “Normal Engine Shutdown Procedure”.
3. After the engine has been stopped for at least
five minutes, inspect the link voltage lights on
the exterior of the main control cabinet and
back wall of the operator's cab (DID panel). If all
lights are off, the retard grids, wheel motors,
alternator, and related power cables are safe to
work on.
4. Locate the GF cut-out switch in the access
panel on the left side of the main control cabi-
net. Place the switch in the “alternator cutout”
position. This will prevent the alternator from re-
energizing and creating system voltage until the
switch is returned to its former position.
5. The blower motors, control cabinet and power
cables connecting these devices are still
unsafe. To establish that these devices are
safe, open the top control cabinet cover and
inspect the red lights on the blower control
panel.
If these lights are off, the blower system, blower
power cables and remainder of the control cab-
inet is safe to work on.
If these lights are on, refer to steps 11 - 12.
6. Before welding on the truck, disconnect all elec-
trical harnesses from the Engine Control Sys-
tem (ECS) inside the electrical cabinet behind
the operator's cab. Also, disconnect the ground
strap from the ECS.
A03013 11/02 General Safety and Operating Instructions
7. Do not weld on the rear of the control cabi-
net! The metal panels on the back of the cabi-
net are part of capacitors and cannot be heated.
8. Do not weld on the retard grid exhaust lou-
vers - they are made of stainless steel. Some
power cable panels throughout the truck are
also made of aluminum or stainless steel. They
must be repaired with the same material or the
power cables may be damaged.
9. Power cables must be cleated in wood or other
non-ferrous materials. Do not repair cable
cleats by encircling the power cables with metal
clamps or hardware. Always inspect power
cable insulation prior to servicing the cables and
prior to returning the truck to service. Discard
cables with broken insulation.
10. Power cables and wiring harnesses should be
protected from weld spatter and heat.
Always fasten the welding machine ground (-)
lead to the piece being welded; the grounding
clamp must be attached as near as possible
to the weld area.
Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding
voltage could be induced into the electrical har-
ness and cause damage to components.
Before doing any welding on the truck, always
disconnect the battery charging alternator lead
wire and isolate electronic control components.
In addition, always disconnect the positive and
negative battery cables of the vehicle. Failure
to do so may seriously damage the battery and
electrical equipment.
Never allow welding current to pass through
ball bearings, roller bearings, suspensions, or
hydraulic cylinders.
11. If the red lights on the exterior of the control
cabinet and/or the back wall of the operator's
cab continue to be illuminated after following
the above procedure, a fault has occurred.
Leave all cabinet doors in place; do not touch
the retard grid elements; do not disconnect any
power cables, or use them as hand or foot
holds.
Notify your Komatsu service representative,
immediately. Only qualified personnel, specifi-
cally trained for servicing the AC drive system,
should perform this service.
12. If the red lights on the blower control panel are
illuminated after following the above procedure,
A3-21
 a fault has occurred. Reinstall the control cabinet panel. Do not perform maintenance on the blower control
panel, blower motor power cables.
Notify your Komatsu service representative, immediately. Only qualified personnel, specifically trained for
servicing the AC drive system, should perform this service.
13. Replace all covers and doors and place the GF cutout switch and battery disconnect switches in their original
positions. Reconnect all harnesses prior to starting the truck.

Leave the drive system in the “rest” mode until the truck is to be moved.

A3-22 General Safety and Operating Instructions 11/02 A03013

 TRUCK OPERATION
PREPARING FOR OPERATION
The safest trucks are those which have been prop-
erly prepared for operation. At the beginning of each
shift, a careful check of the truck should be made 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, 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 a Komatsu truck.
Safe practices start before the operator gets to
the equipment!
• Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
• Always use the personal safety equipment
provided for the operator such as hard hats,
safety shoes, safety glasses or goggles. There
are some conditions when protective hearing
devices should also be worn for operator safety.
• When walking to and from the truck, maintain a
safe distance from all machines, even if the
operator is visible.
At The Truck - Ground Level Walk Around
Inspection
At the beginning of each shift, a careful walk around
inspection of the truck should be performed before
the operator attempts engine start-up. A walk around
inspection 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 illustra-
tion, next page), and move in a counter-clockwise
direction. Move 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 performed in sequence, and are
repeated from the same point and in the same direc-
tion before every shift, many potential problems may
be avoided, or scheduled for maintenance. Unsched-
uled downtime and loss of production can be
reduced as a result.
A03013 11/02 General Safety and Operating Instructions
Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
permitted, the operator should follow this or a similar
routine.
HIGH VOLTAGE MAY BE PRESENT ON THIS
TRUCK! DO NOT OPEN ANY ELECTRICAL CABI-
NET DOORS ON THIS TRUCK WHEN THE
ENGINE IS RUNNING! NEVER CLIMB ON ANY
POWER CABLES OR USE POWER CABLES FOR
HANDHOLDS OR FOOTHOLDS, UNLESS THE
ENGINE HAS BEEN SHUT DOWN AND SYSTEM
HAS BEEN VERIFIED AT “REST”!
1. Start at left front of truck. While performing the
walk around inspection, visually inspect all
lights and safety equipment for external dam-
age from rocks or misuse. Make sure lenses
are clean and unbroken.
Empty the dust pans on the left side air cleaner
assemblies. Be sure battery box covers are in
place and secure.
2. Move behind the front of the left front tire,
inspect the hub and brake assemblies for leaks
and any abnormal conditions. Check front
wheel hub oil sight gauge for oil level.
Check that all suspension attaching hardware
is secure and inspect mounting key area 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.
Use the service light if necessary.
4. Inspect air conditioner belts for correct tension,
obvious wear, and tracking. Inspect fan guard
security and condition. When leaving this point,
be sure to turn off the service light, if used.
5. Inspect anchor end of steering cylinder for
proper greasing and for security.
6. Move outboard of the front wheel, and inspect
attaching nuts/studs to be sure all are tight and
in tact. Check tires for cuts, damage or bubbles
Check for evidence of incorrect tire inflation.
A3-23
 START HERE

Walk Around Inspection

A3-24 General Safety and Operating Instructions 11/02 A03013

 7. Move in behind the front wheel, and inspect the
steering cylinder. Check the greasing and
attaching hardware. Check suspension attach-
ing hardware and suspension extension. Be
sure the suspension protective boot is in good
condition. Inspect the hub and brakes for any
unusual conditions. Check entire area for leaks.
8. Inspect sight glass on hydraulic tank. With
engine stopped and body down, hydraulic fluid
must be visible in lower sight glass.
9. Move around the hydraulic tank and in front of
the rear dual tires; inspect the hoist cylinder for
any damage and leaks. Inspect both upper and
lower hoist cylinder pins for security, and for
proper greasing.
10. Before leaving this position, look under the
lower edge of the chassis to be sure the flexible
duct that carries the air from the main blower to
the final drive housing is in good condition with
no holes or breakage. Also look up at the main
hydraulic pumps to see that there is no leakage
or any other unusual condition with pumps or
pump drive shafts.
11. Move on around the dual tires, check to see that
all nuts/studs are in place and tight. Inspect
wheel for any oil that would indicate brake leak-
age or wheel motor leakage.
Check dual tires for cuts, damage or bubbles.
Verify that inflation appears to be correct. If the
truck has been run on a "flat", the tire must be
cooled before moving the truck inside.
Check for any rocks that might be lodged
between dual tires. Check rock ejector condi-
tion and straightness (so that it can not damage
a tire).
12. Inspect left rear suspension for damage and for
correct rod exposure. Check for leaks. Ensure
that the covers over the chrome piston rod are
in good condition and inspect for proper greas-
ing.
13. Open rear hatch cover. Inspect for leaks around
the parking brakes. Inspect condition of cooling
air exhaust ductwork to be certain that it is intact
and that there are no obstructions.
14. While standing in front of the rear hatch, look up
to see that rear lights are in good condition,
along with the back-up horns. Look up at pan-
hard rod to see that it is getting proper greasing.
Also look at both body hinge pins for greasing
and any abnormal condition. Check hoist limit
switch and clear any mud/debris from contacts.
A03013 11/02 General Safety and Operating Instructions
15. Perform the same inspection on the right rear
suspension as done on the left.
16. Move around the right dual tires; inspect
between the tires for rocks, and check condition
of the rock ejector. Inspect the tires for cuts or
damage, and for correct inflation.
17. Perform the same inspection for wheel nuts/
studs and wheel leaks that was done on the left
hand dual wheels.
18. Move in front of right dual tires, and inspect the
hoist cylinder in the same manner as the left
side. Check security and condition of body-up
limit switch. Remove any mud/dirt accumulation
from switch.
19. Move around the fuel tank. Inspect the fuel
quantity gauge, (this should agree with what will
show on the gauge in the cab). Inspect the
attaching hardware for the fuel tank at the upper
saddles, and then at the lower back of the tank
for the security and condition of the mounts.
Check hoist filters for leaks.
20. Move in behind the right front wheel, and
inspect the steering cylinder. Check the greas-
ing and attaching hardware. Check suspension
attaching hardware and suspension extension.
Be sure the suspension protective boot is in
good condition. Inspect the hub and brakes for
any unusual conditions. Check entire area for
leaks.
21. Move out and around the right front wheel;
inspect that all nuts/studs are in place and tight.
22. Move in behind the front of the right front wheel,
check hub and brakes for leaks and any
unusual condition. Inspect steering cylinder for
security and for proper greasing. Inspect the
engine compartment for any leaks and unusual
conditions. Inspect the fan guard and belts.
Check for any rags or debris behind radiator.
23. Inspect auto lube system. See Automatic Lubri-
cation System in Section P, for specific details
concerning the auto lube system.
24. Move around to the right front of the truck, drop
the air cleaner pans to remove dirt, latch up,
and secure. Inspect battery box cover for dam-
age and be sure it is in place and secure.
25. As you move in front of the radiator, inspect for
any debris that might be stuck in front of the
radiator and remove it. Check for any coolant
leaks. Inspect headlights and fog lights.
A3-25
 26. Before climbing ladder to first level, be sure ENGINE START-UP SAFETY PRACTICES
ground level engine shutdown switch is ON.
1. Ensure all personnel are clear of truck before
Inspect fire control actuator to be sure safety
starting engine. Always sound the horn as a
pin is in place and plastic tie that prevents acci-
warning before actuating any operational con-
dental actuation is in place and in good condi-
trols. If the truck is in an enclosure, ensure ade-
tion. Be sure battery disconnect switches are
quate ventilation before start-up. Exhaust
ON. Always use grab rails and ladder when
fumes are dangerous!
mounting or dismounting the truck. Clean lad-
der and hand rails of any foreign material, such 2. Be sure the parking brake switch is in the ON
as ice, snow, oil or mud. position. Check and insure selector switch is in
NEUTRAL before starting.
27. Use stairs and handrails while climbing from
first level to cab deck. Place rest switch in ON position (put drive sys-
tem in "rest" mode of operation). Refer to dis-
cussion of the rest switch in Section N,
Operator Cab Controls.
3. If truck is equipped with auxiliary cold weather
Always mount and dismount ladders facing the heater system(s), do not attempt to start engine
truck. Never attempt to mount or dismount while while heaters are in operation. Damage to
the truck is in motion. coolant heaters will result!
28. When checking coolant level in the radiator, use
coolant level sight gauge. If it is necessary to
remove the radiator cap, shut down engine (if
running), and relieve coolant pressure by
slowly removing the radiator cap.

If the engine has been running, allow the coolant

to cool before removing the fill cap or draining
the radiator. Serious burns may result if skin
comes in contact with hot coolant.
29. Inspect covers over retarding grids to be sure
latches are in place and secure. Inspect main
air inlet to be sure it is clear. Ensure all cabinet
door latches are secure.
30. Move around the cab to the back. Open the 4. The keyswitch is a three position (OFF, RUN,
doors to the brake cabinet; inspect for leaks. START) switch. When the switch is rotated one
31. Clean cab windows and mirrors; clean out cab position clockwise, it is in the RUN position and
floor as necessary. Ensure steering wheel, con- all electrical circuits (except START) are acti-
trols and pedals are free of any grease or mud. vated.
32. Stow personal gear in cab so that it does not a. Turn keyswitch to RUN (not START) posi-
interfere with any operation of the truck. Dirt or tion.
trash buildup, specifically in the operator's cab, b. With selector switch in NEUTRAL, rotate
should be cleared. Do not carry tools or sup- keyswitch fully clockwise to START position,
plies in the cab of truck or on the deck. and hold this position until engine starts (see
33. Adjust seat and steering wheel for use. NOTE below). The START position is spring-
loaded and will return to RUN when the key
34. Read and understand the description of all
is released.
operator controls in Section N, Operator Cab
Controls. Be familiar with all control locations
and functions before operating the truck.

A3-26 General Safety and Operating Instructions 11/02 A03013

 c. After the engine has started, place rest
switch in the OFF position (de-activate the
"rest" mode of operation). Refer to discus-
sion of rest switch, in Section N, Operator
Cab Controls.
NOTE: This truck is equipped with an engine prelube
system. With this feature, a noticeable time delay
may occur (while engine lube oil passages are being
filled and pressurized) before engine cranking will
begin.
Cold Weather Starting
• Do not crank an electric starter for more than 30
seconds.
• Allow two minutes for cooling before attempting
to start the engine again. Severe damage to the
starter motors can result from overheating.
A03013 11/02 General Safety and Operating Instructions
AFTER ENGINE HAS STARTED
1. Become thoroughly familiar with steering and
emergency controls. After engine has started
and low pressure and warning systems are nor-
mal, test the truck steering in extreme right and
left directions. If the steering system is not
operating properly, shut the engine down,
immediately. Determine the steering system
problem and have repaired before resuming
operation.
2. Operate each of the truck's brake circuits at
least twice prior to operating and moving the
truck. These circuits include individual activa-
tion from the operator's cab of the service
brake, parking brake, and brake lock. With the
engine running and with the hydraulic circuit
fully charged, activate each circuit, individually.
If any application or release of any brake circuit
appears sluggish or improper, or if warning
alarms are activated on application or release,
shut the engine down and notify maintenance
personnel. Do not operate the truck until the
brake circuit in question is fully operational.
3. Check gauges, warning lights and instruments
before moving the truck to ensure proper sys-
tem operation and proper instrument function-
ing. Give special attention to braking and
steering circuit hydraulic warning lights. If warn-
ing lights come on, shut down the engine imme-
diately and determine the cause.
4. Insure headlights, worklights and taillights are in
proper working order. Good visibility may pre-
vent an accident. Check operation of windshield
wiper.
5. When truck body is in dump position, do not
allow anyone beneath it unless body-up retain-
ing pin or cable is in place.
6. Do not use the fire extinguisher for any purpose
other than putting out a fire! If extinguisher is
discharged, report the occurrence so the used
unit can be refilled or replaced.
7. Do not allow unauthorized personnel to ride in
the truck. Do not allow anyone to ride on the
ladder of the truck.
8. Do not leave the truck unattended while the
engine is running. Shut down the engine and
apply the park brake before getting out of the
cab.
A3-27
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 opera-
tion, a malfunction is indicated. Stop the truck as
soon as safety permits, and shut down the
engine. Have the problem corrected before
resuming truck operation.
The truck is equipped with "slip/slide" control. If
this function should become inoperative, operat-
ing the truck with stalled or free spinning wheel
motors may cause serious damage to wheel
motors! If the truck does not begin to move
within 10 seconds after depressing throttle pedal
(selector switch in a drive position), release
throttle pedal and allow wheels to regain traction
before accelerating again.
1. Always look to the rear before backing the
truck. Watch for and obey ground spotter's
hand signals before making any reverse move-
ments. Sound the warning horn (3 blasts).
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 the truck is in
operation.
3. Check gauges and instruments frequently dur-
ing operation for proper readings.
4. Observe all regulations pertaining to the job
site's traffic pattern. Be alert to any unusual traf-
fic pattern. Obey the spotter's signals.
5. Match the truck speed to haul road conditions
and slow the truck in any congested area. Keep
a firm grip on the steering wheel at all times.
6. Do not allow the engine to run at idle for
extended periods of time.
7. Check parking brake periodically during shift.
Use parking brake only for parking. Do not use
park brake for loading / dumping. Do not
attempt to apply parking brake while truck is
moving!
A3-28 General Safety and Operating Instructions
Do not use "brake lock" or "emergency brake" (if
equipped) for parking. With engine stopped,
hydraulic pressure will bleed down, allowing
brakes to release!
8. Check brake lock performance periodically for
safe loading and dump operation.
9. Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges and the edge of fill area.
10. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
MACHINE OPERATION ON THE HAUL
ROAD
1. Always stay alert! If unfamiliar with the road,
drive with extreme caution. Cab doors should
remain closed at all times if truck is in motion or
unattended.
2. Obey all road signs. Operate the truck so it is
under control at all times. Govern truck speed
by the road conditions, weather and visibility.
Report haul road conditions, immediately.
Muddy or icy roads, pot holes or other obstruc-
tions can present hazards.
3. Initial propulsion with a loaded truck should
begin from a level surface whenever possible,
but when there are circumstances where start-
ing on a hill or grade cannot be avoided. Refer
to Starting On A Grade With A Loaded Truck in
Secton A, General Safety and Operating
Instructions.
4. When backing the truck, give a back-up signal
(three blasts on the horn); when starting for-
ward, two blasts on the horn. These signals
must be given each time the truck is moved for-
ward or backward.
5. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
6. Maintain a safe distance when following
another vehicle. Never approach another vehi-
cle from the rear, in the same lane, closer than
50 ft. (15 m). When driving on a down grade,
this distance should not be less than 100 ft. (30
m).
11/02 A03013
 7. Do not stop or park on a haul road unless
unavoidable. If you must stop, move truck to a
safe place, apply parking brake, and shut down
engine before leaving cab. Block wheels
securely and notify maintenance personnel for
assistance.
8. Before starting up or down a grade, maintain a
speed that will insure safe driving and provide
effective retarding under all conditions (Refer to
Dynamic Retarding, in Section N, Operator Cab
Controls. The grade/speed chart in the opera-
tor's cab should always be referenced to deter-
mine maximum safe truck speeds for
descending various grades with a loaded truck.
9. When operating truck in darkness, or when visi-
bility is poor, do not move truck unless all head-
lights, clearance lights, and tail lights are on. Do
not back truck if back-up horn or lights are inop-
erative. Always dim headlights when meeting
oncoming vehicles.
10. If the "emergency steering" light and/or "low
brake pressure warning" light (if equipped) illu-
minate during operation, steer the truck imme-
diately to a safe stopping area, away from
other traffic if possible. Refer to item 7 above.
11. Check tires for proper inflation periodically dur-
ing shift. If truck has been run on a "flat", or
under-inflated tire, it must not be parked in a
building until the tire cools.
DYNAMIC RETARDING OPERATION
Dynamic Retarding is a braking torque (not a brake)
produced through electrical generation by the wheel
motors when the truck motion (momentum) is the
propelling force. For normal truck operation, dynamic
retarding should be used to slow and control the
speed of the truck.
Dynamic retarding is available in "FORWARD/
REVERSE" at all truck speeds above 0 mph/kph;
however, as the truck speed slows below 3 mph (4.8
kph), the available retarding force may not be effec-
tive. Use the service brakes to bring the truck to a
COMPLETE stop.
Dynamic retarding will not hold a stationary truck on
an incline; use the parking brake or wheel lock brake
for this purpose.
Dynamic retarding is available in NEUTRAL only
when truck speed is above 3 mph (4.8 kph).
When dynamic retarding is in operation, the engine
rpm will automatically go to an advance rpm retard
speed setting (usually 900 - 1000 rpm*).
A03013 11/02 General Safety and Operating Instructions
NOTE: The exact engine speed in retarding may vary
due to the temperature of certain components; this is
controlled by the propulsion system controller.
Dynamic retarding will be applied automatically, if
the speed of the truck obtains the maximum truck
speed of 40 mph (64 kph). Any application of the
dynamic retarding system (automatic, retarder lever,
or foot pedal) will cause an indicator light to illumi-
nate in the overhead display panel.
Dynamic Retarder Control Lever
The dynamic retarder control lever mounted on the
right side of the steering column can be used to mod-
ulate retarding effort. The lever will command the full
range of retarding and will remain at a fixed position
when released.
a. When the lever is rotated to full "up" (coun-
terclockwise) position, it is in the "OFF/No
Retard" position.
b. When the lever is rotated to full "down"
(clockwise) position, it is in the full "ON/
Retard" position.
c. For long downhill hauls, the lever may be
positioned to provide a desired retarding
effort. It will remain where it is positioned.
NOTE: The retarder control lever must be rotated
back to the OFF position before the truck will resume
the “propel” mode of operation.
The lever and foot-operated retarder/service brake
pedal can be used simultaneously or independently.
The Propulsion System Controller (PSC) will deter-
mine which device is requesting the most retarding
effort and apply that amount.
Dynamic Retarder/Service Brake Pedal
The dynamic retarder/service brake pedal is a single,
foot-operated pedal which controls both retarding
and service brake functions. The first portion of pedal
travel commands retarding effort through a rotary
potentiometer. The second portion of pedal travel
modulates service brake pressure directly through a
hydraulic valve. Thus, the operator must first apply,
and maintain, full dynamic retarding in order to apply
the service brakes. Releasing the pedal returns the
brake and retarder to the OFF position.
When the pedal is partially depressed, dynamic
retarding is actuated. As the pedal is further
depressed to where dynamic retarding is fully
applied; the service brakes (while maintaining full
retarding) are then actuated through a hydraulic
A3-29
valve, which modulates pressure to the service
brakes. Completely depressing the pedal causes
full application of both dynamic retarding and the
service brakes. An indicator light in the overhead
panel will illuminate, and an increase in pedal resis-
tance, will be felt when the service brakes are
applied.
For normal truck operation, dynamic retarding (lever
or foot-operated pedal) should be used to slow and
control the speed of the truck.
Service brakes should be applied only when dynamic
retarding requires additional braking force to slow the
truck speed quickly, or when bringing the truck to a
complete stop.
Starting On A Grade With A Loaded Truck
Initial propulsion with a loaded truck should begin
from a level surface whenever possible. There are
circumstances when starting on a hill or grade cannot
be avoided; use the following procedure:
1. Fully depress the foot-operated retarder/ser-
vice brake pedal (Do Not use retarder lever) to
hold the truck on the grade. With service brakes
fully applied, move the selector switch to a drive
position (FORWARD/REVERSE) and increase
engine rpm with throttle pedal.
2. As engine rpm approaches maximum, and
operator senses propulsion effort working
against the brakes, release the brakes and let
truck movement start. Be sure to completely
release the foot-operated retarder/service brake
pedal. As truck speed increases above 3-5 mph
(5-8 kph) the Propulsion System Control (PSC)
will drop propulsion, if the retarder is still
applied.
Releasing and reapplying dynamic retarding
during a hill start operation will result in loss of
propulsion.
PASSING
1. Do not pass another truck on a hill or blind
curve!
2. Before passing, make sure the road ahead is
clear. If a disabled truck is blocking your lane,
slow down and pass with extreme caution.
3. Use only the areas designated for passing.
A3-30 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 similar
pattern.
5. During loading, the operator must stay in the
truck cab with engine running. Place the selec-
tor switch in NEUTRAL and apply the brake
lock.
6. When loaded, pull away from shovel as quickly
as possible but with extreme caution.
DUMPING
Raising The Dump Body
1. Pull into dump area with extreme caution. Make
sure area is clear of persons and obstructions,
including overhead utility lines. Obey signals
directed 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 the body raises, the truck center of gravity will
move. Truck must be on level surface to prevent
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; Do not rely on wheel brake lock to
stop truck; this control is not modulated and
applies rear service brakes only.
11/02 A03013
 3. When truck is stopped and in dump position,
apply wheel brake lock and move the selector
switch to the NEUTRAL position..
The dumping of very large rocks (10% of payload,
or greater) or sticky material (loads that do not
flow freely from the body) may allow the material
to move too fast and cause the body to move rap-
idly and suddenly. This sudden movement may
jolt the truck violently and cause possible injury
to the operator, and/or damage to the hoist cylin-
ders, frame, and/or body hinge pins. If it is neces-
sary to dump this kind of material, refer to the
WARNING in the following procedure:
4. Pull the lever to
the rear to actu-
ate hoist circuit.
(Releasing the
lever anywhere
during "hoist up"
will hold the body
at that position.)
5. Raise engine rpm
to accelerate hoist speed. Refer to the WARN-
ING below.
If dumping very large rocks or sticky material as
described in WARNING above, slowly accelerate
engine rpm to raise body. When the material
starts to move, release hoist lever to HOLD posi-
tion. If material does not continue moving and
clear body, repeat this procedure until material
has cleared body.
6. Reduce engine rpm as last stage of hoist cylin-
der begins to extend and let engine go to low
idle as last stage reaches half-extension.
7. Release hoist lever as last stage of hoist cylin-
der reaches full extension.
8. After material being dumped clears body, lower
body to frame.
A03013 11/02 General Safety and Operating Instructions
Lowering The Dump Body
(When dumping on flat ground):
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
clear the material) before the body can be lowered.
1. Shift selector switch to FORWARD, release
brake lock, depress Override button and drive
just far enough forward for body to clear mate-
rial. Stop, shift selector switch to NEUTRAL
apply brake lock.
2. Move hoist lever forward to DOWN position and
release. Releasing the lever places hoist control
valve in the FLOAT position allowing the body
to return to frame.
NOTE: If dumped material builds
up at the rear of the body and the
body cannot be lowered, then
perform Steps "a" and "b" below:
a. Move hoist lever back to the RAISE position
to fully raise the dump body. Then release
the hoist lever so it returns to the HOLD posi-
tion.
b. Shift selector switch to FORWARD, release
brake lock, depress override button and
drive forward to clear the material. Stop, shift
selector switch to NEUTRAL, apply brake
lock and lower body again.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
CAUTION! The truck is not to be moved with the
dump body raised except for emergency pur-
poses only. Failure to lower body before moving
truck may cause damage to hoist cylinders,
frame and/or body hinge pins.
3. With body returned to frame, move selector
switch to FORWARD, release brake lock, and
leave dump area carefully.
A3-31
Lowering The Dump Body
(When dumping over a berm or into a crusher):
1. Move hoist lever forward to DOWN position and
release. Releasing the lever places hoist con-
trol valve in the FLOAT position allowing the
body to return to frame.
NOTE: If dumped material builds
up at the rear of the body and the
body cannot be lowered, perform
Steps "a" & "b" below:
a. Move hoist lever back to
the HOIST position to
fully raise the dump body. Release the hoist
lever so it returns to the HOLD position.
NOTE: DO NOT drive forward if the tail of body will
not clear the crusher wall in the fully raised position.
b. Shift selector switch to FORWARD, release
brake lock, depress Override button and
drive forward to clear the material. Stop, shift
selector switch to NEUTRAL, apply brake
lock and lower body again.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
CAUTION! The truck is not to be moved with the
dump body raised except for emergency pur-
poses only. Failure to lower body before moving
truck may cause damage to hoist cylinders,
frame and/or body hinge pins.
2. With body returned to frame, move selector
switch to FORWARD, release brake lock, and
leave dump area carefully.
A3-32 General Safety and Operating Instructions
TOWING
Prior to towing a truck, many factors must be care-
fully considered. Serious personal injury and/or sig-
nificant property damage may result if important
safety practices, procedures and preparation for
moving heavy equipment are not observed. Do not
tow the truck any faster than 5 mph (8 kph).
Attachments for towing the 930E are available from
Komatsu Distributors as follows:
Front Bumper Modification Kit - MK3941: This kit
contains the parts necessary to modify the front
bumper for installation of towing bosses. One
MK3941 kit is required for each truck in the fleet.
Tow Adaptor Structure - MK3945: This structure
must be ordered (or designed) to mate with the
intended towing vehicle and is intended for towing an
unloaded vehicle only.
A disabled machine may be towed after the following
minimum precautions have been taken.
1. Shut down engine.
2. If truck is equipped, install hydraulic connec-
tions for steering and dumping between towing
and towed vehicles. Check towed vehicle for
braking system.
3. Inspect tow bar for adequacy (approximately
1.5 times the gross vehicle weight of truck being
towed).
4. Determine that towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
5. Block disabled truck to prevent movement while
attaching tow bar.
6. Release disabled truck brakes and remove
blocking.
7. Sudden movement may cause tow bar failure.
Smooth, gradual truck movement is preferred.
8. Minimize tow angle at all times - never exceed
30°. The towed truck must be steered in the
direction of the tow bar.
11/02 A03013
SAFE PARKING PROCEDURES
The operator must continue the use of safety precau-
tions when preparing for parking and engine shut-
down.
In the event that the equipment is being worked in
consecutive shifts, any questionable truck perfor-
mance the operator may have noticed must be
checked by maintenance personnel before the truck
is released to another operator.
1. The truck should be parked on level ground, if
at all possible. If parking must be done on a
grade, the truck should be positioned at right
angles to the grade.
2. The parking brake must be applied and/or
chocks placed fore/aft of wheels so that the
truck cannot roll. Each truck should be parked
at a reasonable distance from another.
3. Haul roads are not safe parking areas. In an
emergency, pick the safest spot most visible to
other machines in the area. If the truck
becomes disabled where traffic is heavy, mark
the truck with warning flags in daylight or flares
at night.
NORMAL ENGINE SHUTDOWN
PROCEDURE
The following procedure should be followed at each
engine shutdown.
1. Stop the truck out of the way of other traffic on
a level surface and free of overhead power
lines or other obstructions (in case dump body
should need to be raised).
a. Reduce engine speed to idle.
b. Place the selector switch in NEUTRAL.
c. Apply the parking brake switch. Be sure the
"parking brake applied" indicator light in the
overhead display panel is illuminated.
d. Allow engine to cool gradually by running at
low idle for 3 to 5 minutes, or if preferred,
activate the 5 minute shutdown delay timer
as described on the following page.
2. Place rest switch in ON position to put AC Drive
system in "rest" mode of operation. Be sure the
"rest" indicator light in the overhead panel is illu-
minated.
A03013 11/02 General Safety and Operating Instructions
3. With engine cooled down, turn keyswitch coun-
terclockwise to OFF position for normal shut-
down of engine.
If engine does not shutdown with keyswitch,
use engine shutdown switch on operator cab
center console, and hold this switch down until
engine stops.
4. With keyswitch OFF, and engine stopped, wait
at least 90 seconds. Insure steering circuit is
completely bled down by turning steering wheel
back and forth several times. No front wheel
movement will occur when hydraulic pressure is
relieved. If the vehicle continues to steer after
shutdown, notify maintenance personnel.
5. Verify all link voltage lights are off (one on back
interior wall of operator cab, two on electrical
cabinet, on deck), and notify maintenance per-
sonnel if remains illuminated longer than five
minutes after the engine is shut down.
6. Close and lock all windows, remove key from
keyswitch and lock cab to prevent possible
unauthorized truck operation. Dismount truck
properly. Put wheel chocks in place.
DELAYED ENGINE SHUTDOWN
PROCEDURE
1. Stop the truck out of the way of other traffic on
a level surface and free of overhead power
lines or other obstructions (in case dump body
should need to be raised).
a. Reduce engine speed to low idle.
b. Place the directional selector switch in NEU-
TRAL.
c. Apply the parking brake switch. Be sure the
"parking brake applied" indicator light in the
overhead display panel is illuminated.
2. Place rest switch in ON position to put AC Drive
System in "rest" mode of operation. Be sure the
"rest" indicator light in the overhead panel is illu-
minated.
3. Refer to Instrument Panel and Indicator Lights
in Section N for location of the engine shutdown
switch with 5 minute idle timer delay. This is a
3-position rocker-type switch (OFF-ON-
MOMENTARY).
A3-33
 4. Press the top of the SUDDEN LOSS OF ENGINE POWER
engine shutdown switch
to select the ON (center) Bring the truck to a safe stop as quickly as possible
position. Press the top of by using the foot pedal to apply the service brakes.
the switch again to acti-
vate the timer delay
(momentary position).
Release the switch and
allow it to return to the
Dynamic retarding will not be available! Do not
ON position.
use the service brakes for continuous retarding
When the engine shutdown purposes.
timer has been activated,
the timer delay indicator If possible, steer the truck to the side of the road
light in the overhead status while bringing it to a complete stop. Apply the parking
panel will illuminate to indi- brake as soon as the truck has stopped moving. Turn
cate that the shutdown tim- key switch OFF and notify maintenance personnel
ing sequence has started. immediately.
The engine will continue to If the truck becomes disabled where traffic is heavy,
idle for approximately 5 minutes to allow for mark the truck with warning flags in daylight or flares
proper engine cool-down before stopping. at night.
5. Turn the keyswitch counterclockwise to the
If the engine suddenly stops, there is enough hydrau-
OFF position to cause the engine to shutdown
lic pressure stored in the brake and steering accumu-
when the timing sequence is complete. When
lators to allow the operation of the steering and brake
the engine stops, this will activate the hydraulic
functions. However, this oil supply is limited so it is
bleeddown timer and turn off the 24 VDC elec-
important to stop the truck as quickly and safely as
tric circuits controlled by the keyswitch.
possible after the loss of engine power. If the brake
NOTE: To cancel the 5 minute idle timer sequence, supply pressure drops to a pre-determined level, the
press the timer delay shutdown switch to the OFF "low brake pressure" warning light will illuminate and
(lower) position. If the keyswitch is in the OFF a buzzer will sound. If the brake pressure continues
position, the engine will stop. If the keyswitch is in the to decrease, the "auto-apply" feature will activate and
ON position, the engine will continue to run. the service brakes will apply automatically to stop the
truck. Apply the parking brake as soon as the truck
comes to a complete stop.

A3-34 General Safety and Operating Instructions 11/02 A03013

 WARNINGS AND CAUTIONS
The following pages give an explanation of the warn-
ing, caution, and service instruction plates and
decals attached to the truck. The plates and decals
listed here are typical of this Komatsu 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 legi-
ble. If any decal or plate becomes unable to be read
or damaged, it should be replaced with a new one.
A warning decal surrounds the key switch located to
the right of the steering column on the instrument
panel. The warning stresses the importance of read-
ing the operator's manual before operation.
A grade/speed retard chart is located on the left front
post of the operator's cab and provides the recom-
mended maximum speeds to be used when
descending various grades with a loaded truck.
Always refer to the decal in operator's cab. This
decal may change with optional truck equipment
such as: wheel motor drive train ratios, retarder grids,
tire sizes, etc.
A04031 Warnings and Cautions
A plate attached to the right rear corner of the cab
states the Rollover Protective Structure (ROPS) and
Falling Object Protective Structure (FOPS) meets
various SAE performance requirements.
! WARNING ! Do not make modifications to this
structure, or attempt to repair damage without
written approval from Komatsu. Unauthorized
repairs will void certification.
A warning instruction is applied below the parking
brake and the rear wheel brake lock switches which
are located to the right of the steering column on the
instrument panel. Pushing the top of the rocker-style
switch turns the function ON, pushing the bottom,
turns it OFF.
The parking brake is spring applied and
hydraulically released. It is designed to
hold a stationary truck when the engine
is shutdown and keyswitch is turned
OFF. The truck must be completely
stopped before applying the parking brake, or dam-
age may occur to parking brake.To apply the parking
brake, press the rocker switch toward the ON sym-
bol. To release the parking brake, press the rocker
switch toward the OFF symbol. When the keyswitch
is ON and parking brake switch is applied, the park-
ing brake indicator light (A3, overhead panel) will be
illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch ON and engine running,
sudden shock caused by loading or dumping could
cause the system’s motion sensor to release the park
brake.
A4-1
 The wheel brake lock switch is for hold- These decals are placed above the battery discon-
ing the truck while parked at the shovel nect switches on the right side of the front bumper to
during loading, or while dumping. It indicate OFF and ON positions of the switches.
applies the rear service brakes only. If
the brake treadle valve does not oper-
ate, apply this brake to stop the truck. Do Not use
this brake as a parking brake when leaving the truck.
With engine shut down, the hydraulic system will
eventually bleed down, releasing the service brakes.

A warning plate is mounted on top of the radiator

Attached to the exterior of both battery compart- surge tank cover near the radiator cap. The engine
ments is a danger plate. This plate stresses the need cooling system is pressurized. Always turn the key
to keep from making any sparks near the battery. switch OFF and allow the engine to cool before
When another battery or 24VDC power source is removing radiator cap. Unless the pressure is first
used for auxiliary power, all switches must be OFF released, removing the radiator cap after the engine
prior to making any connections. When connecting has been running for a time will result in the hot cool-
auxiliary power cables, positively maintain correct ant being expelled from the radiator. Serious scald-
polarity; connect the positive (+) posts together and ing and burning may result.
then connect the negative (-) lead of the auxiliary
power cable to a good frame ground. Do not con-
nect to the negative posts of the truck battery or
near the battery box. This hookup completes the
circuit but minimizes danger of sparks near the bat-
teries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Get proper medical
help immediately, if required.

Warning plates are mounted on the frame in front of,

and to the rear, of both front tires. All personnel are
warned that the clearances change when the truck is
steered and could cause serious injury.

This plate is placed on both battery boxes and near

the battery disconnect switches to indicate that the
battery system (24VDC) is a negative (-) ground sys-
tem.

A4-2 Warnings and Cautions A04031

Warning plates are attached to both the hydraulic This danger plate is attached to all four suspensions.
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.

The plate contains instructions for releasing internal

pressure before disconnecting any hardware.
Serious injury can occur if these directions are not
followed.

These danger plates are mounted on the outside of

each frame rail to alert technicians to read the warn-
ing labels attached to the side of each of the accumu-
lators (see below) prior to releasing internal nitrogen
pressure or disconnecting any hydraulic lines or
hardware. There are similar decals mounted on top
A plate on the side of the hydraulic tank furnishes
of each of the accumulators (both steering and
instructions for filling the hydraulic tank.
brake) with the same danger message.
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 fil-
ters.

These warning decals are mounted on the side of

each of the accumulators (both steering and brake)
to alert technicians to discharge all gas and hydraulic
pressure, and to read the maintenance/service man-
ual prior to performing any service.

A04031 Warnings and Cautions A4-3

A caution decal is attached below the hydraulic tank
oil level sight gauge. Check level with body down,
engine stopped, and key switch OFF. Add oil per fill-
ing instructions, if oil level is below top of sight glass.
A warning plate is attached to the hydraulic tank to
inform technicians that high pressure hydraulic oil is
present during operation. When it is necessary to
open the hydraulic system, be sure engine is stopped
and key switch is OFF to bleed down hydraulic pres-
sure. There is always a chance of residual pressure
being present. Open fittings slowly to allow all pres-
sure 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
A wheel motor oil level decal is attached to the gear
cover on both electric wheel motors. This decal
stresses the fact that the truck must be on a level
surface and parked for 20 minutes prior to checking
the oil level. This is necessary in order to get an
accurate reading.
A decal plate is located on the frame near the left
hoist cylinder which provides the operator or techni-
cian with the hook-up procedure for dumping a
loaded, disabled truck, by using a functional truck for
hydraulic power.
Refer to the Section L for additional instructions for
using this procedure.
Warning decals are applied to both brake accumula-
tors located inside the brake system cabinet behind
the operator cab. These decals remind servicing
technicians to be sure to close the accumulator drain
valves after they have been opened to bleed brake
pressure. It further warns not to over-tighten the drain
valves to prevent damage to the valve seat(s).
A04031
This caution decal is placed near the battery discon- A caution decal is also attached to the door of the
nect switches on the right side of the front bumper to rear hatch cover to alert personnel that hot exhaust
alert servicing technicians that before doing any air is present and may cause injury.
welding on the truck, always disconnect the battery
charging alternator lead wire and isolate electronic
control components before making welding repairs.

This caution decal is also placed around the retard-

ing grid cabinet.

In addition, always disconnect the positive and nega-

tive battery cables of the vehicle. Failure to do so
may seriously damage the battery and electrical
equipment.
Always fasten the welding machine ground (-) lead to
the piece being welded; grounding clamp must be
attached as near as possible to the weld area. These warning plates are mounted on all of the AC
Never allow welding current to pass through ball drive control housings and cabinets.
bearings, roller bearings, suspensions, or hydraulic
High voltage may be present, with or without, the
cylinders. Always avoid laying welding cables over or
engine running!
near the vehicle electrical harnesses. Welding volt-
age could be induced into the electrical harness and Only authorized personnel should access these cabi-
possibly cause damage to components. nets.

A high voltage danger plate is attached to the door of

the rear hatch cover. High voltage may be present!
Only authorized personnel should access this rear
housing.

A04031 Warnings and Cautions A4-5

This caution decal is placed on the back of the con-
trol cabinet to alert service technicians that this area
contains capacitors and must not be disturbed in any
manner.
This information decal is placed on the outside of the
door panel on the control cabinet wall that faces the
right side of the operator cab.
A4-6 Warnings and Cautions
This decal is placed near three different indicator
lights:
• In the operator cab, on the D.I.D. panel on the
rear wall.
• On the front of the control box which is mounted
on the right side of the main control cabinet.
• On the outside of the left control cabinet wall that
faces the right side of the operator cab. (See also
Information decal above.)
When any of these indicator lights are on, high
voltage is present throughout the propulsion and
retarding system. Extreme care should be exer-
cised!
This decal is placed on the ground level engine shut-
down switch which is mounted on the left side of the
front bumper structure. It specifies that this switch is
for emergency shutdown only.
A04031
This page illustrates a variety of decals which are
mounted on deck mounted cabinets, housings, and
structures which must be lifted in a specific manner,
and from specific points, in order to safely move or lift
any of these structures.
If any of these decals are damaged or defaced, so
that it is no longer legible, it should be replaced
immediately.
Maintenance personnel must follow these lifting
instructions.

A04031 Warnings and Cautions A4-7

A product identification plate is located
on the main frame in front of the right
side front wheel and shows the truck
model number, maximum G.V.W. and
product identification number (truck
serial number).
The product identification number (truck
serial number) contains information
which will identify the original manufac-
turing bill of material for this unit.
The complete truck serial number will be
required for the proper ordering of many
service parts and/or warranty consider-
ation.

The lubrication chart is mounted on the right hand side of the radiator grille structure. Refer to Section P, Lubrica-
tion and Service, in this manual for more complete lubrication instructions.

A4-8 Warnings and Cautions A04031

 STANDARD CHARTS AND TABLES
This manual provides dual dimensioning for most spec-
ifications. U.S. standard units are specified first, with
metric (SI) units in parentheses. References through-
out the manual to standard torques or other standard
values will be to one of the following Charts or Tables.
For values not shown in any of the charts or tables,
standard conversion factors for most commonly used
measurements are provided in TABLE XIII, page 1-14.
INDEX OF TABLES
TABLE I . . . . . . . Standard Torque Chart (SAE) . . A5-1
TABLE II . Standard Torque, 12-Point, Grade 9 . . A5-2
TABLE III . . Standard Metric Assembly Torque . . A5-2
TABLE IV . . . . . . JIC Swivel Nuts Torque Chart . . A5-3
TABLE V . . . . . . . . .Pipe Thread Torque Chart . . A5-3
TABLE VI . . . . . . . . O-Ring Boss Torque Chart . . A5-3
TABLEVII . . . . O-Ring Face Seal Torque Chart . . A5-3
TABLE VIII . Torque Conversions (ft.lbs. - N.m) . . A5-4
TABLE IX . . Torque Conversions (ft.lbs. - kg.m) . . A5-4
EFFECT OF SPECIAL LUBRICANTS
On Fasteners and Standard Torque Values
KOMATSU engineering department does NOT recom-
mend the use of special “friction-reducing” lubricants
such as, “Copper Coat”, “Never Seize”, and other simi-
lar products on the threads of standard fasteners
where “standard torque” values are applied.
The use of special “friction-reducing” lubricants will sig-
nificantly alter the clamping force being applied to fas-
teners during the tightening process.
If special “friction-reducing” lubricants are used with the
“Standard Torque” values listed below in Table I (and
in Komatsu shop manuals), excessive stress and pos-
sible breakage of the fasteners may result.
Where Torque Tables specify “Lubricated Threads” for
the Standard Torque values listed, these standard
torque values are to be used with simple lithium
base chassis grease (multi-purpose EP NLGI) or a
rust- preventive grease (see list, page 1-10) on the
threads and seats, unless specified otherwise.

TABLE X . . . Pressure Conversions (psi - kPa) . . A5-4

TABLE XI . . Pressure Conversions (psi - MPa) . . A5-5
TABLE XII . . . . . . . .Temperature Conversions . . A5-5
TABLE XIII . . . Common Conversion Multipliers . . A5-6
NOTE: Always be sure threads of fasteners and
tapped holes are free of burrs and other imperfec-
tions before assembling.
Standard torque values are not to be used when
“Turn-of-the-Nut” tightening procedures are rec-
ommended.

Grade 5 TABLE I. -STANDARD TORQUE CHART

Grade 8
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS) - TOLERANCES ±10%
Cap- TORQUE - TORQUE - Cap- TORQUE - TORQUE -
screw GRADE 5 GRADE 8 screw GRADE 5 GRADE 8
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

A05001 12/99 Standard Torque Chart and Tables A5-1

Standard Assembly Torques For 12-Point, Grade 9,
Capscrews (SAE)
The following specifications apply to required assembly
torques for all 12-Point, Grade 9 (170,000 psi minimum
tensile), Capscrews.
•Capscrew threads and seats SHALL be lubri-
cated when assembled.
Unless instructions specifically recommend other-
wise, these standard torque values are to be used
with simple lithium base chassis grease (multi-pur-
pose EP NLGI) or a rust-preventive grease (see list,
this page) on the threads.
•Torques are calculated to give a clamping force
of approximately 75% of proof load.
•The maximum torque tolerance shall be ±10% of
the torque value shown.
Standard Metric Assembly Torque For Class 10.9
Capscrews & Class 10 Nuts
The following specifications apply to required assembly
torques for all metric Class 10.9 finished hexagon head
capscrews and Class 10 nuts.
•Capscrew threads and seats SHALL NOT be
lubricated when assembled. These specifications
are based on all capscrews, nuts, and hardened
washers being phosphate and oil coated.NOTE:
If zinc-plated hardware is used, each piece must
be lubricated with a Rust Preventive Grease or
Lithium-base grease to achieve the same clamp-
ing forces provided below.
•Torques are calculated to give a clamping force
of approximately 75% of proof load.
•The maximum torque tolerance shall be within
±10% of the torque value shown.
TABLE III. - STANDARD METRIC ASSEMBLY TORQUE

CAPSCREW TORQUE TORQUE TORQUE

SIZE* N.m ft.lbs. kg.m
TABLE II. - STANDARD ASSEMBLY TORQUE
M6 x1 12 9 1.22
for 12-Point, Grade 9 Capscrews
M8 x 1.25 30 22 3.06
CAPSCREW TORQUE TORQUE TORQUE M10 x 1.5 55 40 5.61
SIZE* ft. lbs. N.m kg.m M12 x 1.75 95 70 9.69
0.250 - 20 12 16 1.7 M14 x 2 155 114 15.81
0.312 - 18 24 33 3.3 M16 x 2 240 177 24.48
0.375 - 16 42 57 5.8 M20 x 2.25 465 343 47.43
0.438 -14 70 95 9.7 M24 x 3 800 590 81.6
0.500 -13 105 142 14.5 M30 x 3.5 1600 1180 163.2
0.562 - 12 150 203 20.7 M36 x 4 2750 2028 280.5
0.625 - 11 205 278 28.3 * Shank Diameter (mm) - Threads per millimeter
0.750 - 10 360 488 49.7 This table represents standard values only. Do not use these val-
0.875 - 9 575 780 79.4 ues to replace torque values which are specified in assembly
1.000 - 8 860 1166 119 instructions.
1.000 - 12 915 1240 126 Suggested* Sources for Rust Preventive Grease:
1.125 - 7 1230 1670 170 •AMERICAN ANTI-RUST GREASE #3-X from Stan-
1.125 - 12 1330 1800 184
dard Oil Company (also American Oil Co.)
1.250 - 7 1715 2325 237
1.250 - 12 1840 2495 254
•GULF NORUST #3 from Gulf Oil Company.
1.375 - 6 2270 3080 313 •MOBILARMA 355, Product No. 66705 from Mobil
1.375 - 12 2475 3355 342 Oil Corporation.
1.500 - 6 2980 4040 411 •RUST BAN 326 from Humble Oil Company.
1.500 - 12 3225 4375 445
* Shank Diameter (in.) - Threads per inch
•RUSTOLENE B GREASE from Sinclair Oil Com-
This table represents standard values only. Do not use these val- pany.
ues to replace torque values which are specified in assembly •RUST PREVENTIVE GREASE - CODE 312 from
instructions.
the Southwest Grease and Oil Company.
* NOTE: This list represents the current Engineer-
ing approved sources for use in Komatsu manufac-
ture. It is not exclusive. Other products may meet
the same specifications of this list.

A5-2 Standard Torque Chart and Tables 12/99 A05001

 TABLE IV. TABLE VI.
TORQUE CHART FOR JIC 37° SWIVEL NUTS TORQUE CHART FOR
WITH OR WITHOUT O-RING SEALS 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 V. TABLE VII.

TORQUE CHART FOR TORQUE CHART FOR
PIPE THREAD FITTINGS O-RING FACE SEAL FITTINGS

PIPE WITH WITHOUT SIZE TUBE SIZE THREADS TORQUE

SIZE 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

A05001 12/99 Standard Torque Chart and Tables A5-3

 TABLE VIII. TORQUE CONVERSIONS
Foot Pounds – ft. lbs. To Newton-meters (N.m)

FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (N.m) 1.36 2.71 4.07 5.42 6.78 8.14 9.49 10.85 12.20
10 13.56 14.91 16.27 17.63 18.98 20.34 21.69 23.05 24.40 25.76
20 27.12 28.47 29.83 31.18 32.54 33.90 35.25 36.61 37.96 39.32
30 40.67 42.03 43.39 44.74 46.10 47.45 48.81 50.17 51.52 52.87
40 54.23 55.59 56.94 58.30 59.66 60.01 62.37 63.72 65.08 66.44
50 67.79 69.15 70.50 71.86 73.21 74.57 75.93 77.28 78.64 80.00
60 81.35 82.70 84.06 85.42 86.77 88.13 89.48 90.84 92.20 93.55
70 94.91 96.26 97.62 98.97 100.33 101.69 103.04 104.40 105.75 107.11
80 108.47 109.82 111.18 112.53 113.89 115.24 116.60 117.96 119.31 120.67
90 122.03 123.38 124.74 126.09 127.45 128.80 130.16 131.51 132.87 134.23
See NOTE on page A5-5 regarding Table usage

TABLE IX. TORQUE CONVERSIONS

Foot Pounds – ft. lbs. To kilogram-meters (kg.m)

FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (kg.m) 0.138 0.277 0.415 0.553 0.692 0.830 0.968 1.106 1.245
10 1.38 1.52 1.66 1.80 1.94 2.07 2.21 2.35 2.49 2.63
20 2.77 2.90 3.04 3.18 3.32 3.46 3.60 3.73 3.87 4.01
30 4.15 4.29 4.43 4.56 4.70 4.84 4.98 5.12 5.26 5.39
40 5.53 5.67 5.81 5.95 6.09 6.22 6.36 6.50 6.64 6.78
50 6.92 7.05 7.19 7.33 7.47 7.61 7.74 7.88 8.02 8.16
60 8.30 8.44 8.57 8.71 8.85 8.99 9.13 9.27 9.40 9.54
70 9.68 9.82 9.96 10.10 10.23 10.37 10.51 10.65 10.79 10.93
80 11.06 11.20 11.34 11.48 11.62 11.76 11.89 12.03 12.17 12.30
90 12.45 12.59 12.72 12.86 13.00 13.14 13.28 13.42 13.55 13.69
See NOTE on page A5-5 regarding Table usage

TABLE X. PRESSURE CONVERSIONS

Pounds/square inch (psi) To Kilopascals (kPa)
Formula: psi x 6.895 = kPa

PSI 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6
See NOTE on page A5-5 regarding Table usage

A5-4 Standard Torque Chart and Tables 12/99 A05001

 TABLE XI. PRESSURE CONVERSIONS
Pounds/square inch (psi) To Megapascals (MPa)
Formula: psi x 0.0069 = MPa

PSI 0 10 20 30 40 50 60 70 80 90
0 (MPa) 0.069 0.14 0.21 0.28 0.34 0.41 0.48 0.55 0.62
100 0.69 0.76 0.83 0.90 0.97 1.03 1.10 1.17 1.24 1.31
200 1.38 1.45 1.52 1.59 1.65 1.72 1.79 1.86 1.93 2.00
300 2.07 2.14 2.21 2.28 2.34 2.41 2.48 2.55 2.62 2.69
400 2.76 2.83 2.90 2.96 3.03 3.10 3.17 3.24 3.31 3.38
500 3.45 3.52 3.59 3.65 3.72 3.79 3.86 3.93 4.00 4.07
600 4.14 4.21 4.27 4.34 4.41 4.48 4.55 4.62 4.69 4.76
700 4.83 4.90 4.96 5.03 5.10 5.17 5.24 5.31 5.38 5.45
800 5.52 5.58 5.65 5.72 5.79 5.86 5.93 6.00 6.07 6.14
900 6.21 6.27 6.34 6.41 6.48 6.55 6.62 6.69 6.76 6.83
See NOTE below regarding Table usage

NOTE: Tables such as Table VIII, IX, X, and XI may 3. Multiply by 10:
be used as in the following example: 970 psi = 6688 kPa.
Example: Convert 975 psi to kilopascals (kPa). 4. Go to PSI row 0, column 5; read 34.475
psi = 34.47 kPa. Add to step 3.
1. Select Table X.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
2. Go to PSI row 90, column 7; read 668.8
97 psi = 668.8 kPa.

TABLE XII. TEMPERATURE CONVERSIONS

Formula: F° - 32 / 1.8 = C° or 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.

A05001 12/99 Standard Torque Chart and Tables A5-5

 TABLE XIII
COMMON CONVERSION MULTIPLIERS

COMMON CONVERSION MULTIPLIERS COMMON CONVERSION MULTIPLIERS

ENGLISH To METRIC METRIC To ENGLISH

Multiply Multiply
To Convert From TO By To Convert From TO By
inch – in. millimeter (mm) 25.40 millimeter (mm) inch – in. 0.0394
inch – in. centimeter (cm) 2.54 centimeter (cm) inch – in. 0.3937
foot – ft. meter (m) 0.3048 meter (m) foot – ft. 3.2808
yard – yd. meter (m) 0.914 meter (m) yard – yd. 1.0936
mile – mi. kilometer (km) 1.61 kilometer (km) mile – mi. 0.6210
2 (cm2) 6.45 2) in.2 0.1550
sq. in. – in. sq. centimeters sq. centimeters (cm sq. in. –

sq. ft. – ft.2 sq. centimeters (cm2) 929 sq. centimeters (cm2) sq. ft. – ft.2 0.001

cu. in. – in.3 cu. centimeters (cm3) 16.39 cu. centimeters (cm3) cu. in. – in.3 0.061

cu. in. – in.3 liters (l) 0.016 liters (l) cu. in. – in.3 61.02

cu. ft. – ft.3 cu. meters (m3) 0.028 cu. meters (m3) cu. ft. – ft.3 35.314

cu. ft. – ft.3 liters (l) 28.3 liters (l) cu. ft. – ft.3 0.0353
ounce – oz. kilogram (kg) 0.028 grams (g) ounce – oz. 0.0353
fluid ounce – fl. oz. milliliter (ml) 29.573 milliliter (ml) fluid ounce – fl. oz. 0.0338
pound (mass) kilogram (kg) 0.454 kilogram (kg) pound (mass) 2.2046
pound (force) – lbs. Newton (N) 4.448 Newton (N) pound (force) – lbs. 0.2248
in. lbs. (force) Newton.meters (N.m) 0.113 Newton.meters (N.m) kilogram.meters (kg.m) 0.102
ft. lbs. (force) Newton.meters (N.m) 1.356 Newton.meters (N.m) ft. lbs. (force) 0.7376
ft. lbs. (force) kilogram.meters (kg.m) 0.138 kilogram.meters (kg.m) ft. lbs. (force) 7.2329
kilogram.meters kilogram.meters (kg.m) Newton.meters (N.m) 9.807
Newton.meters (N.m) 9.807
(kg.m)
Kilopascals (kPa) psi (pressure) 0.1450
psi (pressure) kilopascals (kPa) 6.895
megapascals (MPa) psi (pressure) 145.038
psi (pressure) megapascals (MPa) 0.007 2 2
kilograms/cm (kg/cm ) psi (pressure) 14.2231
psi (pressure) kilograms/cm2 (kg/cm2) 0.0704 2 2 kilopascals (kPa) 98.068
kilograms/cm (kg/cm )
ton (short) kilogram (kg) 907.2
kilogram (kg) ton (short) 0.0011
ton (short) metric ton 0.0907
metric ton ton (short) 1.1023
quart – qt. liters (l) 0.946
liters (l) quart – qt. 1.0567
gallon – gal. liters (l) 3.785
liters (l) gallon – gal. 0.2642
HP (horsepower) Watts 745.7
Watts HP (horsepower) 0.00134
HP (horsepower) kilowatts (kw) 0.745
kilowatts (kw) HP (horsepower) 1.3410

A5-6 Standard Torque Chart and Tables 12/99 A05001

 SECTION A7
STORAGE AND IDLE MACHINE PREPARATION
INDEX

STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3

Short Term Idle Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3

PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4

REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-5

RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-7

ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10

After The Engine Has Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11

ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12

Preparing Engine For Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12

Temporary Storage (30 Days Or Less) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12

Extended Storage (more Than 30 Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12

RESTORING AN ENGINE AFTER EXTENDED STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-14

ELECTRIC DRIVE TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15

Storage Instructions and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15

Placing Equipment Into Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15

Storing A Truck That Is Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-15

Storing A Truck That Is Not Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-16

Storing A Major Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-16

Periodic Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17

Placing Equipment Into Service After Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17

When A Truck Is Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17

When A Truck Is Not Operational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17

For The First Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-18

A07003 Storage Procedures A7-1

 NOTES

A7-2 Storage Procedure A07003

 STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a 2. On a weekly schedule, perform a visual check
machine to be idle for an extended period of time. of the vehicle, start and run the engine until it is
Properly prepared, a stored machine may promptly up to operating temperature. Move the vehicle
and safely be put back into operational service. around the yard for a few minutes to insure that
Improper preparation, or complete lack of prepara- all internal gears and bearings are freshly lubri-
tion, can make the job of getting the vehicle back to cated.
operating status difficult. 3. Operate all hydraulic functions through com-
The following information outlines the essential plete range to insure that cylinder rams and all
proper steps for preparing a unit for extended stor- seals are fully lubricated.
age, and the necessary steps to bring it back to oper- 4. Check and operate all systems.
ational status - these are the ideals. Additional 5. After shutdown, drain air tank (if so equipped) to
information is given to help restore those machines expel any accumulated moisture.
which were not put into storage, merely shut down
and left idle for a long period of time.
Much of this material is of a general nature since the
environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all inclu-
sive, but are furnished to provide the minimum guide
lines. The final aim should always be to provide the
operator with a safe, fully productive vehicle, that he
6. Once a month, perform the 10 hour service
can rely on.
items shown in the Operation and Maintenance
Manuals. Keep batteries properly serviced.

Short Term Idle Periods

There will be periods when a vehicle may be idle
from 30-60 days, but must be ready for use at all
times.
The most effective handling of this type situation is to
follow the procedure given below to prevent any
deterioration from beginning.
1. Keep the vehicle fully serviced.

A07003 Storage Procedures A7-3

PREPARATION FOR STORAGE 7. New hydraulic filters should be installed and the
hydraulic tank fully serviced with Type C-4 oil as
For long term idle periods, proper preparation will specified in Section P, Lubrication and Service.
pay large dividends in time and money when future
operation of the vehicle is scheduled.
1. Engine should be prepared for storage accord-
ing to instructions found in the engine manufac-
turer's manual.
Any operating fluid, such as hydraulic oil, escap-
2. The vehicle should be in top operating condition ing under pressure can have sufficient force to
with all discrepancies corrected. Paint should enter a person's body by pentrating the skin.
be in good condition, no rust or corrosion, all Serious injury and possible death may result if
exposed, machined or unpainted surfaces proper medical treatment by a physician familiar
should be coated with a good rust preventative with this injury is not received immediately.
grease.
3. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including Hyd-
rair suspensions, should be retracted as much
as possible (steering cylinders centered). Wipe
the exposed portion of all cylinder rams clean
and, coat (including seals on ends of barrel)
with good preservative grease.
4. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the
ground or floor to remove vehicle weight from
the tires. Lower air pressure in the tires to 15-25
psi (103-172 kPa). Completely cover the tires
with tarpolins to minimize rubber oxidation and
deterioration.
8. Disconnect batteries, If possible, batteries
should be removed and stored in a battery shop
or a cool dry location on wooden blocks. Do not
store batteries on a concrete floor. Clean bat-
tery compartment, remove all corrosion and
paint compartment with acid proof paint.
9. Wheel axle housings should be fully serviced
with prescribed lubricants. Seal all vents.

5. Clean the radiator; refer to Section C, Cooling
System, for the proper cleaning instructions.
6. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Section P, Lubrication and Service, for the
proper anti-freeze and conditioner concentra-
tions. After refilling the system, always operate
the engine until the thermostats open to circu-
late the solution through the cooling system.
NOTE: NEVER store a vehicle with a dry cooling
system.
10. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.
11. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.
12. Relieve tension from all drive belts. The engine
manufacturer recommends insertion of heavy
kraft paper between belts and pulleys to prevent
sticking.
13. All vandalism covers and locks should be in
place and secured.

A7-4 Storage Procedure A07003

 14. If so equipped, cab windows should be closed, 5. Thoroughly inspect all drive belts and hydraulic
locked and sealed and the cab door locked to oil lines for evidence of damage, wear or deteri-
prevent vandalism and weather effects. oration. Replace any suspected lines. Don't
take chances on ruptures or blow-outs.
15. The vehicle fuel tank should be completely
drained of fuel, fogged with preservative lubri- 6. New hydraulic filters should be installed and the
cant, ("NOX-RUST" MOTOR STOR., SAE10) hydraulic tank (reservoir) checked and serviced
and closed tightly. All fuel filters should be with Type C-4 oil as specified in Section P,
replaced. Lubrication and Service.
16. If at all possible, to aid those who will eventually 7. Drain on fuel tank should be opened to remove
place the unit back in operation, all available any build up of moisture or sediment that may
service publications (vehicle and engine) and a have accumulated while in storage. Close drain
current parts catalog should be packaged in a then fill the fuel tank with approved diesel fuel.
moisture proof package and placed in the vehi-
cle cab.
17. Be certain water drain holes in truck body are
open.
Never blend gasoline, gasohol and/or alcohol
with diesel fuel. This practice creates an extreme
FIRE HAZARD and under certain conditions may
REMOVAL FROM STORAGE
cause an EXPLOSION.
If the STORAGE preparations were conscientiously 8. Make certain that all hydraulic controls, steering
followed in placing the vehicle into storage, getting it linkage and throttle linkage points are lubricated
back to operational status is a matter of reversing and operate freely before engine start up.
those steps.
9. All electrical connections must be clean and
NOTE: Before starting the job or restoring a vehicle tight. Check security of all ground straps and
to operation, obtain copies of the Operation and cables.
Maintenance Manual, Service Manual, Engine
Manuals and/or the Parts Book and follow all special
instructions regarding servicing the vehicle and its
components.
In addition to removing the storage materials, the fol-
lowing actions should be taken.
1. Inspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
2. Service the engine according to the engine
manufacturer's Operation and Maintenance
Manual.
3. Clean the radiator; refer to Section C, Cooling
System, for cleaning instructions.
4. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable 10. Install fully charged batteries in unit. Clean con-
for the lowest temperature anticipated. Refer to nectors and connect battery cables. Compart-
Fluid Specifications in Section P, Lubrication ment must be free of corrosion. Secure
and Service, for the proper anti-freeze and con- batteries with hold downs.
ditioner concentrations. After refilling the sys- 11. Check all electrical cables for weathering,
tem, always operate the engine until the cracks and/or damage. Replace any defective
thermostats open to circulate the solution cables.
through the cooling system.

A07003 Storage Procedures A7-5

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.
12. Check all tires carefully for serviceability and
inflate to proper pressure.
13. If disconnected, reconnect the parking brake
linkage.
14. Completely service the vehicle as recom-
mended in Section P, Lubrication and Service,
for both 10 and 100 hour inspections.
15. Adjust all drive belts to specified tension.
16. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free
before engine start up.
A7-6
17. Use the Operation and Maintenance Manual for
guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line con-
nections for leakage when the engine is run-
ning.
18. 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.
19. When all systems are operational and all dis-
crepancies are corrected, road test the vehicle
in a smooth, level, unobstructed area (with qual-
ified, experienced operator only) to check steer-
ing response, service brake efficiency, and
hydraulic functions. Only when it is assured that
the vehicle is in safe operational condition
should it be turned over to an operator for pro-
duction.
20. Fire protection equipment on a machine which
has been in storage should be recharged before
the machine is returned to service.
Storage Procedure A07003
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 main-
tenance.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement
as necessary.
Do not disassemble an inflated tire. Remove
valve core slowly, and allow pressure to bleed
off, before attempting to remove lockring. Also,
eye protection should be worn during tire defla-
tion to protect against any foreign object being
projected into the eyes.
A07003 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
inspected inside and out before being
inflated.
Do not mix rim parts of different rim manufactur-
ers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazard-
ous.
b. If tires are dismounted, all wheel compo-
nents must be cleaned, inspected, all rust
and corrosion removed and parts repainted
as applicable before remounting the tires.
Follow the safety rules when mounting and
inflating tires.
c. Mount and inflate tires as shown in Opera-
tion and Maintenance Manual or service
manual.
4. Inspect vehicle service brakes carefully.
Before disabling the brake circuit, block all
wheels to prevent possible movement of the
vehicle.
a. All brake lines, connections must be clean,
serviced and free of rust and corrosion.
b. When system reconditioning, the service
brake hydraulic circuits should be checked
out according to instructions in Section J,
Brake Circuit Check-Out Procedure.
A7-7
 5. The vehicle engine should be inspected and
serviced according to the engine manufac-
turer's Operation 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. Indicating plunger in filter condition
indicators must be free.
d. The tubes in precleaner section of air
cleaner assembly should be inspected, all
tubes should be clear and clean. Use a light
to inspect the tubes. The light should be visi-
ble. If clogging is evident, precleaner must
be cleaned. Clean precleaner according to
instructions in Section C, Air Cleaners.
e. Drain and flush engine cooling system. Fill
with coolant and inhibitors after checking all
lines, hoses and connections. Refer to Sec-
tion P, Lubrication and Service, for anti-
freeze recommendations. Radiator cores
must be clear of dirt and trash.
To prevent injuries, always release spring ten-
sion before replacing the fan belt.
f. Check and tighten engine fan drive belts,
install new belt set if necessary.
g. Check and tighten engine mounts.
A7-8 Storage Procedure
6. 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
to remove sediment and contamination. If
fuel was contaminated, lines should be dis-
connected and blown clear.
b. Check all fuel lines for deterioration or dam-
age. Replace lines as necessary.
c. Replace inspection covers;install new gas-
kets.
d. Service tanks with specified diesel fuel.
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or
brake fluid escaping under pressure, can have
sufficient force to enter a person's body by pene-
trating the skin. Serious injury and possible
death may result if proper medical treatment by a
physican familiar with this injury is not received
immediately.
7. The hydraulic tank should be drained. If oil is
not contaminated and is stored in clean contain-
ers, 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 suspected.
NOTE: If filling is required, use clean hydraulic oil
only. Refer to the Lubrication chart in Section P,
Lubrication and Service, for proper oil specifications.
a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
strainers are removed, inspect and clean
interior of tank thoroughly to remove all sedi-
ment and foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace suspected lines - don't risk
hose ruptures or blow outs.
c. Check hydraulic components (pumps, valves
and cylinders) for damage and corrosion.
Secure all mountings and connections. Con-
trol valves must be free moving with no bind-
ing.
A07003
 d. Check exposed portions of all hydraulic cyl-
inder rams for rust, pitting and corrosion. If
plating is deteriorated, the cylinder should be
removed and overhauled or replaced; pitted
or scored plating will cause leakage at the
cylinder seals.
8. Check front wheel hub, final drive and wheel
axle lubricant. If contamination is suspected, oil
should be drained completely and the compo-
nent serviced with clean prescribed lubricant. If
major contamination is present, disassembly
and overhaul will be in order.
9. 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.
10. Lubricate all grease fittings with prescribed
lubricants which are not part of the automatic
lubrication system. Pay particular attention to
the steering linkage connections. All pivot
points must be free of any binding.
11. Check battery charging alternator for corrosion
or deterioration. Alternator rotor must be free,
with no binding or roughness. Inspect, install
and properly tension the alternator drive belts.
A07003 Storage Procedures
12. Check security of steering cylinder ball joints
link and hydraulic connections.
13. Examine Hydrair suspensions for signs of dam-
age.
a. Discharge nitrogen from suspensions as out-
lined in the service manual. Check conditon
of suspension oil and cylinder wipers. If wip-
ers are cracked or hardened, the suspension
must be rebuilt. Recharge suspension with
new oil if old oil is deteriorated.
b. Check exposed chrome portions of cylinder
for rust, pitting and corrosion. If plating is
deteriorated the suspension should be
removed and overhauled or replaced; pitted
or scored plating will rapidly cause leakage
at the seals.
c. Recharge suspensions as outlined in the
service manual.
If not previously done, install fully-charged batteries
and insure that hook-up is correct.
A7-9
ENGINE OPERATION
Insure that all tools and loose equipment have
been removed prior to engine start-up. Sound
horn prior to engine start. Make sure emergency
shut down is reset. Cables must be free moving
in their housings.
When all reconditioning operations have been com-
pleted, a static check of engine operation along with
operation of systems as well as verification of braking
and steering must be done before the vehicle is
moved.
A7-10
1. Insure all personnel are clear of equipment
before starting engine. Always sound the horn
as a warning before actuating any operational
controls.
Before starting engine, clear the immediate area
of personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
2. Turn key switch ON. Warning lights for low
brake and steering pressure should illuminate
and the horn should sound. If it does not, check
all components in the circuit and correct the dis-
crepancy before continuing.
3. Turn key switch to start position to crank
engine, release switch when engine fires.
Watch engine oil pressure gauge; if pressure
does not show in 10 - 15 seconds, shut down
and locate problem.
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. When engine is up to operating temperature,
check operation of throttle circuit; acceleration
should be smooth. Keep a close watch on the
gauges for any abnormal activity. Proper tem-
peratures and pressures are shown in the Oper-
ation and Maintenance Manual.
Storage Procedure A07003
After The Engine Has Started
Any machine which is unsafe and/or not in top oper-
ating condition should not be assigned to an operator
for production use.
1. Become thoroughly familiar with steering and
emergency controls. Test the steering in
extreme right and left directions. If the steering
system is not operating properly, shut engine
down immediately. Determine the steering sys-
tem problem and have repairs made before
resuming operation.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine.
These circuits include individual activation of
the service brake and parking brake from the
operator's cab.
a. Activate each circuit individually with the
engine running and with hydraulic circuit fully
charged.
b. If any application or release of any brake cir-
cuit does not appear proper or if sluggish-
ness is apparent on application or release,
shut the engine down and notify mainte-
nance personnel. Do not operate machine
until brake circuit in question is fully opera-
tional.
3. Check gauges, warning lights and instruments
before moving the machine to insure proper
system operation and proper gauge functioning.
Give special attention to braking and steering
circuit warning lights. If warning lights come on,
shut down the engine immediately and deter-
mine the cause.
4. Cycle hoist controls and steering several times
to remove trapped air. Complete steering cycles
in both directions to verify steering response,
smoothness and reliability. Check seals and
lines for leaks.
A07003 Storage Procedures
5. When satisfied that all discrepancies have been
corrected, the vehicle is ready for a road test.
This test should be done only by a capable and
experienced operator and should be accom-
plished in a large open area where plenty of
maneuvering room is available. Some of the
road test items which should be covered will
include:
• Repeated test of braking efficiency at
progressively higher speeds. Start at slow
speeds. Don't take chances with higher speeds
until the machine is determined to be completely
safe.
6. When all tests and checks have been made and
the vehicle is ready for work, it should be visu-
ally rechecked and fully serviced according to
Section P, Lubrication and Service.
A few of the conditions (others may be found) which
might be encountered after a machine has been
exposed to the elements for a long period would
include:
• Increased corrosion and fungus growth on
electrical 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.
A7-11
ENGINE STORAGE
Preparing Engine For Storage
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine and other parts from rust accumulation
and corrosion. The parts requiring attention and the
recommended preparations are given below.
It will be necessary to remove all rust or corrosion
completely from any exposed part before applying a
rust preventative compound.
Therefore, it is recommended that the engine be pro-
cessed for storage as soon as possible after removal
from operation.
The engine should be stored in a building which is
dry and can be heated during the winter months.
Moisture absorbing chemicals are available commer-
cially for use when excessive damage prevail in the
storage area.
Temporary Storage (30 Days Or Less)
To protect an engine for a temporary period of time,
proceed as follows:
1. Drain the engine crankcase.
2. Fill the crankcase to proper level with the rec-
ommended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade
of fuel oil. Operate the engine for two minutes at
1,200 rpm and no load. Shut down engine, do
not drain the fuel system or the crankcase after
this run.
4. Check the air cleaner and service, if necessary.
5. If freezing weather is expected during the stor-
age period, add an ethylene glycol base anti-
freeze solution in accordance with the
manufacturer's recommendations.
A7-12 Storage Procedure
6. Clean the entire exterior of the engine (except
the electrical system) with fuel oil and dry it with
compressed air.
To prevent possible personal injury, wear ade-
quate eye protection and do not exceed 40 psi
(276 kPa) compressed air pressure.
7. Seal all of the engine openings. The material
used for this purpose must be waterproof,
vaporproof and possess sufficient physical
strength to resist puncture and damage from
the expansion of entrapped air.
An engine prepared in this manner can be returned
to service in a short period of time by removing the
seals at the engine openings, checking the engine
coolant, fuel oil, lubricating oil, transmission oil and
priming the raw water pump (if used).
Extended Storage (more Than 30 Days)
To prepare an engine for extended storage, (more
than 30 days), follow this procedure:
1. Drain the cooling system and flush with clean,
soft water. Refill with clean, soft water and add
a rust inhibitor to the cooling system.
2. Remove, check and recondition the injectors, if
necessary, to make sure they will be ready to
operate when the engine is restored to service.
3. Reinstall the injectors, time them and adjust the
exhaust valve clearance.
4. Circulate the coolant by operating the engine
until normal operating temperature is reached
160° - 185° F ( 71° - 85° C).
5. Stop the engine.
6. Drain the engine crankcase, then reinstall and
tighten the drain plug. Install new lubricating oil
filter elements and gaskets.
7. Fill the crankcase to the proper level with a 30-
weight preservative lubricating oil MIL-L-
21260C, Grade 2.
A07003
 8. Drain the fuel tank. Refill with enough clean No.
1 diesel fuel or pure kerosene to permit the
engine to operate for about ten (10) minutes. If
it isn't convenient to drain the fuel tank use a
separate portable supply of the recommended
fuel.
If engines in vehicle are stored where condensa-
tion of water in the fuel tank may be a problem,
add pure, waterless isopropyl alcohol (isopro-
panol) to the fuel at a ratio of one pint to 125 gal-
lons(473 L) of fuel, or 0.010% by volume. Where
biological contamination of fuel may be a prob-
lem, add a biocide such as Biobor JF, or equiva-
lent to the fuel. When using a biocide, follow the
manufacturer's concentration recommenda-
tions, and observe all cautions and warnings.
9. Drain and disassemble the fuel filter and
strainer. Discard the used elements and gas-
kets. Fill the cavity between the element and
shell with No. 1 diesel fuel or pure kerosene,
and reinstall on the engine. If spin-on fuel filters
and strainers are used, discard the used car-
tridges, fill the new ones with No. 1 diesel fuel
or pure kerosene, and reinstall on the engine.
10. Operate the engine for five (5) minutes to circu-
late the clean fuel oil throughout the fuel sys-
tem.
11. Service the air cleaner.
12. Turbocharger bearings are pressure lubricated
through the external oil line leading from the
engine cylinder block while the engine is operat-
ing. However, the turbocharger air inlet and tur-
bine outlet connections should be sealed off
with moisture resistant tape.
13. Apply a rust preventive compound to all
exposed non-painted surfaces.
14. Drain the engine cooling system.
Drain the preservative oil from the engine crankcase.
Reinstall and tighten the drain plug.
A07003 Storage Procedures
15. Remove and clean the batteries and battery
cables with baking soda-water solution and
rinse them with fresh water. Do not allow the
soda solution to enter the battery. Add distilled
water to the electrolyte, if necessary, and fully
charge the battery. Store the battery in a cool
(never below 32° F or 0° C) dry place. Keep
the battery fully charged and check the level
and the specific gravity of the electrolyte regu-
larly. Never set batteries on concrete floor.
Place on wooded blocks.
16. Insert heavy paper strips between the pulleys
and belts to prevent sticking.
17. Seal all engine openings, including the exhaust
outlet, with moisture resistant tape. Use card-
board, plywood or metal covers where practical.
18. Clean and dry the exterior painted surfaces of
the engine and spray with a suitable liquid auto-
motive body wax, a synthetic resin varnish or a
rust preventive compound.
19. Protect the engine with a good weather-resis-
tant tarpaulin and store it under cover, prefera-
bly in a dry building with temperatures above
freezing.
Outdoor storage of engines is not recommended.
However, in some cases outdoor storage may be
unavoidable. If units must be kept out-off-doors, fol-
low the preparation and storage instructions already
given. Protect units with quality, weather-resistant
tarpaulins (or other suitable covers) arranged to pro-
vide air circulation.
Do not use plastic sheeting for outdoor storage.
Plastic may be used for indoor storage. However,
when used outdoors, moisture can condense on
the inside of the plastic and cause ferrous metal
surfaces to rust and/or pit aluminum surfaces. If
a unit is stored outside for any extended period
of time, severe corrosion damage can result.
The stored engine should be inspected periodically.
If there are any indication of rust or corrosion, correc-
tive steps must be taken to prevent damage to the
engine parts. Perform a complete inspection at the
end of one year and apply additional treatment, as
required.
A7-13
RESTORING AN ENGINE AFTER
EXTENDED STORAGE
1. Remove the covers and tape from all of the
openings of the engine, fuel tank and electrical
equipment. Do not overlook the exhaust outlet
or the intake system.
2. Wash the exterior of the engine with fuel oil to
remove the rust preventive.
3. Remove the rust preventive from the flywheel.
4. Remove the paper strips from between the pul-
leys and the belts.
5. Remove the drain plug and drain the preserva-
tive oil from the crankcase. Reinstall the drain
plug. Then, refer to Lubrication and Service,
Section P, and fill the crankcase to proper level,
using a pressure prelubricator, with the recom-
mended grade of lubricating oil.
6. Fill the fuel tank with the engine manufacturer's
specified fuel.
A7-14 Storage Procedure
7. Close all of the drain cocks and fill the engine
cooling system with clean soft water and a rust
inhibitor. If the engine is to be exposed to freez-
ing temperatures, fill the cooling system with an
ethylene glycol base antifreeze solution refer to
coolant specifications in Lubrication and Ser-
vice, Section P.
8. Install and connect the fully charged batteries.
9. Service the air cleaner as outlined in Section C,
Air Cleaners.
10. Remove the covers from the turbocharger air
inlet and turbine outlet connections.
11. After all of the preparations have been com-
pleted, start the engine. The small amount of
rust preventive compound which remains in the
fuel system will cause a smoky exhaust for a
few minutes.
NOTE: Before subjecting the engine to a load or high
speed, it is advisable to check the engine tune-up.
A07003
ELECTRIC DRIVE TRUCKS
Storage Instructions and Procedures
This instruction provides the recommended proce-
dures for protecting equipment from damage during
both short-term and long-term storage periods and
for maintaining adequate protection while in storage.
Also included are instructions for placing this equip-
ment into service after having been stored.
For the purposes of this instruction, a short-term stor-
age period is considered to be less than three
months; a long-term storage period is considered to
be three months or longer.
General Electric recommends a maximum storage
period of three years, with these storage procedures
being repeated after each year. After a storage
period of three years or more, the motorized wheels
should be removed and sent to an overhaul facility
for teardown and inspection of seals and bearings.
These should be replaced if necessary.
Periodic (every three months) inspections should be
made to determine the lasting qualities of long-term
storage protection measures. Such inspections will
indicate the need for renewing protective measures
when necessary to prevent equipment deterioration.
Proper storage of this equipment is vital to equipment
life. Bearings, gears, and insulation may deteriorate
unless adequate protective measures are taken to
protect against the elements. For example, bearings
and gears in the motorized wheel gear case are sus-
ceptible to the formation of rust; insulation in rotating
electrical equipment can accumulate moisture; and
bearings may become pitted.
Never apply any spray, coating, or other protec-
tive materials to areas not specifically recom-
mended.
It is also important to note that these instructions
cannot possibly anticipate every type of storage con-
dition and, therefore, cannot prevent all equipment
deterioration problems caused by inadequate stor-
age. However, these instructions should be consid-
ered as a minimum procedure to achieve the best
possible equipment life and the lowest operating cost
when the equipment is returned to service.
NOTE: Local conditions and/or experience may
require additional procedures and/or additional stor-
age precautions.
A07003 Storage Procedures
Placing Equipment Into Storage
Perform the following instructions when preparing
General Electric equipment for storage. There are
three main equipment categories to consider:
1. When storing a truck that is operational.
2. When storing a truck that is not operational.
3. When storing major components (Motorized
Wheel, alternator, etc.).
These three major categories are the basis for deter-
mining required protective measures.
NOTE: In addition to these instructions, refer to truck
storage instructions.
Storing A Truck That Is Operational
When a fully operational truck is being placed into
storage for less than three months, the best protec-
tive measure which can be taken is to drive the truck
once a week for at least 30 minutes. Prior to driving
the truck, the rotating equipment should be Meg-
gered and:
1. If greater than 2 megohms, run normally.
2. If less than 2 megohms, isolate condition and
correct before running.
Driving the truck circulates oil in the gear case to
keep gears and bearings lubricated and free from
rust. It also prevents deterioration of the brushes,
commutators and slip rings.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
period as indicated above, perform the following:
1. Drain the oil from the gear case and install rust
preventive 4161 (product of Van Straaten
Chemical Co.) or equivalent. Fill per General
Electric Motorized Wheel Service Manual.
2. Megger the wheels as indicated in the instruc-
tions above. Operate the truck for at least 30
minutes to insure that the rust preventive com-
pound has been thoroughly circulated through-
out the gear case. Stop the truck and drain the
rust preventive compound.
NOTE: Do not run a loaded truck with rust preventive
compound in the wheel motor gear cases.
A7-15

Do not operate trucks without oil in the wheel
motor gear cases.
3. Perform a megohmmeter test. Refer to the
truck's Vehicle Test instructions for the correct
procedure. Record the Megger readings for
future reference. They will be helpful in deter-
mining if deterioration is being experienced
when additional Megger tests are made as part
of the periodic inspection.
4. Lift all brushes in the motorized wheels, blowers
and the alternator. They must be removed from
the brushholder. Disconnecting brush pigtails is
not required.
5. Cover any open ductwork with screening mate-
rial to prevent rodents from entering. Then tape
over the screen to prevent the entry of water
and dirt (allow breathing).
6. Examine all exposed machined surfaces for
rust or other dirt accumulation. Remove all dirt
as necessary. Remove rust by using a fine
abrasive paper. Old flushing compound can be
removed with mineral spirits (GE-D5B8). Meth-
anol should be used to remove all residue.
When clean, coat with Tarp B rust preventive.
Refer to General Electric Motorized Wheel Ser-
vice Manual for specifications.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment.
9. Install a 500 watt heat source inside all control
groups which house electronic control equip-
ment. These heat sources are to be energized
below 32° F (0° C) and de-energized above 41°
F (5° C).
10. Install a 500 watt heat source inside the com-
mutator chamber of both motorized wheels and
inside the alternator slip ring chamber. This will
minimize the accumulation of moisture. A hole
in the bottom of the hubcap will accommodate
the electrical cord for the heat source in the
Motorized Wheels. These heat sources are to
be energized continuously.
11. Seal compartment doors with a weatherproof
tape to prevent entry of rain, snow and dirt
(allow breathing).
A7-16 Storage Procedure
Storing A Truck That Is Not Operational
When a truck which is not fully operational is being
stored for a period of any length, perform the follow-
ing:
1. Drain the oil from the gear case and install rust
preventive compound 4161 (or equivalent). Fill
per General Electric Motorized Wheel Service
Manual.
2. Jack each side of the truck (one side at a time)
enough to rotate the tires.
3. Connect a D-C welder as described in the Vehi-
cle Test Instructions (Wheel Motor inst. 400A,
arm & field in stress 900- 1000 rpm arm).
4. Rotate each Motorized Wheel (one at a time)
for at least 30 minutes to insure that the rust
preventive compound has been thoroughly cir-
culated throughout the gear case. Disconnect
the welder. Remove the jacks. Drain the gear
case.
5. If the truck is partially dismantled, pay careful
attention to ductwork, blower shrouds, etc.,
which may be exposed to weather conditions as
a consequence. These areas will require the
same sealing measures as in Step 5 above
which deals with protecting ductwork. Cover
exposed blower housings to prevent entry of
water and dirt.
6. Perform Steps 3 through 11 in Storing a Truck
that is Operational, in this section.
Storing A Major Component
When storing a motorized wheel, alternator, blower
or control group for a period of any length, always
store it inside a warm, climate-controlled environ-
ment. Do not attempt to store individual components
where they would be exposed to inclement weather,
climatic changes, high humidity and/or temperature
extremes.
A07003
Periodic Inspections
It is important that periodic inspections (every three
months) of stored equipment be performed to insure
the continued serviceability of all protective mea-
sures initially taken when the storage period began.
Items which should be checked at each inspection
interval are listed as follows:
1. Remove the weatherproof tape from the com-
partment doors and preform a Megger test as
described in the Vehicle Test Instructions.
Record the test results and compare them with
the recorded megger readings taken when stor-
age first began, and those taken throughout the
storage period. Remove all test equipment and
close up the compartment. Reseal the compart-
ment doors with new weatherproof tape. If
megger readings indicate a deterioration of
insulation quality, to below 2.0 megohms then
consideration should be given to providing
more protection.
2. Check all other weatherproofing tape. Replace
any that has become loose or is missing com-
pletely.
3. Check all heat sources. Replace or repair any
units which have become inoperative.
4. Check all machine surfaces which were coated
with flushing compound when storage began. If
compound appears to be deteriorating, it must
be cleaned off and renewed.
Placing Equipment Into Service After Storage
When taking equipment out of storage, perform the
following procedures:
When A Truck Is Operational
If a truck has been operated weekly throughout the
storage period, perform a complete visual inspection
of the motorized wheels, blowers, alternator and con-
trol compartments. Repair any defects found, then
place the truck directly into service.
When A Truck Is Not Operational
If the truck was not operated weekly throughout the
storage period, perform the following procedures:
1. Remove all weatherproofing tape from control
compartment doors and ductworks.
2. Remove all screening material from ductwork.
3. Remove all heat sources from Motorized
Wheels, control compartments and the alterna-
tor.
A07003 Storage Procedures
4. Fill with recommended oil. Refer to the Motor-
ized Wheel Service Manual for the type and
amount oil to be used. This oil should be
drained and new oil should be added after 500
hours of operation.
5. Clean all motorized wheel grease fittings in the
axle box. Insure that all grease lines are com-
pletely full of grease. Then add the recom-
mended amount of grease to all fittings.
6. Install brushes in motorized wheels, blowers
and alternator. Make sure that brushes move
freely in their carbonways and that they have
enough length to serve until the truck's next
inspection period. Install new brushes if neces-
sary. Insure that all brush pigtail screws are
tight.
7. Perform a megohmmeter test. Refer to the
truck's Vehicle Test Instructions for the correct
procedure. If megger readings are less than 2.0
megohms, the problem could be an accumula-
tion of moisture in motor or alternator. If this is
the case, the faulty component will have to be
isolated and dried out using procedures recom-
mended in the G.E.Service Manual.
8. Perform a thorough inspection of the motorized
wheels, alternator, blowers and control com-
partments. Look for:
a. Rust or dirt accumulation on machine sur-
faces
b. Damaged insulation
c. An accumulation of moisture or debris
d. Loose wiring and cables
e. Any rust on electrical connectors in the con-
trol compartment
f. Any loose cards in the card panels
g. Any accumulation of moisture or debris in
ductwork.
9. Clean and make repairs as necessary.
10. Check retarding grids and insulators for loose
connections and dirt accumulation. Clean and
11. Where applicable, check exciter drive belts for
cracks, and deterioration. If acceptable, set belt
tension to specification.
12. Before starting engine, turn on control power.
Check that contactors and relays pick up and
drop out normally.
13. Perform a start-up procedure on the complete
system to insure maximum performance during
A7-17
 service. Refer to the truck's Vehicle Test
Instructions for the complete test procedure.

For The First Hour

After all storage protection has been removed, the
truck has been cleaned and inspected and repairs
made as necessary, the motorized wheel gear case
has been filled with new oil, the dirt seals have been
completely purged with new grease and the system
completely checked, the truck can be placed into ser-
vice. It is recommended, however, that the truck be
driven unloaded at a low speed (10 mph) for the first
hour of operation.

A7-18 Storage Procedure A07003

 SECTION B

STRUCTURES

INDEX

STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1

DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1

FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1

B01016 Index B1-1

 NOTES

B1-2 Index B01016

 SECTION B2
STRUCTURAL COMPONENTS
INDEX

STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3

GRILLE, HOOD AND LADDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5

RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6

LEFT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6

CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6

B02015 Structural Components B2-1

 NOTES

B2-2 Structural Components B02015

 STRUCTURAL COMPONENTS
The 930E deck components are removable in sec-
tions as shown in Figure 2-1. The following removal
and installation instructions detail the steps to be
taken before the decks and hood can be removed.
Additional steps may be required before the deck or
other major structure is removed, depending on
optional equipment installed on the truck at the fac-
tory 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
cables installed at the rear of the truck.

Read and observe the following instructions

before attempting any repairs!

• Do not attempt to work in deck area until body

safety cables have been installed.
• Do not step on or use any power cable as a
handhold when the engine is running.
• Do not open any electrical cabinet covers or
touch the retarding grid elements until all
shutdown procedures have been followed.
• All removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly
trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the
safety of those working in the areas of the deck, elec-
trical cabinet and retarding grids. The following pro-
cedures will ensure the electrical system is properly
discharged before repairs are started.
FIGURE 2-1. DECK COMPONENTS
1. LH Deck Structure 5. Center Deck Str.
2. Electrical Cabinet 6. RH Deck Structure
3. Cab 7. Retarding Grids
4. Diagonal Ladder 8. Blower Intake
Preparation
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
illuminated.
2. Place the drive system in the rest mode by turn-
ing the rest switch on the instrument panel ON.
Be certain the rest warning lamp is illuminated.
3. 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.
4. Verify the link voltage lights are off. If they
remain on longer than 5 minutes after shut-
down, notify the electrical department.
5. Verify the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.

B02015 Structural Components B2-3

The anti-slip material on the decks should be
inspected and maintained for the safety of all per-
sonnel.

• If weld repairs are necessary, disconnect all

electrical harnesses and remove the ground
strap from the engine control system (governor)
located in the auxillary control cabinet behind the
cab.
• All hoses and mating fittings should be capped as
they are removed to prevent possible system
contamination.
• It is important to tag and visually verify all cables,
harnesses, hoses etc. have been removed
before the structure is lifted off the truck.
• For cab removal instructions, refer to Section N,
Truck Cab, in this manual.

FIGURE 2-2. HOOD AND GRILLE REMOVAL

1. Hood & Grille 2. Capscrews and
Assembly Lockwashers

GRILLE, HOOD AND LADDER

Removal Installation

1. Remove hardware attaching diagonal ladder (4, 1. Move hood and grille assembly (1, Figure 2-2)
Figure 2-1) to front bumper. from work area to truck and lift into place.
2. Attach lifting device to the ladder and lift struc- 2. Align mounting holes with brackets attached to
ture off truck. radiator assembly. Install side mounting cap-
screws (2).
3. Disconnect wiring harnesses and remove cable
clamps as necessary to allow hood removal. 3. Lift diagonal ladder into position over mounting
pads on front bumper. Align mounting holes and
4. Attach lifting device to the hood and grille
install hardware. Tighten capscrews to standard
assembly (1, Figure 2-2).
torque.
5. Remove all side mounting capscrews and lock-
4. Connect harnesses, hoses etc. that were
washers (2).
removed previously. Install all clamps removed.
6. Verify all harnesses, cables, hoses etc. are
removed.
7. Lift hood and grille assembly from truck and
move to work area.

B2-4 Structural Components B02015

 FIGURE 2-3. TYPICAL DECK STRUCTURE MOUNTING
(NOTE: Bottom, RH deck shown. LH deck mounting is similar to RH deck.)
1. Deck Structure
2. Deck Mounting Location
3. Payload Indicator Lights
4. Clearance Light
DECKS
The right and left deck mounting pad locations are
nearly identical. The decks are mounted directly to the
frame support structures using hardened flatwashers.
Be certain to use hardened flatwashers during reas-
sembly.
RIGHT DECK AND COMPONENTS
Removal
1. Shut down engine following all the procedures
listed on page 2-1 in this section of the manual.
2. Remove access covers from retarding grid
assembly. Tag and disconnect all electrical leads
in preparation for removal. Attach lifting device to
grid lifting eyes.
3. Remove grid assembly mounting hardware at
four locations (6) shown in Figure 2-3.
B02015 Structural Components
5. Headlights
6. Retard Grid Mounting Location
7. Electrical Connector
4. Lift grid assembly clear of deck structure and
move to a work area.
NOTE: If grid assembly or cooling blower repairs are
required refer to applicable G.E. publication for
service and maintenance procedures.
5. Disconnect electrical harness at connector (7,
Figure 2-3). Inspect underside of deck and if
necessary, remove any hoses or cables that
remain. (Light harness and clamps do not
require removal.)
6. Install lifting device at eyes 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 sup-
port and front upright (2).
8. Verify all wiring harnesses, cables or hoses have
been removed. Carefully raise deck and remove
from deck supports.
B2-5
Installation
Repeat above procedures in reverse order for instal-
lation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and
Tables.
• Clean all mount mating surfaces before
installation.
• Clean mounting area before installing ground
cables.
• Be certain all electrical connections and harness
clamps are reinstalled and secure.
All propulsion system power cables must be
properly secured in their wood or other non-fer-
rous cable cleats. If clamps are cracked and bro-
ken, oil soaked or otherwise damaged, replace
them with new parts. Inspect cable insulation and
replace cable if insulation is damaged.
LEFT DECK
Removal
NOTE: The left deck mounting arrangement is nearly
identical to the right deck. Refer to Section N, Truck
Cab, for cab removal and installation instructions.
1. Shut down engine following all 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 elec-
trical cables which will interfere with deck
removal. Cap all lines to prevent entrance of
foreign material.
If equipped with air conditioning and air condi-
tioning system components are to be removed,
refer to Section N, Operator Comfort, for special
instructions on discharging the air conditioning
system prior to disconnecting any air condition-
ing lines.
B2-6 Structural Components
4. Install lifting device to lift eyes at each corner of
the deck and take up slack. Do not attach lift-
ing 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
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and
Tables.
• Clean all mount mating surfaces before
installation.
• Clean mounting area before installing ground
cables.
• Be certain all electrical connections and harness
clamps are reinstalled and secure.
• If the air conditioning system has been
discharged, refer to Section N, Operator
Comfort, for the correct procedure for system
service.
1. Start engine and allow systems to charge.
Observe for any air or 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, including dynamic retarding.
CENTER DECK
Center deck removal only requires removal of any
attached hoses cables etc. before removing the
mounting hardware and lifting the deck structure off.
Be certain to follow proper shutdown procedures
as described on page 2-1.
B02015
 SECTION B3
DUMP BODY
INDEX

DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Rock Ejectors (Type I) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Rock Ejectors (Type II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

B03013 04/03 Dump Body B3-1

 NOTES

B3-2 Dump Body 04/03 B03013

 DUMP BODY
Removal 2. Remove mud flaps and rock ejectors from both
sides of the body. Remove electrical cables,
lubrication hoses etc. attached to the body.
3. Attach chains around upper end of hoist cylin-
ders to support them after the mounting pins
are removed.
Inspect all lifting devices. Slings, chains, and/or
cables used for lifting components must be 4. Remove pin retainer capscrew (4, Figure 3-2)
inspected daily for serviceable condition. Refer from each of the upper hoist cylinder mounting
to the manufacturer's manual for correct capaci- eyes. With adequate means of supporting the
ties and safety procedures when lifting compo- hoist cylinders in place, remove each of the
nents. Replace any questionable items. mounting pins (2, Figure 3-2).
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety fac-
tor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER)
the dump body and take up the slack as shown 1. Dump Body 3. Hoist Cylinder
in Figure 3-1. 2. Hoist Cylinder Pin 4. Pin Retainer

5. Remove capscrews 2, Figure 3-3), lockwashers

FIGURE 3-1. DUMP BODY REMOVAL
1. Lifting Cables
(3), and retainer (1) from each pivot pin.
6. Remove capscrews (4) and lock nuts (5) from
each pivot pin.
7. Attach a body pivot pin support fixture to
bracket on underside of dump body to aid in
supporting the pin as it is removed.
Remove body pivot pins (6) far enough to allow
shims (9) to drop out. Complete removal of pins
is not necessary unless new pins are to be
installed.
8. Lift dump body clear of the chassis and move to
storage or work area. Block the body to prevent
damage to the body guide etc.
9. Inspect bushings (8, 11 & 12), body ear (7), and
2. Guide Rope frame pivot (10) for excessive wear or damage.

B03013 04/03 Dump Body B3-3

Installation
Inspect all lifting devices. Slings, chains, and/or
cables used for lifting components must be
inspected 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 fac-
tor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
FIGURE 3-3. DUMP BODY PIVOT PIN
1. Retainer 7. Body Ear
2. Capscrew - M10 8. Body Pivot Bushing
3. Lockwasher - M10 9. Shim
4. Capscrew - M36 10.Frame Pivot
5. Locknut - M36 11.Pivot Bushing
6. Body Pivot Pin 12.Body Pivot Bushing
B3-4 Dump Body
1. Park truck on a hard, level surface and block all
the wheels.
Attach cables and lifting device to the dump
body and take up the slack as shown in Figure
3-1. Lower body over the truck frame and align
body pivots to frame pivot holes.
2. Install shims (9, Figure 3-3) in both body pivots,
as required, to fill the outside gaps and center
the body on the frame pivot. Do not install
shims at the inside. A minimum of 1 shim is
required at the outside end of both frame pivots.
3. If not already installed, install retainer (1) and
capscrews (2) to retain bushing (12). Tighten
the capscrews to 40 ft.lbs. (55 N.m)
4. Align the hole in pivot pin (6) with capscrew
hole in pin retainer (part of body pivot ear, 7)
and push the pivot pin through the shims (9),
frame pivot (10), and into the pivot bushings (8,
12) in each side of the body pivot.
5. Install capscrew (4) through each pin and
tighten the locknuts (5) to 300 ft.lbs. (407 N.m)
torque. Use washers, as necessary on the nut
side only, to ensure the capscrew does not run
out of threads when tightening. Be sure lock-
nuts are in good condition.
6. Align hoist cylinder upper mounting eye bush-
ings with the hole through the body. Align retain-
ing capscrew (4, Figure 3-2) hole and install the
pin.
7. Install the pin retaining capscrews and locknuts
and tighten to 300 ft.lbs. (407 N.m) torque. Be
sure locknuts are in good condition.
8. Install mud flaps, rock ejectors, electrical cables
and lubrication hoses.
04/03 B03013
BODY PADS
It is not necessary to remove the dump body to
replace body pads. Pads should be inspected
during scheduled maintenance inspections and
replaced if worn excessively.
1. Raise the unloaded dump body to a height
sufficient to allow access to all pads.
Place blocks between the body and frame.
Secure blocks in place.
2. Remove hardware attaching pads to the dump
body. Refer to Figure 3-4.
3. Remove body pad and shims. Note the num-
ber of shims installed at each pad location.
(The rear pad on each side should have one
less shim than the other pads.)
4. Install new pads with the same number of
shims as removed in step 3.
FIGURE 3-4. BODY PAD INSTALLATION
1. Dump Body 3. Frame
2. Pad Mounting Hardware 4. Body Pad
B03013 04/03 Dump Body
5. Install the mounting hardware and torque to 65
ft.lbs. (88.1 N-m).
6. Remove blocks from frame and lower body
onto the frame.
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 compression of the rubber.
3. A gap of approximately 0.075 in. (1.9 mm) 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.
! IMPORTANT !
Proper body pad to frame contact is required to
assure maximum pad life.
5. Shim
6. Mounting Pad
B3-5
BODY GUIDE BODY-UP RETENTION CABLE
1. Body guide wear points should be inspected
each time a body pad inspection is performed.
(Refer to Figure 3-5) The body guide should be
centered between the wear plates (3), with a
maximum gap of 0.19 in. (4.8 mm) at each side
when new.
Any time personnel are required to perform main-
2. If gap becomes excessive, replacement parts tenance on the vehicle with the dump body in the
should be installed. (Refer to the Parts Cata- raised position, the body-up retention cable
log). MUST be installed.
1. To hold the dump body in the up position, raise
the body to it's maximum height. Refer to Fig-
ure 3-6.

FIGURE 3-5. BODY GUIDE

1. Dump Body 3. Body Guide Wear

2. Body Guide Plates FIGURE 3-6. BODY-UP CABLE INSTALLATION

1. Rear Body Ear 3. Cable Assembly

Structure 4. Axle Housing Ear
2. Cable Storage Structure

HOIST LIMIT SWITCH

2. Remove the cable (3) from its stored position on
Refer to Section D, Electrical System (24VDC) for the body and install between the rear body ear
adjustment procedure of the hoist limit switch. (1) and the axle housing ear (4).
3. Secure the cable clevis pins with cotter pins.
4. After maintenance work is completed, reverse
BODY UP SWITCH the above procedure to remove cable assembly
and place it in the storage position.
Refer to Section D, Electrical System (24VDC) for
adjustment procedure of the body up switch.

B3-6 Dump Body 04/03 B03013

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.
Rock Ejectors (Type I)
Inspection
1. The ejectors must be positioned on the center
line between the rear tires within 0.25 in. (6.0
mm).
2. With the truck parked on a level surface, the
arm structure should be approximately 4.33 in.
(110 mm) from the wheel spacer ring (3). Refer
to Figure 3-7.
NOTE: With rock ejector arm (1, Figure 3-8) hanging
vertical as shown in Figure 3-7, there must be NO
gap at stop block (3, Figure 3-8).
3. If the arm (1) becomes bent, it must be
removed and straightened.
4. Inspect the mounting brackets (4, Figure 3-8),
pins (2) and stops (3) at each shift change for
wear and/or damage, and repair as necessary.

FIGURE 3-7. ROCK EJECTOR INSTALLATION FIGURE 3-8. ROCK EJECTOR MOUNTING
BRACKET (Detail View)
1. Rock Ejector Arm 3. Rear Wheel Spacer 1. Rock Ejector Arm 3. Stop Block
2. Wear Plate Ring 2. Pin 4. Mounting Bracket

B03013 04/03 Dump Body B3-7

Rock Ejectors (Type II)

Inspection
1. The rock ejectors must be positioned on the
center line between the rear tires within 0.25 in.
(6.0 mm).
2. With the truck parked on a level surface, the
arm structure should be approximately 17.9 in.
(454.5 mm) from wheel housing (2). Refer to
Figure 3-10.
NOTE: With rock ejector arm (1, Figure 3-9) hanging
vertical as shown in Figure 3-10, there must be NO
GAP at stop block (3, Figure 3-9).
3. If arm (1) becomes bent, it must be removed
and straightened.
4. Inspect mounting brackets (4, Figure 3-9), pins
(2) and stops (3) at each shift change for wear
and/or damage, and repair as necessary.

FIGURE 3-10. ROCK EJECTOR INSTALLATION

1. Rock Ejector Arm 2. Wheel Housing

FIGURE 3-9. ROCK EJECTOR MOUNTING

BRACKET
1. Rock Ejector 3. Stop Block
2. Pin 4. Mounting Bracket

B3-8 Dump Body 04/03 B03013

 SECTION B4
FUEL TANK
INDEX

FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4

Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4

Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4

FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

LOW FUEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5

WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6

FUEL RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6

TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6

LEFT SIDE FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-7

FUEL - WATER SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-8

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-8

Filter Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-9

Backflushing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-9

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-9

B04012 08/01 Fuel Tank B4-1

 NOTES

B4-2 Fuel Tank 08/01 B04012

 FUEL TANK

FIGURE 4-1. FUEL TANK INSTALLATION

1. Fuel Tank
2. Capscrews & Lockwashers
3. Mounting Cap
4. Lifting Brackets
5. Breather
6. Filler Cap
7. Fuel Return Hose
8. Fuel Supply Hose
9. Fuel Gauge Sender 17. Flatwasher
10. Drain Cock 18. Rubber Dampener
11. Fuel Supply Connector 19. Ground Wire
12. Capscrews & Lockwashers 20. Wire Harness
13. Low Fuel Switch 21. Capscrews & Lockwashers
14. Wire Harness 22. Capscrews & Lockwashers
15. Tank Mount Bracket 23. Refueling Cap
16. Capscrew, Flatwasher, Lockwasher 24. Fuel Receiver

B04012 08/01 Fuel Tank B4-3

Removal Repair
1. Raise the truck body and install the body-up If a tank has been damaged and requires structural
cable. repair, perform such repairs before final cleaning.
2. Drain the fuel from the tank into clean contain-
ers.
3. Disconnect the fuel tank wire harness and
remove the clamps attached to the tank.
Remove ground wire (19, Figure 4-1).
4. If equipped, close the in-line shut-off valves. If a tank is to be weld repaired, special precau-
Remove fuel supply hose (8) and return (hose tions are necessary to prevent fire or explosion.
7). Cap the hoses and tank fittings to prevent Consult local authorities for safety regulations
contamination. before proceeding.
5. Remove the hydraulic filter assembly on the
frame side of the tank. Support the filter assem-
bly by placing a chain over the frame rail. (It is Cleaning
not necessary to remove the hydraulic hoses.)
The weight of the empty fuel tank is approxi- The fuel tank is provided with a drain and a cleaning
mately 3725 lbs (1690 kg). Be certain to use lifting port in the side that allows steam or solvent to be uti-
devices with adequate capacity. lized in cleaning tanks that have accumulated foreign
material.
6. Attach a lifting device to tank lift eyes (4).
7. Remove lower mount capscrews (16). Remove It is not necessary to remove the tank from the truck
upper mount capscrews (2) and mounting caps for cleaning of sediment, however rust and scale on
(3). the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in con-
8. Lift tank assembly from brackets and move to
tact with all interior surfaces by rotating the tank in
work area.
various positions, etc.
9. Remove fuel gauge sending unit (9), breather
(5) on top of the tank, and other fittings as Prior to a cleaning procedure of this type, all vents,
required to perform interior cleaning. fuel gauge, and hose connections should be
removed and temporarily sealed. After all scale, rust,
Installation and foreign material has been removed, the tempo-
rary plugs can be removed.
1. Thoroughly clean the frame mounting brackets
and the mounting capscrew hole threads. Re- A small amount of light oil should be sprayed into the
tap the threads if damaged. tank to prevent rust if the tank is to remain out of ser-
The weight of the empty fuel tank is approxi- vice. All openings should be sealed for rust preven-
mately 3725 lbs (1690 kg). Be certain to use lifting tion.
devices with adequate capacity.
2. Lift the fuel tank into position over the frame
trunnion mounts and lower into position. Install
mount caps (3, Figure 4-1), capscrews (2) and
lockwashers. Do not tighten at this time.
3. Install the four capscrews, lockwashers, and
flatwashers (16), flat washers (17), and rubber
dampeners (18) in the lower mounts and tighten
the lower mounting bolts to 310 ± 31 ft. lbs.
(420 ± 42 N.m) torque.
4. Tighten the trunnion mount capscrews (2) to
525 ± 53 ft. lbs. (711 ± 72 N.m) torque.
5. Connect the hoses removed during the removal
procedure. Install the wire harness and clamps.
Open the in-line shut-off valves, if equipped.

B4-4 Fuel Tank 08/01 B04012

FUEL GAUGE SENDER
A fuel gauge sending unit (9, 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 the fuel below the level of the gauge
sender.
2. Disconnect the wire from the terminal.
3. Loosen the small screws holding the fuel gauge
sender unit and carefully remove.
LOW FUEL SWITCH
Low fuel switch (13, Figure 4-1) controls the low fuel
level indicator on the overhead warning indicator light
panel in the operator cab. The switch is calibrated to
turn on the low fuel indicator when the usable fuel
remaining in the tank is approximately 25 gallons (95
liters).

Installation
1. Clean mating surfaces, and install a new gas-
ket.
2. Reinstall the sender unit in the tank. Use care
and ensure that the float is oriented properly
and works freely in the vertical plane during
installation.
3. Reinstall the four socket head capscrews and
tighten to standard torque. Reconnect the wire
to the terminal.
4. Refill the tank and check for leaks.

B04012 08/01 Fuel Tank B4-5

 WIGGINS QUICK FILL FUEL SYSTEM
FUEL RECEIVER properly on the stem. If not, adjust the cage,
accordingly.
The fuel receiver (24, Figure 4-1) is mounted on the
fuel tank (1). Receiver assembly (6, Figure 4-3) is
mounted on the left hand frame rail.
Keep the cap on the receivers to prevent dirt build up
in valve area and nozzle grooves. If fuel spills from
tank breather valve, or if the tank does not com-
pletely fill, check the breather valve to see that the
float balls are in place and the outlet screen is clean.
If the valve is operating properly, the problem will
most likely be with the fuel supply system.

TANK BREATHER VALVE

NOTE: The relief pressure of the breather valve is
10.2 - 12.9 psi (70 - 89 kPa).

Removal
Unscrew breather valve (5, Figure 4-1) from fuel tank
(1).

Installation
Screw breather valve (5, Figure 4-1) into fuel tank
(1).

Disassembly
1. Remove clamp (3, Figure 4-2).
2. Remove cover (2) and screen (1).
3. Remove ball cage (10), solid ball (11), and float
balls (12).
4. Unscrew end fitting (7) from body (4). FIGURE 4-2. BREATHER VALVE
5. Remove stem (8) and valve spring (5).
1. Screen 7. End Fitting
Assembly 2. Cover 8. Stem
3. Clamp 9. O-Ring
1. Clean and inspect all parts. If damaged compo- 4. Body 10. Ball Cage
nents are evident, replace the entire assembly. 5. Valve Spring 11. Solid Ball
2. Place valve spring (5) into position in body (4). 6. O-Ring 12. Float Ball
3. Insert stem (8) into end fitting (7).
4. Screw end fitting (7) into body (4). Ensure the
components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
6. Insert the balls into ball cage (10) with solid ball
(11) on top.
7. Insert the ball cage onto the stem. A minimum
of two cage coils must be seated in the groove
on the stem. Ensure the solid ball is able to seat

B4-6 Fuel Tank 08/01 B04012

LEFT SIDE FILL
This location permits fueling the truck from the left side.

FIGURE 4-3. 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.

B04012 08/01 Fuel Tank B4-7

FUEL - WATER SEPARATOR Operation (Figure 4-5)
Fuel is drawn into the filter (either port A or B) by the
Installation
action of the lift pump.
The Fuel - Water Separator is placed in the suction
NOTE: Filter is designed for the suction side of the
side of the fuel line between the fuel tank and the
engine. Plug ports (inlet/outlet) not being used.
engine. No other filters should be in this line.
The separator can be installed anywhere between Stage 1 Fuel Flow
the fuel tank and engine (level with top of fuel tank is
Fuel enters inlet port (A or B) and passes into the
best). However, if the separator is placed at a level
centrifuge area where the larger particles of dirt and
lower than the top of the fuel tank, a shut-off valve (2,
water droplets (down to 30 microns) are separated.
Figure 4-4) must be installed to prevent loss of fuel
The centrifuge does not spin. The fuel spins in a cir-
during servicing.
cular motion as it passes through the channels of the
centrifuge.

Stage 2 Fuel Flow

As the fuel comes out of the centrifuge, it hits the
side of the bowl, allowing dirt and water to settle to
the bottom of the bowl.

Stage 3 Fuel Flow

The fuel flows through the second centrifuge stage
and passes on the outside of the centrifuge. At this
point, the small droplets of water and dirt particles
are thrown to the center of the bowl, moving around
and forming larger droplets of water. There the larger
vane catches the particles and sends them down
through the vane. This action is caused by the vac-
uum at the lowest part of the second vane.

Stage 4 Fuel Flow

With the continuous circular motion of the fuel, the
dirt and water droplets continue to grow together,
becoming heavier and falling back into the bowl.

Stage 5 Fuel Flow

Specially treated, water-resistant paper filters out all
remaining dirt and water. The fuel then leaves the fil-
ter through the outlet port (C or D).

FIGURE 4-4. FUEL-WATER SEPARATOR

1. Fuel-Water Separator 4. Line To Engine
2. Shut-off Valve 5. Return To Tank
3. Line From Tank

B4-8 Fuel Tank 08/01 B04012

 Filter Service
The filter can be serviced by backflushing or element
replacement. The following are indications that filter
service is required:
• Loss of engine power.
• Black exhaust smoke from the engine.
• Vacuum gauge indicates high restriction
(∆P).(reading on the filter element)

Backflushing Procedure
1. Stop engine. Obtain a container to catch the
fuel drained in the following procedure.
2. Open the bleed screw to allow atmospheric
pressure into the filter. The dirt particles and
larger droplets of water will release from the
bottom of the filter element. Gravity will cause
the dirt particles to slowly fall to the bottom of
the bowl.
3. Open the drain valve. The clean fuel above the
filter will backflush through the filter element
releasing smaller dirt and water particles. Drain
the fuel until the dirt and water are removed
from the filter and bowl.
4. Close the drain valve.
5. Close the Bleed Screw (DO NOT OVER-
TIGHTEN).
6. Start engine. If engine stills lacks power, try
backflushing again.
7. If restriction (∆P) is still too high, change the fil-
ter element.

Filter Element Replacement

1. Stop engine.
2. Loosen the cover screws.
3. Remove the cover.
4. Remove the spring frame.
FIGURE 4-5. FUEL-WATER SEPARATOR 5. Remove the filter element.
1. Stage 1 Fuel Flow A. Inlet Port 6. Replace the filter element.
2. Stage 2 Fuel Flow
B. Inlet Port 7. Replace the spring frame on top of the filter ele-
3. Stage 3 Fuel Flow
ment.
4. Stage 4 Fuel Flow C. Outlet Port
5. Stage 5 Fuel Flow 8. Check that the cover seal is correctly seated (a
D. Outlet Port new seal is recommended).
9. Replace cover and tighten screws.
10. Start engine and check system for leaks.

B04012 08/01 Fuel Tank B4-9

 NOTES

B4-10 Fuel Tank 08/01 B04012

 SECTION C

ENGINE

INDEX

POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1

POWERTRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1

AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1

C01021 Index C1-1

 NOTES

C1-2 Index C01021

 SECTION C2
POWER MODULE
INDEX

POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Preparation for Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Power Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Power Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Power Module Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Series 4000 Fuel System Priming Procedure (For new engine or after engine overhaul) . . . . . . 11

C02020 Power Module C2-1

 NOTES

C2-2 Power Module C02020

 POWER MODULE
The radiator, engine, and alternator assemblies are
mounted on a roller equipped subframe which is con-
tained within the truck's main frame and is referred to
as a “Power Module”. This arrangement permits
removal and installation of these components with a
minimum amount of disconnect and by utilizing the
unique “Roll In/Roll Out” feature.
Although the instructions in this section are primarily
based upon the “Rollout” method for major compo-
nent removal, the radiator and fan may be removed
as separate items. Instructions for radiator and fan
removal are contained later in this section. Optional
equipment may be installed on the truck, requiring
additional removal and installation steps, not listed.
The procedures outlined in this section of the manual
are general instructions for power module removal
and installation. It may be necessary to perform
some procedures in a different order or use different
methods for component removal and installation,
depending on the lifting equipment available at the
mine site. Prior to 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 before
attempting any repairs!
• Do not attempt to work in deck area until body
safety cables have been installed.
• Do not step on or use any power cable as a
hand hold when the engine is running.
• Do not open any electrical cabinet covers or
touch the retarding grid elements until all
shutdown procedures have been followed.
• All removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly
trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
C02020 Power Module
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the
safety of those working in the areas of the deck, elec-
trical cabinet and retarding grids. The following pro-
cedures will ensure the electrical system is properly
discharged before repairs are started.
PREPARATION
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
illuminated.
2. Place the drive system in the REST mode by
turning the Rest switch on the instrument panel
ON. Be certain the REST warning lamp is illumi-
nated.
3. 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.
4. Verify the LINK VOLTAGE lights are OFF. If
they remain on longer than 5 minutes after shut-
down, notify the electrical department.
5. Place the GF Cutout Switch in the CUTOUT
position. (See Figure 3-1, page E3-2, Propul-
sion System, for switch location.)
6. Verify the steering accumulators have bled
down by attempting to steer.
7. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
8. Open the battery disconnect switches.
Tag or mark all hydraulic lines, fuel lines, and electri-
cal connections to assure correct hookup at time of
power module installation. Plug all ports and cover all
hose fittings or connections when disconnected to
prevent dirt or foreign material from entering.
It is not necessary to remove the radiator prior to the
removal of the power module. However, the coolant
must be drained and the piping connected to the
brake cooling heat exchanger removed. If radiator
removal is desired or if only radiator repair is neces-
sary, refer to Cooling System in this section.
C2-3
 FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT
1. Hydraulic Pump 4. Pump Drive Shaft
2. Shaft Guard 5. Alternator
3. Blower Duct

Preparation for Removal

The complete power module, including the hood

and grille weighs approximately 30,800 lbs.
(13,985 kg). Make sure lifting device to be used
FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT
has adequate capacity.
1. Electrical Cabinet 6. Wheel Motor Air Duct
1. If radiator removal is required, refer to Section 2. Intake Duct 7. Main Alternator
“B” for hood and Grille removal instructions. 3. Alternator Inlet Duct 8. Alternator Inlet
(Power module may be removed with hood 4. Blower Assembly Transition Structure
installed if desired.) 5. Wheel Motor Duct 9. Blower Subframe
2. Remove driveshaft guard cover (2, Figure 2-1). Transition Structure Structure
Disconnect hydraulic pump drive shaft (4) at the
drive shaft U-joint companion flange mounted
on the alternator (5).
3. Remove main alternator blower ducts to provide 4. Remove engine air intake duct support rods.
clearance to raise the engine off the subframe Remove any hoses or electrical cables attached
mounts. (Refer to Figure 2-2): to center deck structure.
5. Attach overhead hoist to center deck structure.
a. Disconnect cables and hoses as required.
Remove deck mounting hardware, lift deck from
b. Remove alternator inlet transition structure truck and move to storage area.
(8) and gasket. 6. Disconnect the air cleaner restriction indicator
c. Remove wheel motor cooling air duct transi- nylon tubes at ports (9, Figure 2-3) on upper
tion structure (5). inlet ducts.
d. Cover all openings to prevent entrance of 7. Loosen clamps on hump hoses (2) connecting
foreign material. the four engine air inlet ducts to the rear of the
air cleaner assemblies (1).
8. Remove support clamps (6).

C2-4 Power Module C02020

 FIGURE 2-3. ENGINE AIR PIPING
(DDC/MTU 4000 ENGINE)

1. Air Cleaner Assemblies 7. Left Rear Turbocharger

2. Hump Hoses
3. Left Front Turbocharger
4. Left, Lower Intake Duct
5. Left, Upper Intake Duct
6. Duct Support Clamps
8. Right Rear Turbocharger
9. Air Cleaner Restriction Indicator Port
10. Right, Upper Intake Duct
11. Right, Lower Intake Duct
12. Right Front Turbocharger

C02020 Power Module C2-5


FIGURE 2-4. ENGINE EXHAUST PIPING
(Non-Heated Body Shown)
1. Front Exhaust Pipe 3. Clamp Bands
2. Support Clamps 4. Rear Exhaust Pipe
9. Disconnect inlet ducts at each of the four turbo-
chargers. Remove inlet ducts from truck.
10. Remove exhaust duct clamps (2, Figure 2-4)
and remove exhaust ducts (1 & 4). Cover open-
ing on engine exhaust outlets.
11. Remove alternator power cable protective
cover. Disconnect all (already marked) electri-
cal cables, oil and fuel lines that would interfere
with power module removal. Cover or plug all
lines and their connections to prevent entrance
of dirt or foreign material. To simplify this proce-
dure, most connections utilize quick discon-
nects.
12. Close cab heater shut-off water valves, discon-
nect water lines and drain water from the heater
core. Secure water lines away from engine
compartment to prevent interference with power
module removal.
13. Drain engine coolant into clean containers for
re-use after engine installation. Coolant capac-
ity is approximately 195 gal (738 l).
14. Disconnect and remove piping (6, Figure 2-4)
from engine water pump and radiator routed to
the brake system cooling heat exchanger (7).
15. Remove upper radiator support rod (9) at each
side of radiator.
16. Remove capscrews and washers at vertical and
diagonal ladder mounting pads. Lift ladders
from truck and move to storage area.
17. Refer to Section N, Operator Comfort, for proce-
dures required to properly remove the refriger-
ant. After the system has been discharged,
disconnect refrigerant hoses routed to cab at
the compressor and receiver/dryer.
NOTE: System contains HFC-134A refrigerant.

Federal regulations prohibit venting air condi-

tioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air condi-
tioning system.

C2-6 Power Module C02020

 FIGURE 2-5. POWER MODULE REMOVAL AND INSTALLATION
1. Alternator 5. Power Module Sub-frame 9. Upper Radiator Support
2. Rear Power Module Lift Eye 6. Heat Exchanger Piping 10. Front Power Module Lift Eye
3. Rear Frame/Sub-frame Mount 7. Heat Exchanger
4. Engine/Alternator Cradle Structure 8. Front Frame/Sub-frame Mount

Power Module Removal 2. Remove capscrews and caps securing sub-

frame mounting bushings to the subframe sup-
Recheck to be certain all hoses, electrical cables,
port bracket (3) at rear of subframe.
ground straps etc. have been removed.
3. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
1. Remove capscrews, nuts and washers (8, Fig- been disconnected.
ure 2-4) securing front subframe support to
main frame.

Lift power module only at the lifting points on

Install safety chain around the engine subframe subframe and engine/alternator cradle structure.
cross member and main frame to prevent the (Refer to Figure 2-5 and 2-7.)
power module from rolling when the subframe
rollers are installed.

C02020 Power Module C2-7


FIGURE 2-6. SUBFRAME ROLLERS
1. Roller Assembly 3. Capscrews
2. Subframe
4. Locate a jack under the rear of the power mod-
ule. Raise the rear portion of engine subframe
and install subframe rollers (Refer to Figure 2-
6). Lower the rear portion of the subframe
carefully until the rollers rest on the main frame
guide rail.
NOTE: Subframe rollers are supplied in the truck
tool group and can be installed in the storage
position after use, as shown in Figure 2-6.
FIGURE 2-7. POWER MODULE LIFT POINTS
1. Module Lifting Tool
2. Alternator
3. Lifting Points
C2-8 Power Module
5. Position hoist to front subframe lifting points
(10, Figure 2-5). Raise the engine subframe
until the engine is on a level plane. Remove
the safety chain.
The complete power module, including the hood
and grille weighs approximately 30,800 lbs.
(13,985 kg). Ensure the lifting device to be used
has adequate capacity.
6. Roll the power module forward sufficiently so
that adequate clearance is provided in front of
electrical cabinet for the lifting device to be
attached to the engine/alternator cradle struc-
ture (2, Figure 2-5) and front subframe lifting
points (10). Place stands or block under front
of subframe and lower hoist until front of sub-
frame is supported. Install safety chain to pre-
vent subframe from rolling.
7. Attach lifting device (1, Figure 2-7) to hoist and
attach to engine/alternator cradle structure and
front subframe lifting points as shown in Figure
2-7. Remove safety chain.
8. Raise the power module slightly to determine if
module is on an even plane. Move the power
module straight out of truck to a clean work
area for disassembly.
For further disassembly of the engine, alternator,
and radiator, refer to the appropriate section of this
manual.
4. Engine
5. Power Module Subframe
C02020
Power Module Installation
1. Inspect the main frame guide rails. Remove any
debris which would interfere with power module
installation.
2. Clean the main frame rear support brackets.
Apply a light film of soap solution to each rubber
bushing (3, Figure 2-5) located at the rear of the
subframe.
3. Check the subframe rollers making sure they
roll freely and are in the “roll-out” position. (Fig-
ure 2-6).
4. Attach a lifting device to engine/alternator cra-
dle structure and front subframe lifting points
(Figure 2-7).
The complete power module, including the hood
and grille weighs approximately 30,800 lbs.
(13,985 kg). Make sure lifting device to be used
has adequate capacity.
5. Raise the power module and align the subframe
rollers within the main frame guide rails.
FIGURE 2-8. POWER MODULE INSTALLATION
C02020
6. Lower the power module to the subframe guide
rails, relax the hoist slightly and roll the power
module into truck frame as far as possible
before the lifting chains contact the electrical
cabinet.
7. Place stands or blocking under front of sub-
frame to support assembly while repositioning
hoist.
8. Install a safety chain around the truck frame
and the subframe. The safety chain will prevent
the power unit from rolling forward.
9. Place a small block behind each rear subframe
roller to prevent rolling.
10. Lower hoist to allow subframe to rest on stands
and rollers. Remove lifting device.
11. Attach hoist to front lifting eyes on subframe.
12. Remove the small blocks behind the subframe
rollers, remove safety chain, and slowly roll the
power module into position over the main frame
mounts. Lower hoist until front subframe
mounts are aligned and seated on the front,
main frame mounts. Reinstall safety chain.
13. Place a jack under rear of subframe to support
the power module. Raise power module just
enough to permit removing the subframe roll-
ers.
14. Lower the rear portion of the subframe until the
subframe rubber bushings are seated in the
mounting brackets (3, Figure 2-4) located on
the main frame of the truck.
15. After subframe is seated in frame mounts, the
safety chain may be removed from the front
subframe member.
16. Install rubber bushings, capscrews, washers
and nuts in the front mounts (8, Figure 2-5).
Tighten capscrews to 525 ft.lbs. (712 N.m)
torque.
17. install the rear subframe mounting caps and
secure caps in place with lubricated capscrews.
Tighten capscrews to 407 ft.lbs. (551 N.m)
torque. (Refer to Figure 2-5).
Power Module Hookup
1. Install all ground straps between frame and
subframe. Reconnect wire harnesses at power
module subframe connectors.
2. Install vertical and diagonal ladders on mount-
ing pads at front bumper.
Power Module C2-9
 3. Attach hoist to the front center deck and lift into
position. Install capscrews, flat washers, lock-
washers and nuts at each mounting bracket.
Tighten capscrews to standard torque.
4. Install engine air intake duct supports. Rein-
stall intake ducts (4, 5, 10 & 11, Figure 2-3) in
hump hoses (2) and clamp securely to insure a
positive seal is made. (Refer to Figures 2-3 &
2-9 for correct installation and alignment
examples.) Install exhaust ducts (1 & 4, Figure
2-4) and clamps.
5. Connect the cab heater inlet and outlet hoses
and open both valves.
6. Install piping (6, Figure 2-5) between heat
exchanger (7) and engine water pump and
radiator.
7. Inspect alternator/wheel motor cooling duct
gaskets and replace if damaged. Install alter-
nator inlet transition structure (8, Figure 2-2)
and wheel motor duct transition structure (5).
FIGURE 2-9. AIR INLET PIPING CONNECTIONS
C2-10 Power Module
8. Connect the hydraulic pump drive shaft com-
panion flange (4, Figure 2-1) to the alternator
(5). Tighten capscrews to standard torque.
Install driveshaft guard (2).
9. Connect all remaining electrical, oil, and fuel
lines.
10. Connect the air filter restriction indicator hoses.
11. Close battery disconnect switches.
12. Connect hoses routed from cab to receiver/
drier and air conditioning compressor.
13. Refill radiator and service engine with appro-
priate fluids. Refer to Section P for capacity
and fluid specifications.
14. Recharge air conditioner system per instruc-
tions in Section N, Operator Comfort.
15. Bleed air from and prime the fuel system prior
to starting the engine, using the procedure on
the following page.
C02020
Series 4000 Fuel System Priming Procedure (For
new engine or after engine overhaul)
1. Open fuel supply and return valves, if installed.
2. Connect a pressurized fuel supply adjusted to
0.75 to 2.9 psi (5.1 to 19.7 kPa) to the priming
port (2, Figure 2-10).
3. Loosen vent connection (3) at the high-pressure
pump to allow air to bleed out. Tighten connec-
tion after air is expelled and bubble-free fuel
flows from fitting.

Do not skip this step or do not try to bleed air at

another location. Severe damage to the pump will
occur if it is not full of fuel at start-up.
4. Disconnect priming fuel supply.
5. Crank the engine in 20 second intervals up to
four times.
6. If the engine did not start, repeat steps 2 to 5.

FIGURE 2-10. FUEL FILTERS

1. Filter Elements 3. Vent Connection
2. Priming Port

C02020 Power Module C2-11

 NOTES

C2-12 Power Module C02020

 SECTION C3
COOLING SYSTEM
INDEX

COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3

COOLING SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3

Coolant Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3

RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4

RADIATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6

Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6

External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8

Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9

Additional Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10

RADIATOR FILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10

Radiator Pressure Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-11

COOLING SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-11

C03019 03/01 Cooling System C3-1

 NOTES

C3-2 Cooling System 03/01 C03019

 COOLING SYSTEM
COOLING SYSTEM DESCRIPTION
Refer to Figure 3-1 for details of the coolant flow
through the Separate Circuit Charge Cooling
(SCCC) system. The cooling system utilizes two
coolant pumps to provide cooling for two separate
circuits; one for basic engine cooling; and one for
cooling the air entering the engine ("charge air").
The Separate Circuit Charge Cooling (SCCC) sys-
tem increases the coolant flow and supplies contin-
uous coolant through the charge air cooler circuit.
This flow provides more uniform cooling for the
charge air cooler.
The coolant service capacity is 205 gallons (776
Liters). If coolant is to be reused, it must be stored in
clean containers. Cap all openings after hoses and
piping are removed to prevent contamination of the
system.
Coolant Flow
The engine water pump (6, Figure 3-1), located on
the right front of the engine, pumps coolant into the
engine oil cooler (7) mounted on the upper left front
of the engine and then through the engine block (8).
Prior to reaching operating temperature, coolant
from the engine block is bypassed from the thermo-
stat (9) back to the pump for recirculation. After nor-
mal operating temperature is reached, the coolant
from the engine thermostat (9) flows through the
hoses to the top of the engine radiator (2). Coolant
temperature is lowered by fan air flow as it is routed
through the finned tubes to the bottom tank.
The SCCC coolant pump (5) is also located on the
right front of the engine. It pumps coolant through
the "charge air" cooler (11) and on through the
charge air radiator (1), which is cooled by the fan air
flow. This circuit cools the air entering the engine.

FIGURE 3-1. SCCC COOLING FLOW DIAGRAM

1. Charge Air Cooler Radiator
2. Engine Radiator
3. Charge Air Cooler Fill Line
4. Engine Fill Line
5. Water Pump (SCCC)
6. Engine Water Pump 12. Air Vent Lines
7. Engine Oil Cooler 13. Regulated Air Pressure
8. Engine (MTU/DDC 4000 Series) 14. Radiator Cap
9. Engine Thermostats 15. De-aeration Lines
10. Thermostat Bypass 16. Surge Tank
11. Charge Air Cooler

C03019 03/01 Cooling System C3-3

RADIATOR
Removal
1. Drain coolant from radiator and engine. Be pre-
pared to catch approximately 205 gallons (776
liters) of coolant. If the coolant is to be reused, it
must be stored in clean containers.
2. If radiator is being removed without the removal
of the complete power module, remove grille
and hood according to "removal" instructions in
Section B.
Federal regulations prohibit venting air condi-
tioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air condi-
tioning system.
3. Refer to instructions in Section N, Operator
Comfort and discharge the refrigerant from the
system with a recovery/recycle station. The sys-
tem is charged with HFC-134A refrigerant.
a. Remove refrigerant hose clamps and
remove the receiver/dryer mounted on rear,
left side of the radiator shroud. Disconnect
wiring from low pressure switch.
b. Remove clamp and disconnect inlet and out-
let hoses (4 & 5, Figure 3-3) at the con-
denser. Remove mounting capscrews (3)
and remove condenser.
c. Cap all hoses to prevent contamination.
Remove any remaining clamps attaching
hoses and wiring to radiator shroud and
reposition to allow removal of the radiator
and shroud assembly.
4. Disconnect lines at fuel cooler (1, Figure 3-2).
Remove clamps securing fuel lines to radiator.

FIGURE 3-2. RADIATOR INSTALLATION

1. Fuel Cooler 5. Lower Support Rod
2. Radiator 6. Heat Exchanger FIGURE 3-3. AIR CONDITIONER CONDENSER
3. Upper Hoses 7. Mount Capscrews
4. Upper Support Rod 1. Grille Structure 4. Inlet Hose
2. Condenser 5. Outlet Hose
3. Mounting Capscrews

C3-4 Cooling System 03/01 C03019

 FIGURE 3-5. FAN GUARD
FIGURE 3-4. RADIATOR PIPING
1. Pressure Regulator 3. Fan Guard (RH)
(Bottom View) Valve 4. Engine Subframe
1. Drain Cock 4. Outlet Elbow (Rear) 2. Fan Shroud 5. Fan Guard (LH)
2. Outlet Elbow (Front) 5. Heat Exchanger
3. Mounting Capscrews 6. Engine Subframe

5. Unclamp and separate all upper tank lines (3) 10. Remove the upper radiator side support rods (4,
between the radiator and engine. Figure 3-2). Remove lower support rods (5).
6. Remove outlet elbows (2 & 4, Figure 3-4) at 11. Remove nuts, lockwashers, flat washers and
bottom tanks. Cap all coolant lines to prevent capscrews (2, Figure 3-6) from power module
contamination. subframe (3) at the lower radiator mounts.
7. Remove and cap hoses from radiator top tank
12. Verify all hoses and wiring harnesses have
and surge tank.
been removed. Lift radiator slightly with the
8. Remove capscrews and lockwashers to free fan hoist, move assembly forward until clear of
guard (3 & 5, Figure 3-5) from radiator shroud engine fan. Move radiator to work area for ser-
(2). The two halves of the fan guard may be dis- vice.
assembled and removed or the complete guard
may be moved to the rear to clear the fan
shroud during radiator removal.
9. Attach hoist to lift radiator and take up slack.
NOTE: The radiator and shroud assembly weigh
approximately 5,730 Lbs. (2,600 Kg.).

C03019 03/01 Cooling System C3-5

 RADIATOR REPAIR
Internal Inspection
If desired, an internal inspection can be performed on
the radiator before complete disassembly. The
inspection entails removing tubes in the radiator core
and cutting them open. This type of inspection can
indicate overall radiator condition, as well as coolant
and additive breakdown.
To perform this inspection, remove about four ran-
dom tubes from the air inlet side of the radiator.
Remove tubes from both the top and bottom cores,
and near each end of the radiator. Refer to Disas-
sembly and Assembly in this section for proper
instructions for tube removal and installation. Ana-
lyze any contaminant residue inside the tube to
determine the cause. Flush the system before return-
ing to service. Contact your nearest L&M Radiator
facility for further instruction or visit the L&M website
for further information at www.mesabi.com.

FIGURE 3-6. RADIATOR MOUNT

1. Radiator 4. Battery Box
2. Mounting Hardware 5. Outlet Elbow
3. Subframe External Cleaning
Many radiator shops use a hot alkaline soap, caustic
soda, or chemical additives in their boil-out tanks
which can attack solders. These tanks are generally
not recommended. Before such tanks are used for
cleaning, ensure that the cleaning solutions are
not harmful to solder, otherwise damage to the
radiator will result. Be sure to completely rinse the
cleaned tube/core in clean water after removing from
the boil-out tank.
As an alternative to boil-out tanks, radiators can be
cleaned externally with a high pressure washer and
soap. In most cases, it may be best to blow out any
dry dirt with a high pressure air gun prior to washing
the core with the high pressure washer.
Pressure washers should not exceed 1200 psi.
Unlike conventional cores, you can and should get
right up next to the core with the spray nozzle. Start-
ing from the air exit side, place the high pressure
washer nozzle next to the fins. Concentrate on a
small area, slowly working from the top down. Make
sure to spray straight into the core, not at an angle.
Continue washing until the exit water is free of dirt.
Repeat from the opposite side.

C3-6 Cooling System 03/01 C03019

Disassembly

To aid in removal of the tubes, clean the radiator

prior to disassembly. Heating the seals with hot
water helps to loosen the grip on the tubes.
Cleaning the radiator prior to disassembly also
reduces the risk of internal contamination.
After cleaning, spray lubricating oil at the top end
of the tubes.
FIGURE 3-8. INSTALLATION TOOL (VJ6567)

2. After the tube is loose, position the installation

tool (VJ6567) at the bottom of the tube to be
removed. Refer to Figure 3-8 The upper jaw of
the tool should be positioned just below the
rectangular section of the tube. The bottom jaw
should rest on the seal. Squeeze the tool just
enough to allow the bottom of the tube to be
removed from the bottom seal.
NOTE: To ease in the removal of tubes, use the
breaker tool and installation tool simultaneously.

FIGURE 3-7. BREAKER TOOL (XA2307)

1. Start at the top row of tubes, first, and use the

breaker tool (XA2307) to loosen the tube to be
removed. When using the tool, position it at the
top or bottom of the tube. Never position it in the
middle of the tube or damage may result. Use
the tool to lightly twist the tube back and forth
within the seals to loosen the grip. Refer to Fig-
ure 3-7.

FIGURE 3-9. ANGLING TUBE DURING REMOVAL

3. Pull the tube from the top seal while simulta-

neously twisting the tube. Angle the tube only
far enough to clear the radiator during removal.
Refer to Figure 3-9. Removing the tube at an
excessive angle may cause damage to the
tube.

C03019 03/01 Cooling System C3-7

 4. Remove all the tubes at the top, before remov- Assembly
ing the bottom tubes.
NOTE: For easier installation, soak the seals in hot
5. After all of the tubes are removed, pliers can be water before installing.
used to remove the seals from the tanks. Dis-
card all seals. New seals must be used for 1. Install the new tube seals onto the bottom tank
assembly. and the bottom side of the center tank. Do not
install seals for the top core at this time. Seals
for the top of the tubes do not have locking
grooves, bottom tube seals do. Ensure the cor-
rect seals are installed in the proper position.
Cleaning and Inspection The seal holes must be dry during installation.
Use a rubber mallet and a flat metal plate to
lightly tap the seals into place. Using excessive
1. Clean tube holes using a drill with a 3/4 in. (19 force will drive the seals in too far. The seals
mm) wire brush. should be slightly convex when installed prop-
2. Clean the holes of any foreign debris and wipe erly. Improperly installed seals are concave with
clean. a smaller diameter hole. Refer to Figure 3-10.
3. Clean the inside of the tanks and tubes. In most
cases just flushing the inside with a high pres-
sure hot water washer, with soap, will do the Properly installed;
job. If not, contact an L&M manufacturing facility Improperly installed;
slightly convex concave
or visit the L&M website for further instruction at
www.mesabi.com.
4. Check for signs of internal blockage in tubes
and tanks. If desired, you may cut open tubes
for inspection. If contamination is present, the
tube should be analyzed. The radiator must be
properly flushed of all contaminants and correc-
tive action must be taken to prevent such con-
tamination from occurring in the future. Refer to
Internal Inspection in this section.
5. Buff the tube ends with a polishing wheel and a FIGURE 3-10. PROPER SEAL INSTALLATION
copper polishing compound. If any debris can
not be removed by buffing, emery cloth, steel
wool, or a wire wheel (wire size 0.006 - 0.008 in.
(0.15 - 0.20 mm) is acceptable for use. Use
extreme care not to mar the tube ends. 2. Use a 1/2 in. (13 mm) diameter brush to lubri-
cate the seals with lube/release agent
(XA2308).

C3-8 Cooling System 03/01 C03019

 3. Use a spray bottle to lubricate the tube ends
with the lube/release agent.

Ensure that all tube beads are seated in their

When installing tubes, start at one end and work respective bottom seals.
towards the center. After you reach the center, Align and straighten all tubes during the installa-
move to the opposite end, and again, work tion of each row to allow maximum air flow
towards the center. If any of the tubes are difficult through the radiator.
to install, do not proceed to force the tube.
Remove the tube and determine the problem.
6. Install tube stay ends and install the felt air baf-
Possible causes may be:
fles behind the front and back rows while com-
• inadequate seal/tube lubrication pleting tube installation.
• improperly installed seal
• damaged seal or tube end
• tube angle excessive during installation
and/or tube not centered in seal
Pressure Testing
Inspect seals for damage before trying to re-
install tube. Replace as necessary. Radiators should be pressure tested at 15 psi for 30
minutes. Various methods of pressure testing include
4. Working from the front of the radiator (opposite the following:
of fan side) install the bottom row of tubes start-
• Pressurize the radiator and submerge into a test
ing with the fan side row.
tank. Watch for leaks.
When installing the tubes, center the top of the
tube in the top seal while angling the tube only • Lay the front side of the radiator on the floor. Cap
off ports, and fill the radiator with hot water.
as much as necessary. Twist the tube while
Pressurize the radiator and check for leaks.
applying upward force. Push the tube into the
seal until enough clearance is available to • Cap off radiator ports. Install an air pressure
install the bottom end of the tube into the bot- gauge and pressurize to 15 psi. Remove the air
tom seal. source and monitor the pressure gauge.
5. Center the bottom end of the tube in the bottom • Pressurize the radiator with air, and spray sealed
seal. Push the tube downward until the formed joints with soapy water.
bead on the tube is seated inside of the lock
ring groove in the seal. If necessary, you may
use the installation tool (VJ6567) to pull the
tube downward into the seal. The tool has a
hooking device on the end of one of the handles
for aiding in installation. Additional Service Information
Additional service information can be found on the
L&M Radiator website located at www.mesabi.com.

FIGURE 3-11. USING INSTALLATION TOOL TO

INSTALL TUBE

C03019 03/01 Cooling System C3-9

Installation 13. Install grille and hood according to instructions
in Section B.
1. Attach a hoist to the radiator assembly and lift
into position on the subframe. 14. Make sure all coolant drains are closed, pipe
2. Insert the capscrews, washers, and nuts (2, plugs installed, and all hoses installed. Service
Figure 3-6) at the lower radiator mounting cooling system with the proper mixture of anti-
brackets but do not tighten at this time. freeze as recommended in the Lubrication and
Service Section. Check for static leakage and
3. Inspect rubber bushings for lower support rods
correct any leaks. Start engine and run until
(5, Figure 3-2) and replace if worn or damaged.
cooling system reaches operating temperature,
Install flatwashers, rubber bushings and nuts on
recheck the cooling system for leakage during
the lower end of radiator support rods and insert
engine operation.
rods into the subframe mounting brackets.
Insert remaining bushings, flatwashers and
locknuts but do not tighten. Install rods at radia-
tor brackets and tighten to standard torque.
4. Install upper support rods (4) and mounting RADIATOR FILL PROCEDURE
hardware at radiator brackets and front upright
brackets. Do not tighten at this time.
5. Adjust the lower stabilizer support rods to posi-
tion the radiator perpendicular to the subframe
within ± 0.12 in. (3.0 mm) measured at top of
radiator. When position is established, tighten The cooling system is pressurized due to thermal
locknuts to 525 ft. lbs (712 N.m) torque to lock expansion of coolant. DO NOT remove radiator
adjustment. cap while engine and coolant are hot. Severe
6. Tighten upper support rod mounts and recheck burns may result.
perpendicularity of radiator.
1. With engine and coolant at ambient tempera-
7. Tighten nuts on capscrews (2, Figure 3-6) at ture, remove radiator cap.
lower radiator mounting brackets to standard
torque. Note: If coolant is added using the Wiggins quick fill
system, the radiator cap MUST be removed prior to
8. Install the fan guard using capscrews and
adding coolant.
washers removed during disassembly.
2. Fill radiator with proper coolant mixture (as
9. Install upper radiator hoses and lines between
specified by the engine manufacturer) until
radiator and engine, seat hoses fully and tighten
coolant is visible in the sight gauge.
clamps securely.
3. Install radiator cap.
10. Install lower radiator hoses and lines between
4. Run engine for 5 minutes, check coolant level.
radiator and engine, seat hoses fully and tighten
clamps. If outlet elbows (2 & 4, Figure 3-4) have 5. If coolant is not visible in the sight gauge,
been removed during radiator removal, install repeat steps 1 through 4. Any excess coolant
new gaskets during installation. will be discharged through the vent hose after
the engine reaches normal operating tempera-
11. Route hoses to fuel cooler, clamp in place and ture.
attach to fuel cooler fittings. Engine coolant must always be visible in the
12. Reinstall air conditioning system components: sight gauge before truck operation.
a. Install condenser, condenser hoses, and
clamps.
b. Install receiver/drier and clamp hoses.
Attach wires to low pressure switch.
c. Clamp all hoses and wiring to studs using
clamps removed during disassembly. Refer
to Section N, Operator Comfort for complete
instructions to evacuate and recharge the air
conditioning system refrigerant supply.

C3-10 Cooling System 03/01 C03019

Radiator Pressure Regulator Valve COOLING SYSTEM TROUBLESHOOTING
A pressure regulator valve (1, Figure 3-5) provides a If abnormal coolant temperatures are experienced,
positive pressure to the radiator top tank during perform the following visual inspections and tests:
engine operation. Compressed air, supplied from an
1. Check coolant level and thoroughly inspect sys-
engine turbocharger, is routed to the inlet port of the
tem for leaks.
pressure regulator valve mounted on the fan shroud.
The outlet port is connected to a port on the top tank a. Check for proper coolant/antifreeze mixture.
of the radiator. The regulator is adjusted to provide b. Follow engine manufacturer's recommenda-
15 to 16 psi (103 to 110 kPa) pressure. tions regarding use of cooling system addi-
If a new or rebuilt pressure regulator valve is to be tives.
installed, the pressure must be bench adjusted as 2. Inspect radiator fins for restrictions. Be certain
follows: the air flow through the radiator is not restricted
1. Attach an external air source (shop supply) to by debris or bent radiator fins.
the inlet port on the regulator valve body. 3. Visually inspect fan blades for damage. Check
2. Install a pressure gauge at the regulator outlet radiator cap sealing surfaces.
port or at one of the gauge ports on the regula- 4. Check fan clutch operation.
tor valve body. (All other unused ports must be 5. Verify radiator pressure regulator valve is oper-
plugged.) ational and adjusted properly.
3. Before turning on the air supply, turn the regula- 6. Refer to engine manufacturer's Service Manual
tor adjusting knob counterclockwise until com- for information regarding test and replacement
pression is released from the control spring. of the coolant system thermostats.
4. Turn on the air supply and while observing the
pressure gauge, slowly turn the adjustment
knob clockwise.
Set pressure adjustment control to obtain
15 to 16 psi (103 to 110 kPa).
Note: Final adjustment must always be made while
increasing pressure.
5. If pressure adjustment is higher than required,
decrease adjustment control and relieve pres-
sure from gauge line. Tighten gauge line and
repeat step 4 until correct pressure is attained.
6. Remove gauge and temporary air supply.
7. Install regulator valve on shroud and hookup
supply and outlet hoses. Verify all remaining
ports are plugged.

C03019 03/01 Cooling System C3-11

 NOTES

C3-12 Cooling System 03/01 C03019

 SECTION C4
POWER TRAIN
INDEX

POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3

ALTERNATOR REMOVAL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3

Removal (MTU/DDC 4000 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3

ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5

General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5

MEASURING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5

Joining Alternator and MTU/DDC Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8

C04020 08/01 Power Module C4-1

 NOTES

C4-2 Power Train 08/01 C04020

 POWER TRAIN

FIGURE 4-1. ENGINE AND ALTERNATOR

1. Alternator 4. Flywheel Housing 7. Sub Frame
2. Capscrews & Lockwashers 5. Capscrew 8. Engine Lift Eyes
3. Cradle 6. Engine 9. Alternator Lift Eyes

ALTERNATOR REMOVAL PROCEDURE

Removal (MTU/DDC 4000 Engine)
The following instructions cover the removal of the
main alternator from the engine after the power mod-
ule has been removed from the truck. (Refer to Fig-
ure 4-1.)

When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 8,200
lbs. (3,720 kg). Use a lifting device that can han-
dle the load safely.
1. Attach hoist with two lifting chains to the two
alternator lifting eyes (9, Figure 4-1).
2. Block under rear of engine
a. Loosen cradle adjustments setscrews (3, FIGURE 4-2. CRADLE STRUCTURE
Figure 4-2).
1. Cradle Structure 4. Subframe
b. Loosen engine/cradle capscrews (5, Figure 2. Jam Nut 5. Gap
4-1). 3. Adjustment Setscrew

C04020 08/01 Power Module C4-3

 3. Remove screen/cover plate on the bottom of
the engine flywheel housing (5 or 7 o'clock posi-
tion) and attach the engine turning tool (2, Fig-
ure 4-3; with locally made Adapter Plate*).
*Refer to Section "M", Special Tools, for Engine
Turning Tool and Adapter Plate specifications.

FIGURE 4-3. ENGINE TURNING TOOL

INSTALLATION
1. Ratchet 4. Adapter Plate
2. Engine Turning Tool (locally made)
3. Ring Gear
FIGURE 4-4. ALTERNATOR TO ENGINE
4. On the front side of the engine flywheel hous- MOUNTING
ing, remove both R.H. & L.H access covers.
Reach through the access openings and 1. Alternator 5. Socket Head
remove twelve [12] capscrews (6, Figure 4-4) 2. Flywheel Housing Capscrew
joining the engine drive ring to the alternator Adaptor 6. 12-Point Capscrew
rotor. 3. 12-Point Capscrew 7. Engine Drive Ring
NOTE: To remove all the capscrews (6), rotate the 4. Engine Flywheel 8. Engine Crankshaft
engine drive ring with the engine turning tool (Figure Housing 9. Alternator Rotor
4-3) to gain access to all capscrews.

6. Take up slack in hoist and remove capscrews

Be certain all capscrews have been removed!
5. Remove 12-point capscrews (3) securing fly-
wheel housing adapter (2) to the flywheel hous-
ing (4).
NOTE: The clearance between the head of the
capscrew (3) and the Alternator Housing (1) will not
permit complete removal of the capscrew. Be sure all
the capscrew threads are completely disengaged
from the engine flywheel housing (4).
and lockwashers (2, Figure 4-1) securing the
alternator to the cradle structures.
7. Keep alternator as level as possible and move
away from engine. Retain shims for possible
use during reinstallation.
8. Remove the flywheel housing adapter (2) from
the alternator housing (1) and re-install on
engine flywheel housing (4).
9. For further disassembly instructions for the
alternator refer to the General Electric Service
Manual.

C4-4 Power Train 08/01 C04020

ENGINE/ALTERNATOR MATING
MTU/DDC 4000 Engine
The following instructions must be followed to
ensure proper alignment and engine crankshaft
endplay. Failure to follow these instructions can
result in serious damage to the engine and/or
alternator.
General Instructions
• Never pry on the engine crankshaft damper!
• Loosen or remove fan belts prior to measuring
crankshaft end-play to insure that the crankshaft
moves easily and completely.
• When taking measurements, always take four
equally spaced readings and average them.
• Always measure from mating surface to mating
surface.
• References to crankshaft rotation; clockwise
(CW), or counterclockwise (CCW), is the
direction of rotation when looking at the front
(damper end) of engine.
• Crankshaft End-play for
MTU/DDC 4000 Series Engine:
0.25 - 0.57 mm (0.010 - 0.0224 in.).
SERVICE DATA - Eccentricity & Runout Limits
Description T.I.R.
Max. Flywheel Housing Bore 0.48 mm
Eccentricity
Max. Face Runout Flywheel Housing 0.48 mm
Max. Eccentricity of Flywheel 0.28 mm
(Coupling Assy)
Max. Axial Runout of Flywheel Face 0.76 mm
(Coupling Assy)
Max. Bore Eccentricity of Flywheel 0.66 mm
Housing Adapter
Max. Face Runout of Flywheel Hous- 0.66 mm
ing Adapter
C04020 08/01
MEASURING PROCEDURE
1. Clean the alternator housing mounting surface,
rotor drive adapter mounting surface and fly-
wheel housing adapter mounting surfaces.
2. If previously removed, install engine drive ring
(5, Figure 4-5) on the crankshaft flange. Tighten
capscrews to 185 ft. lbs. (250 N.m) torque.
3. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
Compare this value to MTU/DDC specification
above in "General Instructions";
Record Total Crankshaft End-play:__________
4. Refer to Figure 4-5. Crankshaft End-play:
a. Move the engine Crankshaft to the rear of its
end travel.
b. Carefully measure Dimension "C" at four
locations, 90° apart:
1st measurement:_____________________
2nd measurement:____________________
3rd measurement:_____________________
4th measurement:_____________________
Dimension "C":________________Average
c. Add 1/2 (one-half) of Total End-play (Step 3).
d. Record (step 4.b. +step 4.c.) as;
"Measurement C":____________________
FIGURE 4-5. SHIM LOCATION
1. Alternator Housing
2. Alternator Rotor
"A" - Dimension "A"
3. Flywheel Housing
Adaptor "B" - Drive Shims
4. Engine Flywheel
"C" - Dimension "C"
Housing
5. Engine Drive Ring "D" - Housing Shims
Power Module C4-5
 5. Refer to Figure 4-6. Alternator End-play:
a. Using a flat steel bar (3, Figure 4-6) bolted
rigidly to alternator rotor (2), install a 5/8" - 11
capscrew (4) at each end into the alternator
housing (1). Leave capscrews finger-tight.
b. Move the alternator rotor (2) axially towards
the rear (slip-ring end) by alternately tighten-
ing the capscrews (4) one-half-turn-at-a-
time. Do NOT exceed 12.0 ft.lbs. (16.3
N.m) torque on each capscrew. This estab-
lishes the maximum permissible rear travel
for the alternator rotor.
c. Alternately loosen capscrews (4) one-turn-
at-a-time, until all torque is released. Care-
fully remove the bar (3). The object here is to
leave the rotor in its most rearward position.
Refer to Figure 4-5.
d. Carefully measure Dimension "A" (Do not
move alternator rotor) at four locations, 90°
apart, and average the measurements.
1st measurement:_________________
2nd measurement:_________________
3rd measurement:_________________
4th measurement:_________________
Dimension "A":_________________Average
e. Add 0.010" to Dimension "A". FIGURE 4-6. ALTERNATOR END-PLAY
f. Record (step 5.d. +step 5.e.) as: 1. Filter Housing 3. Steel Bar
"Measurement A":____________________ 2. Alternator Rotor 4. Capscrew
6. Determining Shims:
Compare "Measurement C" (Step 4.d.) with
"Measurement A" (Step 5.f.).
a. If C is greater than A, subtract: (C - A) = B
B = _______________Shim pack thickness
to be installed at location B, Figure 4-5.

Rotor to Drive Ring - Location “B”

Shim Part Number Shim Thickness
EG6885 0.004 inch
EG6886 0.007 inch

b. If A is greater than C, subtract: (A - C) = D

D = _______________Shim pack thickness
to be installed at location D, Figure 4-5.
Alternator-to-Flywheel Housing Adapter
Location “D”
Shim Part Number Shim Thickness
TM3466 0.004 inch
TM3468 0.007 inch

C4-6 Power Train 08/01 C04020

Joining Alternator and MTU/DDC Engine
1. Remove flywheel housing adapter (3, Figure 4-
5) from the engine flywheel housing.
2. Using sixteen 0.625 -11 x 2.50" sockethead
capscrews (5, Figure 4-7), install flywheel hous-
ing adapter (3) on alternator housing (1) using
shims "D", if required (refer to step 6.b. "Deter-
mining Shims").
NOTE: The clearance between the head of the
capscrew (2) and the alternator (1) will not permit
installation of the capscrew after the adapter (3) has
been installed on the alternator (1). Be sure all
capcrews (2) are in place before mounting adapter to
alternator.
3. Tighten sockethead capscrews (5) alternately
at 180° intervals (criss-cross pattern) to 175 ±
17 ft.lbs. (237 ± 24 N.m) torque.

When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 8,200
lbs. (3720 kg). Use a lifting device that can handle
the load safely. FIGURE 4-7. ALTERNATOR TO ENGINE
MOUNTING
4. Use the two top lift brackets provided on the 1. Alternator 6. 12-Point Capscrew
alternator for lifting. The top front lifting bracket 2. 12-Point Capscrew 7. Engine Drive Ring
should be equipped with some method of 3. Flywheel Housing 8. Engine Crankshaft
adjusting the alternator to keep it horizontal. Adapter 9. Alternator Rotor
4. Engine Flywheel
5. Carefully move alternator into place (do not dis- "B" - Drive Shims
Housing
turb rotor/bearing setting) and engage the
5. Socket Head Capscrew "D" - Housing Shims
engine drive ring (7) into the alternator rotor
drive (9) using shims "B", if required (refer to
step 6.a. "Determining Shims").
6. Install flywheel housing adapter capscrews (2)
into engine flywheel housing (4), and tighten to
75 ft. lbs. (100 N.m) torque. Never pry on the engine crankshaft damper!
7. Install capscrews (6) through engine drive ring 10. With magnetic base mounted on the front of the
(7) into the alternator rotor adapter (9). Use engine and the dial indicator on the front of the
engine barring tool (Figure 4-3) to access and crankshaft, measure total crankshaft end-play:
align holes. Tighten capscrews (6) to 175 ± 17
ft.lbs. (237 ± 24 N.m) torque. Record Total Crankshaft End-play:__________
8. Install alternator-to-cradle structure mounting 11. Compare the step 10 value to the measurement
capscrews and washers (2, Figure 4-1) and taken before alternator was installed on engine.
tighten to 525 ft.lbs. (712 N.m) torque. The total Engine Crankshaft End-play (step 10)
9. Tighten engine-to-cradle structure mounting must equal the original measurement or 0.020"
capscrews (5, Figure 4-1) to 177 ft.lbs. (240 (alternator end-play), whichever is smaller. If the
N.m) torque. end-play after the alternator and engine are
assembled is less than 0.020", and less than the
starting engine crankshaft end-play, RESHIM-
MING IS REQUIRED.

C04020 08/01 Power Module C4-7

 12. Use engine barring tool (Figure 4-3) and rotate
the crankshaft one full revolution and listen for
any unusual noise caused by moving compo-
nents contacting stationary parts.
13. Install engine sidecover, if removed. Install
lockwire on all alternator mounting capscrews.
14. Remove engine barring tool and install all
access covers on flywheel housing.
ENGINE
Removal
Refer to instructions in previous sections for
removal instructions for the Power Module, alterna-
tor, and radiator assembly.
The engine weighs approximately 15,500 lbs.
(7020 kg) dry. Be sure lifting device is capable of
handling the load safely.
1. Disconnect any remaining wiring or hoses
between the engine and subframe.
2. Remove capscrews and lockwashers (5, Fig-
ure 4-7) securing front engine mount to sub-
frame.
3. Attach lifting device to front lift eyes and rear
lift eyes (6) on engine. Remove capscrews and
lockwashers (2) at rear engine mount securing
engine to cradle structure (1).
FIGURE 4-8. ENGINE MOUNTING
1. Cradle Structure 3. Engine Subframe
2. Capscrews & Lockwashers 4. Engine
C4-8 Power Train
Always use a spreader bar to ensure lift chains
are vertical at each lift eye. If chains are not ver-
tical, lift eyes may bend when engine is lifted.
4. Lift engine from subframe and move to clean
work area for further disassembly.
Service
Complete instructions covering the disassembly,
assembly and maintenance of the engine and its
components can be found in the engine manufac-
turer's service manual.
Installation
1. Align engine to subframe and install front
mounting capscrews and lockwashers (5, Fig-
ure 4-7). Align and install rear engine mounting
capscrews and lockwashers (2) through cradle
structure, but do not tighten at this time.
Tighten front mount capscrews to 345 ft.lbs.
(465 N.m) torque.
2. Install alternator on engine following instruc-
tions for "Engine/Alternator Mating".
3. Tighten rear engine mounting capscrews (2) to
177 ft.lbs. (240 N.m) torque after alternator is
installed.
5. Capscrews & Lockwashers
6. Engine Lift Eyes
08/01 C04020
 SECTION C5
AIR CLEANERS
INDEX

AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3

AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3

General Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3

FILTER ELEMENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4

Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5

Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6

Cleaning Precleaner Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6

AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7

C05013 05/98 Air Filtration System C5-1

 NOTES

C5-2 Air Filtration System 05/98 C05013

 AIR CLEANERS
AIR CLEANERS
Operation
Air required by the diesel engine passes through the
air cleaner assemblies mounted on each side of the
radiator. These air cleaners discharge heavy parti-
cles of dust and dirt by centrifugal action and then
remove finer particles by passing air through filter
cartridges.
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 enter-
ing 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 cir-
cular motion is set up causing dust and dirt particles
to be thrown from the air stream into dust collectors
(1, Figure 5-1). At the same time, the air stream turns
and is directed up through the center of the tubes into
the filter chamber. Here the air passes through the
main filter element and safety filter element and out
the clean air outlet to the engine's air intake system.
The function of the safety filter is to increase overall
reliability and engine protection.
FIGURE 5-1. ENGINE AIR CLEANERS
1. Dust Collectors 3. Air Intake Cover
2. Precleaner Section 4. Element Cover
C05013 05/98 Air Filtration System
The truck engine must be shut down before ser-
vicing the air cleaner assemblies or opening the
engine air intake system.
Never start the engine with the filter elements
removed. Engine operation with elements
removed can cause serious engine damage.
General Service Information
• Inspect and empty dust collector cups at regular
intervals; daily inspection is recommended.
Never allow the dust level to build up to the tube
(precleaner) chamber.
• During operation or after the engine has been
shut down, observe the air cleaner vacuum
gauges mounted on the overhead display panel
in the operator's cab. Filter service is required
when a gauge shows maximum restriction.
• Check all engine air inlet tubes, hoses and
clamps. All connections must be air tight to
prevent dirt entry.
• Air cleaner housing fasteners and mountings
must be tight.
• After filter service has been accomplished, reset
air cleaner service vacuum gauges by pressing
the reset button on the face of the gauge.
C5-3
 FIGURE 5-2. AIR CLEANER ASSEMBLY

1. Dust Cap 6. Wing Nut Gasket 10. Safety Filter Element 13. Clean Air Outlet
2. Dust Cap Gasket 7. Safety Element 11. Main Filter Element 14. Pre-Cleaner Gasket
3. Tube Indicator 12. Main Element Gasket 15. Safety Filter Element
4. Unfiltered Air Inlet 8. End Cover Gasket
5. Wing Nut

FILTER ELEMENT REPLACEMENT 4. Check safety (secondary) filter element indica-

tor nut (7). If solid red area is showing, safety fil-
1. Follow normal procedures and shut down the
ter replacement is required. If center is green,
engine. Clean dirt and dust off area around air
safety element does not require service.
cleaner element cover (4, Figure 5-1).
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-
Have a new safety (secondary) filter element on
age, holes, breaks, etc., which might affect
hand before removing old one. Do not keep
reuse of element. If element appears service-
intake system open to the atmosphere any longer
able other than being dirty, proceed with the
than absolutely necessary.
cleaning procedure. If defects are found in filter
element, wing nut assembly (5) must be
removed from element assembly and installed 5. If indicator indicates safety filter replacement is
on the new filter element. required, remove indicator and remove safety
filter element. Discard element; DO NOT
attempt to clean the safety element.

C5-4 Air Filtration System 05/98 C05013


6. Reset the indicator nut from red to green by
gently blowing air into threaded hole from gas-
ket side of nut.
7. Install new safety element and tighten safety
indicator wing nut to 10 ft. lbs. (13 N.m) torque.
8. Install clean or new, main filter element into air
cleaner and secure with wing nut. Tighten wing
nut hand tight, do not use a wrench or pliers. If
filter element is being reused, make sure seal-
ing gasket is not damaged. The gasket must
seal completely.
9. Close and latch the dust collectors on the bot-
tom of the air cleaner assembly.
C05013 05/98 Air Filtration System
Main Filter Element Cleaning
NOTE: Remember that only the main filter elements
may be cleaned and then only if they are structurally
intact. Do not reuse an element that is damaged. DO
NOT clean and reuse the safety (secondary) filter
elements. Replace them with new parts.
After inspection, determine the condition of the ele-
ment and choose either the washing or compressed
air method for cleaning the filter element. If the ele-
ment is clogged with carbon, soot, oil and/or dust, the
complete washing procedure will produce the best
results.
1. Wash elements with water and detergent as fol-
lows:
a. Soak the element in a solution of detergent
and water for at least 15 minutes. Rotate ele-
ment back and forth in the solution to loosen
dirt deposits. DO NOT soak elements for
more than 24 hours.
b. Rinse element with a stream of fresh water in
the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 40 psi (276 kPa). A com-
plete, thorough rinse is essential.
c. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature
must not exceed 140°F (60°C) and must be
circulated continually. Do not use a light bulb
for drying elements.
d. After cleaning the element, inspect thor-
oughly for slightest ruptures and damaged
gaskets. A good method to detect paper rup-
tures is to place a light inside the filter ele-
ment as shown in Figure 5-3, and inspect the
outer surface of the filter element. If holes or
ruptures are found, do not reuse the ele-
ment. Discard and replace with a new part.
FIGURE 5-3. INSPECTING FILTER ELEMENT
C5-5
 FIGURE 5-4. CLEANING FILTER ELEMENT
WITH COMPRESSED AIR

2. Clean dust loaded elements with dry filtered

compressed air:
a. Maximum nozzle pressure must not exceed
30 psi (207 kPa). Nozzle distance from filter
element surface must be at least one inch
(25 mm) to prevent damage to the filter FIGURE 5-5. REMOVING DUST FROM
material. PRECLEANER TUBES

b. As shown in Figure 5-4, direct stream of air

from nozzle against inside of filter element.
This is the clean air side of the element and
air flow should be opposite of normal air flow.
c. Move air flow up and down vertically with
pleats in filter material while slowly rotating
filter element.
d. When cleaning is complete, inspect filter ele-
ment as shown in Figure 5-3 and if holes or
ruptures are noted, discard the element.
Precleaner Section
The tubes in the precleaner section of the air cleaner
assembly should be cleaned at least once annually
and at each engine overhaul. More frequent cleaning
may be necessary depending upon operating condi-
tions and local environment should tubes become
clogged with oil, sludge or dirt.
To inspect tubes in precleaner section, remove main
filter element. Do not remove the safety element.
Loosen clamps and remove dust collector cup. Use a
light to inspect the tubes, all tubes should be clear
and the light should be visible.
Clean the tubes as follows if clogging is evident.
Cleaning Precleaner Tubes
Both the main and safety elements must be
installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of
dirt being forced into the engine intake area.
1. Dust can be removed with a stiff fiber brush.
DO NOT use a wire brush. Dust may also be
removed effectively using compressed air.
2. Heavy plugging of tubes may require soaking
and washing of complete precleaner section.
The following instructions cover these proce-
dures.
NOTE: The precleaner section may be separated
from the air cleaner assembly without dismounting
the complete air cleaner from the truck.
3. Remove the air intake cover (3, Figure 5-1).
Remove capscrews and locknuts holding pre-
cleaner section to the cleaner assembly and
remove precleaner. The safety element must
remain in place to protect the engine intake.
4. Loosen clamps and remove dust collector cup
(1) from precleaner section. Wash dust cup with
water and liquid soap solution.

C5-6 Air Filtration System 05/98 C05013


5. Submerge precleaner section (see Figure 5-6.)
in a solution of Donaldson D-1400 and warm
water (mix solution according to package direc-
tions). Tube section must be down. 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 Oak-
ite 202 and water solution. The solution should
be mixed 50% Oakite 202 and 50% fresh water.
Soak precleaner section for 30 minutes, rinse
clean with fresh water and blow dry completely.
7. Check precleaner gaskets carefully for any evi-
dence of air leaks and replace if necessary
8. Install precleaner section, with serviceable gas-
kets, on air cleaner assembly and install all
mounting hardware removed.
9. With a serviceable gasket, install dust collector
cup assembly on precleaner section and secure
with mounting clamps.
FIGURE 5-6. WASHING AND SOAKING
PRECLEANER SECTION
C05013 05/98 Air Filtration System
AIR INTAKE TROUBLESHOOTING
To insure maximum engine protection, be sure that
all connections between air cleaners and engine
intake are tight and positively sealed. If air leaks are
suspected, check the following:
1. All intake lines, tubes and hump hoses for
breaks, cracks, holes, etc., which could allow
an intake air leak.
2. Check all air cleaner gaskets for positive seal-
ing.
3. Check air cleaner elements, main and safety,
for ruptures, holes or cracks.
4. Check air cleaner assembly for structural dam-
age, cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.
C5-7
 NOTES

C5-8 Air Filtration System 05/98 C05013

 SECTION D

ELECTRICAL SYSTEM (24VDC NON-PROPULSION)

INDEX

24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1

24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1

DDEC ELECTRONIC ENGINE CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-1

BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1

NOTE: Electrical system wiring hookup and electrical schematics are located in Section “R” of this Manual.

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED. Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold when the engine is running.
•Never open any electrical cabinet covers or touch the retarding grid elements. Additional pro-
cedures are required before it is safe to do so. Refer to Section E for additional propulsion
system safety checks to be performed by a technician trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
•In the event of a propulsion system malfunction, a qualified technician should inspect the
truck and verify the propulsion system does not have dangerous voltage levels present
before repairs are started.
•Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu
Factory Representative. The welding ground electrode should be attached as close as possi-
ble to the area to be welded. Never weld on the rear of the electrical control cabinet or the
retard grid exhaust air louvers.

After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the
safety of those working in the areas of the deck, electrical cabinet, traction motors, and retarding grids. The
following procedures will ensure the electrical system is properly discharged before repairs are started.

D01019 Index D1-1

 TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking brake.
Be certain the “parking brake applied” indicator lamp in the overhead panel is illuminated.
2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Be
certain the rest warning lamp is illuminated.
3. 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.
4. After approximately 90 seconds, verify the steering accumulators have bled down by attempting to
steer.
5. Verify the link voltage lights on the electrical cabinet and the DID panel in the cab are OFF. If they
remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a tech-
nician trained to investigate the cause.
6. Place the GF cutout switch, located in the information display panel at the left side of the electrical
control cabinet in the CUTOUT position.

AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR AND ITS
CIRCUITS TO DE-ENERGIZE.

Do not attempt to perform auxiliary blower motor or blower electrical circuit repairs until it has
been verified the system is de-energized.

D1-2 Index D01019

 SECTION D2
24VDC ELECTRIC SUPPLY SYSTEM
INDEX

24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5

24VDC Battery Charging Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5

Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5

Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5

System Battery Starter Disconnect Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5

Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

24VDC Auxiliary Battery Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6

Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7

Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7

D02018 24 VDC Electric Supply System D2-1

 NOTES

D2-2 24 VDC Electric Supply System D02018

 24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical sys-
tem which supplies power for engine starting circuits
and most non-propulsion electrical components. The
24VDC engine starting circuit is supplied by four,
heavy duty type 8D, 12 volt storage batteries. Sev-
eral components require 12VDC and are supplied by
circuits tapped off the starting batteries. Two, smaller,
12VDC batteries (type 4D) supply 24VDC for the
non-propulsion components; engine control system,
circuit relays, indicator lamps, etc.
The batteries are of the lead-acid type, each contain-
ing six 2-volt cells. With the engine off, power is sup-
plied by batteries. During engine cranking, power is
supplied by the four engine cranking batteries only.
When the engine is running, power is supplied by an
engine driven high capacity alternator.
Lead-acid storage batteries contain sulfuric acid,
which if handled improperly may cause serious
burns on skin or other serious injuries to person-
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead-acid
storage batteries. See the precautions in Section
A of this manual to insure proper handling of bat-
teries and accidents involving sulfuric acid.
During operation, the storage batteries function as an
electrochemical device for converting chemical
energy into the electrical energy required for operat-
ing the accessories when the engine is shut down.
BATTERIES
Maintenance and Service
The electrolyte level of each cell should be checked
at the interval specified in 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 dis-
tilled water or water recommended by the battery
manufacturer. After adding water in freezing weather,
operate the engine for at least 30 minutes to thor-
oughly mix the electrolyte.
D02018 24 VDC Electric Supply System
Do Not smoke or allow flame around a dead bat-
tery or during the recharging operation. The
expelled gas from a dead cell is extremely explo-
sive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operat-
ing eight hours per day is about one to two ounces
per cell per month. For heavy duty operation (24
hour) normal consumption should run about one to
two ounces per cell per week. Any appreciable
increase over these figures should be considered a
danger signal.
Troubleshooting
Two most common troubles that occur in the charg-
ing system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose or corroded battery connections
Defective wire in electrical system
Loose alternator drive belt
A defective alternator
Overcharging, which causes overheating, is first indi-
cated by excessive use of water. If allowed to con-
tinue, cell covers will push up at the positive ends
and in extreme cases the battery container will
become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, bat-
tery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks or other signs of leakage. Check battery hold
down connections to make sure the tension is not
great enough to crack the battery, or loose enough to
allow vibration to open the seams. A leaking battery
should be replaced.
D2-3
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush
and flush with clean water. Make sure none of the
soda solution is allowed into the battery cells. Be
sure terminals are clean and tight. Clean terminals
are very important in a voltage regulated system.
Corrosion creates resistance in the charging circuit
which causes undercharging and gradual starvation
of the battery.
NOTE: When washing batteries, make sure cell caps
are tight to prevent cleaning solution from entering
the cells.
Addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, make sure battery is fully charged. This
is accomplished by putting the battery on charge and
taking hourly specific gravity readings on each cell.
When all the cells are gassing freely and three suc-
cessive hourly readings show no rise in specific grav-
ity, the battery is considered charged. Additional acid
may now be added. Continue charging for another
hour and again check specific gravity. Repeat the
above procedure until all cells indicate a specific
gravity of 1.260-1.265 corrected to 80°F (27°C).
NOTE: Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
will attack the plates and separators before it has a
chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 80°F (27°C) when the specific gravity is
taken, temperature should be corrected to 80°F
(27°C):
• For every 10°F (5°C) below 80°F (27°C), 0.004
should be SUBTRACTED from the specific
gravity reading.
• For every 10°F (5°C) above 80°F (27°C), 0.004
should be ADDED to the reading.
Idle batteries should not be allowed to stand unat-
tended. If equipment is to stand unused for more
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self discharge takes place
even though the battery is not connected in a circuit
and is more pronounced in warm weather than in
cold.
D2-4 24 VDC Electric Supply System
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 (10°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-dis-
charge runs about 0.002 specific gravity per day at
80°F (27°C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately 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 below 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 charged battery is in no danger of freezing,
therefore, a charge or better is desirable, especially
during winter weather.
Specific Gravity Freezing
Corrected to 80° F (27° C) Temperature
Degrees
1.280 -90° F (-70° C)
1.250 -60° F (-54° C)
1.200 -16° F (-27° C)
1.150 +5° F (-15° C)
1.100 +19° F (-7° C)
D02018
BATTERY SUPPLY SYSTEM
24VDC Battery Charging Alternator
Refer to Section D, Battery Charging Alternator for
information regarding the truck battery charging
alternator.
Battery Box
The truck batteries are located in an enclosure (1,
Figure 2-1) in the center of the truck behind the front
bumper. For access to the batteries, remove the two
covers by turning the cover handles counterclock-
wise until released. Lift eyes are attached to the
ends of the enclosure if the entire battery container
must be removed.
Four, type 8D batteries (2) are installed in the bat-
tery box and are used for the 24VDC engine crank-
ing circuit and the 12VDC circuits. Two Type 4D
batteries (3) are installed to provide 24VDC for the
truck systems other than engine starting. A system
battery starter disconnect relay isolates these bat-
teries from the engine starter circuit during engine
cranking.
FIGURE 2-1. BATTERY BOX AND BATTERY CONTROL BOX
1. Battery Box
2. Engine Cranking Batteries
D02018 24 VDC Electric Supply System
Battery Control Box
The battery control box (4) is located near the right
corner of the front bumper. This box contains the
battery disconnect switches and other components
listed below.
System Battery Starter Disconnect Relay
The system battery starter disconnect relay (7, Fig-
ure 2-2) isolates the engine cranking circuit, when
the starter is actuated, from the system battery cir-
cuits to ensure the high current demand in the
starter circuit does not affect the control system cir-
cuits.
When the operator turns the keyswitch to the start
position, a signal is sent from the keyswitch to the
Truck Control Interface (TCI) located in the electrical
interface cabinet. If all conditions required to
engage the starter are acceptable, the TCI panel
provides a signal to energize the system battery
starter disconnect relay, disconnecting the system
batteries from the start circuit until the cranking
sequence is completed and cranking battery voltage
returns above a programmed voltage.
3. System Batteries
4. Battery Control Box
D2-5
 Battery Disconnect Switches
The three battery switches provide a convenient
method of disconnecting the truck batteries from the
truck electrical circuits.
The rear disconnect switch (2) opens the starter bat-
tery circuit only, preventing engine start-up while still
allowing battery power to the 24VDC control system
circuits if desired.
The front switches are ganged to ensure both are
opened or closed at the same time. The middle
switch (3) disconnects the 24VDC circuit and the
front switch (4) controls the 12VDC circuit.

24VDC Auxiliary Battery Connectors

Two pairs of receptacles (5), located adjacent to the
battery disconnect switches are provided to attach
battery charger leads for charging the truck batteries.
In addition, these receptacles can be used for con-
necting external batteries to aid engine starting dur-
ing cold weather. When external batteries are used,
they should be of the same type (8D) as the batteries
installed on the truck. Two pairs of batteries should
be used. Each pair should be connected in series to
provide 24VDC, with one pair connected to the top
receptacle and the other pair connected to the bot-
tom receptacle on the truck.

NOTE: If both the truck cranking batteries and

the system batteries are discharged, the system
FIGURE 2-2. BATTERY CONTROL BOX batteries must be recharged before attempting to
start the engine. The external starting batteries
1. Battery Control Box 5. Auxiliary Battery provide additional current for starter motor oper-
Assembly Connectors ation only. The system batteries are discon-
2. Starter Circuit Dis- 6. 12 VDC Circuit nected from the external (auxiliary) batteries and
connect Switch Breaker the truck mounted cranking batteries while the
3. 24 VDC Circuit Dis- 7. System Battery engine starter is engaged.
connect Switch Starter Disconnect
4. 12 VDC Circuit Dis- Relay
connect Switch 8. Battery Equalizer

D2-6 24 VDC Electric Supply System D02018

Battery Equalizer
The majority of the accessory and control circuits 3. Check battery voltage with the battery equalizer
operate at 24VDC. Several components however, connected and the engine running.
require 12VDC (cab window regulator motors, cas- a. Verify battery charging alternator output is
sette/radio, cigar lighter etc.). 27.8 to 28.2 volts.
A battery equalizer (8) system is utilized to obtain the 4. If alternator voltage is outside above limits, refer
required 12VDC and ensure that all the truck batter- to Section D, Battery Charging Alternator, ser-
ies are charged and discharged equally. vice information.
A 50 amp circuit breaker (6) mounted in the box pro- 5. With the engine running, verify voltages at the
tects the 12VDC circuits. battery equalizer terminals.
a. Measure the voltage between the 24 volt and
12 volt terminals.
Troubleshooting b. Measure the voltage between the 12 volt ter-
Normal battery maintenance procedures should be minal and ground.
followed according to the intervals specified in the 6. If the difference between the voltage measure-
"Lubrication and Service" section of this manual. ments above exceeds 0.75 volts, the battery
Refer to the "Battery" information in this section for equalizer is defective and should be replaced.
detailed instructions regarding proper battery mainte-
nance and service procedures. Prior to troubleshoot-
ing the battery equalizer system, inspect all battery
circuit connections for excessive corrosion, loose
cables, ground connections etc. Use the following
procedure to check the system if a problem occurs:
1. Check the 12VDC circuit breaker. Always open main battery disconnect switches
a. If the circuit breaker has opened, check cir- prior to removing or connecting any wires or
cuits and repair cause. cables on the battery equalizer terminals.
b. Reset circuit breaker.
2. Check other applicable circuit breakers to deter-
mine if one or more has opened. (Refer to Cir-
cuit Breaker Chart in the following Section for a
list of circuit breakers and the circuits involved.)
a. If the circuit breaker has opened, check cir-
cuits and repair cause.
b. Reset circuit breaker.

D02018 24 VDC Electric Supply System D2-7

 NOTES

D2-8 24 VDC Electric Supply System D02018

 SECTION D3
24 VDC ELECTRICAL SYSTEM COMPONENTS
INDEX

24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3

PASSENGER SEAT BASE COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Tail Light Resistor Diode Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
5 Minute Idle Timer Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Brake Warning Buzzer (BWB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Alarm Indicating Device (AID) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
ELECTRICAL INTERFACE CABINET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Lubrication System Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Barometric Pressure Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Special Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Truck Control Interface Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Control Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Diode Board - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Diode Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Boards - RB1, RB2, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Relay Board Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Relay Board 6 (RB6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16

D03019 04/01 24VDC System Components D3-1

 NOTES

D3-2 24VDC System Components 04/01 D03019

 24 VDC ELECTRICAL SYSTEM COMPONENTS
PASSENGER SEAT BASE
COMPARTMENT
The 24 VDC electrical system components shown in
Figure 3-1 are accessed by unlatching the passenger
seat base lid and tilting the passenger seat forward.
The electrical schematics in Section R should be
used when troubleshooting problems with the follow-
ing components.
Do not attempt repairs until the truck is properly
shut down. Dangerous voltage levels are present
in the propulsion system while the engine is run-
ning and for a period of time after shutdown.
Refer to Section D Index for additional warnings.
TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
illuminated.
2. Place the drive system in the rest mode by turn-
ing the rest switch on the instrument panel ON.
Be certain the rest warning lamp is illuminated.
3. 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.
4. Verify the link voltage lights on the electrical
cabinet and next to the DID panel in the cab are
OFF. If they remain on longer than 5 minutes
after shutdown, the propulsion system must be
inspected by a technician trained to investigate
the cause.
5. Place the GF cutout switch in the CUTOUT
position throughout test and troubleshooting
procedures. (See Figure 3-1, page E3-4, Pro-
pulsion System, for switch location.)
6. Verify the steering accumulators have bled
down by attempting to steer.
D03019 04/01 24VDC System Components
COMPONENTS
Tail Light Resistor Diode Assemblies
The tail light resistor diode assembly RD1, RD2 (2,
Figure 3-1) is a circuit designed to vary the intensity
of each of the stop/tail lamp bulbs.
With the tail lights on, a resistor in series with the
lamp reduces voltage supplied to the lamp, thereby
reducing the lamp intensity. When the service brakes
are applied and stop lights activated, current flows
from the stop light relay, through a diode, bypassing
the resistor and applies 24 VDC to the lamp filament.
RD1 controls the left lamp and RD2 controls the right
lamp. No adjustments are available or necessary.
5 Minute Idle Timer Components
The 5 minute idle timer circuit automatically provides
approximately 5 minutes engine idle time before
actual engine shutdown occurs. This system allows
the engine cooling system to circulate coolant to
reduce and stabilize engine component tempera-
tures, when engine power requirements are minimal,
resulting in extended engine life.
The circuit is controlled by a 3-position rocker switch.
Pressing the bottom of the switch will turn the circuit
OFF. The engine will shut down by use of the key
switch, console mounted engine shutdown switch, or
the ground level shutdown switch.
With the rocker switch in the middle position, the cir-
cuit is ON, but does not activate the 5 minute idle
timer circuit. The engine can be shut down immedi-
ately using any one of the three switches described
above.
When the top of the switch is depressed and held
momentarily, the idle timer circuit is activated. When
released, the switch will return to the ON (middle)
position, and the 5 minute idle timer circuit is latched
on through the switch. The engine will not shut down
with the key switch. Moving the key switch to the
OFF position, will cause the engine to shut down
after the 5 minute time delay is completed. The nor-
mal shutdown sequence will then occur.
However, if during the 5 minute idle timing sequence,
the 5 minute delay switch (on the instrument panel) is
pressed to the OFF position, the console shutdown
switch is depressed, or the ground level shutdown
switch is activated, the engine will shut down immedi-
ately, followed by the normal shutdown of all sys-
tems.
D3-3
 FIGURE 3-1. PASSENGER SEAT BASE COMPONENT

1. Seat Base 6. 5 Minute Idle Timer 12. 5 Minute Idle Relay

2. Tail Light Resistor/Diodes
(RD1/RD2)
3. Terminal Board (TB13)
4. Terminal Board (TB12)
5. Terminal Board (TB11)
7. 5 Minute Idle Contactor
8. Inclinometer
9. Hoist Control
10. Compartment Service Light
11. Brake Warning Buzzer (BWB)
13. Connector (RP226)
14. Connector (RP231)
15. Connector (RP230)
16. AID Module

D3-4 24VDC System Components 04/01 D03019

5 Minute Idle Timer
The 5 minute idle timer (6) circuit is activated when
the operator presses the 5 minute idle timer engine
shutdown switch mounted on the instrument panel.
(This is a momentary switch that also latches the 5
minute idle timer in the energized position.) When the
timer is energized, internal contacts close and ener-
gize the relay and contactor described below.
5 Minute Idle Relay
The relay (12) contacts close when the idle delay
timer is energized. When the contacts are closed, the
AID system "5 minute idle timer" indicator lamp cir-
cuit (23LI) on the overhead display is grounded, turn-
ing the lamp on.
5 Minute Idle Contactor
The contactor (7) energizes the idle timer and main-
tains current flow to the engine "run" circuit if the
operator turns the key switch off.
5 Minute Idle Circuit Test
Check 5 minute idle timer circuits as follows:
1. With the key switch ON, press the Engine Shut-
down switch firmly to the momentary position
and release (switch will return to the ON posi-
tion).
2. Turn the key switch OFF and verify the follow-
ing:
Circuit 712 (to ground) remains 24 volts for
approximately 5 minutes. After 5 minutes,
the voltage drops to 0.
The 5 minute idle indicator lamp on the
overhead display is ON when circuit 712
reads 24 volts.
3. Repeat step 1. While monitoring voltage at cir-
cuit 712, turn the key switch OFF. Push the
engine shutdown switch off.
Verify voltage at circuit 712 drops to 0 when
the shutdown switch is pushed to OFF.
Inclinometer
The inclinometer is used by the on-board load weigh-
ing system to determine whether the truck is on a
level surface or tilted fore or aft. The information pro-
vided by the inclinometer is sent to the weighing sys-
tem for use in calculating the payload. Refer to
Section M for detailed information on the inclinome-
ter and on board load weighing system.
D03019 04/01 24VDC System Components
Brake Warning Buzzer (BWB)
The brake warning buzzer (11) provides an audible
alarm for the operator if a malfunction occurs in the
hydraulic service brake system. Refer to Section J for
additional operational details.
Alarm Indicating Device (AID) System
The alarm indicating device (16, Figure 3-1) used on
these trucks is a device which is connected in the
electrical accessories circuits to provide the operator
with a warning indication of a malfunction. This sys-
tem consists of up to eight printed circuit cards,
located under the passenger seat in the operators
cab. The actual quantity of cards will depend on
options installed on the truck.
The AID system enables the indicating lights to be
flashing or constant. The AID also has the capability
of operating an audible alarm along with the light.
The eight printed circuit cards are (refer to Figure 3-
2):
• Diode Matrix (With Sound) Card (Slot 1)
• Diode Matrix (Without Sound) Card (Slot 2)
• Hot Switch Inverter Card (Slot 3)
• Hot Switch Inverter Card (Slot 4) (Not Used)
• Temperature Card (Slot 5) (Not Used)
• Oil Level Card (Slot 6)
• Temperature and Latch Card (Slot 7)
• Coolant Level and Flasher Card (Slot 8)
NOTE: Each card is identified with a number which
corresponds with a mating number on the housing. If
cards are removed, make sure card numbers
correspond with housing numbers during installation
(See Figure 3-2).
The following briefly describes each card and its
function. Refer to Section R for circuit components
described below.
Coolant Level/Flasher
The coolant level and flasher card contains two sepa-
rate circuits. The flasher circuit at the top of the card
has Q12 transistor biased to be saturated when no
malfunction is present, resulting in there being 24 volt
positive output on pin "H" of the card and on wire
12F. When a indicating circuit is activated, the ground
side of the circuit connected to card pin "K" is
grounded. Q12 will turn off initially and then after a
delay, adjusted by R20, will turn on and off to give the
intermittent 24 volt output.
D3-5

FIGURE 3-2. AID SYSTEM CARD ENCLOSURE
1. Diode Matrix With Sound
2. Diode Matrix Without Sound
3. Hot Switch Inverter
4. Hot Switch Inverter (Not Used)
5. Temperature & Latch
6. Coolant Level & Flasher
The other half of the circuitry on the coolant level and
flasher card operates the coolant level light. The
water level probe connected to terminal B11 grounds
the 31L circuit when the coolant in the radiator is
above the probe position. The coolant saturates the
probe and electrically grounds the circuit. When the
circuit is grounded, Q6 transistor is off, resulting in no
indication. When the coolant level drops below the
probe, 31L is no longer grounded and Q6 turns on to
ground the flasher through D5, ground the coolant
level light through terminal D11, and ground the
alarm horn through D6. The light and alarm horn will
operate intermittently as their 24 volt supply is from
circuit 12F, the flasher output.
NOTE: Some electronic engine controls monitor
coolant level. If the engine controls monitor the
circuit, a 2KW resistor is installed to replace the
probe and disable the AID system circuit.
D3-6 24VDC System Components
Temperature and Latch
The temperature and latch card has two circuits to
operate two different indicating lights. The tempera-
ture circuit is controlled by a coolant temperature
sensor which decreases electrical resistance as its
temperature increases. It will have a resistance of
approximately 1000 ohms at 185°F (85°C) and 500
ohms at 250°F (122°C). Normal setting is 204°F
(96°C).
When the temperature is low and the resistance is
high, Q1 is off and no high temperature indication
occurs. When the coolant temperature is excessive,
resistance decreases to a point where Q1 will turn on
and ground the flasher through D8, the alarm horn
through D12, and the high temperature light through
terminal D8. R14 can adjust the temperature (resis-
tance) at which the circuit is activated.
NOTE: Some electronic engine controls monitor
coolant temperature. If the engine controls monitor
the circuit, a 2KW resistor is installed to replace the
temperature sensor and disable the AID system
circuit.
The latch circuit monitors the accumulator precharge
pressure switches. When one of the pressure
switches closes, Q5 will be turned off which supplies
power to the gate of SCR Q7. With Q7 turned on, Q9
will supply the ground path to turn on the low accu-
mulator precharge indicator light and sound the
alarm horn. The indicator light is connected to 12F
and will flash off and on. The SCR will remain on until
power is removed from the card by turning the key
switch OFF.
Hot Switch Inverter
The hot switch inverter card (Slot 3) is used to oper-
ate and test the service brake indicator light. In nor-
mal conditions Q4 transistor is off and the Indicator
Light is off. When the stoplight switch is activated, 24
volts is sent to pin "E" of the hot switch iInverter card.
Transistor Q4 is turned on by this voltage and, in
turn, grounds the service brake Indicator Light. There
is no alarm horn operation with this card.
A second circuit on this card is used to operate and
test the retard speed control indicator light. When
RSC is turned off, transistor Q7 is off and the indica-
tor light is off. When RSC is turned on, 24 volts is
sent to pin "J" of the card. This voltage turns on Q7,
grounding the indicator light circuit.
04/01 D03019
Hot Switch Inverter Card (Slot 4) (Not Used) Diode Matrix (With Sound)

Oil Level The diode matrix with sound card works very much
like the other diode matrix card, except that it con-
The oil level card is used to turn on the low oil level tains extra diodes to activate the alarm horn in addi-
indicator light to warn the operator engine oil/hydrau- tion to the flasher. The circuits connected to terminals
lic tank oil level is below acceptable levels. The oil A1 through A8 operate in the same manner.
float is connected to a variable resistor. As the oil
level decreases, the resistance goes down causing
Q3 to turn on, grounding the indicator light and alarm
Lamp Test
horn.
All of the card circuits are connected to the lamp test
switch on the overhead display area. In normal oper-
Temperature ation, these circuits are open and not functional.
When the operator pushes the lamp test switch, it
The temperature card (Optional) is used to turn on activates all the indicator circuits by grounding them.
the high oil temperature indicator light. The indicator This is used to verify that all lamps are functional.
light tells the operator that the hydraulic tank oil tem-
perature has exceeded acceptable levels. Normal
temperature setting is 250°F (121°C). As the temper-
ature goes up the resistance in the probe decreases
providing a ground path for the indicator light and
alarm horn.

Diode Matrix (Without Sound)

The diode matrix without sound card consists of a
series of diodes capable of working with eight differ-
ent indicator circuits. The indicator light can be a
flashing light by connecting it to the 12F circuit or a
steady light by connecting it to the 12M circuit. In
addition, some of the indicator light circuits are
routed through a dimmer module to allow the opera-
tor to vary the intensity of the lamps. These lamps
are fed by circuits 12FD (flashing) and 12MD
(steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the Indicator detect-
ing switch activates the circuit, it grounds the lamp
and grounds the flasher circuit through the diodes.
Any circuits connected to terminals C1 through C8
will operate in the same manner. The alarm horn is
not activated by this card.

D03019 04/01 24VDC System Components D3-7

ELECTRICAL INTERFACE CABINET
The Electrical Interface Cabinet (1, Figure 3-3) is
mounted near the rear of the cab and on the left side
of the main electrical control cabinet. The cabinet
houses various components for the 24VDC circuits,
engine controls and the 17FL349, Truck Control
Interface Panel (TCI).
The following information describes the components
in the cabinet and their operation. Additional, detailed
information for operation and troubleshooting proce-
dures not included below can be found in Section E
of this manual, the engine manufacturer's service
publications and the appropriate G.E. publications.
Refer to Section R of this manual for system sche-
matics. Refer to Figure 3-3 for location of the follow-
ing components.
Lubrication System Timer
Automatic lubrication system activation frequency
can be adjusted by removing the timer (4) cover and
selecting one of five different timing intervals avail-
able. System "on" time is automatically determined
by the timer and is not adjustable.
Refer to Section P for additional automatic lubrication
system details.
Barometric Pressure Transducer
The barometric pressure transducer (9) monitors
barometric air pressure, providing a signal to the
Truck Control Interface panel (TCI) and Propulsion
System Controller (PSC).
Special Interface Module
The interface module (2) receives a load curve
(PWM) signal from the engine controls and converts
it to a 0 to 10 volt signal for use by the Propulsion
System Controller (PSC).
Power Distribution Terminals
A 24 VDC terminal (17) and a 12 VDC terminal (19)
are mounted on the left wall of the cabinet. These ter-
minals distribute battery voltage and 12 VDC for
devices requiring reduced voltage. This 24 VDC ter-
minal is a convenient test point for measuring battery
voltage during troubleshooting procedures.
D3-8 24VDC System Components
Truck Control Interface Panel
The Truck Control Interface Panel (TCI) (6, Figure 3-
3) is the main interface between truck systems and
devices and service personnel. This panel is used in
conjunction with the Diagnostic Information Display
(DID) located in the operator's cab.
The TCI panel provides the following functions:
• Communicates with the Propulsion System
Controller (PSC) to exchange propulsion control
system status and control data and to provide the
PSC with truck systems status data.
• Communicates with the Diagnostic Information
Display (DID) to exchange PSC and/or TCI
diagnostic and parameter data. Refer to Section
"E" for additional information.
• Communicates with the Auxiliary Blower System
to exchange diagnostic data.
• Communicates with a Portable Test Unit (PTU) to
exchange TCI PTU data.
• Communicates with a Modular Mining Dispatch
System to exchange truck status data.
• Monitors engine control system, payload
information, ambient and propulsion system
temperature, operator control inputs etc.
• Controls the engine start sequence.
• Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls
the park brake solenoid.
• Processes front wheel speed signals for the PSC
and speedometer.
Control Power Relay
The control power relay (18) is energized when the
key switch and control power switch (located in the
main electrical cabinet) are turned on. When closed,
the relay connects the battery circuit (circuit #11) to
create circuit #71, the B+ source for many of the low
voltage system components.
Circuit Breaker Panel
A panel (10) adjacent to the TCI panel in the electri-
cal interface cabinet contains the cabinet service
lights on/off switch (1, Figure 3-4) and circuit break-
ers CB1 though CB12 (2). Refer to Circuit Breaker
Chart at the end of this section for functions and cir-
cuits.
04/01 D03019
 FIGURE 3-3. ELECTRICAL INTERFACE CABINET
1. Cabinet Assembly 8. Cabinet Service Light 16. Diode Board (DB1)
2. Special Interface Module (SIM) 9. Barometric Pressure Transducer 17. 24 VDC Terminal
3. Relay Board (RB1) 10. Circuit Breaker Panel 18. Control Power Relay
4. Lincoln Lube System Timer 11. Relay Board (RB2) 19. 12 VDC Terminal
5. Relay Board (RB6) 12. Relay Board (RB3) 20. Cabinet Left Wall
6. Truck Control Interface Panel 13. Relay Board (RB4) 21. Cabinet Right Wall
(TCI) 14. Relay Board (RB5)
7. Relay Board (RB7 - Not Used) 15. Cable Entrance Panel

D03019 04/01 24VDC System Components D3-9

 FIGURE 3-4. CIRCUIT BREAKER PANEL
1. Cabinet Service Light Switch
2. Circuit Breakers

Diode Board - DB1

The diode board (16, Figure 3-3) contains replace-
able diodes. Some of the diodes are used in the coil
circuit of various relays to suppress the resultant coil
voltage spike when power is removed from the cir-
cuit, preventing damage to other circuit components
(lamp filaments etc.). Other diodes are used to con-
trol the flow of current in a circuit as required. Resis-
tors or diodes may also be installed in sockets P7
through P12 (3, Figure 3-5). Refer to the schematics
in Section R for specific circuits.
Diode board, DB1 contains 24 replaceable diodes.
The diodes are mounted on a plug-in connector for
easy replacement.
Diode Testing
Refer to the electrical schematic in Section R of this
manual for the specific circuit and diode to be tested.
If a diode failure is suspected, remove and check the
diode as follows:
1. Grasp the diode connector, compressing the
locking "ears" while pulling the connector off the
board. Note the connector "key" used to ensure
correct polarity.
NOTE: Some digital multimeters are designed to test
diodes. If this type is used, follow the manufacturer's
instructions for proper test.
FIGURE 3-5. DIODE BOARD 1
1. Diode Board 1 (DB1) 3. Sockets (P7 - P12)
2. Connectors (P1 - P6) 4. Diodes (D1 - D23)
2. An analog ohmmeter can be used to test the
diode as follows:
a. Place the meter on the "x100" scale.
b. With the red meter lead (+) on the banded
end of the diode and the black lead (-) on the
other diode lead, the meter should read
between 1000 and 2000 ohms.
c. Reverse the meter leads and read infinite
resistance.
3. If no resistance is read on the meter, the diode
is open and must be replaced.
4. If the meter reads zero ohms, the diode is
shorted and must be replaced.
5. Orient the diode assembly for proper polarity
("key" noted in step 1.) and insert connector
until locked in position on mating receptacle.

D3-10 24VDC System Components 04/01 D03019

RELAY BOARDS
The electrical interface cabinet contains six relay
boards to provide control for many of the 24VDC cir-
cuits. Two types of boards are used; those containing
circuit breakers in addition to 24VDC relays and a PC
board for special functions, and a second type con-
taining relays only.
All relays are interchangeable. The circuit breakers
are interchangeable, providing the circuit breaker
capacity is the same. Do not interchange or
replace any circuit breaker with one of a different
capacity than specified for the circuit. Serious
damage or a fire may result if the wrong capacity
breaker is used.
Relay Boards - RB1, RB2, RB3, RB4, RB5
Each relay board of this type is equipped with five
green lights (9, Figure 3-6) and one red light (7). Four
green lights are labeled K1, K2, K3, or K4. These
lights will be on only when that particular control cir-
cuit 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 com-
ponent. Each relay board has a 5th green light that
has a different function on each board.
The red "Breaker Open" light (if on) indicates that a
circuit breaker (on that relay board) is in the off posi-
tion. A light on the overhead display panel will also
illuminate, informing the operator that a circuit
breaker is in the off position. The red breaker open
light will turn on whenever there is a voltage differ-
ence across the two terminals of a circuit breaker.
If a control switch has been turned on and a green
(K) light is on, but that component is not operating,
check the following on the relay board for that circuit:
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 cause of
overload.
The contacts inside the relay may not be
closing, or the contacts may be open,
preventing an electrical connection. Swap
relays and check again. Replace defective
relays.
Check the wiring and all of the connections
between the relay board and the
component for an "open" circuit.
Defective component. Replace component.
Poor ground at the component. Repair the
ground connection.
D03019 04/01 24VDC System Components
Service
To replace a relay:
NOTE: The relays are labelled to identify the
applicable circuits and components Also, refer to the
Circuit Breaker Chart at the end of this section.
1. Remove one screw (10, Figure 3-6) holding the
crossbar in place and loosen the other screw.
2. Swing crossbar away.
3. Gently wiggle and pull outward to remove relay
(11).
4. Line up tabs and install new relay.
5. Place crossbar in original position and install
screw (10) that was removed and tighten both
screws.
To replace a circuit breaker:
NOTE: Always replace a circuit breaker with one of
the same amperage capacity as the one being
removed.
1. Place battery disconnect switches in the off
position.
2. Unplug all wiring harness(s) from relay board.
Remove four relay mounting screws and
remove relay board from truck.
3. Remove four hold down screws (3) (one in each
corner) in circuit breaker cover plate and all cir-
cuit breaker screws. Remove cover plate from
circuit breakers.
4. Remove nuts and star washer from back side of
circuit board that holds the breaker in place.
5. Lift out circuit breaker. Retain flat washers that
were between inner circuit breaker nut and
relay board.
6. Install one nut and two flat washers to each
pole on the circuit breaker. Nuts must be
adjusted to the same height as on the other cir-
cuit breakers. This is necessary so when cover
plate is installed, it will not press circuit breaker
into, or pull up on, the circuit board. Install new
circuit breaker of the same capacity rating as
the one removed.
7. Install star washer and nut to circuit breaker
poles (on the back side) and tighten nuts.
8. Install cover plate and all screws removed dur-
ing disassembly.
D3-11
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 switches in the "OFF"
position.
2. Remove the two mounting screws (6, Figure 3-
6) and carefully remove the circuit panel card
from the relay board.
3. Line up the new circuit panel in slots and with
the socket on the relay board and install care-
fully.
4. Install two mounting screws (6).
Relay Board Identification
The six relay boards are identified as follows:
(Refer to Figure 3-3 for location.)
Relay Board 1 . . . . . . . . . . . .Clearance/Turn Signal
Relay Board 2 . . . . . . . . . . . . . . . . . . Payload Meter
Relay Board 3 . . . . . . . Stop, Retard, Backup Lights
Relay Board 4 . . . . . . . . . . . . . Parking Brake, Horn,
. . . . . . . . . . . . . . . . . . . .Body-up, Engine Cranking
Relay Board 5 . . . . . . . . . . . . . . . . . . . . Head Lights
Relay Board 6 . . . . . . . . . . . . . . . Engine Functions,
. . . . . . . . . . . . . . . . . Mid/Full Load Signals to PSC
. . . . . . . . . . . . . . . . . . . . . . . Backup Lights & Horn
Refer to Circuit Breaker Chart for electrical circuit
identification numbers.

FIGURE 3-6. TYPICAL RELAY

BOARD
(RB4 shown)

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)
(Relay Board 4 Only)
9. K1, K2, K3, K4 Lights (GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
13. Circuit Harness Connector

D3-12 24VDC System Components 04/01 D03019

Relay Board Functions Relay Board 3 (RB3)
The following describes the components and func- 1 - Light Module Display card
tions of each relay board.
1 - Rev Light (Green): This light is "ON" whenever
Relay Board 1 (RB1) the selector switch is in the "reverse" position, and
the key switch is in the "ON" position.
1 - Flasher Power Light (Green): This light will be
"ON" when the turn signals or hazard lights are acti- 4 - 15 amp circuit breakers
vated. (CB16, CB17, CB18, CB19)
>K1 light will be "ON" during right turn signal opera- 4 - Relays
tion
• Manual Back-up Lights Relay (K1)
>K2 light will be "ON" during left turn signal operation
• Stop Lights Relay (K2)
>K3 light will be on when clearance lights are acti-
• Retard Lights Relay (K3)
vated.
• Slippery Road Relay (K4) (Not used)
>K4 light will be flashing when the turn signals or
hazard lights are in operation. Relay Board 4 (RB4)
NOTE: If circuit breakers (CB13 & CB15) are in the 1- Steering Pressure Bleed Down Timer Module
off position, no warning will be noticed until the card.
clearance light switch is turned "ON".
1 - Bleed Down Light (Green): This light is "ON"
1 - Flasher Module card. when the bleeddown solenoid is being energized.
3 - 15 amp circuit breakers (CB13, CB14, CB15) The bleeddown timer will energize the solenoid for 90
seconds after key switch is turned "OFF".
4 - Relays
2 - 5 amp circuit breakers (CB20, CB22)
• Right Turn/Clear Light Relay (K1)
1 - 15 amp circuit breaker (CB21)
• Left Turn/Clear Light Relay (K2)
4 - Relays
• Clearance Lights Relay (K3)
• Park Brake Failure Relay (K1)
• Flasher Relay (K4)
• Engine Cranking Oil Pressure Interlock Relay
Relay Board 2 (RB2) (K2)
1 - Data Storage Module card. • Horn Relay (K3)
1 - Payload Stored Light (Green): This light is "ON" • Body Up Relay (K4)
for one second when the payload meter actually
Relay Board 5 (RB5)
stores the load data into memory.
1 - Light Display Module card
1 - 5 amp circuit breaker (CB29) (To payload meter)
1 - Lights Control Light (Green): This light is "ON"
1 - 15 amp circuit breaker (CB28) (To payload lights
when 24 volts is being supplied to the battery termi-
& relays)
nal of the light switch.
4 - Relays
5 - 15 amp circuit breakers
• Light Relay 1 (Green) (K1)
(CB23, CB24, CB25, CB26, CB27)
• Light Relay 2 (Amber) (K2)
4 - Relays
• Light Relay 3 (Red) (K3)
• Left Low Beam Relay (K1)
• Light Control Relay (K4)
• Right Low Beam Relay (K2)
• Left High Beam Relay (K3)
• Right High Beam Relay (K4)

D03019 04/01 24VDC System Components D3-13

Relay Board 6 (RB6)
Relay board 6 (Figure 3-7) does not contain circuit
breakers or modular cards. Additional circuits may be
added by utilizing the empty relay sockets provided.
The following relays are installed on RB6:
• Back-up Lights & Horn Relay (K1)
• Engine Run/Ignition Relay (K2)
• Spare Socket (K3)
• Engine Retard Speed Relay (K4)
• Spare Socket (K5)
• Full Load Signal to PSC Relay (K6)
• 70% Load Signal to PSC Relay (K7)
• Spare Socket (K8)
FIGURE 3-7. RELAY BOARD 6
1. Relay Board (RB6) 3. Relays (K1 - K8)
2. Terminal Strips (TS1
- TS8)
D3-14
Installing Additional Circuits
To add an additional circuit with a relay, connect the
wires as described below:
The control circuit for the relays are the "+" and "-"
terminals:
• "+" terminal is for positive voltage.
• "-" terminal is for grounding of the control circuit.
• Either circuit can be switched "open" or "closed"
to control the position of the relay.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
• NC - Normally Closed
• COM - Common
• NO - Normally Open
> "COM" terminal is for the voltage source (protected
by a circuit breaker) coming into the relay which will
supply the electrical power for the component being
controlled.
> "NC" terminal is connected (through the relay) to
the "COM" terminal when the relay is not energized
(when the control circuit terminals "+" & "-") are not
activated).
> "NO" terminal is connected (through the relay) to
the "COM" terminal when the relay is energized (by
the control circuits "+" & "-") being energized).
If relay board 6 must be removed and replaced,
be certain to note correct orientation of board!
Improper orientation will result in incorrect
hookup to existing wire harness.
24VDC System Components 04/01 D03019
BODY-UP SWITCH
The body-up switch (3, Figure 3-8) is located inside
the right frame rail near the front of the body and
must be adjusted to specifications to ensure the
proper electrical signal is obtained when the body is
raised or lowered. The body-up switch is designed
to prevent reverse propulsion when the dump body
is not resting on frame rails. The switch also pre-
vents forward propulsion with the body up unless
the override button is depressed and held.
Operation
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised,
the arm moves away from the switch, opening the
contacts. The electrical signal is sent to the control
system and the body-up relay.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assem-
bly.
Adjustment
Prior to adjusting the body-up switch, inspect body
pads for wear or damage and replace pads if
required. The body must be resting on the frame in
the normal body down position when adjustments
are made.
1. Loosen capscrews (2, Figure 3-8) and adjust
proximity switch bracket (3) to achieve an air
gap (dimension "A") between sensing area
(crosshatched area as marked on switch) and
actuator arm (4), of between 0.50 in. (12.7
mm) minimum and 0.62 in. (15.9 mm) maxi-
mum. Tighten capscrews after adjustment.
2. If necessary, loosen actuator arm mounting
capscrews (5), and position arm until centered
over sensing area of switch. Vertical set up
dimension ("B") should be 1.63 in. (41.5 mm).
Tighten capscrews after adjustment.
Service
Keep sensing area clean, free of metallic dust and
other debris that may damage or inhibit operation of
the proximity switch. If the switch is not functioning
or damaged, the unit must be replaced.

FIGURE 3-8. BODY-UP SWITCH ADJUSTMENT

1. Switch Mounting Bracket 3. Proximity Switch 5. Adjustment Capscrews
2. Adjustment Capscrews 4. Actuator Arm

D03019 04/01 24VDC System Components D3-15

HOIST LIMIT SWITCH
The hoist limit switch (5, Figure 3-9) is located inside
the right frame rail above the rear suspension (near
the body pivot pin). The hoist limit switch is designed
to stop the hoist cylinders before reaching full exten-
sion, preventing possible damage to the dump body
or hoist cylinders.

Operation
When the hoist cylinders approach maximum stroke,
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically operated
switch to close the electrical contacts. When the con-
tacts close, an electrical signal is sent to the hoist-up
limit solenoid valve (located in the hydraulic compo-
nents cabinet) to prevent further oil flow to the hoist
cylinders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assem-
bly.

Adjustment
With body raised and hoist cylinders within 6 in. (152
mm) of maximum travel, make the following adjust-
ment.
1. Adjust limit switch to achieve an air gap (dimen-
sion "A") of 0.50 to 0.56 in. (12.70 to 14.30 mm)
between sensing area and actuator arm (3).
Retighten capscrews.

Service FIGURE 3-9. BODY LIMIT SWITCH ADJUSTMENT

Keep sensing area clean, free of metallic dust and 1. Body 4. Switch Mounting Plate
other debris that may damage or inhibit operation of 2. Frame 5. Hoist Limit Switch
the limit switch. If the switch is not functioning or 3. Actuator Arm
damaged the unit must be replaced.

D3-16 24VDC System Components 04/01 D03019

 CIRCUIT BREAKERS

AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION

CB00 50 12 Volt Power Source 11B1 Battery Control Box
CB1 5 Fan Clutch Power 440 Electrical Interface Cabinet
CB2 20 ECM Main Power 240M Electrical Interface Cabinet
CB3 20 ECM Main Power 241M Electrical Interface Cabinet
CB4 20 ECM Main Power 240R1 Electrical Interface Cabinet
CB5 20 ECM Main Power 241R1 Electrical Interface Cabinet
CB6 15 Engine Service Solenoids 11SL Electrical Interface Cabinet
CB7 10 Lincoln Lube Solenoids 68 Electrical Interface Cabinet
CB8 10 Body-up Limit Switch/Solenoid 712H Electrical Interface Cabinet
CB9 10 Spare Electrical Interface Cabinet
CB10 10 Spare Electrical Interface Cabinet
CB11 15 Spare Electrical Interface Cabinet
CB12 5 Spare Electrical Interface Cabinet
CB13 15 Clearance Lights 11CL RB1, Elect. Interface Cabinet
CB14 15 Turn Signals 11Z RB1, Elect. Interface Cabinet
CB15 15 RD1, RD2, & Tail Lights 41T RB1, Elect. Interface Cabinet
CB16 15 Dynamic Retard Lights 44C RB3, Elect. Interface Cabinet
CB17 15 Manual Back-up Lights 47B RB3, Elect. Interface Cabinet
CB18 15 Stop Lights 44A RB3, Elect. Interface Cabinet
CB19 15 Back-up Horn 79A RB3, Elect. Interface Cabinet
CB20 5 439E Circuit & Park Brake Fail Relay Coil 439E RB4, Elect. Interface Cabinet
CB21 15 Steering Bleeddown, Horn 11A RB4, Elect. Interface Cabinet
CB22 5 Relay Board RB6, K2 coil (Engine Run/Ignition) 23D RB4, Elect. Interface Cabinet
CB23 15 Low Beam Headlight, L.H. 11DL RB5, Elect. Interface Cabinet
CB24 15 Low Beam Headlight, R.H. 11DR RB5, Elect. Interface Cabinet
CB25 15 High Beam Headlight, L.H. 11HL RB5, Elect. Interface Cabinet
CB26 15 High Beam Headlight, R.H. 11HR RB5, Elect. Interface Cabinet
CB27 15 Headlight Switch 11D RB5, Elect. Interface Cabinet
CB28 15 Payload Meter 39J RB2, Elect. Interface Cabinet
CB29 15 Payload Meter 39G RB2, Elect. Interface Cabinet
CB30 15 Hazard Light Switch 11L Power Distribution Module
CB31 15 Cab Heater/AC Blower Motor 12H Power Distribution Module
CB32 15 Warning Lights, A.I.D. Module 12M Power Distribution Module
CB33 Not Used Power Distribution Module
CB34 Not Used Power Distribution Module
CB35 Not Used Power Distribution Module
CB36 10 Cigar Lighter 11B2 Power Distribution Module
CB37 10 Windshield Washer & Wiper 712W Power Distribution Module
CB38 5 Fuel, Engine Temp., Oil Pressure, Voltmeter 712D Power Distribution Module
CB39 Not Used Power Distribution Module
CB40A 5 Accessory Plug (12VDC) 12GE Power Distribution Module
CB40B 10 Radio/Cassette Player 11B4 Power Distribution Module
CB41A 15 Cab Door Window, L.H. 11B6 Power Distribution Module

D03019 04/01 24VDC System Components D3-17

 CIRCUIT BREAKERS
CB41B 15 Cab Door Window, R.H. 11B7 Power Distribution Module

AMPS CIRCUIT LOCATION

CB42 15 Air Seat 712A Power Distribution Module
CB43 10 Start Signal 21S Power Distribution Module
CB50 20 Communications Radio SPR42/SPR46 Power Distribution Module
CB51 20 Dispatch Radio SPR43/SPR47 Power Distribution Module
CB52 10 Spare SPR44 Power Distribution Module

D3-18 24VDC System Components 04/01 D03019

 SECTION D5
DDEC ELECTRONIC ENGINE CONTROL
INDEX

DDEC ELECTRONIC ENGINE CONTROL For MTU/DDC 4000 SERIES ENGINE . . . . . . . . . . . . . . D5-3

COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-4

Electronic Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-4

Electronic Unit Nozzles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-6

System Sensors and Operator Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-6

ENGINE PROTECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-7

DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-8

D05006 DDEC Electronic Engine Control for D5-1

MTU/DDC 4000 Series Engine
 NOTES

D5-2 DDEC Electronic Engine Control for D05006

MTU/DDC4000 Series Engine
 DDEC ELECTRONIC ENGINE CONTROL
For MTU/DDC 4000 SERIES ENGINE
GENERAL DESCRIPTION

The Electronic Engine Control system provides an The following major components are required for
electronic method for determining engine fuel the system:
requirements and controlling engine speed. Engine
performance is continuously monitored by various
sensor inputs to microprocessors and compared to • Electronic Control Module
operating parameters stored in memory to provide • Electronic Unit Nozzles
engine operation controls. Operator demand for
• Engine and cooling system sensors
power is provided by an electronic foot pedal and/or
the drive system controller while engine mounted • Operator input controls
sensors provide information on engine crankshaft • Engine protection indicator lights/circuits
position, RPM, pressures, and temperatures. Exten-
sive operation and diagnostic information is stored • Wire harness/connector assemblies
and made available for troubleshooting engine prob- • Diagnostic Data Reader
lems and monitoring engine performance.
Electronic engine control eliminates the need for air
operated throttle pedals, cylinders, and mechanical
or hydraulic governors.

FIGURE 5-1. ELECTRONIC CONTROL MODULE (ECM)

1. Electronic Control Module 4. Power Harness Connector

2. Vehicle Interface Harness Connector 5. Sensor Harness Connector
3. Optional Communication Harness Connector 6. Injector Harness Connector (2)

D05006 DDEC Electronic Engine Control for D5-3

MTU/DDC 4000 Series Engine
COMPONENT DESCRIPTION
Electronic Control Module
The ECM contains the microprocessor which
receives information from the various system sen-
sors and operator input. All sensor circuits are con-
stantly monitored during operation for correct
voltage levels, sensor failure, and open or shorted
electrical circuits. The incoming information is com-
pared to stored information which determines
acceptable operating parameters for oil pressure,
coolant level, etc. for current operating conditions. If
all conditions are acceptable, calculated information
is then sent to driver circuits to control the fuel noz-
zles for controlling engine performance. If conditions
are not within the programmed operation limits, a
warning system alerts the driver of possible prob-
lems and, depending on the malfunction and vehicle
application, may initiate an engine protection
sequence.
Various forms of information storage memory are
used to store engine operation parameters and
diagnostic data. Performance information for a par-
ticular application is programmed into the system
memory by the manufacturer prior to final testing.
Information regarding accumulated engine opera-
tion hours, fuel consumption, and engine idle hours
is stored for retrieval by service personnel. Various
functions can be re-programmed by the user
through the use of a portable diagnostic data read-
out device. Unauthorized re-programming is pre-
vented by use of a security password prior to re-
programming.
If a malfunction occurs in the main fuel control cir-
cuits or power supply, a backup fuel control system
will maintain engine operation at a reduced perfor-
mance level. If the system is operating in the
backup mode, the amber Check Engine Light (CEL)
in the cab will illuminate. An appropriate fault code
will also be stored in the drive system controller.

FIGURE 5-2. MTU/DDC 4000 ENGINE (Left Side)

1. Oil Temperature Sensor
2. Crankcase Pressure Sensor
3. Charge Air Coolant Temp. Sensor
4. Charge Air Pressure Sensor
5. Charge Air Temp. Sensor
6. Engine Electronic Control Module 9. Starter Solenoid
Primary: Outboard 10. Starter Interlock Press. Switch
Secondary: Inboard 11. Oil Press. Gauge Sender
7. Fuel Temp. Sensor 12. Hour Meter Press. Switch
8. Fuel Solenoid

D5-4 DDEC Electronic Engine Control for D05006

MTU/DDC4000 Series Engine
 FIGURE 5-3. MTU/DDC 4000 (Front View)

1. Oil Pressure Sensor

2. Fan Clutch Solenoid
3. Low Pressure - Fuel Pressure Sensor
4. Fuel Solenoid
5. Fuel Temperature Sensor
6. High Pressure - Fuel Pressure Sensor
7. Synchronous Reference Sensor
8. Charge Air Cooler Coolant Pressure Sensor
9. Engine Coolant Pressure Sensor
10. Engine Coolant Temperature Sensor
11. Engine Temperature Sensor (Cab Gauge)

Two ECM's (6, Figure 5-2) are required for the 4000 Series engine, a primary and a secondary unit. The outboard
(primary) ECM controls fueling in the front 8 cylinders and the inboard ECM controls fueling in the rear 8 cylinders.
Fuel control information is sent across an electrical harness (data link) from the primary to the secondary unit.
The ECM electronics are cooled by passing engine fuel through a plate mounted on the ECM. Internal electronic
components are attached to this side of the ECM which acts as a heat sink to remove excessive heat.

FIGURE 5-4. MTU/DDC 4000 (Right Side)

1. Coolant Level Sensor 3. Charge Air Temperature

2. Charge Air Pressure Sensor 4. Timing Reference Sensor

D05006 DDEC Electronic Engine Control for D5-5

MTU/DDC 4000 Series Engine
Electronic Unit Nozzles
Fuel is delivered to the cylinders by the electronic
unit nozzles (Figure 5-5). Fuel is pressurized by a
mechanical high pressure piston pump and con-
trolled electronically by the ECM through a solenoid
operated valve in each nozzle. The ECM computes
fuel timing and quantity and actuates the solenoids
through high current, pulse width modulated drivers
located inside the ECM.
When the ECM begins sending a pulsed signal to the
nozzle, the solenoid valve opens, a valve in the noz-
zle opens and the injection cycle begins. The pulse
width (length of time energized) delivered to the sole-
noid determines the quantity of fuel injected. When
the pulse is removed and the solenoid valve closes,
the valve in the nozzle closes, fuel pressure decays
and the injection cycle ends.
FIGURE 5-5. ELECTRONIC UNIT NOZZLE
1. Fuel Inlet 3. Valve Body
2. Solenoid Terminals 4. Nozzle
D5-6 DDEC Electronic Engine Control for
MTU/DDC4000 Series Engine
System Sensors and Operator Inputs
SRS
The synchronous reference sensor (SRS) (7, Figure
5-3) monitors camshaft revolutions and is used for
cylinder sequencing by determining when cylinder #1
is about to fire.
TRS
The timing reference sensor (TRS) (4, Figure 5-4)
monitors crankshaft rotation and determines when
any cylinder is about to fire.
OTS
The oil temperature sensor (OTS) (1, Figure 5-2)
monitors oil temperature near the oil filters.
PTO Counts
The throttle position sensor (2, Figure 5-7) is con-
tained in the electronic foot pedal control. When the
operator depresses the accelerator pedal, a variable
voltage signal is sent to the drive system controller
and based on other truck operating conditions inputs
to the panel (temperature, truck speed) the panel will
provide a frequency signal to the DDEC ECM's to
control engine speed. The drive system controller will
control the engine RPM for all operating conditions.
CLS
The coolant level sensor (CLS) (Figure 5-6) monitors
coolant level in the cooling system (1, Figure 5-4) top
tank. This sensor provides a signal to the ECM.
FIGURE 5-6. COOLANT LEVEL SENSOR (CLS)
D05006
 ENGINE PROTECTION SYSTEM
CEL
The AMBER Check Engine light is used to inform the
operator that a problem has occurred in the DDEC
system and the problem should be investigated. If
this light illuminates, a code is stored in the ECM and
drive system controller memory describing the fault.
If this indicator illuminates, alert maintenance
personnel as soon as possible.
This light, on the Overhead Display Panel, will
remain on for approximately five seconds after the
key switch is turned on. If the light remains on, a
problem exists within the system. If a problem occurs
but clears itself (for example, a loose connection), an
error code will be stored in the ECM memory which
can be recalled by using the diagnostic data reader
(see Figure 5-8).

SEL
FIGURE 5-7. ELECTRONIC FOOT PEDAL The RED Stop Engine light will illuminate for approxi-
ASSEMBLY (EFPA) mately five seconds after the key switch is turned on.
If the Stop Engine light and Check Engine light turn
1. Connector Cable 2. Throttle Position on during operation, a potentially damaging condition
Sensor has been detected. Stop the truck as quickly as pos-
sible in a safe area. Apply parking brake. SHUT
EFPA DOWN THE ENGINE IMMEDIATELY.
The electronic foot pedal assembly (EFPA) (Figure 5- The following signals can cause the Stop Engine
7) is the accelerator pedal controlled by the operator Light to illuminate:
to vary the power demand.
• Low coolant level
• Low coolant pressure
TBS • High coolant temperature
The charge air pressure sensors (TBS) (4, Figure 5-2 • Low charge air cooler coolant pressure
& 2, Figure 5-4) monitor air inlet pressure from the • High charge air cooler coolant pressure
turbochargers and send voltage signals proportional
to pressures to the ECM. • Low oil pressure
• High oil temperature
• High crankcase pressure
OPS
The oil pressure sensor (OPS) (1, Figure 5-3) moni-
tors engine oil pressure. If one of the above conditions is detected, both lights
are illuminated and an alarm horn will sound, the
error code is logged and the ECM begins a pro-
grammed engine protection sequence. Maximum
engine speed is reduced to 1675 RPM and propul-
sion is interrupted. Retarding is available if it is
needed to slow or stop the truck.
A code is stored in the ECM and drive system con-
troller memory describing the fault. The DDR should
be used to determine which system caused the fault.
The problem should then be corrected.

D05006 DDEC Electronic Engine Control for D5-7

MTU/DDC 4000 Series Engine
DIAGNOSTICS
The ECM continuously monitors itself and other sys-
tem components including sensors, nozzles and
associated wiring and connectors. If a fault is
detected, the ECM illuminates the Check Engine or
Stop Engine light, and stores a malfunction code.
These codes can be read out by using a Diagnostic
Data Reader (DDR) as shown in Figure 5-8.
Whenever a fault is detected, the ECM will substitute
a default value for the component or circuit that has
failed. If the fault clears up, the actual sensor value is
again used.
When using the DDR, codes are broken down into
two types:
• Active Codes -- These codes are currently
causing the Check Engine or Stop Engine lights
to illuminate. FIGURE 5-8. DIAGNOSTIC DATA READER (DDR)
• Historical Codes -- These codes can be either
currently active or active in the past. Certain
codes on the DDR will also display an audit trail
of their occurrence(s).
The DDR includes a customer replaceable PROM
In addition to displaying codes, the DDR is capable
(Programmable Read Only Memory). As new diag-
of:
nostic techniques are developed which make use of
• Displaying sensor values and switch positions. the DDR, they can be programmed on a PROM by
the manufacturer and installed in the field by DDR
• Simultaneous display of current operating
parameters such as engine RPM, fuel rate and users.
charge air pressure. The DDR is attached to the diagnostic connector
• Cutting out cylinders to detect ©weakª cylinders located on the panel behind the passenger seat and
in the electrical cabinet. Refer to the DDEC Diagnos-
• Erasing codes. tic Troubleshooting Guide for complete information
• Limited data logging as an aid to intermittent fault on its use and procedures to follow for systematically
diagnosis. troubleshooting engine problems, retrieving stored
• Programming the EEPROM (Electrically data etc.
Erasable Programmable Read Only Memory) in
the ECM for specific operation requirements.

D5-8 DDEC Electronic Engine Control for D05006

MTU/DDC4000 Series Engine
 SECTION D10
BATTERY CHARGING ALTERNATOR
INDEX

BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3

ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3

BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3

Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3

Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3

BATTERY CHARGING SYSTEM (Niehoff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

TROUBLESHOOTING PROCEDURES (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

Equipment Required: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6

Test Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6

Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6

Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7

ON VEHICLE TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9

ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage . . . . . . D10-9

BATTERY CONDITIONS AND CHARGE VOLTAGE REACTIONS:. . . . . . . . . . . . . . . . . . . . . . . D10-9

CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10

DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10

ADVANCED SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11

Static Test - Engine OFF, Key ON, Battery Switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11

Go To Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-11

Go To Regulator (If Required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12

Go To Regulator Connector On The Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12

ALTERNATOR OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13

ALTERNATOR DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13

ALTERNATOR SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14

D10002 Battery Charging Alternator D10-1

 SERVICE PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-15

ON-VEHICLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17

Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17

Preliminary Checks: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17

Test Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17

Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17

ON-VEHICLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18

Bypass Test: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18

BENCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-19

STATIC TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20

Regulator Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20

Control Box Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21

ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-23

ASSEMBLY- ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-28

BF4822 STATOR SERVICE TOOL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-37

Stator Removal And Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-37

Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-38

D10-2 Battery Charging Alternator D10002

 BATTERY CHARGING ALTERNATOR
ELECTRICAL SYSTEM DESCRIPTION
The Komatsu Truck utilizes a 24VDC electrical sys-
tem which supplies power for all non-propulsion elec-
trical components. The 24VDC is supplied by pairs of
12 volt storage batteries wired in series. The batter-
ies are a lead-acid type, each containing six 2-volt
cells. With keyswitch ON and engine not operating,
power is supplied by batteries. When the engine is
operating, electrical power (non-propulsion) is sup-
plied by a 24 volt alternator.
BATTERY
During operation, the storage batteries function as an
electrochemical device for converting chemical
energy into the electrical energy required for operat-
ing the accessories when the engine is shut down.
Lead-acid storage batteries contain sulphuric
acid, which if handled improperly may cause
serious burns on skin or other serious injuries to
personnel. Wear protective gloves, aprons and
eye protection when handling and servicing lead-
acid storage batteries. See the precautions in
Section A of this manual to insure proper han-
dling of batteries and accidents involving sulphu-
ric acid.
Maintenance and Service
The electrolyte level of each cell should be checked
at the interval specified in 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 dis-
tilled water or water recommended by the battery
manufacturer. After adding water in freezing weather,
operate the engine for at least 30 minutes to thor-
oughly 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 or charging battery
is extremely explosive.
D10002 Battery Charging Alternator
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operat-
ing eight hours per day is about one to two ounces
per cell per month. For heavy duty operation (24
hour) normal consumption should run about one to
two ounces per cell per week. Any appreciable
increase over these figures should be considered a
danger signal. No water consumption may indicate
undercharging or sulphated plates.
Troubleshooting
Two most common troubles that occur in the charg-
ing system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose or corroded battery connections
Defective wire in electrical system
Loose alternator drive belt
A defective alternator
A defective battery equalizer
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
continue, cell covers will push up at the positive ends
and in extreme cases the battery container will
become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, bat-
tery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks or other signs of leakage. Check battery hold
down connections to make sure the tension is not
great enough to crack the battery, or loose enough to
allow vibration to open the seams. A leaking battery
should be replaced.
To remove corrosion, clean the battery with a solu-
tion 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. Dry
off battery. Be sure terminals are clean and tight.
Clean terminals are very important in a voltage regu-
lated system.
D10-3
Corrosion creates resistance in the charging circuit
which causes undercharging and gradual starvation
of the battery.
NOTE: When washing batteries, make sure cell caps
are tight to prevent cleaning solution from entering
the cells.
Addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, make sure battery is fully charged. This
is accomplished by putting the battery on charge and
taking hourly specific gravity readings on each cell.
When all the cells are gassing freely and three suc-
cessive hourly readings show no rise in specific grav-
ity, the battery is considered charged. Additional acid
may now be added. Continue charging for another
hour and again check specific gravity. Repeat the
above procedure until all cells indicate a specific
gravity of 1.260-1.265 corrected to 80°F (27°C).
NOTE: Use 1.400 strength 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.
Idle batteries should not be allowed to stand unat-
tended. If equipment is to stand unused for more
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self discharge takes place
even though the battery is not connected in a circuit
and is more pronounced in warm weather than in
cold.
D10-4 Battery Charging Alternator
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-dis-
charge runs about 0.002 specific gravity per day at
80°F (27°C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately 1/2 normal rate).
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in the table.
The temperatures in Table 1 indicate the points at
which the first ice crystals appear. Lower tempera-
tures must be reached for a solid freeze. Solid freez-
ing of the electrolyte may crack the battery case and
damage the positive plates. As will be noted, a 3/4
charged battery is in no danger of freezing, therefore,
a 3/4 charge or better is desirable, especially during
winter weather.
Table 10-1:
Specific Gravity Freezing
Corrected to 80° F (27° C) Temperature
Degrees
1.280 -90° F (-70° C)
1.250 -60° F (-54° C)
1.200 -16° F (-27° C)
1.150 +5° F (-15° C)
1.100 +19° F (-7° C)
D10002
BATTERY CHARGING SYSTEM (Niehoff)
General Description
The Niehoff model N1227 or C609 (Figure 10-1) is a
heavy duty, 24 VDC unit rated at 240 amps. A solid
state voltage regulator (6) mounted externally on the
end housing assembly provides voltage control during
operation. A single output connection (5) is located on
the face of the control unit (4) for connection to the
truck battery positive circuit. The ground circuit cable
can be attached to either of two terminals (10) located
on the front housing. A fan guard (7) protects mainte-
nance personnel from the rotating fan when the
engine is operating.
TROUBLESHOOTING PROCEDURES
(On-Truck)
Most 24 volt charging system problems can be diag-
nosed with the alternator installed on the truck, oper-
ating under normal conditions. Many problems can be
attributed to loose or corroded cable connectors. It is
essential that all battery charging circuit cables are in
satisfactory condition and all connections are clean
and securely tightened.
Equipment Required:
• Belt tension scale
• Voltmeter, 0 - 40 volt range
• Ammeter, 0 - 400 amp range

FIGURE 10-1. ALTERNATOR EXTERIOR

1. Belt Tension Adjustment Capscrew 6. Voltage Regulator

2. Shaft Key 7. Fan Guard
3. Pulley Bushing 8. Cooling Fan Assembly
4. Control Unit 9. Mounting Lugs
5. Battery Positive Terminal 10. Ground Terminals

D10002 Battery Charging Alternator D10-5

Preliminary Checks
1. Check the drive belt tension as follows:
a. Apply 20.9 lbs. (9.5 kg) force at center of belt
span.
b. Belt should deflect 0.50 in. (12.7 mm).
c. Adjust tension if necessary.
Insure that an undercharged battery condition has
not been caused by accessories having been left ON
for extended periods.
2. If a battery defect is suspected, check battery
as specified in Battery - Troubleshooting in this
section.
3. Inspect the wiring for defects. Check all connec-
tions for tightness and cleanliness. Remove and
clean battery cables.
4. If truck is equipped with a battery equalizer sys-
tem, verify proper operation of equalizer and
individual battery voltages. Refer to Battery
Equalizer in Section D, 24VDC Electrical Sup-
ply System.
Test Setup
1. Discharge batteries sufficiently to insure ade-
quate loading of alternator when engine is
operated during tests.
2. Open battery disconnect switch. Remove bat-
tery cable from alternator B+ terminal.
Refer to Figure 10-2 for the following steps. Meters
should be installed directly at the alternator as shown
to eliminate variations in readings due to cable
lengths etc.:
3. Install the ammeter (negative lead) to the bat-
tery positive cable removed in step 2. Install the
ammeter positive lead to the alternator B+ ter-
minal.
4. Install a voltmeter between the alternator B+
terminal (positive lead) and the ground terminal
(voltmeter negative lead).
5. Secure all test equipment leads to prevent dam-
age or short circuits when engine is started.
Reconnect battery disconnect switch.
The following tests require working near the
engine when running. Use caution when working
near engine fan, alternator fan and belt.
D10-6 Battery Charging Alternator
Test Procedure
1. Start engine, accelerate to high idle and
observe meters.
If voltmeter reading exceeds 30.5 volts, stop
engine immediately and refer to Table 2.
If batteries are sufficiently discharged, amps
should be "high" (220 amps ± 10%) and
voltage should be between 27.2 and 28.8
volts (normal range) or may be less than 23.7
volts if the batteries are significantly
discharged.
2. As the batteries approach full charge, the
amperage should fall as voltage rises.
3. When amps and volts readings stabilize, note
readings and refer to Table 2 to diagnosis sys-
tem condition.
Table 10-2: TROUBLESHOOTING CHART
AMPS VOLTS DIAGNOSIS
HIGH LOW Charging system is OK. Batteries
are not yet fully charged. Wait for
charging system to bring to full
charge; amps should decrease
and voltage should stabilize
between 27.2 and 28.8 volts.
HIGH NORMAL Watch until amps decrease or
voltage exceeds 28.8 volts. If
amps decrease and volts remain
normal, system is OK. If voltage
exceeds 28.9 volts, regulator and/
or alternator defective. Go to
Static Test.
HIGH HIGH STOP TEST! Regulator and/or
alternator defective. Go to Static
Test.
LOW LOW 1. Recheck voltmeter leads. If
connections are OK, alternator
and/or regulator defective.
2. Perform Regulator Bypass Test
per instructions on following page:
a. If volts and/or amps
increase, alternator is OK but reg-
ulator is defective.
b. If no effect, replace alternator
LOW NORMAL Charging system is OK.
LOW HIGH STOP TEST! If battery and volt-
meter check is OK, regulator and/
or alternator defective.
D10002
 FIGURE 10-3. REGULATOR BYPASS TEST

1. Alternator Control Unit

FIGURE 10-2. TEST METER HOOKUP 2. “R” Terminal (Relay)
3. “E” Terminal (Energize)
4. Alternator “B+” Terminal
1. Alternator Under Test 5. Alternator / Voltage Regulator
2. 0 to 400 AMP Ammeter Harness Plug
3. 0 to 40 VDC Voltmeter
4. Alternator “B+” Terminal
5. Alternator Ground Terminal
6. Truck Batteries

Regulator Bypass Test

If the test procedure outlined on the previous page
indicates low current output and low voltage out-
put, perform the following test to determine if the
voltage regulator is defective or if the alternator is
defective.
1. Disconnect alternator/regulator harness plug
(3, Figure 10-3).
2. Momentarily touch the "F-" connector pin on the
alternator connector to ground.
3. Observe meter readings:
If voltage or amperage rises, the alternator is
OK. The regulator is defective and should be
replaced.
If grounding the harness male pin has no
effect, the alternator is defective and should
be replaced.

D10002 Battery Charging Alternator D10-7

 FIGURE 10-4. PARTS ILLUSTRATION

1. Locknut 10. Screw 19. Stud 28. End Housing

2. Flat Washer 11. Control Unit 20. Shell 29. Nut
3. Drive Pulley 12. Screw 21. Pan Head Screw 30. O-Ring
4. Pulley Bushing 13. Rotor 22. Field Coil 31. Retainer Ring
5. Retainer Ring 14. Shaft & Core 23. Rear Stator 32. Cooling Fan
6. Front Bearing 15. B+ Bolt Assembly 24. Rotor 33. Hardened Washer
7. Capscrew & Washer 16. Retainer Ring 25. Rear Bearing 34. Locknut
8. Cover Plate 17. Nut 26. Screw 35. Socket Head Screw
9. Control Unit Cover 18. Front Stator 27. Voltage Regulator 36. Fan Guard

D10-8 Battery Charging Alternator D10002

 ON VEHICLE TROUBLESHOOTING GUIDE

ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage

PRELIMINARY PROCEDURES HIGH VOLTAGE OUTPUT

Common problems, all applications: Causes of high voltage:
Check alternator drive belt (s). Wrong regulator.
Check alternator positive connection High regulator set point.
Check alternator ground connection on alterna- Defective regulator.
tor.
Defective alternator.
Check condition of connector between regulator
and alternator.
Identify model of alternator_______________ NO VOLTAGE OUTPUT

Identify model of regulator________________ Causes of no voltage output:

Record voltage regulator set points stated on No drive belt.

regulator tag: No battery (B+) voltage at alternator's "B+" ter-
1)_______ 2)_______ 3)_______ (if applicable) minal (except isolator type systems).
No "link" from "R" terminal to energize ("E") ter-
minal on alternator when engine operating.
TOOLS AND EQUIPMENT: Defective regulator.
1 - Voltmeter (Digital type preferred.) Defective alternator.
1 - Ammeter (Digital, Inductive type preferred.)
1 - 12 gauge lead, 12 inches long, with alligator clip
at each end.
BATTERY CONDITIONS AND CHARGE
VOLTAGE REACTIONS:
LOW VOLTAGE OUTPUT NOTE: Until electrical system component
Causes of low voltage: temperatures stabilize, these conditions may be
observed during cold start voltage tests.
Loose drive belt.
Maintenance type:
Low state of charge of battery.
Immediately after engine start, system volts are
Current load on system greater than alternator
lower than regulator set-point with medium
can produce.
amps.
Defective wiring or poor ground path.
3-5 minutes into charge cycle, higher system
Low regulator set point. volts and reduced amps.
Defective voltage regulator. 5-10 minutes into charge cycle, system volts are
at, or nearly at, regulator set point, and amps
Defective alternator.
are reduced to a minimum.

Low Maintenance types:

Same as above, except cycle times may be
longer.

D10002 Battery Charging Alternator D10-9

Maintenance Free types:
Immediately after engine start, system volts are
lower than regulator set-point with low amps.
15-30 minutes into charge cycle, still low volts
and low amps.
15-30 minutes into charge cycle, volts rise sev-
eral tenths, amps increase gradually then
increase quicker to medium to high amps.
20-35 minutes into charge cycle, volts rise to
set-point and amps lower.
High-Cycle Maintenance Free Types:
These types respond much better than standard
maintenance free types. The charge accep-
tance of these batteries may display character-
istics similar to standard, maintenance type
batteries.
CHARGE VOLT AND AMP VALUES
Voltage and amperage levels are functions of battery
state of charge. If the batteries are charged 95% or
higher when the engine is cranked, the charge volt-
age will be near regulator set-point and the amps will
taper quickly from medium to low. True battery volt-
age is obtained AFTER removing any surface charge
from the battery or after 24 hours of non-use.
DEFINITIONS
NOTE: Charge voltage and amp rates vary from
battery type to battery type, based on battery
construction technology and physical size of battery.
Low amps are the necessary amps that a bat-
tery will take continuously over a period of time
without damage to the battery when the battery
is in an operating system and is constantly
cycling. Batteries such as the Group-8D may
accept rates up to 15 amps over several hours
without raising their internal temperature more
than a few degrees. Group-31 batteries may
accept rates up to 5 amps over several hours
with minimal temperature rise.
D10-10 Battery Charging Alternator
Medium amps are defined as some multiple of
the low amp value, perhaps 30 amps for the
Group-8D and 10-15 amps for the Group-31.
This rate of amperage will cause a rise in bat-
tery temperature over a long period of time (4-8
hrs) and may lead to an overcharge condition if
temperature elevates too high.
High amps would be 50 to 75 amps for a Group-
8D, and 25 to 35 amps for a Group-31 size.
High amperage rates over a short period of time
(2-3 hrs.) can severely damage any battery by
overheating the battery and causing thermal
runaway. The battery, in effect, forgets its state
of charge and will accept all amps offered. The
electrolyte solution is boiled off as the battery
moves into an excessive gassing stage.
Charge voltage is the voltage delivered to the
battery when the alternator and regulator are
operating properly. This charge voltage value is
the voltage regulator's set-point. At times the
charge voltage value may be less than the regu-
lator's set-point but it will never be higher than
that set-point.
Battery voltage is the steady state voltage of the
battery. The value of this voltage relates directly
to state of charge.
B+ voltage is battery positive voltage, but does
not refer to a specific value as does battery volt-
age.
Surface charge is a higher than normal terminal
voltage a battery has when it comes off a
charger or after extended time in vehicle opera-
tion. The surface charge must be removed to
determine true battery voltage.
D10002
 ADVANCED SYSTEM TROUBLESHOOTING
NO ALTERNATOR OUTPUT
Static Test - Engine OFF, Key ON, Battery Switch
ON.
Identify and locate "B+", "E", and "R" and ground
("B-") terminals on alternator and check for link from
terminal "R" to "E".
Go To Alternator
Test for battery B+ voltage (__________V) at "B+" ter-
minal on alternator:
If there is no B+ voltage on "B+" terminal,
repair VEHICLE wiring as necessary. Continue
test.
• If B+ voltage is present on "B+" terminal, continue
test.
Remove strap between "R" and "E" terminal.
Connect a 12 gauge jumper wire from the "B+" termi-
nal on alternator to the "E" terminal on alternator.
D10002 Battery Charging Alternator
DAMAGE WILL OCCUR IF UNIT IS OPERATED
WITH STRAP CONNECTED AND B+ APPLIED!
Hold a steel wrench or screwdriver near alternator
drive pulley: wrench or screwdriver held near drive
pulley will be attracted to pulley by magnetism.
If there is no magnetic attraction, alternator
may not be turned on. Go to "Regulator Test"
that follows and continue test.
• If there is magnetic attraction alternator is good
and regulator should be considered good.
Alternator will produce electricity because
regulator is on. This test only shows regulator as
either on or off.
NOTE: Alternator may not be turned on when engine
is operating. Go to "R" terminal test next, to prove if
vehicle "E" circuit will turn alternator on.
D10-11
Go To 'R' Terminal On The Alternator
With engine running, measure value of AC voltage
from "R" terminal to "Ground".
If no AC volts are present, alternator is not
capable of turning on regulator.
NOTE: On a new, first time start up of an
alternator, the alternator may test at less than 5
volts on "R" terminal. The cause of this problem
may be loss of residual magnetism within the
alternator during shipping and handling of the
alternator. To restore the residual magnetism:
With engine off and battery switch on,
momentarily (1-2 seconds) connect a jumper wire
from 'B+' terminal to 'E' terminal. (May spark -
this is OK.) Remove jumper and restart engine.
Alternator should generate properly once the
residual magnetism is restored.
• If AC voltage is approximately 14 Volts, alternator
is properly turned on and output of alternator will
be approximately 28 Volts.
If AC voltage is 3 Volts to 5 Volts, alternator is
NOT turned on (regulator is OFF) but
alternator is capable of turning on a good
regulator. NOTE: This test shows only if
alternator is capable of energizing regulator.
To check harness from alternator to regulator
go to "Regulator Connector On Alternator"
test.Continue testing.
Vehicle Charging Circuit Test Is Now Complete:
Remove all jumper wires from alternator used to test
charging circuit.
Re-test Charging Circuit For Operation With The
Engine Running:
Check charging system voltage with engine running.
If no charge voltage, test for voltage at "E"
terminal of alternator, with engine running.
If no voltage on "E" terminal, shut engine
down and inspect link from "R" terminal to
"E".
Run engine and re-test charging circuit.
D10-12 Battery Charging Alternator
Go To Regulator (If Required)
Disconnect voltage regulator from alternator. There
are no static tests available for the regulator. Con-
tinue test.
Go To Regulator Connector On The Alternator
Connect a jumper wire from ground on alternator into
"F-" pin of connector attached to alternator.
B+ F- E B-
METRI-PACK™ Connector
Hold a steel wrench or screwdriver near alternator
drive pulley; wrench or screwdriver held near drive
pulley will be attracted to pulley by magnetism.
• If there is no attraction, alternator field is
defective. Replace alternator.
• If there is magnetic attraction, alternator field is
good. Continue test.
With jumper still connected between "B+" terminal
and "E" terminal on alternator: Insert "+" probe of
voltmeter into "E" terminal of connector, and Ground
negative probe of voltmeter to alternator ground ter-
minal.
• If meter shows no voltage, alternator is
defective. Replace alternator.
• If meter shows battery voltage, circuit is good.
Continue test.
Insert "+" probe of voltmeter into "B" pin in connector.
Insert negative probe of voltmeter into "B-" pin in
connector. (This is power circuit for voltage regula-
tor.)
• If circuit shows open (no voltage), alternator is
defective. Replace alternator.
• If circuit shows B+ voltage, regulator is
defective. Replace the regulator, only.
NOTE: Turn key and battery switch OFF before
installing new regulator. Turn battery switch and key
back on AFTER installing new regulator. Continue
test.
Remove all jumper wires from alternator used to test
charging circuit.
Reconnect link from "R" terminal to "E" terminal
D10002
 ALTERNATOR OVERHAUL

ALTERNATOR DIMENSIONS
1. Mounting Bolt - 1/2 UNC
2. Mounting Bolt - 12/50 Dia; 65 ft.lbs. (88 N.m) torque
3. Ground Bolt, 3/8 - 16; 11 ft.lbs. (15 N.m) torque
Either Side; R.H. side shown
4. Locknut (5/16 - 18 UNF-2B) & Washer (to secure Pulley)
6. Fan Nut; 50 ft.lbs. (68 N.m) torque
7. Slip Bushing
8. Allowable Mounting Bracket Dimensional Span
9. F+ Stud (NOTE: F+ Stud Not On All Models)

FASTENER DESCRIPTION TORQUE SPECIFICATIONS

SAE METRIC
Pulley Nut 120 ft. lbs 163 Nm
Heat Sink, Cover Plate, Control Box Hold Down & Relay Terminal Screw 20 in. lbs. 2 Nm
Phase Terminal Screw 20 in. lbs. 2 Nm
Ground Bolt 11 ft. lbs. 15 Nm
Front & Rear Housing Hold Down Nut 18 in. lbs. 2 Nm
Tension Adjust Bolt 18 ft. lbs. 24 Nm
Rotor Hold Down Screws 45 ft. lbs. 61 Nm
Output Lead Bolt 11 ft. lbs. 15 Nm
Output Nut 20 - 22 ft. lbs. 27 - 30 Nm
Energize Terminal Nut 60 - 70 in. lbs. 7 - 8 Nm
Regulator Hold Down Screw 32 in. lbs. 4 Nm
(for taptite screws) 45 in. lbs. 5 Nm
Fan Nut 50 ft. lbs. 68 Nm
Field Coil Screw 9 in. lbs. 1 Nm

D10002 Battery Charging Alternator D10-13

ALTERNATOR SPECIFICATIONS
VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24VDC
AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
GROUND . . . . . . . . . . . . . . . . . . . . . . . . .NEGATIVE
REGULATOR STEPS. . . . . . . . . . . . . . . . . . . . . . . .2
REGULATOR SETTINGS. . . . . . . . . . . . . 27.6 / 28.6
WEIGHT . . . . . . . . . . . . . . . . . . . . . . 65 lbs. / 29.3 kg

1. Measurements listed on the curves are for a

stabilized machine at maximum output at tem-
peratures indicated for each curve.
2. A link between "E" and "R" terminal must be
used in order to provide self energizing. If resid-
ual magnetism is lost, self energizing will not
occur until magnetism is reestablished. This is
done by disconnecting the link and applying
24V momentarily to the E terminal while the
alternator is operating. After disconnecting the
+24V signal from "E" terminal, connect the link
between the "R" and "E" terminal.

D10-14 Battery Charging Alternator D10002

 SERVICE PARTS
Ref
No. Part No. Qty. Description
1 BF3715 1 LOCKNUT (1)
2 BF1997 1 FLAT WASHER (1)
3 EF3527 1 PULLEY
4 BF1966 1 BUSHING, PULLEY
5 BF1989 1 RING, RETAINER (1)
6 BF1968 1 BEARING, FRONT
7 BF1988 1 RING, RETAINER (1)
8 BF1990 15 SCREW, PAN HEAD - #8 - 32NC X 3/8" (1)
9 BF1970 1 PLATE, COVER
9.a BF3712 1 HOUSING, FRONT
10 BF2002 18 NUT - (SPECIAL)
11 BF1969 1 COVER, CONTROL UNIT
12 BF1972 1 TERMINAL, OUTPUT
13 BF1971 1 CONTROL UNIT
14 BF3716 1 BOLT (+) - 5/16" - 18NC X 3/4"
15 BF1995 1 LOCKWASHER - 5/16" (1)
16 BF1996 1 FLAT WASHER (1)
17 BF3717 1 LOCKWASHER (1)
18 BF3718 1 CAPSCREW - 1/2" - 13NC X 1" (1)
19 BF3720 1 KEY WOODRUFF (1)
20 BF1973 1 SHAFT/CORE/ROTOR ASSEMBLY
20.a BF1974 2 ROTOR ASSEMBLY
20.b BF1975 1 SHAFT/CORE ASSEMBLY
20.c BF3713 2 RING, RETAINING
21 BF1992 2 LOCKWASHER (1)
22 BF1991 2 CAPSCREW - 3/8" - 16NC X 5/8" (1)
23 BF3719 12 CAPSCREW - #10 - 32NF X 1/2" (1)
24 BF3721 9 NUT - #8 - 32NC (1)
25 BF1976 1 SHELL/STATOR/FIELD ASSEMBLY
25.a BF1977 1 STATOR, FRONT
25.b BF1980 9 STUD
25.c 1 SHELL (2)
25.d BF1981 1 BUSHING, TENSION
25.e BF1978 1 COIL
25.f BF1979 1 STATOR, REAR
26 BF3722 18 SCREW, PAN HEAD - #6 - 32NF X 3/8" (1)
27 BF3723 9 NUT - #8 (1)
28 BF1982 1 HOUSING, END
29 BF1983 1 BEARING, REAR
30 BF3724 2 SCREW, LOCK - #10 - 32NC X 5/8" (1)
31 BF1962 1 REGULATOR
32 BF3714 1 O-RING
33 BF1985 1 FAN
34 BF2003 1 FLAT WASHER (HARDENED) (1)
35 BF2004 1 LOCKNUT - 1/4" - 20NF (1)
36 BF1961 1 GUARD, FAN
37 BF3725 3 SCREW, SOCKET HEAD - #10 - 32NF X 7/8" (1)

NOTE: (1) NOT SERVICED SEPARATELY - SUPPLIED ONLY IN BF1986 KIT.NOTE: (2) NOT SOLD
SEPARATELY

D10002 Battery Charging Alternator D10-15

 ALTERNATOR PARTS

Refer to previous page for Parts List.

D10-16 Battery Charging Alternator D10002

ON-VEHICLE TEST
Equipment:
• Belt Tension Gauge
• Voltmeter, 0 - 40 Volt range
• Ammeter, 0 - 400 Ampere range

Preliminary Checks:
1. Check Belt Tension. Use Belt Tension Gauge
to measure belt tension: Poly V Belt Adjustment
(20 lbs./strand): 240 lbs. maximum for 12
groove Poly V-belt.
2. Check Battery.Batteries must be in good condi-
tion and fully charged. If any battery condition is
marginal, it should be replaced with one known
to be in good condition.
For split battery pack, dual voltage systems,
battery rest voltages should agree within 0.3 V.
When "12V" battery voltage is more than 0.3 V
lower than "24V" battery voltage, check the
"12V" battery circuit to verify adequate charge.
Polarity of battery and alternator must agree;
FIGURE 10-5.
reverse polarity will damage the alternator. The
alternator is NEGATIVE ground.
1. Alternator 3. Ammeter
3. Check electrical connections in charging circuit. 2. Voltmeter 4. Battery
Make sure all connections are clean, tight, and
free of corrosion. Battery connections are espe- 7. Attach meters as indicated by Figure 10-5, be
cially important. sure to measure voltage and amperage at alter-
4. Check Energize circuit.If alternator is not charg- nator, not at batteries or intermediate point.
ing, check for voltage at the alternator energize If an in-line ammeter is used, disconnect battery
terminal. Refer to Figure 10-5 for energize ter- ground cable before connecting ammeter. Then
minal location on the outside of the control box. reconnect battery ground cable. Ammeter con-
Check for battery voltage at the "E" terminal nections must carry rated output of alternator.
with engine running.
Test Procedure
Test Set-up
8. Start engine. Accelerate to high idle.
5. Discharge Battery as Follows:
d.Disable fuel system.
e.Turn all lights and accessories "ON". Crank
the engine for 10 - 15 seconds to discharge
If voltmeter reading exceeds 32V for 24V system,
battery, then stop cranking engine.
stop engine immediately and refer to Table 10-3.
f. Turn all lights and accessories off.
9. Watch meter reading.If battery is sufficiently
g.Enable fuel system. discharged, amps should be high within ± 10%
6. Determine setpoints of regulator. The setpoint of output specified by performance curve (refer
of the alternator is 28V. "Normal" range is within to SPECIFICATIONS, alternator RPM = engine
±0.2V of setpoint. RPM x pulley ratio). Volts should be within or
below the "normal" range as battery
approaches full charge. Amps should fall as
Volts rise. When amps and volts stabilize, note
readings and refer to Table 10-3.

D10002 Battery Charging Alternator D10-17

 System voltage may rise above 32 volts on a 24 volt
system, during regulator bypass test. Possible dam-
Table 10-3: TROUBLESHOOTING age to sensitive electronic components could occur.
AMPS VOLTS DIAGNOSIS Refer to the "On Vehicle Troubleshooting Guide" for
HIGH LOW Charging system is OK. Battery is an alternative to the bypass test.
not yet fully charged. Wait for
charging system to bring to full
charge: AMPS should fall and
VOLTS should stabilize within nor-
mal range.
HIGH NORMAL Watch until AMPS fall, or VOLTS
exceed normal range. If AMPS fall FIGURE 10-6. VOLTAGE STEP ADJUST
and VOLTS remain normal, charg-
1. Low 3. High
ing system is OK. If VOLTS
exceed normal, regulator and/or 2. Medium
field coil should be replaced (Go to CAUTION! USE HIGH SETTING ONLY FOR:
Static Tests).
• EXTREME COLD
HIGH HIGH Stop test. Regulator and/or field
coil should be replaced. (Go to • INTERMITTENT SERVICE
Static Tests.) • MAINTENANCE - FREE BATTERIES
LOW LOW Make sure voltmeter leads are CHECK BELT TENSION BEFORE ADJUSTING
attached at alternator. If connec- VOLTAGE. TO ADJUST VOLTAGE, MOVE LINK TO
tions are OK, alternator and/or
OTHER POST.
regulator must be repaired or
replaced. Bypass regulator (See
Figure 10-3). If VOLTS and/or
AMPS rise, alternator is OK and
regulator should be replaced. If no System voltage may rise above 32 volts on a 24
effect, repair alternator. (Go to
volt system during bypass test. Possible damage
Static Tests.)
to sensitive electronic components may occur.
LOW NORMAL Charging system is OK. Refer to the "On Vehicle Troubleshooting Guide"
LOW HIGH Stop test. If battery and voltmeter for an alternative to the bypass test.
check OK, regulator and/or field
coil must be replaced.

Table 10-4: VOLTAGE REGULATOR

SYSTEM FACTORY NORMAL
VOLTAGE SETTING RANGE
27.5 27.2 - 27.8
24 28.0 27.7 - 28.3

ON-VEHICLE TEST
Bypass Test:
Disconnect plug between alternator and regulator
and momentarily touch "F-" terminal from alternator
plug to ground.
FIGURE 10-7.
1. F+ Stud (some units have F+ Stud & Phase taps)

D10-18 Battery Charging Alternator D10002

BENCH TEST TEST 2 - Full Load Test
Results of on-vehicle test should be confirmed With load set to rated output (nameplate) ± 10%, run
by these bench tests, if possible. When it is not alternator at 5000 rpm. Refer to Table 10-6.
possible to perform on-vehicle test, alternator
performance can be checked quickly by referring Table 10-6: FULL-LOAD TEST
to these bench tests.
AMPS VOLTS DIAGNOSIS
Equipment: HIGH LOW Test bench battery is dis-
charged (or defective). Allow to
• Test Bench, with 15 - 20 Hp motor set up to drive
alternator to 7000 RPM. charge or replace.

• Voltmeter, 0 - 40 Volt Range HIGH NORMAL Charging system OK.

HIGH HIGH Stop test. Regulator and/or
• Ammeter, 0 - 400 Amp Range
field coil should be replaced.
(Go to Static Tests.)
Mount alternator on test bench according to the LOW LOW Alternator and/or regulator
bench manufacturer's instructions. Refer to Figure must be repaired or replaced.
10-5 for set-up to measure voltage and amperage Go to Test 3.
produced by alternator. Voltage within ± 0.2V of reg- LOW NORMAL Increase load.
ulator setpoint is "normal". Amperage within ± 10% of
rated output at 5000 rpm is "high". LOW HIGH Stop test. Bench malfunction or
wiring error.

TEST 1 - No Load Test

Without electrical load but with battery connected, TEST 3 - Regulator Bypass Test
run alternator at 5000 rpm. Refer to Table 10-5
below. Perform this test only when suggested by other tests.
Alternator connections and load same as test 2.
Table 10-5: N0-LOAD TEST Bypass regulator as shown in Figure 10-7. Note
AMPS VOLTS DIAGNOSIS whether amps rise to within ± 10% of output rating
when connecting F- terminal to ground. Note whether
HIGH LOW Test bench battery is dis-
amps fall when disconnecting F- terminal. Then refer
charged (or defective). Allow to
to Table 10-7 below.
charge or replace.
HIGH NORMAL Give time to stabilize while
monitoring VOLTS. If VOLTS
rise above normal range (Table
Limit terminal connection to a few seconds to
13-2) regulator and/or field coil
protect charging system from excessive voltage.
must be replaced. If AMPS fall,
charging system is OK.
Table 10-7: REGULATOR BYPASS TEST
HIGH HIGH Stop test. Regulator and/or
field coil should be replaced. CONNECT DISCONNECT DIAGNOSIS
(Go to Static Tests.) Amps Rise Amps Fall Alternator is OK.
LOW LOW Alternator and/or regulator See note, replace
must be repaired or replaced. regulator only if low
Go to Test 3. AMPS/low VOLTS
indicated in Test 1
LOW NORMAL Regulator OK. Go to Test 2. and/or Test 2.
LOW HIGH Stop test. Bench malfunction or No Change No Change Alternator must be
wiring error. repaired. Go to
Static Tests.
Note: Before replacing regulator, check continuity of
energize circuit (refer to Static Tests, Test 5).

D10002 Battery Charging Alternator D10-19

STATIC TESTS
Static tests are performed on the partially disas-
sembled alternator to confirm component failure
indicated by on-vehicle test or bench tests.
Equipment:
• Ohmmeter, Simpson 260 or equivalent
• Regulator Tester, or Ohmmeter
• Diode Tester or Ohmmeter
Remove control box cover and drive pulley. Discon-
nect regulator from control unit. Remove cover plate.
Disconnect all phase leads attached to the front
housing ("P1" through "P6" in Figure 10-10).
NOTE: Refer to disassembly procedures in
Alternator Disassembly section of this manual.
Before repairing the alternator, perform all static
tests.
Regulator Tests
The regulator is normally checked using a regulator
tester. If a regulator tester is used, make connections
to regulator plug as follows (see Figure 10-4 for wire
assignments):
NOTE: Terminal locations differ on SAE and metri-
pack connectors.
• Wire 1 to "Field Coil (-)"
• Wire 2 to "Ground"
• Wire 3 to "Field Coil (+)" or "B+"
• Wire 4 to "Ignition" or "B+"
Refer to regulator tester manufacturer's instructions
for test procedure.
If regulator tester is not available, it is difficult to test
regulator for open output transistor. However, most
regulator failures are caused by shorted output tran-
sistor, so the following procedure utilizing an ohmme-
ter, will often suffice when a regulator tester is not
available.
TEST 2 - Check Function Of Clamping Diode
Set ohmmeter to x100 scale and make sure ohmme-
ter is zeroed. Using the regulator connector plug,
connect one ohmmeter lead to terminal "F-", connect
the other lead to terminal "B-" and observe ohmmeter
reading. Reverse leads and observe meter reading.
In one direction the ohmmeter should read less than
600 ohms. In the other direction the ohmmeter
should read very high. If the ohmmeter reads less
than 600 ohms in both directions (short) or very high
in both directions (open) clamping diode is defective
and regulator must be replaced.
Note: If regulator failure is indicated, field coil failure
must also be suspected.
Field Coil Tests
TEST 3 - Check For Open Field Coil
Set ohmmeter to x1 scale and make sure ohmmeter
is zeroed. Connect one ohmmeter lead to "B+" out-
put stud. (NOTE: On unit with "F+" stud, connect
ohmmeter to "F+" stud). Connect the other lead to
terminal "F-" of control unit harness. Ohmmeter
should read less than 3 ohms. If ohmmeter reads
above the specified limit, the field coil is open and
must be replaced (replace or repair Stator & Shell
Assembly).

TEST 1 - Check For Shorted Output Transistor

Set ohmmeter to x100 scale and make sure ohmme-
FIGURE 10-8.
ter is zeroed. Using the regulator connector plug,
connect one ohmmeter lead to terminal "F-", connect
1. Ignition (E) 5. F+ (Harness Lead #3)
to other lead to terminal "B-", and observe meter
(Harness Lead #4) 6. Ground Wire
reading. Reverse leads and observe meter reading.
2. Relay (R) from Regulator
In one direction the meter should read less than 600
3. Terminal Block (Harness Lead #2)
ohms. In the other direction the ohmmeter should
4 F- (Harness Lead #1) 7. B+ Buss Leads to
read very high. If ohmmeter reads zero in both direc-
Rectifier
tions, output transistor is shorted and regulator must
be replaced.

D10-20 Battery Charging Alternator D10002

TEST 4 - Check For Grounded Field Coil
Set ohmmeter to x10K scale and make sure ohmme-
ter is zeroed. Connect one ohmmeter lead to terminal
"F-" of the control unit harness. Connect the other
ohmmeter lead to the front housing ground stud. The
ohmmeter should read very high. If the ohmmeter
reads less than 100K ohms, the field coil is grounded
and must be replaced (replace or repair Stator &
Shell Assembly).
Move ohmmeter lead from "F-" to "F+" (if so
equipped), or to "B+" and repeat test. The ohmmeter
should read very high. If the ohmmeter reads less
than 100K ohms, the field coil is grounded and must
be replaced (replace or repair Stator & Shell Assem-
bly). Metri-Pack Connecter SAE Connecter

Control Box Tests FIGURE 10-9.

Note: Needle point probes may be required to pene-

trate the potting compound in the control box. TEST 6 - Diode Heat Sink Tests

Refer to Figure 10-8 for location of control box termi- Check to make sure that all phase leads are discon-
nal strip connections. Refer to Figure 10-7 for loca- nected from the heat sink (refer to Figure 10-10).
tion of control box external connections to regulator
and ignition circuit.

TEST 5 - Check Continuity Of Terminal Strip Con-

nections
Set ohmmeter scale according to Table 10-8 and
make ohmmeter connections between the terminal
strip inside the control box and control box terminals
located on the outside of the control box.

Table 10-8:
CONTROL BOX CONTINUITY CHECKS
OHMETER TERMINAL CONTROL READING
SCALE STRIP BOX
CONNECTION EXTERNAL
CONNECTION
(Figure 10-5)
x 10K F- GND* (B-) VERY
HIGH
x1 F- (F-) PIN ZERO
x1 F+ (F+) ZERO FIGURE 10-10.
TERMINAL
*GND connections are made to ground terminal 1. Positive Diode Studs 2. “S” Phase Terminal
located on outside of front housing.
NOTE: Heat sink diodes are de-rated for heavy duty
With regulator disconnected, test for continuity from performance. If diode failure is detected, the entire
"E" terminal on control unit to connector Energize charging system should be examined for loose
("E") pin on regulator harness (See Figure 10-9). connections (especially battery). If diode failure is
indicated, stator failure must also be suspected.

D10002 Battery Charging Alternator D10-21

Note: Do not allow sleeving on leads to slide down
leads; phase terminal without sleeves can short
against alternator body.
The diode heat sink assembly is normally checked
using a diode tester. If a diode tester is used, refer to
manufacturer's instructions for proper connections.
When a diode tester is not available, use an ohmme-
ter and refer to the following procedure.
Note: Do not use an AC Device such as a leakage
tester to check the diode heat sink.
TEST 7 - Check Positive Diodes
Refer to Figure 10-10. Set ohmmeter to x100 scale
and make sure ohmmeter is zeroed. Connect one
ohmmeter lead to the "B+" output stud, connect the
other ohmmeter lead to each of the six heat sink
phase terminals "S". All six readings should be nearly
alike; either less than 600 ohms or very high. If all six
readings are not alike, the diode rectifier assembly is
defective and front housing assembly must be
replaced.
TEST 8 - Check Negative Diodes
TEST 9 - Check Front & Rear Stator
Set ohmmeter to x1 scale and make sure ohmmeter
is zeroed. Check for open stator winding by connect-
ing ohmmeter between each successive pair of sta-
tor phase leads (Refer to Figure 10-10: "P-1" - "P2";
"P2" - "P3"; "P1" - "P3"; "P-4" - "P5"; "P5" - "P6"; &
"P4" - "P6").
Note: It may be necessary to probe under the
sleeves of the phase leads in order to make electrical
contact. Ohmmeter should read less than 1 ohm
between each pair of stator phase windings. If
ohmmeter reads very high, the stator is open and
must be replaced (replace or repair stator or stator /
shell assembly).
Set ohmmeter to x10K scale and make sure ohmme-
ter is zeroed. Check for shorted stator windings by
connecting ohmmeter between each phase lead
("P1", "P2", "P3", "P4", "P5", & "P6") and the ground
terminal located on the outside of the front housing.
Ohmmeter should read very high. If ohmmeter reads
zero for the related test point, the stator is grounded
and must be replaced (replace or repair stator or sta-
tor / shell assembly).
Note: Grounded stator is difficult to confirm by static
test. Examine stator for burnt insulation or loose coil.

Refer to Figure 10-6, set ohmmeter to x100 scale,

and make sure ohmmeter is zeroed. Connect one
ohmmeter lead to "B-" terminal located on the out-
side of the front housing, connect the other ohmme-
ter lead to each of the six heat sink phase terminals
"S". All six readings should be nearly alike; and all
should read very high. If all six readings are not alike
the diode rectifier assembly is defective and the front
housing assembly must be replaced.
Reverse ohmmeter leads, and again observe resis-
tance between "B+" terminal and each of the six heat
sink phase terminals "S". All six readings should be
very high. If any reading is not alike, the diode recti-
fier assembly is defective and the front housing
assembly must be replaced.

Stator Tests
NOTE: The front stator related Phase leads are "P1",
"P2", & "P3"; The rear stator phase leads are "P4",
"P5", & "P6"
The Alternator has two separate assemblies that will
be checked individually. Make sure all phase leads
are disconnected from the heat sink (Refer to Figure
10-6).

D10-22 Battery Charging Alternator D10002

ALTERNATOR DISASSEMBLY Regulator Removal
Notes: Disassemble alternator only as far as 1. Disconnect regulator from alternator harness.
necessary to replace defective part(s). 2. Remove mounting hardware from regulator
mounting feet (Figure 10-12).
For stator removal, refer to BF4822 Stator Service
Tool Instructions. 3. Remove regulator.

In this publication, Front Housing refers to the Drive

End Housing, and Rear Housing refers to the
opposite end housing.

Fan Removal
1. Remove fan guard.
2. Use a 3/4" socket wrench to loosen nut attach-
ing fan to alternator. Keep shaft from rotating by
holding the pulley in a vise, jaws padded with
brass or aluminum (Figure 10-11).
3. Remove nut and hardened washer.
4. Remove fan assembly from alternator.

FIGURE 10-12.

FIGURE 10-11.

Pulley Removal
1. Use a 15/16" socket wrench on the pulley nut.
Clamp the pulley in a vise, jaws padded with
brass or aluminum, and loosed pulley nut (Fig-
ure 10-13).
2. Remove pulley nut and hardened washer.
3. With a gear puller remove the pulley from the
shaft.
4. Remove woodruff key from shaft.
5. Remove pulley bushing from shaft.

FIGURE 10-13.

D10002 Battery Charging Alternator D10-23

End Housing Removal
1. Remove nine flanged locknuts from stator-tube
assembly studs at rear of end housing.
2. With a gear puller, remove end housing from
alternator (Figure 10-14).

FIGURE 10-16.
1. Machine Screws

2a.Use three 10-32 UNF x 2" long machine

screws as jacks in the three threaded holes
of rotor end plate (Figure 10-16). Pull rotor
off of core gradually by working screws
against core in sequence. If rotor resists
FIGURE 10-14. movement, see alternate method below.

Alternate Method
2b.Using an air hammer (air chisel) with a blunt
Rear Rotor Removal
tipped tool, vibrate the area around the
1. Remove six flanged locknuts from core studs or rotor element to rotor core attaching studs.
six self tapping screws (1, Figure 10-15). Scribe The vibrations should loosen any built up
location of stud or screw holes on rotor face rust in that area. Remove the rotor ele-
plate. ment. If resistance is still felt, use the
method described in "2a.", plus the air
hammer.

Rear Bearing Removal

There are two types of rear bearing systems in

use:
1. For press fit rear bearings, support end hous-
ing on blocks with rear side facing up. Use a
proper tool and press to remove rear bearing
and seal.
2. The loose fit rear bearing is retained on the
FIGURE 10-15.
shaft and core assembly and can be removed
with a pulley puller.
1. Self Tapping Screws

D10-24 Battery Charging Alternator D10002

Front Housing Removal
Note: All control box and front housing connections
are coated with RTV Silicone Rubber. Remove RTV
Silicone Rubber as alternator is disassembled.
1. Remove five screws from control box cover.
2. Remove control box cover (Figure 10-17 A).
3. Loosen terminal strip screws and disconnect 2
field leads (white wires) from control box termi-
nal strip.
4. Remove six screws from front housing cover
plate (Figure 10-17 B).
5. Remove front housing cover plate.
6. Remove the six nuts holding phase leads (black
wires) to diode studs (Figure 10-17 C).
7. Remove the six phase leads from the diode
studs and push the phase leads back through
the large openings in front housing (this will
facilitate separation of front housing from tube).
8. Remove nine flanged locknuts from stator/tube
assembly studs at front of front housing.
Note: The Front housing is attached to the rotor/shaft FIGURE 10-17.
core assembly.
9. Separate front housing with the rotor/shaft/core 1. Cover 3. Front Cover Screw
assembly from the stator/tube assembly. Light 2. Field Leads
taps with a soft faced mallet will help in the sep- (white wires)
aration of parts.
10. Support front housing on wood blocks. Using a
press, press shaft through front housing bear-
ing.

D10002 Battery Charging Alternator D10-25

Control Unit
(These instructions may be used with control unit
assemblies having SAE or Metri-Pak connector.)
Refer to Figures 10-18 and -19 for the following
steps:
1. Remove the top cover of the control unit
assembly (Five screws).

Before removing the old control unit assembly,

observe wire position by wire function, not wire
color. Wire connections on some units are not
color coded.
FIGURE 10-18. TYPICAL CONTROL UNIT
2. Remove bolt and lock washer attaching "B+"
buss from the rectifier assembly to "B+" output 1. Ignition (E) 5. F+ (Harness Lead #3)
terminal. (Harness Lead #4) 6. Ground Wire from Reg.
3. Remove four attaching screws from the front of 2. Relay (R) (Harness Lead #2)
the control unit assembly. Pull control unit - face 3. Terminal Block 7. B+ Buss Leads to
plate forward to permit easy disconnection of 4. F- (Harness Lead #1) Rectifier
wire ends from "R" (or phase terminals) and
"B+" terminals. Leave the regulator harness
with grommet resting on frame while sliding
face plate up and off grommet.
4. Remove the phase lead wire from "R" terminal
(or phase terminals) on the face plate. Be care-
ful not to move or reroute the phase lead.
5. Disconnect the field leads from "F-" terminal
and "B+" terminal of the terminal block.
6. Disconnect the regulator harness ground wire
from the end housing. (lead #2)
7. Remove the terminal block from the housing.
NOTE: Two nuts are used as spacers underneath
the terminal block on attaching screws.
8. Desolder "B+" lead from the terminal block.
Take care to position "B+" lead coming from the
rectifier assembly.
FIGURE 10-19.

1. Cover Screws (TOP) 2. Control Unit Screw

Do not cut "B+" lead at terminal block. "B+" lead

does not have slack. 11. Inspect leads from field coil and rectifier assem-
9. Discard the old face plate assembly with regula- bly for chaffing, and repair as necessary.
tor connector harness assembly.
10. Clean old RTV from the top and the face of con-
trol unit area of the housing.

D10-26 Battery Charging Alternator D10002

Front Bearing Removal
1. Remove retaining ring (1, Figure 10-27) from
front outer side of front housing.
2. Remove retaining ring (3, Figure 10-27) from
rear inner side of front housing.
3. Support front housing on blocks and with a
press, remove front bearing (4, Figure 10-27)
from front housing. Use Tool BF4818 (Figure
10-28).

Front Rotor Removal

1. Remove six flanged locknuts from core studs or
six self tapping screws (Figure 10-20).

FIGURE 10-21.

1. Jack Screws

FIGURE 10-20.

1. Flanged Locknuts or Screws

2a.Use three 10-32 UNF x 2" long machine

screws as Jacks in the three threaded
holes of rotor end plate (Figure 10-21). Pull
rotor off core gradually by working screws
against core in sequence.
Alternate Method
2b.Using an air hammer (air chisel) with a blunt
tipped tool, vibrate the area around the
rotor element to rotor core attaching studs.
The vibrations should loosen the built up
rust in that area. Remove the rotor ele-
ment. If resistance is still felt, use the FIGURE 10-22.
method described in "2a." above, plus the
air hammer. 1. Bobbin Removal Tool 2. Stator & Shell
(BF4820) Assembly
Field Coil Removal
2. Remove the screws attaching field coil bobbin
Do not attempt to repair field coil. Replace the whole to stator tabs (Figure 10-22).
assembly. 3. Use tool BF4820 to rotate field coil bobbin
1. Mark the position of field coil leads (white wires about 20 degrees to disengage bobbin ears
with spade terminals) on stator. New fields will from stator tabs.
be positioned in same opening in stator assem-
Note: Some force may be required to break the
bly, as the old field leads.
perma-fill coating on the tabs.

D10002 Battery Charging Alternator D10-27

 4. After rotating field coil bobbin, remove field coil ASSEMBLY- ALTERNATOR
through back of stator and shell assembly (end
away from leads) while allowing field leads to Field Coil Assembly
slide through opening in front stator assembly. 1. Lay stator and shell assembly on its side,
Notes: As field coil is removed from stator and shell phase leads to the left (Figure 10-24).
assembly note and mark position of leads relative to 2. Insert field coil from right hand side of stator
drainage holes in shell for reassembly (Figure 10- and shell assembly, field leads (white wires with
23). spade terminals) facing toward phase leads.
Loctite should be used on all screws and nuts as
machine is assembled, except where told otherwise.
For stator installation, see BF4822 Stator Service
Tool Instructions.

FIGURE 10-24.

1. Field Leads 2. Remove or insert

field coil from this
end.

3. As field coil is inserted into stator and shell

FIGURE 10-23. assembly thread the field leads through the
proper openings between the front stator wind-
ings.

D10-28 Battery Charging Alternator D10002

 4. Seat field coil bobbin ears over stator tabs (Fig- 5. Make sure field coil leads (white spade termi-
ure 10-25) by inserting field winding and rotat- nals) are pulled through proper stator openings
ing about 20 degrees after insertion with tool with no slack at the field coil and that neither
BF4820. Align screw holes in bobbin ears with wire is pinched by the bobbin ears.
screw holes in stator tabs. 6. Using eighteen screws coated with loctite, fas-
Note: Bobbin ears go over stator tabs as viewed from ten field coil bobbin ears to stator tabs (Figure
both ends of tube assembly. 10-26). Tighten screws to 8-10 lb-in. (0.9- 1.1
Nm) torque.
Note: If field coil leads cannot be threaded through
stator openings with the terminal attached, unsolder
terminals, remove sleeving and then insert leads.
After field coil is in place slip sleeving on field leads,
solder terminals to wires and slip sleeving back over
terminal.

Front Bearing Assembly

1. Clean bearing I.D. surface of front housing.
2. Install retaining ring in rear inner groove of front
housing.
Note: This retaining ring has two flat sides (3, Figure
10-27).
3. Coat outer race of front bearing (4, Figure 10-
27) with thin coat of loctite.

FIGURE 10-25.
1. Field Coil Bobbin Ear

FIGURE 10-27.

1. Retaining Ring 3. Retaining Ring

(Tapered) (Flat, both sides)
2. Front Housing 4. Bearing - Outer Race

FIGURE 10-26.

D10002 Battery Charging Alternator D10-29

 4. Using tool BF4818 and a press, press front
bearing into front housing until bearing seats
against retaining ring (Figure 10-28). Outer ring
will be installed after housing is placed on shaft.

FIGURE 10-28.
1. Tool (BF4818)

Front Rotor Assembly

FIGURE 10-29.
1. Position rotor assembly on front end of shaft
and core assembly. 1. Shaft 3. SLot
2. Stud
Note: Front end of shaft and core assembly has
woodruff key slot in shaft (Figure 10-29).
2. Using six flanged locknuts or self tapping
screws, fasten rotor assembly to shaft and core
assembly. (Loctite should be applied to studs or
screws before installing). Torque flanged lock-
nuts to 45 in. lbs., 5.0 Nm, screws to 65 lb-in,
7.3 Nm.
Note: Center studs or holes of core in the center of
slot in rotor plate.

Front Housing - Rotor, Shaft & Core Assembly

Note: When replacing shaft and core assembly,
(using ring seal) refer to Figure 10-39 before
proceeding with assembly.
1. Support rotor, shaft and core assembly on
blocks with the rear bearing end down.
2. Position bearing in front housing assembly onto
shaft, drive side of housing facing up.
3. Using tool BF4810 press bearing on shaft until
bearing inner race seats on shaft shoulder (Fig-
ure 10-30).
4. Install tapered retaining ring with tapered side
FIGURE 10-30.
to front outer side, in front outer groove of front
housing (2, Figure 10-27).
1. Arbor Press 2. Tool (BF4810)

D10-30 Battery Charging Alternator D10002

Front Housing - Rotor, Shaft & Core Assembly 5. Route the two field leads (white wires) through
the hole in the front housing to the control box.
1. Support stator, field coil & shell assembly on
Connect the field leads to the control box termi-
blocks, with the six phase leads (black wires)
nal strip; one lead to the "B+" terminal the other
and the two field leads (white wires) pointing
lead to the "F" terminal (Figure 10-32, Figure
up.
10-8).
Note: Care must be used when setting stator, field
Note: Do not allow sleeving on leads to slide down
coil & shell assembly on blocks that neither the stator
leads; phase terminal without sleeves can short to
windings nor the studs are damaged.
front housing.
2. Set the front housing-rotor, shaft & core assem-
bly into the stator, field coil & shell assembly
(core goes through the field coil bobbin). Align
mounting foot of front housing with mounting
foot on shell (Figure 10-31). As the shell studs
come through the holes in the front housing,
guide the six phase leads (black wires) and two
field leads (white wires) through the large open-
ings in the front housing (Figure 10-31).
3. Make sure that shell and front housing are
seated together completely.
4. Fasten front housing to shell by installing nine
flanged locknuts on shell studs (apply Loctite to
studs before installing locknuts). Torque flanged
locknuts to 18 in. lbs. (2.0 Nm) maximum.

FIGURE 10-32.

1. Field Leads 2. Phase Leads

6. Using 6 nuts (coat with Loctite) attach the six

phase leads (black wires) to diode studs.
Note: Insulator and washer placed over positive
diode stud before securing phase terminal for
positive diode locations. Refer to Figure 10-33. If
insulator or washer were lost during disassembly,
replace before attaching phase lead.
7. Rotate shaft and make sure rotor does not con-
tact wires.
8. Coat the six phase terminals and the two field
terminals with RTV Silicone Rubber, type 3141
(flowable type). If control unit assembly requires
FIGURE 10-31. a replacement, skip step 9 and proceed to Con-
trol Unit Assembly Replacement.
1. Mounting Foot 3. Field Leads 9. Use five screws (coat with Loctite) to attach
2. Phase Leads 4. Drain Holes control box cover to control box. Torque screws
to 20 in. lbs. (2.2 Nm).

D10002 Battery Charging Alternator D10-31

 FIGURE 10-34.
1. Ignition (E) (Harness Lead #4)
2. Relay (R)
3. Terminal Block
4. F- (Harness Lead #1)
5. F+ (Harness Lead #3); 10 in. lbs. (1.3 Nm)
FIGURE 10-33.
torque
1. Field Leads 2. Phase Leads
6. Terminal Block Screw; 30 in. lbs. (3.5 Nm)
torque
Control Unit Assembly Replacement 7. Ground Wire from Regulator
Refer to Figures 13-34 and 13-35 for the following (Harness Lead #2)
steps: 8. 24 in. lbs. (2.7 Nm) torque
9. B+ Buss Leads to Rectifier
1. Hold the new regulator connector harness in its 10.When replacing output stud only; tighten to
approximate installation position and bend 12-15 ft.lbs. (16-20 N.m) torque, coat with
wires into their proper position. epoxy.
2. Solder both the regulator connector lead "3", 10. Solder here.
and the output lead from "B+" buss, to the ter- 10. Apply RTV here.
minal block, "B+" position. (right of center) 10. Tighten to 180 in.lbs. (20 N.m) torque.
3. Position nuts on the terminal block attaching
screws about 2 threads from the tip of the
screw.
NOTE: These nuts are used as spacers.
4. Attach the terminal block to the alternator hous-
ing.
CAUTION: Thread both screws in evenly so as
not to cock the terminal block. Failure to keep the
terminal block parallel to the housing may break
the terminal block.
5. Attach the ground lead from the regulator har-
ness (lead "2") to the housing.
6. Route the regulator harness under “B+” buss
leads. Care should be taken to keep the regula-
tor connector flat with “A” pin properly posi- FIGURE 10-34.
tioned.
1.Cover Screws (TOP) 2. Control Unit Screw
NOTE: Wires in steps 7 & 8 should slant away from
both "E" & "R" terminals (down and left, as viewed NOTE: Tighten nine screws to 20 in.lbs.
from outside). (2 Nm) torque.

D10-32 Battery Charging Alternator D10002

 7. Position the insulating sleeving over wire termi-
nals prior to attaching ring terminals to "E" & "R"
(or phase terminals) studs.
NOTE: Assembly sequence for "E" & "R" terminal (or
phase terminals) is: insulator-flatwasher-terminal-
nut.
8. Position the control unit-face plate and attach
the regulator harness lead "4" to "E" terminal on
the face plate.
9. Attach the alternator phase lead to "R" terminal
(or phase terminals) on the face plate.
10. Use RTV #732 on the face of the housing. Use
Loctite in mounting screw holes for the face
plate.
11. Install the face plate onto the housing while slid-
ing slot in the face plate onto grommet on regu-
lator harness. Attach the face plate to the
housing with 4 screws.
12. Attach "B+" buss leads from rectifier to the back
of "B+" terminal.
13. Position "B+" buss leads from rectifier so that
the leads will not contact inside ends of "E" or
"R" terminals (or phase terminals).
14. Attach leads from the field coil to the terminal
block at "F" and "B+" positions.
15. Use RTV #732 to reseal the housing where the
field coil leads enter the housing.
16. Use RTV #3140 on inner ends of "R" (or phase
terminals) and "E" terminals, on the terminal
block, and all exposed wires on inner end of
"B+" stud to prevent corrosion.
17. Apply RTV #732 on the top of the housing.
18. Use five screws (coat with Loctite) to attach
control box cover to control box. Tighten screws
to 20 in. lbs. (2.2 Nm) torque.
Rear Rotor Assembly
1. Place rotor assembly on shaft and core assem-
bly inside stator, field coil and shell assembly
(Figure 10-36).
D10002 Battery Charging Alternator
FIGURE 10-35.
1. Studs or Screws
NOTE: Align stud or screw holes of core with scribe
marks on rotor, or center studs or screw holes of core
in the center of slots in rotor plate as shown in Figure
10-36.
2. Use six flanged locknuts or self tapping screws
to fasten rotor assembly to shaft and core
assembly (Apply Loctite to studs before install-
ing locknuts). Torque flanged locknuts to 45 in.
lbs. (5.0 Nm), screws to 65 in. lbs. (7.3 Nm).
End Housing Assembly
1. Stand alternator on front end.Observe extra
care when installing housing if rotor shaft is
equipped with dust cap and ring seal carrier, as
ring seal must compress to enter into housing
bore.
NOTE: If shaft has ring seal, rear housing must have
chamfer on bearing bore. Studs from stator, field coil
and shell assembly will come through holes in end
housing.
2. Ring Seal Conversion The fan and shaft/core
assemblies have been modified to accommo-
date a new bearing ring seal design (Figure 10-
37). These changes affect alternators manufac-
tured after January 1996. The changes affect
the shaft and fan hub diameters on full units and
service parts. When new service parts are used
to repair units manufactured before January
1996, the ring seals and lip seals must be
removed.
D10-33
 Shaft/Core Replacement
Remove old shaft/core assembly. Remove the
shaft/core assembly from alternator (as directed
in this publication). Remove the front seal from
the old end housing.
Install New Shaft/Core Assembly
(Figure 10-39)
Remove the ring seal from the new shaft/core
assembly, if present.Install the shaft/core
assembly into the alternator (as directed in this
FIGURE 10-36. manual).
1. Ring Seal Groove 5. Ring Seal
2. Ring Seal 6. Ring Seal Groove
3. Bearing 7. Fan Mounting
4. O-Ring Hardware
8. Fan Guard Screws
To use new service parts on product manufac-
tured before the modification date, follow these
instructions:
Fan Replacement (Fan with Ring Seal) FIGURE 10-38.
Remove the fan and rear bearing seal. Remove
1. Ring Seal Groove 4. Fan Mounting
the old fan assembly from the alternator.
2. Bearing Hardware
Note: On older units a puller may be required to 3. Bearing Seal 5. Fan Guard Screws
remove the old fan from shaft. Using a pry bar or
3. Apply Loctite to studs, then install nine flanged
large screwdriver, remove the rear bearing seal from
locknuts on studs.Torque flanged locknuts to 18
end housing. Do not remove bearing.
in. lbs. (2.0 N.m) maximum.
Installation Of New Fan On Old Assembly 4. Install cover plate on front housing with six
(Figure 10-38). screws.
Remove the ring seal from the new fan, if
present.Install the new fan onto the shaft and
slide into position. Place fan nut and washer
onto the shaft and tighten to 55 ft.lbs (75 N.m).

FIGURE 10-37.
1. Bearing Seal 4. Fan Guard Screws
2. Bearing 5. Fan Mounting
3. Ring Seal Groove Hardware
FIGURE 10-39.

1. Insertion Tool (BF4821) placed here.

D10-34 Battery Charging Alternator D10002

Rear Bearing Assembly
1. Assembly alternator, including end housing, but
leave out rear bearing and fan. Make sure
mounting feet are aligned.Install front pulley
bushing on shaft.
2. There are two types of rear bearing systems
used: press fit and loose fit.
Regulator Assembly
1. Set regulator on rear housing with regulator
plug toward control box.
2. Using mounting hardware (coated with Loctite),
attach regulator to end housing (Figure 10-42).
Torque screw to 32 in. lbs. (3.6 N.m) maxi-
mum.
3. Connect regulator to regulator harness from
control unit.

Press Fit Bearings

Stand alternator on front end, in a press, supporting
the front bearing bushing. Insert bearing over rear
end of shaft. Place bearing insertion tool (part of
BF4821 package) over bearing and press until inner
race of bearing is seated onto shaft shoulder (Figure
10-41). Use caution when bearing outer race begins
to enter end housing bore because misalignment at
this point can damage housing.

FIGURE 10-41.

FIGURE 10-40.

1. Ball Bearing 5. Front Housing

2. Shaft 6. End Housing
3. Support 7. BF4821 Insertion
4. Bushing Tool

Loose Fit Bearings

Before starting installation of loose fit rear bearings,
check that O-ring is greased (grease with Amoco
Rykon or equivalent) and properly installed in O-ring
groove in housing bore. Continue with bearing instal-
lation as above.
3. Turn shaft by hand to make sure it spins freely.
Fan and fan hardware can now be installed.

D10002 Battery Charging Alternator D10-35

Fan Assembly
1. Place fan assembly on shaft (Figure 10-43).
Note: If fan hub has ring seals and carrier as ring
seal must compress ring enters housing.
Pulley Assembly
NOTE: Do not hold fan to prevent shaft rotation. Fan
damage may result.
1. Install pulley bushing on shaft.
2. Press Woodruff Key into shaft.
3. Position pulley on shaft.
4. Install pulley nut and hardened washer on shaft.
Place alternator and pulley into vise. With a 15/
16" socket on the pulley nut (Figure 10-44).
Torque pulley nut to 120 ft. lbs. (162.7 N.m).
Note: Brass or aluminum jaw protectors must be
inserted into vise jaws to prevent damage to pulley.

FIGURE 10-42.

When repairing units manufactured before June

1994, the ring seal and contact seal must be
removed before installing the fan (Refer to Fig-
ure 10-38).
2. Use hardened washer and locknut to fasten fan
to alternator. Place alternator and pulley into
vise. With a 3/4" socket, tighten fan nut (Figure
10-43). Torque fan nut to 50 in. lbs. (68 N.m).
Note: Brass or aluminum jaw protectors must be
inserted into vise jaws to prevent damage to pulley.

FIGURE 10-43.

D10-36 Battery Charging Alternator D10002

 BF4822 STATOR SERVICE TOOL INSTRUCTIONS
Function of Service Tool
This tool has been designed to remove and install
stators in alternators. The user of this tool must be
familiar with basic disassembly and reassembly tech-
niques of dual stator alternators. Proper assembly
and use of this tool will result in correct placement of
stators inside the shell (indexing of stator, with
respect to stator leads). Read through these
instructions to familiarize yourself with the
names of various tool components prior to
attempting stator removal or installation.
Stator Removal And Replacement
Shell Assembly Preparation (Refer to Figure 10-45)
The field coil and shell studs must be removed from
the shell assembly before a stator can be removed.
REMINDER: A narrow, 1 - 3" wide, support ring is in
the tool package (not pictured). This ring is used
when necessary, to provide additional tool height to
prevent the jack screw from protruding through the
bottom thrust plate and preventing proper tool use.
1. Position the bottom thrust plate in work area.
2. Place the first support ring on the bottom thrust
plate.Make sure the support ring seats in the
mating groove in the bottom thrust plate.
3. Place the shell assembly on the support ring
with the stator to be removed, facing up.
4. Place the second support ring on top of the
shell assembly.Reach inside the support ring
and position the stator leads inside and away
from the top of the shell assembly.
Pressure Plate Set-up (Refer to Figure 10-46)
5. Thread the 3/8" diameter guide pin into the
pressure plate, from the hub side of the pres-
sure plate. The threaded hub on the pressure
plate faces up, toward the top thrust plate.
6. Lay the top thrust plate on the pressure plate as
you pass the guide pin through the curved slot
in the top thrust plate.
7. After properly placing the thrust washer (not
shown on drawing) on the jack screw, insert the
jack screw through the top thrust plate and
thread the jack screw into the pressure plate
about 1".
8. Lift the top thrust plate up and off the guide pin.
Turn the top thrust plate so that the guide pin
D10002 Battery Charging Alternator
does not re-enter the slot.Lower the top thrust
plate and allow it to rest on top of the guide pin.
9. Lubricate approximately 1" of the jack screw
where it enters the pressure plate with white
lube or a wheel bearing type of grease. Also
place a dab of this grease on both sides of the
thrust washer that is placed under the hex head
of the jack screw.
10. Position the stator leads so that they will not
snag on the pressure plate when the pressure
plate is being inserted into, then through, the
stator. Bend the stator leads over the top of the
support ring (this will help to eliminate interfer-
ence).
11. Wrap a clean shop towel around the jack screw
and lift the pressure plate/jack screw/top thrust
plate assembly. Insert the pressure plate into
and through the top stator assembly. Position
the pressure plate in the space between the two
stators, where the field coil had been. Turn the
pressure plate to align the poles of the pressure
plate with the poles of the stator. This is easily
done by grasping both the jack screw and guide
pin and twisting. The pressure plate will then
rotate. Before releasing the assembly, make
sure the top thrust plate will once again rest on
the end of the guide pin, not the support ring.
12. Position the stator leads inside the support ring.
Firmly grab the top thrust plate at the outer
edge, twist slightly until the guide pin enters the
curved slot. Lower the top thrust plate onto the
support ring. The top of the support ring should
enter the mating groove in the top thrust plate.
13. Thread the jack screw in, until the head of the
jack screw contacts the top thrust plate.
14. Look through the large diameter holes (torque
arm holes) in the thrust plate to confirm the
proper seating of the pressure plate steps
against the stator. Adjust the pressure plate as
necessary.
NOTE: The pressure plate is properly seated when
the outer edge of the pressure plate presses against
the field coil mounting tabs on the stator. Make sure
that ALL field coil mounting tabs are in contact with
the pressure plate.
15. Continue threading the jack screw in, until sig-
nificant resistance is felt. Check position of the
pressure plate again.
D10-37
 4. Place a support ring on the bottom thrust plate.
Make sure the support ring is seated in the mat-
ing groove in the bottom thrust plate.
16. If the tool assembly attempts to rotate after sig- 5. Position the shell assembly on the support ring.
nificant resistance is felt, insert torque arm into Shell bore to receive new stator must be facing
the large diameter holes in top thrust plate and down.
use torque arm to prevent tool assembly from
6. Insert 3/8" diameter locating pin, from outside of
rotating. Continue threading jack screw in until
shell, into and through, center drain hole in the
stator is removed from shell, observe caution
shell assembly. Pass locating pin through shell
below.
assembly and into correct hole in locating rod.
CAUTION: The movement of the stator should be
The locating pin must be in both shell and locat-
checked often during stator removal process.
ing rod to maintain stator alignment during sta-
Use the exposed portion of the guide pin as an
tor installation.
indicator of stator movement. Tension on the
removal tool will abruptly cease when the stator 7. Place second support ring on shell/stator
is free of the shell. The service technician may be assembly.
startled by this abrupt looseness, exposing the
technician to potential injury. Keep the stator ser-
vice tool vertical. Do not use the tool laying on its
side.

Stator Installation
(Refer to Figure 10-45)
Shell Assembly Preparation
The bore that is to receive the new stator should be
clean and free from burrs.
1. Position the bottom thrust plate in the work
area.
2. Place the pressure plate, threaded hub facing
down, on the bottom thrust plate. Align the
smooth bored hole in the pressure plate with
the keyed hole in the bottom thrust plate. Insert
the correct length locating rod through the pres-
sure plate and into the bottom thrust plate.
NOTE: The correct length locating rod is a rod that
has a hole that will allow the locating pin to pass
through both the locating rod and shell drain hole.
3. Place new stator on the stator indexing pins on
FIGURE 10-44.
the bottom thrust plate.
NOTE: Proper placement of the stator is achieved
1. Bottom Thrust Plate 5. Locating Rod (Long)
when the single stator lead aligns with a stator slot
2. Stator Index Pins 6. Locating Pin
next to the other stator's single lead. The finished
3. Guide Pins 7. Locating Rod (Short)
shell assembly will have a slot arrangement of two
4. Jack Screw 8. Pressure Plate
leads-space, two leads-space, two leads-space.
The front stator is placed on the stator indexing
pins with the leads pointing down.
The rear stator is placed on stator indexing pins
with leads pointing up.
Position the stator leads so they will not be
damaged during stator installation.

D10-38 Battery Charging Alternator D10002

Pressure Plate Setup (Refer to Figure 10-46)
8. Place thrust washer on jack screw. Lube the
jack screw for 1", about 1" from the tip of the
jack screw. Lubricate approximately 1" of the
jack screw where it enters the pressure plate
with white lube or a wheel bearing type of
grease. Also place a dab of this grease on both
sides of the thrust washer that is placed under
the hex head of the jack screw.
Insert the jack screw through the top thrust
plate. Screw jack screw into the pressure plate
about 5 turns. Place a dab of lube on both sides
of the thrust washer under hex head of the jack
screw. Screw jack screw into the pressure plate
until contact is make between head of the jack
screw and top thrust plate.
9. Continue threading the jack screw in, until sta-
tor contacts shell/shell assembly. Measure from
top of locating pin to the top of the top thrust
plate. Record this measurement as starting
point to be used later.
10. Check the position of stator leads by looking
through the large torque arm holes in the top
thrust plate. Turn jack screw until significant
FIGURE 10-45.
resistance is encountered.
NOTE:If the tool assembly starts to rotate, insert 1. Top Thrust Plate 5. Bottom Thrust Plate
torque arm into holes in the top thrust plate for 2. Support Ring 6. Torque Arm
additional leverage. 3. Stator & Shell 7. Front Stator
11. Check the distance the stator has been inserted Assembly 8. Rear Stator
into the shell by measuring from the top of the 4. Support Ring
locating pin to the top of the top thrust plate
(first measurement taken in step 9, above). This
measurement should increase, which indicates
the stator is entering the shell.
12. After the stator has been properly seated, disas-
semble the tool. Pull the stator leads through
the correct slots. Continue with the alternator
assembly as per instructions in this manual.

D10002 Battery Charging Alternator D10-39

 NOTES

D10-40 Battery Charging Alternator D10002

 SECTION E

ELECTRICAL PROPULSION SYSTEM

INDEX

ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1

NOTE: Propulsion system electrical schematics are located in Section “R” of this manual.

E01012 Index E1-1

 DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED.
Before attempting repairs or working near propulsion system components, the following precau-
tions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold when the engine is running.
•NEVER open any electrical cabinet covers or touch the Retarding Grid elements. Additional
procedures are required before it is safe to do so. Refer to “Truck Shutdown Procedures”,
this Section, for additional propulsion system safety checks to be performed by a technician
trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
•IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion system does not have dangerous voltage levels
present before repairs are started.
•THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE INI-
TIATED. It requires approximately 5 minutes after the truck is shut down before the Link Volt-
age has dissipated.
•AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR
AND ITS CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower Motor or
Blower electrical circuit repairs until the Red warning lights on the Blower Control Panel have
turned off and it has been verified the system is de-energized.
•BEFORE WELDING ON THE TRUCK; Disconnect all electrical harnesses and the ground wire
from the Engine Control System (ECS - MTU engine). If equipped with DDEC or Komatsu
engine, disconnect ECM harnesses. In the PSC and TCI enclosures, pull cards forward far
enough to disconnect the card connector from the backplane connector. Disconnect the bat-
tery charging alternator lead wire and open the battery disconnect switches. The welding
ground electrode should be attached as close as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Avoid
laying welding cables across or near truck wiring harnesses or power cables; voltages can be
induced in adjacent cables, damaging electrical components.

E1-2 Index E01012

 SECTION E2
ELECTRICAL PROPULSION SYSTEM COMPONENTS
INDEX

ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3

GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3

SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5

Auxiliary Blower System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5

Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5

TRUCK CONTROL INTERFACE PANEL (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6

Diagnostic Information Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7

DID PANEL EVENT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7

PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

STATE MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

Transitions Between States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33

DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35

Powering the Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35

De-Powering the Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35

Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35

Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35

ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36

Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36

Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36

Self-load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36

Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37

Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37

Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37

E02014 01/02 Electrical Propulsion System Components E2-1

 Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38

Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38

AUXILIARY BLOWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38

EVENT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38

Event Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38

Power On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-38

Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39

Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39

EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39

EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-39

Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40

Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40

To Record and Save a Data Pack to a Floppy Disk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-40

Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-41

SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42

PSC - TCI Communications processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42

PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42

Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-42

OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43

ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43

Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43

Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43

Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43

Entering/Exiting Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-43

PROPULSION SYSTEM COMPONENT ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-44

ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-54

E2-2 Electrical Propulsion System Components 01/02 E02014

 ELECTRICAL PROPULSION SYSTEM COMPONENTS
The following information provides a brief description
of system operation and major components of the AC
propulsion system. Refer to the appropriate GE pub-
lication for detailed information and theory of opera-
tion.
A list of commonly used propulsion system compo-
nent abbreviations is listed in Table V at the end of
this Section. Figures 2-3 through 2-8 illustrate the
physical location of these components where appli-
cable.
GENERAL SYSTEM DESCRIPTION
The AC drive system consists of the following major
components:
• Alternator coupled to a diesel engine
• Auxiliary Blower System
• Gate Drive Power Converters
• Main Rectifier
• AC Power Inverters
• AC Induction Traction Motors
The Alternator supplies three phase power for the
Auxiliary Blower System, Gate Drive Power Convert-
ers and Main Rectifier. The Main Rectifier supplies
DC power to two AC Power Inverters. Each AC
Power Inverter inverts the rectified DC voltage, deliv-
ering variable voltage, variable frequency power to
each of the AC Induction Traction Motors.
Refer to the diagram in Figure 2-1 for the following
description.
The two AC Induction Traction Motors, each with its
own Inverter, are connected in parallel across the
rectified output of the Alternator. The Inverters
change the rectified voltage back to AC by turning on
and off (chopping) the applied DC voltage.
The output AC voltage and frequency are controlled
to produce optimum slip and efficiency in the traction
motors. At low speeds, the rectified alternator output
(DC link, or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter opera-
tion. At higher speeds, the DC link voltage is applied
to the motors using square wave inverter operation.
The voltage of the DC link is dependent upon the
Propulsion System Controller (PSC) and engine
RPM during propulsion. The link voltage will vary
between 600 and 1400 volts during propulsion and
600 and 1500 volts during retarding.
E02014 01/02 Electrical Propulsion System Components
The alternator field is supplied from a tertiary winding
on the alternator and is controlled by a silicon con-
trolled rectifier (SCR) bridge. A starting boost circuit
initially energizes the alternator from the truck batter-
ies until the flux builds up enough to sustain excita-
tion.
Cooling air for the Alternator only is supplied by an
internal fan assembly mounted on the rear. Cooling
air for the traction system is provided by an AC motor
driven auxiliary blower mounted behind the electrical
cabinet. The auxiliary blower motor is controlled by
an auxiliary inverter which receives 3-phase AC
power from the alternator. This blower provides cool-
ing air to the traction motors, propulsion inverters,
dynamic retarding choppers, and auxiliary inverter.
Blower speed is regulated by the PSC by monitoring
component temperatures to determine cooling
needs.
A resistor grid package is used to dissipate power
from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
power produced by the traction motors is controlled
by the two motor Inverters. The amount of retard
power dissipated by the grid package is controlled by
a GTO Chopper circuit and stage-controlled contac-
tors.
The PSC, mounted in the main Electrical Control
Cabinet, determines optimum engine operating
speeds based on what the operator requests, propul-
sion system requirements, and efficient fuel usage.
Interfaces between the PSC and the truck brake sys-
tem allow the PSC to provide proper retarding, brak-
ing, and wheel slide control.
The PSC interfaces with the Truck Control Interface
(TCI), mounted in the Electrical Interface Cabinet
mounted behind the cab at the side of the electrical
control cabinet. System status and control signals
are transmitted and received between these two
components. An RS422 serial link enables the TCI to
access real time data and event information stored in
the PSC for displaying on a Diagnostic Information
Display (DID), located in the cab behind the opera-
tor's seat.
E2-3
 FIGURE 2-1. PROPULSION SYSTEM DIAGRAM

E2-4 Electrical Propulsion System Components 01/02 E02014

SYSTEM COMPONENTS
Auxiliary Blower System
The Auxiliary Blower System, mounted behind the
main electrical cabinet, consists of the blower assem-
bly and control electronics; power inverter/phase
control rectifier, power filter capacitor bank, and
power filter inductor.
The control electronics provide a 3-phase, AC, vari-
able voltage/variable frequency output to the blower
motor. Output frequency (blower motor speed) is
controlled by the PSC.
Propulsion System Controller (PSC)
The PSC (17FL320 Panel) is the main controller for
the AC Drive System. The Panel receives input sig-
nals from speed sensors mounted on the alternator
and traction motors, voltage and current feedback
signals from various control devices, and status/com-
mand inputs from the Truck Control Interface (TCI).
Using these inputs, the PSC controls the two Invert-
ers, retarding circuits, relays, contactors, and other
external devices to provide:
• Propulsion and wheel slip control
• Retarding and wheel slide control
• Engine speed control
• Auxiliary blower speed control.
• Event detection
• Initialization of the necessary operating
restrictions, including the shut down of the truck if
a serious system fault (event) is detected. If the
fault is not serious, an indicator lamp alerting the
operator to the problem will illuminate. All event
data is recorded for future review by maintenance
personnel.
• Log event data
• Store statistical data of the history of various
component and system function operations.
• Communicate with the TCI to exchange
propulsion system status and control data (event
data, statistical data, etc.) and to receive required
truck systems status data.
• Communicate with the TCI to exchange
propulsion PTU data (propulsion real time,
history, diagnostic, and parameter data: software
code etc.)
• Drive the operator cab status and warning lamps.
E02014 01/02 Electrical Propulsion System Components
The PSC contains the following internal, removable
printed circuit boards and an external fiber optic
board. Brief descriptions of board functions are as
follows:
›› *17FB127 Power Supply: Supplies regulated
+15VDC, -15VDC, and +5VDC for internal
panel use and ± 15VDC external circuits.
›› 17FB147 System CPU Card: Provides serial
communications and control functions; RS232
communications to PTU.RS422 high speed
communications to TCI.Microprocessor controls
for internal panel circuits.
›› 17FB104 Digital I/O Card: Receives digital
inputs and feedback information from various
propulsion and control system components.
Digital outputs drive propulsion system contac-
tors, relays and provide equipment enable com-
mands.
›› 17FB143 System Analog I/O Card: Receives
engine and auxiliary blower speed signals, volt-
age and current signals for main alternator, link
voltage and current, retard pedal input, retard
lever input.Controls retard effort, engine speed
request, Auxiliary Blower speed, AFSE firing
pulses.
›› **17FB134 Inverter 1, 2 I/O Cards (2 ea.):
Receives motor speed signals, link voltage,
phase voltages, and phase currents for use by
the Inverter 1 & 2 CPU cards. (See note below.)
›› **17FB138 Inverter 1, 2 CPU Cards (2 ea.):
Microprocessor control for inverters 1 & 2. Con-
trols GTO phase modules through the Fiber
Optic Assembly. Phase module status is
returned via a separate Fiber Optic Assembly.
(See note below.)
›› 17FB172 Inverter 1, 2 CPU and I/O Cards (2
ea.): These cards are used in later production
model trucks equipped with 17FL320E1 or H1
PSC Panel and replace the 17FB134 and
17FB138 cards.
›› Fiber Optic Assembly: Provides electrical iso-
lation for control and feedback signals for
Phase Modules and Chopper Modules.
NOTES: * The 17FL320H1 PSC panel does not have
a 17FB127 card. **Early production trucks equipped
with 17FL320D1 Panel have 17FB134 and 17FB138
cards installed instead of 17FB172 cards.
E2-5
TRUCK CONTROL INTERFACE PANEL The 17FL349/17FL373 TCI Panels contain the fol-
(TCI) lowing internal, removable printed circuit boards:

The Truck Control Interface Panel (TCI) (17FL349 or

17FL373) is the main interface between truck sys-
tems and devices and service personnel. This panel ›› *17FB127 Power Supply: Supplies regulated
is used in conjunction with the Diagnostic Information +15VDC, -15VDC, and +5VDC from the filtered
Display (DID) described later. battery supply (B+) input.

The TCI panel provides the following functions: ›› 17FB144 CPU Card: Provides high speed
RS422 serial communications to PSC and
• Communicates with the Propulsion System
RS232 serial communication with the PTU.
Controller (PSC) to exchange propulsion control
system status and control data and to provide the
›› 17FB160 Analog I/O Card: Provides RS232
PSC with truck systems status data.
serial communications with Diagnostic Informa-
• Communicates with the Diagnostic Information tion Display and an optional Modular Mining
Display (DID) to exchange PSC and/or TCI Dispatch System. Provides RS422 serial com-
diagnostic and parameter data. munication with the Auxiliary Blower Sys-
• Communicates with the Auxiliary Blower System tem.Receives signals for front wheel speed,
to exchange diagnostic data. motor cooling and barometric air pressures,
accelerator, retard speed setting, payload,
• Communicates with a Portable Test Unit (PTU) to
exchange TCI data. ambient and hydraulic oil temperature, and
engine cranking voltage. Outputs drive cab
• Communicates with a Modular Mining Dispatch mounted temperature gauges etc.
System to exchange truck status data.
• Monitors engine control system, payload ›› 17FB104 Digital I/O Card: Receives operator
information, ambient and propulsion system control, engine and body-up signals. Provides
temperature, operator control inputs etc. engine start controls, drives cab mounted indi-
cator/warning lamps, etc.
• Controls the engine start sequence.
*NOTE: The 17FL373 Panel does not contain the
• Provides signals to activate many of the cab
17FB127 card.
mounted warning lamps and gauges. Controls
the park brake solenoid.
• Processes front wheel speed signals for the PSC
and speedometer.

E2-6 Electrical Propulsion System Components 01/02 E02014

Diagnostic Information Display
The 17FM558 Diagnostic Information Display (DID)
(Figure 2-2) is located in the cab, behind the passen-
ger seat. The display provides a means of communi-
cations with the TCI by service personnel.
Information from the PSC Aux Inverter is also routed
through the TCI for display on the DID.
The panel has two display lines, each line 40 charac-
ters long. The top line is the "message" line and is
used by the TCI to inform service personnel of the
truck systems and components status.
The bottom display line provides information in addi-
tion to the top line or relates to the keypad, displaying
possible selection options and display functions. The
keypad, located below the display lines is used by
service personnel to direct the activity of the TCI.
The display provides service and status information
on the various truck systems and the propulsion sys-
tem by displaying system status information or fault
codes as well as a description of the system status or
a problem on the top display line. Information on the
second display line may change to indicate what
functions are available by pressing the [F1] through
[F5] keys.
DID PANEL EVENT CODES
The Tables on the following pages list the possible
event codes which may be displayed on the DID
panel when accessed. Table I (below) describes
restrictions to operation of the propulsion and retard-
ing systems when a fault occurs for a particular code
listed in Tables II, III and IV.
NOTE: Event codes numbered 000 through 099 are
applicable to the PSC and are listed in Table II.
Codes numbered 100 through 199 are applicable to
Inverter 1, and codes numbered 200 through 299 are
applicable to Inverter 2 and are listed in Table III.
Codes numbered 600 through 699 are applicable to
the TCI and are listed in Table IV.The codes listed in
the Tables are applicable to Release 18 software.
TABLE I
RESTRICTION DEFINITION
No Power "NO RETARD" (red) light illuminates.
• No retarding allowed
• No propulsion allowed
• No power on the link

In addition, the DID panel can be used by to perform No Propel “NO PROPEL" (red) light illuminates.
• No propulsion allowed
the self-load test.
• Retarding allowed
• Link power allowed
Speed Limit “PROPEL SYSTEM CAUTION"
(amber) light illuminates.
• Propel, retard and DC link power
still allowed.
• Speed is limited to 10 MPH
(16 KPH)
INV1 Disable Prohibits system from enabling
inverter #1 drive signal.
INV2 Disable Prohibits system from enabling
inverter #2 drive signal.
Engspd/RP Raises engine speed to account for a
possible stuck RP contactor. Closes
RP1
None No restrictions. Event is for informa-
tion purposes only.

FIGURE 2-2. DIAGNOSTIC INFORMATION

DISPLAY

E02014 01/02 Electrical Propulsion System Components E2-7

 TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

000 NO FAULT None Displayed when all faults have been reset.
002 GROUND FAULT No power A ground fault is detected if leakage current to ground
(truck chassis) exceeds 145 mA for more than 0.05 sec-
onds.
003 FAILED DIODE No power Shorted diodes in main rectifier.
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP Temperature exceeds a limit for a sufficient time.
:01 auxiliary phase control Temperature exceeds a limit for a sufficient time.
:02 auxiliary inverter Temperature exceeds a limit for a sufficient time.
:03 afse Temperature exceeds a limit for a sufficient time.
:04 alternator Temperature exceeds a limit for a sufficient time.
:05 left stator Temperature exceeds a limit for a sufficient time.
:06 left rotor Temperature exceeds a limit for a sufficient time.
No Propel
:07 right stator Temperature exceeds a limit for a sufficient time.
:08 right rotor Temperature exceeds a limit for a sufficient time.
:09 chopper GTO Temperature exceeds a limit for a sufficient time.
:10 chopper diode Temperature exceeds a limit for a sufficient time.
:11 left GTO module Temperature exceeds a limit for a sufficient time.
:12 left diode Temperature exceeds a limit for a sufficient time.
:13 right GTO module Temperature exceeds a limit for a sufficient time.
:14 right diode Temperature exceeds a limit for a sufficient time.
:15 rectifier diode Temperature exceeds a limit for a sufficient time.
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost Communication with both inverters.

E2-8 Electrical Propulsion System Components 01/02 E02014

 TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

008 DC LINK OVERVOLTAGE DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit.
No power
:02 in retard Occurs while in retard, exceeds retard voltage limit.
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit.
009 ALT FIELD OVERCURRENT Alternator field current exceeds limit.
No power
:01 normal Exceeds current limit over time.
:02 instantaneous Exceeds current limit with no persistence.
011 RETARD LEVER BAD Incorrect input from retard lever.
None
:01 voltage too high Incorrect input from retard lever.
:02 voltage too low Incorrect input from retard lever.
012 RETARD PEDAL BAD Incorrect input from retard pedal.
:01 voltage too high None Incorrect input from retard pedal.
:02 voltage too low Incorrect input from retard pedal.
013 LINKV TEST FAILED No power Incorrect link volts
014 ANALOG SENSOR FAULT Incorrect input from a sensor.
:01 alt field amps Incorrect input from a sensor.
:02 link amps Incorrect input from a sensor.
:03 load box amps Incorrect input from a sensor.
:04 3 phase alt volts Incorrect input from a sensor.
:05 alt field volts Incorrect input from a sensor.
:10 PSC link volts Incorrect input from a sensor.
Speed limit
:11 inv1 link volts Incorrect input from a sensor.
:12 inv2 link volts Incorrect input from a sensor.
:13 A2D ground Incorrect input from a sensor.
:14 A2D gain Incorrect input from a sensor.
:15 fault current Incorrect input from a sensor.
:16 ATOC Incorrect input from a sensor.
:21 blower 1 amps Incorrect input from a sensor.
:22 blower 2 amps Incorrect input from a sensor.
015 ANALOG SENSOR FAULT (resrtictive) Speed limit Incorrect input from a sensor.
:02 link amps Incorrect input from a sensor.

E02014 01/02 Electrical Propulsion System Components E2-9

 TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

016 PSC CPU CARD (FB147) Problem has occurred in the system CPU card.
:01 task_1
:02 task_2
:03 task_3
:04 task_4
:05 task_5 No power
:06 task_6
:07 maintenance task
:09 BRAM CRC CRC on BRAM does not match expected value.
:10 flash CRC Flash CRC computation did not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers On power up, the status of data in BBRAM is invalid.
017 DIGITAL I/O CARD FAULT (FB104) No power System CPU cannot communicate with digital I/O card.
018 ANALOG I/O CARD FAULT (FB143) System CPU cannot communicate with analog I/O card.
No power
:01 analog card no response Card missing.
:02 analog card timeout Read timeout.
019 RIDING RETARD PEDAL None Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded
021 TCI COMM. FAULT No propel No serial data received from TCI over period of time.
022 PERSISTENT TCI COMM FAULT No power No serial data received from TCI and truck is stopped for
10 seconds.
023 TERTIARY OVERCURRENT No propel Current in alternator field tertiary winding exceeds limit
over time.
024 PSC CONFIG FILE INCORRECT Incorrect PSC configuration file.
:01 no file No configuration file selected
:02 bad CRC No power
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT Auxiliary Blower System fault.
:01 not ok or no speed feedback Aux speed feedback indicates no or incorrect blower
No power
speed.
:02 numerous shutdowns Aux ok goes low twice when speed command is greater
than running speed.

E2-10 Electrical Propulsion System Components 01/02 E02014

 TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure

:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR No power A panel connector B, C, or D is not properly connected.
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
:01 GFR failed to open GFR command/ feedback don't agree.
Speed limit
:02 AFSE panels
:03 SCR3 shorted
032 RP CONTACTOR RP command/ feedback don't agree.
:01 RP1 RP command/ feedback don't agree.
Speed limit & engine
:02 RP2 speed/RP RP command/ feedback don't agree.
:03 RP3 RP command/ feedback don't agree.
033 RETARD CIRCUIT Speed limit & engine
speed/RP
035 ESS INPUT Speed limit Engine Speed Sensor out of range.
036 GY19 GRID BLOWER FAILURE A grid blower has failed.
:01 blower 1 stall A grid blower has failed.
:02 blower 2 stall No power A grid blower has failed.
:03 blower 1 open A grid blower has failed.
:04 blower 2 open A grid blower has failed.
:05 blower 1 & 2 delta too large A grid blower has failed.
037 COMPUTER POWER SUPPLY
:01 VOLTS 5 POS +5V Power Supply out of limits.
:02 VOLTS 15 POS Speed limit +15V Power Supply out of limits.
:03 VOLTS 15 NEG -15V Power Supply out of limits.
040 VOLTS 24 POS +24V Power Supply out of limits.
041 VOLTS 24 NEG -24V Power Supply out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE No propel Selector switch moved to FORWARD or REVERSE dur-
ing self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts above limit.
045 CHOPPER OPEN CIRCUIT Open circuit in a Chopper
Speed limit
:01 chopper 1 Open circuit in Chopper 1
:02 chopper 2 Open circuit in Chopper 2
046 RETARD CIRCUIT SHORT Speed limit & engine
speed
047 ENGINE STALL No power An engine stall condition has occurred.

E02014 01/02 Electrical Propulsion System Components E2-11

 TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

048 SHORTED DC LINK No power DC link short detected at startup.

051 TACH LEFT REAR Input from M1 sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV1 disable
released.
:02 high output with truck stopped High output from sensor with all other wheel speeds
zero.
052 TACH RIGHT REAR Input from M2 sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV2 disable released.
:02 high output with truck stopped High output from sensor with all other wheel speeds
zero.
053 TACH LEFT FRONT Input from left front wheel sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
None
released.
:02 high output with truck stopped High output from sensor with all other wheel speeds
zero.
054 TACH RIGHT FRONT Input from right front wheel sensor out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
None released.
:02 high output with truck stopped High output from sensor with all other wheel speeds zero
055 FRONT WHEEL TACHS None
056 INVERTER SW VERSION None
061 MOTOR OVERSPEED None Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL None Engine load out of range.
:01 below minimum None Engine load out of range.
:02 above maximum None Engine load out of range.
065 TEMP INPUT RANGE CHECK An analog input is outside the design range of valid val-
ues.
:01 aux pc temp sensor Aux phase controller temp. sensor
:02 aux inv temp sensor Aux inverter temperature sensor.
:03 afse temp sensor Speed limit AFSE temperature sensor.
:04 alternator temp Alternator temp out of range.
:05 left stator temp Temp out of range.
:06 left rotor temp Temp out of range.
:07 right stator temp Temp out of range.
:08 right rotor temp Temp out of range.

E2-12 Electrical Propulsion System Components 01/02 E02014

 TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

:09 chopper GTO temp Temp out of range.

:10 chopper diode temp Temp out of range.
:11 left GTO module temp Temp out of range.
:12 left diode temp Speed limit Temp out of range.
:13 right GTO module temp Temp out of range.
:14 right diode temp Temp out of range.
:15 rectifier diode temp Temp out of range.
070 LINK CAPACITANCE LEVEL LOW None Link capacitance level low, but OK
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level too low
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
073 LEM OFFSET TOO HIGH
:01 link amps None
074 INV1 COMM FAILED INV1 Disable
075 INV2 COMM FAILED INV2 Disable
076 FB173 CARD FB173 card failure
:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Ucontroller
:05 slow task No power
:06 med task
:07 fast task
:08 FD task
:09 Alternator 3 phase volts bad
:10 alt FPGA timeout
077 INVERTER FAILED VI TEST No power
084 CONTROL POWER SWITCH OFF None Control Power Switch is turned off while truck is moving.
085 AUX COOLING None A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input None Rpm of Aux Blower out of range.
:03 aux rpm feedback None Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW None Horsepower adjust is at negative limit for 30 seconds.

E02014 01/02 Electrical Propulsion System Components E2-13

 TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

088 HP LIMIT None Horsepower limit exceeded while in propulsion.

089 ENGINE SPEED DOES NOT MATCH COM- None Engine speed feedback does not match commanded
MAND speed.
:02 RPM does not match command None Engine speed feedback does not match commanded
speed.
091 INVERTER 1 CUTOUT None
092 INVERTER 2 CUTOUT None
094 ILLEGAL LIMP REQUEST None A limp mode request is received while truck is moving.
095 BAD BRAM BATTERY None BRAM battery voltage low.
096 UNEXPECTED PSC CPU RESET None PSC CPU reset without request.
098 DATA STORE None PTU data store command.
099 SOFTWARE EVENT None Software error

E2-14 Electrical Propulsion System Components 01/02 E02014

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

100/200 INVERTER CPU CARD (FB138)

:23 pat fail out 100 Pattern had bad A, B, C output 100%
:29 no extvi TIC Extrapolation interrupt not running
:30 no vector TIC Vector interrupt not running
:31 no I TIC TIC I TIC interrupt not running
:32 NMI occurred Non-maskable interrupt occurred
INV1 (INV2) off
:34 no background TIC Background not running
:35 PGA not programmed PGA could not be programmed
:38 PGA init failed PGA initialization failed
:39 PGA DP failed PGA D/P did not initialize
:40 par not found Parameter not found
:41 multiple par Parameter multiply defined
:48 no cam TIC Cam ISR not running
:49 no peak samp TIC Peak sample ISR not running
101/201 INVERTER CPU CARD (NR)
:01 Aup cmd not off Phase A up command not off
:02 Adn cmd not off Phase A down command not off
:03 Bup cmd not off Phase B up command not off
:04 Bdn cmd not off Phase B down command not off
:05 Cup cmd not off Phase C up command not off
:06 Cdn cmd not off Phase C down command not off
:07 Aup cmd not on INV1 (INV2) off Phase A up command not on
:08 Adn cmd not on Phase A down command not on
:09 Bup cmd not on Phase B up command not on
:10 Bdn cmd not on Phase B down command not on
:11 Cup cmd not on Phase C up command not on
:12 Cdn cmd not on Phase C down command not on
:13 no chopper TIC1 Chopper 1 interrupt not running
:14 no chopper TIC2 Chopper 2 interrupt not running
:16 inv CPU reset Inverter CPU was reset

E02014 01/02 Electrical Propulsion System Components E2-15

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

102/202 INV I/O CARD (FB134)

:05 gnd not ok Logic ground not ok
:08 no IO card Could not access I/O card
:09 eoc not working A/D conversion did not work
:10 DB no brake DB on too long while not braking
:11 ptf A signal INV1 (INV2) off Phase A overcurrent signal too long
:12 ptf B signal Phase B overcurrent signal too long
:13 ptf C signal Phase C overcurrent signal too long
:14 IC zero not ok Current IC not zero at start up
:15 IC not ok C phase current too high
:16 ptl not ok Protective turn off circuit not ok
:17 cur measure not ok Phase A and B currents do not match
103/203 INV I/O CARD (NR)
:01 chop 1 cmd not off Chopper 1 command not off
:02 chop 2 cmd not off Chopper 2 command not off
:03 chop 1 cmd not on Chopper 1 command not on
:04 chop 2 cmd not on Chopper 2 command not on
:05 volt scale A flt Scale A volts out of range 70%, 100%
:06 volt scale B flt Scale B volts out of range 70%, 100%
:07 link V scale flt Link V scale out of range 70%, 100%
:08 current scale A flt Scale A current out of range 70%, 100%
None
:09 current scale B flt Scale B current out of range 70%, 100%
:10 input V scale fit Input V scale out of range 70%, 100%
:11 V test VCO high High frequency on VCO Vtest channel
:12 V test VCO low Low frequency on VCO Vtest channel
:13 IA VCO hi High frequency on IA channel
:14 IB VCO hi High frequency on IB channel
:15 link V VCO hi High frequency on VCO link filter V channel
:16 infilV VCO hi High frequency on VCO in filter V channel
:17 IA too high IA current too positive
:18 IA too low IA current too negative
:19 IB too high IB current too positive
:20 IB too low IB current too negative

E2-16 Electrical Propulsion System Components 01/02 E02014

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

103/203 (cont.)
:21 link V too hi Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High freq. on VCO DB chopper channel
:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High freq. on VCO VA channel
:26 VB VCO hi None High freq. on VCO VB channel
:27 VC VCO hi High freq. on VCO VC channel
:28 VA volts too hi VA voltage too positive
:29 VB volts too hi VB voltage too positive
:30 volt scale C flt Scale C volts out of range 70%, 120%
:31 VC volts too hi VC voltage too positive
104/204 FIBER OPTIC CARD
:01 fo ps low Fiber optic power supply monitor
INV1 (INV2) off
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
:01 P5V not ok +5 volt not in tolerance
:02 P15V not ok INV1 (INV2) off +15 volt not in tolerance
:03 N15V not ok -15 volt not in tolerance
:06 P24V not ok +24 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
INV1 (INV2) off
:01 DC pwr conn open DC power connection open
:02 link V phase V mismatch Link and phase voltage mismatch
107/207 GDPS FAILURE
:01 gate dr ps off No power to gate drive power supply or it failed
INV1 (INV2) off
:02 gate dr ps off S No power to gate drive power supply or it failed with
enable/DC volts
:03 multiple GTO not off S Multiple GTOs not off with enable/DC volts
109/209 LINK VOLTS SENSOR
:01 linkV sensor flt INV1 (INV2) off Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits

E02014 01/02 Electrical Propulsion System Components E2-17

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

113/213 INVERTER, GENERAL

:01 Aup cur hi Phase A current out too high
:02 Adn cur hi Phase A current in too high
:03 Bup cur hi Phase B current out too high
:04 Bdn cur hi Phase B current in too high
:05 Cup cur hi Phase C current out too high
:06 Cdn cur hi Phase B current in too high
:07 Aup cur lo Phase A current out too low
:08 Adn cur lo Phase A current in too low
:09 Bup cur lo Phase B current out too low
:10 Bdn cur lo Phase B current in too low
:11 Cup cur lo Phase C current out too low
INV1 (INV2) off
:12 Cdn cur lo Phase C current in too low
:13 A zero cur hi Phase A current out not zero
:15 B zero cur hi Phase B current out not zero
:17 A volt hi Adn Phase A volt too high while phase A down on
:18 A volt lo Aup Phase A volt too low while phase A up on
:19 A volt hi Bdn Phase A volt too high while phase B down on
:20 A volt lo Bup Phase A volt too low while phase B up on
:21 A volt hi Cdn Phase A volt too high while phase C down on
:22 A volt lo Cup Phase A volt too low while phase C up on
:23 B volt hi Adn Phase B volt too high while phase A down on
:24 B volt lo Aup Phase B volt too low while phase A up on
:25 B volt hi Bdn Phase B volt too high while phase B down on
:26 B volt lo Bup Phase B volt too low while phase B up on
:27 B volt hi Cdn Phase B volt too high while phase C down on
:28 B volt lo Cup Phase B volt too low while phase C up on

E2-18 Electrical Propulsion System Components 01/02 E02014

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

113/213 (cont.)
:29 C volt hi Adn Phase C volt too high while phase A down on
:30 C volt lo Aup Phase C volt too low while phase A up on
:31 C volt hi Bdn Phase C volt too high while phase B down on
:32 C volt lo Bup Phase C volt too low while phase B up on
:33 C volt hi Cdn Phase C volt too high while phase C down on
:34 C volt lo Cup Phase C volt too low while phase C up on
:35 Aup fault cur Phase A fault current when phase A up on
:36 Adn fault cur Phase A fault current when phase A down on
:37 Bup fault cur Phase B fault current when phase B up on
:38 Bdn fault cur Phase B fault current when phase B down on
:39 Cup fault cur Phase C fault current when phase C up on
INV1 (INV2) off
:40 Cdn fault cur Phase C fault current when phase C down on
:48 A volt hi off Phase A voltage high with all GTOs off
:49 A volt lo off Phase A voltage low with all GTOs off
:50 B volt hi off Phase B voltage high with all GTOs off
:51 B volt lo off Phase B voltage high with all GTOs off
:52 C volt hi off Phase C voltage high with all GTOs off
:53 C volt lo off Phase C voltage high with all GTOs off
:54 phase short pos Possible phase to DC+ short
:55 phase short neg Possible phase to DC- short
:60 linkV too hi PTL Link volts above PTL
:70 Aph neg I low Phase A negative current low (unbalance)
:71 Bph neg I low Phase B negative current low (unbalance)

E02014 01/02 Electrical Propulsion System Components E2-19

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

113/213 (cont.)
:72 Cph neg I low Phase C negative current low (unbalance)
:73 Aph neg I hi Phase A negative current high (unbalance)
:74 Bph neg I hi Phase B negative current high (unbalance)
:75 Cph neg I hi Phase C negative current high (unbalance)
:76 Aph pos I low Phase A positive current low (unbalance)
INV1 (INV2) off
:77 Bph pos I low Phase B positive current low (unbalance)
:78 Cph pos I low Phase C positive current low (unbalance)
:79 Aph pos I hi Phase A positive current high (unbalance)
:80 Bph pos I hi Phase B positive current high (unbalance)
:81 Cph pos I hi Phase C positive current high (unbalance)
:82 no current w run No current while running
114/214 INVERTER, GENERAL (NR)
:22 IA VCO lo Low frequency on IA channel
:24 IB VCO lo Low frequency on IB channel
:26 linkV VCO lo Low frequency on VCO link filter V channel
:28 infilV VCO lo Low frequency on VCO in filter V channel
:38 LinkV too lo Link voltage too negative
:40 infilV too lo Input filter voltage too positive
None
:46 DB chop VCO lo Low frequency on VCO DB chopper channel
:48 DB chopV too lo DB chopper voltage too negative
:50 VA VCO lo Low frequency on VCO VA channel
:52 VB VCO lo Low frequency on VCO VB channel
:54 VC VCO lo Low frequency on VCO VC channel
:56 VA volts too lo VA voltage too negative
:58 VB volts too lo VB voltage too negative
:61 VC volts too lo VC voltage too negative

E2-20 Electrical Propulsion System Components 01/02 E02014

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

115/215 INVERTER SYSTEM

:01 no direction No direction called for
:02 for dir mismatch Calling forward, running backward
:03 rev dir mismatch Calling reverse, running forward
:04 input volt low Input voltage too low
:05 link volt low Link filter voltage too low
INV1 (INV2) off
:06 no hi spd data No high speed data from system controller
:07 V line not ok Line voltage not ok
:08 I line not ok Line current not ok
:09 sys TIC fail System TIC not being updated.
:10 DB GTO jn hot DB GTO junction too hot
:11 inv GTO jn hot Inverter GTO junction too hot
:12 VI test incomplete VI test incomplete
116/216 INVERTER, PHASE A+/A-
:01 alarm A Phase A GTO did not turn off
:02 PTF A INV1 (INV2) off Overcurrent in phase A
:03 IGBT_SAT_AP IGBT saturated.
:04 IGBT_SAT_AN IGBT saturated.
117/217 INVERTER, PHASE A+
:01 alarm AP Phase A pos GTO did not turn off
:02 Aup fb not off Phase A up feedback not off
:03 phase A modl pos INV1 (INV2) off Phase A positive module failed
:04 hold AP Phase A positive and negative GTOs on (positive turn on)
:05 Aup fb not on Phase A feedback not on
:06 Aup GTO not on Phase A positive GTO did not turn on
:07 IGBT_PS_AP IGBT protective shutoff
118/218 INVERTER, PHASE A+ (NR)
:02 Aup temp short Phase A up thermistor short
:03 Aup temp open None Phase A up thermistor open
:04 Aup temp warm Phase A up thermistor warm
:05 Aup temp hot Phase A up thermistor hot
:06 Aup fb not off S Phase A not off with enable/DC volts

E02014 01/02 Electrical Propulsion System Components E2-21

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

119/219 INVERTER, PHASE A-

:01 alarm AN Phase A negative GTO did not turn off
:02 Adn fb not off Phase A down feedback not off
:03 phase A modl neg INV1 (INV2) off Phase A negative module failed
:04 hold AN Phase A positive and negative GTOs on (negative turn on)
:05 Adn fb not on Phase A down feedback not on
:06 Adn GTO not on Phase A negative GTO did not turn on
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open None Phase A down thermistor open
:04 Adn temp warm Phase A down thermistor warm
:05 Adn temp hot Phase A down thermistor hot
:06 Adn fb not off S Phase A down not off with enable/DC volts
121/221 INVERTER, PHASE A CURR
:01 I sensor ph A Phase A current sensor failed
:02 IA zero not ok INV1 (INV2) off Current IA not zero at startup
:03 IA not ok Phase A current too high
:04 I snsr ph A open Phase A current sensor open
:05 I snsr ph A short Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
INV1 (INV2) off
:01 V sensor phase A Phase A voltage sensor failed
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
:01 alarm B Phase B GTO did not turn off
INV1 (INV2) off
:02 PTF B Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
:01 alarm BP Phase B GTO did not turn off
:02 Bup fb not off INV1 (INV2) off Phase B up feedback not off
:03 phase B modl pos Phase B positive module failed
:04 hold BP Phase B positive and negative GTOs on (positive turn on)
:05 Bup fb not on Phase B feedback not on
:06 Bup GTO not on Phase B positive GTO did not turn on

E2-22 Electrical Propulsion System Components 01/02 E02014

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

127/227 INVERTER, PHASE B+

:02 Bup temp short Phase B up thermistor short
:03 Bup temp open None Phase B up thermistor open
:04 Bup temp warm Phase B up thermistor warm
:05 Bup temp hot Phase B up thermistor hot
:06 Bup fb not off S Phase B up not off with enable/DC volts
128/228 INVERTER, PHASE B-
:01 alarm BN Phase B negative GTO did not turn off
:02 Bdn fb not off Phase B down feedback not off
:03 phase B modl neg Phase B negative module failed
INV1 (INV2) off
:04 hold BN Phase B positive and negative GTOs on (negative turn on)
:05 Bdn fb not on Phase B down feedback not on
:06 Bdn GTO not on Phase B negative GTO did not turn on
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open None Phase B down thermistor open
:04 Bdn temp warm Phase B down thermistor warm
:05 Bdn temp hot Phase B down thermistor hot
:06 Bdn fb not off S Phase B down not off with enable/DC volts
130/230 INVERTER, PHASE B CURR
:01 I sensor ph B Phase B current sensor failed
:02 IB zero not ok INV1 (INV2) off Current IB not zero at startup
:03 IB not ok Phase B current too high
:04 I snsr ph B open Phase B current sensor open
:05 I sensr ph B short Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
INV1 (INV2) off
:01 V sensor phase B Phase B voltage sensor failed
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
:01 alarm C Phase C GTO did not turn off
:02 PTF C INV1 (INV2) off Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated

E02014 01/02 Electrical Propulsion System Components E2-23

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

135/235 INVERTER, PHASE C+/C-

:01 alarm CP Phase C positive GTO did not turn off
:02 Cup fb not off Phase C up feedback not off
:03 phase C modl pos INV1 (INV2) off Phase C positive module failed
:04 hold CP Phase C positive and negative GTOs on (positive turn on)
:05 Cup fb not on Phase C up feedback not on
:06 Cup GTO not on Phase C positive GTO did not turn on
:07 IGBT_PS_CP IGBT protective shutoff
136/236 INVERTER, PHASE C+
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open None Phase C up thermistor open
:04 Cup temp warm Phase C up thermistor warm
:05 Cup temp hot Phase C up thermistor hot
:06 Cup fb not off S Phase C up not off with enable/DC volts
137/237 INVERTER, PHASE C-
:01 alarm CN Phase C negative GTO did not turn off
:02 Cdn fb not off Phase C down feedback not off
:03 phase C modl neg INV1 (INV2) off Phase C negative module failed
:04 hold CN Phase C positive and negative GTOs on (negative turn on)
:05 Cdn fb not on Phase C down feedback not on
:06 Cdn GTO not on Phase C negative GTO did not turn on
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
:04 Cdn temp warm None Phase C down thermistor warm
:05 Cdn temp hot Phase C down thermistor hot
:06 Cdn fb not off S Phase C down not off with enable/DC volts
141/241 INVERTER, PHASE C VOLTS
INV1 (INV2) off
:01 V sensor phase C Phase C voltage sensor failed
:02 VC not ok Phase C voltage too high

E2-24 Electrical Propulsion System Components 01/02 E02014

 TABLE III: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

143/243 INVERTER, TACH 1 (NR)

:01 tach1 rate hi Tach 1 high rate of change
INV1 (INV2) off
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
144/244 INVERTER, TACH 1 (NR) None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
None
:01 tach2 high rate Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input
146/246 INVERTER, TACH 2 (NR) None
:01 tach2 one channel Tach 2 single channel operation
148/248 INVERTER, CHOPPER 1 (NR)
:01 chop1 fb not off Chopper 1 feedback not off
:02 chop1 fb not on Chopper 1 feedback not on
:03 chopA temp short None ChopA thermistor short
:04 chopA temp open ChopA thermistor open
:05 chopA temp warm ChopA thermistor warm
:06 chopA temp hot ChopA thermistor hot
:07 DB1 fb not off S Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2 (NR)
:01 chop2 fb not off Chopper 2 feedback not off
:02 chop2 fb not on Chopper 2 feedback not on
:03 chopB temp short None ChopB thermistor short
:04 chopB temp open ChopB thermistor open
:05 chopB temp warm ChopB thermistor warm
:06 chopB temp hot ChopB thermistor hot
:07 DB2 fb not off S Chopper 2 not off with DC volts
151/251 MISCELLANEOUS INV1 (INV2) off
:01 tach differential Too much speed difference.
153/253 INVERTER, MOTOR
INV1 (INV2) off
:01 motor open Motor connection open
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
None
:01 rotor temp hi Motor rotor temperature high
:02 stator temp hi Motor stator temperature high

E02014 01/02 Electrical Propulsion System Components E2-25

 TABLE IV: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

155/255 INVERTER, SECOND LOAD None

:01 second load open Second load connection open
175/275 INV 1 GENERIC EVENT None Inverter shutdown with no event code.
176/276 INV 1 GENERIC EVENT INV1 (INV2) off

E2-26 Electrical Propulsion System Components 01/02 E02014

 TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

601 TCI FB144 CPU CARD TCI CPU card problem.

:01 10ms task failed to init TCI CPU card problem.
:02 20ms task failed to init TCI CPU card problem.
:03 50ms task failed to init TCI CPU card problem.
:04 100ms task failed to init TCI CPU card problem.
:05 200ms task failed to init No propel TCI CPU card problem.
:06 flt manager task TCI CPU card problem.
:07 flash CRC Flash CRC computation did not match expected value.
:09 maint task failed to init Flash CRC computation did not match expected value.
:10 excess timeouts Upon power-up, excessive bus timeouts occurred.
:11 BBRAM bad
:12 BBRAM CRC CRC on BBRAM did not match expected value.
602 FB104 DIGITAL I/O CARD FAULT No propel Internal TCI self-test detected a digital I/O card problem.
603 FB160 ANALOG I/O CARD FAULT No propel Internal TCI self-test detected an analog I/O card problem.
604 PSC FAULT Lost RS422 communication with PSC.
:01 missing message Lost RS422 communication with PSC.
:02 bad tick Lost RS422 communication with PSC.
:03 bad CRC Speed limit Lost RS422 communication with PSC.
:04 FIFO overflow Lost RS422 communication with PSC.
:05 bad start bit Lost RS422 communication with PSC.
:06 bad stop bit Lost RS422 communication with PSC.
Lost RS422 communication with Aux Blower Controller
605 AUX BLOWER COMM. FAULT None while Aux Blower in failure mode and DC link not ener-
gized.
607 POSITIVE 5 VOLTS Speed limit +5V power supply out of limits
608 POSITIVE 15 VOLTS Speed limit +15V power supply out of limits
609 NEGATIVE 15 VOLTS Speed limit -15V power supply out of limits
610 POT REFERENCE Speed limit Pot reference (10.8V) out of limits

E02014 01/02 Electrical Propulsion System Components E2-27

 TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

611 FREQUENCY INPUT Front wheel speed input out of range

None
:01 left front wheel speed Left front wheel sensor out of range.
:02 right front wheel speed Right front wheel sensor out of range.
613 ANALOG INPUT Signal is outside the design range of valid values.
None
:01 A2D gnd Signal is outside the design range of valid values.
:02 A2D gainchk Signal is outside the design range of valid values.
614 BATTERY SEPARATE CONTACTOR FAILURE Signal is outside the design range of valid values.
:01 Battery Separate Failure Signal is outside the design range of valid values.
None
:02 crank batt > cntrl batt Voltage difference greater than 3V
:03 cntrl batt > crank batt Voltage difference greater than 3V
616 DIRECTION MISMATCH No propel Simultaneous FORWARD and REVERSE commands
received.
617 ENGINE START REQUEST DENIED Engine start request denied due to the following:
:01 engine warn while cranking Engine warning occurs after engine crank command
None given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED No propel Engine controller sends caution signal, rpm above low
idle.
620 ENGINE KILL WHILE VEHICLE MOVING No propel Engine shutdown switch activated while truck is moving.
622 PARK BRAKE FAULT Error in park brake operation has occurred.
:01 command/response failure No propel Park brake command and feedback don't agree.
:02 set above maximum speed Park brake set feedback received when truck is moving.
623 HYDRAULIC BRAKE FLUID Hydraulic brake oil temperature has exceeded limit.
:01 tank
:02 left front outlet None
:03 right front outlet
:04 left rear outlet
:05 right rear outlet

E2-28 Electrical Propulsion System Components 01/02 E02014

 TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

624 BODY UP AND PAYLOAD INDICATION Speed Limit Full payload and body up signal received at same time.
625 DUMP BODY UP WITH SPEED None Dump body raised while truck is moving.
626 LOAD BRAKE APPLIED WITH SPEED None
628 CONNECTED BATTERY VOLTS One of the connected batteries' volts incorrect with engine
speed above low idle.
:01 control battery low Control battery voltage below minimum limit
None
:02 control battery high Control battery voltage above maximum limit.
:03 crank battery low Cranking battery voltage below minimum limit.
:04 crank battery high Cranking battery voltage above maximum limit.
629 BAROMETRIC PRESSURE SIGNAL Barometric pressure signal outside operational limits.
:01 low None Voltage below minimum operational limit.
:02 high Voltage above maximum operational limit.
630 MOTOR BLOWER PRESSURE Motor inlet and outlet pressure signal outside operational
limits.
:01 no cooling air No voltage signal feedback
Speed Limit
:02 low Voltage feedback below minimum operational limit.
:03 high voltage Voltage above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE Ambient temperature signal outside operational limits.
None
:02 high Voltage above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file.
:01 no file No propel No configuration file loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file loaded.
633 BBRAM CORRUPTED None Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE Speed limit The over-payload signal is on, speed is reduced.
635 TRUCK OVERLOADED - NON-RESTRICTIVE None The over-payload signal is on, propulsion allowed.

E02014 01/02 Electrical Propulsion System Components E2-29

 TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

636 AUX INVERTER None An Auxiliary Blower Control failure has occurred.
:01 buss volts low None Low dc bus detected during powerup.
:02 buss volts high None High dc bus detected during powerup.
:03 overcurrent None Overcurrent condition detected during operation.
:04 battery loss None Loss of blower control battery voltage has occured.
:05 high dc buss when running None High dc bus voltage detected during operation.
:06 high dc buss after pc powerup None High dc bus voltage detected after phase controller
powerup.
:07 Low dc buss after pc powerup None Low dc bus voltage detected after phase controller
powerup.
:08 high dc buss when running None High dc bus voltage detected during operation.
:09 overcurrent after pc powerup, current overload None Overcurrent condition detected after phase controller
power up.
:10 current overload None Sustained current overload exists.
:11 low dc buss overcurrent None Overcurrent due to low dc bus voltage.
:12 low dc buss current overload None Sustained current overload due to low dc bus voltage.
:13 gate drive trip None IGBT protection circuit detected overload.
:14 no input voltage None Zero input voltage detected.
638 ENGINE CRANKING TIMEOUT None
639 ENGINE START REQUEST WHILE RUNNING None
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage high
641 ACCEL PEDAL TOO LOW None Accelerator pedal voltage low
642 ENGINE STARTED USING OVERRIDE None
696 UNEXPECTED TCI CPU RESET None TCI CPU reset without request.
698 DATA STORE None A data snapshot has been manually initiated.

E2-30 Electrical Propulsion System Components 01/02 E02014

 TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)

EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION

638 ENGINE CRANKING TIMEOUT None

639 ENGINE START REQUEST WHILE RUNNING None
640 ACCEL PEDAL TOO HIGH No propel Accelerator pedal voltage high
641 ACCEL PEDAL TOO LOW None Accelerator pedal voltage low
642 ENGINE STARTED USING OVERRIDE None
696 UNEXPECTED TCI CPU RESET None TCI CPU reset without request.
698 DATA STORE None A data snapshot has been manually initiated.

E02014 01/02 Electrical Propulsion System Components E2-31

PSC SOFTWARE FUNCTIONS
The operation of the AC Drive System is regulated by
a software program which resides in the Propulsion
System Control Panel's memory. The software pro-
gram also contains instructions to test and fault iso-
late the system.
This section describes the PSC software program
and its functions without regard to hardware.
Input Processing
This function reads in all external inputs for use by
the PSC. The Input Processing function performs
any signal conditioning required and computes the
required derived inputs.
STATE MANAGEMENT
State Machine
As part of the total software package, a particular
group of regulatory software commands is included
called a "state machine". The state machine controls
the various functions of truck operation.
The software implements the state machine by keep-
ing track of which state the truck is in, and which
state the truck is allowed to move into if the operator
requests a different mode of operation. Each soft-
ware state is defined as follows:
Startup/Shutdown State:
The purpose of this state is to ensure the system is in
a desired known state upon startup or shutdown.
This is an unpowered state.
NOTE: Powered and unpowered refer to the state of
the DC link; 600 volts or more on the DC link equals
"powered". 50 volts or less on the DC link equals
"unpowered".
E2-32 Electrical Propulsion System Components
Test State:
The purpose of this state is to provide an environ-
ment for the verification of system functionality. Test
state will support a variety of activities, including:
1. Waiting for the engine to start (if needed).
2. Automatic testing on initial system startup or fol-
lowing rest state.
3. Application of power to the DC link.
4. Externally initiated testing to clear a fault, set
temporary variables, or for maintenance pur-
poses.
NOTE: The Test state may be either powered or
unpowered at a given point in time, depending on
which activities are being performed.
Ready State:
Ready state is the default powered state. The system
will be in this state whenever the engine and control
system are ready to provide power, but none is
requested.
Ready state also is the state where the DC link is dis-
charged in preparation for Shutdown, Rest, or in
reaction to certain event conditions. Therefore,
Ready state should not be considered strictly a pow-
ered state (as are Propel and Retard described
below).
Rest State:
Rest is an unpowered state whose purpose is to con-
serve fuel while the truck idles for an extended period
of time. Rest state also provides an environment
where maintenance personnel can control the engine
without causing power to be applied to the DC link.
Propel State:
The purpose of this state is to provide the power sys-
tem configuration and overall environment for
engine-powered propulsion. This is strictly a powered
state, i.e., the system will not be allowed to maintain
propel state without sufficient power on the DC link.
01/02 E02014
Retard State:
This state provides the power system configuration
and overall environment for retard, where energy
from vehicle movement is dissipated in the retard
grid resistors in an effort to slow the truck. Retard
state is strictly a powered state.
Transitions Between States
Transitions between states under normal operational
conditions (no failures, etc.) are described as follows:
Transition to Startup/Shutdown State (Startup):
The system will transition to the Startup/Shutdown
state for the purpose of "startup" whenever execution
control is initially transferred to the application pro-
gram (e.g., after application of power, system reset,
etc.).
Transition to Startup/Shutdown State
(Shutdown):
The system will transition to the Startup/Shutdown
state for the purpose of "shutdown" from the Test,
Rest, Ready, or Startup/Shutdown (if previously
entered for the purpose of startup) state if all of the
following conditions are true:
1. System power is removed or the Control Power
Switch or Key Switch is turned off.
2. The truck is not moving.
3. There is essentially no voltage on the DC link.
4. Any testing in progress is complete.
NOTE: Testing in progress does not have to be
successful, but for the purpose of ensuring an orderly
shutdown it must be complete before the current
state is exited.
Transition from Startup/Shutdown State to Test
State:
This transition will occur automatically once initializa-
tion is complete (i.e., functions performed while in
Startup/Shutdown state for the purpose of startup
have been completed).
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Transition from Test State to Ready State:
This transition will occur upon completion of any
required testing if all of the following conditions are
true:
1. The TCI rest request is not active.
2. There is sufficient voltage on the DC link.
Transition to Rest State:
This transition will occur automatically from the Test
or Ready state if a request for Rest state is received
from the TCI and all of the following conditions are
true:
1. Any testing in progress is complete.
2. The system temperatures are cool enough to
allow the Rest state (function of GTO Phase
Module, Chopper Module, and Motor tempera-
tures).
3. The AFSE is disconnected and there is essen-
tially no voltage on the DC link.
4. The truck is not moving.
Transition from Ready State to Test State:
This transition will occur if the truck is not moving,
and a request for testing is received.
Transition from Ready State to Propel State:
The system will transition from Ready state to Propel
state if all of the following conditions are true:
1. The accel pedal is pressed.
2. A direction has been chosen, i.e., the truck is
either in FORWARD or REVERSE.
3. There is sufficient voltage on the DC link.
4. At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not
allowed.
5. Truck speed is less than the motor overspeed
limit.
6. The TCI accel inhibit is not active.
E2-33
Transition from Ready State to Retard State:
The system will transition from Ready state to Retard
state if truck speed is such that retard is allowed and
at least one of the following conditions exists:
1. The retard pedal or lever is pressed such that a
significant amount of retarding effort is
requested.
2. All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
c. One or both of the following conditions are
true:
1.)The accel pedal is not pressed, or
2.)The truck is configured such that accel
pedal signal does not override retard
speed control.
3. Truck speed is greater than or equal to motor
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph).
Transition from Rest State to Test State:
The system will transition from Rest state to Test
state upon release of the TCI rest request.
NOTE: A transition directly from Rest state to Ready
state is not allowed because the system is essentially
off and should be brought back on-line and checked
out before Ready state is entered.
Transition from Propel State to Ready State:
The system will transition from Propel state to Ready
state if all of the following conditions exist:
1. The accel pedal is not pressed.
2. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
3. Truck speed is less than the motor overspeed
limit.
4. At least one of the following conditions is true:
a. Retard speed control is not selected.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort
is (currently) required to maintain this condi-
tion.
E2-34 Electrical Propulsion System Components
Transition from Propel State to Retard State:
The system will transition directly from Propel state to
Retard state if at least one of the following conditions
exists:
1. Truck speed is such that retard is allowed, and
the retard pedal or lever is pressed such that a
significant amount of retarding effort is
requested.
2. Truck speed exceeds the motor speed limit.
Overspeed Will not be engaged such that it pre-
vents the truck from propelling at 40 mph (64
kph).
3. All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
c. The truck is configured such that accel pedal
signal does not override retard speed con-
trol.
Transition from Retard State to Ready State:
The system will transition from Retard state to Ready
state if all of the following conditions exist:
1. Overspeed is not active.
2. At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not
allowed.
3. At least one of the following conditions exists:
a. Retard speed control is not selected.
b. Truck speed is low enough such that retard
speed control is not active.
c. The accel pedal is pressed, and the truck is
configured such that the accel pedal over-
rides retard speed control. This allows the
configuration constant to determine if press-
ing on the accel pedal kicks the truck out of
retard, even if retard speed control is still
active.
4. The retard torque control logic exit sequence is
complete.
01/02 E02014
DC Link State
Power is provided to the inverters and motors via the
DC link. The DC link has two associated states: pow-
ered and unpowered. The following defines the con-
ditions necessary to establish each state as well as
the transitional conditions between the two states:
Powering the Link
The PSC software will attempt to power the DC link
(i.e., command the system configuration defined
below) if all of the following conditions are true:
1. Event restrictions do not prohibit power on the
DC link.
2. The system is in Test state and any initiated
testing is complete.
3. The engine is running.
4. The Gate Drive Power Converters have been
enabled.
5. Neither inverter is requesting that a low voltage
test be run.
In attempting to power the DC link, the PSC software
will establish the necessary system configuration as
follows:
1. GF closed and GFR picked up,
2. AFSE enabled,
3. Alternator field reference is commanded such
that the desired DC link voltage or three-phase
voltage is maintained,
4. RP contactors open,
5. Chopper turn-on voltage is set above 600 volts.
NOTE: Before the AFSE is allowed to output firing
pulses, the RP contactors will be commanded open
and GF contactor will be verified to be closed. The
AFSE will not output firing pulses if it is disabled, if
GFR is dropped out, or if the alternator reference
signal is 0.
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De-Powering the Link
The PSC software will attempt to de-power the DC
link (i.e., command the system configuration defined
below) if the system is in Test or Ready state, and
any of the following conditions are true:
1. Event restrictions prohibit power on the DC link,
2. The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown
(i.e., all the non-link-related conditions for Star-
tup/Shutdown state have been satisfied),
3. The system is preparing to transition to Rest
state (i.e., all the non-link-related conditions for
Rest state have been satisfied),
4. The engine is being shut off.
To accomplish this, the PSC software will establish
the necessary system configuration as follows:
1. Alternator field reference set to zero,
2. AFSE disabled,
3. GF open and GFR dropped out,
4. Chopper turn on voltage set below approxi-
mately 600 volts,
5. Close RP2 or RP3, alternating each time to pro-
vide even wear.
Control Functions
Engine Control
This software function generates the engine speed
command. The engine electronic fuel control is
responsible for maintaining that speed.
The desired engine speed is determined according to
the system state:
Propel State:
The engine speed is commanded such that the
engine supplies only as much horsepower as is
required to achieve the desired torque.
All Other States:
The engine speed is a direct function of the accel
pedal. Additional constraints on the engine speed
command are:
E2-35
 1. If the truck is in neutral, the commanded engine
speed at full scale accel pedal will be the
engine's high idle. If the truck is not in neutral,
the maximum commanded engine speed will be
the engine's rated horsepower rpm. This allows
faster hoisting of the truck bed, if desired.
These maximum speeds apply to the MTU
engine.
2. During retard state the engine speed command
will not be increased to support the DC link
when retard is being ramped out at low truck
speeds. However, engine speed may be
increased if needed to support the DC link dur-
ing normal retard when wheel slides are occur-
ring.
The following constraints are applied to generating
the engine speed command during all operating
states:
• The engine speed command will always be
greater or equal to minimum idle signal. The TCI
can request the engine speed command be
increased by setting minimum idle.
• The engine speed command will be increased if
more alternator cooling is needed.
ALTERNATOR FIELD CONTROL
The alternator is controlled by controlling the Alterna-
tor field reference sent to the AFSE.
The desired alternator output voltage is dependent
on system state. The PSC will command an alterna-
tor field reference such that the desired DC link volt-
age or three-phase voltage is maintained.
Desired Three-Phase Voltage
During all powered states, the three-phase line-to-
line voltage will not be allowed to drop below 444
volts. This is the minimum voltage needed to supply
the gate drive power converters and the auxiliary
blower inverter.
During all powered states except retard, the DC link
voltage will represent the rectified three-phase volt-
age. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be ade-
quate.
During retard, the DC link voltage is not necessarily
related to the three-phase voltage since the motors
will be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.
E2-36 Electrical Propulsion System Components
Desired DC Link Voltage
The desired link voltage is controlled by the alterna-
tor during all powered states except retard. The
desired voltage is based on:
1. During propel, the desired DC link voltage will
be adjusted based on motor speed and horse-
power commanded to the inverters.
2. During retard, the DC link voltage may rise
above the rectified three-phase voltage. When
this occurs, the DC link voltage is controlled by
the retard torque command, grid resistor com-
mand and chopper start. If conditions occur
which prevent the motors from producing power
to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
600 volts on the DC link.
3. During all powered states, the DC link voltage
will not be allowed to drop below 600 volts.
4. While the DC link is being powered up, the volt-
age will be controlled to the levels necessary to
support the inverter self-tests.
Self-load
During self-load, the alternator provides power to the
resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
alternator. The alternator field control will be based
on the following:
1. The DC link voltage will not be allowed to drop
below 600 volts.
2. One mode of self-load will require the alternator
output to be controlled to maintain a set desired
horsepower dissipation in the resistor grids.
3. Another mode of self-load will require the alter-
nator output to be controlled to maintain a set
desired link voltage between 600 volts and
1500 volts.
01/02 E02014
Propel Torque Control
This software function commands the appropriate
motor torque to the inverters during propel. The
torque command is primarily a function of the accel
pedal position and is limited by the physical con-
straints of the system.
Each wheel torque is computed independently
because the wheels may be operating at different
speeds. Each torque command is adjusted to
account for the following constraints:
• Speed Override
The propulsion system will attempt to limit truck
speed to the design envelope of the wheel
motors. As such, the torque command will be
modulated as the truck speed approaches the
motor overspeed limit so that this limit is not
exceeded if possible. Note, however, that steady
state operation is kept as close to the overspeed
limit as possible without exceeding it.
• Motor Torque Limits
The torque command will be constrained to the
operating envelope of the inverters and the
traction motors. The maximum torque that can be
commanded is dependent on motor speed and
on DC link voltage.
• Gear Stress
The torque commanded will not exceed that
which will produce excess gear stress.
• Horsepower Available
The horsepower available will be estimated from
the engine speed. Parasitic loads are taken into
account. The torque will be limited such that the
engine does not overload.
• Jerk Limit
The torque command will be slew-rate limited to
prevent jerking motion.
• Wheel Spin
In the event that the inverters detect a wheel spin
condition and reduce torque in the slipping
wheel, the motor torque in the other wheel may
be increased within the above constraints such
that as much of the total desired torque as
possible is maintained.
E02014 01/02 Electrical Propulsion System Components
Retard Torque Control
The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor
grid. The requested retard torque is based on the fol-
lowing three sources:
• Retard Foot Pedal or Lever
The maximum short time retard torque (at any
speed, hence the constant torque level) will be
scaled (linearly) by the retard foot pedal input
(RPINHI) to produce the foot pedal retard torque
call.
• Overspeed
While overspeed is active, the full available retard
torque will be requested.
• Retard Speed Control
While RSC is active, the RSC retard torque call
will be adjusted to control truck speed to the RSC
set point. Retard speed control will not request
any retard torque if RSC is not active.
The maximum torque call from the above three
sources will be selected as the retard torque call.
Retard Torque Limits are as follows:
1. The retard torque call will be limited to the max-
imum torque level based on speed.
2. The retard torque call will be limited to the max-
imum torque level available within the thermal
constraints of the motors.
3. The retard torque call will be limited as needed
to prevent overvoltage on the DC link.
4. While in retard, the minimum retard torque call
will provide enough power to support at least
one grid with 600 volts on the DC link. Retard
will be dropped if the torque call falls below this
value.
5. At low speed, the available retard torque will be
ramped to zero.
Wheel Slide Control
The inverters prevent wheel slide by limiting torque to
maintain wheel speeds above preset limits. These
preset limits are a function of truck speed and the
allowable creep; additional compensation will be
applied to provide for differences between wheel
speeds during turns.
E2-37
Resistor Grid Control
The first resistor grid (RG1) will always be engaged
when retard is active since the grid blower motors are
wired across it.
The second and third fixed resistor grids (controlled
by RP2 and RP3) will be engaged as needed to dissi-
pate the energy produced in retard state. Limitations
are:
1. The use of RP2 and RP3 will be alternated to
provide even wear on the contactors.
2. The grids will be engaged to prevent drawing
more power than the motors can produce. At
high motor speeds the maximum motor torque
does not produce enough power to support
three grids across the DC link (at the given volt-
age). Therefore, at high speeds, only two resis-
tor grids will be engaged.
Note: The 17KG526A1 Electrical Cabinet does not
have RP3 installed.
Chopper Voltage Control
Chopper turn-on voltage will be set to give the motors
as much of the retard envelope as possible (i.e.,
keep the voltage as close to the maximum value as
possible) and to keep the DC link voltage at or below
the maximum link voltage value.
AUXILIARY BLOWER CONTROL
The Auxiliary Blower Control regulates the tempera-
tures of the AFSE, auxiliary blower system, rectifier
diodes, phase modules, chopper modules, and trac-
tion motors by controlling the speed of the auxiliary
blower. Additionally, this software function checks for
faults in the auxiliary blower.
This software function is performed using the follow-
ing process:
1. The commanded auxiliary blower speed will be
calculated to control all system temperatures.
The control priorities will be:
a. Keep all temperatures below allowable maxi-
mums.
b. Keep the GTO temperatures as constant as
possible.
2. If the aux blower system status (AUXOK) indi-
cates the aux blower system is not okay, a reset
pulse will be sent. Additional reset pulses will be
sent at periodic intervals if the aux blower sys-
tem does not respond.
E2-38 Electrical Propulsion System Components
EVENT PROCESSING
The PSC contains very powerful troubleshooting
software. The PSC software constantly monitors the
AC drive System for any abnormalities (events).
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity.
Additionally, there are some elaborate tests which
may be run by an electrician with the use of DID
screens. Predictive analysis is used in some areas to
report potential problems before they occur.
The troubleshooting system is composed of two
parts:
1. The PSC for detection, event logging, data stor-
age and fault light indications.
2. The TCI (or a PTU) for retrieval of stored event
information, real time vehicle status, trouble-
shooting, etc.
Event Detection
This software function is responsible for verifying the
integrity of the PSC hardware and the systems to
which the PSC interfaces by detecting an "event"
(abnormal condition).
The events fall into three detection categories:
Power On Tests
Three power-on tests are executed once every time
power is applied to the PSC. They are as follows:
1. CPU Card Checks - Upon powerup, the PSC
will confirm the integrity of its CPU card hard-
ware before transferring execution control to
the application program residing in its FLASH
memory.
2. Battery-backed RAM (BBRAM) Test/Adjustable
Parameter Initialization - A battery backed RAM
(BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all TCI/
PTU-adjustable parameters will be initialized to
their default values.
3. Inverter Powerup Tests - The purpose of these
tests is to verify that each inverter sub-system is
functional:
a. Enabling Inverter Powerup Tests - The pow-
erup tests for a given inverter will be enabled
if all of the following conditions are true:
1.) The system is in Test state for the purpose
of powerup.
01/02 E02014
 2.) The associated gate drive power con-
verter has been enabled.
3.) The engine is running.
4.) Battery voltage is at least 25 VDC.
5.) The inverter is requesting that the low
voltage and/or high voltage powerup tests
be performed.
6.) The inverter has not been physically cut
out of the system.
7.) Active event restrictions do not preclude
powering the DC link or running the
inverter.
b. Low Voltage Test - A given inverter will auto-
matically perform its low voltage test if
needed once inverter powerup testing is
enabled per the above requirements. The
PSC will declare the test failed and log an
event if the test does not successfully com-
plete within an expected time period.
c. High Voltage Test - If the low voltage testing
defined above is successful for a given
inverter, the inverter will automatically per-
form its high voltage test if needed once
there is sufficient power on the DC link. The
PSC will declare the test failed and log an
event if the test does not successfully com-
plete within an expected time after the DC
link is sufficiently powered.
4. DC Link Capacitance Test - Test will run once
every 24 hours when conditions allow, normally
after a VI-test during normal powerup
sequence. This test can also be run from the
DID panel to aid in troubleshooting. During test
execution, engine speed is set to 1500 rpm and
the link is charged to 1200VDC. The engine is
then returned to idle while the link is allowed to
discharge to 100 volts.Total link capacitance is
then calculated using the time it took to dis-
charge. If capacitance is getting low, but still
OK, event 70 logs. If capacitance is below the
minimum allowable level, event 71 logs and the
truck is restricted to 10 MPH. If test is not able
to complete after numerous attempts, event 72
logs, indicating a problem in the truck's ground
detection circuit, and truck speed is limited to 10
MPH.
E02014 01/02 Electrical Propulsion System Components
Initiated Tests
These tests are performed when requested by main-
tenance personnel; the truck must be in test mode for
these tests to run:
1. Maintenance Tests - The purpose of these tests
is to facilitate verification of system installation
and wiring (particularly the "digital" interfaces -
relays, contactors, etc.).
2. Self-load Test - Self-load testing is a means by
which the truck diesel engine can be checked
for rated horsepower output.
Periodic Tests
These automatic tests are run continuously during
the operation of the truck to verify certain equipment.
EVENT RESTRICTIONS
The PSC software will not override an event restric-
tion as long as Limp Home mode is not active. Tran-
sitions to restricted states will not be allowed. If the
system is in a state which becomes restricted, it will
transition down to the highest unrestricted state. The
order from lowest to highest state is Startup/Shut-
down, Rest, Test, Ready, Retard, Propel. Transitions
to the Test state or lower states in reaction to event
restrictions will not be allowed until the truck is not
moving.
NOTE. Limp Home mode is a state which is entered
when the truck has suffered a failure and is not able
to continue normal operation but is still capable of
"limping" (getting either back to the maintenance
area or at least out of the way of other trucks).
Event Restrictions associated with a given event are
listed in Table I, page E2-5.
EVENT LOGGING AND STORAGE
This software function is responsible for the record-
ing of event information. There are two basic levels
of event storage: event history buffer and data packs.
The event history buffer provides a minimum set of
information for a large number of events, while data
packs provide extensive information for a limited
number of events.
The following requirements apply to both data packs
and the event history buffer:
E2-39
 1. Fault information is maintained until overwrit-
ten, it is not cleared out following a reset. This
allows the user to examine data associated
with events that have been reset, as long as
there have not been so many new events as to
necessitate reuse of the storage space.
2. If a given event is active (logged and not reset),
logging of duplicate events (duplicate is defined
as having the same event and sub-id numbers)
will not be allowed. If the event is reset and sub-
sequently reoccurs, it may be logged again.
Likewise, if an event reoccurs with a different
sub-id from the original occurrence, the event
may be logged again.
Event History Buffer
Event history buffer is defined as a collection of event
history records.
A buffer contains 300 entries filled with event num-
bers occurring in chronological order. Also included
in this buffer will be all the input and output values,
time the event occurred, reset time, state information,
etc., for each event. This buffer is filled continuously
and overwritten (if necessary).
Limits (accept-limit) are placed on the amount of
space which a given event code may consume. This
prevents a frequently occurring event from using the
memory space at the expense of a less frequent
event. This data may be cleared (after downloading
for troubleshooting) at each maintenance interval.
Data Packs
A data pack is defined as an extended collection of
information relevant to a given event.
NOTE: The concepts of lockout, soft reset, and
accept limit do not apply to data packs.
Thirty (30) data packs are stored with each contain-
ing 100 frames of real time snapshot data. Snapshot
data is defined as a collection of key data parameter
values for a single point in time). The purpose of
each data pack is to show a little "movie" of what
happened before and after a fault.
The time interval between snapshots is default to 50
ms, but each data pack may be programmed via the
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
ms). The "TIME 0:00 frame #" at which the fault is
logged is default to frame #60, but each data pack is
programmable from 1 to 100.
E2-40 Electrical Propulsion System Components
In the above default cases, data is stored for 3 sec-
onds (2.95 second actual) before the fault and 2 sec-
onds after the fault.
A data pack status structure is assigned to each data
pack plus any programmable settings. This status
structure is used by the TCI (or PTU) to check for
available data (event number, id, and status, should
be set to zero if data pack is not frozen), as well as
for control of the data packs.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames,
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame num-
ber at which the event occurred is used as a refer-
ence to mark the end of the data pack, and data is
collected until the data pack is full. Only when the
data pack is full will the event number, id and status
be updated in the status structure.
All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is
cycled before the data pack is filled with data (the
software allows for proper recovery and then contin-
ues to fill the data pack). Maintenance personnel, by
way of the DID (or PTU), can assign the data pack to
hold only certain event numbers (for the case where
it is desired to collect data on a particular fault).
However, in the default case, faults will be stored as
they come until all data packs are frozen (holding
fault data). When all data packs are frozen, the data
pack with the fault that was RESET first (either auto-
matically or by the DID/PTU), if any, will be unfrozen
and will start storing new data in case a new fault
occurs.
To Record and Save a Data Pack to a Floppy Disk
PSC:
1. With the PTU serial cable attached to the PSC
port, type c:\ACNMENU and press {enter}.
2. Select "PTU TCI and PSC" and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to "Special Operation" and press {enter}.
6. Cursor to "Event Data Menu" and press {enter}.
7. Cursor to "View Data Packs" and press {enter}.
8. Type FLTR number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100 frames
are recorded. Press the F2 key.
01/02 E02014
10. Cursor to "Record Screen" and press {enter}. Event Reset
11. Assign a file name for the data pack. There are two basic types of event resets: soft and
hard. The difference between the soft and hard reset
12. Press {escape} until back to the DOS "C:>"
is a soft reset only affects events that have not been
prompt.
locked out and a hard reset affects events regardless
13. Insert a blank disk in drive A. of lockout status.
14. Type the following command: copy c:\geoh- • Events will be reset:
vac\ptuaccur\f2data\filename
On powerup - a soft reset will be issued against
Note: Insert the name assigned to the file in step 11 all events at powerup.
in place of "filename" in the command in step 14. By DID commands - the TCI can issue both hard
15. Press {enter} to copy the file to the disk. and soft resets.
By PTU commands - the PTU can issue both
hard and soft resets.
TCI:
1. With the PTU serial cable attached to the TCI
port, type c:\ACNMENU and press {enter}.
2. Select "PTU TCI and PSC" and press {enter}
3. Type your name and press {enter}.
4. Type your password and press {enter}.
5. Cursor to "Special Operation" and press {enter}.
6. Cursor to "Event Data Menu" and press {enter}.
7. Cursor to "View Data Packs" and press {enter}.
8. Type PK number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to "Record Screen" and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS "C:>"
prompt.
13. Insert a blank disk in drive A.
14. Type the following command: copy c:\geoh-
vac\ptuaccur\f2data\filename
Note: Insert the name assigned to the file in step 11
in place of "filename" in the command in step 14.
15. Press {enter} to copy the file to the disk.

E02014 01/02 Electrical Propulsion System Components E2-41

SERIAL DATA COMMUNICATIONS
The PSC System CPU Card uses serial data busses
to communicate with the TCI, the PTU, and the two
Inverter CPU Cards.
PSC - TCI Communications processing
This software function performs the processing nec-
essary for the PSC (System CPU Card) to communi-
cate with the TCI through an RS-422 serial link. The
communication is comprised of periodic data and
non-periodic data.
Periodic data is a predefined set of data which is
used for transferring real time control information
from the PSC to the TCI and from the TCI to the PSC
at a fixed rate.
The non-periodic messages are used to transfer all
background data. Background data consists of DID
Commands, Remote Monitor Data, and Download
Code.
Packets containing periodic data will be asynchro-
nously (not initiated) transmitted from the PSC to the
TCI and from the TCI to the PSC every 200 ms. The
TCI initiates the transfer of non-periodic data.
The TCI and the PSC are interfaced using the Gen-
eral Electric Asynchronous Communications Protocol
(ACP). ACP provides two general types of mes-
sages, acknowledged and unacknowledged. The
unacknowledged messages are used to transmit the
periodic data.
The acknowledged messages are used to transmit
the background data.
PSC - PTU Communications Processing
This software function performs the processing nec-
essary for the PSC (System CPU Card) to communi-
cate through an RS-232 serial link to the Portable
Test Unit (PTU).
E2-42 Electrical Propulsion System Components
Inverter Communications Processing
This software function performs the processing nec-
essary for the System CPU Card to communicate
with both Inverter CPU Cards. The communications
is through a high-speed serial link that is operated in
a polled fashion with the System CPU Card initiating
communications to an Inverter CPU Card.
Every message transmitted across the serial link
may contain two separate sections of information:
periodic data and acknowledged data. The periodic
data format is fixed and is used for transferring con-
trol information from the System CPU Card to the
Inverter CPU Card and vise-versa. The acknowl-
edged data format is used to transfer all background
data. When large amounts of background data are to
be transferred via the acknowledged data format, the
originating CPU will break the data down into smaller
pieces and transmit each piece individually. All
acknowledged data flows are initiated from the Sys-
tem CPU with the Inverter CPU providing a
response.
The System CPU Card has one high-speed channel
available for communications to the Inverter CPU
Cards. This channel transfers periodic data across
the serial link every 5 ms. This means the periodic
data to each Inverter CPU is updated every 10 ms.
Each inverter responds to the data when the ID code
in the periodic data matches the ID code of the spe-
cific Inverter CPU Card: the ID code is hardwired in
the card's backplane wiring.
01/02 E02014
OUTPUT PROCESSING
This software function processes all external outputs
from the PSC. Refer to the G.E. publication, "System
Description" for a listing of the PSC outputs.
ABNORMAL CONDITIONS/OVERRIDING
FUNCTIONS
Software functions given up to this point assumed for
the most part that the truck is operating under more
or less normal circumstances. The following para-
graphs define system operation under abnormal or
exceptional circumstances. In the event of conflict
between these functions and those given for normal
operation, the functions in this section will take pre-
cedence.
Fast Start
A fast start software function is provided to address
the case where the PSC is reset unexpectedly
(power supply glitch, etc.) while the system is run-
ning. Its purpose will be to regain control of the truck
as quickly as possible.
Engine Shutdown/Engine Not Running
The engine must be running to enable the gate
drives and to maintain power on the DC link. Typi-
cally, the PSC will be given advanced warning that
the engine is about to be shut off. However, if the
engine stalls or stops because of a mechanical mal-
function, the system will most likely have no advance
warning. The system reaction to an engine not run-
ning condition will be the same as to an event carry-
ing a "no power" restriction except that no event will
be recorded, and no external reset to clear the condi-
tion will be required (the no power restriction will be
automatically lifted as soon as the engine starts run-
ning). If the system is given warning of an impending
engine shutdown, the existing torque commands will
be command to zero over a "long" ramp time (2 to 10
seconds). If no warning is given and the engine stops
running, the existing torque commands will be com-
mand to zero over a "short" ramp time (0.1 to 0.5
second).
E02014 01/02 Electrical Propulsion System Components
Limp Home Mode
The purpose of Limp Home mode is to address the
situation where the truck has suffered a failure and is
not able to continue normal operation but is still
capable of "limping" (getting either back to the main-
tenance area or at least out of the way of other
trucks). The intent is that limp mode will be used by
maintenance personnel operating the truck at low
speeds with the truck unloaded. Maximum truck
speed will be limited to a reduced value while in limp
home mode.
If the TCI requests limp home mode, the state
machine will ignore the restrictions associated with
any fault for which limp home mode is possible.
Entering/Exiting Limp Home Mode
The PSC will enter limp home mode if all of the fol-
lowing conditions are true:
1. The truck is not moving.
2. The TCI is requesting limp home mode.
3. The PSC is in Ready or test state and there is
no initiated testing in progress.
4. At least one inverter is functional.
5. There are no events active for which limp home
mode is not possible.
6. If there are any events active for which an
inverter must be turned off or cut out before limp
home mode is allowed, those actions have
been taken (Inverter is turned off or cut out as
required).
NOTE: Two Inverter Cut Out Switches (I1CO and
I2CO), located in the switch panel on the side of the
Electrical Cabinet near the cab, can be used to cut
out an Inverter. In some cases, certain DC link bus
bars/cables within the Inverter also may need to be
removed. The DID will prompt maintenance
personnel if any of the above actions need to be
accomplished.
The PSC will exit limp home mode if any of the fol-
lowing conditions occur:
1. The TCI stops requesting limp home mode.
2. An event occurs for which limp home mode is
not possible.
E2-43
PROPULSION SYSTEM COMPONENT
ABBREVIATIONS

The following Tables list component abbreviations
used in schematics and system description informa-
tion. Refer to Figures 2-3 through 2-8 for the location
on the truck of components listed in the "Ref. No."
column.
The GE part number for major components is shown
in parentheses. A short description of the compo-
nent's primary function is also listed.

TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION

REF.
NO. COMPONENT FUNCTION
AFSE 36 Alternator Field Static Exciter Panel Regulates current in the alternator field based on firing
(17FM466) pulses from the PSC.

Alternator Field Voltage Divider Attenuates high voltage output from the AFSE to an
AFVLT 21 Panel (17FM363) acceptable level for use by the Analog I/O card in the
PSC.
ALT Alternator (5GTA34) Main alternator, propulsion and control system.

ANALOG I/O CARD System analog input/output card Provides signal conditioning for analog signals to and
(17FB143) from the TCI and PSC.

A 3-phase, AC induction motor mounted in the blower

AUX BLOWER Auxiliary Blower Motor (5GDY84) assembly behind the electrical cabinet. Used to drive two
blowers for cooling the traction motors and control cabi-
MOTOR net components.
Used with the AXIND to filter the regulated DC voltage
AXCAP 11 Auxiliary Power Filter Capacitor from the Auxiliary Phase Control Rectifier into a smooth
DC supply suitable for use by the Auxiliary Power
Bank Inverter.
AXFU1, 2 33 Auxiliary Power Rectifier Input Provide overload protection for the Auxiliary Power
Fuses 1 and 2 Inverter/Phase Control Rectifier.

Used with the AXCAP to filter the regulated DC voltage

AXIND 30 Auxiliary Power Filter Inductor from the Auxiliary Phase Control Rectifier into a smooth
DC supply suitable for use by the Auxiliary Power
Inverter
The Auxiliary Phase Control Rectifier converts the 3-
phase, AC input voltage from the Alternator to regulated
DC voltage and supplies the regulated voltage through a
AXINV 29 Auxiliary Phase Control Rectifier filter to the Auxiliary Power Inverter. The Auxiliary Power
and Power Inverter Module Inverter inverts the regulated, filtered, DC voltage into a
variable voltage, variable frequency, 3-phase output to
power the Auxiliary Blower Motor.
Monitors frequency of the tertiary winding and provides a
ASYN 35 Alternator Synchronization sample of the frequency to the PSC, which uses the input
to synchronize the firing pulses sent to the Alternator
Transformer Field Static Exciter Panel (AFSE).
A3PV 4 Alternator 3-phase Voltage Mea- Attenuates high voltage from two phases of the Alterna-
suring Module (17FM458) tor to a level acceptable to the Analog I/O card in the
PSC.

E2-44 Electrical Propulsion System Components 01/02 E02014

 TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION

REF.
NO. COMPONENT FUNCTION
BATFU 19 System Fuse Provides overload protection for control equipment and
the System Batteries.
BATTSW Battery Disconnect Switch Connects and disconnects the 12 VDC and 24 VDC cir-
(System Batteries) cuit batteries (located at right front corner of truck).

BDI 68 Battery Blocking Diode Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 67 Battery Line Filter Capacitor Additional capacitance for BLFP to prevent nuisance
CPU resets.
BLFP 10 Battery Line Filter Panel Reduces voltage ripples in System Battery power sup-
(17FM311) plied to the PSC.

BM1, 2 63 Grid Blower Motors 1 and 2 DC motors driving blowers to provide cooling air for the
(5GY19) retarding grids.

BM1I 65 Current Sensing Module Monitors current flowing through grid blower motor #1

BM2I 66 Current Sensing Module Monitors current flowing through grid blower motor #2

CCLR1, 2 20 Capacitor Charge Resistor Panels Connected across the DC link to provide a voltage atten-
1 and 2 uated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2 61 Capacitor Charge Indicating Lights Illuminated when 50 volts or more is present on the DC
1 and 2 link (the DC bus connecting the Alternator output, Chop-
per Module/Resistor Grid circuits and traction Inverters).
CIF11, 12, 13, 14, 40 Inverter 1 Filter Capacitors Stores the Inverter 1 DC bus voltage to provide instanta-
15, 16 neous power when the PM1 GTO Phase Modules first
turn on.
CIF, 21, 22, 23, 24, 41 Inverter 2 Filter Capacitors Stores the Inverter 2 DC bus voltage to provide instanta-
25, 26 neous power when the PM2 GTO Phase Modules first
turn on.
CLSW 59 Cabinet Light Switch Controls electrical cabinet interior lights.

CMAF 27 Alternator Field Current Sensing Detects amount of current flowing through the Alternator
Module field winding.

CMT 28 Alternator Tertiary Current Sensing Detects amount of current flowing through the Alternator
Module tertiary winding.

CM1, 2 5, 6 Chopper GTO Phase Module 1 and Controls the DC voltage applied to the grids during
2 (17FM630) retarding.

CM1A, 1B 45 Current Sensing Modules, Phase Detects amount of current flow through the A and B
1A and 1B phases of Traction Motor 1.

CM2A, 2B 44 Current Sensing Modules, Phase Detects amount of current flow through the A and B
2A and 2B phases of Traction Motor 2.

CPR 53 Control Power Relay (17LV66) Picks up when the Key Switch and Control Power Switch
are closed.
CPRD Dual Diode Module Allows two separate voltages to control the CPR coil.

CPRS Control Power Relay Suppression Suppresses voltage spike when CPR coil is de-ener-
Module gized.

CPS 56 Control Power Switch Energizes CPR coil.

E02014 01/02 Electrical Propulsion System Components E2-45

 TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION

REF.
NO. COMPONENT FUNCTION
Detects amount of current flow through the Alternator ter-
CT 34 Battery Boost Current Transformer tiary winding. Signal turns off the AFSE battery circuit
when the tertiary winding voltage level is able to excite
the Alternator field.
CTR CT Voltage Limiting Resistor Provides a resistive load for the CT.

DC link 38 DC Bus The DC bus connects the Alternator output, Chopper

Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display Provides maintenance personnel with the ability to moni-
(17FM558) tor the operational status of certain truck systems and
perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card Receives contactor, relay and switch feedback signals
(17FB104) and provides drive signals to relays, contactors, indicator
lamps etc. (Located in PSC and TCI.)
DIT1A, 1B, 1C 43 DI/DT Transformers Reduce current overshoots, or spikes in phase A, B, and
C power for Traction Motor 1.
DIT2A, 2B, 2C 42 DI/DT Transformers Reduce current overshoots, or spikes in phase A, B, and
C power for Traction Motor 2.
FDP 24 Fault Detection Panel (17FM384) Provides an output signal when a diode fails in the Main
Rectifier.
FDT 23 Fault Detection Transformer Monitors Alternator Field current for FDP operation.
(17ET33)
FIBER OPTIC 31 Fiber Optic Assembly Provides voltage and electrical noise isolation for control
ASSEMBLY and feedback signals between the PSC and Phase/
Chopper Modules.
FP 39 Filter Panel (17FM460) Filters electrical noise on 3 phases of Alternator output.

GDFU1, 2 1 Gate Driver Power Source Fuse 1 Provide overload protection for the Gate Drive Power
and 2 Supply.

GDPC1 17 Gate Drive Power Converter 1 Converts 19 to 95 VDC from the Gate Drive Power Sup-
(17FM670) ply to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 GTO Phase and Chopper Modules.
GDPC2 16 Gate Drive Power Converter 2 Converts 19 to 95 VDC from the Gate Drive Power Sup-
(17FM670) ply to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 GTO Phase and Chopper Modules.
GDPS 18 Gate Drive Power Supply Provides a 19 to 95 VDC output, at approximately 3kW,
(17FM645) from one of two input power sources; either the main
Alternator or the System Batteries.
GF 49 Alternator Field Contactor Connects the AFSE to the Alternator field.
(17CM53)
GFCO 62 Generator Field Contactor Cutout Disables Alternator output.
Switch
GFIP 22 Ground Fault Current Panel Reduces Alternator field voltage input to provide a low
(17FM363) voltage signal for use by the PSC. Used to provide
ground fault warning.
GFM 8 Gate Firing Module (17FM415) Receives pulses from the Analog I/O card in the PSC,
amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE.

E2-46 Electrical Propulsion System Components 01/02 E02014

 TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION

REF.
NO. COMPONENT FUNCTION
GFR 52 Alternator Field Relay (17LV66) Picks up with GF contactor and applies B+ to the AFSE
(battery boost) during initial acceleration phase.
GFRS 50 Alternator Field Relay Coil Sup- Suppresses voltage spikes when GF coil is de-ener-
pression Module gized.

GRR 26 Ground Resistor Panel Detects power circuit grounds.

Inverter 1 Central Processing Unit Generates Phase Module turn-on/turn-off commands for
INV1 TMC CARD Card and Input/Output Card the Inverter 1.
Monitors voltages and currents from various areas for
(17FB172) Inverter 1. Monitors Traction Motor 1 speed.
Inverter 2 Central Processing Unit Generates Phase Module turn-on/turn-off commands for
INV2 TMC CARD Card and Input/Output Card the Inverter 2.
Monitors voltages and currents from various areas for
(17FB172) Inverter 2. Monitors Traction Motor 2 speed.
I1CO 57 Inverter 1 Cut Out Switch Cuts out inverter 1 when in the "cutout" position. Located
on switch/LED panel, left front corner of electrical cabi-
net.
I2CO 58 Inverter 2 Cut Out Switch Cuts out inverter 2 when in the "cutout" position. Located
on switch/LED panel, left front corner of electrical cabi-
net.
KEYSW Key Switch Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LDBXI 48 Load Box Current Sensing Module Monitors current during load box test.
LED's indicate status of the following:
CPR: Illuminated when CPR is energized.
SYS RUN: Illuminated when the PSC power-up
sequence has completed successfully and control logic
LEDP 60 Light Emitting Diode Panel is executing.
NAFLT: When illuminated, indicates a fault has occurred
that prevents propulsion or retarding.
TEST: Illuminated when system is in the Test state.
REST: Illuminated when system is in Rest state and there
is essentially no voltage on the DC link.
LINKI 7 Link Current Sensing Module Detects amount of current flow through the DC link.

LINKV 3 Link Voltage Measuring Module Attenuates the high voltage from the DC link to a level
(17FM458) acceptable to the electronics on the Analog I/O card in
the PSC.
L1, 2, 3 Cabinet Lights Provide interior cabinet illumination.

Each Motorized Wheel consists of a Traction Motor and a

M1, 2 Motorized Wheels (5GDY85) Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train (Trans-
mission).

E02014 01/02 Electrical Propulsion System Components E2-47

 TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION

REF.
NO. COMPONENT FUNCTION
PSC 32 Propulsion System Controller The PSC is the main controller for the AC drive system.
(17FL320) All propulsion and retarding functions are controlled by
the PSC based on internally stored software instructions.
PM1A+, 1B+, 1C+ 13 GTO Phase Modules (17FM628) Provide positive driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 1.
PM1A-, 1B-, 1C- 12 GTO Phase Modules (17FM629) Provide negative driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 1.
PM2A+, 2B+, 2C+ 15 GTO Phase Modules (17FM628) Provide positive driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 2.
PM2A-, 2B-, 2C- 14 GTO Phase Modules (17FM629) Provide negative driving voltages (PWM or square wave,
depending on truck speed) for each of the three windings
of Traction Motor 2.
RD 2 Rectifier Diode Panel (17FM528) Converts Alternator 3-phase, AC voltage to DC voltage to
power the two Inverters.
RG1A, 1B, 1C, 2A,
2B, 2C, 3A, 3B, 3C, 64 Retard Grid Resistors Dissipate power from the DC link during retarding, load
box testing, and Inverter Filter Capacitor discharge oper-
4A, 4B, 4C, 5A, 5B, ations.
5C
When closed, connects Grid Resistors to the DC link dur-
RP1, 2, 3 47 Retard Contactors 1, 2 and 3 ing retarding, load box testing, and Inverter Filter dis-
charge operations.
(17CM55) Note: Some trucks do not have RP3 installed.
RP1S, 2S, 3S 55 Suppression Modules Suppresses voltage spikes in coil circuit when RP con-
tactors are de-energized.
RSN1, 2 Snubber Resistors Provide a current path for the associated Chopper Mod-
ule filter capacitors.
RS1A, 1B, 1C, 2A, Snubber Resistors Provide a current path for the associated Phase Module
2B, 2C filter capacitors.

R1 51 Battery Boost Resistor Limits surge current in the Alternator field circuit when
GFR contacts first close.
AUX SNUB 25 Snubber Suppresses voltage spikes in Aux Blower Motor circuit.

SPS 37 Power Supply (17FH36) A DC to DC converter which provides regulated ± 24

VDC outputs from the unfiltered battery supply.
A DC to DC converter which provides regulated ± 24
VDC outputs from the unfiltered battery supply.
Note: This power supply replaces SPS above, and also
PS 37a Power Supply (17FH41) replaces the 17F127 power supply cards in the
17FL320H1 PSC and 17FL 373A1 TCI panels in later
model trucks.
SS1, 2 Traction Motor Speed Sensors Each speed sensor provides two output speed signals,
proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card System Central Processing Unit Provides control of propulsion and dynamic retarding
Card (17FB147) functions, battery backed RAM, real-time clock, down-
loadable code storage, and an RS422 serial link.

E2-48 Electrical Propulsion System Components 01/02 E02014

 TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION

REF.
NO. COMPONENT FUNCTION
TCI Truck Control Interface Provides the main interface between the various truck
(17FL349 or 17FL373) systems, controls, and equipment and is used in con-
junction with the DID by maintenance personnel.
TH1 54 Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first
turned off.
VAM1 46 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
(17FM702) phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the PSC.
VAM2 46 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
(17FM702) phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the PSC.

E02014 01/02 Electrical Propulsion System Components E2-49

 FIGURE 2-3. ELECTRICAL CABINET, FRONT VIEW

E2-50 Electrical Propulsion System Components 01/02 E02014

 FIGURE 2-4. ELECTRICAL CABINET, TOP VIEW

E02014 01/02 Electrical Propulsion System Components E2-51

 FIGURE 2-5. ELECTRICAL CABINET, REAR & FLOOR VIEW

E2-52 Electrical Propulsion System Components 01/02 E02014

 FIGURE 2-6. CONTACTOR BOX
(Right Side, Electrical Cabinet)

FIGURE 2-7. INFORMATION DISPLAY PANEL

(Left Front Corner of Electrical Cabinet)

FIGURE 2-8. RETARDING GRIDS

E02014 01/02 Electrical Propulsion System Components E2-53

ELECTRONIC ACCELERATOR AND
RETARD PEDALS
The accelerator pedal provides a signal to the Truck
Control Interface (TCI) when the operator requests
power. The retard pedal provides a signal to the Pro-
pulsion System Controller (PSC) when the operator
requests retarding. The pedal signals are processed
by the analog card in the respective panel for use by
the system controllers to provide the desired mode of
operation.
As the operator depresses the pedal, the internal
potentiometer's wiper is rotated by a lever. The out-
put voltage signal increases in proportion to the
angle of depression of the pedal.
Repair and initial adjustment procedures are dis- FIGURE 2-9. TYPICAL ELECTRONIC PEDAL
cussed in the following. Refer to "AC Drive System 1. Cable Clamp 4. Potentiometer
Checkout Procedure" for final calibration of the pedal 2. Electrical Harness 5. Adjustment Screw
potentiometer after installation in the truck. 3. Grommet 6. Cover
Removal
NOTE: Repair procedures for the retard and
accelerator pedal are identical. The retard pedal is
mounted on the brake pedal. Refer to Section "J" for Assembly
instructions for removing and installing the electronic
pedal on brake actuator. 1. Position new potentiometer with the flat side
toward the potentiometer cover and install on
Note routing and clamp location of wire harness. shaft as follows:
Proper wire routing is critical to prevent damage
a. Align cutouts in shaft with the potentiometer
during operation after reinstallation.
drive tangs.
1. Disconnect pedal wire harness from truck har-
b. Press potentiometer onto shaft until it bot-
ness connector.
toms against the housing.
2. Remove mounting capscrews, lockwashers and
2. Install screws (5) and lockwashers but do not
nuts and remove pedal assembly.
tighten.
Installation 3. Rotate potentiometer counterclockwise until
mounting slots contact the mounting screws
1. Install pedal assembly using hardware
and tighten screws (5) to 15 in. lbs. (1.70 N.m)
removed in step 2, "Removal". Connect potenti-
torque.
ometer to wiring harness.
4. Install grommet (3) and potentiometer cover.
2. Calibrate pedal potentiometer per instructions
Tighten screws to 15 in. lbs. (1.70 N.m) torque.
in "AC Drive System Checkout Procedure - Set-
ting Pedal Percentages". 5. Install cable clamps and tighten screws to 40 in.
lbs. (4.21 N.m) torque.
Disassembly 6. Inspect assembly and verify proper wiring clear-
1. Remove screws on cable clamps (1, Figure 2- ance during operation of pedal throughout the
9) and potentiometer cover (6). range of travel.
2. Remove potentiometer mounting screws (5)
and grommet (3). Remove potentiometer (4).

E2-54 Electrical Propulsion System Components 01/02 E02014

 SECTION E3
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
INDEX

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3

AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3

TRUCK SHUTDOWN PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3

NORMAL TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4

SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5

SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-6

Battery and Control Checks of System WITH Battery Power OFF. . . . . . . . . . . . . . . . . . . . . . E3-6

Battery and Control Circuit Checks of System With Battery Power ON . . . . . . . . . . . . . . . . . . E3-9

Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10

CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12

MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12

TCI PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13

PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-13

INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14

TCI CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-14

Modular Mining Communication Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-15

TCI Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16

TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-18

TCI Digital Input Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-20

PSC Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-22

PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26

Miscellaneous Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27

A3PV Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27

LINKV Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-1

(Release 18 Software)
 Thermistor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27

17FM384 Panel Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27

Pedal Percentages and Meter Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28

Meter Calibration Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28

Reprogram With Serial Numbers and Pedal Percentages . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30

LOAD TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32

Preload Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32

ADDITIONAL TRUCK CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34

On-Board Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36

Initiate Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-39

Manual Offset HP Output Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-41

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43

PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43

MISCELLANEOUS COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44

Troubleshooting Phase Modules and Chopper Modules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-44

Phase Module Removal and Snubber Resistor Replacement . . . . . . . . . . . . . . . . . . . . . . . . E3-44

Snubber Resistor Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45

Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-45

AUXILLIARY BLOWER CONTROL SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . E3-46

AUXILLIARY INVERTER (CONTROLLER) TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . E3-49

AUXILLIARY SNUBBER PANEL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-50

IGBT TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-51

E3-2 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
 AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT
WHEN THE ENGINE IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED
SHUTDOWN PROCEDURES ARE NOT FOLLOWED.
Before attempting repairs or working near propul-
sion system components, the following precau-
tions and truck shutdown procedure must be
followed:
• DO NOT step on or use any power cable as a
handhold when the engine is running.
• NEVER open any electrical cabinet covers or
touch the Retarding Grid elements until all
shutdown procedures have been completed.
• ALL removal, repairs and installation of pro-
pulsion system electrical components, cables
etc. must be performed by an electrical main-
tenance technician properly trained to service
the system.
• Power cables must be cleated in wood or
other non-ferrous materials. Do not repair
cable cleats by encircling the power cables
with metal clamps or hardware. Always
inspect power cable insulation prior to servic-
ing the cables and prior to returning the truck
to service. Discard cables with broken insula-
tion.
• IN THE EVENT OF A PROPULSION SYSTEM
MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage lev-
els present before repairs are started.
E03015 1/02 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
• If weld repairs are required, the welding
ground electrode should be attached as close
as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control Cabi-
net or the retard grid exhaust air louvers.
Power cables and wiring harnesses should be
protected from weld spatter and heat.
• Prior to welding, disconnect Engine Control
System (ECS) harnesses and ground wire
(MTU engine). If equipped with DDEC or
Komatsu engine, disconnect ECM harnesses.
GE cards should be pulled forward far enough
to disconnect card from backplane connector.
• Some power cable panels throughout the
truck are made of aluminum or stainless steel.
They must be repaired with the same material
or the power cables may be damaged.
TRUCK SHUTDOWN PROCEDURES
After the truck is parked in position for the repairs, the
truck must be shut down properly to ensure the safety
of those working in the areas of the deck, electrical
cabinet, traction motors, and retarding grids. The fol-
lowing procedures will ensure the electrical system is
properly discharged before repairs are started.
If a problem occurs in the AC drive system prevent-
ing NORMAL shutdown procedures, ADDITIONAL
PRECAUTIONS ARE NECESSARY to ensure dan-
gerous drive system voltages are not present when
tests or repairs are performed.
E3-3
NORMAL TRUCK SHUTDOWN
PROCEDURE
1. Reduce the engine speed to idle. Place the selec-
tor switch in NEUTRAL and apply the parking
brake and brake lock switches. Be certain the
“Parking Brake” and the “Service Brake Applied”
indicator lamps in the overhead display panel are
illuminated.
2. Place the drive system in the REST mode by
turning the Rest switch on the instrument panel
ON. Be certain the “REST” warning lamp on the
overhead display is illuminated.
3. 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.
4. After approximately 90 seconds, verify the steer-
ing accumulators have bled down by attempting
to steer.
5. Verify the LINK VOLTAGE lights on the electrical
cabinet Information Display Panel (6, Figure 3-1)
and the DID panel in the cab are OFF. If they
remain on longer than 5 minutes after shut-
down, the propulsion system must be
inspected to investigate the cause.
6. To ensure the link will not be energized during
test and repair procedures, turn the GF Cutout
Switch (8, Figure 3-1) to the CUTOUT position by
pulling the switch handle out before moving the
switch.
FIGURE 3-1. INFORMATION DISPLAY PANEL
1. Control Power Switch 5. Status LED Panel
2. Inverter 1 Cutout Sw. 6. Link Voltage Lights
3. Inverter 2 Cutout Sw. 7. Chart Recorder Con-
4. Cabinet Interior light nector
Sw. 8. GF Cutout Switch
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED
FOR THE AUXILIARY BLOWER MOTOR CIRCUITS
TO DE-ENERGIZE. Do not attempt to perform Auxil-
iary Blower repairs until it has been verified the
system is de-energized by verifying the Blower
Module Link LED’s (6, Figure 3-2) on top of the
AXCAP are NOT illuminated.
If there is any question the system has potential
hazardous voltage present, return to the operator
cab and perform the normal shutdown procedure.
Normal operation of the drive system at shutdown
should allow high voltages to be dissipated over
the time periods noted.

IN THE EVENT OF A SYSTEM FAILURE, performing

the SHUTDOWN AFTER SYSTEM FAILURE proce-
dure will insure no hazardous voltages are present
in the drive system.

E3-4 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
SHUTDOWN AFTER SYSTEM FAILURE
1. Before shutting down the engine, verify the status
of the drive system warning lights on the over-
head display. Use lamp check to verify proper
lamp function. IF THE RED LIGHTS (6, FIGURE 3-2) ON THE
BLOWER CAPACITOR PANEL (AXCAP) (4) ARE
NOTE: The Link Voltage lights on the control cabinet ILLUMINATED AFTER FOLLOWING THE ABOVE
Information Display Panel (6, Figure 3-1) are not lamp PROCEDURE, A FAULT HAS OCCURRED. (THE
checked. NORMAL DE-ENERGIZATION TIME IS 10 TO 15
2. If any of the red drive system warning lights MINUTES.)
are on, DO NOT attempt to open any cabinets, • Reinstall the control cabinet panel.
disconnect any cables, or reach inside the
retarder grid cabinet EVEN AFTER SHUTTING • Do not perform maintenance on the Blower
DOWN THE ENGINE. Capacitor Panel, blower motor, or blower
power cables.
3. If all red drive system warning lights are off, apply
the parking brake, shut down the engine and • Notify the Komatsu factory representative or
chock the wheels. Distributor immediately.
4. After the engine has been off for at least five (5)
minutes, inspect the Link Voltage lights in the
Information Display Panel (6, Figure 3-1) on the
main control cabinet and back wall of the operator
cab (next to the DID panel). If all lights are off, the
retard grids, wheel motors, alternator, and power
cables connecting these devices are safe to work
on.
5. The blower motors, control cabinet and power
cables connecting these devices may still be
unsafe. To establish these devices are safe, wait
approximately 15 minutes, open the top control
cabinet cover and inspect the red lights (6, Figure
3-2) on the Auxiliary Capacitor Panel (AXCAP)
(4). If these lights are off, the blower system,
blower power cables and remainder of the control
cabinet is safe to work on. The normal de-energi-
zation time is 10 to 15 minutes.

IF THE LINK VOLTAGE RED LIGHTS IN THE CON-

TROL CABINET INFORMATION DISPLAY PANEL,
AND/OR THE BACK WALL OF THE OPERATOR
CAB CONTINUE TO BE ILLUMINATED AFTER FOL-
LOWING THE ABOVE PROCEDURE, A FAULT HAS
OCCURRED.
• Leave all cabinet doors in place, do not touch
the retard grid elements,
• Do not disconnect any power cables or use
them as hand or footholds.
• Notify the Komatsu factory representative or
Distributor immediately.
FIGURE 3-2. BLOWER CONTROL DEVICES
1. Snubber Panel
2. Auxiliary Power Filter Inductor (AXIND)
3. Auxiliary Phase Control Rectifier and Power
Inverter Module (AXINV)
4. Auxiliary Power Filter Capacitor Bank (AXCAP)
5. Information Display Panel
6. Blower Control System Warning LED’s
7. Propulsion System Controller (PSC)
8. Control Cabinet (RH Side, Top View)

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-5

(Release 18 Software)
SYSTEM CHECKOUT Battery and Control Checks of System WITH
Battery Power OFF
Test equipment needed to fully test A/C system:
• One PTU (Portable Test Unit; lap top computer)
(The test could be more efficiently conducted
with two PTU units).
BE CERTAIN LINK VOLTAGE IS DRAINED DOWN
• One Digital Multi-Meter before servicing propulsion system or performing
• Several jumper wires tests.
• One analog VOM 1. Preparation
a. Turn all three battery disconnects to the OFF
The Portable Test Unit (PTU) is used to test, download
position.
and record system parameters on the TCI and PSC
modules. The PTU is plugged into the DB9 plug at the b. Disconnect and insulate circuit wires 21SS
rear of the console, closest to the operator seat for and 21SR from engine starter if equipped with
monitoring the PSC module. The PTU is plugged into MTU engine. If equipped with MTU/DDC
the DB9 plug closest to the passenger seat for monitor- 16V4000 or Komatsu engine, remove 21B
ing the TCI Module. from starter solenoids.
• The TCI and PSC are programmed through the c. Remove 50 amp fuse (BATFU) from inside the
DB9 port connectors in the operator cab. control cabinet. (Grid side, lower corner.)
• The Inverter cards are programmed through the d. Disconnect the four CN connectors on the
DB9 port connectors located to the right of the PSC panel and the three connectors on the
17FL320 (PSC) panel. TCI panel. Open both panels and slide cards
(except 17FB127 cards) out far enough to dis-
If only one PTU is available, in some cases it will be connect from backplane.
necessary to switch from the PSC port to the TCI port
e. Turn OFF all circuit breakers behind operator
or vice versa to complete the test when necessary to
seat in cab and RB1, RB2, RB3, RB4, and
monitor both during a test procedure. After the serial
RB5 in the Electrical Interface Cabinet.
cable has been switched, exit to the Main Menu and
the software will automatically switch to the menu for f. Be certain key switch is OFF, 5 minute delay
the connected panel. timer is OFF, and the Rest Switch is in the
REST position.
Several different numbering methods or symbols are
used in the following procedures to denote the opera- g. Turn all lights and switches off.
tion to be performed...
Battery Circuit Voltage Check:
1., 2., a., b. etc.: Test preparation and instruction steps
2. Measure voltage to ground at each of the follow-
are preceded by a number or a letter.
ing circuits; 11, 11B1, 712 @ TB32, 11ST
Procedures requiring visual checks, voltage @TB28.
measurements etc. are preceded by this sym-
All voltages should be zero.
bol.
Resistance Checks, Low Voltage Circuits:
PTU keyboard entry steps are preceded by this
symbol. 3. Measure resistance from ground to the circuits
listed in Table I. STOP and troubleshoot any
{escape}: When a keyboard key must be pressed, the direct short (0 ohms) to ground.
key label is enclosed in braces.
• PTU screen display information is
shown in this type font and pre-
ceded by this symbol.
Note: The following test procedures are applicable to
Release 18 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for current software
version available.

E3-6 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
 TABLE I. CIRCUIT RESISTANCE CHECKS
(All readings - from circuit to ground)

APPROX.
CIRCUIT LOCATION NOTES
VALUE
11B1 * ∞ * Measure at the 12VDC insulator in the Electrical Interface Cabinet
*Measure at the 24VDC insulator in the Electrical Interface Cabinet.
11 * ∞
All devices listed for 11A circuit reading must be OFF.
15V TB21 ∞
71GE TB22 120Ω
71TCI TB23 120Ω 17FL349 Panel Only (Not applicable on 17FL373 Panel.)
439 TB25 ∞
10V TB28 ∞
11SL TB28 ∞ Engine service lights turned OFF.
11ST TB28 ∞
15PV TB29 ∞
11S TB30 ∞ Ground level engine shutdown switch open
The following must be turned OFF:
Brake cabinet service light, operator cab light, passenger seat com-
11A TB30 ∞ partment service light, hazard lights, headlights, ground level engine
shutdown switch, engine governor heater switch (MTU 396 only - in
Electrical Interface Cabinet), left and right side engine service lights.
Engine governor heater switch in Electrical Interface Cabinet open.
11T TB30 >36Ω
(MTU 396 engine only)
11FR TB30 ∞ (MTU 396 engine only)
11HTR TB30 ∞ (MTU 396 engine only)
712 TB32 ∞ The Electrical Interface Cabinet service lights must be switched OFF.
71 TB32 ∞
11L CB30 ∞ Measure at circuit breaker CB30 in cab.
12M ∗ >10Ω *Measure at AID Module terminal B-13 under passenger seat in cab.
12F ∗ >200Ω *Measure at AID Module terminal B-12 under passenger seat in cab.

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-7

(Release 18 Software)
Resistance Checks, Propulsion System Circuits: Chopper Modules (CM1, CM2):
4. Additional Preparation 9. With the VOM set on the Rx10,000 scale, mea-
sure the following at each Chopper Module in the
NOTE: Be certain preparations described in step 1.
electrical cabinet (left side when facing cabinet).
have been completed.
GR(-) wire to ground - approximately 2 mego-
a. Verify the PSC (17FL320) panel 104 pin con- hms or greater.
nectors are removed.
GR(+) wire to ground - approximately 2
b. Verify the TCI panel connectors are removed.
megohms or greater.
c. Place the two Inverter Switches in the Informa-
tion Display Panel, on the side of the control Gate Driver Power Supply (GDPS):
cabinet in the CUTOUT position (down). Note: Verify 50 amp fuse (BATFU) is removed.
d. Place the GF Cutout Switch, located in the 10. With the VOM set on the Rx10,000 scale, mea-
Information Display Panel on the side of the sure the following at the Gate Drive Power Sup-
control cabinet, in the CUTOUT position ply, located in the electrical cabinet, below the
(down). Chopper Modules (left side when facing cabinet).
e. Verify the Rest switch on the instrument panel Terminal AI-1 (circuit #GDAI1) to ground - 2
is in the REST state. megohms or greater.
f. Disconnect the CCLR1 connector and the Terminal AI-2 (circuit #GDAI2) to ground - 2
CCLR2 connector located in the electrical megohms or greater.
cabinet, to the left of the AFSE.
Terminal AI-3 (circuit #T305) to ground - 2
g. Disconnect the RTN62 wire on TB4-D to megohms or greater.
remove the VAMS ground circuit.
Terminal 1B+ (circuit #BATPO1) to ground -
h. Remove the wires on the GB1 ground block, approximately 1.0K ohms or greater.
behind the AFSE. Make sure the lug on these
Terminal 1B+ to terminal 1B- (circuit
wires are not touching one another after the
#RTNO1) - approximately 1.0K ohms on the
wires are removed.
Rx100 scale.
DC Link Checks: Terminal 1B- to ground - read 0 ohms.
NOTE: Use an analog meter (VOM) to measure
resistance in the following steps:
5. Place VOM positive lead on the DC plus link bus
(top bus bar) and the VOM negative lead on a
cabinet ground.
Resistance should be 2 megohms or greater.
6. Place VOM positive lead on the DC negative bus
(bus underneath the positive link) and the VOM
negative lead on a cabinet ground.
Resistance should be 2 megohms or greater.
7. Place VOM positive lead on the DC plus link and
the VOM negative lead on the DC negative link.
VOM must be on the Rx1 scale otherwise the link
capacitors will start charging and an accurate
reading will not be possible.
Resistance should be infinity (∞).
8. VOM positive lead on the DC negative bus and
the VOM negative lead on the DC positive bus.
On the Rx1 scale the resistance should be
approximately 5.5 ohms.

E3-8 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
AFSE P1 adjustment:
11. Connect an ohmmeter from the wiper of Pot P1
(cathode of ZD1) to Terminal E (GND) on the Bat-
tery Boost Module.
If necessary, adjust P1 to obtain an ohmmeter
reading of 6000 ohms.
12. Restore the following circuits:
a. Reconnect ground wires at GB1 ground block.
b. Reconnect wire RTN62 on TB4-D.
c. Reconnect the CCLR1 and CCLR2 connec-
tors.
GRR wiring:
13. Remove the circuit #DCP20 wire on the DCPBUS
located to the right of the Main Rectifier Panel
(RD). Connect the VOM positive lead to this wire
and the negative lead to the negative link bus.
Make sure the ground block wires are connected.
Resistance should be 10K ohms.
14. Reconnect DCP20.
15. Measure between the GRRC wire on GFIP Termi-
nal A to ground.
Resistance should be 500 ohms.
16. Restore all circuits, harness connectors etc.
Remove meters.
17. Close battery disconnect switches. Close all open
circuit breakers.
E03015 1/02 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
Battery and Control Circuit Checks of System With
Battery Power ON
CHECK TO BE CERTAIN LINK VOLTAGE IS
DRAINED OFF before performing tests.
1. Preparation for Power Supply Voltage Checks:
a. Remove the 50 amp system fuse (BATFU)
located on the bottom left wall in the left com-
partment of the control cabinet.
b. If equipped with MTU 396 engine, disconnect
circuits 21SS and 21SR and insulate wire ter-
minals at the engine starter. If equipped with
Komatsu or MTU/DDC 16V4000 engine, dis-
connect circuit 21B wires at the starter sole-
noids and insulate.
c. PSC panel (17FL320) - plug in all cards. Verify
the CNA, CNB, CNC, and CND connectors
are connected.
d. TCI panel (located in the Electrical Interface
Cabinet) - plug in all cards. Verify the CNP
round connector is installed. Verify the CNA
and CNB connectors are installed
e. Verify circuit breakers and battery disconnect
switches are closed.
f. Verify key switch and 5 minute idle delay timer
are off.
A3PV Panel (17FM458A2):
2. Measure the following resistances at the termi-
nals on the Alternator 3-phase Voltage Measuring
Module in the electrical cabinet (left side when
facing cabinet):
Terminal G to ground - Approximately 900
ohms
Terminal E to ground - Approximately 150
ohms
Terminal E (negative lead) to Terminal G (pos-
itive lead) - Approximately 6K ohms.
E3-9
Power Supply Check (PS): Sensor Power Supply (SPS):
Note: The following procedure is applicable to Note: The following is applicable to 17KG498D1 and
17KG498E1 Control Cabinets. For earlier model prior Control Cabinets. For later model trucks, refer to
trucks, refer to “Sensor Power Supply (SPS) Check”. “Power Supply Check (PS)”.
3. Remove the CN1 connector on the Power Supply 5. Measure the following resistances at the Sensor
and check the harness side connector pins to Power Supply located in the center of the electri-
ground using an ohmmeter. Refer to the table cal cabinet, above the terminal boards:
below for resistance value at each pin. V (+) P24VDC19 to ground: >100 ohms
VR (+) RTN58 to ground: 0 ohms
S (+) P24VDC14 to ground: >100 ohms
TABLE II.
RS (+) RTN57 to ground: 0 ohms
Pin Ohms Circuit Pin Ohms Circuit
S (-) N24VDC14 to ground: >100 ohms
1 47 +5 32 0 return
2 47 +5 33 0 return RS (-) RTN61 to ground: 0 ohms
3 47 +5 34 0 return V (-) N24VDC19 to ground: >100 ohms
4 47 +5 35 0 return VR (-) RTN60 to ground: 0 ohms
5 47 +5 36 0 return
IN (-) RTN59 to ground: 0 ohms
6 47 +5 37 0 return
IN (+) BP24V03 to ground: >100 ohms
7 — — 38 515 -15
8 47 +5 39 515 -15 6. Preparation continued.
9 47 +5 40 515 -15 a. Verify key switch is OFF, batteries are con-
10 47 +5 41 515 -15 nected and the battery disconnect switches
11 47 +5 42 0 return closed.
12 0 return 43 — — b. Verify all circuit breakers are closed.
13 0 return 44 0 return c. Ground level shutdown/prop lock out switch
14 0 return 45 0 return must be closed (Run position).
15 0 return 46 1.3K +24
Checks with Key Switch OFF
16 0 return 47 — —
17 0 return 48 1.3K +24 7. With key switch OFF, verify 25.0 volts to ground
18 — — 49 — —
minimum at the location shown in parenthesis on
the following circuits:
19 0 return 50 — —
11 (Front wall, Electrical Interface Cabinet)
20 0 return 51 — —
21 0 return 52 — — 11S (TB30)
22 — — 53 — — 11L (CB30)
23 600 +15 54 0 return 11A (TB30)
24 600 +15 55 0 return
11SL (TB28)
25 — — 56 543 -24
26 600 +15 57 — —
NOTE: The voltage should be 25.0 volts minimum. If
voltage is significantly low, check battery circuits. If
27 — — 58 543 -24
voltage is slightly low, install a battery charger.
28 210 +15 59 — —
8. Check circuit 11B1 voltage to ground.
29 210 +15 60 — —
30 0 return 61 — —
Read approximately 12V DC.
31 0 return 62 — — 9. Using a digital multimeter, check polarity at the
BATFU fuse holder.
4. After resistance checks are complete, reconnect
With the leads on BATP (positive lead) and
CN1 connector.
RTN (negative lead) meter should indicate
BATP is positive.

E3-10 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
 Verify voltage at BATP is equal to voltage
measured at circuit 11, step 7.
10. Turn the Key Switch ON.
11. Check Circuit 712 to ground.
Voltage should equal the Circuit 11 value in
step 7.
12. Turn the Key Switch OFF. Open the battery dis-
connect switches.
13. Reinstall the 50 amp fuse (BATFU).
Checks with Key Switch ON:
1. Close the battery disconnect switches. Turn key
switch ON.
2. Turn ON the Control Power Switch (CPS) in the
Information Display Panel on the side of the con-
trol cabinet.
3. If truck is equipped with the 17KG489E1 Control
Cabinet with Power Supply PS installed, verify all
five green lights in the power supply located on
the shelf behind the center cabinet door are lit.
4. Measure voltage between the circuits listed
below and cabinet ground:
At A3PV (17FM458 panel, left side of control
cabinet), measure +15VDC at terminal G (cir-
cuit P15VDC04).
At A3PV, measure -15VDC at terminal E (cir-
cuit N15VDC04).
5. Check voltage on the following circuits in the
Electrical Interface Cabinet. Voltage at each
should equal the circuit 11 voltage measured at
step 7, “Checks With Key Switch OFF”:
Circuit 71 on TB32
CIrcuit 71GE on TB22
Circuit 71TCI on TB23 if equipped with the
17FL349 TCI panel.
6. Measure and verify the specified voltage to
ground at the following locations in the Electrical
Interface cabinet:
+15 volts at the 15PV wire on TB29. (From
TCI, supply to operator control pedals)
+15 volts at the 15V wire on TB21. (From TCI,
power to cab gauges)
Approximately 11 volts at the 10V wire on
TB28.
E03015 1/02 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
If truck is equipped with Komatsu or MTU/DDC
16V4000 engine, measure the following:
+15 volts at the 15VL wire on TB32.
Approximately 14.8 volts at the 15SIM wire on
TB32.
7. Measure voltage between circuit 72E (TB24) (+)
and circuit 0 (TB24-H) (-) in the Electrical Inter-
face Cabinet.
Voltage should be 5.0 volts.
8. If truck is equipped with Komatsu engine, install a
jumper from 22F0 @ TB32 to ground.
Voltage should change to 7.0 volts.
9. Remove jumper to 22F0.
10. Verify the display on the DID panel is lit.
Sensor Power Supply (SPS):
NOTE: Check only if experiencing problems with the
Fiber Optic Card, the LEM’s, or the Capacitor Monitor
Panel. (Applicable to trucks equipped with 17KG498D2
Control Cabinet only.)
11. Measure and verify the specified voltages below:
Input Voltage
Voltage should be between +20 and +32 volts
with voltmeter positive (+) lead on “IN+”
(SP24V03) and negative lead (-) on “IN-”
(RTN59).
Positive Output Voltage
Voltage should be between +22.8 and +25.2
volts with voltmeter positive (+) lead on “V+”
(P24VDC19) and negative lead on “VR+”
(RTN58).
Negative Output Voltage
Voltage should be between -22.8 and -25.2
volts with voltmeter positive (+) lead on “V-”
(N24VDC19) and negative lead on “VR-”
(RTN60).
E3-11
CPU Battery Checks
12. Turn OFF the Control Power Switch (CPS) for this
test.
13. Connect a VOM across the screws securing the
green plate on the edge of the 17FB147 card in
the PSC panel. Connect the positive lead to the
top screw (2, Figure 3-3) and the negative lead to
the bottom screw (4).
Verify approximately 3.5 volts.
14. Connect a VOM across the screws securing the
green plate on the edge of the 17FB144 card in
the TCI panel. Connect the positive lead to the top
screw and the negative lead to the bottom screw
Verify approximately 3.5 volts.
Note: If battery voltage is low in step 13 or 14, refer to
“Memory Backup Battery Replacement” instructions on
the following page.

FIGURE 3-3. BATTERY LOCATION

(PSC Panel Shown)
MEMORY BACKUP BATTERY
REPLACEMENT 1. FB147 CPU Card 4. Negative (-) Screw
2. Positive (+) Screw 5. FL320 Panel Enclosure
The replaceable memory backup battery on the 3. Battery Assy.
17FB144 or 17FB147 card will require replacement if
voltage is low when performing “CPU Battery Checks”
test or if during truck operation an event code appears
on the DID display as follows:
17FB147: Event Number 095 (BBRAM Bat-
tery Low)
17FB144: Event Number 633 (BBRAM Bat-
tery Failure)

To replace the battery on either card:

1. With control power OFF, remove the appropriate
card and locate the green plate with the battery,
near the card edge. (See Figure 3-3.)
2. Have a replacement battery (Komatsu Part Num-
ber GE0455) available for immediate installation.

To prevent data loss, the new battery must be installed

within 5 minutes of removal of the old battery.
3. Remove the 2 screws (2 & 4, Figure 3-3) retain-
ing the battery assembly (3) to the mounting
bocks. (Note arrow direction (polarity) on green
plate before removal.)
4. Remove old battery and install new battery posi-
tioned for proper polarity. Reinstall screws.
5. Reinstall card in appropriate panel slot.

E3-12 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
TCI PROGRAMMING
BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED BEFORE PERFORMING THE FOLLOW-
ING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR, and insulate
from engine starter if equipped with MTU 396
engine. If MTU/DDC 16V4000 or Komatsu engine
is installed, disconnect and insulate 21B circuits
at starter solenoids. Apply park brake and brake
lock.
a. Connect the serial communication cable from
the PTU to the TCI port located behind the
center console in the cab on the passenger
side.
b. Be certain the Rest Switch in the cab is in the
REST position.
2. Turn the key switch ON.
To program the 17FB144 CPU card:
c:\>ACNMENU {enter}
Highlight “PROGRAM TCI PANEL” {enter}
Highlight “SELECT TCI SETUP” {enter}
Cursor to the appropriate configuration file for
the truck being programmed from the list of con-
figuration files {enter}
Highlight- “PROGRAM TCI PANEL” {enter}
Highlight- “PROGRAM TCI” {enter}
3. Cycle keyswitch or CPS when requested on
screen.
4. Verify the Object Code and Configuration file
shown on the screen for downloading is correct.
E03015 1/02 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
PSC PROGRAMMING
BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED BEFORE PERFORMING THE FOLLOW-
ING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR and insulate
from engine starter if equipped with MTU 396
engine. If MTU/DDC 16V4000 or Komatsu engine
is installed, disconnect and insulate circuit 21B at
the starter solenoids. Apply park brake and brake
lock.
a. Connect the serial communication cable from
the PTU to the PSC port located behind the
center console in the cab on the operator’s
side.
b. Be certain the Rest Switch in the cab is in the
REST position.
2. Turn the Key Switch ON.
To program the 17FB147 CPU card:
c:\>ACNMENU {enter}
Highlight “PROGRAM PSC PANEL” {enter}
Highlight “SELECT PSC SETUP”
Cursor to the appropriate configuration file for
the truck being programmed from the list of con-
figuration files {enter}
Highlight “PROGRAM PSC PANEL”
Highlight “PROGRAM PSC”
3. Cycle keyswitch or CPS when requested on
screen.
4. verify the Object Code and Configuration file
shown on the screen for downloading is correct.
E3-13
INVERTER PROGRAMMING
BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED AND ENGINE IS NOT RUNNING
BEFORE PERFORMING THE FOLLOWING PROCE-
DURES.
1. Open the right door on the Electrical Control Cab-
inet and connect the serial communication cable
from the PTU to one of the two ports located to
the right of the PSC Panel. (RS11 is used for the
inverter card in slot No. 09, RS12 is used for the
inverter card in slot No. 11.)
To program the Inverters:
c:\>ACNMENU {enter}
Highlight “PROGRAM INVERTERS” {enter}
Highlight either “DOWNLOAD TMC - FB172 (27-
35) or “DOWNLOAD IMC - FB138”, depending
on which cards are installed in slots No. 09 and
11. {enter}.
2. Cycle keyswitch or CPS when requested on
screen.
3. Verify the file shown on the screen for download-
ing is correct.
E3-14 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
TCI CHECKOUT
BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED BEFORE PERFORMING THE FOLLOW-
ING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR, and insulate
from engine starter if equipped with MTU 396
engine. If MTU/DDC 16V4000 or Komatsu engine
is installed, disconnect and insulate 21B circuits
at starter solenoids. Apply park brake and brake
lock.
Log on to the TCI panel:
2. Connect the serial communication cable from the
PTU to the TCI port located behind the center
console in the cab on the passenger seat side.
Turn control power ON.
c:\>ACNMENU {enter}
Highlight- “PTU TCI & PSC” {enter}
Type technician’s (your) name {enter}
Type your password {enter}
Set the Date and Time in the TCI panel:
Cursor to “Special Tasks” {enter}
Cursor to “Set Date & Time” {enter}
Cursor to “Day of Month”
Type day of month {enter}
Cursor to “month” {enter}
Arrow to desired month {enter}
Cursor to “year” - type year {enter}
Cursor to “hour” - type hour {enter}
Cursor to “minute” - type minute {enter}
Move cursor to “(reset clock)” {enter}
Cursor to “exit” {enter}
1/02 E03015
Log on to the PSC panel:
3. Connect the serial communication cable from
another PTU to the PSC port, behind the center
console in the cab on the driver side.
c:\>ACNMENU {enter}
Highlight - “PTU TCI & PSC” {enter}
Type your name {enter}
Type your password {enter}
View/Set the Date and Time in the PSC panel:
Cursor to “Special Tasks” {enter}
Cursor to “View/Set Time” {enter}
Cursor to “Day of Month”
Type day of month {enter}
Arrow to desired month {enter}
Cursor to “year” - type year {enter}
Cursor to “hour” - type hour {enter}
Cursor to “minute” - type minute {enter}
Move cursor to “(reset clock)” {enter}
Cursor to “exit” {enter}
Check Comm Status:
On the TCI PTU:
Move the cursor to “Normal Operation” {enter}
Cursor to “TCI Real Time Data” {enter}
Verify PTU display indicates:
• COMMLINK=OK
{escape} {escape}
On the PSC PTU:
Move the cursor to “Normal Operation” {enter}
Cursor to “PSC Real Time Data” {enter}
Verify PTU display indicates:
• COMMLINK=OK
{escape} {escape}
E03015 1/02 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
Modular Mining Communication Port
In the version 18 software, the PTU baud rate has been
increased from 9600 to 38400, however the Modular
Mining port remains at 9600 baud. Therefore, before
testing the Modular Mining port, the PTU baud rate
must be changed back to 9600. Follow the instructions
below to reset:
1. Using DOS, select the c:\geohvac\ptuaccur
directory.
2. Select the following file to edit: ptu.cfg
3. At approximately line 94 the following should be
displayed:
• 27 0 38400 8 1 n/* comm port 1, 9600
baud, 8 data, 1 stop, no parity */
4. Change the “38400” value to 9600 and save the
file.
Check MMI Port:
1. Connect the serial communication cable from a
PTU to the port near the DID panel in the cab
behind passenger seat.
c:\>ACNMENU {enter}
Highlight - “PTU TCI & PSC” {enter}
Type your name {enter}
Type your password {enter}
Cursor to “Normal Operation” {enter}
Cursor to “TCI Real Time Data” {enter} (see
notes below)
Verify the PTU is communicating on this screen
by observing a blinking cursor on the screen.
{escape} {escape}
Notes: Only 4 command numbers are supported
through this port.
When the PTU starts, it sends out 3 or 4 commands
that the TCI will not respond correctly to. At the top TCI
screen, press the space key a number of times when
the screen indicates a mismatch until reaching the Real
Time Data screen.
E3-15
TCI Input Checks

On the TCI PTU:

Move cursor to “Normal Operation” {enter}

Cursor to “TCI Real Time Data” {enter

1. Verify analog values and functions highlighted on the PTU are similar to the examples below:

Note: Actual values shown in illustrations will vary from those displayed on truck being serviced:

2. Press {enter} to display “TCI SERIAL LINK DATA” screen shown below:

E3-16 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
3. Press {enter} to display “TCI ANALOG INPUT CHANNELS” screen below:

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-17

(Release 18 Software)
TCI Digital Output Tests
Before performing step 18 (Table III), verify circuits
Note: The lamp test switch on the Overhead Display
21SS and 21SR (MTU 396 engine) are removed
will not activate the G.E. propulsion system lamps
from the starters or 21 B (MTU/DDC 16V4000 or
when the PTU is in the Manual Digital Output Test
Komatsu engine) are removed from starter sole-
mode.
noids and the parking brake is applied.
1. Apply the park brake switch and place the Rest
5. For Table III, step 18, change PTU from “Engine
switch in the OFF position.
Stopped Tasks” screen to Real Time Data screen:
2. On the TCI COMMUNICATION MENU, place cur-
sor on “Engine Stopped Tasks” and press {enter}. {escape} {escape}
3. Place cursor on “Manual Test Screen”. Press cursor to “Normal Operation” {enter}
{enter}.
4. For Table III steps 1 through 17, turn on each dis- cursor to “TCI Real Time Data” screen {enter}
crete output by highlighting it then pressing a. Place selector switch in NEUTRAL and apply
{enter}. After the output is verified, press {enter} park brake.
to turn it off. Refer to Figure 3-4 for lamp location
b. Turn key switch to START position.
and color.

TABLE III. TCI DIGITAL OUTPUT TESTS

LOCATION
STEP DO NAME DESCRIPTION
(Fig. 3-3)
1 RESTLT Rest Light B6
2 PSCNOTRDY Propel System Not Ready Light C6
3 REDUCELT Reduced Propulsion Level Light D6
4 LINKONLT Link ON light, DID Panel (Behind Operator's Seat)
5 TEMPWARNLT Propulsion System Temperature Warning Light C5
6 NORETARDLT No Retard, No Propel Light A5
7 NOPROPELLT No Propel Light A6
8 PSCWARNLT PSC Warning Light B5
9 RTRDCONTLT Reduced Retarding Light E6
10 HYDBHOTLT Hydraulic Brake Fluid Hot Light D5
Verify park brake switch is applied:
11 PKBRKON Measure Circuit 52CS @ TB26 to ground: Verify 0.0 volts A3
Press {enter} to turn PKBRKON on: Verify approx. 24 volts
12 RETARDLT Retard Light (on overhead display) D3
13 RETARDXLT Retard light (on top of cab and rear of truck)
Battery Separate Relay
14 BATSEPC Measure Circuit 21BSR @ TB28 to ground
With BATSEPC highlighted, press {enter}: Verify 0.0 VDC
15 SPEED1 not used
16 SPEED2 not used
17 REVERSELT Activates backup horn and backup lights B4
Refer to TCI Digital Output Test procedure step 5. before performing the following test:
18 ENGCRANK Engine Crank Signal

E3-18 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
Trucks without prelube system:
Measure 24V DC to ground on Circuit 21A
(TB25) and also 21B (TB31) to ground.

Trucks with prelube system:

Measure 24V DC to ground on Circuit 21A @
TB25 and also 21PT @ TB28 to ground, after
the prelube system has reached proper oil
pressure. (Note: Engine oil level must be cor-
rect.)
Verify digital input ENGSTRTREQ and digital
outputs ENGCRANK, ENGCRNK2, and BAT-
SEPC are highlighted when 21A (& 21PT)
and 21B are 24V DC.
6. Return key switch to ON position.
7. Move selector switch to FORWARD. FIGURE 3-4. STATUS/WARNING LIGHTS
8. Turn key switch to START.
Circuit 21A should remain 0V DC. Row-Col. Indicator Description Color

9. Release key switch. A1* Spare

B1* Low Steering Pressure Red
10. Place selector switch in NEUTRAL.
C1 Low Accumulator Precharge Red
11. Place park brake switch in the OFF position. D1 Spare
12. Turn key switch to START position. E1 Low Brake Pressure Red
Circuit 21A should remain 0VDC. A2* Low Hydraulic Tank Level Red

13. Release the key switch. B2* Autolube Low Pressure Amber
C2* Circuit Breaker Tripped Amber
14. Apply parking brake.
D2* Hydraulic Oil Filter Restricted Amber
E2* Low Fuel Amber
A3* Park Brake Applied Amber
AUX ERROR CODE Check:
B3* Service Brake Applied Amber
1. With the PTU still on the TCI Real Time Data C3* Body Up Amber
screen, check the AUX_ERROR_CODE at the
D3* Dynamic Retarding Applied Amber
upper right of the screen:
E3 STOP ENGINE Red
Value should be blank or (001)
A4* Spare
Note: A Value of (-01) may indicate the TCI is not B4* Manual Back-Up Lights Amber
communicating with the aux inverter.
C4* 5 Minute Shutdown Timer Amber
D4* Retard Speed Control Amber
E4* CHECK ENGINE Amber
A5 No Propel/Retard Red
B5 Propulsion System Caution Amber
C5 Propulsion System Temp. Caution Amber
D5 High Brake/Hydraulic Oil Temp. Red
E5* STOP ENGINE (Komatsu engine only) Red
A6 No Propel Red
B6 Propulsion System at Rest Amber
C6 Propulsion System Not Ready Amber
D6 Propel System at Reduced Level Amber
E6 Retard System at Reduced Level Amber

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-19

(Release 18 Software)
TCI Digital Input Tests
5. Turn OFF circuit breakers on RB2 (if installed).
1. Verify park brake switch is on. Turn REST switch Verify the Circuit Breaker Tripped lamp on the
OFF (down). overhead display illuminates.
2. On the TCI COMMUNICATION MENU, select 6. Check steps 17 and 18 in Table IV.
“Engine Stopped Tasks” and press {enter}.
7. Remove jumpers and turn circuit breakers on
cursor to “Manual Test Screen” RB2 ON.
3. Activate each truck function listed in Table IV for 8. Press {escape}.
Table checkout steps 1 through 16.
Verify the inputs are highlighted on the PTU
screen when activated.
When performing step 1 in Table IV, and if
truck is equipped with warning/caution light DID Display:
dimmer, adjust the dimmer control and verify 1. Observe the DID display.
intensity of lamps indicated by * in Figure 3-4 The cursor to the right of the event code
can be varied. (Remaining lamps will remain should appear to spin.
at full intensity regardless of dimmer control
position.)
NOTE: In some steps it may be necessary to jumper a
circuit to activate the function. Refer to Table IV on the
following page for instructions.
4. Turn OFF and ON all circuit breakers on relay
boards RB1, RB2 (if installed), RB3, RB4, and
RB5 in the Electrical Interface Cabinet.
Verify the Circuit Breaker Tripped lamp on the
overhead display illuminates when each cir-
cuit breaker is turned off, except as noted
below.
Notes:
• To check CB19 on relay board RB3, selector switch
must be in REVERSE position.
• CB20 will not activate Circuit Breaker Tripped lamp
when turned off.
• To check CB13 & CB15 on relay board RB1, the
running lights must be on.

E3-20 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
 TABLE IV. TCI DIGITAL INPUT TESTS

STEP DO NAME DESCRIPTION

Lamp Test Switch (Overhead Display - all lamps except last two rows should illuminate)
Note: When version 18 software is installed, the following will occur when the Lamp Test Switch is
1 LAMPTEST activated:
• Back-up horn sounds and back-up lights turn on.
• Retard lights at rear of truck and on top of cab turn on.
Check Engine Caution Lamp (Jumper circuit 419M @ TB30 to ground to illuminate overhead lamp)
2 ENGCAUTION (Note: If equipped with Komatsu engine, ENGCAUTION will not be highlighted on PTU but overhead
display lamp should illuminate.)
Stop Engine Warning Lamp (Jumper circuit 509 @ TB30 to ground to illuminate overhead lamp)
3 ENGWARN
If equipped with Komatsu engine, jumper 528A @ TB32 to ground to illuminate 2nd indicator lamp.)
4 RESET Clear/delete/dump body up override pushbutton switch on console
Rest Switch (Place in REST position to activate) Note: Some trucks are equipped with a release but-
5 RESTSW ton on the Rest Switch that must be pressed before moving the switch to the REST position. Verify the
internal lamp on the Rest Switch lights when in REST position.
6 REVREQ Selector Switch in REVERSE position
7 FORREQ Selector Switch in FORWARD position
Engine Shutdown Switch (Depress switch on console) Verify circuit 439 (TB25) changes from 0 to
8 ENGKILL
24VDC.
9 DATASTORE Data Store Switch (on front of console - push to activate)
Body Up Switch (Activated when body is down) Circuit 63L (TB12) to ground voltage should be
10 BODYDWN approximately 24 volts with body down, 0 volts when body is raised. Verify lamp is Overhead Display
is OFF when body is down.
11 PRKBRKSW Park Brake Switch (Highlighted with switch ON)
Park Brake Feedback Signal (Highlighted - Jumper circuit 73S on Park Brake Pressure switch, on
12 PRKBRKFDBK
brake manifold in brake cabinet to ground to remove highlight.)
13 ENGSTRTREQ Engine Start Request (Refer to Digital Input for check procedure)
14 RSC Retard Speed Control Switch (on console - pull up to highlight)
15 OVERPAYLD Truck Overloaded (Jumper circuit 72IP@TB29 to circuit 712 @ TB32)
16 CONTROLON Control Power ON (Do not check)
Refer to procedure step 3. before performing the following checks (RB2 circuit breakers must be OFF, if RB2 is installed):
17 MIDPAYLD Truck at 70% Payload (Jumper 73MS @TB25 to ground.)
18 FULLPAYLD Truck Fully Loaded (Jumper 73LS @TB25 to ground.)

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-21

(Release 18 Software)
PSC Checkout Procedure
PSC Digital Output Tests:
1. Turn OFF the Control Power Switch.
2. Place the Rest Switch In the cab in the OFF posi-
tion. Turn Park Brake switch ON.
3. Disconnect the round connector at the top of
each Phase Module and Chopper Module.
4. Connect the serial communication cable from the
PTU to the PSC port, behind the center console
on the driver’s side.
5. Turn ON the Control Power Switch.
6. Type the following on the PTU keyboard:
c:\>ACNMENU {enter}
Highlight “PTU TCI and PSC” {enter}
Type your name {enter}
Type your password {enter}
Cursor to “Normal Operation” {enter}
Cursor to “PSC Real Time Data” {enter}
7. Verify the values and functions highlighted on the
PTU are similar to the PSC Serial Link Data
screen in Figure 3-5 below:

FIGURE 3-5. PSC REAL TIME DATA SCREEN

8. Press {enter}. Verify PTU screen values are similar to Figure 3-6.

FIGURE 3-6. PSC SERIAL LINK DATA SCREEN

E3-22 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
 9. Press {enter}. Verify the values on the PTU are similar Figure 3-7 below:

FIGURE 3-7. PSC ANALOG INPUT CHANNELS SCREEN

10. Press {enter}. Verify the values on the PTU are similar to Figure 3-8 below:

FIGURE 3-8. PSC TEMPERATURES SCREEN

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-23

(Release 18 Software)
 Cursor to “Engine Stopped tasks” {enter}
Cursor to “Manual Test Mode {enter}
11. Highlight the devices listed in steps 1 through 11
in Table V below on the digital output section on
this screen and then press {enter}. Press {enter}
again to turn off
12. For step 14 (GD1E) in Table V below, use an AC
voltmeter set on 750V AC scale to check for 90 to
100 volts AC between the pins on each round
connector removed in step 3 (cable side) to
Inverter 1, (top row).
13. Use the AC voltmeter to check for 90 to 100 volts
AC between the pins on the round connector on
the top of Chopper Module One (CM1 G-X)
removed in step 3.
Press {escape} {escape}
14. Turn OFF the Control Power Switch
15. Reconnect the round connectors to Inverter 1.
16. Reconnect the round connector to Chopper Mod-
ule 1.

TABLE V. PSC DIGITAL OUTPUT TEST

STEP DO NAME DESCRIPTION DEVICE CHECKOUT

Verify the GF contactor picks up and GFFB is highlighted on the PTU
1 GF GF Contactor (NOTE: The GF Cutout Switch must be in the NORMAL (up) position
to check).
2 GFR GFR Contactor Verify the GFR relay picks up.
3 RP1 RP1 Contactor Verify RP1 picks up and RP1FB is highlighted.
4 RP2 RP2 Contactor Verify RP2 picks up and RP2FB is highlighted.
5 RP3 RP3 Contactor (If installed) If installed, verify RP3 picks up and RP3FB is highlighted.
With CPRL highlighted turn off CPS and verify that control power is not
6 CPRL Control Power Relay
lost. Turn CPS back on.
With AFSE highlighted verify 24 volts to ground on the “+25” terminal
7 AFSE Alternator Field Static Exciter
on the AFSE terminal board.
Verify the second LED from the top (labelled Control System OK),
8 SYSRUN Control System OK LED located on Information Display Panel on the side of the control cabinet
is ON
Verify the fourth LED from the top (labelled Test Mode), located on the
9 TEST Test Mode LED
Information Display Panel on the side of the control cabinet is ON.
Verify the fifth LED from the top (labelled Rest Mode), located on the
10 REST Rest Mode LED
Information Display Panel on the side of the control cabinet is ON.
Verify the third LED from the top (labelled System Fault), located on
11 SYSFLT System Fault LED
the side of the control cabinet is on.
Early Production Trucks: For steps 12 & 13, jumper a 20K ohm resistor across circuits 72FD (TB23) to 712 (TB32) and a 20K ohm resistor
across circuits 79RD (TB23) to 712 (TB32). Remove resistors after steps 12 and 13 are completed.
Verify circuit 72FD changes from 24VDC to 0VDC when FORT is acti-
12 FORT Forward Travel Direction
vated
Verify circuit 79RD changes from 24VDC to 0VDC when REVT is acti-
13 REVT Reverse Travel Direction
vated
Gate Drive Power, Inverter 1
14 GD1E Refer to steps 12 through 19 in digital output test procedure.
Enable Signal
Gate Drive Power, Inverter 2
15 GD2E Refer to steps 20 through 28 in digital output test procedure.
Enable Signal
16 CMCTL Chopper Module Control Do not check.
17 AUXRESET AUX Inverter Reset AUXRSET should be highlighted.

E3-24 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
 17. Turn ON the Control Power Switch 25. Turn ON the Control Power Switch

Cursor to “Engine Stopped Tasks” {enter} Cursor to “Engine Stopped Tasks” {enter}

Cursor to “Manual Test Mode” {enter} Cursor to “Manual Test Mode” {enter}

Highlight GD1E on the digital output section and Highlight GD2E on the digital output section and
press {enter}. press {enter}.

When performing the following procedures, never
look directly into the fiber optic light. Eye damage
could result.
18. Carefully remove the grey plug on the top of each
Phase Module for Inverter 1.
Without looking directly into the plug on each
Phase Module, verify that a red light is
present.
19. Carefully remove the grey plug on the top of
Chopper Module 1.
Without looking directly into the plug on Chop-
per Module One, verify that a red light is
present.
20. For step 15 (GD2E) in the PSC Digital Output Test
Table, use an AC voltmeter to check for 90 to 100
volts AC between the pins on each round connec-
tor removed in step 3 (cable side) to Inverter 2
(bottom row).
21. Use an AC voltmeter to check for 90 to 100 volts
AC between the pins on the round connector on
the top of Chopper Module 2 (CM2 G-X) removed
in step 3.
When performing the following procedures, never
look directly into the fiber optic light. Eye damage
could result.
26. Carefully remove the grey plug on the top of each
Phase Module for Inverter 2.
Without looking directly into the plug on each
Phase Module, verify that a red light is
present.
27. Carefully remove the grey plug on the top of
Chopper Module 2.
Without looking directly into the plug on Chop-
per Module 2, verify that a red light is present.
28. Reconnect plug on each Phase Module 2 for
inverter 2 and Chopper Module 2.

Press {escape} {escape}

22. Turn OFF the Control Power Switch
23. Reconnect the round connectors to Inverter 2.
24. Reconnect the round connector for Chopper Mod-
ule 2.

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-25

(Release 18 Software)
PSC Digital Input Checks 4. Turn ON the key switch.
5. Turn OFF the Control Power Switch.
The following tests are made on the “Manual Test
Screen” as selected during PSC Digital Output Test KEYSW will stay highlighted, CPSFB will no
procedure. longer be highlighted.
1. With the key switch and the Control Power Switch 6. Turn ON the Control Power Switch.
ON:
Press {enter} to turn off CPRL.
Verify the digital inputs in steps 1 through 5 in
Table VI below are highlighted. {escape} {escape}
2. Check digital inputs in Table steps 6 through 8 7. Turn OFF Control Power Switch.
using the instructions in the Device Checkout col-
umn.

Highlight CPRL on the digital output section of

the PTU screen and then press {enter}.
3. Turn OFF the key switch in the cab.
KEYSW and CPSFB will no longer be high-
lighted

TABLE VI. PSC DIGITAL INPUT TEST

STEP DI NAME DESCRIPTION DEVICE CHECKOUT

1 KEYSW Key Switch
Control Power Switch Feed-
2 CPSFB
back
3 CNFB Panel Connectors Status With the Key Switch and Control Power Switch ON, digital inputs should be
CNI and CNENG Connector highlighted.
4 CNIFB
Status
Auxiliary Blower Connector
5 CNXFB
Status
Inverter 1 Cutout Switch Sta- Will be highlighted with Inverter #1 switch on the side of the control cabinet in
6 INV1CO
tus the CUTOUT position (down).
Inverter 2 Cutout Switch Sta- Will be highlighted with Inverter #2 switch on the side of the control cabinet in
7 INV2CO
tus the CUTOUT position (down).
Will be highlighted with wire 44R (TB26) jumpered to 712 (TB22) (Wires do not
8 BRKON Service Brake Apply Status
have to be removed.)

E3-26 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
Miscellaneous Checks Verify panel output is 0.12 volts (battery volts
divided by 200)
A3PV Panel
6. With the PTU connected to the PSC, enter the
1. Remove the wires from panel terminals A and C. following:
2. With the Control Power Switch ON, measure volt-
c:\>ACNMENU {enter}
age between terminals D and F:
Verify 0.0 ±30 Millivolts. Highlight “PTU TCI & PSC” {enter}
3. Connect a jumper wire from the BATFU fuse
Type your name {enter}
located on the bottom left wall in the left compart-
ment to terminal A on A3PV. Type your password {enter}
4. Connect a jumper wire from a cabinet ground to
terminal C on A3PV. Cursor to Normal Operation {enter}
5. Measured voltage between terminals D and F. Cursor to “PSC Real Time Data” {enter}
Verify panel output is 0.12 volts (battery volts
Verify LINKV is equal to battery volts
divided by 200)
7. Remove the jumper wires. Reconnect the wires
6. Connect a serial communication cable from the to terminals A and C.
PTU to the PSC.
7. On the PSC PTU, enter the following:

c:\>ACNMENU {enter} Thermistor Checks

1. With the PTU connected to the PSC:
Highlight “PTU TCI & PSC” {enter}
Cursor to Normal Operation {enter}
Type your name {enter}
Cursor to “PSC Real Time Data” {enter}
Type your password {enter}
Verify AUXPCT is showing ambient tempera-
Cursor to Normal Operation {enter} ture
Verify AUXIT is showing ambient temperature
Cursor to “PSC Real Time Data Screen” {enter}
Verify AFSET is showing ambient tempera-
Verify A3PV is approximately 1.17 X battery
ture
volts
8. Remove the jumper wires.
9. Reconnect the wires to terminals A and C.
17FM384 Panel Check
1. With the PTU connected to the PSC;

LINKV Panel Cursor to Normal Operation {enter}.

1. Remove the wires from panel terminals A and C. Cursor to “PSC Real Time Data” {enter}
2. With the Control Power Switch ON, measure volt- 2. Carefully remove the “FAILDIOD” wire from termi-
age between terminals D and F: nal D on the 17FM384 panel.
Verify 0.0 ±30 Millivolts. Verify FDIODE is highlighted on PTU screen
3. Connect a jumper wire from the BATFU fuse
3. Reconnect wire to terminal D.
located on the bottom left wall in the left compart-
ment to terminal A on LINKV.
4. Connect a jumper wire from a cabinet ground to
terminal C on LINKV.
5. Measure voltage between terminals D and F.

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-27

(Release 18 Software)
Pedal Percentages and Meter Calibration
The following procedures are used to calibrate the
retarder and accelerator pedals, retarder lever, and the
hydraulic brake temperature and propel system tem-
perature gauges and the speedometer for the software.
If any of the above components require replacement
during truck servicing or troubleshooting procedures,
the new or rebuilt component must be recalibrated
using the applicable procedure before the truck is
returned to service.
1. Connect the serial communication cable from the
PTU to the PSC port, behind the center console
on the driver’s side.
2. Turn keyswitch and Control power Switch ON.
3. Enter the following on the PTU:
c:\>ACNMENU {enter}
Highlight “PTU TCI & PSC” {enter}
Type your name {enter}
Type your password {enter}
Cursor to “Normal Operation” {enter}
Cursor to “View/Set PSC Analog Outputs”
{enter}
A: Retard Pedal:
Move the cursor under the (K - Z) column on
channel 1 (CH1) {enter}
Cursor to Parameter name rpinhi_ail5 {enter}
Record the parameter value with the retard
pedal fully released. (typical value; 1.53
volts).
Record the parameter value with the retard
pedal fully depressed. (typical value; 9.50
volts).
B: Retard Lever:
Cursor down to channel 2 (CH2) and position
the cursor under the (K - Z) column {enter}
Cursor to parameter name retlever_ail4 {enter}
Record the parameter value with the lever up
(typical value; 0.0 volts).
Record the parameter value with the lever
down (typical value; 8.75 volts).
E3-28 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
Meter Calibration Procedure
1. Connect the serial communication cable from the
PTU to the TCI port, behind the center console,
on the passenger side.
2. Turn ON the Key Switch and the Control Power
Switch.
3. On the PTU, enter the following:
c:\>ACNMENU {enter}
Highlight “PTU TCI & PSC” {enter}
Type your name {enter}
Type your password {enter}
4. Turn park brake switch ON and turn Rest switch
OFF.
C: Hydraulic Brake Fluid Temperature Meter:
Cursor to “Engine Stopped Tasks” {enter}
Cursor to “Temporary Meter Calibration”. {enter}
Cursor to the box to the right of “Type a Test
Hydraulic brake Fluid Temperature” {enter}
Type in: 120 {enter}
5. Hydraulic Brake Fluid Temperature meter should
move to a position near the line separating green
and red.
Move the cursor to the “Increment\Decrement”
boxes and press {enter} to position the meter
pointer on the line between the green and red
sections.
6. When at the desired meter position, record the
value shown in the Gauge Scale box.
D: Propulsion System Temperature Meter:
Cursor to the box to the right of “Type a Test
Propulsion System Temperature” {enter}
Type in: 60 {enter}
7. Propulsion System Temperature meter should
move to a position near the line separating green
and yellow.
Move the cursor to the “Increment\Decrement”
boxes and press {enter} to position the meter
pointer between the green and yellow sections.
8. When at the desired meter position, record the
value that is in the Gauge Scale box.
1/02 E03015
E: Truck Speed: 10. Record the following information from the screen:

Arrow to mph box {enter} F: Accelerator pedal:

Record the accel pedal voltage with pedal
Type in: 25 {enter}
released (typical value; 1.61)
Adjust speedometer internal adjustment pot
Record the accel pedal voltage with pedal
to obtain 25 mph (or 40 km/h).
fully depressed (typical value; 8.53)
Type in: 40
G: Retard Speed Pot Setting:
Verify speedometer in cab reads 40 mph (or
11. Pull the retard speed control button UP.
64 km/h).
Record value of RSC POT with knob fully
9. Press {escape} to return to Engine Stopped Menu counterclockwise (typical value; 10.75)
screen.
Record value of RSC POT with knob fully
Cursor to Exit {enter} clockwise (typical value; 0.01)

On the TCI Communication Menu, cursor to H: Pot Reference:

“Normal Operation” {enter}
Record value of POTREF (typical value;
10.86)
Cursor to “TCI Real Time Data” {enter}
12. Press {escape} to return to TCI Normal Operation
With TCI Real Time Data screen displayed, Menu.
press {enter} to go to TCI Serial Link Data
screen Cursor to Exit {enter}

Press {enter} to go to TCI Analog Input Chan- On TCI Communication Menu, cursor to Exit
nels screen {enter} {enter} to return to Main Menu.

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-29

(Release 18 Software)
Reprogram With Serial Numbers and Pedal
Percentages
On the Main Menu, highlight “AC TRUCK
SETUP (CFG)” {enter}
Cursor to “Mine Configuration” {enter}
Cursor to: “0) Select a truck config, currently
using file:” {enter}
Cursor to desired configuration file {enter}
Cursor to: “3) View GE Product Service Data”
{enter}
Cursor to “Leave GE Product Service” screen
{enter}.
Cursor to: “4) Change/View Truck Specifics”
{enter}
Type accelerator pedal, retard pedal and retard
lever percentages (see instructions and exam-
ple in Figure 3-5), for the OFF and fully applied
positions.
Note: If the calculated value for “Retard Lever Travel
Off Request” is less than 3%, use 3% as the input
value.
Type meter scale values, and stat quarter start
month.
Cursor to Truck Identification Number and type
assigned mine truck number {enter}
Cursor to “Leave Truck Specifics Screen” {enter}
Cursor to “S) Save a truck configuration, file-
name:” {enter}
Type the configuration filename {enter}
Cursor to “Q) Quit” {enter}
Type Y

FIGURE 3-9. PEDAL PERCENTAGE CALCULATIONS

E3-30 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
I: Program TCI K: Check Pedal Percentages
(PTU connected to TCI port)
On the PSC PTU - cursor to “Normal Operation”
1. 1. Place the REST switch in the OFF position and {enter}
turn keyswitch ON.
Cursor to “PSC Real Time Data” {enter}
To program the 17FB144 CPU card:
1. With the accelerator pedal released, verify the fol-
lowing is displayed:
From the Main Menu, highlight “DOWNLOAD
TCI PANEL” {enter} ACCEL_SEL = 0.00
2. With the accelerator pedal fully applied, verify the
Highlight “SELECT TCI SETUP” {enter} following is displayed:
Cursor to configuration desired {enter} ACCEL_SEL = 1.00
3. With the retard pedal released and retard lever
Highlight “DOWNLOAD TCI PANEL” {enter} up, verify the following is displayed:
Highlight “DOWNLOAD TCI” {enter} RETRD_SEL = 0.00
2. Cycle keyswitch or CPS when requested on 4. With the retard pedal fully applied, verify the fol-
screen. lowing is displayed:
3. Verify the Object Code and Configuration file RETRD_SEL = 1.00
shown on the screen for downloading are correct. 5. With the retard lever fully down, verify the follow-
ing is displayed:
J: Program PSC
RETRD_SEL = 1.00
(PTU connected to PSC port) 6. With Retard Speed Control knob pulled up and
1. Turn keyswitch ON. the knob turned fully counterclockwise, verify the
following is displayed:
To program the 17FB147 CPU card: RSCMPH = 5

From the Main Menu, highlight “DOWNLOAD 7. With Retard Speed Control knob pulled up and
PSC PANEL” {enter} the knob turned fully clockwise, verify the follow-
ing is displayed:
Highlight “SELECT PSC SETUP” {enter} RSCMPH = 37 (see note below)

Cursor to configuration desired {enter} Note: In step 7, truck configurations 07E and 13E will
indicate 31 (instead of 37) for 38.1 gear ratio.
Highlight “DOWNLOAD PSC PANEL” {enter}

Highlight “DOWNLOAD PSC” {enter}

2. Cycle keyswitch or CPS when requested on
screen.
3. Verify the Object Code and Configuration file
shown on the screen for downloading are correct.

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-31

(Release 18 Software)
LOAD TESTING
1. Reconnect wires 21SR and 21SS (MTU 396
engine) to the starter or 21B (MTU/DDC 16V4000
or Komatsu engine) to the starter solenoids.
2. Place both Inverter Cutout Switches on the side
of the control cabinet to the CUTOUT position
(down).
3. Place the Rest Switch in the REST position.
4. Make sure the wheels are chocked, and the park
brake switch is ON.
5. Remove the locking bar from the right side of the
auxiliary blower behind the inspection cover.
6. Install locks on the three front doors of the electri-
cal cabinet. Also secure the 3 top covers.
Preload Checks
Alternator Speed Sensor Check:
1. Connect an AC voltmeter to circuits 74X (TB22)
and 74Z (TB22).
2. Place the GF Cutout Switch in the CUTOUT posi-
tion (down).
3. With Rest Switch in the REST position, start the
engine and operate at low idle.
Verify approximately 4 VAC on the meter.
Verify tach (in cab) reads approximately 700
RPM.
4. Shut down the engine. Remove voltmeter.
Battery Boost Check:
THE BATTERY BOOST CHECK MUST BE PER-
FORMED EXACTLY AS DESCRIBED BELOW. FAIL-
URE TO DO SO MAY RESULT IN SERIOUS INJURY.
• The contactors in the cabinet with the R1
resistor may be energized with the engine run-
ning. DANGEROUS VOLTAGES ARE
PRESENT INSIDE THE CABINET.
• Engine must be OFF during setup prepara-
tion.
• Rest switch in the cab must be in REST.
• GF cutout switch must be in the CUTOUT
position, (down).
• ALL Link Voltage lights must be OFF.
E3-32 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
1. Connect a voltmeter across resistor R1 located in
the Contactor Box on the Electrical Cabinet.
a. Connect the positive lead to BAT
b. Connect the negative lead to F101.
2. Close the cabinet door.
3. Turn Key Switch and Control Power Switch ON.
4. Connect one serial communication cable from the
PTU to the PSC port.
C:\>ACNMENU {enter}
Highlight “PTU TCI & PSC” {enter}
Type your name {enter}
Type your password {enter}
Cursor to “Normal Operation” {enter}
Cursor to “PSC Real Time Data” {enter}
5. Verify the analog values and the functions high-
lighted on the PTU are similar to Figure 3-10.
6. Connect a second serial communication cable
from the PTU to the TCI port.
C:\>ACNMENU {enter}
Highlight “PTU TCI & PSC” {enter}
Type your name {enter}
Type your password {enter}
Cursor to “Normal Operation” {enter}
Cursor to “TCI Real Time Data” {enter}
7. Verify the analog values and the functions high-
lighted on the PTU are similar to Figure 3-11.
8. Start the engine.
9. Place the GF Cutout Switch in the NORMAL posi-
tion (up).
10. While observing the voltmeter installed in step 1,
place the Rest Switch in the OFF position.
The voltmeter will momentarily show about 18
volts and then drop to zero
11. Place the Rest Switch in the ON position.
12. Place the GF Cutout Switch in the CUTOUT posi-
tion.
13. Shut down the engine.
14. Verify ALL lights indicating link voltage are OFF.
15. Remove the voltmeter and lock the cabinet door.
1/02 E03015
 FIGURE 3-10. PSC REAL TIME DATA SCREEN

FIGURE 3-11. TCI REAL TIME DATA SCREEN

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-33

(Release 18 Software)
ADDITIONAL TRUCK CHECKS
• Be certain Rest Switch is ON.
• Place Inverter Cutout switches in the CUTOUT
(down) position.
Brake System Pressure Switch Checks:
1. Start engine and allow engine to warm up for
approximately 10 minutes.
2. Verify the following:
All indicator lights on overhead are OFF
except System Rest, Propel System Not
Ready and Park Brake.
3. Individually check (other than the differential
pressure switch in rear axle housing) the service
brake system switches on the truck. (This can be
Hoist & Steering Circuit Switch Checks:
done by shorting the circuit to ground, momen-
tarily. The circuits are active while being shorted.)
a. Front to rear brake differential Circuit 33Z, in
the front of operator cab. (There is a 5-second
delay timer in this circuit.)
b. Front differential brake Circuit 33Z in the brake
cabinet. (There is a 5-second delay timer on
this circuit.)
4. Put brake lock switch ON.
a. Short Circuit 33T to ground (brake lock degra-
dation pressure switch located in brake cabi-
net). (There is a 5-second delay timer on this
circuit.)
b. Note that when the brake lock is applied, the
service brake lights on the truck are active and
the service brake light indicator on the over-
head display illuminates.
5. Connect the PTU to the PSC communication
port.
c:\>ACNMENU {enter}
Highlight PTU TCI & PSC {enter}
Enter your name {enter}
Enter your password {enter}
Cursor to “Normal Operation” {enter}
Cursor to PSC Real Time Data {enter}
E3-34 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
6. On the PSC Real Time data screen:
Verify BRKON is highlighted when the wheel
brake lock is applied.
7. Turn brake lock switch OFF.
8. In the brake cabinet, short Circuit 33 on the brake
pressure switch to ground.
The low brake pressure light on the overhead
display and the low brake pressure buzzer
should be active.
9. On the left frame rail, short Circuit 33F at the
steering pressure switch on the bleeddown mani-
fold to ground.
The low brake pressure, low steering pres-
sure lights in the overhead should come on
and the low brake pressure buzzer should be
active.
10. On the inner side of the fuel tank, short Circuit 39
on hoist circuit hydraulic filters bypass indicator
switch, to ground.
The Hydraulic Oil Filter light in overhead turns
on.
11. At the steering circuit hydraulic filter, short circuit
39 on filter bypass indicator switch to ground.
The Hydraulic Oil Filter light in overhead turns
on.
12. On the fuel tank, short Circuit 38 at low fuel level
switch to ground.
The Low Fuel light indicator in the overhead
should light.
13. Short Circuit 51A at nitrogen precharge pressure
switches on top of steering accumulators to
ground.
The Low Accumulator Precharge indicator
light is activated. This light stays on even
when the short is removed.
14. Use engine shutdown switch on selector switch
console to shut down engine. Do not turn Key
Switch OFF.
The Accumulator Precharge light should
remain on and brakes and steering pressure
remain charged.
15. Turn key switch OFF.
Verify steering pressure bleeds down.
1/02 E03015
Aux Blower Rotation Check
If the blower has been replaced or cables removed and
reinstalled, verify correct blower rotation to insure cor-
rect hookup.
Note: On some trucks the Auxiliary Blower System is
replaced by the Alt external fans.
1. Remove the inspection cover from the Aux
Blower on the driver side of the truck.
2. Verify Inverter Cutout Switches are in the CUT-
OUT position (down).
3. Start the engine.
4. Move the GF Cutout Switch to the NORMAL posi-
tion.
5. Move the Rest Switch to the OFF position.
6. Check the rotation of the Aux Blower.
Make sure it is rotating counterclockwise as
viewed from the driver side of the truck.
Verify the Link Voltage lights are ON.
Verify that the exhaust holes on the control
cabinet are free of debris and air is flowing
out of them.
7. Move the Rest Switch to the REST position. Note
the Link Energized lights turn off.
8. Shut down the engine.
9. Replace the Aux Blower cover.
FIGURE 3-12. PSC REAL TIME DATA SCREEN
E03015 1/02 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
Final Checks:
1. Connect the PTU to the PSC communication
port.
2. Start the engine. Select PSC Real Time Data
screen on the PTU:
c:\>ACNMENU {enter}
Highlight PTU TCI & PSC {enter}
Enter your name {enter}
Enter your password {enter}
Cursor to “Normal Operation” {enter}
Cursor to PSC Real Time Data {enter}
3. Place the GF cutout switch in the normal position
(up).
4. Place the REST switch in the OFF position.
5. Compare the values displayed with the values
shown on the sample screen in Figure 3-12.
6. Verify AUXFB is about 1700 rpm and exhaust air
is flowing from the rear exhaust ports of the con-
trol cabinet.
7. With the engine running, move the GF cutout
switch to the normal position and turn the Rest
Switch OFF:
Verify both inverter link voltages (I1V & I2V)
are approximately 700 volts.
8. Place the Rest Switch in the ON position.
9. Press {escape} {escape}.
10. Shut down engine and remove equipment.
E3-35
On-Board Load Testing
Inspect and verify the front and side electrical cabi-
net doors are closed and locked before performing
the following tests.
Preparation
1. Jumper fan clutch control circuit to lock fan in full
on condition.
a. If truck is equipped with DDEC engine, jumper
circuit 541M @ TB24 to ground.
b. If truck is equipped with Komatsu engine,
jumper circuit 22FO @ TB32 to ground.
Note: Load testing can be performed through the DID
panel or by using the PTU. The procedures below
assume the PTU will be used.
2. Connect a VOM from circuit 72E @ TB24-G (+) to
circuit 0 @ TB24-H (-). This is the 10 volt load
hand-shaking signal from the engine. (Value
should be 5.0 volts with just control power on.)
Refer to “PVM Test” at the end of this section for
additional information.
3. Turn brake lock ON.
4. On the PSC PTU:
Cursor to “Normal Operation” {enter}
Cursor to “PSC Real Time Data” {enter}
5. With the engine running, place the Rest Switch in
the OFF position.
6. Verify the values and the functions highlighted on
the PTU are similar to the screens shown in Fig-
ures 3-13 through 3-15.
Note: Press {enter} to move to the next screen.

FIGURE 3-13. PSC REAL TIME DATA SCREEN SAMPLE

E3-36 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
 FIGURE 3-14. PSC SERIAL LINK DATA SCREEN

FIGURE 3-15. PSC ANALOG INPUT CHANNELS

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-37

(Release 18 Software)
 7. Place the Rest Switch in the REST position.
8. On the TCI PTU:
Cursor to “Normal Operation” {enter}
Cursor to “TCI Real Time data” {enter}
9. With the engine running, place the Rest Switch in
the OFF position.
Verify the analog values and the functions
highlighted on the PTU are similar to the
screen shown in Figure 3-16.

FIGURE 3-16. TCI REAL TIME DATA SCREEN

E3-38 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
Initiate Loadbox Test
1. To initiate the loadbox test, on the PSC PTU:
Cursor to “Normal Operation” {enter}
Cursor to “SELF LOAD ENGINE TEST” {enter}
NOTE: If the “HP ADJ” value is (-)400 it is an indication
that the zero to ten volt engine command is not getting
to the PSC (Circuit 72E and 0).
Refer to “PVM Optimum Load Curve Handshaking
Troubleshooting Test” for additional troubleshooting
information.

Cursor to ENTER LDBX {enter}

2. “CCU” should momentarily display at the bottom
of the screen. (This is a self-test indication).
3. Put the Selector Switch in NEUTRAL and
depress the accelerator pedal. RPM must be
above 1300 RPM to pick up RP1.
4. Compare the values on the Loadbox Screen to
the values shown in Figure 3-17.

FIGURE 3-17. SELF LOAD TEST; RP1 PICKED UP

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-39

(Release 18 Software)

In the following step, air exhausted from grid vents
can be very hot.
5. Without touching them, check for air flow from the
grid blowers as follows:
a. Increase engine RPM until two RP contactors
pickup.
Hot air should be felt from one front section of
the grid.
b. Reduce RPM to idle and then increase RPM
to pickup two RP contactors.
Hot air should be flowing from the other front
section of the grid.
6. Warm-up engine with two RP contactors picked
up until the engine coolant temperature stabilizes.
7. Compare values displayed on the Loadbox Test
Screen with the sample screen in Figure 3-18.
8. Fully depress the accelerator pedal to pickup all
three RP contactors.
Note: Some trucks have RP1 & RP2 only
FIGURE 3-18. SELF LOAD TEST SCREEN; RP1 RP2/RP3 PICKED UP
E3-40 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
9. Compare the values on the loadbox screen with
the values shown in the sample screen in Figure
3-19.
10. Record the Loadbox Screen on the PTU as fol-
lows:
a. While viewing the loadbox screen during full
load:
Press the {F2} key
Cursor to “record” and press {enter}
Type a filename and press {enter}
11. Note the “ENGLOAD” value On the screen:
If the value is 5 volts during load testing, load-
ing is satisfactory.
If the value is below 5 volts, the electrical sys-
tem needs to remove horsepower loading.
(This is an indication of a weak engine.)
If the value is above 5 volts, the electrical sys-
tem needs to load the engine more.(This is an
indication of a strong engine.)
1/02 E03015
 FIGURE 3-19. SELF LOAD TEST SCREEN; RP1 RP2 & RP3 PICKED UP
12. The load box screen should be recorded and val- Manual Offset HP Output Adjustment
ues compared to values calculated to account for
parasitic losses at the elevation of the test site If necessary to troubleshoot HP problems, use the fol-
and ambient temperature during testing as fol- lowing procedure:
lows: 13. With loadbox initiated, cursor to “HP Offset”
{enter}
Trucks with DDEC engine:
Cursor to => 0 HP
a. The output horsepower should be 2700 HP
±5% @ 1900 +10, -15 rpm. Input a + or - offset but not greater than +300
{enter}
b. The requested rpm from GE must be 1910
rpm. 14. Perform load test again.
c. Refer to Figure 3-20 for parasitic losses curve. Return offset to 0.0 {enter}
Read the parasitic losses from the graph cursor to HP Offset {enter}
based on ambient temperature and altitude.
cursor to LDBXINIT {enter}
Add the value on the graph to the delivered
15. Exit the loadbox test mode and allow engine to
HP to GE and compare that to the “-5%”
cool down:
value at the rpm rated tolerance. (i.e. 2612
HP plus value from graph = corrected HP) Cursor to LDBX INIT on the Loadbox Screen
and press {enter}.
Trucks with Komatsu SSDA16V160 engine:
16. Note engine temperature and pressure gauges for
a. The output horsepower should be 2700 HP normal values.
±5% @ 1900 +10, -15 rpm.
17. Place Rest Switch in the ON position.
b. The requested rpm from GE must be 1900
rpm. 18. Turn key switch OFF. Allow steering accumulators
to bleed down.
c. Refer to Figure 3-21 for parasitic losses curve.
19. Record all data to create a truck record for future
Read the parasitic losses from the graph comparison.
based on ambient temperature and altitude.
Add the value on the graph to the delivered
HP to GE and compare that to the “-5%”
value at the rpm rated tolerance. (i.e. 2612
HP plus value from graph = corrected HP)

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-41

(Release 18 Software)
 FIGURE 3-20. TOTAL PARASITIC LOSS AT FULL POWER
DDEC 4000, 2700 GHP, ECS 8 Blade, 78” dia. 5.3” PW @836 RPM

FIGURE 3-21. TOTAL PARASITIC LOSS AT FULL POWER

Komatsu SSDA16V160, 27000 GHP, ECS 8 Blade, 78” dia. 5.3” PW @ 798 RPM

E3-42 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
 TROUBLESHOOTING
PVM Optimum Load Curve Handshaking
Troubleshooting
Note: a value of below 0.5VDC or above 9.5VDC (on
circuit 72E) indicates a failure.
Trucks equipped with DDEC engine:
1. 1. With the engine shut down, keyswitch ON and
control power ON, measure voltage between 72E
(+) and 0 (-) lead. Voltage should be 5.0VDC.
a. If the voltage is low or 0VDC, check voltage of
circuit 15VL @ TB32. (This supply is from the
GE drive system power supply card through
the GE/Auxiliary Control harness.)
Voltage should be 5.0 volts.
b. Then check voltage of circuit 15SIM @ TB32.
Voltage should be approximately 14.5 VDC.
c. If voltage is 0VDC or considerably lower than
14.5 volts, check the 20 ohm resistor on DB1.
2. 2. With the engine running and under load, with
keyswitch and control power switch ON, check
the voltage at 72E(+) to 0 (-).
Voltage should be 5.0 volts
a. If the voltage in step 2 is lower or higher than
5.0 volts, check using the DDR to see the per-
cent of load the engine is given to the PVM
module.
b. Multiply the percentage value in the previous
step by 10. This should equal the 72E to 0
voltage reading. (i.e. 50% X 10 = 5.0 VDC)
Note: The DDR is updated every second and is not a
true real (electronic) time value. The GE system
updates every 20msec. A more accurate method of
measuring the updated value is to attach an
oscilloscope to the circuit 908M terminal point to
ground and measure the time the signal is positive
divided by the total time of the signal wave form and
multiply it by a factor of 10. This should equal the 72E
to 0 circuit voltage. This is a 50HZ signal.
Examples:
10ms/20ms = .50 X 10 = 5.0VDC
15ms/20ms = .75 X 10 = 7.5VDC
5ms/20ms = .25 X 10 = 2.5VDC
c. Verify circuit 0 is connected to ground.
d. If the signal “908M” is correct and the supply
voltage (15SIM) to the PVM is correct, but out-
put is incorrect, replace the PVM module.
E03015 1/02 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
Trucks equipped with Komatsu engine:
1. With the engine shut down, keyswitch ON and
control power ON, measure voltage between 72E
(+) and 0 (-) lead.
Voltage should be 5.0 volts.
a. Jumper circuit 22FO to ground and verify volt-
age on 72E to 0 changes to 7.0VDC.
b. If the voltage is 0VDC, verify the connections
to the PVM are correct and circuit 439 and
11SL connected to CN P382 positions 5 and
40 are 24VDC.
2. With the engine running and under load, with key-
switch and control power switch ON, check the
voltage at 72E(+) to 0 (-).
Voltage should be 5.0 volts
a. Check the PVM diagnostic connector P381.
b. Verify the voltage between position A to B is 8
to 11VDC. (A reading of 0VDC indicates the
1939 transmission line failed. Check 1939 wir-
ing.)
c. Verify the voltage between position C to B is 8
to 11VDC. (A reading of 0VDC indicates the
PVM has failed only if the voltage from posi-
tion A to B is correct and the filtering circuit is
correct.) Check filtering circuit resistors and
capacitors connected to P383 positions 12
and 20 and P382 position 33 mounted on
diode board DB1.
3. If both step 1 and 2 are 0VDC, then circuit 439 or
11SL or both are incorrect.
Trucks with Either Engine:
If necessary, a variable voltage can be substituted for
the 72E/0 circuit voltage to determine if the problem is
caused by the engine or the GE drive system.
This voltage can be varied above and below 5VDC to
see if the GE drive system follows this signal, dropping
load when the signal is below 5VDC and increasing
load if the signal is above 5VDC.
If the GE drive system follows the signal and with
5VDC the system can produce full power, but cannot
function normally, troubleshoot engine boost or fuel
injection system.
E3-43
MISCELLANEOUS COMPONENT REPAIR
• BE CERTAIN TO ALLOW ADEQUATE TIME
FOR LINK VOLTAGE TO DRAIN DOWN before
opening the electrical cabinet to perform the
following checks or repairs. Verify the Blower
Control Panel (AXCAP) LED’s (4, Figure 3-22
are OFF.
• If any of the above warning lights remain ON,
a system failure may have occurred. Refer to
“Truck Shutdown Instructions Shutdown After
System Failure” for procedures to follow
before attempting repairs.
Troubleshooting Phase Modules and Chopper
Modules
1. To troubleshoot a phase module or chopper mod-
ule, access the PSC Manual Test screen on the
PTU while connected to PSC panel, engine
stopped, and NOT in rest mode.
2. Move cursor to the appropriate GD1E or GD2E
signal in the digital output area and turn it ON.
(GD1E turns on all Inverter 1 phase modules and
chopper module 1. GD2E turns on all Inverter 2
phase modules and chopper module 2.)
3. Disconnect the GRAY fiber optic cable on the
phase module or chopper module being checked.
In the following step, DO NOT look directly at the
red light. Eye damage could occur.
4. There should be red light visible out of the GRAY
receptacle on the gate drive module.
5. If there IS red light, the phase module or chopper
module is OK.
6. If red light IS NOT visible, disconnect the round
power supply harness from the gate drive mod-
ule.
7. Check the AC voltage in the two pins in the har-
ness; There should be 100 VAC square wave on
the harness. The actual reading on the VOM will
depend on the meter and how it is designed to
measure AC voltage. Most meters read less than
100 volts. Normally, there will either be proper
voltage on the harness or NO voltage at all on the
harness.
E3-44 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
8. If there is NO voltage, troubleshoot the Gate
Drive Power Converter (GDPC) or the harness.
9. If there IS voltage, reconnect the harness and
disconnect the GTO Gate lead on the “G” termi-
nal.
10. If there IS red light visible with the gate lead dis-
connected, the GTO is shorted and the entire
phase module or chopper module must be
replaced.
11. If there IS NOT red light visible with the gate lead
disconnected, the GATE DRIVE MODULE is
faulty and should be replaced. All the gate drive
sections for phase modules and chopper modules
are alike and interchangeable. The Red-covered
and White-covered gate drive modules are inter-
changeable where mounted by the 6 capscrews
to the cooling tubes of the phase module or chop-
per module.
Phase Module Removal and Snubber Resistor
Replacement
To Remove the Phase Modules:
1. Open the battery disconnects to disconnect the
truck batteries.
2. Short out the DC link by installing jumpers from
(+) to (-) next to the AFSE and then to ground.
3. Remove the front cabinet supports between the
doors.
4. Disconnect the fiber optic cables and the plug at
the top of each Phase Module. Tuck the removed
cables under the blue loom to protect the cables
when the modules are pulled out.
5. With a 15/16” inch socket, remove the four
mounting nuts on each Phase Module.
6. Cut the tyrap by the capacitor on top of each
Phase Module.
7. Partially pull out each Phase Module. Using a
7/16” inch socket, remove the snubber wire
behind the top capacitor.
8. Remove each Phase Module which weighs 65
pounds (29.5 Kg). Mark each Module so that it
will be put back in the same location that it was
removed from.
1/02 E03015
To Remove the Snubber Resistors:
1. Disconnect the upper and lower “L” brackets to
the DC link with a 3/4” inch socket. Remove only
the outer four “L” brackets on the snubbers and
leave the brackets on the center two snubbers.
Note: The brackets on the two center snubbers must
remain in place to prevent the DC link from falling.
2. Remove the cables to the DIT located on the “L”
brackets.
3. Remove the snubber mounting bolts with a 3/4”
inch socket.
4. Remove the snubber assembly. The threaded rod
pulls out with the snubber assembly. To remove
the top left snubber assembly, loosen the bolts on
the bracket securing the left side of the link and
then push the link up to get the snubber assembly
out.
8. When the outer snubber assemblies are installed,
reinstall the “L” brackets.
9. Following a similar procedure as explained
above, replace the resistors on the center top and
bottom snubber resistor assemblies.
Phase Module Installation
1. Return each Phase Module to its original location.
2. Apply two full twists on the snubber cables prior
to connecting it to the phase modules. Put a tyrap
at each twist.
3. Secure each snubber cable to the capacitor box
on top of each phase module with a tyrap.
4. Tighten the four 5/8”-11 Phase Module mounting
bolts to 111-124 ft. lbs. (150 - 168 N.m) torque.

5. Remove the four screws holding the resistor to
the base. (These screws have been installed and
retained with Loctite®, and will require extra force
to remove.)
6. Remove the rubber grommet along with the resis-
tor cables.
7. Remove the resistor from the base and remove
and discard the gaskets.
5. Reconnect the fiber optic cables and the plug at
the top of each Phase Module.
6. Replace the front cabinet supports between the
doors.
7. Remove the ground jumpers from the DC link.
8. Close battery disconnect switches to reconnect
the truck batteries.

Snubber Resistor Installation

1. To pull the new resistor cables through the hole in
the base, spray the cables with ether or alcohol
near the new grommet so that it slides easier in
place. Do not RTV the new grommet.
2. Using RTV 6708, seal the corners of the resistor
where it contacts the snubber base to prevent air
leakage at the seams.
3. Install a flat washer over each mounting hole
between the base and the gasket.
4. Install new inner and outer gaskets. Using RTV
6708, seal the seam between the outer gasket
and the two inner gaskets.
5. Apply Loctite® to the four mounting screws for the
snubber resistors and install the resistors on the
base.
6. Install the snubber assembly in the truck, making
sure the resistor wires are on top.
7. Install the four mounting bolts for each snubber
resistor assembly. Tighten to 65 ft. lbs. (88 N.m)
torque.

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-45

(Release 18 Software)
AUXILLIARY BLOWER CONTROL SYSTEM
TROUBLESHOOTING
The Auxiliary Capacitor Panel remains charged for
at least 15 minutes after engine shutdown. Be cer-
tain LED’s D1 and D2 (4, Figure 3-22) are OFF
before working on Auxiliary Blower Control cir-
cuits. Short CP+ to CP-.
The following are recommended checks to be made to
the Auxiliary Blower Control System components and
circuits based on the detection of Event Code 636 and
the subcodes listed. Refer to Figure 3-22 for compo-
nent and terminal locations.
Subcode 00:
No fault condition - initial state upon applying power.
Subcode 01:
Description: A low DC bus voltage was detected dur-
ing power up sequence.
1. Check the 3-phase input connections and input
fuses F1 and F2.
2. Check Capacitor Bank and Controller connec-
tions.
3. If a problem was found and corrected in step 1 or
2, restart and check again.
4. If no problem was found in above steps, replace
the Controller.
Subcode 02:
Description: A high DC bus voltage was detected dur-
ing power up sequence.
1. Check Capacitor Bank and Controller connec-
tions.
2. Check DC Sense connection (connector J13 to
IV+ (red wire) and IV- (black wire)).
3. If a problem was found and corrected in step 1 or
2, restart and check again.
4. If no problem was found in above steps, replace
the Controller.
E3-46 AC Drive System Electrical Checkout Procedure
(Release 18 Software)
Subcode 03:
Description: An overcurrent condition was detected
during operation.
1. Check Capacitor Bank and Controller connec-
tions.
2. Verify the inductor connections match-up (+ and -
) from the Auxiliary Inverter and to the Auxiliary
Capacitor bank (PH+ to IV+ and PH- to IV-).
3. If a problem was found and corrected in step 1 or
2, restart and check operation again.
4. If problem still exists, disconnect AM101, AM201
and AM301 wires connecting the Auxiliary
Inverter to the blower motor.
5. Using an ohmmeter, check for shorts between
blower motor cables and between blower motor
cables and chassis ground.
6. Using an ohmmeter, check for shorts between
AM101, AM201 and AM301 wires and between
IV+ and IV-.
7. If no problem was found in above steps, replace
the Controller.
Subcode 05:
Description: A high DC bus voltage was detected dur-
ing operation.
1. Check Capacitor Bank and Controller connec-
tions.
2. Check DC Sense connection (connector J13 to
IV+ (red wire) and IV- (black wire)).
3. Attempt to restart and check operation.
4. If problem still exists, replace controller.
Subcode 06:
Description: A high DC bus voltage was detected after
the phase controller power up sequence.
1. Check Capacitor Bank and Controller connec-
tions.
2. Check DC Sense connection (connector J13 to
IV+ (red wire) and IV- (black wire)).
3. If problem still exists, replace controller.
1/02 E03015
Subcode 07: Subcode 08:

Description: A low DC bus voltage was detected after
the phase controller power up sequence.
1. Check the 3-phase input connections and fuses
F1 and F2.
2. If no problem was found in step 1, use an ohm-
meter to check for short circuits between AM101,
AM201, and AM301 wires and between IV+ and
IV-.
3. If no problem was found in step 1 or 2, replace
the controller.
Description: A high DC bus voltage was detected dur-
ing operation.
1. Check Capacitor Bank and Controller connec-
tions.
2. Check DC Sense connection (connector J13 to
IV+ (red wire) and IV- (black wire)).
3. If problem still exists, replace controller.

FIGURE 3-22. AUXILIARY BLOWER CONTROL COMPONENTS

1. Auxiliary Inductor (AXIND) 6. Capacitor Fuses
2. Snubber (AUX SNUB) 7. Propulsion System Controller (PSC)
3. Auxiliary Inverter (Controller AXINV) 8. Cover
4. Blower Control System Warning LED's 9. Input Fuses (F1 & F2)
5. Auxiliary Power Filter Capacitor Bank (AXCAP) 10. 3- Pin Connector

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-47

(Release 18 Software)
Subcode 09: Subcode 12:

Description: An overcurrent condition was detected
after the phase controller power up sequence.
1. Check Capacitor Bank and Controller connec-
tions.
2. Verify the inductor connections match-up
(+ and -) from the Auxiliary Inverter and to the
Auxiliary Capacitor bank (PH+ to IV+ and PH- to
IV-).
3. If a problem was found and corrected in step 1 or
2, restart and check operation again.
4. If problem still exists, disconnect AM101, AM201
and AM301 wires connecting the Auxiliary
Inverter to the blower motor.
Description: A sustained overload exists due to low
DC bus voltage.
1. Check the 3-phase input connections and fuses
F1 and F2.
2. Check Capacitor Bank and Controller connec-
tions.
3. After performing checks in step 1 and 2, attempt
to restart.
4. If problem still exists, replace the controller.
Subcode 13:

5. Using an ohmmeter, check for shorts between
blower motor cables and between blower motor
cables and chassis ground.
6. Using an ohmmeter, check for shorts between
AM101, AM201 and AM301 wires and between
IV+ and IV-.
7. If no problem was found in above steps, replace
the Controller.
Subcode 10:
Description: A sustained current overload exists that
is below component safe operating range.
1. Verify the inductor connections match-up
(+ and -) from the Auxiliary Inverter and to the
Auxiliary Capacitor bank (PH+ to IV+ and PH- to
IV-).
2. Check the blower fan for blockage or damage.
3. If no problem was found in step 1 or 2, the blower
motor may be damaged.
Description: IGBT protection circuit detected an over-
current condition.
1. Disconnect AM101, AM201 and AM301 wires
connecting the Auxiliary Inverter to the blower
motor.
2. Using an ohmmeter, check for shorts between
blower motor cables and between blower motor
cables and chassis ground.
3. Using an ohmmeter, check for shorts between
AM101, AM201 and AM301 wires and between
IV+ and IV-.
4. If no problem was found in above steps, replace
the Controller.
Subcode 14:
Description: Zero input voltage detected.
1. Check the 3-phase input connections and fuses
F1 and F2.
2. If no problems were found in step 1, replace the
controller.

Subcode 11:

Description: An overcurrent condition exists due to a

low DC bus voltage.
1. Check the 3-phase input connections and fuses
F1 and F2.
2. Check Capacitor Bank and Controller connec-
tions.
3. After performing checks in step 1 and 2, attempt
to restart.
4. If problem still exists, replace the controller.

E3-48 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
AUXILLIARY INVERTER (CONTROLLER) 7. Whenever it is determined that an Aux Inverter
TROUBLESHOOTING input SCR has failed, both AC Input fuses must
be replaced and the old ones discarded.
8. Check pin and wire continuity between Aux con-
troller CNX connector (7, Figure 3-25) and appro-
priate PSC & TCI connectors.

The Auxiliary Capacitor Panel remains charged for 9. Disconnect the blower motor cables from AM101,
at least 15 minutes after engine shutdown. Be cer- 201, & 301 (4) and megger the Aux Blower motor
tain LED’s D1 and D2 (4, Figure 3-22) are OFF and its wiring. Be sure to reconnect properly to
before working on Auxiliary Blower Control cir- assure proper rotation direction.
cuits. 10. Check the Gate Drive Power Supply AC input
fuses GDFU1 & 2 and replace if necessary.
The following items should be checked if an auxiliary
Inverter failure is suspected. 11. Disconnect the main rectifier Filter Panel wires
T103, T203, & T303 at the rectifier bus bars.
1. Observe the two LED’s on top of the Auxiliary Using an analog VOM on the ohms scale, mea-
Power Filter Capacitor Bank (AXCAP); Both sure between T103 & T203, between T203 &
LED’s should be ON (lit) when the Aux. Inverter is T303, and between T303 & T103. A capacitance
running and OFF after the circuit has discharged. deflection should show on each measurement.
2. Check for loose wires and check resistance 12. Disconnect the main rectifier from the circuits and
between the terminals on the Aux Snubber panel. perform a standard diode check with a VOM and
Measurements from 1 to AF1, 2 to AF2, & 3 to back-bias each diode with a 1000 volt megger.
AF3 should all be 0 ohms. Measurements from 1
to either AF2 or AF3 and similarly from 2 & 3 13. After all checks are made, and repairs completed
should be 2 ohms. if required, reconnect all wiring to their proper ter-
minals and reinstall fuses.
3. Check continuity from PH+ to INV+ and from PH-
to INV-. These circuits connect the Aux Phase
Control, Aux Inductor, Aux Capacitors, & Aux
Inverter. The resistance should be 0 ohms for
these two measurements to verify continuity
through the Aux Inductor.
4. Check the fuses on the Aux Capacitor panel.
(The fuses must be removed from the circuit to
check.)
5. Check for loose connections on all wires associ-
ated with the Aux Inverter circuits.
6. Check Aux Inverter Phase Control SCR’s (see
Table below). Measure between AC input termi-
nals 1, 2, & 3 and DC output terminals PH+ & PH-
A reading of less than 100 ohms indicates a
shorted SCR. Good SCR’s will measure more
than 100K ohms. Replace at least the connected
pair of SCR’s if one is shorted (preferably replace
all 6 SCR’s).

Measurement Points

AC Input 1 AC Input 2 AC Input 3

Term 1 PH+ Term 2 PH+ Term 3 PH+
Term 1 PH- Term 2 PH- Term 3 PH-

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-49

(Release 18 Software)
AUXILLIARY SNUBBER PANEL
TROUBLESHOOTING

The Auxiliary Capacitor Panel remains charged for

at least 15 minutes after engine shutdown. Be cer-
tain LED’s D1 and D2 (6, Figure 3-25) are OFF
before working on Auxiliary Blower Control cir-
cuits.

1. After verifying capacitor charge warning LED’s (6,

Figure 3-25) are not lit, disconnect external wiring
from snubber panel terminals (3, Figure 3-23) to
isolate the panel from other system components FIGURE 3-23. AUXILIARY SNUBBER PANEL
before making measurements.
1. Capacitor 3. Terminals
2. Using an ohmmeter and capacitance meter, ver-
2. Choke
ify Snubber Panel components by measuring
resistance values between points shown in Table
below. Refer to Figure 3-23 and 3-24 for test point
locations.

Measuring Point Specified Value

1 C2-4 23.75Ω 26.25Ω
1 C1-4 23.75Ω 26.25Ω
2 C3-4 23.75Ω 26.25Ω
3 C2-2 0Ω 0Ω
C1-2 R1-1 0Ω 0Ω
3 C3-2 0Ω 0Ω
C1-4 C1-2 0.10 µF 0.17 µF
C2-4 C2-2 0.10 µF 0.17 µF
C3-4 C3-2 0.10 µF 0.17 µF

3. After all measurements have been made and

repairs completed if needed, reconnect wiring
removed in step 1.

FIGURE 3-24. AUXILIARY SNUBBER

E3-50 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
IGBT TROUBLESHOOTING 7. After all circuits have been tested, reconnect all
cables to their proper terminals. Reconnect J1,
J2, J3, J4, J7 and J8.
8. Reinstall cover (2) and attach harness connector
at CNX receptacle.
The Auxiliary Capacitor Panel remains charged for
at least 15 minutes after engine shutdown. Be cer-
tain LED’s D1 and D2 (6, Figure 3-25) are OFF
before working on Auxiliary Blower Control cir-
cuits.
1. After verifying capacitor charge warning LED’s (6,
Figure 3-25) are not lit, remove cable attached at
CNX connector (7).
2. Remove 6 screws retaining cover (2). Remove
cover.
3. Disconnect cables at AM101, AM201, and
AM301 connection studs (4) and isolate from
other circuits.
4. Disconnect wires at IV+ and IV- terminals (5).
5. Remove connectors J1, J2, J3, J4, J7 and J8.
Refer to Figure 3-25 for pin numbers when view-
ing face of harness end of connector.
6. Using an ohmmeter and the specifications in the
Table below, measure by probing the pins in the
harness connectors. All circuit test points listed in
the Table should show continuity.
Note: All #3 pins in connectors should show an open
circuit to all other test points.All IGBT’s should be free
of cracks or leaks.

FIGURE 3-25. IGBT CHECK TEST POINTS

Connector From Pin To Measurement
1 IV+ Continuity 1. Auxiliary Inverter (Controller)
J1 2. Cover
2 AM101 Continuity 3. 3-Pin Connectors
1 AM101 Continuity 4. AM101, AM201, AM301 Connection Studs
J2 5. IV+, IV- Terminals
2 IV- Continuity 6. Blower Control System Warning LED's
1 IV+ Continuity 7. CNX Connector
J3
2 AM201 Continuity
1 AM201 Continuity
J4
2 IV- Continuity
1 IV+ Continuity
J7
2 AM301 Continuity
1 AM301 Continuity
J8
2 IV- Continuity

E03015 1/02 AC Drive System Electrical Checkout Procedure E3-51

(Release 18 Software)
 NOTES

E3-52 AC Drive System Electrical Checkout Procedure 1/02 E03015

(Release 18 Software)
 SECTION G

REAR AXLE, SPINDLES AND WHEELS

INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1

FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1

REAR AXLE HOUSING MOUNTING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1

REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1

G01017 Index G1-1

 NOTES

G1-2 Index G01017

 SECTION G2
TIRES AND RIMS
INDEX

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

G02013 04/04 Tires and Rims G2-1

 NOTES

G2-2 Tires and Rims 04/04 G02013

 TIRES AND RIMS
The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according
to manufacturer and local working conditions. Con-
sult the tire manufacturer for recommended tire pres-
When inflating tires always use a safety cage.
sure.
Never inflate a tire until the lockring is securely in
Insure valve caps are securely applied to valve place. Do not stand in front of or over the lock-
stems. The caps protect valves from dirt build up and ring during inflation procedures. Never overin-
damage. DO NOT bleed air from tires which are hot flate a tire. Refer to tire manufacturers
due to operation; under such circumstances, it is nor- recommendations.
mal for pressure to increase in the tire due to expan-
Always keep personnel away from a wheel and
sion.
tire assembly when it is being removed or
A bent or damaged rim which does not support the installed.
bead properly may cause abnormal strain on the tire The tire and rim weigh approximately 13,200 lbs.
resulting in tire damage. If a tire becomes deeply cut, (5993 kg). Be certain tire handling equipment is
it should be removed and repaired. Neglected cuts capable of lifting and maneuvering the load.
cause many tire problems; water, sand, dirt and other
foreign materials work into the tire through a cut,
eventually causing tread or ply separation. Due to the size and weight of the tire and rim assem-
Tires should be stored indoors if possible. If stored blies, special handling equipment such as a modified
outdoors, cover tires with tarpaulin to keep out dirt, fork lift ("tire handler") as shown in Figure 2-1 is
water and other foreign materials. Long exposure to desirable. Consult local tire vendors for sources of
the sun will cause ozone cracks. Storage should be equipment designed especially to remove, repair,
in a cool, dry, dark, draft free location. Tires should and install large off-highway truck tires.
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 prod-
ucts.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the tires. If a stored truck
cannot be blocked, check air pressure and inspect
tires twice a month for proper inflation pressure.

DO NOT weld or apply heat on the rim assembly

with the tire mounted on the rim. Remaining
gases inside the tire may ignite causing explo-
sion of tire and rim.
DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.

FIGURE 2-1. TYPICAL TIRE HANDLER

G02013 04/04 Tires and Rims G2-3

 FIGURE 2-2. FRONT WHEEL HUB AND RIM ASSEMBLY

1. Wheel Hub 6. Bead Seat Band 11. Hose Clamp

2. Stud 7. Side Flange 12. Clamp Bracket
3. Tire Inflation Hose 8. Lock Ring 13. Spacer (Optional)
4. Double Spud 9. O-Ring
5. Rim 10. Flanged Nut

FRONT TIRES AND RIMS

Removal
1. Apply parking brake and block rear wheels to
prevent movement of truck.
2. Following normal shutdown procedures, place
REST switch in the ON position, shut down the
engine and verify the Link Voltage lights are
OFF. Allow at least 90 seconds for the accumu-
lators to bleed down. Turn the steering wheel to
be sure no pressure remains. As a safety pre-
caution, bleed down brake accumulators.
3. Place jack under spindle or under frame at the
front cross tube.
4. Raise front end of truck until tire clears ground
and block up securely under frame.
5. Inspect hydraulic brake lines for damage or
leaking fittings.
6. Remove the clamp (11, Figure 2-2) that secures
the tire inflation hose (3) to the wheel hub or
optional spacer (13) if installed. Grip tire and
wheel assembly with tire handler. Remove nuts
(10) securing wheel assembly.
7. Care should be taken not to damage the infla-
tion hose during tire removal. Move wheel
assembly away from wheel hub and into clean
work area.
Do not attempt to disassemble wheel assembly
until all air pressure is bled off.
Always keep personnel away from a wheel
assembly when it is being removed or installed.

G2-4 Tires and Rims 04/04 G02013

Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grip wheel assembly with the tire handler and
align tire inflation hose and wheel hub bracket
(12, Figure 2-2). Position rim onto wheel hub
studs and install flanged nuts (10). Alternately
tighten each nut to 1580 ft. lbs. (2143 N.m)
torque.
2. Position the tire inflation hose (3) and clamp to
bracket on wheel hub.
3. Operate truck for one load and retighten wheel
nuts as specified in Step 1.

REAR TIRES AND RIMS

Removal
1. Park truck on level ground and block front
wheels. Position a jack under rear suspension
mounting plates as shown in Figure 2-3.
2. Raise rear axle housing of truck until tires clear
ground. Securely block up rear axle housing
FIGURE 2-4. REAR TIRE REMOVAL
near the wheel motor mounting flange.
1. Tire Handler 3. Inner Rear Tire
3. Disconnect inner tire inflation hose (6, Figure 2-
2. Outer Rear Tire
5) from outer wheel hose vinyl clamp by loosen-
ing capscrews. Lift hose out of vinyl clamp. 4. Grip outer wheel and tire with tire handler arms
as shown in Figure 2-4. Remove 12-point cap-
screws (9, Figure 2-5) and flatwashers (10)
from adaptor ring (8) securing outer rim to
wheel motor hub.
5. Pull straight out on outer wheel assembly and
remove.
6. If inner wheel removal is necessary, remove
flanged nuts (5).
NOTE: Use care when removing inner wheel to
prevent damage to tire inflation extension hose.
7. Position tire handler to grip inner wheel and pull
straight out to remove from wheel hub.

NOTE: If the wheel motor is to be removed from the

truck for service, install approximately 8 capcrews in
place of the outer wheel adaptor ring capscrews (9)
removed in step 4. Capscrews will provide additional
support for the wheel motor transmission (14) during
removal and transportation.
FIGURE 2-3. REAR AXLE JACK LOCATION

G02013 04/04 Tires and Rims G2-5

 FIGURE 2-5. REAR WHEEL ASSEMBLY

1. Wheel Motor Mounting Flange 6. Inner Tire Inflation Hose 11. Double Spud
2. Inner Wheel Rim 7. Flanged Nut 12. Outer Tire Inflation Hose
3. Disc Brake Assembly 8. Adaptor Ring 13. Outer Wheel Rim
4. Wheel Hub 9. Capscrew 14. Wheel Motor Transmission
5. Flanged Nut 10. Hardened Washer

Installation 5. Remove temporary capscrews installed in

Always keep personnel away from a wheel
assembly when it is being removed and installed.
NOTE: Clean all mating surfaces and check stud
threads before installing wheel assemblies.
1. If either wheel motor has been removed, bleed
the disc brakes before installing the rear tires.
Refer to Section "J".
2. Grip inner wheel assembly with tire handler and
install onto wheel hub (4, Figure 2-5). Use care
not to damage tire inflation extension line (6).
NOTE: During inner wheel installation, ensure air
inflation line (6) is properly positioned on wheel hub
assembly.
3. Install flanged nuts (5). Alternately tighten each
nut to 1580 ft. lbs. (2143 N.m) torque.
4. If removed, install adaptor ring (8) on outer
wheel rim. Install flanged nuts (7) and alter-
nately tighten each nut to 1580 ft. lbs. (2143
N.m) torque.
wheel motor transmission housing flange.
6. Grip outer wheel assembly with tire handler and
position onto wheel motor hub.
NOTE: Position outer dual wheel to align tire valve
bracket with inner wheel inflation line.
7. Attach outer wheel assembly using hardened
flatwashers (10) and 12 point capscrews (9).
Alternately tighten each capscrew to 1580 ft.
lbs. (2143 N.m) torque.
8. Secure inner (6) and outer (12) dual tire inflation
lines to bracket on outer rim (13). Tighten cap-
screws to standard torque.
9. Remove blocks from under truck and lower
truck to the ground. Operate truck for one load
and retighten outer wheel nuts to 1580 ft. lbs.
(2143 N.m) torque.
NOTE: Inner flanged nuts (5 & 7) and studs should
be visually inspected for breakage or missing nuts
during scheduled maintenance checks by inserting a
mirror between the rear tires.

G2-6 Tires and Rims 04/04 G02013

RIM
Tire Removal
DO NOT weld or apply heat on the rim assembly
with the tire mounted on the rim. Resulting
gases inside the tire may ignite causing explo-
sion of tire.
When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely
in place. Do not stand in front of or over the
lockring during inflation procedures. Never
overinflate a tire. Refer to tire manufacturers
recommendations.
1. Place tire and wheel assembly in safety cage
and discharge all air pressure from tire.
2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of frame assembly over the
outer edge of flange (7, Figure 2-6). Make sure
the jaws of the frame are as near to the bead
seat band (6) as possible.
FIGURE 2-6. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub 5. Rim
2. Stud 6. Bead Seat Band
3. Tire Inflation Hose 7. Side Flange
4. Double Spud 8. Lock Ring
G02013 04/04 Tires and Rims
3. Following tool manufacturers instructions,
move tire bead in far enough to permit placing
a wedge between tire and flange at side of
tool.
4. Repeat this procedure at locations approxi-
mately 90° from the first application. Continue
this procedure until tire bead is free from rim.
5. After bead is broken loose, insert flat of tire
tool in beading notch on lockring (8). Pry lock-
ring up and out of groove on rim.
6. Pry in on bead seat band (6) until O-ring (9) is
exposed. Remove O-ring.
7. Remove bead seat band (6) from rim (5) and
remove flange (7).
8. Reposition wheel assembly and repeat
removal procedure on opposite side of tire.
Remove tire from rim.
9. O-Ring 13. Spacer (Optional)
10. Flanged Nut
11. Hose Clamp
12. Clamp Bracket
G2-7
Tire Installation
1. Before mounting tire to rim, remove all dirt and
rust from rim parts, particularly the O-ring
groove and bead seats. It is advisable to touch
up all metal parts with a good anti-rust paint to
prevent bare metal from being exposed to the
weather.
NOTE: Do not allow paint, rust or other
contamination to cover mating faces of lockring (8,
Figure 2-6) and rim (5).
Check to be sure that proper rim parts are used
for reassembly, use of incompatible parts may
not properly secure the assembly resulting in
violently flying parts upon inflation.
2. If tire inflation hose and valve stem assembly
(3) and double spud (4) were removed, reinstall
in rim. Position spud assembly for proper hose
routing.
3. Install inner flange on rim. Coat beads of tire
with tire mounting soap solution.
Prying against tire bead may cause damage to
tire bead and will cause air leaks.
G2-8 Tires and Rims
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 air seal and
cause air leaks at these points.
5. Install outer flange (7, Figure 2-6) in position
and install bead seat band (6). Push in on bead
seat band to expose O-ring groove in rim.
6. Lubricate new O-ring (9) with soap solution and
install in groove of rim.
7. Install lockring (8) and tap into place with lead
hammer. Lockring lug must fit into slot of
rim.
8. With tire inside safety cage, remove valve core
from valve stem and inflate tire to seat beads of
tire and O-ring as specified by tire manufac-
turer.
Use a safety cage whenever possible. Stand to
one side as tire is being inflated. Never start
inflating unless lockring is securely in place. DO
NOT stand in front of or over lockring when
inflating.
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 to push the
tire bead out into position.
10. As soon as seating has been accomplished,
install valve core and inflate tire to recom-
mended tire pressure.
04/04 G02013
 SECTION G3
FRONT WHEEL HUB AND SPINDLE
INDEX

FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Wheel Bearing Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Seal Assembly Gap Check: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

STEERING CYLINDERS AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

G03016 08/02 Front Wheel Hub and Spindle G3-1

 NOTES

G3-2 Front Wheel Hub and Spindle 08/02 G03016

 FRONT WHEEL HUB AND SPINDLE
WHEEL HUB AND SPINDLE ASSEMBLY
The following instructions will cover the complete
removal, installation, disassembly, assembly and
bearing adjustment of front wheel hub and spindle. If
only brake service is to be performed, refer to Sec-
tion "J", "Brake Circuit".
Do not loosen or disconnect any hydraulic brake
line or component until engine is stopped, Key
switch is "Off" for 90 seconds and drain valves
on brake accumulators are opened.
Preparation
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
illuminated.
2. Place the drive system in the REST mode by
turning the Rest switch on the instrument panel
ON. Be certain the REST warning lamp is illumi-
nated.
3. 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.
4. Verify the LINK VOLTAGE lights are OFF. If
they remain on longer than 5 minutes after shut-
down, notify the electrical department.
5. Verify the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.

Removal
Refer to the "Front Tire and Rim Removal" instruc-
tions and remove front tire and rim assembly.
1. Close hydraulic pump shut-off valves.
2. Disconnect speed sensor cable(s) (5, Figure 3-
1) at connector. Tie cables back away from
spindle to prevent damage during spindle
removal.
NOTE: The left brake assembly has two speed
sensors installed.
3. Disconnect disc brake cooling oil hoses (4) at
inlet and outlet ports on brake housing. Also
disconnect brake apply line. Cap hoses and
ports to prevent contamination. Remove the oil
in the brake housing and hub bearings by
removing the hex plug (2) and draining into a
suitable container.
4. Remove lubrication lines from tie rod and steer-
ing cylinder.
FIGURE 3-1. FRONT WHEEL & SPINDLE
INSTALLATION 5. Disconnect tie rod and steering cylinder rod
from spindle being removed. Refer to "Steering
1. Spindle 4. Brake Cooling Hose Cylinder and Tie Rod Removal" in this section.
2. Brake Housing Drain 5. Speed Sensor
3. Disc Brake Housing Connector

G03016 08/02 Front Wheel Hub and Spindle G3-3


The front spindle, brake and wheel hub assembly
weighs approximately 10,250 lbs. (4654 Kg). Be
certain lifting device is capable of lifting the load.
6. Position a fork lift under the wheel hub and
spindle assembly as shown in Figure 3-2. Use
blocking as necessary to prevent applying pres-
sure to disc brake housing when assembly is
lowered from suspension.
7. Remove capscrews and washers (1, Figure 3-
3) securing retainer plate (2) to spindle structure
and suspension. To prevent thread damage,
loosen capscrews in a circular pattern, in torque
increments of 500 ft. lbs. (678 N.m). Remove
retainer plate.
NOTE: A tool may be fabricated locally to aid in
spindle removal. Refer to Tool Group, Section "M" for
fabrication information. Usage of this tool is
described below.
FIGURE 3-2. SPINDLE AND WHEEL HUB
REMOVAL
(Typical)
G3-4 Front Wheel Hub and Spindle
8. Remove 16 of the arm attachment capscrews
(5) as follows:
a. Refer to Figure 3-5 (spindle removal tool )
and remove the capscrews in the steering
arm designated by an an "X".
b. Remove the capscrews using a circular pat-
tern in torque increments of 500 ft. lbs. (678
N.m). Do not attempt to remove each cap-
screw in one sequence!
9. Run a tap (1.25" UNF) in the threads after cap-
screws are removed.
10. Using several 1.25" UNF x 8.00" long , grade 8
capscrews and hardened flatwashers (see Fig-
ure 3-4 for Komatsu part numbers), install the
pusher tool on the bottom of the steering arm.
Lubricant, such as chassis, is recommended for
use on the washers and threads of the cap-
screws.
NOTE: Multiple washers may be required to allow the
pusher capscrews to be effective. One or two
washers can be installed with the pusher tool in place
to gauge the washer height required to prevent
capscrews from bottoming out. The minimum
recommended thread engagement is 1.62 in. (41
mm).
FIGURE 3-3. WHEEL HUB AND SPINDLE
REMOVAL
1. Capscrews 4. Steering Arm
2. Retainer Plate 5. Arm Retainer
3. Spindle Capscrews
08/02 G03016
 FIGURE 3-5. SPINDLE REMOVAL TOOL
1. Capscrew Insertion 2. Tool Structure
Holes ("X")

FIGURE 3-4. SPINDLE REMOVAL TOOL 13. Tighten the capscrews again to the maximum
INSTALLATION specified torque, and using a large hammer and
heat, as specified in the previous step, carefully
1. Capscrew 3. Removal Tool
tap the top surface of the spindle.
(Part No. KC7095) 4. Steering Arm
2. Hardened Washer 5. Spindle NOTE: In extreme cases, it may be necessary to
(Part No. WA0366) 6. Suspension Piston remove additional steering arm retaining capscrews
and use additional pusher capscrews to apply more
force.

14. Lower wheel hub and spindle assembly away

from suspension piston rod. Use care during
Heavy structures and high forces are involved in removal to prevent damage to suspension pis-
this procedure. Use caution at all times when ton rod taper and tapered spindle bore.
applying force to these parts. Sudden release of
15. Move spindle and hub assembly to clean work
the spindle could cause components to move
area for repair.
forcefully and unexpectedly.
11. Install the remaining capscrews in the holes
marked "X" (Figure 3-5). Progressively increase
the torque in a circular pattern until the tapered
piston breaks loose, or 1580 ft. lbs. (2142 N.m)
torque is reached.
12. If the specified torque is reached and the
tapered parts have not separated, apply heat to
the spindle at two places, 180° apart. Do not
exceed 850°F (454°C) saturated temperature
of the spindle.

G03016 08/02 Front Wheel Hub and Spindle G3-5

Installation
1. Clean spindle bore and suspension rod taper to 7. Install tie rod on steering arm using ED8703
be certain they are free of rust, dirt, etc. Lubri- alignment tool. Tighten pin retaining nut to 750
cate spindle bore and suspension rod taper with ft. lbs. (1017 N.m) torque.
multi-purpose grease Number 2 with 5% Molyb- 8. Connect lubrication lines.
denum Disulphide.
10. Install brake system cooling hoses using new
O-rings in the flange fittings. Install brake apply
line. Be certain drain plug (2, Figure 3-1) is
installed.
Use of “anti-seize” compounds that contain cop- 11. Reconnect speed sensor cables.
per are prohibited from use on spindle bores and 12. Install wheel and tire as described in "Front
rod tapers. These lubricants can cause severe Wheel and Tire Installation".
damage. Only use multi-purpose grease Number
2 with 5% Molybdenum Disulphide. 13. Be certain hydraulic pump shut-off valves are
open.
2. Position spindle and wheel hub assembly on
fork lift or similar lifting device as shown in Fig- 14. Start the engine. With the hoist control lever in
ure 3-2. the float position, allow hydraulic oil to circulate
3. Raise the spindle and wheel hub assembly into through the brake cooling system, allowing the
position. front wheel hub and disc brake assembly to fill
with oil.
4. Secure spindle to suspension using retainer
plate (2, Figure 3-3) and capscrews (1). Tighten 15. Bleed air from brake apply line as described in
capscrews using the following procedure: Section "J", Wet Disc Brake Assembly, Brake
Bleeding Procedure.
a. Tighten capscrews uniformly to 500 ft. lbs.
(678 N.m) torque. 16. Shut down the engine. Check hydraulic tank oil
level and refill if necessary. Inspect brake
b. Continue to tighten capscrews in increments assembly and hose connections for leaks.
of 250 ft. lbs. (339 N.m) to obtain a final
torque of 1995 ± 100 ft. lbs. (2705 ± 135
N.m).
5. If removed, install steering arm. Tighten cap-
screws to 1995 ± 100 ft. lbs. (2705 ± 135 N.m)
torque.
6. Install steering cylinder into steering arm. Use
ED8703 sleeve alignment tool (included in tool
group) to position spacers and bearing during
pin insertion. Tighten pin retaining nut to 750 ft.
lbs. (1017 N.m) torque.

G3-6 Front Wheel Hub and Spindle 08/02 G03016

Disassembly
1. Remove wheel hub and spindle as covered in
"Removal" before proceeding to Step 2. Clean
assembly to remove dirt accumulation.
2. To aid in complete disassembly of wheel hub
and spindle assembly, support assembly in a
vertical position using a fabricated spindle
stand.
3. Install six, 0.50 in. diameter x 0.75 in. long
socket head capscrews (34, Figure 3-6) through
the disc brake back plate into the mating holes
in the seal retainer. Tighten securely.
NOTE: The capscrews installed in step 3 will secure
the seal carrier and face seal assembly to the brake
housing during brake removal.
DO NOT ROTATE WHEEL HUB.
4. Disconnect speed sensor cables. Loosen sen-
sor clamping capscrews and remove speed
sensors (16).
5. Remove capscrews (20) and hardened flat-
washers (21) securing brake adapter (19) to
brake housing.
6. Remove cover (5) and discard O-ring seal.
7. Remove capscrews (11) and hardened flat-
washers (12). Remove bearing retainer (13)
and shims (8).
8. Attach a lifting device to the wheel hub/brake
assembly and carefully lift it straight up and off
the spindle. Remove outer bearing cone (7) and
retainer pin (42).
9. Rotate hub vertically 180° and place on block-
ing to prevent damage to wheel studs and
machined surfaces.
10. Remove capscrews (14) and washers (15)
securing seal carrier (37) sensor gear (35) and
shims (36) to wheel hub.
G03016 08/02 Front Wheel Hub and Spindle
11. Remove capscrews (23) and hardened washers
(24) securing brake assembly inner gear to
wheel hub.
12. Attach lifting eyes to brake assembly, attach
overhead hoist and carefully lift off hub. Refer to
Section "J" for brake assembly rebuild instruc-
tions.
13. Remove and discard seal carrier O-ring (38)
14. If bearings require replacement, remove cups (6
& 29) from wheel hub.
15. Remove capscrews (31) and hardened flat-
washers (32). Remove brake adapter and dis-
card O-rings (22 & 25).
16. Remove inner bearing cone (28) and retainer
pin (41).
17. Remove bearing spacer (27).
Cleaning and Inspection
1. Clean all metal parts in fresh cleaning solvent.
2. Inspect wheel hub studs (2, Figure 3-6) and
replace if damaged or broken.
NOTE: If new studs are installed, coat the hole in the
hub and serrated portion of the stud with an anti-
seize compound prior to installation. DO NOT coat
threads.
3. Inspect tapped hole threads and re-tap if neces-
sary.
4. Inspect bearing seating surfaces in hub and on
spindle. Inspect bearing spacer. Use a stone to
carefully dress high spots that may interfere
with re-assembly.
5. Inspect all other machined surfaces for dam-
age.
6. Always use new O-ring seals during assembly.
G3-7
 FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY

1. Wheel Hub 12. Hardened Washer 23. Capscrew 34. Socket Head Capscrew
2. Stud 13. Bearing Retainer 24. Hardened Washer (Temporary)
3. Capscrew 14. Capscrew 25. O-ring 35. Speed Sensor Gear
4. Washer 15. Washer 26. Spindle 36. Shims
5. Cover 16. Speed Sensor 27. Bearing Spacer 37. Seal Carrier
6. Outer Bearing Cup 17. Sensor Bracket 28. Inner Bearing Cone 38. O-ring
7. Outer Bearing Cone 18. Disc Brake Assembly 29. Inner Bearing Cup 39. Spacer (Optional)
8. Shims 19. Brake Adaptor 30. Seal Assembly 40. Capscrew and Washer
9. O-ring 20. Capscrew 31. Capscrew 41. Bearing Retainer Pin
10. Spindle Cap 21. Hardened Washer 32. Hardened Washer 42. Bearing Retainer Pin
11. Capscrew 22. O-ring 33. Drain Plug 43. O-ring

G3-8 Front Wheel Hub and Spindle 08/02 G03016

Assembly
NOTE: All mating surfaces of wheel and brake
components must be clean and dry during
assembly. No thread lubricant is permitted on
these surfaces.
1. Position the spindle vertically.
2. Check bearing cones (7 & 28, Figure 3-6) for
free fit on the spindle (26).
3. Check threads in holes in end of spindle to be
certain capscrews will thread freely into spindle.
If not, re-tap threads.
4. Install bearing cups (6 & 29) in the wheel hub
(1)as follows:
a. Preshrink cups by packing them in dry ice, or
by placing them in a deep-freeze unit.
NOTE: Do not cool below -65°F (-54°C).
b. Install cups in wheel hub bores.
c. After cups have warmed to ambient temper-
ature, press the cups tight against hub shoul-
der as follows:
1.) Inner Cup (29) - Apply 23 tons (20,860
kg) force.
2.) Outer Cup (6) - Apply 21 tons (19,050
kg) force.
5. Install spacer (27). If necessary, tap lightly to
seat spacer against spindle. Spacer must fit
tightly against spindle shoulder.
6. Install pin (41) in groove in spindle and install
inner bearing cone (28) over pin and against the
spacer. (Cone is a loose fit on spindle.)
7. Install wheel hub (1) onto spindle (26). Install
outer pin (42) and outer bearing cone (7).
NOTE: To assure bearing lubrication during initial
operation, lightly lubricate the bearings with hydraulic
oil.
The brake assembly should not be installed at
this time in order to facilitate the bearing adjust-
ment procedure.
8. Install a new O-ring (9) onto spindle cap (10).
Lubricate the O-ring with clean hydraulic oil.
Install the cap into the end of spindle (26). The
tapped holes on the spindle cap must face the
outside for disassembly purposes.
G03016 08/02 Front Wheel Hub and Spindle
Wheel Bearing Adjustment:
9. Install bearing retainer (13) onto the spindle
without any shims. The thickness of the retainer
is etched on the surface of the retainer. This
side should be facing outward. Use 4, equally
spaced capscrews in order to secure the
retainer. Two capscrews must be positioned
adjacent to the 0.50 in. (12.7 mm) diameter
access holes in the retainer.
10. Seat the wheel bearings using the following pro-
cedure:
a. Tighten the 4 capscrews to 80 ft. lbs. (108
N.m) torque. Rotate the wheel hub at least 3
full revolutions.
b. Tighten the 4 capscrews to 160 ft. lbs. (217
N.m) torque. Rotate the wheel hub at least 3
full revolutions.
c. Repeat step 10-b until torque is maintained.
d. Loosen the 4 capscrews and rotate the hub
at least three revolutions.
e. Tighten the 4 capscrews to 60 ft. lbs. (81
N.m) torque. Rotate the wheel hub at least 3
full revolutions.
f. Tighten the 4 capscrews to 100 ft. lbs. (136
N.m) torque. Rotate the wheel hub at least 3
full revolutions.
g. Repeat 10 - f until torque is maintained.
11. Using a depth micrometer, measure and record
the distance between the face of bearing
retainer (13) and spindle (26) through each of
the two 0.50 in (13 mm) diameter access holes.
12. Add the two dimensions measured in step 11
and divide the sum by 2 to obtain the average
depth.
13. Subtract the retainer plate thickness (etched on
the surface of the retainer plate (13) from the
result calculated in step 12.
14. Assemble a shim pack to equal the dimension
calculated in step 13 within 0.001 in (0.0254
mm).
NOTE: Measure the shims individually for accuracy.
The above procedure results in a shim pack which
will provide a nominal 0.020 in. (0.508 mm) preload
for the bearings after assembly.
G3-9
Example:
Step 19 (average depth) 1.416 in.
Step 21 subtract etched dim - 1.375 in.
Step 22 Required shim pack = 0.041 in.
NOTE: After a shim pack has been determined, the
shim pack, spindle, wheel hub, spacer, and bearings
are now an interdependent group. If any of the parts
are replaced, the shim pack is no longer valid, and a
new pack must be calculated.
15. Remove bearing retainer (13), outer cone (7),
outer retainer pin (42), and wheel hub (1) from
spindle (26) for installation of the brake assem-
bly.
Brake Installation
16. Position the wheel hub vertically, on blocking
with the inner bearing bore at top.
17. Assemble brake to hub as follows:
a. Install nine 0.020 in. (0.51 mm) thick shims
(36) on top of the wheel hub flange at each
of the six gear/seal retainer mounting loca-
tions.
b. Install speed sensor gear (35).
c. Install new O-ring (38) in groove in hub. Be
certain O-ring is not twisted. Apply lubricant
to O-ring.
d. Install lift eyes in brake assembly and attach
to overhead hoist.
e. Align hub and seal carrier (37) mounting
holes and lower brake assembly onto hub.
NOTE: Do not remove shipping bars until inner gear
ring of brake assembly is attached to hub
f. Install capscrews (14) and washers (15) from
under hub flange to secure the seal carrier
and gear. Tighten capscrews to standard
torque.
g. Align the brake hub holes with the wheel hub
and install hardened flatwashers (24) and
capscrews (23). Tighten capscrews to 1995
ft. lbs. (2705 N.m) torque.
h. Remove shipping bars from brake assembly.
18. Install a new O-ring (25) to brake adapter (19).
Place the assembly into position on the spindle.
19. Install hardened flatwashers (32) and cap-
screws (31). Tighten capscrews to 1995 ft. lbs.
(2705 N.m) torque.
G3-10 Front Wheel Hub and Spindle
Socket head capscrews (34) are installed to posi-
tion the seal carrier on the brake back plate after
assembly and prior to installation on the Hub/
spindle. In the next step, it may be necessary to
loosen the socket head capscrews slightly to
align the brake assembly holes with the brake
adapter.
NOTE: The following instructions must be performed
carefully to prevent damage during assembly to
brake adapter O-ring seal (22).
20. Prior to installing the hub and brake assembly
on the spindle, install four alignment studs,
spaced 90° apart, in the brake adapter (in place
of capscrews (20) to ensure the brake assembly
is properly aligned during the following steps.
a. Install a new O-ring (22) on brake adapter
shoulder. Be certain the O-ring is not twisted
and properly seated.
b. Lubricate the O-ring with petroleum jelly or
chassis grease.
21. Attach an overhead hoist to wheel hub and
brake assembly. Rotate hub 180° in preparation
for lowering onto spindle.
NOTE: The hoist must be rigid enough to prevent
"springing" or "jerking" as the hub and brake
assembly is lowered into position.
22. Lift hub over spindle and slowly lower, aligning
the brake mounting holes with the alignment
studs.
a. When the brake piston housing is approxi-
mately 0.50 in. (13 mm) from the adapter,
install four capscrews (20) and flatwashers
(21) spaced evenly in between the alignment
studs.
b. Carefully pull the brake and wheel hub
assembly into position by tightening the cap-
screws evenly and in small increments.
c. DO NOT allow the assembly to "cock" (stick
at an angle). If the assembly is cocked, lift
the assembly, and inspect O-ring (22) for
damage. Replace the O-ring if necessary,
and repeat the assembly procedure.
08/02 G03016
 23. After the brake assembly is properly positioned
on the adapter, remove the alignment studs and
install the remaining brake adaptor/brake
assembly mounting capscrews (20) and hard-
ened flatwashers (21). Tighten capscrews to
1995 ft. lbs. (2705 N.m) torque.
24. Install bearing retainer pin (42) in groove in
spindle. Align and slide outer bearing cone (7)
over pin. Lubricate the bearing with clean
hydraulic oil.
25. Install the shim pack, retainer, capscrews, and
hardened washers. Tighten capscrews alter-
nately to 750 ± 75 ft. lbs. (1017 ± 100 N.m)
torque in several successive increments while
rotating the hub.
26. Install a new O-ring (43) on cover (5). Install the
cover, capscrews, and washers. Tighten the
capscrews to standard torque.
27. Remove socket head capscrews (34) securing FIGURE 3-7. MEASURING SEAL GAP
seal retainer (37) to brake assembly (18).
1. Spindle 4. Capscrews
Seal Assembly Gap Check: 2. Wheel Hub 5. Shims
3. Seal Carrier 6. Brake Back Plate
After the assembly of the wheel and brake is com-
plete, the gap between seal carrier (3, Figure 3-7)
and the brake assembly back plate (6) must be mea-
sured and adjusted if necessary.
The ideal gap is 0.433 in (11.0 mm). If necessary, the a. Rotate hub to position the top of a gear tooth
gap must be adjusted, using shims as required to directly under the sensor tip.
maintain a minimum gap of 0.423 in (10.75 mm) to b. Insert a 0.060 in (1.5 mm) feeler gauge
0.443 in (11.25 mm) maximum. between sensor tip and gear tooth and
28. Measure seal gap as follows: adjust sensor clearance.
a. Measure gap, dimension "A", Figure 3-7 at c. Tighten capscrew to lock sensor in place.
three, equally spaced places and record the d. Rotate hub 180° and verify clearance
result. remains within 0.040 in (1.0 mm) minimum to
b. Add the three dimensions and divide the 0.080 in (2.0 mm) maximum.
result by 3 to obtain the average gap width 32. Install speed sensor cables.
29. If average gap width is not between the mini- 33. Install hub and spindle assembly on suspension
mum and maximum allowable range, loosen the per instructions in "Installation".
seal retainer capscrews (4, Figure 3-6) and add
shims (5) as required to reduce the gap or
remove shims to increase the gap. The quan-
tity and thickness of shims at each of the six
locations must be equal.
30. Re-tighten seal retainer capscrews to standard
torque and measure gap as described in Step
28. If necessary, repeat step 29 until the proper
gap is maintained.
31. Install speed sensor(s) (16, Figure 3-6) in sup-
port bracket(s) (17). Adjust sensor gap as fol-
lows:

G03016 08/02 Front Wheel Hub and Spindle G3-11

STEERING CYLINDERS AND TIE ROD
The steering cylinders and tie rod mounting
arrangements are similar. The removal, installation
and bearing wear limits are applicable to both.

Spherical Bearing Wear Limits

It is necessary to determine the condition of spheri- Use extreme caution when performing mainte-
cal bearings on steering linkage components for nance on any vehicle with an active steering
optimum steering performance. Ball diameter new system. Serious injury or death can result from
dimensions and maximum allowable wear specifica- contact with moving parts. Always keep a safe
tions are listed in Table 1. Bearings that exceed the distance from crush points.
maximum wear limits must be replaced.
If premature wear of the bearings is evident, check TABLE 1. STEERING SPHERICAL BEARING
the automatic lubrication system to ensure the WEAR SPECIFICATIONS
proper amount of lubrication is being received at the
joint(s) in question. If lubrication is done manually, Spherical Bearing Ball 3.95 in.
ensure that a sufficient amount of grease is being Diameter (New) (100.33 mm)
applied on a regular basis. Refer to Section P,
"Lubrication and Service", for information on proper 0.040 in.
Maximum Allowable Wear
lubrication intervals. (1.09 mm)

It is also important to ensure that steering linkage

components are tightened to the proper torque. Use
the proper torque specifications listed in this section
for steering linkage components.

This dimension represents

maximum joint wear limit.

NOTE: Pin (3) should

be perpendicular with
surface D when
checking for wear.

FIGURE 3-8. SPHERICAL BEARING WEAR LIMITS

1. Outer Race 3. Pin
2. Ball 4. Bearing Housing

G3-12 Front Wheel Hub and Spindle 08/02 G03016

Removal 3. Remove locknuts (9, Figure 3-9) capscrews,
(3) and retainers (10) from both ends of
1. With engine shut down and key switch "Off",
assembly.
allow at least 90 seconds for the accumulator
to bleed down. Turn the steering wheel to
make sure no hydraulic pressure is present. 4. Remove pins (16 or 18) from each end of
Block front and back of rear wheels. assembly and move assembly to clean work
area.
2. Disconnect hydraulic and lubrication lines at
the steering cylinders. Plug all line connections
and cylinder ports to prevent contamination of
hydraulic system.
The bearing spacers and the washers are
secured by the pin. Take measures to prevent

FIGURE 3-9. STEERING CYLINDER AND TIE ROD INSTALLATION

1. Steering Cylinder 6. Capscrew 11. Bearing 16. Pin
2. Tie Rod Assembly 7. Locknut 12. Steering Arm 17. Sleeve
3. Capscrew 8. Washer 13. Bearing Retainer 18. Pin Structure
4. Spacer 9. Locknut 14. Capscrew 19. Frame
5. Tie Rod End 10. Retainer 15. Washer

G03016 08/02 Front Wheel Hub and Spindle G3-13

Installation
NOTE: Sleeve alignment tool, part number ED8703
included in tool group, should be used to hold
bearing spacers (4, Figure 3-9) and spherical
bearings (11) in position when pins are inserted
during assembly.
1. Align steering cylinder (1) or tie rod end (5)
bearing bore with pin bores in spindle or frame.
Insert bearing spacers (4) and washer (8) if
used.
NOTE: Tie rod is to be installed with clamping bolts
toward the rear of the truck.
Always install pin retaining capscrews from the
top with the locknut on the bottom side at steer-
ing arm as shown in Figure 3-9.
2. Install pins (16 or 18), capscrews (3) and
retainers (10) and secure with locknut (9).
Tighten to 750 ft. lbs. (1017 N.m) torque.
3. Connect hydraulic and lubrication lines to their
respective ports. Operate steering and check
for leaks and proper operation.
Bearing Replacement
1. Remove capscrews (2, Figure 3-10) and lock-
washers (3). Remove bearing retainer (4).
2. Press bearing (1) out of bore in steering cylin-
der or tie rod end.
3. Press new bearing into bore.
4. Install bearing retainers with capscrews and
lockwashers. Tighten capscrews to standard
torque.

FIGURE 3-10. TYPICAL BEARING INSTALLATION

(Steering Cylinder Shown for Reference)

1. Bearing 4. Bearing Retainer

2. Capscrew 5. Rod End
3. Lockwasher

G3-14 Front Wheel Hub and Spindle 08/02 G03016

TOE-IN ADJUSTMENT

1. The steering system must first be centered in

the straight ahead position. Shut down engine
and turn key switch OFF. Allow at least 90 sec-
onds for the accumulators to bleed down. DO
NOT turn the steering wheel. Block front and
back of the rear wheels.
2. Check toe-in by measuring the distance
between the centers of the front tires. These
measurements should be taken on a horizontal
centerline at front and rear of tires. Refer to Fig-
ure 3-11.
3. Radial tires should have equal measurements
(zero toe-in).
4. Loosen clamp locknuts on tie rod and rotate tie
rod as necessary to obtain correct toe-in set-
ting.
5. When adjustment is complete, tighten clamp
locknuts (7, Figure 3-9) on tie rod to 310 ft. lbs
(420 N.m) torque.
6. Remove blocks from rear wheels.

930E TOE-IN DATA in. (cm)

Nominal tie-rod length, radial tires. 144.37 (366.7)
(Zero toe-in)

FIGURE 3-11. MEASURING TOE-IN

G03016 08/02 Front Wheel Hub and Spindle G3-15

 NOTES

G3-16 Front Wheel Hub and Spindle 08/02 G03016

 SECTION G4
REAR AXLE HOUSING ATTACHMENT
INDEX

REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

G04011 11/98 Rear Axle Housing Attachment G4-1

 NOTES

G4-2 Rear Axle Housing Attachment 11/98 G04011

 REAR AXLE HOUSING ATTACHMENT
PIVOT PIN
Removal
1. Park truck on firm level surface and block front
and rear of all tires.

Truck body must be empty and down against

frame before attempting this procedure.

2. Release all brakes.

3. Charge rear suspensions with nitrogen until pis-
tons are fully extended.
4. Place blocks or stands under each frame mem-
ber beneath the hoist cylinders.

FIGURE 4-1. PIVOT PIN ASSEMBLY

1. Truck Frame 10.Capscrew
Blocks must be securely in place before lowering 2. Capscrew 11.Locknut
the frame. Check blocks on wheels to make sure 3. Lockwasher 12.Puller Holes
they are in place. 4. Capscrew 13.Bearing
5. Lock Plate 14.Bearing Retainer
5. Release nitrogen out of front suspensions. 6. Sleeve 15.Pivot Eye Structure
6. Release nitrogen out of rear suspensions. 7. Pivot Pin 16.Bearing Carrier
7. Attach a hoist to lift eye at top of the pivot eye to 8. Spacer 17.Clamp
control downward movement of front of axle 9. Cover Ring
housing.
Installation
8. Disconnect pivot eye bearing lube line. Remove
ground wire between pivot eye and frame. 1. Raise pivot eye (15, Figure 4-1) into position.
9. Remove capscrew (2, Figure 4-1) and lock- 2. Be certain spherical bearing inner race is
washer (3). Remove capscrews (4). Remove aligned. Install cover rings (9) and spacers (8).
lock plate (5). Install pin (7).
10. Install puller using tapped holes (12) in head of 3. Position lock plate (5) by lining up capscrews
pin. Remove pin (7). (4) with capscrew holes in pin. Install cap-
screws.
NOTE: Placement of a pry bar or jack between
4. Rotate pin and lock plate to align capscrews (2)
mounting structure and pivot eye may be necessary
with holes in frame mounting structure.
to push pivot eye down and away from mount
structure. Spacers (8) and cover rings (9) will fall a. Install capscrews (2) and lockwashers (3).
free. b. Tighten capscrews (2) to 175 ft. lbs. (237
N.m) torque.
c. Tighten capscrews (4) to 1715 ft. lbs. (2325
N.m) torque.
5. Install ground wire and lubrication line. Pressur-
ize lube line to assure bearing (13) receives
grease.

G04011 11/98 Rear Axle Housing Attachment G4-3

 6. Charge front suspension as described in “Oiling
and Charging Procedure”, Section “H”.
7. Charge rear suspensions with nitrogen to fully
extend pistons.
8. Remove blocks or stands from beneath the
frame.
10. Release nitrogen from rear suspension and
charge according to procedure in “Oiling and
Charging Procedure”, Section “H”.

Before removing blocks from the wheels, make

sure parking brake is applied.

11. Remove blocks from wheels.

PIVOT EYE BEARING

Disassembly
1. Remove capscrews and locknuts (10 and 11,
Figure 4-2). Remove bearing retainers (14).
Setup an appropriate tool to press spherical
bearing (13) from bearing carrier (16).
2. Inspect all parts and bearing for wear or dam-
age. Replace parts showing excessive wear or
damage. FIGURE 4-2. PIVOT EYE BEARING INSTALLATION
3. Inspect all parts for wear or damage. Replace
10. Capscrew 14. Bearing Retainer
parts showing excessive wear or damage.
11. Locknut 15. Pivot Eye Structure
Spherical Bearing Outer Race O.D. : 13. Spherical Bearing 16. Bearing Carrier
8.75.00 - 8.7488 in. (222.25 - 222.22 mm)
Bearing Bore I.D. :
5.9990 - 6.0000 in. (152.37 - 152.40 mm)
If bearing carrier (16) is damaged or worn, refer
to "Pivot Eye Repair".
Assembly
1. Setup an appropriate tool to press spherical
bearing (13) into bearing carrier (16). Be sure
bearing outer race is flush with bearing carrier
sides.
2. Install bearing retainers (14) with capscrews
and locknuts (10 and 11). Tighten capscrews
(10) to: 310 ft. lbs. (420 N.m) torque.

G4-4 Rear Axle Housing Attachment 11/98 G04011

PIVOT EYE REPAIR
If damage occurs to the pivot eye (4, Figure 4-3), it
may be necessary to remove it from the rear axle
structure (1) to facilitate repair and bearing replace-
ment.
Removal
To remove the axle housing pivot eye:
1. Follow all the proceeding instructions for "Pivot
Pin Removal".
Be certain axle housing (1) and wheels are
blocked securely!
2. Attach a lifting device to the pivot eye (4).
3. Remove capscrews (2) and flatwashers (3).
Remove pivot eye to work area.
Disassembly
1. Remove spherical bearing (13, Figure 4-2) as
described in "Pivot Eye Bearing, Disassem-
bly".
2. If bearing carrier (16) is damaged or worn,
setup an appropriate tool to press bearing car-
rier out of the pivot eye structure bore.
Bearing Carrier (new):
I.D. 8.7484 ± 0.0005 in. (222.209 ± 0.013 mm)
O.D. 9.7520 ± 0.0005 in. (247.701 ± 0.013 mm)
3. Inspect pivot eye structure bore for excessive
wear or damage.
Pivot Eye Bore (new):
9.7500 ± 0.0005 in. (247.650 ± 0.013 mm)
FIGURE 4-3. PIVOT EYE ATTACHMENT
1. Rear Axle Structure 3. Flatwasher
2. Capscrew 4. Pivot Eye
G04011 11/98 Rear Axle Housing Attachment
Assembly
1. Setup an appropriate tool to press bearing car-
rier (16, Figure 4-2) into the bore of the pivot
eye structure (15). Be certain the bearing carrier
is pressed fully into the pivot eye bore, flush
with sides.
Lube groove in bearing carrier outer diameter
must align with lube fitting hole in pivot eye
structure.
NOTE: With parts to correct size, the fit of the
bearing carrier into the bore of the pivot eye
structure may be:
0.0010 in. - 0.0030 in. (0.025 mm - 0.08 mm)
interference fit.
Freezing the bearing carrier will ease installa-
tion.
2. Install spherical bearing (13) as described in
"Pivot Eye Bearing, Assembly".
Installation
1. Be certain mating surfaces of axle housing (1,
Figure 4-3), and pivot eye (4) are clean and not
damaged.
2. Lift pivot eye into position on front of axle hous-
ing. Insert several capscrews (2) and flatwash-
ers (3) to align the parts. Remove the lifting
device.
3. Install the remaining capscrews and flatwash-
ers. Tighten alternately until the pivot eye is
properly seated. Tighten capscrews to 1480 ft.
lbs. (2007 N.m) final torque.
G4-5
ANTI-SWAY BAR
NOTE: The anti-sway bar mounting arrangement is
identical at each end.

Removal
1. Position frame and rear axle housing to allow
use of a puller arrangement to remove anti-
sway bar pins (4, Figure 4-3) on the rear axle
housing and the frame.
2. Block securely between frame and axle hous-
ing.
3. Disconnect lubrication lines. Position a fork lift
or attach lifting device to anti-sway bar (11) for
removal from truck.
4. Remove capscrews (9) and locknuts (10) at
each mount.
5. Attach puller and remove pin (4) from each end
of anti-sway bar.
6. Remove anti-sway bar from mounting brackets.
7. Remove bearing spacers (6).

Installation
1. Start pin (4, Figure 4-3) in through the front of
the frame mount and one spacer (6). Rotate pin
to align retaining capscrew (9) hole with the FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY
hole in the mounting structure (1).
1. Mounting Structure 7. Retainer Ring
2. Raise the anti-sway bar into position and push 2. Capscrew 8. Bearing
pin through spherical bearing, insert second 3. Lockwasher 9. Capscrew
spacer and continue pushing into other ear of 4. Pin 10. Locknut
bracket. If necessary, realign pin with retainer 5. Sleeve 11. Anti-Sway Bar
capscrew hole. Install capscrew (9) and locknut 6. Bearing Spacer
(10).
3. Repeat above procedure to install remaining
pin, spacers, capscrew and locknut at opposite Disassembly
end of bar. Start the pin into the bore of the axle
1. Remove retainer rings (7, Figure 4-3) from
housing mount from the rear of the truck.
bores of both ends of anti-sway bar (11).
4. Attach lubrication lines. Pump grease into bear-
2. Press out spherical bearings (8).
ing to verify line and system is operational.
Cleaning and Inspection
5. Remove blocking.
6. If necessary, recharge suspensions. Refer to 1. Inspect bearing bores of anti-sway bar. If bores
Section “H” for charging procedure. are damaged, repair or replace anti-sway bar.
2. Inspect bearing spacers (6) for damage or
wear.

Assembly
1. Press in new bearings.
2. Install retainer rings. Be certain rings are prop-
erly seated in grooves.

G4-6 Rear Axle Housing Attachment 11/98 G04011

 SECTION G5
REAR AXLE HOUSING
INDEX

REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Filtering Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Particle Size Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Oil Sample Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

ELEMENT SPECIFICATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

G05017 11/02 Rear Axle Housing G5-1

 NOTES

G5-2 Rear Axle Housing 11/02 G05017

 REAR AXLE HOUSING
REAR AXLE HOUSING
Read and observe the following instructions
before attempting any repairs on propulsion sys-
tem components!
• Do not step on or use any power cable as a
hand hold when the engine is running.
• All removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly
trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the
safety of those working in the area of the wheel
motors, and possibly the electrical cabinet and
retarding grids. The following procedures will ensure
the electrical system is properly discharged before
repairs are started.
PREPARATION
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
illuminated.
2. Place the drive system in the REST mode by
turning the Rest switch on the instrument panel
ON. Be certain the REST warning lamp is illumi-
nated.
3. 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. Place the GF Cutout Switch in the
CUTOUT position. (See Figure 3-1, page E3-2,
Propulsion System, for GF switch location.)
4. Verify the LINK VOLTAGE lights are OFF. If
they remain on longer than 5 minutes after shut-
down, notify the electrical department.
G05017 11/02 Rear Axle Housing
5. Verify the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.
Front wheels must be securely blocked to
prevent movement as brakes will be
released.
All electrical cables and hydraulic hoses
should be marked prior to removal.
Close the shut-off valves on the hydraulic
pumps to reduce amount of oil loss from
brake system.
Removal
1. Remove the dump body as outlined in Section
"B". Block up truck and remove rear tires as
described in this Section of the manual.
2. Loosen hose clamps and disconnect wheel
motor cooling air duct from connection on front
center of housing.
3. With the pump shut-off valves in the closed
position, remove drain plugs at bottom of brake
assemblies and drain oil from disc brakes.
4. Disconnect hydraulic hoses at manifold (4, Fig-
ure 5-1). Cap fittings and plug hoses to prevent
contamination.
5. Remove covers from access holes (17).
6. Remove cable grips at right front corner from
wheel motor cables (7), air pressure sensor/
rear light (8) and speed sensor (9) harnesses.
Slide cable grips forward on cables.
7. Remove cable grip mounting cover and slide
forward for access to brake cooling line clamp
inside axle housing.
8. Disconnect brake system cooling lines (2 & 10)
at each brake back plate. Disconnect brake
apply lines (11). Cap and plug openings.
9. Remove clamps (3) securing brake hoses to
spindles.
10. Open rear access cover and remove wing nuts
securing duct tube to axle housing. Remove
tube.
G5-3
 FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS
1. Disc Brake Assembly 6. Relay Valve 12. LH Wheel Motor
2. Brake Cooling Oil Return 7. Wheel Motor Power Cables 13. Park Brake Line
3. Clamp 8. Air Sensor/Rear Light Harness 14. RH Wheel Motor
4. Manifold 9. Speed Sensor Harness 15. Capscrew
5. Cooling Air Duct 10. Brake Cooling Oil Supply 16. Hardened Flatwasher
11. Brake Apply Line 17. Access Hole

11. Open access covers inside axle housing. 17. Remove automatic lube system hoses and
clamps attached to housing. Secure hoses to
12. Disconnect parking brake supply line (13). Dis-
frame to prevent interference during axle hous-
connect and remove RH parking brake supply
ing removal.
line at tee.
18. Remove rear suspensions. Refer to Section
13. Disconnect air sensor hose from duct.
"H".
14. Remove wheel motor cooling air exhaust duct
19. Remove anti-sway bar as described in this
(5) from between wheel motors.
Section.
15. Disconnect wheel motor power cables (7) at
20. Remove pivot pin as described in this Section.
wheel motor terminals. Remove cable clamps
and pull cables from axle housing. 21. Remove wheel motors as described in this
Section.
16. Disconnect air pressure sensor/rear light har-
ness (8) inside axle housing and remove 22. Attach overhead hoist or crane to lift eyes on
clamps. Disconnect speed sensor harness (9) rear axle housing and move from rear of
connectors and remove clamps. Pull both har- frame.
nesses from axle housing.

G5-4 Rear Axle Housing 11/02 G05017

Cleaning and Inspection
1. Thoroughly clean the capscrew holes and
wheel motor mounting faces. Re-tap holes if
threads are damaged.
2. Check wheel motor mounting faces for nicks,
scratches or other damage. Inspect all welds
and repair as necessary.
3. Inspect pivot pin bearing. If worn or damaged,
refer to "Pivot Eye Bearing", this Section, and
repair as required.
4. Inspect brake system relay valve (6, Figure 5-1)
and hoses for leaks. Inspect manifold (4) hose
connections and repair leaks or damaged
hoses.
G05017 11/02 Rear Axle Housing
Installation
1. Position axle housing under frame.
2. Align pivot pin bores and install pivot pin. Refer
to installation procedure earlier in this Section.
3. Install anti-sway bar. Refer to installation proce-
dure earlier in this Section.
4. Install rear suspensions, as described in Sec-
tion "H".
5. Connect auto lube system hoses and clamps.
6. Route wheel motor cables (7, Figure 5-1) into
housing and clamp in place. Install cable grip
mounting plate and cable grips.
7. Install speed sensor harness (9, Figure 5-1)
through housing. Install cable grip.
8. Install air sensor/light harness through housing,
clamp in place and install connectors. Install
cable grip.
9. Install wheel motors, cables, brake lines and
tires as described on the following pages.
10. Connect hoses to manifold (4) at front of hous-
ing.
11. Install air duct (5). Close duct inspection covers
and install duct tube in rear opening of axle
housing.
12. Reconnect wheel motor cooling air duct and
clamp securely.
13. Open pump shut-off valves. Service hydraulic
system.
G5-5
WHEEL MOTOR
Read and observe the following instructions
before attempting removal of the wheel motors or
any repairs on the propulsion system compo-
nents!
• Do not step on or use any power cable as a
hand hold when the engine is running.
• All removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly
trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the
safety of those working in the area of the wheel
motors, and possibly the electrical cabinet and
retarding grids. The following procedures will ensure
the electrical system is properly discharged before
repairs are started.
Preparation
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
illuminated.
2. Place the drive system in the REST mode by
turning the Rest switch on the instrument panel
ON. Be certain the REST warning lamp is illumi-
nated.
3. Shut down the engine using the keyswitch.
Place the GF Cutout Switch in the CUTOUT
position.
4. Verify the LINK VOLTAGE lights are OFF. If
they remain on longer than 5 minutes after shut-
down, notify the electrical department.
5. Verify the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.
G5-6 Rear Axle Housing
Front wheels must be securely blocked to
prevent movement as brakes will be
released.
All electrical cables and hydraulic hoses
should be marked prior to removal.
Close the shut-off valves on the hydraulic
pumps to reduce amount of oil loss from
brake system.
Removal
NOTE: If suitable equipment is available to lift wheel
motor assembly from the axle housing it is not
necessary to remove the truck body. The equipment
used must be capable of lifting and supporting the
weight of the complete wheel motor assembly,
35,050 lbs. (15,913 kg.), must be mobile and must be
capable of aligning the wheel motor to the axle
housing mounting flange during installation. If the
wheel motor must be removed by use of a crane or
overhead hoist, refer to Section "B" for body removal
instructions.
1. Raise the rear of truck as described in this Sec-
tion, until tires clear the ground. Use support
stands or cribbing to block under rear housing.
2. Remove the inner and outer wheels from wheel
motor. Refer to tire and wheel removal instruc-
tions in this Section. Be certain additional cap-
screws have been installed to provide support
for the wheel motor transmission housing while
the rear tires are removed.
3. With the pump shut-off valves in the closed
position, remove the drain plug at bottom of
brake assembly and drain oil from disc brake
housing.
4. Remove covers from access holes (17, Figure
5-1)
5. Disconnect brake system cooling lines (2 & 10)
at brake back plate. Disconnect brake apply
lines (11). Cap and plug openings.
6. Remove clamps (3) securing brake hoses to
spindles.
7. Open rear access cover and remove wing nuts
securing duct tube to axle housing. Remove
tube.
8. Open access covers inside axle housing.
9. Disconnect parking brake supply line for the
motor to be removed. Disconnect air sensor
hose if necessary.
10. Remove wheel motor cooling air exhaust duct
(5) from between wheel motors.
11/02 G05017
 11. Disconnect wheel motor power cables (7) at
wheel motor terminals. Disconnect speed sen-
sor cable at connector in center of housing.
12. Tie up cables and hoses as necessary to pre-
vent damage during wheel motor removal.
Each complete wheel motor assembly weighs
approximately 35,050 lbs. (15,913 kg). Be certain
lifting device is capable of handling the load
safely.
13. Attach lifting device to wheel motor assembly.
DO NOT allow lifting device to contact brake
housing.
14. Remove capscrews (15) and hardened flat-
washers (16) securing wheel motor to rear
housing.
15. Move wheel motor assembly out of axle hous-
ing, using care to prevent damage to brake
hoses if not removed previously.
16. Refer to appropriate GE service information for
wheel motor repair instructions.
Cleaning and Inspection
1. Thoroughly clean the capscrew holes and
mounting faces of the rear housing and the
wheel motor.
2. Re-tap holes if threads are damaged.
3. Check mounting faces of wheel motor and rear
housing for nicks, scratches or other damage.
4. Check components inside axle housing. Inspect
brake system relay valve (6, Figure 5-1) and
hoses for leaks. Inspect manifold (4) hose con-
nections and repair leaks or damaged hoses.
5. Inspect wheel motor power cables, terminals,
cable grips, and clamps. Replace any cables or
hardware that is damaged or worn.
All propulsion system power cables must be
properly secured in their wood or other non-fer-
rous cable cleats. If clamps are cracked or bro-
ken, replace them with new parts. Inspect cable
insulation and replace entire cable if insulation is
damaged.
G05017 11/02 Rear Axle Housing
High tightening force is required on wheel motor
mounting capscrews. Repeated tightening will
cause capscrew material to fatigue and break.
DO NOT reuse wheel motor mounting capscrews
and washers more than twice after original instal-
lation. The mounting hardware must be replaced
after the third use.
The following method is suggested to control the "3 -
Use" maximum:
Punch mark the capscrew heads with a center punch
after each tightening as follows:
• Initial Installation . . . . . . . . . . . . . . . .Zero marks
• Second Installation . . . . . . . . . One punch mark
• Third Installation . . . . . . . . . . . .Two punch marks
Before installation, inspect each capscrew for any
defects and number of punch marks. Replace cap-
screws and washers if two punch marks are evident;
do not reuse if any defect is suspected. Hardware
showing signs of rust, corrosion, galling, or local
yielding on any seat or thread surfaces should be
replaced. Replace mounting hardware if the truck
was operated with the wheel motors in a loose joint
condition. Replace wheel motor mounting hardware
with original Komatsu parts.
The hardened flat washers used in this application
are punched during the manufacturing process,
therefore, they must be assembled with the punch lip
away from head of the mounting capscrews to pre-
vent damage to the fillet between capscrew head and
shank. Refer to Figure 5-2.
FIGURE 5-2. MOUNTING HARDWARE
1. Washer 2. Capscrew
G5-7
Installation
1. Install two guide pins 180° apart in the rear
housing.
The complete wheel motor assembly weighs
approximately 35,050 lbs. (15,913 kg). Be certain
lifting device is capable of handling the load
safely.
2. Lift the wheel motor into position on the axle
housing. Ensure all cables and lines are clear
before installation. If brake system hoses (2,
10, & 11, Figure 5-1) have not been removed,
guide hoses through the spindle holes during
installation
FIGURE 5-3. WHEEL MOTOR DIMPLE MARKINGS
G5-8 Rear Axle Housing
The wheel motors must be properly aligned
before installing onto the axle housing. The
wheel motor has markings which help determine
installation orientation. Two sets of dimples are
located at the 3 o’clock and 9 o’clock positions.
A centerline symbol marks the 12 o’clock posi-
tion of the wheel motor. Refer to Figure 5-3.
The axle housing also contains dimples at the 3
o’clock and 9 o’clock positions next to the wheel
motor mounting rings. Refer to Figure 5-4.
When installing the wheel motors, ensure the
markings on both components line up. The top
capscrew hole on the axle housing may also be
determined by counting the holes in between
the two sets of punch marks. The top hole on
the axle housing should line up with the “CL”
stamping on the wheel motor.
11/02 G05017

Punch Marks
FIGURE 5-4. AXLE HOUSING DIMPLE MARKINGS
3. Install lubricated capscrews and flat washers
securing wheel motor to rear axle housing.
Snug up all capscrews until wheel motor is
seated against axle housing flange at all points.
Final tighten (alternating capscrews 180° apart)
to 1480 ft. lbs. (2007 N.m) torque.
4. Connect power cables (7, Figure 5-1) to their
appropriate location on the wheel motor. Con-
nect speed sensor cable.
All propulsion system power cables must be
properly secured in their wood or other non-fer-
rous cable cleats. If clamps are cracked or bro-
ken, replace them with new parts. Inspect cable
insulation and replace entire cable if insulation is
damaged.
G05017 11/02 Rear Axle Housing
5. Connect brake apply line (11) to the port on the
brake assembly back plate.
6. Using new O-rings, install brake cooling lines.
7. Seal gap around brake cooling hoses (see seal-
ant specification below) where cooling hoses
pass through spindle holes. Install clamps (3).
MASTIC SEALANT
Vendor Product Name:
• Uniseal 310S Sealant
Description:
• 2.00 in. wide x 0.125 in. thick x 120 in.
long roll
Vendor Source:
• Uniseal
1800 W. Maryland Street
Evansville, IN 47712
• Other sources may be available
throughout the world.
NOTE: Brake system hoses must be sealed where
they pass through axle spindle holes to prevent
cooling air loss.
8. Connect air sensor hose, if removed. Install
park brake apply hose (13).
9. Install inspection covers on access holes (17).
10. Install air duct (5). Close duct inspection covers
and install duct tube in rear opening of axle
housing.
11. Open pump shut-off valves.
12. Check wheel motor oil level. Rotate a magnetic
plug to the 6 o’clock position and remove the
plug. The oil level should be even with the bot-
tom of the plug opening. Refer to Figure 5-5. Fill
as necessary.
13. Check hydraulic tank oil level before and after
engine start-up and brake bleeding procedure.
Service as necessary.
14. Bleed the brake apply line according to the
instructions in "Wet Disc Brake Assembly,
Brake Bleeding Procedure", Section "J".
G5-9
 FIGURE 5-5. WHEEL MOTOR OIL LEVEL

15. Remove temporary capscrews previously

installed in wheel motor transmission housing
mounting flange. Install tires and rims using pro-
cedures outlined earlier in this section.
16. Raise truck, remove support stands. Lower
truck and remove jack.

G5-10 Rear Axle Housing 11/02 G05017

WHEEL MOTOR GEAR OIL
Filtering Requirements
Wheel motor gear oil must be changed (or filtered) at
the first 500 hours of operation and every 2500 oper-
ating hours, thereafter. Filtering synthetic oil for
reuse is recommended, and can significantly extend
the life of the oil. Due to their additive formulation, GE
approved oils may last up to a year (5-6 filter cycles),
or possibly longer. After a year, the synthetic oil must
be analyzed by the oil manufacturer if continued use
is desired. A 10 micron filter must be used for filtering
the oil.
Viscosity of filtered oil must be monitored by oil anal-
ysis to ensure proper lubrication. Viscosities below
the condemning limit indicates entry of contamination
that will affect the oil film and lubricating quality. The
condemning limit for 680 oil, is 53cSt when tested at
212° F (100° C), and 588cSt at 104° F (40° C). This
value can be used along with element tracking of
phosphorus, calcium, and zinc to verify correct oil
viscosity. Ensure the appropriate viscosity value is
being maintained for the approved oil you are using.
If the viscosity of the oil is below the acceptable limit,
the oil should be rechecked. If the second test fails,
dispose of the oil. Fill the wheel motor with new, GE
approved oil. The contaminated oil should be prop-
erly disposed of according to local regulations.
If the viscosity of the oil is below the condemning
limits, the oil may be contaminated with hydrau-
lic oil. Ensure all joints are properly sealed before
filling the wheel motor with fresh oil. If hydraulic
oil continues to contaminate the wheel motor,
serious damage to internal components may
result.
Particle Size Analysis
When filtering synthetic oil for reuse, the oil must be
monitored to determine when filtering is necessary.
The process of monitoring the oil for this purpose is
particle size analysis. The test consists of passing a
beam of light through the oil as it passes through a
clear tube. A computer analyzes the quantity and
size of particles contained in the oil.
Particles that are smaller than 5 microns in size are
not large enough to cause any gear or bearing fail-
G05017 11/02 Rear Axle Housing
ures. Particles over 25 microns can damage bear-
ings and must be filtered from the oil.
General Electric (GE) recommends that the oil be
tested according to the International Standards Orga-
nization's ISO Particle Analysis 4406. This standard
documents the size and number of particles permit-
ted in the lubricant. This is an extremely important
measurement of the condition of the oil.
An "ISO Cleanliness Code" is used to document the
number and size of the contaminates that can be tol-
erated in a specific application of a lubricant. An
example of an "ISO Cleanliness Code" would be 18/
13. The first number (18 in this example) applies to
the allowable number of particles between 5 - 15
microns in size. The second number (13 in this
example) applies to the allowable number of particles
between 15 - 25 microns. If the particle count identi-
fied by the "ISO Cleanliness Code" is exceeded or
there are particles present larger than 25 microns,
the oil should be filtered.
GE recommends that a Cleanliness Code of 18/13
be used for motorized wheels. Oil qualified for reuse
must be filtered to 10 microns absolute.
If particle analysis yields a result of greater than 18
for the top number or greater than 13 for the lower
number the motorized wheel oil should be filtered to
10 microns absolute. On occasion, one should check
the results of the filtering process to assure the filter-
ing process is yielding the desired results. Should the
result be unacceptable, check the filter type, particle
size, and condition prior to filtering again.
Flushing
The transmission of the wheel motor must be flushed
using the same oil that is used in normal operation.
The use of solvents or low viscosity oils are not
acceptable.
After flushing to remove contamination from the
wheel motor, the transmission should be filled with
new or filtered oil. A sample should be taken for anal-
ysis after 100 hours of operation. If results of the oil
analysis are within the acceptance range, the wheel
motor may return to the 250 hour interval for oil anal-
ysis. If the results of the analysis are not within the
acceptance range, immediately contact your area GE
or KMS service representative. Large quantities of
loose material in the oil may be an indication of immi-
nent wheel motor failure.
G5-11
Oil Sample Analysis
Spectrographic oil analysis results should be exam-
ined prior to sun pinion gear inspection. The trends of
element parts per million (ppm) or sudden ppm ele-
ment changes can estimate the present condition of
the wheel motor and also predict the immediate
future of the mechanical components within the
wheel motor.
While examining oil sample history, the most impor-
tant characteristic to look for is a rapid increase in the
presence of an element in the oil such as iron (Fe).
Rapid changes in element content indicate that a
component(s) may be deteriorating. In many cases
oil analysis can help detect which component may be
deteriorating and the cause of the failure.
Oil sampling must be done every 250 hours of opera-
tion. The sample must be taken within a half an hour
of truck shut down and within an hour of actual truck
operation. Oil samples that are not taken under this
stipulation will not convey an accurate measurement
of wheel motor condition.
When taking an oil sample, position one of the mag-
netic plugs in the six o’clock position on the wheel.
Oil samples should be taken from this plugged hole
using a flexible tube that is 18 inches (457 mm) in
length. The tube must be inserted downward exactly
12 inches (305 mm) toward the bottom of the torque
tube.
When a sample is extracted from the wheel motor
and placed in a clear bottle, the appearance, as well
as odor of the oil should be inspected. Note any
burning smells or other odors typical of fatigued or
contaminated oil. Check the oil for cloudiness, large
particles, and filming. Any of these conditions indi-
cate a problem.
G5-12 Rear Axle Housing
A gradual rise of elements between oil samples is
normal. Only when a sharp increase occurs is there
evidence that a mechanical failure is imminent. Lev-
els of elements that indicate mechanical stress differ
from element to element. Additionally, oil sampling
criteria established for each element may differ at
each mine site due to factors such as uphill or down-
hill hauling, grades, and speeds.
Elements for the wheel motor that can be detected
with oil analysis are iron (Fe), chromium (Cr), nickel
(Ni), copper (Cu), silicon (Si), phosphorus (P), zinc
(Zn), and calcium (Ca). Monitoring and plotting levels
of these elements should aid in identifying opera-
tional status of the wheel motor. Rapid changes or
high levels of these elements are indicators that
problems exist in the mechanical components.
As stated above, some guidelines for analyzing oil
samples can be given, but specific levels should be
established at the operating mine site. The element
type, maximum ppm, maximum spike allowable
between 250 hour interval oil samples, oil sample
indicators, and possible causes and actions are
listed in the following charts. These charts provide
basic guidelines for analysis of oil sampling informa-
tion.
11/02 G05017
ELEMENT SPECIFICATION CHARTS

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If iron levels are high and other "Soft" iron contamination. Sources are likely to
200 elements are slightly elevated: be casting material.
Iron (Fe) 600
If iron levels are high and other "Hard" iron contamination. Sources are likely
100
elements ppm's are rising rapidly: to be bearing, gears, etc.

Action: A sun pinion and magnetic plug inspection should be done immediately. The magnetic plugs should be
inspected for metal chips and shavings. The sun pinion and low speed planet gears should be inspected for wear
or spalling per GE Transportation Systems AC Wheel (GDY85) Transmission Gear Use Criteria. If the low speed
planet gears fail to meet the inspection criteria the wheel should be removed, disassembled, and gears replaced. If
the low speed planet gears meet the re-use criteria, but the sun pinion fails to meet the reuse criteria, then replace
the sun pinion. Once the sun pinion has been replaced drain the oil and replace with fresh oil. This wheel should
then be monitored closely and replaced if the iron level spikes again.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Chromium If chromium is high and iron is high: A bearing failure is likely in progress.
10 7
(Cr)

Action: The oil should be resampled immediately and a gear train inspection completed. If resampling shows high
chrome, the wheel should be removed from service, disassembled, and the bearings and gears inspected.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Nickel (Ni) 10 5

Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled immedi-
ately and a gear train inspection completed. If the resampling of the oil shows high nickel and chromium, the wheel
should be removed from service, disassembled, and the bearings and gears inspected.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If copper is high with iron high: High iron will produce high copper from the thrust
15
washers and bearings.
Copper (Cu) 50 If copper is high with other elements A thrust washer is rapidly wearing with the likely cause
20 low: of the sun pinion gear thrusting inboard or outboard.

Action: This often indicates a normal wear condition such as minor thrust washer wear. It can also be an indicator
of bearing wear. If bearing wear is a concern review the chromium readings in conjunction with the copper read-
ings. If both the copper and chromium readings spike; remove the wheel from service, disassemble the wheel, and
inspect the bearings. If the only elevated reading is that of copper or lead; remove the sun pinion and check the
outer thrust washer for wear. If the outer thrust washer has worn less than the depth of the oil lubricating grooves
then reassemble the sun pinion, filter the oil and continue to monitor. If the outer thrust washers have worn more
than the depth of the oil lubricating grooves then replace the outer thrust washers, reassemble the sun pinion, filter
the oil and continue to monitor.

G05017 11/02 Rear Axle Housing G5-13

 Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If calcium, zinc, and phosphorus are Hydraulic oil has entered the drive train.
Calcium (Ca) 40 20 high:
Action: If calcium and zinc spike then look at the oil viscosity. If the oil viscosity is below the 53 cSt at 100° C (212°
F) or 588 cSt at 40° C (104° F) condemning limit, the oil should be resampled immediately. If the resampling still
shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the internal brake seals.
The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the
oil viscosity is above 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) then monitor the wheel for any further
changes in viscosity

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Zinc (Zn) 75 40 If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train.
25 If zinc is high without high calcium and High mechanical wear of components is
phosphorus: occurring.

Action: If zinc and calcium increase proportionally then look at the oil viscosity. If the oil viscosity is below the 53
cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the oil should be resampled immediately. If
the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the
internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any
circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) then monitor the
wheel for any further changes in viscosity.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Phosphorus If phosphorus, zinc, and calcium are Hydraulic oil has entered the drive train.
400 150
(P) high:

Action: If the oil viscosity is below the 53 cSt at 100° C (212° F) or 588 cSt at 40° C (104° F) condemning limit, the
oil should be resampled immediately. If the resampling still shows a spike in phosphorus and low viscosity, remove
the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should
be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100° C (212° F) or
588 cSt at 40° C (104° F) then monitor the wheel for any further changes in viscosity.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
20 If silicon is high with other elements high: High wear of components.
Silicon (Si) 50 If silicon is high with other elements low: Dirt has entered the drive train. Flush wheel
25
motor.
Action: Flush the wheel motor and monitor element levels.

To fully utilize oil sampling analysis, complete information should be kept with the truck. Necessary information
includes: the truck identification number at the mine site, truck serial number, side of truck the wheel motor is on,
dates when wheel motors are changed (include serial numbers of wheels), the type of oil, viscosity of the oil, sam-
ple date, hours on wheel, hours on oil, and element count. Refer to the chart below. Information in this format can
be easily sent to equipment manufactures and gives required information to analyze the results of oil samples.
Separate records for each wheel motor should be kept in this format.

Contamination can reduce sun pinion gear life significantly, as well as the rest of the drive train. Additional
component (sun pinion gear, etc.) inspections may be required, in addition to normal maintenance interval
inspections, if oil samples from a wheel motor show elements are above normal or rapidly elevating.

G5-14 Rear Axle Housing 11/02 G05017

G05017 11/02 Rear Axle Housing G5-15
 NOTES

G5-16 Rear Axle Housing 11/02 G05017

 SECTION H

HYDRAIR® II SUSPENSIONS

INDEX

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1

REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1

OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1

H01013 Index H1-1

 NOTES

H1-2 Index H01013

 SECTION H2
FRONT SUSPENSION
INDEX

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

"TURN-OF-THE-NUT" Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

MINOR REPAIR ONLY (LOWER BEARING & SEALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Lower Bearing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Lower Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

H02011 03/03 Front Suspensions H2-1

 NOTES

H2-2 Front Suspensions 03/03 H02011

 FRONT SUSPENSION
The HYDRAIR®II suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assem-
bly.
The front suspension cylinders consist of two basic
components; a suspension housing attached to the
truck frame and a suspension rod attached to the
front spindle.
Check valves and orifice dampening holes control
suspension travel to provide good ride qualities on
haul roads under loaded and empty conditions.
The front suspension rods also act as kingpins for
steering the truck.
The HYDRAIR®II suspension cylinder requires only
normal care when handling as a unit. However, after
being disassembled these parts must be handled
carefully to prevent damage to the machined sur-
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
FIGURE 2-1. SUSPENSION CHARGING VALVE
1. Suspension Housing 4. Vent Plug
2. Cap Structure 5. Charging Valve
3. Pressure Sensor
Port
H02011 03/03 Front Suspensions
Removal
1. Park unloaded truck on hard level surface.
Block wheels and set parking brake. Remove
front wheel and tire according to "Removal"
instructions in Section G; "Front Tire and Rim".
Remove front wheel hub and spindle as cov-
ered in Section G.
2. Remove boot clamp and boot from around sus-
pension.
3. Discharge nitrogen pressure from suspension
by removing cap from charging valve (5, Figure
2-1). Turn the charging valve swivel nut (small
hex) (2, Figure 2-2) counterclockwise 3 full
turns to unseat valve seal (DO NOT turn more
than three turns). DO NOT TURN LARGE HEX
(4) (see DANGER below). Wearing face mask
or goggles, depress valve stem until all nitrogen
pressure has been relieved.
Make certain only the swivel nut (2) turns. Turn-
ing the complete charging valve assembly may
result in the valve assembly being forced out of
the suspension by the gas pressure inside.
4. After all nitrogen pressure has been relieved,
loosen large hex (3) and remove charging valve
assembly (Figure 2-2). Discard O-ring (9).
FIGURE 2-2. CHARGING VALVE INSTALLATION
1. Valve Cap 3. Charging Valve Body
2. Swivel Nut (Large Hex)
(Small Hex) 4. Vent Plug
H2-3
 5. Place a suitable container under suspension
cylinder. Remove bottom drain plug (19, Figure
2-8) and allow cylinder to drain completely. A
properly charged front suspension cylinder
contains 24.3 gallons (92 l) of oil.
NOTE: Front HYDRAIR®II suspensions are
equipped with lower bearing puller holes. If only rod
wiper, rod seals, O-ring and backup ring or lower
bearing replacement is required, it will not be
necessary to remove suspension from truck. Refer to
"Minor Repair Only (Lower Bearing & Seals)" for
bearing removal and installation.

6. If major suspension rebuild is required, continue

removal procedure.
7. Attach fork truck or suitable lifting device to sus-
pension. Secure suspension to lifting device.

The front HYDRAIR®II suspension weighs

approximately 6150 pounds (2790 kg). Be certain
the lifting device to be used is of sufficient
capacity to handle load.

8. Remove capscrews and washers (1, Figure 2-

3) and nuts and washers (2).
FIGURE 2-3. SUSPENSION INSTALLATION
9. Remove capscrews and washers (8), and nuts
and washers (10). 1. Capscrew, Washers 6. Capscrews, Washers
2. Nuts, Washers 7. Piston
10. Remove capscrews and washers (6), and spac- 3. Housing 8. Capscrews, Washers
ers (9). 4. Mounting Surface 9. Spacer
11. Move suspension to a clean work area for dis- 5. Shear Bar 10. Nuts, Washers
assembly.

Installation 2. Inspect suspension and frame mounting sur-

Use the following procedure for preparing mounting faces and spotfaces for flatness. Surface finish
surfaces and mounting hardware. must not exceed 250 (RMS) (medium tool cut).
Surface flatness must be within 0.010 in. (0.254
1. The mounting surface of both the suspension mm).
and the frame must be clean and dry. Use a
3. Clean and dry all capscrews, nuts and washers
cleaning agent that does not leave a film after
as stated in Step 1, above.
evaporation, such as trichlorethylene, tetrachlo-
rethylene, acetone or lacquer thinner.

When using a cleaning agent, follow the manu- NOTE: The use of dry threads in this application
facturer's instructions for use, proper ventilation is not recommended. Due to the high tightening
and/or use of breathing apparatus. forces required to load these capscrews, dry
threads may cause damage to tools.

H2-4 Front Suspensions 03/03 H02011

 4. Lubricate capscrew threads, capscrew head
seats, washer face, and nut seats with a rust
preventive compound. Approved sources are:
• AMERICAN ANTI-RUST GREASE #3-X from
Standard Oil Division of American Oil Company.
• RUSTOLENE D grease from Sinclair Oil
Company.
• GULF NORUST #3 from Gulf Oil Company.
• RUST BAN 326 from Humble Oil Company.
• 1973 RUSTPROOF from the Texas Company.
• RUST PREVENTIVE GREASE-CODE 362 from
the Southwest Grease and Oil Company.
NOTE: If none of the rust preventive greases listed
above are available for field assembly, use one of the FIGURE 2-4. INSTALLATION OF HARDENED
following lubricants: FLATWASHER

• SAE 30 weight oil. 1. Hardened Flatwasher 2. Capscrew

• 5% Molybdenum - Disulphide Grease

NOTE: Special hardened flat washers are punched

High tightening force is required to load front
suspension mounting capscrews. Repeated
tightening operations will cause capscrew mate-
rial to fatigue and break. DO NOT reuse mounting
hardware (capscrews, hardened washers, and
nuts) more than twice after original installation (3
total - see NOTE below). Replace capscrews,
washers and nuts after third use.NOTE: The fol-
lowing method is suggested to control the "3 -
Use" maximum:
Punch mark the capscrew heads with a center punch
after each tightening as follows:
Initial InstallationNo (0) marks.
Second InstallationOne (1) punch mark.
Third InstallationTwo (2) punch marks.
Suspension mounting capscrews are specially
hardened bolts to meet or exceed Grade 8
specifications. Replace only with bolts of correct
hardness. Refer to Komatsu Parts Catalog for correct
part number. Before installation, inspect each
capscrew for any defects and number of punch
marks. Replace capscrew and related hardware if
two punch marks are evident; do not reuse if any
defect is suspected. Hardware showing signs of rust,
corrosion, galling or local yielding on any seat or
thread surfaces should be replaced. Replace all
suspension mounting hardware, if the truck was
operated with the suspension mounting in a loose
joint condition.
during the manufacturing process, therefore when
used under the capscrew head they must be
assembled with the inside diameter radius of the hole
toward the head (punch lip away from head) to
prevent damage to the fillet between capscrew head
and shank. See illustration above.
5. Attach fork truck or lifting device to suspension
and mount suspension to the truck frame mak-
ing certain shear bar (5, Figure 2-3) is flush with
end of suspension keyway. Install fourteen cap-
screws (1, 6, 8) with hardened washers and
nuts. (A flatwasher is used under each cap-
screw head and each nut.) The four bottom
holes tapped into suspension housing require
capscrews (6) with hardened washers, and
spacers (9) only.
6. The capscrews are now ready for tightening
using the "Turn-of-the-Nut" Tightening Proce-
dure described on the following page.
NOTE: The "Turn-of-the-Nut" tightening procedure
was developed for high strength capscrews (grade 8
or better) in this joint application only. Do not use this
tightening method for other joint types or capscrews
of lesser grade/size.

H02011 03/03 Front Suspensions H2-5

"TURN-OF-THE-NUT" Tightening Procedure
a. Tighten all fourteen capscrews (1, 6, 8, Fig-
ure 2-3) to 400 ± 40 ft.lbs. (542 ± 5 N.m)
torque. Use a torque wrench of known cali-
bration.
b. Maintain this torque on the top two corner
capscrews and the bottom outer four cap-
screws (item 8, the 4 bottom capscrews with
nuts).
c. Loosen the 8 remaining capscrews and then
tighten again using "turn-of-the-nut" tighten-
ing procedure as follows:
d. For the four, 6.0 in. (15 cm) long capscrews
(1, Figure 2-3) at the upper mount, tighten
capscrews initially to 70 ft.lbs. (95 N.m)
torque; then advance capscrew head 60°
using steps d-1.) through d-3.). Refer to Fig-
ure 2-5.
FIGURE 2-5. REFERENCE MARKS FOR 60
DEGREE ADVANCE
(6.0 in. (15 cm) Capscrews)
For the four inner, 14.0 in. (36 cm) long capscrews
(6, Figure 2-3), tighten capscrews initially to 100 ft.
lbs. (136 N.m) torque; then advance capscrew head
120° using steps d-1 thru d-3. Refer to Figure 2-6.
FIGURE 2-6. REFERENCE MARKS FOR 120
DEGREE ADVANCE
(14.0 in. (36 cm) Capscrews)
H2-6 Front Suspensions
1.) Mark a reference line on a corner of the
hexagonal capscrew head or nut and the
mounting surface opposite this corner as
shown. Then mark the position located 60°
or 120° clockwise relative to the first refer-
ence line on the mounting surface. Refer to
Figures 2-5 and 2-6.
2.) To insure that the opposite end of the turn-
ing member, either the capscrew head or
nut remains stationary, scribe a reference
mark for this check.
3.) Each corner of a hexagon represents 60°.
The turning member, either the capscrew
head or nut, is turned until the marked cor-
ner is adjacent with the marked reference
line. Check to make sure that the opposite
end of the turning member has NOT turned
during the tightening procedure. NOTE: Do
not exceed 4 RPM tightening speed. Do
not hammer or jerk wrench during the tight-
ening procedure.
e. Loosen the top two corner capscrews (1)
and the bottom outer four capscrews (8, the
4 bottom capscrews with nuts).
1.) Tighten the top, two corner 6.0 in. (15 cm)
capscrews to 70 ft.lbs. (95 N.m) torque,
then use "turn-of-the-nut" method to
advance capscrew heads 60°.
2.) Tighten the bottom, outer four 14.0 in. (36
cm) capscrews to 200 ft.lbs. (271 N.m)
torque, then use "turn-of-the-nut" method
to advance capscrew heads 120°.
NOTE: If for any reason, these fasteners need to be
checked for tightness after completing the above
procedure; loosen and inspect all 14 capscrews and
repeat entire process, starting with cleaning and
lubricating capscrews, washers, and nuts. In
addition, the capscrew head will need to be
appropriately marked to show an additional use.
7. Charge suspension with dry nitrogen to fully
extend suspension piston before installing front
wheel hub and spindle.
8. Install wheel, spindle, and tire according to
instructions in Section "G".
9. Service the suspension. For instructions refer to
HYDRAIR®II "Oiling and Charging Procedure".
10. Install suspension boot and secure with clamp.
03/03 H02011
MINOR REPAIR ONLY
(LOWER BEARING & SEALS)
Lower Bearing Removal
If only rod wiper, rod seals, bearing, O-ring and
backup rings are to be replaced, refer to steps below
for lower bearing removal.
1. Remove lower bearing capscrews and hard-
ened washers (20 & 21, Figure 2-8). Install
pusher bolts into tapped holes in bearing flange.
2. Tighten pusher bolts evenly and prepare to sup-
port bearing as it exits the suspension housing.
Remove lower bearing (18).
3. Remove wiper (27), rod seal (26), step seal
(25), O-rings (22), backup rings (23).

Lower Bearing Installation

1. Install new rod seal (26), step seal (25) and rod
wiper (27).

When installing backup rings with rod seal (26)

and step seal (25), be certain radius is positioned
toward the seal and the white dot is positioned
away from the seal as shown in Figure 2-8.

2. Install new O-rings (22) and backup rings (23)

in their appropriate grooves in the lower bearing
(18).
NOTE: Backup rings must be positioned toward the FIGURE 2-7. PISTON ROD REMOVAL
flange of bearing retainer as shown in Figure 2-9. 1. Capscrew 9. Steel Ball (2 ea.)
3. Install temporary, guide bolts to ensure bolt 2. Hardened Flatwasher 10. Roll Pin
hole alignment as bearing retainer is seated. Lift 3. Capscrew 11. Nut
lower bearing (18) assembly into place and 4. Hardened Flatwasher 12. Piston Stop
carefully start into suspension housing. 5. Upper Bearing 13. Key
4. Install capscrews and hardened washers (20 & Retainer 14. O-Ring & Backup
21). Tighten capscrews to 500 ft.lbs. (678 N.m) 6. Housing Ring
torque. 7. Piston 15. Cap Structure
8. Socket Head
5. Install wheel, tire and spindle assembly. Refer Capscrew
to steps in Section "G", for installation instruc-
tions.

H02011 03/03 Front Suspensions H2-7

 FIGURE 2-8. FRONT SUSPENSION
1. Housing 15. Roll Pin
2. Cap Structure 16. Steel Check Ball
3. Capscrew 17. Piston
4. Hardened Washer 18. Lower Bearing
5. O-Ring 19. Plug
6. Backup Ring 20. Capscrew
7. Capscrew 21. Hardened Washer
8. Hardened Washer 22. O-Ring
9. Charging Valve Assy. 23. Backup Ring
10. Vent Plug 24. Key
11. Plug (Pressure 25. Step Seal
Sensor Port) 26. Rod Seal
12. Upper Bearing 27. Rod Wiper
Retainer 28. Capscrew (Plug)
13. Piston Stop
14. Nut

H2-8 Front Suspensions 03/03 H02011

MAJOR SUSPENSION REBUILD
Disassembly Assembly
NOTE: Refer to your Komatsu Distributor for NOTE: All parts must be completely dry and free of
HYDRAIR®II repair information and instructions not foreign material. Lubricate all interior parts with clean
covered in this manual. HYDRAIR® suspension oil (see Oil Specification
under "Oiling and Charging Procedure").
1. With suspension held in a vertical position (end
cap up), remove capscrews (1, Figure 2-7) and
Use care not to damage the machined or plated
hardened washers (2). Attach hoist to end cap
surfaces, O-rings or seals when installing piston
structure (15) and lift end cap out of suspension
assembly.
housing (6) until piston stop (12) contacts upper
bearing (5). Remove capscrews (3) and hard-
ened washers (4). Lift cap structure and bearing 1. Install new rod seal (26, Figure 2-8), step seal
from housing. (25), and rod wiper (27).
2. Remove roll pin (10), nut (11), piston stop (12)
and key (13). Separate cap and bearing.
Remove O-rings and backup rings (14).
Remove bearing (5).
3. Rotate the suspension 180°.
When installing backup rings with rod seal (26)
NOTE: Steel balls (9) will fall free when the housing and step seal (25), be certain radius is positioned
is rotated. toward the seal and the white dot is positioned
4. Attach lifting device to the piston (7) and care- away from the seal as shown in Figure 2-8.
fully lift out of housing.
5. Remove capscrews and washers (20 & 21, Fig- 2. Install new O-rings (22) and backup rings (23)
ure 2-8). Install pusher bolts and remove lower in their appropriate grooves in the bearing (18).
bearing (18).
6. Remove and discard rod seal (26) step seal NOTE: Backup rings must be positioned toward
(25) and rod wiper (27). Remove and discard O- bearing retainer bolt flange as shown in Figure 2-9.
rings (22) and backup rings (23).

FIGURE 2-9. BACK-UP RING PLACEMENT

1. O-Ring 3. Lower Bearing

2. Backup Ring

H02011 03/03 Front Suspensions H2-9

 3. Install lower bearing assembly (18) into lubri-
cated suspension housing. Install capscrews
and hardened lockwashers (20 & 21) through
retainer flange and into tapped holes in hous-
ing. Tighten to 500 ft. lbs. (678 N.m) torque.
4. Install new backup rings and O-rings (14, Fig-
ure 2-7) in end cap grooves. Backup rings must
be positioned toward the flange on the end cap.
5. Slide upper bearing over cap structure rod (15).
6. Install key (13) and piston stop (12) on cap
structure rod. Make sure piston stop is fully
NOTE: If suspension is to be stored, put in two pints
seated against the rod shoulder. Install locknut
(1.0 L) of a rust preventive oil. (This oil must be
(11) against piston stop. Tighten locknut one
drained when suspension is put into service.)
half turn further, until hole for the roll pin (10) is
in alignment. Install roll pin.
7. Attach a lifting device to top side of end cap
assembly. Lower assembly down on piston (7).
Insert steel balls (9) in holes in piston prior to
fully seating bearing on top of piston. A small
amount of petroleum jelly will prevent the balls
from dropping out during assembly.
8. Install upper bearing (5) onto piston rod. Secure
bearing in place with NEW capscrews (3) and
hardened washers (4). Tighten capscrews to
500 ft. lbs. (678 N.m) torque.
NOTE: ALWAYS use new capscrews (3, Figure 2-7)
during assembly. Used capscrews will be stressed
and fatigued because of loads imposed on these
capscrews during operation.
9. Apply a light coating of petroleum jelly to the
seals, wiper and bearings. With suspension
housing in a vertical position, carefully lower the
piston rod and end cap assembly into the bore
of the cylinder housing to its fully retracted posi-
tion
10. Install capscrews and hardened washers (1 & 2)
and tighten to 500 ft. lbs. (678 N.m) torque.
11. Install bottom plug (19, Figure 2-8) and tighten
to 13 ft. lbs. (17.5 N.m) torque.
12. Install charging valve and new O-ring (5, Figure
2-1). Lubricate O-rings with clean HYDRAIR®
oil before threading into end cap. Tighten large
hex of charging valve to 16.5 ft. lbs. (27.4 N.m)
torque.
13. Leak test suspension with piston retracted by
applying 1100 ± 200 psi (7480 ± 1360 kPa) air
or nitrogen pressure for 20 minutes minimum;
no leakage is permitted. Do Not allow the pis-
ton to extend during testing.

H2-10 Front Suspensions 03/03 H02011

 SECTION H3
REAR SUSPENSION
INDEX

REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

H03009 3/03 Rear Suspensions H3-1

 NOTES

H3-2 Rear Suspensions 3/03 H03009

 REAR SUSPENSIONS
The HYDRAIR® II suspensions are hydro-pneumatic Removal
components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assem- TABLE 1. TOOL LIST FOR SUSPENSION PIN
bly. The rear suspension cylinders consist of two REMOVAL
basic components; a suspension housing attached to
Part Number Description Quantity
the rear axle housing, and a suspension rod attached
to the frame. EJ2847 Pin Removal Tool 2
The HYDRAIR® II suspension cylinder requires only EJ2848 Cylinder 1
normal care when handling as a unit. However, after
being disassembled these parts must be handled EJ2849 Hand Pump 1
with extreme care to prevent damage to the EJ2850 Shackle 2
machined surfaces. Surfaces are machined to
extremely close tolerances and are precisely fitted. MM0093
Capscrew
4
All parts must be completely clean during assembly. (M16 x 2 x 70 mm)

NOTE: Suspension mounting pins must contain

threaded holes at the inboard end of each pin in
order to use the removal tools listed above. If the
pins do not contain the necessary holes, new pins
may be purchased, or a rework of the pins is
necessary. Refer to Figure 3-5 for pin rework details.
1. Remove capscrews, washers, and shield (2,
Figure 3-1) from the suspension.

FIGURE 3-2. CHARGING VALVE

1. Valve Cap 6. Valve Body
FIGURE 3-1. REAR SUSPENSION INSTALLATION 2. Seal 7. O-Ring
1. Mounting Pins 3. Suspension Cylinder 3. Valve Core 8. Valve Stem
2. Piston Rod Shield 4. Swivel Nut 9. O-Ring
5. Rubber Washer

H03009 3/03 Rear Suspensions H3-3

 2. Remove charging valve cap, (1, Figure 3-2)
loosen small hex (4) on charging valve and
turn counterclockwise three full turns to unseat
valve seal. Connect suspension charging kit.

Make certain only the swivel nut turns. Turning

the complete charging valve assembly may result
in the valve assembly being forced out of the
suspension by the gas pressure inside.
3. If necessary, charge the suspension to be
removed with dry nitrogen until the rod is
exposed approximately 5.0 in. (127 mm).
4. Place stands or cribbing under the truck frame
at each hoist cylinder mount.
5. Open valve on suspension charging kit to
release nitrogen from the suspension. Discon-
nect charging kit. FIGURE 3-3. SUSPENSION MOUNTING PIN
Typical, top & bottom
6. Disconnect lubrication lines. Disconnect pres-
sure sensor cable. 1. Pin 6. Bearing
7. Position a fork lift under the suspension hous- 2. Retainer Capscrew 7. Capscrew
ing, above the lower mounting pin. Secure sus- 3. Locknut 8. Washer
pension to fork lift. 4. Bearing Spacer 9. Sleeve
5. Retainer Ring

12. Apply pressure to the cylinder using the hand

pump (not shown).
The rear HYDRAIR®II suspension weighs approx-
imately 2,470 pounds (1120 kg.). Be certain the
capacity of the lifting device used is sufficient for
lifting this load.
Do not exceed 10 tons of force when applying
NOTE: The mounting arrangement for the top and pressure to the cylinder. Damage to the tool or
bottom pins is identical. suspension components may result, as well as
8. Remove locking capscrew (4, Figure 3-4) from personal injury to maintenance personnel.
the lower suspension pin that is to be removed.
The locking capscrew on the remaining cylinder
must remain installed.
9. Install pin removal tool (1) to each lower pin
using the capscrews listed in Table 1. Tighten
the capscrews to a torque of 177 ± 17 ft.lbs
(240 ± 24 Nm).
10. Attach both shackles (2) to cylinder (3).
11. Attach each shackle to pin removal tools (1), as
shown above.

FIGURE 3-4. REAR SUSPENSION

PIN REMOVAL TOOL
1. Pin Removal Tool 3. Cylinder
2. Shackle 4. Locking Capscrew

H3-4 Rear Suspensions 3/03 H03009

 13. When the cylinder reaches the end of its stroke,
remove one of the shackles from the cylinder
and connect the cylinder shackle directly to the
pin removal tool. This is necessary to pull the
pin the remaining distance.
14. Remove the pin from the lower mounting.
15. Install the tool on the upper pin and repeat the
pin removal process. (If the pin does not contain
the necessary puller holes, an alternative
removal method is needed.)
16. Remove the cylinder from the truck.
17. If it is necessary to remove the remaining rear
suspension cylinder, insert the pins back into
the upper and lower mountings.
18. Secure the pins using locking capscrews (4),
and repeat the removal process.
FIGURE 3-5. SUSPENSION PIN REWORK
H03009 3/03 Rear Suspensions
Installation
1. Inspect mounting bore sleeves (9, Figure 3-3)
and bearing spacers for damage or wear.
Check fit of pins in bores prior to installing sus-
pension. Replace worn or damaged parts.
2. As noted earlier, all pins must have 2 threaded
holes at the inboard ends of the pin for future
pin removal tool usage. Install new pins or
rework the existing pins per Figure 3-5.
3. Secure suspension to fork lift and raise into
position. (Suspension assembly should be
retracted as far as possible prior to installation.)
4. Position top suspension eye with its spherical
bearing, between the ears on the frame as
shown in Figure 3-3. Be certain the upper and
lower mounting eyes are aligned and the vent
plugs are positioned to the rear.
5. Lubricate all pin to bearing and pin to sleeve
contact surfaces with Anti-Seize. Lubricating
the pin surfaces aids in removal and installation,
as well as prevention of rust and corrosion.
6. Align the retaining capscrew hole in pin (1, Fig-
ure 3-3) with the hole in the mounting bore.
Drive in far enough to hold pin in position.
7. Insert spacer (4) and continue to drive the pin in
through the spherical bearing. Insert the
remaining spacer and continue to drive the pin
in until the retaining capscrew hole is aligned
with the hole in the pin.
8. Install capscrew (2) and locknut (3). Tighten to
343 ft. lbs. (465 N.m) torque. If further align-
ment of the capscrew and hole are necessary,
install a pin removal tool onto the pin. Use the
tool in conjunction with a large pipe wrench or
other suitable device to align the locking cap-
screw holes.
9. Lower the suspension housing until the lower
mount bearing aligns with the bore in the rear
axle housing and repeat the above procedure to
install the bottom pin. Mounting components in
the top and bottom joints are identical.
10. Install the nitrogen charging kit and add nitrogen
to raise frame off stands or cribbing, or use a
lifting device if available.
11. Connect lubrication lines and pressure sensor.
12. Service the suspension. For instructions, refer
to HYDRAIR® II "Oiling and Charging Proce-
dure", this section.
13. Install piston rod shield (2, Figure 3-1) with the
capscrews, flat washers, and lockwashers.
H3-5
Disassembly
NOTE: The suspension should be placed in a fixture
which will allow it to be rotated 180° vertically.
1. Depress charging valve stem to insure all nitro-
gen gas pressure has been released prior to
removing charging valve. Wear face mask or
goggles while relieving nitrogen gas.
2. Remove charging valve cover. Remove charg-
ing valve (12, Figure 3-6). Remove and discard
charging valve O-ring. Remove vent plug (14).
3. Remove protective shields (8), if installed.
Place the suspension in a vertical position (pis-
ton rod down), and drain the suspension oil
through the vent port. A properly charged rear
suspension cylinder contains 10.2 gallons (39 l)
of oil.
4. Rotate the suspension 180°. Remove socket
head capscrews (18) and pull suspension pis-
ton assembly (5) from housing (1). The housing
bearing (21) will be removed with the piston
assembly.
5. Remove capscrew and hardened washers (2 &
3). Remove piston bearing (4) from piston rod.
Remove ball checks (22) from piston. Slide the
housing bearing (21) off of the piston.
6. Remove and discard wiper seal (15), double lip
seal (16), step seal (17), O-rings (20), and
backup rings (19) from housing bearing.
7. Remove vent plug (7).
8. If the spherical bearings (6, Figure 3-3) require
replacement, remove the retainer rings (4).
Press bearing out of bore.
Cleaning and Inspection
1. Clean all parts thoroughly in fresh cleaning sol-
vent. Use a solvent that does not leave a film
after evaporation, such as Trichlorethylene,
Acetone or Laquer Thinner.
When using cleaning agents follow the solvent
manufacturer's instructions.
2. Dry all parts completely using only dry, filtered
compressed air and lint free wiping materials.
3. Inspect all parts for evidence of wear or dam-
age. Inspect plated surfaces for scratches,
nicks or other defects. Replace or repair any
damaged parts.
H3-6 Rear Suspensions
NOTE: If other repairs are necessary, refer to your
local Komatsu Distributor for repair information and
instructions not covered in this manual.
Assembly
Assembly must be accomplished in a clean, dust free
work area. All parts must be completely clean, dry
and free of rust or scale. Lubricate all interior parts
and bores with fresh suspension oil. (See Oil Specifi-
cations under "Oiling and Charging Procedure", this
section).
1. Install the spherical bearing (6, Figure 3-3) in
the eye of the piston rod and of the cylinder
housing.
2. Place the ring retainers (5) in position to secure
the bearings.
3. Install the piston rod vent plug (7, Figure 3-6).
4. Install the wiper seal (15), double lip seal (16),
step seal (17), O-rings (20) and backup rings
(19) on the bearing (21).
NOTE: Refer to seal installation details in Figure 3-6.
Position step seal as shown. Backup rings must be
positioned toward the flange of the bearing.
5. Slide the bearing (21) onto the lubricated piston
rod (5).
6. Place the ball checks (22) in the piston and
install the piston rod bearing (4) with the cap-
screws and hardened washers (2 & 3). Tighten
the capscrews to standard torque.
7. With the lubricated housing (1) held in a vertical
position, slide the piston assembly part way into
the housing. Slide the loose housing bearing
down onto the housing and fasten with socket
head capscrews (18). Tighten the capscrews to
standard torque. Use care during piston instal-
lation to prevent damage to machined and
chrome surfaces.
8. Install vent plugs (11 & 14). Install shield (8).
NOTE: If suspension is to be stored, put in two pints
(1.0 l) of a rust preventive oil. This oil must be
drained when suspension is put into service.
9. Using new O-ring, install charging valve.
Tighten large hex of charging valve to 16.5
ft.lbs. (22.4 N.m) torque.
3/03 H03009
 1. Housing
2. Capscrews
3. Hardened Flatwashers
4. Piston Bearing
5. Piston Rod
6. Bleeder Screw
7. Vent Plug
8. Shield
9. Capscrew
10. Washers
11. Vent Plug
12. Charging Valve
13. Plug (Sensor)
14. Vent Plug
15. Wiper Seal
16. Lip Seal
17. Step Seal (See Note)
18. Socket Head
Capscrew
19. Backup Ring
(See Note)
20. O-Ring
21. Housing Bearing
22. Ball Check

FIGURE 3-6. REAR SUSPENSION ASSEMBLY

H03009 3/03 Rear Suspensions H3-7

 NOTES

H3-8 Rear Suspensions 3/03 H03009

 SECTION H4
SUSPENSION OILING AND CHARGING PROCEDURE
INDEX

SUSPENSION OILING AND CHARGING PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

Hydrair® Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4

Support Blocks For Oiling And Charging Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5

Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5

Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6

REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7

Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7

Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8

OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10

H04015 10/03 Oiling and Charging Procedures H4-1

 NOTES

H4-2 Oiling and Charging Procedures 10/03 H04015

 SUSPENSION OILING AND CHARGING PROCEDURE
GENERAL EQUIPMENT LIST
These procedures cover the oiling and charging of • Hydrair® Charging Kit
Hydrair®II suspensions on Komatsu 930E dump
• Jacks and/or Overhead Crane
trucks.
• Support Blocks (Front and Rear) for:
Suspensions which have been properly charged will Oiling Height Dimensions
provide improved handling and ride characteristics Nitrogen Charging Height Dimensions
while also extending the fatigue life of the truck frame
and improving tire wear. • Hydrair® Oil (See Specifications Chart)
NOTE: Inflation pressures and exposed piston • Friction Modifier (See Specifications Chart)
lengths are calculated for a normal truck gross • Dry Nitrogen (See Specifications Chart)
vehicle weight (GVW). Additions to truck weight by
adding body liners, tailgates, water tanks, etc. should Hydrair® Charging Kit
be considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/ Assemble service kit as shown in Figure 4-1 and
Speed Retard chart in the operator cab will extend attach to container of pure dry nitrogen (8).
the service life of the truck main frame and allow the
Installation of Charging Kit
Hydrair®II suspensions to produce a comfortable
ride. 1. Remove protective covers and charging valve
caps from suspensions to be charged.
2. Turn "T" handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
All Hydrair®II suspensions are charged with com-
pressed nitrogen gas with sufficient pressure to
cause injury and/or damage if improperly han-
dled. Follow all safety instructions, cautions, and
warnings provided in the following procedures to
prevent any accidents during oiling and charg-
ing.

Proper charging of Hydrair®II suspensions requires

that three basic conditions be established in the fol-
lowing order:
1. Oil level must be correct.
2. Suspension piston rod extension for nitrogen
charging must be correct.
3. Nitrogen charge pressure must be correct.

For best results, Hydrair® II suspensions should be
charged in pairs (fronts together and rears together).
If rears are to be charged, the fronts should be
charged first.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See Specifications Chart, Figure 4-5 at the end of
this chapter.
NOTE: Set up dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after the truck has been
operated, these dimensions may vary.
FIGURE 4-1. HYDRAIR® CHARGING KIT
NOTE: Arrangement of parts may vary from
illustration above, depending on charging kit P/N.
1. “T” Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas (Specifications Figure 4-5)

H04015 10/03 Oiling and Charging Procedures H4-3

 3. Ensure outlet valves (3) and inlet valve (4) are
closed (turned completely clockwise).
4. Turn swivel nut (small hex) on charging valve
three full turns counterclockwise to unseat the
valve.
5. Attach charging valve adapters (2) to each sus-
pension charging valve stem.
6. Turn "T" handles (1) clockwise (this will depress
core of charging valve and open the gas cham-
ber of the suspension).
7. Open both outlet valves (3).
NOTE: By selective opening and closing of outlet
valves (3), and inlet valve (4), suspensions may be
charged separately or together.
Removal of Charging Kit
1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to
release charging valve cores.
3. Remove charging valve adapters (2) from
charging valves.
4. Tighten swivel nut (small hex) on charging
valve. If a new charging valve is being used,
tighten swivel nut to 10.5 ft. lbs. (14.2 N.m)
torque, then loosen and retighten swivel nut to
10.5 ft. lbs. (14.2 N.m) torque. Again loosen
swivel nut and retighten to 4 ft. lbs. (5.4 N.m)
torque. Replace valve cap (1) and tighten to 2.5
ft. lbs. (3.3 N.m) torque (finger tight).
5. Install charging valve caps and protective cov-
ers on both suspensions.
H4-4 Oiling and Charging Procedures
Support Blocks For Oiling And Charging
Dimensions
Prior to starting oiling and charging procedures, sup-
ports should be fabricated which will maintain the
correct exposed piston rod extensions.
Rear support blocks for nitrogen charging are no
longer necessary. Rear suspensions still require
support blocks for oil charging.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for Hydrair®II suspen-
sions. These dimensions are listed in the tables
below Figures 4-2 and 4-4. Measure dimensions
from the face of the cylinder gland to the machined
surface on the spindle at the front suspension. Mea-
sure from the face of the cylinder gland to the piston
flange at the rear suspension.
Support blocks may be made in various forms. Mild
steel materials are recommended. Square stock or
pipe segments [1 in. (25 mm) minimum] may be
used. Blocks must be capable of supporting the
weight of the truck during oiling and charging proce-
dures while avoiding contact with plated surfaces
and seals on the suspension. Refer to Figure 4-2 for
front suspension support block placement and Figure
4-4 for rear support block placement.
10/03 H04015
FRONT SUSPENSION 2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
1. Park the unloaded truck on a hard, level sur-
three full turns to unseat valve seal. DO NOT
face. Apply the parking brake, and chock the
turn the large hex. The charging valve body
wheels.
has a bleeder groove in its mounting threads,
2. Thoroughly clean area around the charging but for safety of all personnel the valve body
valve on the suspensions. Remove the protec- must not be loosened until all nitrogen pres-
tive covers from the charging valves. sure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen has been vented to the atmosphere,
the suspension should have collapsed slowly
All Hydrair®II suspensions are charged with com-
and be seated solidly on the support blocks.
pressed nitrogen gas with sufficient pressure to
Remove top fill plug next to the charging valve
cause injury and/or damage if improperly han-
(Figure 4-2).
dled. Follow all the safety notes, cautions and
warnings in these procedures to prevent acci-
dents during servicing and charging.

Front Suspension Oiling

When blocks are in place on a suspension, they

must be secured with a strap or other means to
avoid accidental discharge. An unsecured block
could fly loose as weight is applied, presenting
the possibility of serious injury to nearby person-
nel and/or damage to the equipment. Overhead
clearance may be reduced rapidly and suddenly
when nitrogen pressure is released!
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See the Oil and Nitrogen Specifications Chart,
Figure 4-5, at the end of this chapter.
1. Position and secure oiling height dimension
blocks in place (Figure 4-2). When nitrogen
pressure is released, suspensions will lower
and rest on the blocks. Ensure the blocks do
not mar or scratch the plated surfaces of the
FIGURE 4-2. FRONT SUSPENSION
pistons or damage wiper seals in the lower
bearing retainer. Support blocks must seat on
the spindle and the cylinder housing. The FRONT SUSPENSION DIMENSIONS (EMPTY)
blocks should be positioned 180° apart to pro- TRUCK MODEL OILING CHARGING CHARGING
vide stability. & OPTIONS HEIGHT HEIGHT PRESSURE
In. (mm) In. (mm) psi (kPa)

930E-1* 1.0 (25.4) 9.0 (229) 440 (3034)

930E-2* 1.0 (25.4) 9.0 (229) 425 (2930)
Wear a face mask or goggles while relieving 930E-3*
nitrogen pressure.
* with standard Rock Body
Note: If truck starts to lift off blocks before charging pressure
is attained, STOP CHARGING.

H04015 10/03 Oiling and Charging Procedures H4-5

 4. Fill the suspension with clean Hydrair® oil (with
6% friction modifier) until the cylinder is full to
the top of the fill plug bore. Drip pans should be
used and all spillage cleaned from outside of
the suspension. Allow the suspension to stand
for at least 15 minutes to clear any trapped
nitrogen and/or bubbles from the oil. Add more
suspension oil if necessary. Install a new fill
plug O-ring, and install the plug.
Front Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must
be of sufficient capacity to lift the truck weight.
Be certain that all personnel are clear of lift area
before lift is started. Clearances under the truck
may be suddenly reduced.
1. If removed, install the charging valve with new
O-ring (9, Figure 4-3). Lubricate the O-ring with
clean Hydrair®oil.
FIGURE 4-3. CHARGING VALVE
1. Valve Cap 6. Valve Body
2. Seal 7. O-Ring
3. Valve Core 8. Valve Stem
4. Swivel Nut 9. O-Ring
5. Rubber Washer
H4-6 Oiling and Charging Procedures
2. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated by turning counter-
clockwise three full turns.
Dry nitrogen is the only gas approved for use in
Hydrair®II suspensions. Charging of these com-
ponents with oxygen or other gases may result in
an explosion which could cause fatalities, seri-
ous injuries and/or major property damage. Use
only nitrogen gas meeting the specifications
shown in chart (Figure 4-5).
3. Install the Hydrair® charging kit and a bottle of
pure dry nitrogen. Refer to Installation of Charg-
ing Kit in this section.
4. Charge the suspensions with nitrogen gas to 2
in. (50.8 mm) greater than the charging height
listed in Figure 4-2. Close inlet valve (4, Figure
4-1).
5. Remove the oiling blocks from the suspensions
and install the nitrogen charging blocks. Secure
the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated cyl-
inder surfaces and oil seals when installing the
blocks.
6. Remove the center hose from manifold (6).
7. Open inlet valve (4) until the pressure has
dropped below the pressure listed in Figure 4-2,
and then close the valve.
8. Install the center hose to manifold (6).
9. Charge the suspensions to the pressure listed
in Figure 4-2. Do Not use an overcharge of
nitrogen to lift the suspensions off of the charg-
ing blocks.
10. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.
11. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit.
12. If charging valve is being reused, tighten swivel
nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque.
13. If a new charging valve is being used, tighten
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque,
then loosen and retighten swivel nut to 10.5 ft.
lbs. (14.2 N.m) torque. Again loosen swivel nut
and retighten to 4 ft. lbs. (5.4 N.m) torque.
Replace valve cap (1) and tighten to 2.5 ft. lbs.
(3.3 N.m) torque (finger tight).
10/03 H04015
 14. Install the protective guard over the charging
valve.
15. Raise the truck body in order to extend the front
suspensions and allow for removal of the nitro-
gen charging blocks. Ensure that sufficient
overhead clearance exists before raising the
body. If the suspensions do not extend after
raising the body, turn the steering wheel from
stop to stop several times. If the suspensions
still do not extend enough to allow for removal
of the blocks, use a crane or floor jacks to raise
the truck and remove the blocks.
The front Hydrair® suspensions are now ready for
operation. Visually check the extension with the truck
both empty and loaded. Record the extension dimen-
sions. Maximum downward travel is indicated by the
dirt ring at the base of the piston. Operator com-
ments on steering response and suspension rebound
should also be noted.
H04015 10/03 Oiling and Charging Procedures
REAR SUSPENSION
1. Park the unloaded truck on a hard, level sur-
face. Apply the parking brake, and chock the
wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the protec-
tive covers from the charging valves and the
metal covers from the suspension piston.
When the blocks are in place on a suspension,
they must be secured in place with a strap or
other means to insure the blocks staying in place
while being used. An unsecured block could fly
loose as weight is applied, presenting the possi-
bility of serious injury and/or damage.
NOTE: For longer life of suspension components, a
friction modifier must be added to the suspension oil.
See the Oil and Nitrogen Specifications Chart, Figure
4-5, at the end of this chapter.
Rear Suspension Oiling
1. If the suspensions are extended, position and
secure oiling height dimension blocks (sup-
ports) in place (See Figure 4-4) so the blocks
are seated between the piston flange and the
cylinder housing. Ensure the blocks do not mar
or scratch the plated surfaces on the piston or
damage the wiper seals in the cylinder barrel.
Support blocks must seat on the piston flange
and the cylinder housing. The blocks should be
positioned 180° apart to provide stability.
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.
2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
turn the large hex. The charging valve body
has a bleeder groove in its mounting threads,
but for safety of all personnel, the valve body
must not be loosened until all nitrogen pres-
sure has been vented from the suspension.
H4-7
 3. Depress the charging valve core to release Rear Suspension Nitrogen Charging
nitrogen pressure from the suspension. When
nitrogen pressure has been vented to the atmo-
sphere, loosen and remove the fill plug. The
suspension should have collapsed slowly as
gas pressure was released. Truck weight is now
supported by the support blocks. Lifting equipment (overhead or mobile cranes, or
hydraulic jacks) must be of sufficient capacity to
4. Use a plastic tube to help bleed off trapped air
lift the truck weight. Be certain that all personnel
inside the piston. Remove vent plugs and the
are clear of lift area before lift is started. Clear-
bleeder screw. Fill the suspension with clean
ances under the truck may be suddenly reduced.
Hydrair® oil (with 6% friction modifier) until
clean oil comes out of the port where the
bleeder screw and plug were removed from the
side of the housing. Drip pans should be used
and all spillage cleaned from the outside of the
suspension. Install the bleeder and vent plugs.
Continue to fill the oil until it reaches the fill port. Ensure the automatic apply circuit has not
Allow the suspension to stand for at least 15 applied the service brakes during truck mainte-
minutes to clear any trapped nitrogen and/or air nance. If the front brakes are applied during rear
bubbles from the oil. Add oil if necessary, and suspension charging, the axle cannot pivot for
install the fill plug. frame raising / lowering, and the rear suspension
may be unable to move up or down.

1. If removed, install charging valve with new O-

ring (9, Figure 4-3). Lubricate the O-ring with
clean Hydrair®oil.
2. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated by turning counter-
clockwise three full turns.

Dry nitrogen is the only gas approved for use in

Hydrair®II suspensions. Charging of these com-
ponents with oxygen or other gases may result in
an explosion which could cause fatalities, seri-
ous injuries and/or major property damage. Use
only nitrogen gas meeting the specifications
shown in chart (Figure 4-5).
FIGURE 4-4. REAR SUSPENSION

REAR SUSPENSION DIMENSIONS (EMPTY) 3. Install the Hydrair® charging kit and a bottle of
pure dry nitrogen. Refer to Installation of Charg-
TRUCK MODEL OILING CHARGING *CHARGING
ing Kit in this section.
& OPTIONS HEIGHT HEIGHT PRESSURE
In. (mm) In. (mm) psi (kPa) 4. Charge the suspensions with nitrogen gas to 2
in. (50.8 mm) greater than the charging height
930E-1, 1.0 (25.4) 7.5 (190) 215 (1482) listed in Figure 4-4.
930E-2,
930E-3 5. Slowly release gas until the suspensions match
the charging height listed in Figure 4-4.
* Note: Charging pressures are for reference only and may vary
depending on body weights.

H4-8 Oiling and Charging Procedures 10/03 H04015

 6. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.
7. Ensure both of the suspension cylinders are
extended the same distance ± 10 mm (0.39 in.).
If the difference in the extension from side to
side exceeds 10 mm, check the front suspen-
sions for equal extension. Adjust the front as
necessary.
NOTE: A low left front suspension will cause the right
rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
high.
8. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit
in this section.
9. If the charging valve is being reused, tighten
swivel nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m)
torque.
H04015 10/03 Oiling and Charging Procedures
10. If a new charging valve is being used, tighten
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque,
then loosen and retighten the swivel nut to 10.5
ft. lbs. (14.2 N.m) torque. Again, loosen the
swivel nut and retighten to 4 ft. lbs. (5.4 N.m)
torque. Replace valve cap (1) and tighten to 2.5
ft. lbs. (3.3 N.m) torque (finger tight).
11. Install the protective guards over the charging
valves and install the metal covers over the pis-
ton rods.
The rear Hydrair® suspensions are now ready for
operation. Visually check piston extension both with
the truck loaded and empty. Record the extension
dimensions. Maximum downward travel is indicated
by the dirt ring at the base of the piston rod. Operator
comments on steering response and suspension
rebound should also be noted.
H4-9
 OIL AND NITROGEN SPECIFICATIONS CHART

HYDRAIR® II OIL SPECIFICATIONS

Ambient Temperature Part No. Approved Sources
Range
VJ3911 Mobil 424 Sunfleet TH Universal Tractor Fluid
(need to add Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid
6% of Texaco TDH Oil Conoco Power Tran III Fluid
-30°F & above AK3761) Amoco Ultimate Motor Oil 5W-30 Petro Canada Duratran Fluid
(-34.5°C & above) Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with 5 Gallon container
AK4064 6% Friction Modifier) 55 Gallon container
VJ5925 Emery 2811, SG-CD, Petro Canada Super Arctic Motor
(need to add 5W-30 Oil, 0W-30
6% of Mobil Delvac I, 5W-30 Conoco High Performance
-55°F & above AK3761) Synthetic Motor Oil, 5W-30
(-48.5°C & above) AK4065 Suspension Oil (premixed with 5 Gallon container
AK4066 6% Friction Modifier) 55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and VJ5925
oils are supplied in 5 gallon (19 Liter) cans.

OIL CAPACITY OF A PROPERLY CHARGED SUSPENSION CYLINDER

Front Rear
930E-1 24.3 gallons (92 liters) 10.2 gallons (39 liters)
930E-2 25.8 gallons (98 liters) 10.2 gallons (39 liters)
930E-3 30.8 gallons (117 liters) 10.2 gallons (39 liters)

FRICTION MODIFIER FRICTION MODIFIER Mixing Instructions

(94% Suspension oil, 6% Friction Modifier)
Part Number Suspension Oil Amount of Friction Modifier to add
AK3761 1 gallon of suspension oil add 7.7 oz.
(5 Gallon container of 5 gallons of suspension oil add 38.4 oz.
100% Friction Modifier)
55 gallons of suspension oil add 3.3 gal.

NITROGEN GAS (N2)SPECIFICATIONS

Property Value
Nitrogen gas used in Hydrair® II Nitrogen 99.9% Minimum
Suspension Cylinders must meet or
Water 32 PPM Maximum
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas Dew Point -68°F (-55°C) Maximum
Oxygen 0.1% Maximum

FIGURE 4-5. SPECIFICATIONS CHART

H4-10 Oiling and Charging Procedures 10/03 H04015

 SECTION J

BRAKE CIRCUIT

INDEX

BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1

BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1

WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1

J01027 Index J1-1

 NOTES

J1-2 Index J01027

 SECTION J2
BRAKE CIRCUIT
INDEX

BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

J02021 Brake Circuit J2-1

 NOTES

J2-2 Brake Circuit J02021

 BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic
actuated wet disc service brake system. The brake
system utilizes Type C-4 hydraulic oil provided by the
brake/steering pump from the main hydraulic tank for
brake application. Brake disc cooling during truck
operation is provided by the hoist circuit pump
through the hoist valve. A disc type parking brake,
located in the rear axle housing, is attached to each
wheel motor. The fundamental function of the brake
system is to provide an operator the control he needs
to stop the truck in either a slow modulating fashion
or in as short a distance as reasonably possible.
Outlined below are the functions that Komatsu feels
are necessary for safe truck operation:
• Warn the operator as soon as practical of a
serious or potentially serious loss of brake
pressure so 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 failure leaves the truck with sufficient
stopping power.
• Automatically apply service brakes if low
pressure warnings are ignored and pressures
continue to decrease.
• Wheel brake lock to relieve the operator from
holding the brake pedal while at the dump or
shovel.
• Spring applied park brake for holding, not
stopping, the truck during periods other than
loading or dumping.
• Brake system that is easy to diagnose and
perform necessary service.
The following brake circuit description should be
used in conjunction with the hydraulic brake system
schematic, refer to Section "R".
The brake system consists of several major valve
components; the foot operated dual circuit treadle
valve, hydraulically operated dual relay valves, and
the brake manifold. The dual circuit treadle valve is
the only component located in the operator's cab.
The remainder of the system, including the dual relay
valve for the front brakes, brake manifold, two accu-
mulators, and electrical components, are located in a
weatherproof cabinet (Figure 2-1) behind the cab.
The hydraulic components cabinet is easily accessi-
ble for brake system diagnostic and service work.
J02021 Brake Circuit
The dual relay valve for the rear brakes is located in
the rear axle housing. Two additional accumulators
are mounted on the frame rail, behind the right front
tire.
The brake manifold contains dual circuit isolation
check valves, accumulator bleed down valves, and
valves for brake lock, park brake and automatic apply
functions. All of these components are screw-in car-
tridge type valves.
In the Komatsu truck, there are two independent
means of brake actuation by the operator; the service
brake pedal and brake lock switch. Additionally, the
brakes will apply automatically if the brake system
supply drops below a predetermined pressure.
SERVICE BRAKE CIRCUIT
This portion of the system provides the operator the
precise control he needs 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 supplies pres-
sure to a dual relay valve to provide apply pressure
for the brakes on the front axle. The other supplies
pressure to a dual relay valve to provide apply pres-
sure for the brakes on the rear axle.
As the brake pedal is depressed, each valve within
the dual circuit brake valve simultaneously delivers
fluid from its respective accumulators to the dual
relay valves which deliver fluid to the wheel brakes at
a pressure proportional to both pedal position and
force. The further the pedal is depressed, the higher
the brake force, giving a very positive feel of control.
Brake accumulators 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 stop
light pressure switch, which in turn actuates stop and
service brake indicator lights and propulsion inter-
lock.
J2-3
 FIGURE 2-1. HYDRAULIC COMPONENTS CABINET
1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Charging Valve
5. Relief Valve (Hoist-Power Down)
6. Hoist Pilot Valve
7. Dual Relay Valve
8. Differential Pressure Switch
9. Hoist-Up Limit Solenoid
10. Check Valve (Hoist Circuit)
J2-4
11. Brake Lock Shuttle Valve
12. Brake Manifold
13. Pressure Reducing Valve (PR)
14. Brake Lock Solenoid (SV1)
15. Park Brake Solenoid (SV2)
16. Front Brake Accum. Bleed Valve
17. Automatic Apply Valve
18. Low Accum. Test Port (LAP1)
19. Rear Brake Accum. Bleed Valve
20. Low Brake Pressure Switch
Brake Circuit
21. Park Brake Pressure Switch
22. Stop Light Pressure Switch
23. Brake Lock Degradation Switch
24. Rear Brake Pressure Test Por
(BR)
25. Front Brake Pressure Test Por
(BF)
26. Manifold
27. Brake Warning Delay Timer
28. Brake Warning Relay
J02021
SECONDARY BRAKING AND
AUTOMATIC APPLY
A fundamental function of the secondary brake sys-
tem 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, two accumulators, and circuit regulator.
The secondary system becomes whatever circuit(s)
is operable after a failure. If the failure is a jammed
treadle valve, then the brake lock becomes the sec-
ondary system, otherwise, either of the two brake cir-
cuits would be the secondary system.
The four brake accumulators perform two functions;
to provide rapid flow for good response and to store
energy for secondary braking. The check valves
assure this energy is retained should a failure occur
in the brake system supply or an accumulator circuit.
An additional check valve located between the sup-
ply line from the brake/steering pump and the brake
manifold, provides additional protection against pres-
sure loss if the oil supply is interrupted.
If a failure occurs in the pump, steering or either
brake accumulator circuit, a low brake pressure
warning light (on the overhead display panel in the
cab) and an audible alarm will actuate 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 auto-
matically applied. Automatic brake application is
accomplished by the "Automatic Apply Valve" (PS),
located in the brake manifold. This valve senses the
lower brake accumulator pressure, and when the
pressure is less than 1650 psi (11.4 MPa), the valve
shifts, operating the brake treadle valve hydraulically
which in turn applies pressure to the dual relay
valves and applying all the brakes.
Regardless of the nature of location of a failure,
sensing the lowest brake accumulator circuit pres-
sure assures two to four full brake applications after
the low brake warning light and buzzer, and before
automatic apply. This allows the operator the oppor-
tunity 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-
energized, 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.
J02021 Brake Circuit
Normal Operation (key switch on, engine running)
Parking brake switch "ON"
The parking brake solenoid (15, Figure 2-1)
is de-energized. The oil pressure in the
parking brake lines return to tank and the
springs in the parking brake will apply the
brake. The parking brake pressure switch
(21) will close, completing a path to ground,
and illuminating the parking brake light on
the overhead display 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 calipers for
release. The parking brake circuit is
protected against accidental application by
monitoring a wheel motor speed sensor to
determine truck ground speed. The park
brake will not apply until the truck is virtually
stopped. This eliminates park brake
damage and will extend brake adjustment
intervals.
If the key switch is turned "OFF" (park
brake switch "ON" or "OFF"), the park
brake will not apply until vehicle speed is
less than 1/3 MPH (0.5 km/h).
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
calipers. 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 may allow leakage of the trapped oil to
return back to tank, and eventually allow park brake
application.
If 24 volt power to the solenoid is
interrupted, the park brake will apply at any
vehicle speed. 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 (21) will close, completing
a path to ground, illuminating the parking
brake light on the overhead display panel
and interrupting propulsion.
J2-5
BRAKE LOCK CIRCUIT
The primary function of the brake lock is to provide a
means for the operator to hold the vehicle while at • Brake Lock Degradation Switch (23)
the shovel or dump. The brake lock only applies the Located on the junction block (26) in the
rear service brakes. It may also provide a second hydraulic components cabinet. When the brake
means to stop the truck in the event the primary lock switch is turned on, the brake lock solenoid
means (brake valve) malfunctions. By turning on the (14) and brake warning relay are energized. The
dash mounted toggle switch, a solenoid valve (14, brake warning relay switches the electrical
Figure 2-1) and pressure reducing valve (13) will connection from the differential pressure switch
apply unmodulated pressure oil at 2000 psi (13.8 to the brake lock degradation switch (23). If the
MPa) to fully actuate the rear brakes. A shuttle valve brake lock apply pressure is less than 1000 psi
(11) in the rear brake line provides the independence (6.9 MPa), a path to ground will be completed
and the low brake pressure light and buzzer will
from the brake treadle valve for brake application.
turn on.
• Brake Warning Relay (28)
Located on the RH wall of the hydraulic
WARNING CIRCUIT components cabinet. When the brake lock switch
is turned on, the brake warning relay is energized
The brake warning circuit is equipped with a low
and switches the electrical connection from any
brake pressure warning light (on the overhead dis-
of the differential pressure switches to the low
play panel) and an audible alarm (in the cab) to alert brake lock degradation switch. When the brake
the operator of low brake pressures. Several electri- lock switch is turned off, the relay is de-energized
cal sensors, a relay and delay timer are used to and switches the connection from the brake lock
detect brake system problems. (See Figure 2-1 for degradation switch to the differential pressure
the following component references.) switches.
• Pressure sensor, system supply pressure • Brake Warning Delay Timer (27)
Located on the pump pressure sensing manifold. Located on the RH wall of the hydraulic
When system supply pressure drops below 2300 components cabinet. The delay timer is
psi (15.8 MPa), the low steering pressure light, connected in series between the low brake
low brake pressure light and buzzer will turn on. pressure light/buzzer and the brake warning
relay. If any of the differential pressure switches
• Pressure sensor, low brake pressure (20) or the brake lock degradation switch completes a
Located on the brake manifold. When the path to ground, the delay timer will not complete
accumulator with the lower pressure falls below the circuit for 1.2 seconds. This will allow
1850 psi (12.7 MPa), the low brake pressure light sufficient time for the hydraulic brakes to reach
and buzzer will turn on. the proper pressures after actuation to avoid
• Differential pressure switches (8) false warnings.
Located on the dual controller valve (foot treadle)
and on each dual relay valve. During brake
application, if the difference in brake apply
pressure between the front and rear circuits is
greater than a preset level, the differential
pressure switch located on the dual controller
valve will turn on the low brake pressure light and
buzzer. If the difference in brake apply pressure
between the left and right circuits of the front or
rear wheel brakes is greater than a preset level,
the differential pressure switch located on the
dual relay valve at either the front or rear wheels
will turn on the low brake pressure light and
buzzer. The pressure differential switches
complete a path to ground in order to turn on the
low brake pressure light and buzzer. The
differential pressure switches provide detection
of faults such as a brake line rupture, poor brake
valve tracking, line blockage, excessive brake
displacement or air trapped in the system.

J2-6 Brake Circuit J02021

 FIGURE 2-2. BRAKE VALVE
(FULL CUT-AWAY)

1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
16. Reaction Plunger (B2)
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat

A. Adjustment Collar Maximum

Pressure Contact Area
B. Automatic Apply Piston Area
C. PX Port
D. Tank Port
E. Reactionary Pressure Area
F. Brake Apply Port
G. Orifice
H. Supply Port

NOTE:
B1 - Rear Brakes
B2 - Front Brakes

J02021 Brake Circuit J2-7

 NOTES

J2-8 Brake Circuit J02021

 SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX

BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Removal - Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Installation - Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Disassembly - Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cleaning and Inspection - Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Assembly - Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Assembly - Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Installation - Valve Body Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Installation - Regulator Sleeve O-Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Installation - Actuator Plunger O-ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Assembly - Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Adjustment - Brake Valve Output Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Adjustment - Differential Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Installation - Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Installation - Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
DUAL RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Disassembly - Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Cleaning and Inspection - Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Assembly - Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

J03019 01/99 Brake Circuit Component Service J3-1

 DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
VALVE TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Adjustment - Brake Valve Output Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Adjustment - Differential Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
HYDRAULIC BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Brake Accumulator Bleed Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
ACCUMULUTOR - HYDRAULIC COMPONENTS CABINET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Cleaning and Inspection - Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Assembly - Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Charging Procedure - Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
ACCUMULATORS - FRAME MOUNTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Disassembly - Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Cleaning and Inspection - Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Assembly - Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Testing - Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ACCUMULATOR CHARGING PROCEDURE (Frame Mounted Brake Accumulators) . . . . . . . . . . . 31
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . . . . 32
Removal - Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Installation - Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Disassembly and Adjustment - Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Potentiometer Check - Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Assembly - Retarder Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

J3-2 Brake Circuit Component Service 01/99 J03019

 BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE
The brake pedal assembly combines the dynamic
retarding control with service brake control functions.
As the pedal is depressed, the first portion of pedal
travel actuates an internal potentiometer which pro-
vides an electrical signal to the propulsion system,
signalling a request by the operator for retarding. The
electrical signal is modulated by the operator as he
continues to depress the pedal, increasing the level
of retarding effort from minimum to maximum. Fur-
ther pedal depression after maximum retarding
request is achieved, results in service brake applica-
tion from minimum to maximum when the pedal is
fully depressed. A slight increase in pedal resistance
can be felt when service brake actuation occurs.
Additionally, indicator lights on the overhead display
panel in the cab will turn on as dynamic retarding is
applied. A second lamp will turn on when service
brakes are applied.
NOTE: The following information discusses the
operation, test and repair of the hydraulic brake valve
assembly only. Refer to Section E for information
concerning the retarding control portion of the pedal.
The brake valve is a pressure modulating valve,
actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve (8, Figure 3-1).
The brake valve controls the pressure delivered to
the front and rear service brake dual relay valves
which provide the apply pressure for the front wheel
and rear wheel disc brake assemblies. Apply pres-
sure can be modulated from zero to maximum brak-
ing effort by use of the foot pedal.

Rebuild Criteria
If any one of the following conditions exist, the brake FIGURE 3-1. BRAKE ACCUMULATOR BLEED
valve should be removed and repaired: DOWN

• Excessive cam rock in pedal actuator. 1. Rear Brake Accumulator

2. Charging Valve
• Any sign of external leakage. 3. Front Brake Accumulator
• Internal leakage at the tank port must be less 4. Charging Valve
than 100 cc/minute with the valve in the released 5. Brake Manifold
position and system pressure supplied to the 6. Accumulator Bleed Down Valve (Front)
"P1" and "P2" inlet ports. 7. Accumulator Bleed Down Valve (Rear)
• Tank port leakage must be less than 250 cc/ 8. Automatic Apply Valve
minute with valve pilot or manual applied at 2750
psi (18,960 kPa) system pressure. • Valve holds pressure when in the neutral
• Failure of the pedal to return to full release position.
position. • Varying output pressure with pedal fully
depressed.

J03019 01/99 Brake Circuit Component Service J3-3

Removal - Brake Valve
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.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or install-
ing test gauges, always bleed down hydraulic
steering and brake accumulators. The steering
accumulators can be bled down with engine shut
down, turning the 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 (6 & 7, Figure 3-1)
located on the brake manifold. This will allow
both accumulators for the rear brakes and both
accumulators for the front brakes to bleed down.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible roll-away.
1. Securely block the wheels to prevent possible
roll-away.
2. Place selector switch in NEUTRAL, turn the rest
switch ON. Turn key switch OFF to shut down
engine and allow 90 seconds for steering sys-
tem accumulators to bleed down. Open valves
(6 & 7, Figure 3-1) to bleed down all four 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 har-
ness at differential pressure switch connector.
5. Disconnect retard pedal harness.
6. In the cab at the brake valve, remove cap-
screws and lockwashers securing the brake
valve assembly to the mounting structure.
7. Slide brake valve downward and remove from
cab.
8. Move brake valve assembly to a clean work
area for disassembly.
J3-4 Brake Circuit Component Service
Installation - Brake Valve
1. Place the brake valve assembly into position
and secure in place with capscrews and lock-
washers. 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
differential pressure switch to harness.
NOTE: Prior to checking the brake valve operation,
the steering system must have the proper nitrogen
precharge in the steering accumulators (refer to
Section L, Steering Circuit Component Repair for
steering accumulator precharge 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 accumulator
precharge procedures, this section).
3. Connect electronic retard pedal connector to
truck harness.
4. With the engine shut down and key switch OFF,
open both brake accumulator bleed down
valves (6 & 7, Figure 3-1). Precharge both
accumulators mounted on brake manifold (5) to
1400 psi (9.65 MPa).
5. Remove charging kit from brake manifold accu-
mulators and install on external accumulators
located behind right front tire. Precharge both
accumulators to 1400 psi (9.65 MPa).
NOTE: For best performance, charge the
accumulators in the temperature conditions the
vehicle is expected to operate in. During the
precharge, allow temperature of the nitrogen gas to
come into equilibrium with the ambient temperature.
6. Close both accumulator bleed down valves
after all four accumulators have been properly
charged.
7. Start the engine. Partially apply the brakes and
open the supply plug at each wheel to bleed air
from brake lines and brakes. Close supply plug
after bubbles disappear.
8. Check for fluid leaks at the brake valve.
01/99 J03019
Disassembly - Brake Valve
NOTE: If not already removed, remove electronic
retard pedal (16, Figure 3-2) from brake pedal by
removing pivot shaft (8).
NOTE: During disassembly, precision machined
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time.
All items must be placed back into the bores from
which they were removed.
1. Match mark each section of the brake valve
prior to disassembly.
2. Drain all oil from all ports of the valve by rotat-
ing the valve over a suitable container.
3. Secure brake valve in an upright position in a
vice.
4. Remove the brake pedal actuator (17, Figure
3-2) by removing the retaining clips (2), then
remove the pivot shaft (3) 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 grasp-
ing the boot and gently lifting from the valve
body.

FIGURE 3-2. BRAKE VALVE/RETARD PEDAL

ASSEMBLY

1. Brake Valve 14. Nut

2. Retainer Clip 15. Capscrew
3. Pivot Shaft 16. Electronic Retard Pedal
4. Bushings Assembly
5. Shims 17. Brake Pedal Actuator
6. Retainer Clip 18. Spring Pivot (Lower)
7. Nylon Bearing 19. Spring
8. Pivot Shaft 20. Spring Pivot (Top)
9. Place 0.025 in. Shim Here 21. Set Screw
10. Jam Nut 22. Jam Nut
11. Capscrew 23. Differential Pressure
12. Pedal Structure Switch
13. Pad

J03019 01/99 Brake Circuit Component Service J3-5


FIGURE 3-3. ACTUATOR CAP & BOOT
1. Actuator Cap 5. Capscrew
2. Boot 6. Actuator Base
3. Capscrew 7. Threaded Insert
4. Retainer Plate
7. Remove capscrews (36, Figure 3-4) and the dif-
ferential pressure switch (35). Refer to "Differ-
ential 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, Fig-
ure 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.
J3-6 Brake Circuit Component Service
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"
actuator 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
separate.
21. Remove the spools (12), reaction plungers (21,
22) and spool return springs (20) from the regu-
lator sleeves (19).
22. Remove the plunger return springs (10), regula-
tor 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 actua-
tor plunger slides out.
24. Remove the staging seat (6). Remove and dis-
card 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 actuator section of the valve and discard.
01/99 J03019
 FIGURE 3-4. BRAKE VALVE
1. Adjustment Collar 10. Plunger Return Spring 20. Spool Return Spring 30. O-Ring
2. Nut 11. Spring Seat 21. Reaction Plunger (B1) 31. Retaining Plug
3. Actuator Plunger 12. Regulator Spool 22. Reaction Plunger (B2) 32. Base Plate
4. Stud 13. Back-up Ring 23. Wiper Seal 33. Washer
5. Packing 14. O-Ring 24. Back-up Ring 34. Capscrew
6. Staging Seat 15. Back-up Ring 25. Poly-Pak Seal 35. Differential Pressure
7. Glyde Ring Assembly 16. O-Ring 26. Valve Body Switch
8. Regulator Spring 17. Back-up Ring 27. Seal 36. Capscrew
9. Regulator Spring 18. O-Ring 28. Seal
19. Regulator Sleeve 29. Set Screw Orifice Plug

J03019 01/99 Brake Circuit Component Service J3-7

Cleaning and Inspection - Brake Valve
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 appar-
ent, 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 replaced. 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 type
C-4 hydraulic oil. Take care to keep compo-
nents protected from contamination.
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.
Installation - Valve Body Seal
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 dis-
lodged during installation. Position the poly-pak
seal to the bottom of the groove.

Assembly - Actuator Base Threaded Inserts

1. If any inserts (7, Figure 3-3) were removed
from the actuator base (6), position the actuator
base upside down on the work bench and sup-
port directly under each of the four floor mount-
ing holes.
2. Install the threaded inserts into the actuator
base by tapping lightly with a small hammer
until the insert flanges become flush with the
actuator base. Be sure the base is supported to
avoid breaking the base.
3. Thoroughly clean the actuator base and set
aside.

Assembly - Boot and Cap

1. Examine the boot (2, Figure 3-3) for any
cracks, tears, or other damage. If damage is
evident, the boot must be replaced. To replace
the boot, follow the procedure below.
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap FIGURE 3-5. VALVE BODY SEAL INSTALLATION
contacts the boot. Use a knife or suitable 1. Actuator Plunger 4. Back-Up Ring
scraper. Clean thoroughly to remove all adhe- 2. Valve Body 5. Wiper Seal
sive or particles of the old boot. 3. Poly - Pak Seal 6. Actuator Base

J3-8 Brake Circuit Component Service 01/99 J03019

 3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue
to work into the groove either by hand or by
using an O-ring installation tool.
4. Install the wiper seal (5) in the top counterbore.
Position the seal in the groove so that the regis-
ter lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.

Installation - Regulator Sleeve O-Ring

1. Install an O-ring (2, Figure 3-6) onto the small-
est groove (on the top) of the regulator sleeve
(3). Install O-ring (5) onto the middle groove on
the regulator sleeve. Install O-ring (6) onto the
largest groove (on the bottom) on the regulator
sleeve.
2. Install a split nylon back-up ring (4) onto each
side of the O-ring (5) located in the middle of
the regulator sleeve.
3. Install one split nylon back-up ring behind the FIGURE 3-6. SLEEVE SEAL PLACEMENT
O-ring (2) located at the top end of the sleeve.
This O-ring is the smallest of the three O-rings. 1. Back-Up Ring 4. Back-Up Ring
Position the back-up ring so that it is next to the 2. O-Ring 5. O-Ring
top of the regulator sleeve. The top of the 3. Regulator Sleeve 6. O-Ring
sleeve is the end with the smallest O.D.
4. Install the "B1" actuation plunger (3) into the
4. Repeat Steps 1-3 for the second regulator "B1" circuit. Be careful not to damage or cut the
sleeve. Glyde ring during installation. Observe the
Glyde ring assembly through the tank port as
Installation - Actuator Plunger O-ring
the plunger is being installed. (Refer to Figure
1. Install an O-ring (7, Figure 3-4) into the O-ring 3-7) It may be necessary to work the Glyde
groove located at the large diameter end of the rings past the sharp edge in the body to prevent
actuation plunger (3). damage to the seal. Make sure the actuation
2. Install a split Glyde ring over the O-ring. (Twist plunger is completely seated and bottomed.
and squeeze the split Glyde ring into a small cir-
cle before installing to insure a tight fit over the
O-ring).
3. Repeat Steps 1 & 2 for the second plunger.

Assembly - Brake 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 FIGURE 3-7. GLYDE RING INSTALLATION
insert in plunger bore.
1. Actuator Plunger 3. Glyde Ring
3. Lightly lubricate the actuation plunger Glyde
2. Valve Body 4. Sharp Edges
ring (7).

J03019 01/99 Brake Circuit Component Service J3-9

 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
assembly 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.
11. Install the regulator sleeve assembly into the
correct 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).
J3-10 Brake Circuit Component Service
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 cir-
cuit.
16. Lightly lubricate the large retainer plate O-ring
(30) and install into the counter bore in the bot-
tom 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.
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 regula-
tor sleeve assembly. Tighten to 140 - 150 in.
lbs. (15.8 - 16.9 N.m) torque.
19. Using new seals (27 & 28, Figure 3-4), install
pressure differential pressure switch assembly
(35) on valve body. Install socket head cap-
screws (36). Tighten capscrews to 140 - 150 in.
lbs. (15.8 - 16.9 N.m) torque.
20. Install the actuator base (6, Figure 3-3) on top of
the valve. Make sure to position properly for
correct port direction. Tighten the two socket
head capscrews (5) and tighten to 180 - 190 in.
lbs. (20.3 - 21.5 N.m) 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.
01/99 J03019
DIFFERENTIAL PRESSURE SWITCH
Differential pressure switch (1, Figure 3-8) on the
brake valve detects imbalance in the brake apply
pressure between the front and rear brake circuits. If
the pressures differ more than shown in Table I, Dif-
ferential Pressure Switch Adjustment, switch (3) will
activate a warning horn and lamp in the cab to alert
the operator of a potential brake system problem.
Disassembly
1. Remove the four socket head capscrews
attaching the differential pressure switch body
(1, Figure 3-8) to the valve body (2).
2. Remove switch assembly (3) and O-ring (12).
3. Remove plugs (5, 6 & 11).
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.
4. Using new O-ring (12), install switch assembly
(3). Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m).
NOTE: In the following assembly, make a note of the
color (red or green) of spring (8). The spring color will
determine final adjustment of the switch. Refer to
Table I, Differential Pressure Switch Adjustment. In
addition, for future service reference, the outside of
the valve should be marked to indicate the color (red
or green) of spring (8).
5. Turn valve over and install piston (9), spring (8)
and screw plug (7). Plug should be inserted
approximately 0.5 in. (13 mm) below edge of
body. Temporarily install plug (6) in screw plug
port.
NOTE: The adjustment of screw plug (7) controls the
switch actuation point. Refer to Valve Bench Test and
Adjustment, Differential Pressure Switch Adjustment
for calibration procedure.

Cleaning and Inspection

1. Clean all metal parts with solvent and air dry.
2. Inspect spool assembly (10, Figure 3-8) for
scoring or 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
FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH
1. Install plug (11, Figure 3-8). Tighten plug to 190
1. Differential Pressure 7. Screw Plug
- 210 in. lbs. (21.5 - 23.7 N.m) torque.
Switch Assembly 8. Spring
2. Lightly lubricate Glyde rings on spool assembly 2. Valve Body 9. Piston
(10) and carefully insert in body (4) until it bot- 3. Switch Assembly 10. Spool Assembly
toms on plug (11). 4. Body 11. Plug
3. Install plug (5). Tighten plug to 190 - 210 in. 5. Plug 12. O-Ring
lbs. (21.5 - 23.7 N.m) torque. 6. Plug

J03019 01/99 Brake Circuit Component Service J3-11

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-to-3000 psi (20,680
kPa).
• Hydraulic pressure supply, regulated to 2750 psi
(18,960 kPa).
• 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.

J3-12 Brake Circuit Component Service 01/99 J03019

Test Set Up Procedure
1. Position the valve in the fixture to allow plung-
ers 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 3000 psi
(20,680 kPa). Connect all ports. The connec-
tions should be according to the diagram shown
in Figure 3-9. All ports must be used and con-
nected.
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
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.
6. Start hydraulic pump and regulate output pres-
sure to 2750 psi (18,960 kPa) at pressure
gauge (3). Pressure gauges (7 & 10) should
read zero.
7. Pilot supply circuit pressure must also be 2750
psi (18,960 kPa).
Adjustment - Differential Pressure Switch
8. Return line pressure during this test is not to
exceed 5 psi (34 kPa).
9. Test the valve with ISO 32 grade hydraulic oil at
120° ± 10° F (49° ± 3° C).
J03019 01/99 Brake Circuit Component Service
Adjustment - Brake Valve Output Pressure
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
increments until the output pressure at port "B1"
is 2400 ± 75 psi (16,545 ± 517 kPa) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. "B2" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at port "B2"
is 2400 ± 75 psi (16,545 ± 517 kPa) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
6. Tighten the setscrews in the adjustment collars
to 25 - 30 in.lbs. (2.8 - 3.4 N.m) 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
specified range, loosen the appropriate set
screw and re-adjust.
8. Cycle each circuit 50 times using pilot apply.
This is done by closing needle valve (5) and
opening needle valve (4). Read pressure on
gauges (7 & 10). Close valve (4) and open
valve (5). The pressure gauges should read 0
psi.
9. Recheck pressures after cycling. If they have
changed, re-adjust pressures.
10. Attach an ohmmeter or continuity tester lead to
connector on the differential pressure switch
wire. Attach the other lead to the valve body.
Verify that switch contacts are open.
11. Remove plug (6, Figure 3-8) for access to
adjustment screw plug (7).
12. Insert pry bar under pivot pin to actuate the "B1"
section of valve.
J3-13
 13. Slowly depress plunger to obtain pressure
shown in Table I on the "B1" pressure gauge:
Adjust screw plug in bottom port of differential
pressure switch counterclockwise until switch
contacts just close.
Table I - Differential Pressure Switch Adjustment
Pressure - Switch Contacts Closing
Spring "B1" Valve Spool "B2" Valve Spool
Color
Red 300 ± 30 psi 300 ± 30 psi
(2 068 ± 207 kPa) (2 068 ± 207 kPa)
Green 600 ± 50 psi 600 ± 50 psi
(4 137 ± 345 kPa) (4 137 ± 345 kPa)
14. Release plunger and depress again while
observing "B1" gauge and ohmmeter to verify
switch contacts close at the pressure 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 ohm-
meter; switch contacts should close at the pres-
sure 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 90 - 100 in. lbs.
(10.2 - 11.3 N.m) 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
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.
20. Remove hoses from valve and remove valve
from test stand. Refer to instructions below for
pedal actuator installation prior to final test.
J3-14 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 Assem-
bly 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
"Installation". Install 3000 psi (20 682 kPa) gauges 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
attached) on the test stand following Steps 2
through 9 under "Test Setup Procedure".
22. With test stand pump adjusted for 2750 psi
(18,960 kPa) or with engine running and brake
system supply pressure at or above 2750 psi
(18, 960 kPa), 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": 2400 ± 75 psi
(16,545 ± 517 kPa)
Front Brake - "B2": 2400 ± 75 psi
(16,545 ± 517 kPa)
23. With "B1" and "B2" plugged into a strip chart
recorder, (if available) check the modulation by
slowly applying pressure until the maximum
pressure is reached. Make sure the pressure
increase is smooth and no sticking of the spools
is observed. Fully depress the pedal. Pressures
must remain within specification at "B1" and
"B2" for 20 seconds.
24. Adjust set screw (21, Figure 3-10) until the set
screw is not touching the actuator cap. Apply
Loctite® 242 to the adjustment screw prior to
setting the deadband.
25. Set the deadband by placing a 0.010 in (0.254
mm) thick shim at location (9) between the
pedal structure and return stop boss on pivot
structure.
26. Adjust the set screw (21) until the set screw is
just touching the cap.
01/99 J03019
 27. Continue turning the set screw until pressure
begins to rise on one of the brake apply pres-
sure gauges.
28. Back-off the set screw 1/8 turn.
29. Tighten the jam nut (22) 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® 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.
J03019 01/99 Brake Circuit Component Service
Installation - Brake Pedal Actuator Assembly to
Brake Valve
1. Install jam nut (22, Figure 3-10) and set screw
(21) to brake pedal actuator (17).
2. Insert nylon bushings (4) into brake pedal actu-
ator.
3. Install one retaining clip (2) to one end of pivot
shaft.
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 (5)
between pedal structure and brake valve ear to
fill gap. Fully insert the pivot shaft (3). Install the
remaining retainer clip (2).
5. Assemble spring assembly (19) and install com-
plete assembly to brake pedal actuator as
shown.
Be sure to install spring assembly correctly, with
larger ball socket end pointing to the pedal struc-
ture and smaller end toward the valve assembly.
NOTE: When pedal is adjusted properly, the spring
assembly will not interfere with pedal travel.
Installation - Retard Pedal To Brake Pedal
1. Install nylon bearings (7, Figure 3-10) in retard
pedal.
2. Install retard pedal (16) to brake pedal actuator
(17) with pivot shaft (8). Install two retainer clips
(6).
3. With jam nut (10) loose, adjust capscrew (11)
until roller on retard pedal just contacts the
brake pedal actuator. Tighten jam nut (10).
J3-15
 FIGURE 3-10. BRAKE VALVE AND PEDAL ASSEMBLY

1. Brake Valve 9. Place 0.010 in. Shim Here 17. Brake Pedal Actuator
2. Retainer Clip 10. Jam Nut 18. Spring Pivot (Lower)
3. Pivot Shaft 11. Capscrew 19. Spring
4. Bushings 12. Pedal Structure 20. Spring Pivot (Top)
5. Shims 13. Pad 21. Set Screw
6. Retainer Clip 14. Nut 22. Jam Nut
7. Nylon Bearing 15. Capscrew 23. Differential Pressure Switch
8. Pivot Shaft 16. Electronic Retard Pedal Assembly

J3-16 Brake Circuit Component Service 01/99 J03019

DUAL RELAY VALVE
The dual relay valves (one for front and one for rear
brake circuits) supply the apply pressure for each
disc brake assembly. When the operator depresses
the brake valve, hydraulic pressure, proportional to
the amount of brake valve application, is applied to
the pilot pressure circuit of each dual relay valve.
Regulated pressure (proportional to the pilot pres-
sure applied) is then delivered from the "B1" and "B2"
ports of each dual relay valve to each wheel.
The regulated pressures supplied to each wheel are
equal. If a malfunction occurs, causing a pressure
differential greater than 300 psi (2068 kPa) between
the right and left brake apply circuit, a differential
pressure switch (3, Figure 3-11) mounted on the
valve activates a warning horn and lamp in the cab. If
a pressure differential greater than 300 psi (2068
kPa) occurs in the pilot circuit supplying the front and
rear dual relay valves, a differential pressure switch
mounted on the brake valve activates the warning
horn and lamp in the cab.
The dual relay valve for the front brake circuit is
located in the hydraulic components cabinet behind
the cab. The dual relay valve for the rear brake circuit
is located in the rear axle housing and requires
removal of the wheel motor cooling air duct compo-
nents for access to the valve as described below.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or install-
ing test gauges, always bleed down hydraulic
steering and brake accumulators. The steering
accumulators can be bled down with engine shut
down, turning the 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 (6 & 7, Figure 3-1)
located on the brake manifold. This will allow
both accumulators for the rear brakes and both
accumulators for the front brakes to bleed down.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible roll-away.
J03019 01/99 Brake Circuit Component Service
Removal
1. Securely block the wheels to prevent roll-away.
2. Place selector switch in NEUTRAL, turn the rest
switch ON. Turn key switch OFF to shut down
engine and allow 90 seconds for steering sys-
tem accumulators to bleed down. Open valves
(6 & 7, Figure 3-1) to bleed down all four brake
accumulators. Close valves after all pressure is
released.
NOTE: Follow steps 3 & 4 below for the front valve or
steps 5 through 9 for rear valve removal.
Front Brake Circuit:
3. Tag and remove all hydraulic lines from dual
relay valve. Plug lines and ports to prevent pos-
sible contamination. Disconnect wiring harness
at differential pressure switch connector.
4. Remove two capscrews and washers securing
valve to rear wall of cabinet. Remove valve and
move to clean work area for disassembly.
Rear Brake Circuit:
5. Open rear access cover and remove wing nuts
securing duct tube to axle housing. Remove
tube.
6. Open access covers inside axle housing.
7. Remove wheel motor cooling air exhaust duct
from between wheel motors.
8. Tag and remove all hydraulic lines from dual
relay valve. Plug lines and ports to prevent pos-
sible contamination. Disconnect wiring harness
at differential pressure switch connector.
9. Remove two capscrews and washers securing
valve to mounting bracket. Remove valve and
move to clean work area for disassembly.
Installation
1. Install dual relay valve in hydraulic components
cabinet (front brake circuit) or rear axle housing
(rear brake circuit). Install the two 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. Connect
differential pressure switch connector to wire
harness.
3. Start engine and check for leaks and proper
brake operation. Shut down engine.
4. For the rear valve, reinstall the wheel motor
cooling air duct between wheel motors. Close
access covers and reinstall tube in axle access
opening.
J3-17
 FIGURE 3-11. DUAL RELAY VALVE AND DIFFERENTIAL PRESSURE SWITCH

1. Manifold Body 8. Reaction Plunger 17. Sleeve 26. Switch

2. Valve Body 9. Sleeve 18. O-Ring 27. Body
3. Differential Pressure 10. Seal 19. Plug 28. Plug
Switch Assembly 11. Spool Spring 20. Capscrew 29. Screw Plug
4. Packing 12. Regulator Spool 21. Backup Ring 30. Spring
5. Plug 13. Lower Spring Seat 22. O-Ring 31. Piston
6. Sleeve Retainer 14. Regulator Spring 23. Backup Ring 32. Spool Assembly
7. Capscrews & Wash- 15. Upper Spring Seat 24. O-Ring
ers 16. Plunger 25. O-Ring

J3-18 Brake Circuit Component Service 01/99 J03019

Disassembly - Dual Relay Valve
The parts installed in the valve body for the "B1" and
"B2" bores are identical, however the parts must not
be interchanged between the two bores.
1. Thoroughly clean valve to remove dirt accumu-
lation. 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, Fig-
ure 3-11) and valve body (2) to ensure correct
reassembly.
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 capscrews securing the differential
pressure switch (3) to the valve body. Remove
and discard seals behind differential pressure
switch ports. Refer to "Differential Pressure
Switch" for disassembly.
5. Remove the two socket head capscrews (20)
retaining the manifold body (1) to the valve
body (2). Remove manifold body and discard O-
rings (18).
6. Remove plungers (16) and sleeves (17).
7. Remove controller from vice.
8. Remove the four capscrews and washers (7)
from the base of the valve.
9. Remove the sleeve retainer (6).
10. With the valve upright, the plug (5) should fall
out. If not, tap lightly to dislodge.
11. Remove the spools (12), reaction plungers (8)
and spool return springs (11). Keep parts sepa-
rate so they may be installed in the same spool
from which they were removed.
12. Remove and discard the packing (4) from the
counterbore in the base of the valve body.
13. Turn the valve on its side on the work bench
and remove the sleeves (9) from the valve
body.
14. Remove seal (10), O-rings (22 & 24), and
backup rings (21 & 23) and discard.
15. Remove spring seats (13 & 15) and regulator
springs (14).
J03019 01/99 Brake Circuit Component Service
Cleaning and Inspection - Dual Relay Valve
1. Clean all metal parts with solvent and air dry.
2. Apply a light film of type C-4 hydraulic oil to
plungers (14, Figure 3-11) and insert in sleeves
(15). Sleeves must slide smoothly and freely in
sleeve bores. If parts do not slide smoothly or
excessive wear is apparent, replace both the
sleeve and plunger.
3. Apply a light film of oil to regulator spools (12)
and slide into bore of sleeves (9). Spools must
slide smoothly and freely in sleeve bores. If
parts do not slide smoothly or excessive wear is
apparent, replace both the sleeve and spool.
4. Inspect each spring carefully for cracks or
breaks. Any spring with a crack or break must
be replaced. If the valve was not reaching
proper regulated pressure, replace the regulator
springs.
5. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep compo-
nents protected from contamination.
Assembly - Dual Relay Valve
1. Install sleeves (17, Figure 3-11) in bores in top
of valve body (2).
2. Install plungers (16) in sleeves as shown in Fig-
ure 3-11.
3. Apply film of oil to O-rings (18) and position in
grooves on top of valve body.
4. Position manifold body (1) on valve body, align-
ing marks made during disassembly.
5. Secure manifold to valve body with two socket
head capscrews (20). Only finger tighten cap-
screws.
6. Assemble 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.
9. Assemble regulator spool (12) as follows:
a. Insert spool springs (11) into spool bore.
b. Insert reaction plungers (8) into spool bores
and springs.
J3-19
 10. Install regulator spool assemblies into their
respective sleeve bores. The spherical end
must be inserted toward the spring seat. Push
into bore until contact is made with lower spring
seat.
11. Install sleeve retainer plug packing (4) in valve
body.
12. Check to be certain spring seats (13 & 15) are
properly positioned into the regulator springs
(14) and the reaction plunger (8) slides
smoothly in its bore. Install retaining plug (5) in
valve body counterbore.
13. Position sleeve retainer (6) on valve body.
Install the four capscrews and washers (7),
tightening capscrews evenly to properly seat
plug (5) in counterbore. Final tighten capscrews
to 140 - 150 in. lbs. (15.8 - 16.9 N.m) torque.
14. Tighten the two capscrews (20) holding the
manifold body (1) to the valve body (2) to 180 -
190 in. lbs. (20.3 - 21.5 N.m) torque.
15. Install plugs (19) in manifold body ports. Tighten
the larger (#8 SAE) plugs to 275 - 300 in. lbs.
(31.1 - 33.9 N.m) torque. Tighten the smaller
(#4 SAE) plugs installed in the "TC1" and "TC2"
ports to 90 - 100 in. lbs. (10.2 - 11.3 N.m)
torque.
16. Install differential pressure switch on valve body
using new seals. Tighten capscrews to 140 -
150 in. lbs. (15.8 - 16.9 N.m) torque.
DIFFERENTIAL PRESSURE SWITCH
The differential pressure switch (3, Figure 3-11)
mounted on the dual relay valve detects an imbal-
ance in brake apply pressure between the left and
right wheels on the front or rear brake circuits.
If the regulated output pressures at the "B1" and "B2"
ports differ more than 300 psi (2068 kPa), switch (26)
activates a warning horn and lamp in the cab to alert
the operator to a potential brake system problem.
Disassembly
1. Remove the four socket head capscrews
attaching the differential pressure switch body
(3, Figure 3-11) to the dual relay valve body (2).
2. Remove switch assembly (26) and O-ring (25).
3. Remove plugs (28).
4. Remove screw plug (29).
5. Remove spring (30) and piston (31).
6. Carefully push spool assembly (32) out of its
bore.
J3-20 Brake Circuit Component Service
Cleaning and Inspection
1. Clean all metal parts with solvent and air dry.
2. Inspect spool assembly (32, Figure 3-11) and
bore for scoring and other evidence of damage.
If spool seals are damaged, the entire switch
assembly should be replaced.
3. Lightly lubricate spool assembly and 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 (31) and insert in its bore. Pis-
ton must move freely with no binding.
5. Inspect spring (30) for cracks, distortion, etc.
6. Attach an ohmmeter to switch assembly (26)
center terminal and switch body. Actuate the
switch plunger to verify contacts close when
plunger is depressed and contacts open when
released.
Assembly
1. Install one plug (28, Figure 3-11) in the spool
assembly bore. Tighten plug to 190 - 210 in.
lbs. (21.5 - 23.7 N.m) torque.
2. Lightly lubricate Glyde rings on spool assembly
(32) and carefully insert in valve body bore until
seated against the plug.
3. Install plug in other end of spool bore. Tighten
to 190 - 210 in. lbs. (21.5 - 23.7 N.m) torque.
4. Using new O-ring (25), install switch (26).
Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m)
torque.
5. Turn valve over and install piston (31), spring
(30) and screw plug (29). Plug should be
inserted approximately 0.5 in. (13 mm) below
edge of valve body. Temporarily install plug in
screw plug port.
NOTE: Screw plug (29) adjustment controls switch
actuation point. Refer to Valve Test and Adjustment,
Differential Pressure Switch Adjustment for
calibration procedure.
01/99 J03019
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 cali-
brated and its operation tested.
• 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.

• Pressure gauges (4), 0-to-3000 psi (20,680
kPa).
• Hydraulic pressure supply, regulated to 2750 psi
(18,960 kPa).
• Hydraulic test stand, Refer to Figure 3-12.
Port "T": . . . . . . . . . 1 1/16 in., #12 SAE O-ring.
• Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
dual relay valve installed on the truck by using the
brake treadle valve to modulate pilot pressure and
monitoring brake apply pressure in the appropriate
brake apply pressure lines.

FIGURE 3-12. DUAL RELAY VALVE BENCH TEST SETUP

1. Motor 6. Needle Valve 12. Needle Valve
2. Pump (Pressure Bleed to Tank) 13. Shut-off Valves
3. Main Pressure Gauge 7. Pilot Pressure Gauge 14. Simulated Brake Volume
4. Pressure Regulator 8. Dual Relay Valve 15. Relief Valve
(Pilot Pressure) 9. LH Brake Apply Pressure Gauge
5. Needle Valve 10. RH Brake Apply Pressure Gauge
(Pilot Pressure Release) 11. Needle Valve

J03019 01/99 Brake Circuit Component Service J3-21

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 3,000 psi
(20,680 kPa). Connect all ports. The connec-
tions should be according to the diagram shown
in Figure 3-12. All ports must be used and con-
nected.
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
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.
6. Start hydraulic pump and regulate output pres-
sure to 2750 psi (18,960 kPa) at pressure
gauge (3). Pressure gauges (9 & 10) should
read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 2400 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 hydraulic oil at
120° ± 10° F (49° ± 3° C).
J3-22 Brake Circuit Component Service
Adjustment - Brake Valve Output Pressure
1. With pump operating and supply and pilot pres-
sure adjusted as described in setup instruc-
tions, inspect valve for leakage.
2. With 2400 psi (16,545 kPa) pilot pressure
applied, verify the following regulated output
pressures:
"B1" port gauge (10) reads 2400 ± 75 psi
(16,545 ± 517 kPa)
"B2" port gauge (9) reads 2400 ± 75 psi
(16,545 ± 517 kPa)
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
2400 psi (16,545 kPa) (maximum) pilot pres-
sure is obtained.
Pilot pressure and regulated output pressure
must track within 50 psi (345 kPa) after the
pilot pressure reaches 100 psi (690 kPa).
7. Reduce pilot pressure to 0 psi (0 kPa). Apply
2400 psi (16,545 kPa) pilot pressure as quickly
as possible.
Regulated output pressure must increase to
2400 ± 75 psi (16,545 ± 517 kPa) 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/min.
With 2400 psi (16,545 kPa) pilot pressure
applied, leakage must not exceed 150 cc/min.
9. Adjust differential pressure switch using the fol-
lowing procedure.
01/99 J03019
Adjustment - Differential Pressure Switch
10. Attach an ohmmeter or continuity tester lead to
connector on differential pressure switch wire.
Attach other lead to valve body. Verify switch
contact is open.
11. Remove plug on bottom of valve body for
access to adjustment screw plug (29, Figure 3-
11).
12. Open the "B1" regulated output circuit needle
valve (11) to bleed the pressure back to tank.
Adjust pilot pressure regulator for 0 psi (0 kPa)
on gauge (7).
13. Slowly adjust regulator valve to obtain 300 psi
(2,068 kPa) on the "B2" circuit pressure gauge
(9).
a. If switch contact has not closed, turn differ-
ential pressure switch adjustment screw (29)
counterclockwise until switch contact just
closes.
b. If switch contact closed before reaching 300
psi (2,068 kPa), turn screw plug counter-
clockwise and repeat previous step.
14. Reduce pilot pressure until switch opens.
15. Slowly increase pilot pressure and verify switch
contact closes at 300 ± 30 psi (2,068 ± 207
kPa).
J03019 01/99 Brake Circuit Component Service
16. Reduce pilot pressure. Close "B1" needle valve
(11) and open "B2" circuit needle valve (12).
17. Slowly increase pilot pressure and verify switch
contacts close at 300 ± 30 psi (2,068 ± 207
kPa) as read on "B1" circuit gauge (10).
18. If necessary, adjust screw plug (29) and repeat
steps 12 through 17.
19. Install plug in switch adjustment port. Tighten to
90 - 100 in. lbs. (10.2 - 11.3 N.m) torque.
20. Shut down the test bench and relieve all
hydraulic pressure from the lines.
Be certain all hydraulic pressure has been
released prior to disconnecting hoses and valve.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
21. Remove hoses from valve and remove valve
from test stand.
J3-23
HYDRAULIC BRAKE ACCUMULATORS
Four hydraulic brake accumulators are installed on
the truck. Two identical accumulators are located on
the brake manifold in the brake control cabinet
behind the operator's cab. The left accumulator sup-
plies the pressure necessary for actuation of the rear
service brakes. The right accumulator supplies pres-
sure to activate the front service brakes.
Two larger volume accumulators, located on the RH
frame rail behind the tire, supplement the above
accumulators, one for the front and one for the rear
brake circuits.
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 pressur-
ized oil. The manual bleeddown valve for the rear
accumulators is identified as "NV1". The manual
bleeddown valve for the front accumulators is
identified as "NV2".
Brake Accumulator Bleed Down Procedure
The four brake accumulators can be bled down by
rotating the manual bleeddown valves (NV1 and
NV2) counterclockwise. The valves are located on
the brake manifold in the hydraulic brake cabinet.
1. Turn handles counterclockwise to open valves.
2. Confirm accumulators are bled down by apply-
ing the brake lock switch (key switch ON,
engine shut down) and applying service brake
pedal. The service brake light shouldn’t come
on.
3. Close the bleeddown valves by rotating clock-
wise.
FIGURE 3-13. VALVE CORE REMOVAL
J3-24 Brake Circuit Component Service
ACCUMULUTOR - HYDRAULIC
COMPONENTS CABINET
Removal
1. Shut down engine to bleed steering accumula-
tors. Open accumulator manual drain valves to
exhaust all pressure from the brake system.
2. Remove the valve guard and "Dyna-seal" from
top of accumulators.
3. Depress valve core to release gas precharge
pressure from accumulator bladder. (Refer to
Figure 3-13).
4. Remove accumulator mounting bracket.
Loosen and remove accumulator from the
brake manifold. Plug opening on brake manifold
to prevent contamination.
5. Transfer accumulator to work area.
Installation
1. After service repairs or bench test has been
completed, move the accumulators to the brake
control cabinet. Do Not precharge accumula-
tors on the test bench.
2. Position the accumulators on the brake mani-
fold. Tighten fittings securely. Install mounting
brackets. Secure mounting brackets in place
with capscrews and lockwashers. Tighten cap-
screws to standard torque.
3. Refer to Charging Procedure in this section.
4. Replace "Dyna-seal" and valve guard on top of
accumulators.
Disassembly
1. Securely clamp accumulator (preferably in a
chain vise). Make sure accumulator shell is
suitably protected by strips of padding or soft
metal on vise base.
2. Remove core from gas valve using valve core
tool. (Refer to Figure 3-13).
3. Remove pipe plug from plug & poppet assem-
bly.
4. Remove locknut from plug and poppet assem-
bly using a spanner wrench and an adjustable
wrench. One for torque and one for counter-
torque. (Refer to Figure 3-14).
5. Remove spacer, Figure 3-15.
6. With palm of hand, push plug and poppet
assembly into the shell.
7. Insert hand into shell and remove O-ring,
washer and anti-extrusion ring from plug. Fold
anti-extrusion ring to enable removal. (Refer to
Figure 3-16).
01/99 J03019
 FIGURE 3-17. PLUG AND POPPET REMOVAL

8. Remove plug and poppet assembly from shell.

(Refer to Figure 3-17.)
9. With wrench on valve stem flats, remove the nut
from the valve stem.
FIGURE 3-14. LOCKNUT REMOVAL
10. Insert hand into shell fluid opening. Depress
bag and eliminate as much gas pressure as
possible.

FIGURE 3-15. SPACER REMOVAL FIGURE 3-18. BLADDER REMOVAL

11. Grasp heel of the bladder and withdraw from

shell. (Refer to Figure 3-18).

Cleaning and Inspection - Accumulator

1. After disassembly, clean all parts with an
approved cleaning solution.
2. Blow all parts dry with air and keep free from
foreign matter.
3. Check all rubber items for deterioration, abra-
sion marks, cracks, holes, bubbles or any simi-
lar defects.
4. Replace all O-rings and any other items
FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL deemed unsuitable for further usage.

J03019 01/99 Brake Circuit Component Service J3-25

 5. Bladder may be checked by inflating to normal
size and checking with a soapy solution. After
testing, deflate immediately.
6. Check plug and poppet valve for proper func-
tioning.
Assembly - Accumulator
1. Replace shell in vise, if removed.
2. Pour a liberal amount of clean C-4 hydraulic oil
into shell to serve as a cushion.
3. With bladder assembly on bench, expel all air to
completely collapse bladder and fold bladder
longitudinally into a compact roll. To maintain
rolled condition of bladder, install gas valve core
into the valve stem, thereby preventing air from
entering the bladder.
4. Attach bladder pull rod to bladder valve stem.
FIGURE 3-19. BLADDER INSTALLATION
5. Pass bladder pull rod through shell oil port and
out through valve stem opening. (Refer to Fig-
ure 3-19).
6. Pull bladder pull rod out of shell with one hand
while feeding bladder into shell with other hand.
FIGURE 3-20. VALVE STEM INSTALLATION
J3-26 Brake Circuit Component Service
7. Position name plate over valve stem and install
valve stem nut by hand (Figure 3-20). Remove
bladder pull rod.
8. Grasp threaded section of plug and insert pop-
pet end into shell mouth.
9. Install anti-extrusion ring inside shell. Fold anti-
extrusion ring to enable insertion into shell.
Place anti-extrusion ring on plug and poppet
assembly with its steel collar toward shell
mouth.
10. Withdraw threaded end of plug through shell
mouth. (Refer to Figure 3-21).
FIGURE 3-21. PLUG ASSEMBLY
11. Pull plug until seated solidly into position on
shell mouth opening.
12. Install valve core. Using dry nitrogen, slowly
pressurize bladder with sufficient pressure
[approximately 5 psi (34 kPa)] to hold plug and
poppet assembly in place.
FIGURE 3-22. WASHER INSTALLATION
01/99 J03019
 13. Install washer onto plug and poppet assembly
and push until seated against anti-extrusion
ring. (Refer to Figure 3-22).
14. Install O-ring over plug and poppet assembly
and push until seated. Do Not twist the O-ring.
15. Install spacer with smaller diameter of the
shoulder toward shell.
16. Install locknut on plug and poppet assembly and
tighten securely. This will squeeze O-ring into
place. (Refer to Figure 3-23).
FIGURE 3-23. LOCKNUT INSTALLATION
17. Install pipe plug into plug and poppet assembly.
18. Install accumulator on truck and charge accord-
ing to Charging Procedure.
FIGURE 3-24. INSTALLATION/REMOVAL OF
“DYNA-SEAL”
1. "Dyna-Seal" 3. Accumulator
2. Accumulator
Charging Valve
J03019 01/99 Brake Circuit Component Service
Charging Procedure - Accumulator
1. Mount hose assembly gland nut on pressure
regulator.
Pure dry nitrogen is the only gas approved for
use in brake accumulators. Accidental charging
of oxygen or any other gas in this component
may cause an explosion. Be sure pure dry nitro-
gen gas is being used to charge accumulators.
NOTE: Remove "Dyna-seal" or O-ring (if equipped)
prior to attaching connector to accumulator gas
valve. Refer to Figure 3-24.
2. Attach swivel connector of hose assembly to
gas valve. Hand tighten sufficiently to compress
gasket swivel connector in order to prevent gas
leakage.
NOTE: If leakage is still present, replacement of the
small copper washer in the swivel connector may be
necessary.
3. Precharge bladder slowly to about 10 psi (69
kPa) before completely tightening the valve
stem nut. With wrench on valve stem flats,
tighten valve stem nut.
4. Proceed to inflate accumulator to 1400 ± 50 psi
(9653 ± 345 kPa) pressure by slowly opening
the pressure regulator valve on nitrogen cylin-
der, closing it occasionally to allow needle on
pressure gauge to stabilize (thus giving accu-
rate reading of precharge pressure). When cor-
rect precharge has been reached, close
pressure regulator valve on nitrogen cylinder
securely.
5. Bleeder valve can be used to release any gas
pressure in excess of desired precharge.
6. Replace "Dyna-seal" and valve guard over
valve stem.
NOTE: For recharging only:
Bleed all hydraulic pressure from the system using
the bleed valves on the brake manifold. Remove
valve guard and "Dyna-seal". Then, follow Charging
Procedure, Steps 1 thru 6.
J3-27
ACCUMULATORS - FRAME MOUNTED
Figure 3-26 illustrates the (RH) frame mounted brake
circuit accumulators which provide additional oil stor-
age for the front and rear brake circuits.

Removal
1. Place the selector switch in NEUTRAL, turn the
rest switch ON. Turn key switch OFF and allow
at least 90 seconds for steering accumulator oil
to drain back to tank.
2. Open needle valves (6 & 7, Figure 3-1) on
brake manifold (5) and allow the four brake sys-
tem accumulators to bleed completely.
3. Remove charging valve guard (2, Figure 3-25)
and loosen small hex on charging valve (3) FIGURE 3-25. CHARGING VALVES
three complete turns. Depress the valve core 1. Accumulator 3. Charging Valve
until all nitrogen pressure has been relieved. 2. Charging Valve
Guard

Make certain only the small swivel hex nut turns.

Turning the complete charging valve assembly
may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside. Wear protective face mask when dis-
charging nitrogen gas.
4. Remove oil line (5, Figure 3-26) from bottom of
the accumulator. Plug all hoses and openings to
prevent possible contamination of the system.
5. Attach a lifting device to the accumulator to be
removed.
6. Remove mounting band capscrews (3) and
remove mounting bands (4).
7. Raise the accumulator until clear of mounting
bracket and move to a clean work area for dis-
assembly.

Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the anti-rotation block positioned between the
two stop blocks on the lower mounting bracket.
2. Secure the accumulator to the mounting
bracket using mounting bands (4, Figure 3-26)
and associated hardware. Do not overtighten
nuts, as this could distort the accumulator.
FIGURE 3-26. BRAKE ACCUMULATOR
3. Reconnect oil line (5) to the bottom of the accu- INSTALLATION
mulator.
1. Rear Brake Circuit 3. Capscrews, Washers
4. Precharge both accumulators with pure dry
Accumulator & Nuts
nitrogen as outlined in Accumulator Charging
2. Front Brake Circuit 4. Mounting Bands
Procedure (Frame Mounted).
Accumulator 5. Oil Line

J3-28 Brake Circuit Component Service 01/99 J03019

 Disassembly - Accumulator
1. Remove charging valve (3, Figure 3-27).
2. Remove gland (4).
Note: Figure 3-28 illustrates a tool that can be
fabricated locally to aid in removing the gland.
3. Remove plugs and/or adaptor (10 & 11). Using
a round rod, push piston (6) out of accumulator.
4. Remove piston rings (7) and seal (8).

Cleaning and Inspection - Accumulator

1. Clean parts using fresh cleaning solvent, lint
free wiping cloth and filtered compressed air.
All parts must be absolutely free of any foreign
matter larger than 3 microns.
2. Inspect piston for damage. If scored or other-
wise 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 mea-
surements, 90° apart at each point to verify
tube is not out-of-round.

FIGURE 3-27. ACCUMULATOR ASSEMBLY

1. Capscrew 7. Bearing
2. Cover 8. "T" Ring Seal
3. Charging Valve 9. Housing
4. Gland 10. Plug
5. O-ring & Backup Ring 11. Plug FIGURE 3-28. GLAND REMOVAL TOOL
6. Piston (Fabricate Locally)

J03019 01/99 Brake Circuit Component Service J3-29

 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
material. 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 pressurized.
5. Clean parts thoroughly to remove abrasive resi-
due after honing.
Assembly - Accumulator
Assemble the accumulators in a dust and lint free
area. Maintain complete cleanliness during
assembly to prevent possible contamination.
1. Install a new seal (8, Figure 3-27) on piston.
Install new bearings (7). Coat seal and bear-
ings with a small amount of petroleum jelly.
2. Install the piston with the concave side toward
gas end (gland end) of accumulator cylinder
housing (9). Push the piston to the center 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 850 ft. lbs. (1152
N.m) torque using tool as shown in Figure 6-5.
5. Install charging valve (3) with new O-ring.
Tighten charging valve large hex nut to 16.5
ft.lbs. (22.3 N.m) torque.
6. Install pressure switch. Install pressure test fit-
tings in bottom of housing. (See "Testing"
below.)
J3-30 Brake Circuit Component Service
Testing - Accumulator
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pres-
sure. A source of 5000 psi (35 MPa) hydraulic pres-
sure and nitrogen pressure of 1400 psi (9.65 MPa)
will be required. A small water tank with the neces-
sary 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 rec-
ommended to contain the accumulator during oil
pressurization test.
1. Fill each end of the accumulator with approxi-
mately 3.75 gallons (14.2 Liters) of clean type
C-4 hydraulic oil. Install an adaptor on the oil
end to connect to hydraulic power source. Plug
remaining ports.
a. Apply 5000 psi (35 MPa) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage exists.
2. Release pressure and remove oil side fitting.
3. Drain oil. Leave port open.
4. Pressurize gas end of accumulator with approx-
imately 100 psi (690 kPa) nitrogen pressure to
move piston to bottom of housing.
5. Submerge oil end of assembly in water.
6. Apply 1400 psi (9.65 MPa) nitrogen pressure to
gas end and observe for 20 minutes. No leak-
age (bubbles) is permitted.
7. Release nitrogen pressure and remove assem-
bly from water.
8. Drain any remaining oil or water.
9. If the accumulator is to be placed in storage,
add 3 pints (1.5 L) of rust preventive oil in the
nitrogen side of the accumulator. Add 1 pint (0.5
L) 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
attached and legible (Refer to parts book if
replacements are required).
01/99 J03019
ACCUMULATOR CHARGING
PROCEDURE
(Frame Mounted Brake Accumulators)
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
charging of oxygen or any other gas in this com-
partment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the
accumulators.
When charging or discharging the nitrogen gas
in the accumulators, be sure the warning labels
are observed and the instructions regarding the
charging valve are carefully read and under-
stood.
1. With engine shut down, the rest switch ON 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 (6 & 7, Figure 3-1)
located on the brake manifold in the hydraulic
components cabinet to completely bleed the
pressure from all brake system accumulators.
3. Remove charging valve guards.
If nitrogen pressure is present in the accumula-
tors, make certain only the small swivel hex nut
is turned during the next step. Turning the com-
plete valve assembly may result in the valve
assembly being forced out of the accumulator by
the nitrogen pressure inside.
4. Remove charging valve cap (1, Figure 3-28).
Turn small swivel hex nut (4) three complete
turns counterclockwise.
5. Depress the valve stem and hold down until all
nitrogen has been released.
6. If a loss in nitrogen pressure is the reason for
recharging, inspect the charging valve and
accumulator for damage. Replace or repair
items, as necessary, before charging proce-
dure.
J03019 01/99 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 3-29. CHARGING VALVE
7. Connect the nitrogen charging kit to the charg-
ing valves. Open the regulator and charge the
accumulators simultaneously to 1400 psi (9.8
MPa).
NOTE: When charging the accumulators, allow
adequate time for the system to fully charge. Insure
all oil has returned from the accumulators to the
hydraulic tank.
8. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 1400 psi
(9.7 MPa) continue charging procedure until
pressure is stabilized.
9. Remove charging kit and tighten small hex nut
on charging valve to 4 ft.lbs. (5.4 N.m) torque.
NOTE: If a new charging valve was installed, the
valve stem must be seated as follows:
a. Tighten small hex swivel nut to 10.5 ft.lbs.
(14.2 N.m) torque.
b. Loosen swivel nut.
c. Retighten swivel nut to 10.5 ft.lbs. (14.2
N.m) torque.
d. Again, loosen swivel nut.
e. Finally, tighten swivel nut to 4 ft.lbs. (5.4
N.m) torque.
10. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 25 ft.lbs. (33.9 N.m) torque.
11. Close brake accumulator bleed valves.
12. If necessary, recharge the smaller brake accu-
mulators. Refer to Accumulators - Hydraulic
Components Cabinet, Charging Procedure.
13. Operate truck and check brake system operation.
J3-31
RETARDER CONTROL LEVER
(STEERING COLUMN-MOUNTED)
Due to wear, the retarder control lever assembly (4,
Figure 3-30) may occasionally require adjustment or
repair.

Removal - Retarder Control Lever Installation - Retarder Control Lever

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 3-30) and lockwashers (2) from steer-
ing column (3).
2. Disconnect harness connector (5) from lever
assembly (4).
1. Connect harness connector (5, Figure 3-30) 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 3-30. COLUMN-MOUNTED RETARDER CONTROL LEVER

1. Capscrew, Socket Head 6. Capscrew, Socket Head 11. Spring, Disc
2. Lockwasher 7. Lockwasher 12. Washer, Internal Tang
3. Steering Column Assembly 8. Potentiometer (Switch Assembly) 13. Bracket
4. Retarder Control Assembly 9. Locknut 14. Shaft
5. Harness Connector 10. Washer, Tanged 15. Lever
16. Handle

J3-32 Brake Circuit Component Service 01/99 J03019

Disassembly and Adjustment - Retarder Control
Lever
1. Remove the capscrews (6, Figure 3-30) and
lockwashers (7) from lever assembly.
2. Remove potentiometer (8).
3. Bend tangs on washer (10) away from slots in
locknut (9).
a. If the lever assembly is to be completely dis-
assembled, loosen and remove locknut (9),
along with tang washer (10), spring (11), and
washer (12). Remove handle and shaft
assembly (14).
Wash parts in clean solvent and inspect for
excessive wear, burrs, or scratches. Replace
defective parts.
b. If the lever assembly only requires adjust-
ment, loosen or tighten locknut (9) as fol-
lows:
The lever assembly should be adjusted such
that the frictional forces will hold the lever
firmly in the position selected by the opera-
tor. At the same time, the adjustment should
not be so tight as to cause the operator to
use undue force to move the lever.
The position of the lever should remain sta-
tionary without moving down (applying the
retarder) from its own weight or due to
machine vibrations during truck operation.
When the desired adjustment is obtained,
bend tang on washer (10) into slot on locknut
(9).
Assembly - Retarder Control Lever
1. If handle (16, Figure 3-30) or lever (15) has
been removed from shaft (14), assemble as fol-
lows:
a. Apply Loctite™ #271 to lever (15) and install
lever fully into shaft (14).
b. Apply Loctite™ #271 to opposite end of lever
(15) and install handle (16) 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 Consis-
tency #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 -
Retarder Control Lever.
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.

Potentiometer Check - Retarder Control Lever

The potentiometer (8, Figure 3-30) 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
release. 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.

J03019 01/99 Brake Circuit Component Service J3-33

 NOTES

J3-34 Brake Circuit Component Service 01/99 J03019

 SECTION J4
BRAKE CIRCUIT CHECK-OUT PROCEDURE
INDEX

BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

EQUIPMENT REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

BRAKE SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Failure Modes Check-Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . 15

J04020 04/99 Brake Circuit Checkout J4-1

 NOTES

J4-2 Brake Circuit Checkout 04/99 J04020

 BRAKE CIRCUIT CHECK-OUT PROCEDURE
The brake circuit hydraulic pressure is supplied from
the steering circuit at the bleed down manifold.
Some brake system problems, such as spongy
brakes, slow brake release, or abnormal operation
of the overhead display panel mounted "Low Brake
Pressure" warning light can sometimes be traced to
internal leakage of brake components. If internal
leakage is suspected, refer to Brake Circuit Compo-
nent Leakage Test.
NOTE: If internal leakage within the steering circuit
is excessive, this also may contribute to problems
within the brake circuit. Be certain that steering
circuit leakage is not excessive before
troubleshooting brake circuit. For Steering Circuit
Test Procedure, refer to Section "L", Hydraulic
System.

FIGURE 4-1. HYDRAULIC COMPONENTS CABINET

1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Charging Valve
5. Relief Valve (Hoist-Power
Down)
6. Hoist Pilot Valve
7. Dual Relay Valve
8. Differential Pressure Switch
9. Hoist-Up Limit Solenoid
10. Check Valve (Hoist Circuit) 20. Low Brake Pressure Switch
11. Brake Lock Shuttle Valve 21. Park Brake Pressure Switch
12. Brake Manifold 22. Stop Light Pressure Switch
13. Pressure Reducing Valve (PR) 23. Brake Lock Degradation Switch
14. Brake Lock Solenoid (SV1) 24. Rear Brake Pressure Test Port
15. Park Brake Solenoid (SV2) (B1)
16. Front Brake Accum. Bleed Valve 25. Front Brake Pressure Test Port
17. Automatic Apply Valve (B2)
18. Low Accum. Test Port (LAP1) 26. Manifold
19. Rear Brake Accum. Bleed Valve 27. Brake Warning Delay Timer

J04020 04/99 Brake Circuit Checkout J4-3

The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
check valve tee below the bleeddown manifold.
Plug the brake supply line and cap the port in the
check valve fitting. (see WARNING below)
The steering accumulator can be bled down with
engine shut down, turning 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 all
four brake accumulators.

Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or install-
ing test gauges, ALWAYS bleed down hydraulic Before disabling brake circuit, be sure truck
steering and brake accumulators. wheels are blocked to prevent possible rolla-
Hydraulic fluid escaping under pressure can way.
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.

FIGURE 4-2. BRAKE MANIFOLD

J4-4 Brake Circuit Checkout 04/99 J04020

 EQUIPMENT REQUIRED
BRAKE CIRCUIT ABBREVIATIONS Included on the last page of this module is a data
AA Automatic Apply Pressure sheet to record the information observed during the
AF2 Accumulator, Front Brake hydraulic brake system check-out procedure. The
data sheet can be removed, copied, and used during
AF1 Supply Pressure to Brake Valve for the check-out procedure.
Front Brakes
AR2 Accumulator, Rear Brake
AR1 Supply Pressure to Brake Valve for • Steps indicated in this manner should be
Rear Brakes recorded on the data sheet for reference.

BF Brake Pressure, Front

BL Brake Lock Apply Pressure The following equipment will be necessary to prop-
erly check-out the hydraulic brake circuit:
BR Brake Pressure, Rear
CP1 Cavity Plug, One Direction Flow - • Hydraulic brake schematic, refer to Section "R"
No Specific function in this application this manual.

CV,CV2, Check Valve • Calibrated pressure gauges:

CV3 > One 0-5000 psi (0-34,475 kPa) range.
DSV High Pressure Shuttle Valve > Three 0-3000 psi (0-20,685 kPa) range.
LS Low Pressure Shuttle Valve • One PB6039 female quick disconnect and hose
LAP1 Pressure Tap Test Port long enough to reach from brake cabinet to the
Low Accumulator Pressure inside of the operator's cab for each gauge.
LAP2 Low Brake Pressure Switch • Accumulator charging kit (EB1759 or equivalent)
{N.C., 1850 ± 75 psi (12.95 MPa)} with gauges and dry nitrogen.
NV2 Front Accumulator Manual Drain Valve
NV1 Rear Accumulator Manual Drain Valve
PK1 Park Brake Release Pressure
PK3 Park Brake Pressure Switch
N.C., 1250 psi (8.75 MPa)
PR Brake Lock Pressure Regulator
2000 psi (13.8 MPa)
PS Automatic Apply Valve
1650 psi (11.55 MPa)
SP1 Supply Oil Inlet
SV1 Brake Lock Solenoid
SV2 Park Brake Solenoid
T1 Return to Tank

J04020 04/99 Brake Circuit Checkout J4-5

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, "Hydrau-
lic System", for steering system operation trouble-
shooting procedures and specifications.
Be certain brakes have been properly bled to remove
trapped air. Refer to "Wet Disc Brake Bleeding Pro-
cedure" in this Section. Also, prior to checking the
brake system, make certain the parking brake is
functioning properly. Refer to parking brake this sec-
tion.
1. Apply the parking brake, put selector switch in
NEUTRAL, place the Rest switch in the ON
position, turn the key switch OFF to shut down
the engine, and allow approximately 90 sec-
onds for the steering accumulators to bleed
down. Confirm the steering pressure is released
by turning the steering wheel - no movement FIGURE 4-3. BRAKE CABINET PORT
should occur. Block the truck wheels. IDENTIFICATION
(Viewed from bottom of cabinet.)
NOTE: Leave Rest switch in the ON position and the
GF Cutout Switch in the CUTOUT position 1. AR1: Rear Brake Oil Supply to Brake Valve
throughout brake tests. (See Figure 3-1, page E3-2, 2. AA: Automatic Apply Oil Supply to Brake Valve
Propulsion System, for GF switch location.) 3. AF1: Front Brake Oil Supply to Brake Valve
2. Open each brake accumulator bleeddown valve 4. PK1: Oil Supply to Park Brake
and precharge both brake manifold accumula- 5. T1: Oil Return to Hydraulic Tank
tors (1 & 3, Figure 4-1) to 1400 psi (9,652 kPa). 6. SP1: Brake System Oil Supply from Bleeddown
Move the charging kit to the frame mounted Manifold and filter
accumulators (behind right front tire) and pre- 7. To "B1" Port on Brake Valve
charge both accumulators to 1400 psi (9,652
kPa). Allow gas temperature to approach ambi- 5. Set park brake. Release brake lock.
ent temperature before completing precharge 6. Start engine. Observe rising brake pressures as
process.
system charges. Brakes should release at
* Record on data sheet. approximately 1650 psi (11,375 kPa) both front
and rear.
NOTE: For best performance, charge accumulators
in the ambient conditions in which the machine will 7. Actuate brake lock. Turn parking brake switch
be operating. OFF. Rear brake pressure should not exceed
2000 ± 100 psi (13,788 ± 690 kPa). Release
3. Close both accumulator bleeddown valves.
brake lock.
4. Install pressure gauges at:
* Record on data sheet.
a. Front brake test port "B2" (in brake cabinet) -
8. Slowly depress brake pedal and note brake
3000 psi (20,685 kPa) gauge.
valve pressures. If the rear brake circuit
b. Rear brake test port "B1" (in brake cabinet) - exceeds 2400 psi (16,545 kPa) at the "B1" test
3000 psi (20,685 kPa) gauge. port or front brake circuit exceeds 2400 psi
c. Park brake release pressure "PK1" (4, Fig- (16,545 kPa) at the "B2" test port, correct the
ure 4-3). (in brake cabinet) - 3000 psi problem before proceeding. This brake valve
(20,685 kPa) gauge. may require adjustment or a dual relay valve
may be malfunctioning. Refer to repair proce-
d. Low accumulator pressure test port "LAP1" dures, this section.
(front side of brake manifold) - 5000 psi
(34,475 kPa) gauge. * Record on data sheet.

J4-6 Brake Circuit Checkout 04/99 J04020

BRAKE SYSTEM CHECKOUT
NOTE: Unless otherwise specified, perform the
following checks with engine running, Rest switch in
the ON position, park brake ON and brake lock
released.
9. Apply brake lock. Turn the parking brake switch
to the OFF position:
Verify park brake indicator lamp is off.
Verify park brake release pressure (gauge
installed in "PK1" port in hydraulic cabinet)
is 2700 ± 100 psi (18,615 ± 690 kPa).
* Record on data sheet.
10. Cycle park brake several times to assure crisp
application and release of oil pressure when
switch is OFF.
11. Place parking brake switch in the ON position
and release the brake lock.
12. Install a 3000 psi (20,685 kPa) pressure gauge
at the "LBP" (9, Figure 4-5) and "RBP" (8) test
ports on the junction block at the left front cor-
ner of the rear axle housing.
13. Very slowly depress brake pedal. Force feed-
back of pedal on foot should be smooth with no
abnormal noise or mechanical roughness.
14. Slowly depress brake pedal:
Verify brake indicator lamp and stop lights
illuminate at 75 ± 5 psi (517 ± 34 kPa) 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 ("LBP", 9) reads
2400 ± 75 psi (16,545 ± 517 kPa).
Right rear brake pressure ("RBP", 8) reads
2400 ± 75 psi (16,545 ± 517 kPa).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
* Record on data sheet.
16. Release pedal, assure that each circuit's pres-
sure is zero.
17. Move the two 3000 psi (20,685 kPa) gauges to
the test ports on the front brake backplates.
J04020 04/99 Brake Circuit Checkout
18. Quickly and completely depress pedal. Verify
that within 1 second after brake is applied:
Left front brake pressure reads 2400 ± 75
psi (16,545 ± 517 kPa)
Right front brake pressure reads 2400 ± 75
psi (16,545 ± 517 kPa).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
* Record on data sheet.
19. Release pedal, assure that each circuit's pres-
sure is zero.
20. Remove gauges from front brake test ports and
install at the "B1" and "B2" test ports in the
hydraulic cabinet.
21. Disconnect circuit #52B wire on the coil of the
brake lock solenoid (SV1) (14, Figure 4-1).
Install a jumper wire between circuits #33 and
#33W at the brake warning delay timer (27, Fig-
ure 4-1).
22. Apply the brake lock; the brake lock degradation
switch should close:
Verify the warning buzzer turns on.
Verify the low brake pressure warning lamp
illuminates.
23. Depress the brake pedal until the warning
stops.
24. Very slowly, release the brake pedal while
observing the "B1" pressure gauge:
Verify warning resumes when pressure
drops to 1000 ± 25 psi (6,895 ± 172 kPa).
* Record pressure reading when alarm resumes.
25. Reconnect #52B wire at brake lock solenoid
coil. Remove jumper between circuits #33 and
#33W.
26. Cycle brake lock several times to assure crisp
shift of solenoid valve and release of oil pres-
sure. Verify stop lights illuminate when brake
lock is ON.
27. Apply brake lock and read brake pressure at
"B1" gauge:
Pressure should be 2000 ± 100 psi (13,788
± 690 kPa).
* Record on data sheet.
28. If above pressure is not correct, remove plug on
end of PR valve (13, Figure 4-1) and adjust to
obtain correct pressure. Reinstall plug after
adjustment.
J4-7
Failure Modes Check-Out
29. Start engine and allow low brake accumulator
pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
30. Turn the key switch OFF to shut down the
engine, and allow approximately 90 seconds for
the steering accumulators to bleed down.
31. Disable the steering pressure switch by unplug-
ging the diode between circuits #33 and #33F
on diode board DB1 in the auxiliary control box
or by disconnecting the wires at the steering
pressure switch.
32. Turn the key switch ON. After 2 minutes, record
the low accumulator pressure (LAP1) gauge
reading.
If pressure decreases to less than 2100 psi
(14,480 kPa), internal system leakage is
excessive. The source of the leakage must
be identified and repaired.
* Record on data sheet.
33. Very slowly, open the front brake accumulator
bleeddown valve a small amount ([NVF] 16,
Figure 4-1) while observing LAP1 decreasing
pressure.
The low brake pressure lamp and buzzer
must activate when pressure drops to 1850
± 75 psi (12,755 ± 517 kPa).
* Record on data sheet.
When the LAP1 pressure reaches 1650 psi
(11,375 kPa) brake pressures "B1" and
"B2" should begin to rise (auto apply).
* Record on data sheet.
34. Close the front brake accumulator bleeddown
valve. Start engine and allow low brake accu-
mulator pressure (LAP1 gauge) to stabilize at or
above 2700 psi (18,613 kPa).
35. Turn key switch OFF to shut down engine and
allow the steering accumulators to bleed down
completely.
J4-8 Brake Circuit Checkout
36. Turn key switch ON. Very slowly, open the rear
brake accumulator bleeddown valve a small
amount ([NVR] 19, Figure 4-1) while observing
LAP1 decreasing pressure.
Verify the low pressure warning lamp and
buzzer activate within 100 psi (690 kPa) of
the pressure recorded in step 33.
* Record on data sheet.
Verify the brake pressures "B1" and "B2"
begin to rise within 100 psi (690 kPa) of the
auto apply set point pressure recorded in
step 33.
* Record on data sheet.
37. Reinstall diode on diode board DB1 or connect
wire harness at steering pressure switch.
38. Start engine and allow low brake accumulator
pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
39. Shut down engine but do not turn key switch
OFF. (Do not allow steering accumulators to
bleed down.)
40. While observing pressure gauges, make
repeated, slow, brake applications until auto
apply comes on.
Auto apply must not actuate prior to the
sixth pedal application.
* Record on data sheet.
41. Turn the key switch OFF and allow the steering
accumulators to bleed down.
42. Open both accumulator bleeddown valves and
bleed down the entire brake system. Close
valves after all pressure is released.
43. Disconnect the hose (4, Figure 4-4) that sup-
plies oil to the brake valve ("P2" port), front
brake circuit, by removing at the tee attached to
the bottom of the hydraulic cabinet (brake mani-
fold port "AF1"). Cap the tee fitting, but hose
must be vented to atmosphere.
44. Start engine and allow low brake accumulator
pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
04/99 J04020
 45. Depress the brake pedal very slowly until the ! WARNING ! DO NOT attempt to adjust a "red"
brake differential pressure switch activates the spring to 600 ± 50 psi (4 137 ± 345 kPa). This will
low brake pressure lamp and buzzer. cause the spring to "bottom out" and the warn-
ing switch will not function properly.
Verify fault indicators are activated at:
For more specific details regarding Table I, refer to
Refer to Table I Pressures.
previous chapter: Brake Circuit Component Service,
* Record Pressure on data sheet. Brake Valve, "Differential Pressure Switch Adjust-
ment".
Table 1. Differential Pressure Switch Adjustment
46. Shut down the engine and turn key switch
Spring Pressure - Switch Contacts Closing OFF. Allow steering accumulators to bleed
Color “B1” Valve Spool “B2” Valve Spool down.
Red 300 ± 30 psi 300 ± 30 psi 47. Open both accumulator bleeddown valves and
(2 068 ± 207 kPa) (2 068 ± 207 kPa) bleed entire brake system. Close valves after
all pressure is released.
Green 600 ± 50 psi 600 ± 50 psi
(4 137 ± 345 kPa) (4 137 ± 345 kPa) 48. Reconnect hose (4, Figure 4-4) to Tee at "AF1"
port, bottom of hydraulic cabinet

FIGURE 4-4. HYDRAULIC COMPONENTS CABINET

1. Operator's Cab
2. Hoses to Brake Valve & Steering
Control Valve
3. Hydraulic Components Cabinet
4. To Brake Valve, Port "P2"
5. To Brake Valve, Port "P1" 8. To Rear Axle Junction Block,
6. To Brake Valve, Port "B1" Port "P1"
7. To Rear, Frame Mounted Brake 9. To Front, Frame Mounted Brake
Accumulator Accumulator
10. To Brake Valve, Port "B2"

J04020 04/99 Brake Circuit Checkout J4-9

 49. Disconnect the hose (5, Figure 4-4) that sup-
plies oil to the brake valve ("P1" port), rear
brake circuit, by removing at the tee attached to
the bottom of the hydraulic cabinet (brake mani-
fold port "AR1"). Cap the tee fitting, but hose
must be vented to atmosphere.
50. Start engine and allow low brake accumulator
pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
51. Depress the brake pedal very slowly until the
brake differential pressure switch activates the
low brake pressure lamp and buzzer.
Verify fault indicators are activated at:
Refer to Table I Pressures.
* Record Pressure on data sheet.
52. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down.
Open both accumulator bleeddown valves and
bleed entire brake system. Close valves after all FIGURE 4-5. REAR BRAKE HOSES
pressure is released. 1. BS - Left & Right Brake Cooling Oil Supply
53. Reconnect hose (5, Figure 4-4) to Tee at "AR1" 2. LBR - Left Brake Cooling Return Line
port, bottom of hydraulic cabinet. 3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
54. Remove all test equipment and verify all hoses 5. Axle Housing
have been reconnected. 6. Wheel Motor
7. RBR - Right Brake Cooling Return Line
8. RBP - Right Brake Pressure Test Port
NOTE: If hoses (4, Figure 4-5) and (10) are switched, 9. LBP - Left Brake Pressure Test Port
the rear brakes will be slow to apply and slow to 10. PX - Pilot Inlet/Brake Apply Line
release. 11. PB - Parking Brake

J4-10 Brake Circuit Checkout 04/99 J04020

 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 pres- Adjust pedal deadband with set screw.
sure.

TROUBLE: One Brake Circuit is Dragging

Obstruction in the brake valve subassembly.
Brake valve is out of balance.
Actuator piston defective.
Brake valve is defective.
A dual relay valve is defective
Remove obstruction.
Adjust balance according to instructions.
Replace piston.
Rebuild or replace brake valve assembly.
Rebuild or replace dual relay valve assembly.

TROUBLE: The Brakes are Not Going to Full Pressure

Internal malfunction of modulating section of Brake Remove, disassemble, clean, and inspect brake
Valve. valve.
Supply pressure is low. Check steering/brake pump system and accumula-
tors.

Improper collar adjustment on brake valve. Adjust collars according to instructions.

TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected. Check plumbing.

TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system. Check wiring.
Brake accumulator bleeding down. Valve Open; close valve.
Differential pressure switch defective. Check brake valve and dual relay valves; replace
switch assembly.
Brake warning relay defective. Replace relay.

J04020 04/99 Brake Circuit Checkout J4-11

 POSSIBLE CAUSES
Brake valve out of balance (not tracking).
Differential pressure switch is defective or improp-
erly adjusted.
Accumulator precharge/leak.
Problem in brake valve subassembly.
Dual relay valve defective
Air in one brake circuit.
Small leak in one circuit.
Brake warning delay timer defective
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit.
Brake valve balance is out of adjustment.
Differential pressure switch is defective or improp-
erly adjusted.
A dual relay valve is defective
TROUBLE: The Differential Pressure Warning Circuit is not Operating
Low Brake Pressure lamp is burned out.
Electrical problem.
Differential pressure switch is defective or improp-
erly adjusted.
Problem in brake valve assembly.
Dual relay valve defective
Brake warning relay defective.
J4-12 Brake Circuit Checkout
SUGGESTED CORRECTIVE ACTION
Adjust collars according to instructions.
Check the switch and replace if defective.Check dif-
ferential pressure switch adjustment. Refer to Table
I - Differential Pressure Switch Adjustment.
NOTE: If the differential pressure switch is O.K. and
the differential pressure is 300 ± 30 psi (2 068 ± 207
kPa), replace "red" spring in Differential Pressure
Switch Assembly with "green" spring and re-adjust
differential pressure to: 600 ± 50 psi (4 137 ± 345
kPa).
Check accumulators and recharge if necessary.
Remove, disassemble, clean, and inspect brake
valve assembly or replace it.
Inspect and repair dual relay valve(s)
Bleed brakes.
Inspect brake system and repair leaks.
Replace timer.
Inspect brake system and repair leaks.
Adjust collars according to instructions.
Check the switch and replace if defective.Check dif-
ferential pressure switch adjustment. Refer to Table
I - Differential Pressure Switch Adjustment. See
NOTE: above.
Inspect and repair dual relay valve(s)
Replace bulb.
Check switch circuit wiring.
Check the switch and replace if defective.Check dif-
ferential pressure switch adjustment. Refer to Table
I - Differential Pressure Switch Adjustment. See
NOTE: above.
Remove, disassemble, clean, and inspect, or
replace brake valve.
Inspect and repair dual relay valve(s)
Replace relay.
04/99 J04020
 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

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.

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. Remove, disassemble, clean, reassemble; 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 Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly. Remove, disassemble, clean, reassemble; or
replace.
Damage in brake valve assembly. Repair or replace brake valve assembly.
Dual relay valve malfunctioning Repair or replace dual relay valve assembly.

J04020 04/99 Brake Circuit Checkout J4-13

 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: Oil is Leaking Around the Pedal Base

Defective seal on top of brake valve. Replace the seal.

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 dual relay valve assembly. Rebuild or replace dual relay valve
Steering/Brake pump is worn. Rebuild or replace pump.
Pump unloader or compensator not adjusted cor- Adjust pump pressure controls.
rectly.

J4-14 Brake Circuit Checkout 04/99 J04020

 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 _______________ All brake Accumulators charged to 1400 psi (9.65 MPa).

STEP 7 _______________ Maximum rear brake pressure (brake lock).

STEP 8 _______________ Maximum rear brake pressure.

_______________ Maximum front brake pressure.

II. SERVICE BRAKE SYSTEM CHECK-OUT

Refer to appropriate Service Manual procedures and Bleed brakes; Bleed park brakes.

STEP 9 _______________ Park brake indicator light off.

_______________ Park brake circuit pressure.

STEP 14 ______________ Pressure at which brake indicator light comes on.

______________ Pressure at which stop lights come on.

STEP 15 ______________ Left rear brake pressure within one second (LBP).
______________ Right rear brake pressure within one second (RBP).
______________ Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20 seconds.

STEP 18 ______________ Left front brake pressure within one second.

______________ Right front brake pressure within one second.
______________ Brake pressures remain above 2375 psi (16,375 kPa) minimum for 20 seconds.

J04020 04/99 Brake Circuit Checkout J4-15

 CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET

STEP 24 ______________ Brake lock degradation switch actuation pressure.

STEP 27 ______________ Rear brake pressure with brake lock applied.

Failure Modes Check-out

STEP 32 ______________ Low accumulator pressure after 2 minutes.

STEP 33 ______________ Pressure when warning systems actuate (front brakes).

______________ Pressure at which auto apply actuates.

STEP 36 ______________ Pressure when warning systems actuate (rear brakes).

______________ Pressure at which auto apply actuates.

STEP 40 ______________ Number of brake applications before auto apply actuates.

STEP 45 ______________ Front brake pressure at which differential switch actuates low brake pressure buzzer
and lamp.

STEP 51 ______________ Rear brake pressure at which differential switch actuates low brake pressure buzzer
and lamp.

Name of Technician or Inspector Performing Check-Out______________________________________

J4-16 Brake Circuit Checkout 04/99 J04020

 SECTION J5
WET DISC BRAKE ASSEMBLY
INDEX

WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Floating Ring Seal Assembly/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

J05016 03/01 Disc Brake Assembly J5-1

 NOTES

J5-2 Disc Brake Assembly 03/01 J05016

 WET DISC BRAKE ASSEMBLY
The oil cooled, wet disc brake assemblies mounted
on the front and rear wheels are similar in design.
The rear wheel brakes differ from the front in their
mounting arrangement only. The rear brake assem-
bly requires an adapter hub (1, Figure 5-1) for instal-
lation on the wheel motor wheel hub.
Each disc brake assembly consists of the following
basic components:
• Ten friction discs
• Nine separator plates
• Two damper discs
• Piston assembly
• Stationary ring gear
• Rotating inner gear
• Floating ring oil seal assembly

Operation
The ring gear (4, Figure 5-1) is internally splined to
retain the dampers (8) and separator plates (12). The
separator plates are alternately placed between the
friction faced discs (7) which are splined to the inner
gear (6). The inner gear mounts directly to the wheel
hub on the front wheel brakes. On the rear, the inner
gear requires an adapter hub which mounts on the
wheel hub on the wheel motor.
The inboard side of the assembly contains the piston
(9) which is activated by hydraulic pressure supplied
by the dual relay valves (controlled by the brake
valve). As hydraulic pressure is applied, the piston
moves to compress the rotating friction faced discs
against the stationary steel discs. The friction forces
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until maxi-
mum 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 iso-
lated from the high pressure, piston apply circuit. FIGURE 5-1. WET DISC BRAKE ASSEMBLIES
Cooling oil flows from the hydraulic tank to the hoist
1. Hub Adapter 6. Inner Gear
pump, through the hoist circuit high pressure filters,
(Rear Only) 7. Friction Disc
through the hoist valve, and into the brake housings.
2. Capscrew & Lock- 8. Damper
A parallel circuit from the hoist valve outlet is con-
washer 9. Piston Assembly
nected to relief valves at the hydraulic tank which
3. Socket Head Screw 10. Seal Carrier
limit brake cooling circuit pressure to 35 psi (241
(Temporary) 11. Back Plate
kPa). Oil routed to the front brakes passes through
4. Ring Gear 12. Separator Plate
the oil cooler before entering the front brake hous-
5. Capscrew & Hard-
ings. In addition, the brake cooling oil provides lubri-
ened Washer
cation for the front wheel bearings. Oil exiting the
brake housings returns to the hydraulic tank.

J05016 03/01 Disc Brake Assembly J5-3

MAINTENANCE
Brake disc wear should be checked every 1000 hrs.
using the wear indicator tool (Part Number EF9302),
included in the tool group shipped with the truck.
Refer to Figure 5-2.
Brake Disc Wear Indicator
The brake disc wear indicator tool is inserted in a port
which is open to cooling oil. Removal of the inspec-
tion hole plug to insert the brake disc wear indicator
will cause the loss of some of this oil. Advance plan-
ning will help to minimize oil loss.
Consider scheduling front brake disc wear inspec-
tions along with the recommended 1000 hr. change
of hydraulic oil and filters. Rear brakes should be
inspected for wear whenever the rear tires are
removed. Also consider obtaining additional brake
disc wear indicator tools for permanent installation on
truck. If all brake assemblies are equipped with disc
wear indicators, future checks will not require instal-
lation and removal.
Before removing test port plugs, always bleed
down hydraulic steering and brake accumula-
tors. 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 both accumulators for
the rear brakes and both accumulators for the
front brakes to bleed down.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible roll-away.
J5-4 Disc Brake Assembly
FIGURE 5-2. BRAKE WEAR INDICATOR
1. Cover 5. O-Ring
2. Indicator 6. Tool Housing
Pin Face (Ref.) 7. O-Ring
3. Housing Face (Ref.) 8. Indicator Pin
4. O-Ring
Removal/Installation
1. Place the selector switch in NEUTRAL, apply
the park brake, turn the rest switch ON, turn the
key switch OFF and allow the steering accumu-
lators to bleed down completely. Block truck
wheels.
2. Open the bleeddown valves on the brake mani-
fold (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 surrounding cooling oil lines.
4. Remove the hex head O-ring plug from the port
(5, Figure 5-3) next to the cooling line opposite
the cooling line (3) with the adjacent brake
apply line (2) port. Quickly insert the brake wear
indicator tool and tighten securely.
NOTE: The front wheel brakes have a diagnostic
connector installed for measuring brake apply
pressure. The rear brakes do not have a diagnostic
connector installed on the brake backplate, but
instead have an O-ring plug installed. Do not attempt
to install the brake wear indicator in this port.
5. Start the engine and allow the steering system
to stabilize and the brake accumulators to fill.
03/01 J05016
 6. While fully applying the service brake pedal,
check brake wear as follows:
a. Remove wear indicator cover (1, Figure 5-2).
b. Push pin (8) in until it stops against brake
piston.
c. Measure the distance from indicator pin end
face (2) to housing face (3).
If pin end face (2) is even with the
housing face (3) or below, disc pack is worn
to maximum safe wear limits. Brakes
should be scheduled for rebuild.
If pin end face (2) extends out beyond
housing face (3), brake disc wear is still
within allowable limits.

7. Pull pin (8) out until it stops against tool housing

(6) and install protective cover (1).
8. Release brakes. Shut down engine, allow steer-
ing accumulators to bleed down. Open brake
accumulator bleeddown valves to remove all FIGURE 5-3. BRAKE WEAR INDICATOR
pressure from the brake system. Close valves INSTALLATION
after all pressure is released. (Left Front Brake Shown)
9. Remove the brake disc wear indicator tool and
reinstall O-ring plug in port. 1. Brake Assembly 4. Diagnostic Coupler
2. Brake Apply Line 5. Wear Indicator
10. To check the remaining brake assemblies, 3. Brake Cooling Line Installation Port
repeat steps 4 through 9.

NOTE: Checking disc wear in all brake assemblies is

recommended. Disc wear in one brake assembly
may be different from the other due to dissimilar
operation of parts and/or haul profiles which require
repeated braking while steering in one direction only.

11. Refill hydraulic tank as required.

12. If brake repairs are necessary, refer to "Brake
Rebuild", this section.

NOTE: If any leakage is observed around the brake

disc wear indicator tool, replace O-rings (4, 5 and 7
Figure 5-2).

J05016 03/01 Disc Brake Assembly J5-5

BRAKE REBUILD
• The brake assembly should be disassembled
and reassembled on a clean, dry work surface.
The surface should be wooden or if metal,
covered with padding to prevent damaged to
machined surfaces.
• Match mark individual parts for correct orientation
prior to disassembly.
• If a rear wheel brake is to be disassembled, start
with step 1 below. If a front wheel brake is to be
disassembled, start the disassembly procedure
at step 5.

The front brake assembly weighs approximately

3210 lbs. (1460 kg) The rear brake assembly
weighs approximately 4000 lbs. (1820 kg). Be cer-
tain lifting devices are rated to handle the load.

Disassembly FIGURE 5-4. BRAKE ASSEMBLY

Rear Wheel Brake Only:
Refer to Wheel Motor Rebuild instructions for rear
wheel brake assembly removal.
1. Verify socket head capscrews (3, Figure 5-1)
are installed at each of the six locations on the
back plate (11). These capscrews are required
to retain the seal carrier (10) to the back plate
when the brake assembly is not installed on the
truck. Shipping bars (4, Figure 5-4) must be
installed.
2. Remove the 12-point capscrews and hardened
washers (5, Figure 5-1).
3. Remove capscrews and lockwashers (2) used
to retain the hub to the seal carrier.
4. Be certain hub and other parts are marked to
ensure proper orientation during reassembly.
Lift the hub adaptor (1) from brake assembly.
Be certain to note shim packs installed at six
locations on between seal carrier and hub.
Both Front and Rear Wheel Brakes:
Remove the front wheel brake assembly according to
the instructions in "Front Wheel Hub and Spindle",
Section "G".
5. Position brake assembly on work surface with
ring gear retainer bars on bottom as shown in
Figure 5-5.
(Shown Prepared for Shipping or Storage)
1. Ring Gear 4. Shipping/Storage Bar
2. Back Plate 5. Inner Gear
3. Capscrew
6. Remove socket head capscrews (2, Figure 5-
5). Lift seal retainer (1) off brake assembly.
NOTE: Socket head capscrews (2) are required to
retain and position seal carrier on brake back plate
when the brake assembly is not installed on the
wheel hub or during brake assembly shipping or
storage. Shipping bars (4, Figure 5-4) must be
installed to retain the inner gear inside the brake
assembly.
7. Remove capscrews (4, Figure 5-5) and hard-
ened flatwashers (5) from backplate (3).
8. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of
the three tapped holes in the back plate.
Tighten bolts evenly to lift back plate from ring
gear (7). Remove and discard O-ring (6).
9. Noting order of assembly of discs, remove the
damper (10) from top of stack. Remove friction
discs (11), separator plates (9) and remaining
damper at bottom of stack.
10. Rotate the brake assembly to position shipping
bars on top as shown in Figure 5-4.
11. Remove capscrews (3) retaining shipping bars
(4) to housing.

J5-6 Disc Brake Assembly 03/01 J05016

 FIGURE 5-5. INITIAL DISASSEMBLY
1. Seal Carrier 5. Hardened Washer 9. Separator Plate
2. Capscrew 6. O-Ring 10. Damper
3. Back Plate 7. Ring Gear 11. Friction Disc
4. Capscrew 8. Piston Housing 12. Inner Gear

FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL

1. Piston Housing 3. Hardened Washer 5. Ring Gear
2. Capscrew 4. O-Ring

FIGURE 5-7. PISTON REMOVAL

1. Capscrew 4. Piston Assembly 7. Seal Assembly
2. Spring Guide 5. Piston Housing
3. Piston Retract Spring 6. Seal Assembly

J05016 03/01 Disc Brake Assembly J5-7

 12. Attach a lift strap through bars and lift inner gear
(5) out of brake assembly. Remove shipping
bars and spacers.
13. Remove capscrews (2, Figure 5-6) and hard-
ened washers (3) from piston housing (1).
14. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of
the three tapped holes in the piston housing.
Tighten bolts evenly to lift housing from ring
gear (5). Remove and discard O-ring (4).
J5-8 Disc Brake Assembly
15. Position piston assembly with retract springs on
top as shown in Figure 5-7.
16. Remove capscrews (1, Figure 5-7), spring
guides (2), and piston retract springs (3).
NOTE: Capscrew (1) threads are coated with
Loctite® during assembly. A small amount of heat
applied to the piston housing may be required for
easier removal.
17. Loosen or remove plugs installed in piston
housing ports. Carefully lift piston (4) out of
housing (5). Remove seal assemblies (6 & 7).
03/01 J05016
Cleaning and Inspection
If the brake wear indicator test indicates internal
brake components are worn to the maximum
allowable limit, it is recommended that all friction
discs, separator plates and dampers should be
replaced with new parts. Always replace seal
assemblies and O-rings with new parts.
1. Clean all parts thoroughly prior to inspection.
2. Remove and discard toric rings from floating
ring oil seal assembly (6, Figure 5-1) in seal
retainer and back plate. Inspect seal ring pol-
ished (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 5-8) 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 housing for nicks or scratches in
piston seal area. If nicks or scratches cannot be
removed by polishing, replace housing.
4. Inspect piston seal assembly grooves for dam-
age.
FIGURE 5-8. SEAL WEAR PROGRESSION
J05016 03/01 Disc Brake Assembly
5. Inspect piston retract springs (3, Figure 5-7).
Check springs for free height and test for height
under load. Replace if not within approximately
10% of specification.
Free Height:
. . . . . . . . . . . . . . . . . . . . . . . . . . 4.00 in. (101.6 mm)
Height @ 225 lb. (1000N) working load:
. . . . . . . . . . . . . . . . . . . . . . . . . 3.351 in. (85.12 mm)
Height @ 600 lb. (2669N) working load:
. . . . . . . . . . . . . . . . . . . . . . . . . . 2.750 in. (69.9 mm)
6. Inspect friction disks for warping, tooth wear,
and excessive friction material wear. Replace if
wear exceeds minimum groove depth.
Disc thickness including friction material:
. . . . . . . . . . . . . . . . . . 0.30 ± 0.01 in. (7.7 ± 0.3 mm)
Friction material thickness (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.04 in. (1.1 mm)
Nominal friction material groove depth:
. . . . . . . . . . . . . . . . . . . . . . . . . . 0.025 in. (0.63 mm)
Minimum allowable friction material
groove depth:
. . . . . . . . . . . . . . . . . . . . . . . . . . 0.010 in. (0.25 mm)
Flatness over friction material (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . 0.018 in. (0.45 mm)
7. Inspect separator plates for warping and tooth
wear.
Disc thickness (new)
. . . . . . . . . . . . . . . . 0.146 ± 0.004 in. (3.7 ± 0.1 mm)
Flatness (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.020 in. (0.5 mm)
8. Inspect damper plate for warping, tooth wear
and excessive facing material wear
Disc thickness, including facing material
(new)
. . . . . . . . . . . . . . . . 0.323 ± 0.020 in. (8.2 ± 0.5 mm)
Disc thickness, steel plate only (new)
. . . . . . . . . . . . . . . . 0.146 ± 0.004 in. (3.7 ± 0.1 mm)
Flatness, steel plate (new)
. . . . . . . . . . . . . . . . . . . . . . . . . . . 0.020 in. (0.5 mm)
9. Inspect ring gear for excessive tooth wear and
nicks and scratches in O-ring seal grooves.
10. Inspect inner gear for excessive tooth wear and
damage at capscrew holes.
J5-9
Assembly
The work area must be clean! Handle all parts
carefully to avoid damage to polished sealing
surfaces.
1. Check piston housing (5, Figure 5-7) bore for
nicks, scratches or dirt particles. Position hous-
ing on work surface with bore facing up.
2. Lubricate square section O-ring portion of pis-
ton seal assemblies (6 & 7) with type C-4
hydraulic oil and install in piston (4) grooves. Be
certain O-ring is not twisted.
3. Lubricate piston groove and outer piston seal
rings. Install in grooves over O-rings, using fin-
gers or a smooth rounded object to push seal
into groove.
4. Install two equally spaced 1/2 UNC x 5.0 in.
guide studs in the housing at the piston retract
spring mount tapped holes.
5. Lubricate housing bore. Install lift eyes and
attach an overhead hoist to piston. Position pis-
ton over housing with retract spring cavity holes
aligned with studs installed in previous step.
Place a spring guide over each stud to aid align-
ment. Carefully lower straight into bore until
seated against housing. If necessary, seat pis-
ton by tapping with a soft mallet.
6. Assemble twelve capscrews (1), spring guides
(2) and retract springs (3). Apply Loctite® to
capscrew threads and install assembled parts
through piston into tapped holes in housing.
Tighten capscrews to 90 ft. lbs. (122 N.m)
torque.
Piston Pressure Test:
7. Test piston/housing assembly as follows:
a. Install a plug in one brake apply pressure
port (2, Figure 5-9).
b. Install a fitting into remaining port and attach
a hydraulic pressure test device.
c. Slowly apply pressure and loosen the apply
port plug to bleed air from piston cavity.
d. Cycle piston to full stroke ten times by apply-
ing 300 psi (2070 kPa) hydraulic pressure.
Observe piston for leakage.
NOTE: Minor oil seepage (non-measurable) is
permissible. If leakage is greater, disassemble piston
assembly and determine cause.
J5-10 Disc Brake Assembly
8. After completion of piston leakage test, release
pressure, remove hydraulic source and drain oil
from piston apply cavity. Plug ports to prevent
contamination.
9. Install O-ring (4, Figure 5-6) in groove of ring
gear (5).
10. Attach lifting eyes to piston/housing assembly
and lower into position over ring gear. Install
capscrews (2) and hardened washers (3). Alter-
nately tighten capscrews to 575 ft. lbs. (780
N.m) torque.
11. Insert inner gear (5, Figure 5-9) into assembly.
Orient gear as shown.
12. Place shipping (retainer) bars over piston hous-
ing as shown in Figure 5-9. Attach bars using 1/
2 UNC x 1.75 in. capscrews and lockwashers
(7) at outer ends of bars (4). Insert spacers (9)
and 1/2 UNC x 8.0 in. capscrews and lockwash-
ers (8) as shown to retain inner gear in position.
13. Attach lift eyes to assembly, lift and rotate to
place piston housing on the bottom.
14. Install discs as follows:
a. Insert a damper disc (1, Figure 5-10) into the
ring gear and inner gear with the friction
material (down) facing the piston (5).
b. Insert a friction disc (2) on top of the damper.
c. Install a separator plate (3).
d. Continue installing the remaining friction
discs and separator discs, alternating each
type as installed.
NOTE: The disc pack contains a total of ten (10)
friction discs, nine (9) separator plates, and two (2)
damper discs.
e. Install the remaining damper on top of the
last friction disc with its facing material on
top. (Unfaced side toward top friction disc.)
15. Using a new O-ring (6, Figure 5-5), install back
plate (3) over ring gear. Be certain back plate is
oriented properly according to the match marks
made during disassembly.
NOTE: A seal carrier socket head capscrew hole on
the back plate should be aligned with the drain plug
on the piston housing.
16. Install capscrews (4) and hardened washers
(5). Alternately tighten capscrews to 575 ft. lbs.
(780 N.m) torque.
03/01 J05016
 17. Follow procedures in "Floating Ring Seal 18. Install seal carrier on back plate. Secure in
Assembly/Installation" to install seal assembly place with six 1/2 UNC x 0.75 in. socket head
in cavities in the back plate and seal carrier. capscrews to retain seal carrier in position until
brake assembly is installed on the truck.

FIGURE 5-9. INNER GEAR INSTALLATION

1. Cooling Oil Port 5. Inner Gear 9. Spacer
2. Brake Apply Pressure ports 6. Drain Plug 10. Wear Indicator Installation Port
3. Piston Housing 7. Capscrew & Washer 11. Ring Gear
4. Shipping Bar 8. Capscrew and Washer

FIGURE 5-10. DISC PACK INSTALLATION

1. Damper 3. Separator Plate 5. Piston
2. Friction Disc 4. Piston Housing

J05016 03/01 Disc Brake Assembly J5-11

NOTE: After a front wheel brake assembly is
installed, the seal must be setup for proper seal
compression. Refer to "Seal Assembly Gap Check"
in Section G, "Front Wheel Hub and Spindle".
19. Assembly is now complete if the brake assem-
bly is to be installed on a front wheel. If the
brake assembly is to be installed on a rear
wheel, follow the additional steps below.
Rear Wheel Brake Assembly Only:
20. Install a new O-ring (1, Figure 5-11) in hub
groove.
21. Position hub over seal carrier. Orient the hub
according to the marks made during disassem-
bly. to align hub flange holes with seal retainer
tapped holes.
22. Insert the following shims between hub flange
and seal retainer at each pair of capscrews (3)
(six places):
Ten . . . . . . . . . . . 0.020 in. (0.51 mm) thick
One . . . . . . . . . .0.010 in. (0.25 mm) thick
23. Install capscrews and lockwashers (3) and
tighten securely.
FIGURE 5-11. REAR BRAKE, HUB INSTALLATION
1. O-Ring 6. Socket Head
2. Hub Adapter Capscrew
3. Capscrews & Washers 7. Ring Gear
4. Shims 8. Capscrew & Hardened
5. Seal Carrier Washer
9. Inner Gear
J5-12 Disc Brake Assembly
Seal Gap Adjustment:
24. Refer to Fig. 5-12; adjust seal gap as follows:
a. Measure seal gap "A" at three equally
spaced locations. Add the three dimensions
and divide by 3 to determine an average
dimension.
b. Add 21.470 in. (545.34 mm) to the average
dimension determined in previous step.
c. Measure dimension "B" at three equally
spaced locations. Add the three dimensions
and divide by 3 to determine the average
dimension.
d. Subtract the dimension in step c. from the
dimension in step b to determine change in
shim pack.
e. Add or remove equal quantities and thick-
nesses of shims to the original shim pack as
determined in step at the six shim locations.
The shim pack must provide a final dimen-
sion "B" within 0.005 in. (0.13 mm) of the
dimension calculated in step b.
Example:
Step a: average gap “A” = . . . . . . . . . . . .0.600 in.
Step b: add “A” + 21.470 in. = . . . . . . . .22.070 in.
Step c: average dimension “B” = . . . . .22.034 in.
Step d: (“A” + 21.470) - (“B”) = . . . . . . . .0.036 in.
Step e: In this example, adding two 0.020 in.
shims would result in a dimension “B” of 22.074
in., and is within the tolerance limit of 0.005 in.
25. Final tighten capscrews (3, Figure 5-11) to 90 ft.
lbs. (122 N.m) torque.
26. Install capscrews and hardened washers (8). It
will be necessary to remove the shipping bars
from the inner gear to access some capscrews.
Alternately tighten capscrews to 1995 ft. lbs.
(2705 N.m) torque. Replace shipping bars.
FIGURE 5-12. SEAL GAP ADJUSTMENT
03/01 J05016
Floating Ring Seal Assembly/Installation
Failures are usually caused by combinations of fac-
tors rather than one single cause, but many failures
have one common denominator: -ASSEMBLY
ERROR!
Floating ring seals should ALWAYS be installed in
MATCHED pairs: that is, two new rings OR two rings
that have previously run together. NEVER assemble
one new ring and one used ring; or two used rings
that have not previously run together.
ALWAYS USE NEW TORIC RINGS!!
1. Inspect seal surfaces and mounting cavities for
rough tool marks or nicks that may damage rub-
ber seal rings. Hone smooth and clean, if
required. Remove any oil, dust, protective coat-
ing or other foreign matter from the metal seal
rings, the toric rings, and both the housing and
seal ring ramps. Use tri-chloroethane #111
which is a non-petroleum base, rapid drying sol-
vent leaving no film. Allow surfaces to dry com-
pletely. Use clean, lint-free material such as
"Micro-Wipes #05310" for cleaning and wiping.
FIGURE 5-13. SEAL TERMINOLOGY
1. Seal Ring 6. Seal Ring Face
2. Rubber Toric 7. Seal Ring Ramp
3. Housing Retainer Lip 8. Seal Ring Retainer
4. Housing Ramp Lip
5. Seal Ring Housing 9. Installation Tool
J05016 03/01 Disc Brake Assembly
When using tri-chloroethane or any solvent,
avoid prolonged skin contact. Use solvents only
in well ventilated areas and use approved respi-
rators to avoid breathing fumes. Do not use near
open flame or welding operations or other heated
surfaces exceeding 900°F (482°C). Do not smoke
around solvents.
Both ramps must be dry. Use clean, lint-free cloths
or lint-free paper towels for wiping.
NOTE: Oil from adjacent bearing installations or seal
ring face lubrication MUST NOT get on the ramp or
toric until after both seal rings are together in
their final assembled position.
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.
NOTE: Handle seal carefully; nicks and scratches
on the seal ring face cause leaks.
J5-13
 3. Place installation tool onto seal ring with toric.
Refer to Special Tools, Section "M" for installa-
tion tool. Lower the rings into a container of tri-
chloroethane until all surfaces of toric ring are
wet.

6. If small adjustments are necessary, DO NOT

PUSH DIRECTLY ON THE SEAL RING. Make
any required adjustments with installation tool.

ALTERNATE PROCEDURE:
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying with tri-
chloroethane #111.
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 installa-
tion tool to position seal ring and toric ring 7. Toric can twist if it is dry on one spot or if there
squarely against the seal housing. are burrs or fins on the housing retaining lip.

APPLY SUDDEN AND EVEN PRESSURE to pop A bulging toric or cocked seal can contribute to
(push) toric under housing retaining lip. 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 tri-chloroethane evaporate
before further assembly. Once correctly in place, the
toric ring must roll on the ramps only. If correct
installation is not obvious, repeat steps 3
through 6.

5. CHECK WITH SIGHT GAGE. Check variation

in seal ring "assembled height" in four places,
90° apart. Height variation around the assem-
bled ring should not exceed 0.51 ± 0.05 in.
(1.30 ± 0.01 mm) for brake assembly floating
seal or 0.45 ± 0.04 in. (1.14 ± 0.01 mm) for the
hub seal.

J5-14 Disc Brake Assembly 03/01 J05016

 10. Be certain both housings are in correct align-
ment and are square and concentric. Move the
parts slowly and carefully toward each other.

8. Wipe the polished metal seal surfaces with

clean tri-chloroethane to remove any foreign
material or fingerprints. No foreign particles of
any kind should be on the seal ring faces.
Something as small as a paper towel raveling
will hold the seal faces apart and cause leak-
age. Ensure seals are
square and concentric.

NOTE: Do not slam, bump or drop seals together.

High impact can damage the seal face 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 dis-
tribute the oil evenly. Make sure no oil comes in
contact with the rubber toric rings or their mat-
ing surfaces.
Before assembling both seals & housing
together - WAIT - at least two minutes. Let all
tri-chloroethane evaporate. (Some may still be
trapped between toric and housing ramp.)

J05016 03/01 Disc Brake Assembly J5-15

WET DISC BRAKE BLEEDING
PROCEDURE
NOTE: Rear wheel brakes must be bled prior to
rear tire installation.
1. Be certain the hydraulic brake supply (steering
circuit) is operating properly.
2. If necessary, charge the brake system accumu-
lators. Refer to "Hydraulic Brake Accumulators",
earlier in this Section of the manual.
3. Be certain bleeddown valves on brake accumu-
lator 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.
Rear Wheel Brakes:
7. Crack open the O-ring plug located next to the
cooling oil port and brake apply port on the
brake backplate. Close plug after oil runs clear
and free of bubbles. Repeat for remaining
wheel.
J5-16 Disc Brake Assembly
NOTE: The other cooling line has a single hex plug
located adjacent. DO NOT use this plug for
bleeding brake.
Front Wheel Brakes:
NOTE: The front wheel brakes are equipped with a
diagnostic coupler on the brake backplate. A hose
with a mating fitting can be attached and used to
direct the oil into a container during the bleeding
process.
8. Attach a hose to the diagnostic coupler on the
brake backplate (brake apply pressure circuit).
9. Slowly depress the brake pedal until the service
brake is partially applied.
10. After oil stream is clear of air, remove hose from
coupler. Release brake pedal.
11. Repeat steps 8 through 10 for the remaining
wheel.
12. Shut down engine, allow steering accumulators
to bleed down and check hydraulic tank oil
level.
03/01 J05016
 SECTION J7

PARKING BRAKE

INDEX

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3

MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4

Inspection - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-4

Removal - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4

Installation - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-5

Disassembly - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6

Cleaning and Inspection - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6

Assembly - Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6

PARKING BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8

J07010 12/98 Parking Brake J7-1

 NOTES

J7-2 Parking Brake 12/98 J07010

 PARKING BRAKE
The Model 930E truck is equipped with a dry disc
type parking brake assembly mounted on each
wheel motor rotor shaft. The parking brake assem-
blies are inboard mounted and can be accessed
through the rear axle housing door.
The parking brake is intended to prevent truck move-
ment after the vehicle has stopped, the engine is
shut down, and when the truck is left unattended.
The parking brake is not for use during truck loading
or dumping operations. Refer to the Operation and
Maintenance Manual for additional brake system
operation instructions.
OPERATION
The parking brake is a spring applied, hydraulically
released, multiple disc type brake, actuated by the
parking brake switch mounted on the instrument
panel in the operator's cab.
J07010 12/98 Parking Brake
When the parking brake switch is placed in the ON
position, the parking brake solenoid valve (SV2)
located on the brake manifold in the hydraulic com-
ponents cabinet is de-energized, removing hydraulic
pressure from the parking brake assemblies. Internal
belleville springs in the park brake assemblies act on
the piston to compress the disc pack, preventing
rotation of a gear (4, Figure 7-1) mounted on the
wheel motor rotor shaft.
When the parking brake is switched to the OFF posi-
tion, pressurized oil is supplied to the brake assem-
blies through the (energized) parking brake solenoid
valve. Oil pressure applied to the parking brake pis-
ton compresses the belleville springs, releasing the
discs to allow the wheel motor rotor gear to rotate.
System interlocks prevent application of the parking
brake if the truck is in motion.
FIGURE 7-1. PARKING BRAKE
INSTALLATION
(RH Shown)
1. Wheel Motor Mounting Flange
2. Wheel Motor
3. Parking Brake Assembly
4. Gear (Motor Rotor Shaft)
5. Retainer Plate
6. Capscrew & Hardened
Washer
7. Park Brake Supply Hose
8. Cooling Air Duct Mount
9. Capscrew & Lockwasher
J7-3
MAINTENANCE
The parking brake system requires periodic inspec-
tion to determine the amount of wear incurred to
insure adequate brake torque is available. The fol-
lowing inspection should be made at 500 hour inter-
vals.
Inspection - Parking Brake
1. Apply the parking brake, put selector switch in
NEUTRAL, place the rest switch in the ON
position, turn the key switch OFF to shut down
the engine, and allow approximately 90 sec-
onds 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 brake accumulator bleeddown valves
located on brake manifold inside the hydraulic
components cabinet behind the cab. Allow ade-
quate time for the accumulators to bleed down
completely.
3. Open the rear axle housing access door and
remove wing nuts retaining duct inside door.
Remove duct tube and open access covers
inside axle housing.
4. Observe for signs of oil leakage or damage.
5. Measure amount of disc wear as follows:
a. With the parking brake applied, insert a
depth micrometer through one of the piston
position holes (18, Figure 7-2) and record
the dimension.
b. Repeat step a., measuring through the other
two holes and recording the dimensions.
c. Add the three measurements and divide the
total by 3 to determine the average.
d. If the resulting average of the three mea-
surements is greater than 0.969 in. (24 mm),
the parking brake assembly must be
removed and rebuilt.
6. Repeat Step 5 for the other parking brake
assembly.
7. After inspection is complete, close duct access
covers and reinstall duct outlet tube.
J7-4 Parking Brake
Removal - Parking Brake
Parking brake repairs should be performed when the
wheel motor is removed from the truck whenever
possible. If repairs are necessary when the wheel
motor is installed, it will be necessary to setup a lift-
ing device inside the rear axle housing to support the
weight of the brake assembly when it is removed
from the wheel motor.
If repairs are made when the wheel motor is
removed, follow the appropriate procedures below. If
repairs must be accomplished with the wheel motor
installed on the truck, follow all procedures listed
below.
The parking brake assembly weighs approxi-
mately 350 lbs. (159 kg). Be certain a lifting
device capable of supporting the weight is used
to support the brake assembly when removed.
1. Apply the parking brake, put selector switch in
NEUTRAL, place the rest switch in the ON
position, turn the key switch OFF to shut down
the engine, and allow approximately 90 sec-
onds 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. Block wheels securely to prevent truck move-
ment during parking brake repair.
3. Open brake accumulator bleeddown valves
located on brake manifold inside the hydraulic
components cabinet behind the cab. Allow ade-
quate time for the accumulators to bleed down
completely.
4. Open the rear axle housing access door and
remove wing nuts retaining duct inside door.
Remove duct tube and open access covers
inside axle housing. Remove ducts as required
to setup a lifting device for brake removal.
5. Disconnect park brake apply supply hose (7,
Figure 7-1).
6. Remove capscrews and lockwashers (9). Install
guide studs in two of the mounting holes to sup-
port brake assembly when removed from wheel
motor frame.
7. Slide parking brake assembly out of wheel
motor frame and off inner gear (4). Remove
from axle housing.
12/98 J07010
Gear Removal:
If the rotor shaft gear (4, Figure 7-1) is worn, dam-
aged or otherwise requires removal, follow the proce-
dures below:
NOTE: The gear is a shrink fit on the splined motor
shaft.
1. Remove capscrew and hardened washer (6,
Figure 7-1) from shaft. Remove retainer plate
(5).
2. Install a gear puller using tapped holes provided
in gear (4).
3. Apply heat around gear hub area while tighten-
ing puller until gear is removed from shaft.
Installation - Parking Brake
Gear Installation:
If the wheel motor rotor shaft gear was removed,
install gear prior to parking brake installation.
1. Thoroughly clean gear (4, Figure 7-1) and
shaft. Inspect splines and remove burrs, etc.
that may interfere with installation.
2. Heat gear to 536°F (280°C). Install immediately
on shaft; gear must be fully seated against
shoulder on rotor shaft.
3. Install retainer plate (5), washer and capscrew
(6). Tighten capscrew to 440-495 ft. lbs. (595-
670 N.m) torque.
J07010 12/98 Parking Brake
Park Brake Installation:
NOTE: Two oil supply ports are provided on the lower
half of the parking brake assembly. Install the O-ring
fitting for attaching the supply hose (7, Figure 7-1) to
the lowest port, depending on whether the brake is to
be installed on the right or left wheel motor. Install an
O-ring plug in the unused port.
1. Install two guide studs in wheel motor end
frame to guide brake assembly into position. Be
certain mating surfaces are clean and free of
burrs.
2. Lift parking brake into position for installation.
Note proper orientation depending on whether
brake is to be installed on a left or right wheel
motor. (Bleeder screw at top of brake will be
tilted toward front of truck.)
3. Slide assembly over guide studs and gear on
wheel motor rotor shaft.
4. Install capscrews and lockwashers (9, Figure 7-
1) Tighten evenly to be certain brake housing is
properly seated on the wheel motor. Tighten to
220 ft. lbs. (298 N.m) final torque.
5. Install brake oil supply hose (7). Remove lifting
equipment.
6. Refer to Park Brake Bleeding Procedure in this
chapter and bleed air from brake apply line and
housing.
7. Reinstall all ducts removed.
J7-5
Disassembly - Parking Brake
1. Match mark housing (3, Figure 7-2), piston
housing (4), and cap structure (5).
The following procedure is necessary to properly
relieve the pressure exerted by the belleville
springs on the cap structure. Failure to follow
this procedure could result in capscrew failure
and personal injury during disassembly!
2. Loosen the 12-point capscrews (10, Figure 7-2)
evenly, in 20 ft. lbs. (27 N.m) increments.
a. Alternate the loosening procedure by select-
ing successive capscrews located approxi-
mately 180° from the previous.
b. Continue loosening procedure until spring
pressure is released and capscrews and
washers can be removed by hand.
3. Remove cap structure (5). Lift belleville springs
(7) out of piston (6) counterbore.
4. Lift piston/housing assembly off housing (3)
dowels.
5. Remove springs (1), separator discs (12), and
friction discs (13).
6. Remove piston (6) from piston housing (4).
Remove piston seals (8 & 9) and discard.
Cleaning and Inspection - Parking Brake
1. Clean all parts thoroughly.
2. Inspect dowel pins (2, Figure 7-2). If pins are
grooved from excessive wear or otherwise
damaged, press defective pin out of housing.
3. Inspect compression springs (1, Figure 7-2).
Check springs for free height and test for height
under load. Replace if not within approximately
10% of specification.
Free Height:
. . . . . . . . . . . . . . . . . . . . . . . . . 0.456 in. (11.58 mm)
Height @ 36.4 lb. (162N) working load:
0.350 in. (8.89 mm)
4. Inspect belleville springs for cracks or damage.
5. It is recommended the separator discs and fric-
tion discs be replaced if wear is indicated.
6. Check piston and piston housing bore for
scratches, nicks, pitting or other defects than
may cause seal leakage. Slight defects may be
repaired by polishing.
J7-6
Assembly - Parking Brake
1. If dowel pins (2, Figure 7-2) have been
removed, press new dowel pins into holes in
housing until fully seated against shoulder.
2. Install a separator disc (12) over dowel pins.
Insert a spring (1) over each dowel pin. Insert a
friction disc (13). Insert springs (1) over dowels.
3. Install another separator disc, the 2nd friction
disc and the remaining separator disc.
NOTE: The internal teeth of the two friction discs
must be aligned and must be concentric with the pilot
diameter machined on the rear of the housing to
enable the completed assembly to be installed
properly. If available, a mating gear as installed on
the wheel motor rotor shaft (4, Figure 7-1) should be
used to simplify alignment.
4. Assemble the seals (8 & 9) on the piston.
a. Install O-ring seal in bottom of each groove.
Be certain O-rings are not twisted.
b. If available, use an expander to expand the
O.D. of each seal enough to allow it to slide
onto piston.
NOTE: If an expander tool is not available, the seals
may be heated to 400°F (204°C) MAXIMUM. This
will allow ring to be manually expanded until it will fit
over piston.
c. When each seal is over the groove, re-size
by compressing the seal ring. Use a full cir-
cle clamp with any sharp edges or grooves
covered to prevent damage to the seal sur-
faces.
d. Install the quad ring in each seal.
5. Lubricate the piston seals and insert piston (6)
into piston housing (4).
6. Install piston/housing assembly over dowels on
housing (3).
7. Place belleville springs (7) in piston counterbore
as shown in Figure 7-2.
8. Place cap structure (5) on assembly and insert
capscrews (10) with hardened washer (11). Do
not tighten capscrews.
The following procedure is necessary to properly
compress the belleville springs. Failure to follow
this procedure could result in capscrew failure
and personal injury during assembly!
Parking Brake 12/98 J07010
 FIGURE 7-2. PARKING BRAKE ASSEMBLY
1. Compression Spring 7. Belleville Springs 13. Friction Disc
2. Dowel Pin 8. Piston Seal Assembly 14. Gear (Armature)
3. Housing 9. Piston Seal Assembly 15. Plug
4. Piston Housing 10. Capscrew 16. Oil Supply Port
5. End Cap Structure 11. Hardened Washer 17. Bleeder & O-Ring Plug
6. Piston 12. Separator Disc 18. Piston Position Holes
9. Select three capscrews 120° apart and mark Pressure Test:
them. 10. Install the O-ring plug and bleeder (17). Install a
a. Tighten the marked capscrews to 30 ft. lbs. fitting in one of the pressure supply ports and
(41 N.m) torque. (Snug the remaining cap- attach a hydraulic power source. Install an O-
screws after each of the marked capscrews ring plug in the remaining port.
are torqued in the following steps.) a. Slowly apply pressure and open the bleeder
b. Re-tighten the marked capscrews until the valve to bleed air from the piston cavity.
gap between the cap structure and piston Close the bleeder and apply 300 psi (2068
housing is equalized. kPa) hydraulic pressure and hold for one (1)
minute.
c. Re-tighten the marked capscrews in 20 ft.
lbs. (27 N.m) increments until fully tight - 90 b. Observe for oil leakage. NO leakage is per-
ft. lbs. (122 N.m) torque. mitted.
d. Tighten the remaining capscrews to 90 ft. c. If leakage occurs, the brake assembly must
lbs. (122 N.m) torque. be disassembled and repaired.

J07010 12/98 Parking Brake J7-7

PARKING BRAKE BLEEDING
PROCEDURE

1. Apply the parking brake, put selector switch in 6. Connect a clear plastic hose to the parking
NEUTRAL, place the rest switch in the ON brake bleeder screw. Place the other end of
position, turn the key switch OFF to shut down hose in a container.
the engine, and allow approximately 90 sec- 7. Slowly open bleeder valve and allow hydraulic
onds for the steering accumulators to bleed fluid to run until clear and free of bubbles. Close
down. Confirm the steering pressure is bleeder screw securely.
released by turning the steering wheel - no
movement should occur. Block the truck 8. Repeat Steps 6 & 7 for the other parking brake.
wheels. 9. Shut down engine.
2. Block the truck wheels securely to prevent 10. Remove brake bleed equipment, close axle
movement when the parking brake is released. housing cooling air ducts and reinstall duct tube
3. Open the rear axle housing access door, at door.
remove the cooling air duct tube and open
access covers.
4. Be certain the brake accumulator bleeddown
valves are closed.
5. Start the engine and allow the steering system
to fully charge (pump unloads). Turn the parking
brake to the OFF position.

J7-8 Parking Brake 12/98 J07010

 SECTION L

HYDRAULIC SYSTEM

INDEX

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1

HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1

STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1

STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1

HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1

HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1

HIGH PRESSURE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1

HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1

L01033 Index L1-1

 NOTES

L1-2 Index L01033

 SECTION L2
HYDRAULIC SYSTEM
INDEX

HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Steering Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Disc Brake Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

L02024 07/98 Hydraulic System L2-1

 NOTES

L2-2 Hydraulic System 07/98 L02024

 HYDRAULIC SYSTEM
The following is a general description of the Model ation can be found under the different system
930E hydraulic system. Additional information con- circuits such as the hoist circuit, steering circuit, and
cerning individual component description and oper- hydraulic brake circuit.

FIGURE 2-1. HYDRAULIC SYSTEM COMPONENTS AND PIPING

1. Hoist Cylinders 7. Flow Amplifier Valve
2. Hoist Valve 8. Heat Exchanger (Brake System Cooling)
3. Hydraulic Tank 9. Steering Cylinders
4. Bleeddown Manifold 10. Brake System Auxiliary Accumulators
5. Steering Accumulators 11. Hoist Circuit Filters
6. Hydraulic Components Cabinet 12. Steering Circuit Filter

L02024 07/98 Hydraulic System L2-3

The hoist, steering and brake circuits share a com- Hoist Circuit Operation
mon hydraulic tank (3, Figure 2-1). The tank is
Hydraulic oil from the tank (3, Figure 2-2) is supplied
located on the left side of the frame, forward of the
to a gear type hoist circuit pump, rated at 246 GPM
rear wheels. Service capacity of the tank is 250 gal.
(931 l/min.) @ 1900 RPM and 2500 psi (17.5 MPa).
(947 l). Type C-4 hydraulic oil is recommended for
Oil from the pump outlet port is directed to high pres-
use in the hydraulic system.
sure filters (11) and then enters the hoist valve (9).
NOTE: It is highly recommended that any hydraulic
The hoist valve directs oil flow to the hoist cylinders
oil to be used for filling or adding to the hydraulic
(1) when the operator moves the body dump control
system is routed through a 3 micron filter device prior
lever. The body dump lever is connected to the hoist
to use.
pilot valve located in the hydraulic components cabi-
Oil used in the hoist, steering and brake circuits flows net (6, Figure 2-1), by a flexible control cable. If the
from the bottom of the tank through 100 mesh wire control lever is in the float position, oil is returned to
suction strainers. the hydraulic tank and also flows through the disc
brake circuit to cool the wet disc brake system. Heat
generated during service brake application is
removed by an oil-to-water heat exchanger (8).
Hoist system pressure is limited to 2500 psi (17.5
MPa) maximum pressure.
Relieve pressure before disconnecting hydraulic
and other lines. Tighten all connections before
starting truck.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
Always maintain complete cleanliness when
opening any hydraulic connection. Insure that all
system lines are capped while the component is
removed from the truck.

L2-4 Hydraulic System 07/98 L02024

 FIGURE 2-2. HOIST AND STEERING PUMP PIPING (Top View)

1. Hoist Cylinders 9. Front Brake Cooling Supply Line

2. Steering Pump Suction Hose 10. Hoist Circuit Filters
3. Hydraulic Tank 11. Steering Circuit Filter
4. Hoist Pump Suction Hoses 12. Check Valve
5. Supply to Bleeddown Valve 13. Counterbalance Valve
6. Supply and Hoist Control Lines to Hoist Pilot Valve 14. Orificed Check (Snubber) Valve
7. Pump Drive Shaft Flange 15. Rear Brake Cooling Supply Line
8. Hoist Valve

L02024 07/98 Hydraulic System L2-5

Steering Circuit Operation
Hydraulic oil from the tank is supplied to a piston
type, pressure compensated steering and brake cir-
cuit pump (9, Figure 2-3), rated at 66 GPM (257 l/
min.) @ 1900 RPM. An unloader valve (16) main-
tains system pressure between 2750 psi (19.3 MPa)
and 3025 psi (21.2 MPa).
Oil from the pump is directed to a high pressure filter
before entering the bleed down manifold (6, Figure
2-4). The bleed down manifold provides several
functions in the system (refer to Steering Circuit for
additional functions) and is used to route oil flow to
the steering system and hydraulic brake system.
(Refer to Section "J" for brake system operation.)
Steering system oil is directed to the accumulators
(12), used to store pressurized oil in the event of
loss of pump pressure. Oil is also directed to the
flow amplifier valve (3) for use by the steering con-
trol valve and steering cylinders (1).
A relatively small volume of oil is supplied from the
flow amplifier to the steering control valve, mounted
on the steering column in the cab. When the opera-
tor moves the steering wheel, oil is routed from the
steering control valve back to the flow amplifier
based on the direction and rate of speed of rotation
of the steering wheel.
The flow amplifier provides a large volume of oil to
the steering cylinders to turn the front wheels deter-
mined by input from the steering control valve.

FIGURE 2-3. HYDRAULIC PUMP MODULE

1. Hoist Valve Return to Tank
2. Supply From Hoist Pump & Filter
3. Hoist Valve
4. Supply to Pilot Valve
5. From Pilot Valve
6. Hoist Valve Return to Tank
7. Supply From Hoist Pump & Filter
8. From Steering/Brake Circuit Filter
9. Steering/Brake Pump
10. Hoist Quick Disconnects
11. Hoist Valve Return to Tank
12. Pump Case Drain Line
13. Steering Pump Inlet Hose
14. Shut-off Valve
15. Unloader "ACC" port line
16. Unloader Valve
17. Hoist Pump Inlet Hoses
18. Hoist Pump

L2-6 Hydraulic System 07/98 L02024

 FIGURE 2-4. STEERING SYSTEM COMPONENTS
1. Steering Cylinders 7. Steering Pressure Switch
2. Manifold 8. Manifold
3. Flow Amplifier Valve 9. Unloader Valve to Manifold Hose
4. Accumulator Bleeddown solenoids 10. Steering Circuit Return Line
5. Bleeddown Manifold 11. Hydraulic Tank
6. Bleeddown Manifold Supply 12. Steering Circuit Accumulators
From Steering Circuit Filter 13. Steering Control Valve Lines

L02024 07/98 Hydraulic System L2-7

Disc Brake Cooling System
When the hoist control valve is in the float or hold Brake cooling circuit pressure is limited by orificed
position, oil is supplied by the hoist valve to the disc regulator valves teed between the brake cooling oil
brake assemblies located at each wheel to remove supply and the tank return. The regulator valves
heat generated during service brake application. crack open at 35 psi (241 kPa). Their opening pres-
sure will be slightly higher as flow through it
Oil supplied to the rear wheel brakes flows directly
increases.
from the hoist valve (11, Figure 2-5) to the brake
assemblies and is then returned to the hydraulic tank Refer to Section "J" for information regarding opera-
(3). Oil supplied to the front wheel brakes is routed tion of the brake system.
from the hoist valve (8) to an oil/water heat
exchanger (7) before entering the brake assemblies.
The oil is then returned to the hydraulic tank. In addi-
tion, the front brake cooling oil is used to lubricate the
front wheel hub bearings.

L2-8 Hydraulic System 07/98 L02024

 FIGURE 2-5. DISC BRAKE COOLING SYSTEM
1. Rear Axle Brake Circuit Junction Block 7. Heat Exchanger
2. Rear Brake Cooling Return Lines 8. Front Brake Cooling Oil Supply From Hoist Valve
3. Hydraulic Tank 9. Right Front Brake Cooling Inlet Hose
4. Front Brake Cooling Return Lines 10. Right Front Brake Cooling Outlet Hose
5. Left Front Brake Cooling Inlet Hose 11. Rear Brake Cooling Oil Supply From Hoist Valve
6. Left Front Brake Cooling Outlet Hose 12. Rear Axle Housing

L02024 07/98 Hydraulic System L2-9

 NOTES

L2-10 Hydraulic System 07/98 L02024

 SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX

HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Inspection Of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Hydraulic Tank Breathers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

L03021 11/02 Hydraulic Component Repair L3-1

 NOTES

L3-2 Hydraulic Component Repair 11/02 L03021

 HYDRAULIC SYSTEM COMPONENT REPAIR
HOIST PUMP
Removal
NOTE: The hoist pump can be removed without
removing the steering pump from the truck if
desired.
1. Turn keyswitch "Off" and allow ample time
(approximately 90 seconds) for the accumula-
tors to bleed down.
2. If necessary, drain the hydraulic tank by use of
the drain valve located on the rear side of the
tank.
NOTE: If oil in the hydraulic tank has not been
contaminated, the shut-off valves can be closed and
both pump inlet lines can be drained, eliminating the
need to completely drain the tank.
3. Remove the rear axle blower duct to allow the
hoist pump to be lowered from the pump mod-
ule mounting bracket for removal. Remove
duct support bracket.
4. Close the pump supply shut-off valves.

FIGURE 3-1. HOIST AND STEERING PUMP (Top View)

1. Hoist Cylinders 5. Steering Filter 10. Front Brake 14. Snubber Valve
2. Steering Pump 6. To Bleeddown Valve Cooling Line 15. Rear Brake Cooling
Supply Hose 7. To Hoist Pilot Valve 11. Hoist Filters Line
3. Hydraulic Tank 8. Pump Drive Flange 12. Check Valve
4. Hoist Pump Supply 9. Hoist Valve 13. Counterbalance Valve

L03021 11/02 Hydraulic Component Repair L3-3

 Always maintain complete cleanliness when open-
ing any hydraulic connection. Insure that all sys-
tem lines and components are capped while the
component is removed from the truck.

5. Loosen the capscrews securing the inlet (4, Fig-

ure 3-1) and outlet hoses (1, Figure 3-2) on the
hoist pump and allow oil to drain. Remove inlet
and outlet hoses. Cap or cover all lines and pump
inlets and outlets to prevent contamination.
6. Remove the capscrews securing the hoist pump
drive flange to the drive shaft.
FIGURE 3-2. HYDRAULIC PUMPS 7. Remove the clamp securing the steering/brake
1. Pump Outlet Hoses 5. Steering/Brake Pump pump outlet tube (8, Figure 3-2) to the pump mod-
2. Pump Mount 6. Shut-Off Valve ule support structure.
Capscrews 7. Pump Mount Bracket
3. Hoist Pump 8. Outlet Tube
4. Pump Mount
Capscrews

FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL

1. Hoist Pump 7. O-ring 12. Pump Case Return Fitting
2. Nut & Washer 8. Transition Plate (Pump Drain)
3. Dowel 9. Coupling 13. Inlet Port
4. O-ring 10. Capscrew 14. Compensator Adjustment
5. Capscrew 11. Steering & Brake Pump 15. Unloader Adjustment
6. Bearing Plate 16. O-ring
17. Nut

L3-4 Hydraulic Component Repair 11/02 L03021


The hoist pump weighs approximately 310 lbs
(140 kg). The hoist and steering pump together
weigh approximately 560 lbs (254 kg). Use a suit-
able lifting or support device that can handle the
load safely.
8. Attach a suitable lifting or support device to the
hoist pump capable of handling approximately
250 lbs (113 kg). Attach a support to the front
end of the steering pump to hold it in place dur-
ing removal of the hoist pump.
9. Remove the four capscrews (2, Figure 3-2)
securing the hoist pump to the front support
bracket. Remove the six capscrews holding the
support bracket to the pump module support.
Remove support bracket.
10. Make sure the lifting and support devices are in
place on both pumps. Loosen (but do not
remove) the rear support bracket (7) capscrews
holding the steering pump. Lower the pumps
allowing hoist pump to come down further than
steering pump.
11. Remove the four steering/brake pump mounting
capscrews (4, Figure 3-2). Slide hoist pump for-
ward to disengage the splines of drive coupling
(9, Figure 3-3) from the steering pump.
12. Move pump to a clean work area for disassem-
bly.
L03021 11/02 Hydraulic Component Repair
Installation
NOTE: The following assumes the steering pump is
already in position on the truck.
1. Install O-ring (16, Figure 3-3) to steering pump
(11). Install coupler (9) with snap ring (18) to
hoist pump.
The hoist pump weighs approximately 310 lbs
(140 kg). The hoist and steering pump together
weigh approximately 560 lbs (254 kg). Use a suit-
able lifting or support device that can handle the
load safely.
2. Attach a suitable lifting or support device to the
hoist pump capable of handling approximately
250 lbs (113 kg). Move pump into position in
truck.
3. Lubricate the steering pump spline shaft and
align with coupling (9). Install hoist pump to
steering pump and install capscrews (10) with
hardened washers and tighten to standard
torque. Raise pumps up into position.
4. Attach front support bracket to the pump mod-
ule support structure and to the pump with cap-
screws, lockwashers and nuts. Tighten
capscrews to standard torque.
5. Connect hoist pump drive flange to drive shaft
with capscrews, lockwashers and nuts. Tighten
to standard torque.
6. Tighten steering pump support bracket (7, Fig-
ure 3-2) capscrews to standard torque. Install
outlet tube (8) support clamp.
7. Uncap inlet and outlet hoses and install to
pumps using new O-rings. Tighten capscrews
securely.
8. Service the hydraulic tank with C-4 type hydrau-
lic fluid. Refer to Hydraulic Tank this section for
filling instructions.
9. Open the three suction line shut-off valves.
Loosen capscrews (at the pump) on suction
hoses to bleed trapped air. Then loosen cap-
screws (at the pump) on pressure hoses to
bleed any trapped air. Tighten all capscrews
securely.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
10. Reinstall blower duct and support bracket.
L3-5
Disassembly 3. The pump may be supported by placing on
wood blocks with the input drive shaft pointing
NOTE: As parts are removed they should be laid out
down. Mark each section nearest the input
in a group in the same order in which they are
drive gear to facilitate reassembly
removed.
4. Remove nuts (17, Figure 3-3). Remove bear-
1. Clean the exterior of the pump assembly thor- ing plate (20, Figure 3-4) with transition plate
oughly. If the steering pump is attached, (22) and O-ring (26). Remove capscrews
remove capscrews (10, Figure 3-3) and pull securing the bearing plate to the transition
the steering pump free of transition plate (8). plate and remove O-ring (23). Remove dowels
Remove O-ring (16). if damaged, or if replacement of the transition
2. Remove coupling (9). Inspect the coupling. plate is necessary.
Remove and discard the internal snap ring, if
installed. Remove dowels (3) if damaged, or if
replacement of the bearing plate is necessary.

FIGURE 3-4. HOIST PUMP

1. Drive Gear & Shaft 10. Connector Plate 19. Dowel 28. Snap Ring
2. Seal 11. O-ring 20. Bearing Plate 29. Coupler
3. Idler Gear 12. Bearing Plate 21. Dowel 30. Steel Ring
4. Stud 13. Gear Plate 22. Transition Plate 31. Backup Ring
5. Steel Ball 14. Connector Plate 23. O-ring 32. O-ring
6. Flange 15. Washer 24. (Not Used) 33. Pressure Plate
7. Dowel 16. Nut 25. Coupler 34. Isolation Plate
8. Gear Plate 17. Stud 26. O-ring 35. Plug
9. O-ring 18. Idler Gear 27. Drive Gear (Rear) 36. Snap Ring

L3-6 Hydraulic Component Repair 11/02 L03021

 5. Remove connector plate (9, Figure 3-5).
Remove O-ring (8) and steel rings (10) and
(14). Remove dowels (6) if damaged, or if con-
nector plate replacement is necessary.
NOTE: If the connector plate is stuck, tap lightly with
a plastic hammer to loosen.
6. Remove backup ring (15), O-ring and retainer
(16) and isolation plate (17). Grasp the drive
gear (12) and idler gear (11) and pull straight
up and out of the gear plate (5) bore. Remove
pressure plate (18) from gears.
7. Remove gear plate (5) and pressure plate
(19). Remove steel rings, backup ring, O-ring
and retainer and isolation plate. Remove O-
ring (3) and stud O-ring (4).
8. Remove bearing plate (2, Figure 3-5). Remove
O-ring (23) and stud O-rings (1). Remove dow-
els (20) if damaged or replacement of the
bearing plate is necessary.
9. Remove coupling (21). Remove snap ring (22)
if damaged or replacement is necessary.
NOTE: Disassembly of the rear pump section is now
complete. Do not remove thru studs at this time as
the studs serve as guides for disassembly.

FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section)

1. O-ring 7. Stud 13. Bearings 19. Pressure Plate

2. Bearing Plate 8. O-ring 14. Steel Ring 20. Dowels
3. O-ring 9. Connector Plate 15. Backup Ring 21. Coupling
4. O-ring 10. Steel Ring 16. O-ring & Retainer 22. Snap Ring
5. Gear Plate 11. Idler Gear 17. Isolation Plate 23. O-ring
6. Dowel 12. Drive Gear (Rear) 18. Pressure Plate

L03021 11/02 Hydraulic Component Repair L3-7

 10. Remove bearing plate (10, Figure 3-6). If the 13. Remove steel rings, backup ring, O-ring and
bearing plate is stuck, tap lightly with a plastic retainer. Remove drive gear (1) and idler (3)
hammer to loosen it. Remove O-rings (9) and from gear plate (7). Remove both pressure
(11). plates (18).
11. Remove steel rings (13), backup ring (14), O-
ring and retainer (15) and isolation plate (17).
Remove dowels (16) if damaged or if replace-
ment of the bearing plate (10) is necessary.
12. Unthread the thru studs (12) and remove.
Remove flange (5), if stuck tap flange lightly
with a plastic hammer to loosen. Remove O-
ring (8). Remove dowels (6) if damaged or if
replacement of the flange (5) or gear plate (7)
is necessary.

FIGURE 3-6. HOIST PUMP DISASSEMBLY (Front Section)

1. Drive Gear & Shaft 8. O-ring 15. O-ring & Retainer
2. Seal 9. O-ring 16. Dowel
3. Idler Gear 10. Bearing Plate 17. Isolation Plate
4. Steel Ball 11. O-ring 18. Pressure Plate
5. Flange 12. Thru Studs 19. Plug
6. Dowel 13. Steel Rings 20. Seal
7. Gear Plate 14. Backup Ring 21. Snap Ring

L3-8 Hydraulic Component Repair 11/02 L03021

 FIGURE 3-7. PREPARATION FOR SEAL

1. Flange 3. Wooden Blocks

2. Bearings

14. Remove outboard shaft seal (2), snap ring (21)

and inboard shaft seal (20).

NOTE: To aid in shaft seal removal place the flange FIGURE 3-8. SHAFT SEAL REMOVAL
on two small wooden blocks as shown in Figure 3-7.
1. Flange 3. Bearings
2. Punch

15. Use a punch and hammer and tap the outboard

shaft seal out of the flange bore. (Refer to Fig-
ure 3-8.) Use care not to mar, scratch or dam-
age the seal bore surface, or bearings.
16. After the seals and snap ring have been
removed, clean the bore thoroughly. If neces-
sary, the bore may be smoothed with number
400 emery paper (only).

L03021 11/02 Hydraulic Component Repair L3-9

Inspection Of Parts NOTE: Replacing new bearing in the flange,
connector plates or bearing plate is not
1. Examine the gear bores in both gear plates;
recommended due to close tolerances and special
refer to Figure 3-9. During initial break-in, the
tooling required for crimping the bearing in place to
gears cut into the aluminum gear plates. The
prevent bearing spin.
nominal depth of this cut is 0.008 in (0.203 mm)
and should not exceed 0.015 in (0.381 mm). As 6. Inspect the flange seal bore for scratches or
the gear teeth cut into the gear plates, metal is gouges which may interfere with shaft seal
rolled against the pressure plates. Using a knife installation.
or sharp pointed scraper, remove the metal that 7. For additional pump and system inspection
was rolled against the pressure plates. Remove refer to the Troubleshooting Guide.
all metal chips that were broken loose.
Assembly
1. A suitable seal press ring or plug and two small
wood blocks should be available.
2. The following seal installation procedures are
When removing the rolled up metal, do not outlined for use with a vise, but they can be
attempt to remove the gear track-in grooves. adapted for use with a press if one is available.
2. Examine the pressure plates. They should not 3. Open the vise jaws wide enough to accept the
show excessive wear on the bronzed side. If combined thickness of the flange, wood blocks
deep curved wear marks are visible, discard and press ring.
and replace with new.
4. Place the wood blocks flat against the fixed jaw
3. Examine the gears. If excessive wear is visible of the vise. Place the flange plate against the
on the journals, sides, or face of the gears, or at blocks in such a position that the bearing pro-
the point where the drive gear rotates in the lip jections are between the blocks and clear of the
seal, discard and replace with new. vise jaw, refer to Figure 3-10.
4. If any of the internal parts show excessive wear, 5. Lubricate the seals with hydraulic oil. Position
replace with new. Replace all O-rings and seals inboard shaft seal (3, Figure 3-11) with the
with new. metal face toward the outboard end of the
5. Inspect the bearings, if they are worn beyond flange.
the gray teflon into the bronze material, the
complete flange connector plates or bearing
plate should be replaced.

FIGURE 3-10. SHAFT SEAL INSTALLATION

FIGURE 3-9. GEAR BORE INSPECTION
1. Flange 3. Bearing Projection
1. Gear Track-in 2. Gear Plate
2. Wood Blocks

L3-10 Hydraulic Component Repair 11/02 L03021

 6. Position the press ring over the seal. Make sure 11. Install the isolation plate (9) on the suction side
the seal stays centered and true with the bore, of the gear plate. The isolation plate has a relief
and start applying pressure with the vise. Con- area milled on one side; turn that side up or
tinue pressing the seal until it just clears the toward the pressure plate.
snap ring groove in the bore. 12. With the bronze side up and the milled slot fac-
7. Install snap ring (2, Figure 3-11) with the snap ing toward the discharge side, slide pressure
ring opening over the weep hole (10). plate (2, Figure 3-13) down into the gear bores
8. Install the Outboard seal (metal face out), until it until it rests on the backup ring and O-ring. Do
just contacts the snap ring. not force the plate down the gear bores. If it
9. Lubricate the thru stud threads (14, Figure 3- hangs up on the way down, work it back and
11) with hydraulic oil. Thread the studs into forth until it slides freely into place.
flange until snug. There are 4 long studs and 4 13. Coat the inside of the gear plate and the gears
short studs. Reference Figure 3-12 for proper with clean hydraulic oil.
stud location. Lubricate and install O-ring (7).
NOTE: To ensure the gear pump is correctly timed
Install dowel pins (12), if removed. Install gear
during reassembly, place a mark on the end of the
plate (13). Make sure the recess in the gear
input shaft to indicate the location of the valley
plate will be toward the connector plate, or fac-
between any two gear teeth. Refer to Figure 3-16
ing up when the gear plate is installed.
which illustrates gear timing.
10. Install steel rings (5, Figure 3-12). Lubricate and
install backup ring (8), O-ring (7) and ring
14. With the extension end of the drive gear facing
retainer (6) as shown in Figure 3-12.
toward the shaft seals, install the drive gear. Do
not drop the gear in the bore as damage to the
bronze face of the pressure plate could result.
Use care when pushing the drive gear exten-
sion thru the shaft seals. Install the idler gear.

FIGURE 3-11. SHAFT SEAL INSTALLATION

1. Outboard Shaft Seal 8. Bearing FIGURE 3-12. PUMP REASSEMBLY
2. Snap Ring 9. Bearing 1. Gear Plate 7. O-ring
3. Inboard Shaft Seal 10. Weep Hole 2. Drive Gear 8. Backup Ring
4. Seal, Metal Face 11. Plug 3. Idler Gear 9. Isolation Plate
5. Flange 12. Dowel 4. Bearing 10. Relief Area
6. Steel Ball 13. Gear Plate 5. Steel Ring 11. Thru Studs
7. O-ring 14. Thru Studs 6. Retainer

L03021 11/02 Hydraulic Component Repair L3-11

 15. Install the opposite pressure plate with the
bronze side down and the milled slot facing
toward the discharge side.
16. Install steel rings (11, Figure 3-14), backup ring
(12), O-ring and retainer (13). Install isolation
plate with its relief toward the pressure plate.
17. Lubricate and install thru stud O-rings (5) and
connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the I.D. of the bearings
(17) and install connector plate (6). Install snap
ring (8) and coupling (9).

FIGURE 3-13. PRESSURE PLATE INSTALLATION

1. Gear Plate 3. Slot
2. Pressure Plate

FIGURE 3-14. HOIST PUMP REASSEMBLY

1. Drive Gear & Shaft 6. Connector Plate 11. Steel Ring 16. Pressure Plate
2. Idler Gear 7. O-ring 12. Backup Ring 17. Bearings
3. Gear Plate 8. Snap Ring 13. O-ring & Retainer
4. Relief 9. Coupling 14. Dowel
5. O-ring 10. Thru Studs 15. Isolation Plate

L3-12 Hydraulic Component Repair 11/02 L03021

 18. Lubricate O-ring (3, Figure 3-15) and install in 20. Lubricate I.D. of bearings (26). Install O-rings
bearing plate (7). Lubricate O-rings (4) and (8 & 9) and dowel (25) if removed. Install gear
install over studs (12). Replace dowel (2) if plate (10). Make sure relief in gear plate is
removed. Install bearing plate (7). toward bearing plate (7).
19. Repeat steps 10, 11 and 12 for installation of
the steel rings, backup ring, O-ring, retainer,
isolation plate and pressure plate.

FIGURE 3-15. HOIST PUMP REASSEMBLY

1. Drive Gear (Rear) 8. O-ring 15. Bearing Plate 22. Dowel
2. Dowel 9. O-ring 16. Transition Plate 23. Dowel
3. O-ring 10. Gear Plate 17. O-ring 24. O-ring
4. O-ring 11. Connector Plate 18. (Not Used) 25. Dowel
5. Coupling 12. Stud 19. Coupling 26. Bearings
6. Connector Plate 13. Idler Gear 20. Nut
7. Bearing Plate 14. Capscrew 21. O-ring

L03021 11/02 Hydraulic Component Repair L3-13

 21. Install rear drive gear (1) and idler gear (13).
The rear drive gear must be timed with the front
drive gear. This is accomplished by lining up a
tooth on the rear drive gear with the valley of
two teeth on the front drive gear, as shown in
Figure 3-16.
27. Lubricate the thru stud threads and install two
opposite stud nuts and hardened washers.
Tighten nuts to 240 to 250 ft lbs (325 to 339
N.m) torque.
28. Using an 18 inch (45 cm) adjustable wrench,
check pump drive shaft rotation. The drive shaft
will be tight but should turn freely with a maxi-
mum of 5 to 10 ft lbs (7 to 14 N.m) torque, after
the initial surge. (Figure 3-17.)

FIGURE 3-16. PUMP GEAR TIMING

22. Repeat steps 15 and 16 for installation of the

remaining pressure plate, steel rings, backup
ring, O-ring, and retainer and isolation plate.
23. Lubricate and install O-ring (24, Figure 3-15) in
connector plate (11). Install dowel (23) if
removed. Lubricate I.D. of bearing in the con-
nector plate (11). Install connector plate (11)
with flat washers and nuts.
24. Install dowel (22) if removed. Lubricate and
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) to transition plate
and install capscrews (14). Tighten capscrews
to standard torque.
25. Lubricate O-ring (21) and position on bearing
plate (15). Install the assembled bearing plate
and transition plate (15 & 16) to the connector
plate (11) and secure in place with nuts (20).
Tighten nuts to standard torque.
26. Install coupling (19).
FIGURE 3-17. PUMP ROTATION CHECK
1. Wrench 3. Pump
2. Input Shaft
29. If the shaft will not turn properly, disassemble
the pump and examine the parts for burrs or for-
eign material causing buildup or interference
between parts.
30. When the input shaft turns properly install the
remaining hardened washers and nuts. Tighten
nuts to 240 to 250 ft lbs (325 to 339 N.m)
torque.
31. Install a new O-ring on steering pump flange
and install steering pump to the transition plate
(16, Figure 3-15). Install capscrews and tighten
to standard torque.

A snap ring may have been installed previously

inside of coupling (19). This snap ring is not nec-
essary, and must not be used. In some cases,
depending on tolerance stack-up, the snap ring
can cause excessive axial loading, leading to
premature pump failure.

L3-14 Hydraulic Component Repair 11/02 L03021


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. Any 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 scored heavily
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
L03021 11/02
TROUBLESHOOTING GUIDE
(HOIST PUMP)
POSSIBLE CAUSE
1. Abrasive wear caused by fine par-
ticles.
a. Dirt (fine contaminants, not
visible to the eye)
2. Abrasive wear caused by metal
particles
a. Metal (coarse)contaminants,
visible to the eye
3. Incorrect installation
4. Aeration-Cavitation
a. Restricted oil flow to pump
inlet
b. Aerated Oil
5. Lack of oil
6. Damage caused by metal object
7. Excessive Heat
8. Over Pressure
Hydraulic Component Repair
SUGGESTED CORRECTIVE
ACTION
1. Was clean oil used?
2. Was filter element change period
correct?
3. Were correct filter elements used?
4. Hoist cylinder rod wiper and seals
in good condition?
5. Cylinder rods dented or scored?
6. Was system flushed properly after
previous failure?
1. Was system flushed properly after
previous failure?
2. Contaminants generated else-
where in hydraulic system?
3. Contaminants generated by wear-
ing pump components?
1. Did shaft bottom in mating part?
2. Any interference between pump
and machine?
1. Tank oil level correct?
2. Oil viscosity as recommended?
3. Restriction in pump inlet line?
4. Air leak in pump inlet line?
5. Loose hose or tube connection?
1. Was oil level correct?
2. Any leaks in piping inside tank?
1. Metal object left in system during
initial assembly or previous
repair?
2. Metal object generated by another
failure in system?
1. Metal object left in system during
initial assembly or previous
repair?
2. Was relief valve setting too low?
3. Was oil viscosity correct?
4. Was oil level correct?
1. Relief valve setting correct?
2. Did relief valve function?
L3-15
HYDRAULIC TANK
Filling Instructions
NOTE: If filling is required, use only type C-4
hydraulic oil as specified on the truck Lubrication
Chart. Filtering of oil with a 3 micron filtering system
is recommended.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulator to bleed down
after engine shutdown and keyswitch "Off".
5. Continue to repeat steps 1 thru 4 until oil level is
maintained in the top sight gauge with the
engine stopped, key switch "Off", and body
down.
NOTE: With engine running and oil at operating
temperature, the oil should be visible in the lower
sight glass. If not, shut down engine and add oil per
"Filling Instructions".
NOTE: Minor adjustments to oil level can be made by
using the drain cocks (5) next to filler neck.

Should a component fail in the hydraulic system,

1. With the engine stopped, body down, and the
key switch "Off", wait for at least 90 seconds.
2. Remove the fill cap (1, Figure 3-18) and add
clean type C-4 hydraulic oil until oil is at the top
sight gauge.
3. Replace fill cap.
4. Start engine, raise and lower the dump body
three times.
an oil analysis should be made before replacing
any component. If foreign particles are evident,
system must be flushed. Refer to "Hydraulic Sys-
tem Flushing" instructions.
Removal
1. Turn keyswitch "Off" and allow at least 90 sec-
onds for the steering accumulator to bleed
down.
NOTE: Be prepared to contain approximately 250
gal. (947 L) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a filtering (3
micron) system available for refill.

2. Thoroughly clean the outside of the hydraulic

tank and attached equipment.
3. Drain the hydraulic tank by use of the drain
valve located on the rear side of the tank.
4. Disconnect hydraulic lines. Plug lines to prevent
possible contamination to the system. Tag each
line at removal for proper identification during
installation.

Use care to avoid contact with hot oil if truck has

been operating. Avoid spillage and contamina-
tion.

5. Attach a lifting device to the hydraulic tank.

FIGURE 3-18. HYDRAULIC TANK 6. Remove the capscrews and lockwashers secur-
ing the hydraulic tank to the frame.
1. Fill Cap 4. Drain Valve
2. Sight Gauges 5. Drain Cocks 7. Move hydraulic tank to a clean work area for
3. Breather Filters (2) disassembly or repair.

L3-16 Hydraulic Component Repair 11/02 L03021

Installation
1. Install hydraulic tank and secure with cap-
screws and lockwashers. Tighten to 459 ft. lbs.
(622 N.m) torque.
2. Uncap hydraulic lines and attach to the proper
connections.
3. Replace breather filters if required.
4. Fill the hydraulic tank with clean, filtered C-4
hydraulic oil. Refer to "Filling Instructions".
5. Bleed all air from hydraulic lines.
6. Bleed trapped air inside steering pump. Refer to
"Pump Pressure Setting", Section "L" for air
bleeding procedure.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
HYDRAULIC TANK STRAINERS
Removal
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulator to bleed down
after engine shutdown with the key switch "Off".
1. Shut down the engine and the key switch "Off"
for at least 90 seconds.
FIGURE 3-19. STRAINER REMOVAL
1. Hydraulic Tank 4. Shutoff Valve
2. Cover 5. Pump Suction Hoses
3. Capscrews &
Lockwashers
L03021 11/02 Hydraulic Component Repair
NOTE: If the oil is to be reused, clean containers
must be used with a filtering (3-micron) system
available for refill.
2. Be prepared to contain approximately 250 gal.
(947 l) of hydraulic oil. Drain hydraulic oil from
tank.
3. Disconnect pump suction hoses. (5, Figure 3-
19).
4. Remove capscrews and lockwashers (3) secur-
ing cover (2) to the hydraulic tank. Remove and
discard gasket.
5. Remove capscrews and lockwashers securing
suction strainers. Remove suction strainers.
Inspect and Clean
NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been
overheated). The quantity and size of any particles
may be an indication of excessive wear of
components in the hydraulic system.
1. Clean the strainers with fresh cleaning solvent
from the inside out.
2. Inspect the strainers for cracks or wear.
Replace, if necessary.
3. Clean any sediment from bottom of hydraulic
tank.
Installation
1. Install suction strainers and secure in place with
capscrews and lockwashers. Tighten cap-
screws to standard torque.
2. Using new cover gasket move cover (2, Figure
3-19) into place and install capscrews and lock-
washers (3). Tighten capscrews to standard
torque.
3. Install pump suction hoses.
4. Fill the hydraulic tank; refer to Hydraulic Tank
Filling Instructions. Open both suction line shut-
off valves (4).
5. Loosen suction line connections at both pumps
to bleed any trapped air. Tighten hose connec-
tions.
6. Bleed trapped air inside steering pump. Refer to
"Steering and Brake Pump Installation", this
Section, for air bleeding procedure.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
L3-17
Hydraulic Tank Breathers
There are two breather filters located on top of the NOTE: Plugged breather filters can cause pressure
hydraulic tank to allow air in and out of the tank. The build up inside the hydraulic tank and can cause the
filters should be replaced at the interval specified on service brakes to drag.
the lubrication chart.
Keep the area around the breather filters clean and
free of debris build up. If there is any sign that the
breather filters are oil soaked, replace the filters as
soon as possible and check for proper oil level. Once
the breather filters become oil soaked, they will plug
very quickly.

L3-18 Hydraulic Component Repair 11/02 L03021

 SECTION L4
STEERING CIRCUIT
INDEX

STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Steering Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Bleeddown Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

FLOW AMPLIFIER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

STEERING PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

High Altitude Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Steering Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

L04027 09/98 Steering Circuit L4-1

 NOTES

L4-2 Steering Circuit 09/98 L04027

 STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The steering/brake pump supplies oil to the bleed- Oil pressure from the bleeddown manifold APU port
down manifold after passing through a high pres- is routed back to the manifold (8), through a hose
sure filter (5, Figure 4-1). If the filter element (9) and sensed by the "ACC" port on the unloader
becomes restricted, a warning indicator is activated valve. The manifold also contains the steering pres-
at 40 psi (276 kPa) and oil will bypass the element sure switch.
at 50 psi (345 kPa).
System pressure is regulated to between 2750 psi
(19.0 MPa) and 3025 psi (20.9 MPa) by an unloader
valve located on the bottom of the steering pump
case.

FIGURE 4-1. STEERING SYSTEM COMPONENTS

1. Steering Cylinders
2. Manifold
3. Flow Amplifier Valve
4. Accumulator Bleeddown
Solenoids
5. Bleeddown Manifold
6. Supply to Bleeddown Manifold
7. Steering Pressure Switch
8. Manifold
9. Unloader Valve to Manifold Hose
10.Steering Circuit Return Line
11.Hydraulic Tank
12.Steering Circuit Accumulators
13.Steering Control Valve Lines

L04027 09/98 Steering Circuit L4-3

The pressure switch is connected electrically to a COMPONENT DESCRIPTION
"Low Steering Pressure" warning lamp mounted in
the cab and warns the operator if system pressure
drops below 2300 psi (15.9 MPa).
Another port on the above manifold also provides the
oil supply for the automatic lubrication system pump.
The bleeddown manifold (5) distributes the steering
circuit oil supply to the steering system accumulators
(12), the flow amplifier valve (3), and to the brake
apply system.
Two accumulators, pre-charged with nitrogen, are
mounted on the left frame rail behind the front tire.
They provide a sufficient oil supply to allow the oper-
ator to steer the truck off the haul road and park in a
safe area if a loss of steering circuit oil occurs. Steer-
ing bleeddown solenoids (4) mounted on the bleed-
down manifold are electrically activated when the key
switch is turned OFF and bleed the hydraulic oil back FIGURE 4-2. STEERING CONTROL VALVE
to the tank to release the pressurized oil when the "T" Tank Port 1. Valve Assembly
truck is parked. "L" Left Steer Port
"P" Pressure (Supply) Port
"R" Right Steer Port
"LS" Load Sense Port

If a loss of steering pressure occurs during oper-

ation, the truck must be stopped immediately.
The pressure in the accumulators allow the oper- Steering Control Valve
ator to steer the truck for a short period. Do not
attempt further operation until the problem is The steering control valve (Figure 4-2) is mounted
located and corrected. inside the cab and is directly coupled to the lower
end of the steering column.
Operation of the steering valve is both manual and
The bleeddown manifold and accumulators supply oil hydraulic in effect. The valve incorporates a hydraulic
to the flow amplifier valve. The flow amplifier directs control valve; steering effort applied to the steering
oil flow to the appropriate ports on the steering cylin- wheel by the operator actuates the valve, which in
ders as determined by inputs from the steering con- turn directs hydraulic oil through the flow amplifier
trol valve as the operator steers the truck. valve to the steering cylinders to provide the operator
Oil entering the steering control valve is blocked until with power steering.
the steering wheel is turned in a desired direction.
The valve then directs oil to the flow amplifier which
in turn, provides a high volume of oil to the steering
cylinders. Hydraulic oil at the opposite ends of the
steering cylinders flows back through the flow ampli-
fier, and bleeddown manifold to the hydraulic tank.
Oil flow to the brake apply system flows through a
check valve which will prevent loss of oil in the brake
circuit if a loss of oil occurs in the steering circuit.
(Refer to Section "J" for a detailed description of the
brake apply system hydraulic circuit and compo-
nents.)

L4-4 Steering Circuit 09/98 L04027

Bleeddown Manifold Valve
The bleeddown manifold valve (4, Figure 4-1) is
located on the inside of the left hand frame rail just
behind the flow amplifier. The bleeddown manifold is
equipped with the following major circuit compo-
nents as shown in Figure 4-3:
• Accumulator bleeddown solenoid valves (5 & 11)
• 4000 psi (28.0 MPa) relief valve (18)
• 500 psi (3.4 MPa) Relief Valve (6)
Bleeddown Solenoids
Each time the keyswitch is turned OFF, with the
truck stopped, it energizes the steering system
bleed down solenoids. When the bleed down sole-
noids are energized, all hydraulic steering pressure,
including the accumulators, is bled back to the
hydraulic tank. Brake pressure however, will not
bleed down due to internal check valves in the brake
manifold and the external check valve (17, Figure 4-
3) in the supply line to the brake manifold.

• Pilot operated check valve (19)
The bleeddown manifold receives oil from the steer-
ing/brake pump through a high pressure filter and
directs oil to the accumulators, brake circuit, and
flow amplifier. Oil supply for the steering control
valve and steering cylinders is supplied via the flow
amplifier.
The relief valves and accumulator bleed down sole-
noids are factory preset and cannot be rebuilt indi-
vidually.
After approximately 90 seconds, the solenoids will
de-energize to close the return port to tank. By this
time all the oil in the accumulators should be
returned to tank. At start-up, the steering circuit will
be charged, including the brake circuit. The Low
Steering Pressure light and buzzer will turn on until
steering pressure reaches 2300 psi (15.9 MPa). This
is controlled by the steering pressure switch, located
on the frame mounted manifold (7, Figure 4-1).

FIGURE 4-3. BLEEDDOWN MANIFOLD & SCHEMATIC DIAGRAM

1. Bleeddown Manifold Valve
2. Tank Return Line
3. Supply from Steering Pump &
Filter
4. Diagnostic Pressure Test Fitting
5. Bleeddown Solenoid
6. Relief Valve, 500 psi
7. Check Valve
8. Supply to Flow Amplifier
9. Return from Hoist Pilot Valve
10. Return From Flow Amplifier
11. Bleeddown Solenoid
12. Unloader Circuit Pressure Test
Port
13. To Front Accumulator
14. To Rear Accumulator
15. Supply to Brake Apply System
16. To Steering Pressure Switch
Manifold Block
17. Check Valve
18. Relief Valve, 4000 psi
19. Piloted Check Valve
20. Check Valve
21. Check Valve

L04027 09/98 Steering Circuit L4-5

During operation, if steering pressure falls below
2300 psi (15.9 MPa), the Low Steering Pressure
warning light will illuminate until pressure returns to
normal.
Accumulators
The accumulators (12, Figure 4-1) are a floating pis-
ton type. The top side of the accumulators are
charged to 1400 psi (9.7 MPa) with pure dry nitrogen
with the piston at the bottom.
Oil entering the accumulators pushes the piston
upward compressing the nitrogen on the top side of
the piston. The nitrogen pressure increases directly
with steering circuit pressure. When steering circuit
pressure reaches 3025 psi (20.9 MPa) the unloader
valve will unload the pump. The accumulators will
contain a quantity of oil under pressure and held by
check valves (20 & 21, Figure 4-3), available for
steering the truck. When system pressure drops to
2750 psi (19.0 MPa) the pump output will again
increase, to refill the accumulators and increase
steering system pressure. The accumulators also
provide oil, for a limited period of time, to be used in
case the pump becomes inoperative.
Low Precharge Warning Switch
Pressure switches located in the top of each accu-
mulator monitor nitrogen pressure and are used to
activate the accumulator precharge warning light if
the nitrogen pressure drops below 1100 psi (7.6
MPa).
The switches monitor nitrogen pressure when the
key switch is turned ON and before the engine is
started. If nitrogen pressure is too low, the warning
lamp turns on - a latching circuit prevents the warn-
ing lamp from turning off when the engine is started
and steering system pressure compresses the nitro-
gen remaining in the accumulator.
L4-6 Steering Circuit
Do not operate the truck with less than 1100 psi
(7.6 MPa) nitrogen precharge in the accumulator.
Low nitrogen pressure may not provide an ade-
quate supply of steering system oil in some
emergency conditions. If the low precharge warn-
ing light remains ON, check accumulator pre-
charge pressure and recharge if necessary.
High Pressure Filter
The high pressure filter (6, Figure 4-1) filters oil for
the steering and brake circuits.
NOTE: Oil routed to the brake apply system passes
through an additional high pressure filter mounted on
the inside, left frame rail below the bleeddown
manifold and flow amplifier.
If the filter element becomes restricted, a warning
indicator is activated at 40 psi (276 kPa) and oil will
bypass the element at 50 psi (345 kPa).
Refer to Section L9 for further information regarding
the various system filters and maintenance proce-
dures.
Flow Amplifier
The flow amplifier (3, Figure 4-1, & Figure 4-4) is
located on the left frame rail forward of the bleed
down manifold valve and is used in the steering cir-
cuit to provide the high volume of oil required for the
steering cylinders.
The flow amplifier uses the amount of flow from the
steering control valve to determine a proportional
amount of flow to send from the bleed down manifold
to the steering cylinders.
09/98 L04027
 FIGURE 4-4. FLOW AMPLIFIER VALVE

L04027 09/98 Steering Circuit L4-7

FLOW AMPLIFIER SYSTEM OPERATION No Steer
Refer to figures 4-5 through 4-8 for oil flow paths dur- (Refer to Figure 4-5):
ing the following conditions: High pressure oil from the steering pump and steer-
• Neutral ing accumulators is available through the steering
bleeddown manifold to the "HP" port on the flow
• Steering Left
amplifier assembly.
• Steering Right
Upon entering the priority valve, it goes past the
• External shock load spool to the closed amplifier valve and also out port
"P" through a hose to port "P" on the steering control
valve. In the steering control valve, it goes to a
closed area in the control.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 500 psi (3.5
MPa), the spool moves, compressing its spring and
closes off oil supply through area "A" resulting in high
pressure at "PP", but only 500 psi (3.5 MPa) at the
amplifier spool and steering control unit.

L4-8 Steering Circuit 09/98 L04027

 FIGURE 4-5. FLOW AMPLIFIER - NO STEER

L04027 09/98 Steering Circuit L4-9

Steering Left
(Refer to Figure 4-6):
When the operator turns the steering wheel "left", the
steering control 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 gero-
tor 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 steer-
ing 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".
L4-10 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 pro-
portion 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 cylin-
ders to steer the front wheels to the left. As the cylin-
ders move, oil is forced to return out the opposite
ends, enter port "CR" of the flow amplifier assembly,
pass through the directional valve to area "M",
passes through the return check valve "N", and exit
port "HT" to the hydraulic reservoir.
At the steering control unit, when the operator turned
the steering wheel, supply oil from port "P" was also
delivered through the control unit valve to port "LS".
This oil enters the flow amplifier assembly through its
"LS" port and builds pressure in the spring area of
the priority valve. This additional force on the spring
end of the priority valve causes area "A" to open and
allow the necessary flow and pressure to pass
through the amplifier valve to operate the steering
cylinders.
The flow amplifier valve includes a relief valve in the
priority valve spring area that is used to control maxi-
mum steering working pressure to 2750 psi (19.0
MPa) even though supply pressure coming in to port
"HP" is higher. When 2750 psi (19.0 MPa) is
obtained, the relief valve prevents the "LS" pressure
from increasing and thereby allows the priority valve
to compress the spring enough to close off the area
"A" when 2750 psi (19.0 MPa) is present.
09/98 L04027
 FIGURE 4-6. FLOW AMPLIFIER - LEFT STEER

L04027 09/98 Steering Circuit L4-11

Steering Right
(Refer to Figure 4-7):
Only a few differences occur between steer left and
steer right. When the operator turns the steering
wheel right, oil is supplied out ports "R" and "LS" of
the steering control unit.
The oil enters the flow amplifier assembly at port "R"
and shifts the directional valve the opposite direction.
The oils flow through the amplifier valve exactly the
same. The combined oil from the amplifier valve
passes through the center area "Q" of the directional
valve to port "CR" where it goes to the opposite ends
of the steering cylinders to turn the wheels right.
The returning oil comes back through port "CL" to go
to the tank. The "LS" oil operates exactly the same
as steer left.

L4-12 Steering Circuit 09/98 L04027

 FIGURE 4-7. FLOW AMPLIFIER - RIGHT STEER

L04027 09/98 Steering Circuit L4-13

No Steer, External Shock Load
(Refer to Figure 4-8):
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
directional valve remains centered by its springs thus "CL". This low pressure permits oil that is escaping
closing the passages to ports "CL" and "CR". This through the "CR" port relief valve to flow through the
creates a hydraulic lock on the steering cylinders to check valve portion of the shock and suction relief
prevent their movement. valve connected to port "CL". The oil then flows to
the low pressure ends of the cylinders to keep the
If the tires hit an obstruction to cause a large shock
cylinders full of oil and prevent cavitation. A shock
load to force the wheels to the left, increased pres-
load in the opposite direction merely reverses the
sure will occur in the ends of the cylinders connected
above procedure.
to port "CR". The shock and suction relief valve
inside the flow amplifier assembly at port "CR" will
open at its adjusted setting (3100 psi (21.4 MPa) and
allow oil to escape from the pressurized ends of the
cylinders, preventing a higher pressure.

L4-14 Steering Circuit 09/98 L04027

 FIGURE 4-8. FLOW AMPLIFIER
NO STEER - EXTERNAL SHOCK LOAD

L04027 09/98 Steering Circuit L4-15

STEERING PUMP
The steering/brake pump is mounted on the rear of
the hoist system pump. The drive shaft mates with an
internally splined coupling inside the hoist pump
when the pump is bolted in place.
The pump is a pressure compensated piston type
with system operating pressure controlled by an
unloader valve. The pressure compensator is
adjusted to 3325 psi (22.9 MPa). The pump mounted
unloader valve maintains system pressure between
2750 psi (19.0 MPa) and 3025 psi (20.9 MPa).
Oil flow from the pump is routed through a high pres-
sure filter then to the bleeddown manifold valve
where the flow is directed to the steering circuit
(accumulators, flow amplifier, etc.) and to the brake
apply system components mounted in the hydraulic
components cabinet behind the cab.
L4-16 Steering Circuit
Operation
The driveshaft (35, Figure 4-9) runs through the cen-
terline of pump housing (37) and valve plate (48).
The cylinder barrel (45) is splined to the drive shaft.
A ball bearing (33) supports the outboard end of the
driveshaft and a bushing type bearing (47) supports
the inboard end. The pump cylinder barrel is carried
in a polymerous (journal type) bearing (41).
The valve plate has two crescent shaped ports (inlet
and outlet). Pumping pistons (44) in the cylinder bar-
rel are held against a swashblock (28) by a shoe
retainer (17). The shoe retainer is held in position by
the fulcrum ball (40) which is forced outward by
retainer springs (13). The springs act against the
pump cylinder barrel (45) forcing it against the valve
plate while also forcing the piston shoes against the
swashblock.
The semi-cylindrical shaped swashblock limits the
piston stroke and can be swiveled in arc shaped sad-
dle bearings (21). The cradle is swiveled by the con-
trol piston (14).
High Altitude Operation
The steering pump on later model trucks incorpo-
rates an adjustable stroke control device (25, Figure
4-9). If the truck is operating at high altitude locations
(10, 000 feet (3,050 meters) above sea level or
greater), it may be necessary to adjust the pump
stroke to reduce oil flow to eliminate pump cavitation
problems.
09/98 L04027
FIGURE 4-9. STEERING PUMP
1. Plug
2. O-Ring
3. Spring
4. Back-Up Ring
5. O-Ring
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Piston
15. Pin
16. Control Piston Stop Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Bearing
34. Shaft Retainer Ring
35. Shaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assy.
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal
53. Cap

L04027 09/98 Steering Circuit L4-17

PRINCIPLE OF OPERATION
Full Pump Volume:
Control piston (1, Figure 4-10) controls the angle of
the swashblock (4). When control piston moves to
the full right position, the pump is at maximum pump-
ing capacity.
The driveshaft turns the splined housing (2) which
contains the pumping pistons (3). When the housing
is rotated, the pistons move in and out of their bores
and the piston shoes "ride" against the angled
swashblock (4).
As the cylinder rotates, the individual piston bores
are connected, alternately to the left (port "A") and FIGURE 4-10. PUMP AT FULL VOLUME
right (port "B") crescent shaped ports in the valve 1. Control Piston 3. Piston
plate. While connected to left side (suction) port "A", 2. Housing 4. Swashblock
each piston moves outward, drawing fluid from port
"A" into the piston bore until its outermost stoke is
reached. At that point the piston bore passes from
the left crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
"B" until it's innermost stroke is reached. At that
point, the piston bore again passes from the right to
the left side crescent and the operating cycle is
repeated.

Half Pump Volume: FIGURE 4-11. PUMP AT HALF VOLUME

Figure 4-11 shows that the position of the control pis- 1. Control Piston 3. Piston
ton (1) is near the center of its travel. The swash- 2. Housing 4. Swashblock
block is not angled as steep as before, and therefore
the pistons have a shorter stroke. As the piston
stroke gets shorter, the pump output also decreases.

Neutral Position:
Neutral position (Figure 4-12) results when the con-
trol piston (1) centers the swashblock (4). The
swashblock angle is now zero and swashblock face
is now parallel to cylinder face. Therefore, no inward
or outward motion of the pump pistons exists as pis-
ton 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 cres-
cents in the valve plate and subsequently no delivery
FIGURE 4-12. PUMP IN NEUTRAL POSITION
from pump ports.
1. Control Piston 3. Piston
2. Housing 4. Swashblock

L4-18 Steering Circuit 09/98 L04027

Steering Pump
Figure 4-13 shows the steering pump and the loca-
tion of the pressure control adjustments and stroke
(flow) adjuster.
Note: The Stroke adjuster (3, Figure 4-13) is set at
the factory to provide maximum pump flow and
adjustment is not normally required. If the truck is
operated at high elevations, 10,000 ft. (3,050
meters) above sea level or more, it may be
necessary to readjust the stroke control to reduce
pump flow to prevent pump cavitation under certain
conditions. If the truck is operating at high altitude
and problems are experienced, consult the Komatsu
Factory Representative for adjustment procedures.

Figure 4-14 shows the schematic of the pump and

the pressure control valves.
FIGURE 4-13. STEERING PUMP ASSEMBLY
1. Outlet Port 5. Compensator Press.
2. Case Drain Adjust
3. Stroke Adjuster 6. 4-Way Valve
4. Unloader Valve 7. GPA Port
Pressure Adjust 8. GP2 Port

FIGURE 4-14. STEERING PUMP PRESSURE CONTROL SCHEMATIC

1. 4-Way Valve 4. Pressure Compensator 6. GP2 Port
2. Unloader Control Block Control Block 7. GP4 Port
3. "ACC" Port 5. Case Drain 8. GPA Port

L04027 09/98 Steering Circuit L4-19

 NOTES

L4-20 Steering Circuit 09/98 L04027

 SECTION L5

STEERING CONTROL UNIT

INDEX

STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

STEERING CONTROL UNIT REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4

Cleaning and Inspection - Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5

Assembly - Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7

L05021 11/02 Steering Control Unit L5-1

 NOTES

L5-2 Steering Control Unit 11/02 L05021

 STEERING CONTROL UNIT
Removal
NOTE: Clean steering control unit and surrounding
area carefully to help avoid contamination of
hydraulic oil when lines are opened.
1. Shut off 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.

Use care to avoid contact with hot oil. Avoid spill-

age and contamination.
3. Remove capscrews (7, Figure 5-1) from steer-
ing unit mounting bracket and remove control FIGURE 5-2. STEERING CONTROL UNIT
unit. 1. Brake valve 5. "T" Port Hose
2. Steering Control Unit 6. "P" Port Hose
3. "LS" Port Hose 7. "R" Port Hose
4. "L" Port Hose

Installation
1. Lubricate external splines of stub shaft (11, Fig-
ure 5-1) with a molybdenum disulphide or multi-
purpose NLGI grease.
2. Place steering control unit (9) into position on
the mounting bracket. Install capscrews and
washers (7) and tighten to standard torque. It
may be necessary to loosen capscrews (10) to
ease in the alignment of the stub shaft and the
control unit.
3. With capscrews (3) loosened, allow steering
column to slide downward until stub shaft (11)
splines bottom in steering control unit (9). When
the stub shaft is at rest at the bottom of the input
collar, slide column out to obtain 0.08 to 0.120
FIGURE 5-1. STEERING CONTROL UNIT in. (2 to 3 mm) clearance between end of stub
INSTALLATION shaft and steering control unit. Tighten cap-
screws (3) to standard torque.
1. Steering Column 7. Capscrews & Washers
2. Trim Cover 8. Front Access Cover NOTE: The gap in Step 3 can be measured by
3. Capscrews & Washers 9. Steering Control Unit etching a line across saddle bracket (5) and the
4. Capscrews & Washers 10. Capscrews & Washers bracket mounting face while the stub shaft is at rest
5. Saddle Bracket 11. Stub Shaft in the control unit. Pull the column away from the
6. Capscrew & Nut* control unit until the correct gap exists between the
mark on the bracket and the mark on mounting face.

L05021 11/02 Steering Control Unit L5-3

 4. Carefully tighten capscrews (7 & 10). It is impor- STEERING CONTROL UNIT REBUILD
tant to use care when tightening to be certain no
binding occurs between stub shaft and steering Disassembly
unit splines.
The steering control unit is a precision unit
Note: Be certain that the clearance adjusted in Step manufactured to close tolerances, therefore
3 remains between 0.08 and 0.120 inches (2 to 3 complete cleanliness is a must when handling the
mm) when capscrews are tightened. valve assembly. Work in a clean area and use lint
5. Remove plugs from the hydraulic lines. Be cer- free wiping materials or dry compressed air. Clean
tain that the previously tagged hydraulic lines type C-4 hydraulic oil should be used during
are connected to their respective ports accord- reassembly to insure initial lubrication.
ing to the markings on the steering control unit.
1. Allow oil to drain from valve ports.
2. Match mark gear wheel set and end cover to
insure proper relocation during reassembly.
Refer to Figure 5-4.
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 unit, hydrau-
lic steering lines should be checked for correct
hook-up before starting the engine.

FIGURE 5-4. MARKING VALVE COMPONENTS

1. Valve Assembly 3. Capscrew With
2. Match Marks Rolled Pin
4. End Cover

FIGURE 5-3. VALVE PORT IDENTIFICATION

3. Remove end cover capscrews and washers.
1. Steering Control "L" - Left Steering Remove capscrew with rolled pin (3, Figure 5-
Valve "R" - Right Steering 4). Mark hole location of capscrew with rolled
"T" - Return to Tank "LS" - Load Sensing pin on end cover to facilitate reassembly.
"P" - Supply from Pump

6. Check for proper steering wheel rotation without

binding. Be certain wheel returns to neutral after
rotating 1/4 turn left and right. If necessary,
repeat steps 3 & 4.

L5-4 Steering Control Unit 11/02 L05021

 4. Remove end cover (4) and O-ring (2, Figure 5- 13. Remove the dust seal (2, Figure 5-6) using a
5). screwdriver. Take care not to scratch or damage
the dust seal bore.

FIGURE 5-5. END COVER REMOVAL

FIGURE 5-6. DUST SEAL REMOVAL
1. Gear Wheel Set 2. O-Ring
1. Screwdriver 3. Housing
2. Dust Seal
5. Remove outer gear of gear wheel set (1) and O-
ring between gear set and distribution plate.
6. Lift inner gear off cardan shaft.
7. Remove cardan shaft (11, Figure 5-7), distribu-
tion plate (15) and O-ring (14).
8. Remove threaded bushing (4) and ball (3).
9. With valve housing positioned with the spool
and sleeve vertical, carefully lift spool assembly
out of housing bore.
Cleaning and Inspection - Steering Control Unit
1. Clean all parts carefully with fresh cleaning sol-
vent.
2. Inspect all parts carefully and make any
If housing is not vertical when spool and sleeve replacements necessary.
are removed, pin (9) may slip out of position and
trap spools inside housing bore. NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to reassembly
thoroughly lubricate all parts with clean type C-4
10. Remove O-ring (5), kin ring (6) and bearing hydraulic oil.
assembly (7).
11. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
12. Press the neutral position springs (10) out of
their slot in the inner spool.

L05021 11/02 Steering Control Unit L5-5

 FIGURE 5-7. STEERING CONTROL VALVE

1. Dust Seal 7. Bearing Assembly 12. Spacer 18. O-ring

2. Housing & Spools 8. Ring 13. Tube 19. End Cover
3. Ball 9. Pin 14. O- ring 20. Washers
4. Threaded Bushing 10. Neutral Position 15. Distribution Plate 21. Rolled Pin
5. O-ring Springs 16. Gear Wheel Set 22. Capscrew With Pin
6. Kin Ring 11. Cardan Shaft 17. O-ring 23. Capscrews

L5-6 Steering Control Unit 11/02 L05021

Assembly - Steering Control Unit
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 5-8.

1. To install the neutral position springs, place a

screwdriver in the spool slot as shown in Fig-
ure 5-9.
2. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
screwdriver. FIGURE 5-8. SPOOL AND SLEEVE ASSEMBLY
3. Push two curved neutral position springs in 1. Slots 3. Spool
between one side of the screwdriver blade and 2. Hole 4. Sleeve
a flat spring. Repeat for the opposite side.
Remove the screwdriver.
4. 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.
5. Install the cross pin (9, Figure 5-7).

FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION

L05021 11/02 Steering Control Unit L5-7

 6. With neutral position springs (7, Figure 5-10)
centered in spool and sleeve, install ring (3),
rear bearing race (4), thrust bearing (5) and
front bearing race (6) in that order. The chamfer
on the rear bearing must be facing away from
the bearing.

FIGURE 5-11. SPOOL INSTALLATION

1. Housing 2. Spool Assembly

FIGURE 5-10. BEARING INSTALLATION

1. Sleeve 5. Thrust Bearing
2. Cross Pin 6. Bearing race
3. Ring 7. Neutral Position
4. Bearing Race (with Springs Cross pin must remain horizontal when spool
chamfer) and sleeve are pushed into bore to prevent pin
from dropping out of spool.

7. Place the dust seal (1, Figure 5-7) in position.

Using a flat iron block over the seal, tap into
position.
8. Position the O-ring and kin ring on the spool.
9. Position the steering unit with the housing hori-
zontal. Slowly guide the (lubricated) spool and
sleeve with fitted parts, into the bore using light
turning movements. Refer to Figure 5-11.

L5-8 Steering Control Unit 11/02 L05021

 10. Install the check ball in the hole shown in Figure 11. Grease the housing O-ring (3) with Vaseline and
5-12. Install threaded bushing and lightly install in the housing groove.
tighten.
12. Install the distribution plate (15, Figure 5-7) with
plate holes matching the corresponding holes in
the housing.
13. Guide the cardan shaft (11) down into the bore
with the slot in the cardan shaft aligned with the
cross pin (9).
14. Position inner gear wheel onto cardan shaft. It
may be necessary to rotate the gear slightly to
find the matching splines on the cardan shaft.
(Splines are machined to insure proper align-
ment of cardan shaft and inner gear wheel.)
15. Grease the O-rings (17 & 18) on both sides of
the outer gear wheel with Vaseline and install.
16. Align outer gear wheel bolt holes with tapped
holes in housing and match marks.
17. Align cover (19) using match marks as a refer-
ence and install using capscrews (23) and
washers (20).
18. Install capscrew with pin (22) into proper hole.

FIGURE 5-12. CHECK BALL INSTALLATION 19. Tighten cover capscrews in a criss-cross pat-
tern to 2 ± 0.4 ft. lbs. (3 ± 0.5 N.m) torque.
1. Check Ball hole 3. O-Ring
2. Check Ball 4. Housing

L05021 11/02 Steering Control Unit L5-9

 NOTES

L5-10 Steering Control Unit 11/02 L05021

 SECTION L6
STEERING CIRCUIT COMPONENT REPAIR
INDEX

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Flow Amplifier Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Piston Seal & Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Cylinder Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

L06017 Steering Circuit Component Repair L6-1

 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

L6-2 Steering Circuit Component Repair L06017

 STEERING CIRCUIT COMPONENT REPAIR
BLEEDDOWN MANIFOLD VALVE

Do not loosen or disconnect any hydraulic line or

component connection until engine is stopped
and keyswitch 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 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.

Removal
NOTE: It may not be necessary to remove the
bleeddown manifold from the truck for component
replacement. If the problem area has been isolated,
simply remove inoperative component and replace
with a new one. FIGURE 6-1. BLEEDDOWN MANIFOLD VALVE

1. Perform normal truck shutdown procedures. 1. Valve Body 10.Return From Flow
Turn keyswitch "Off" and allow 90 seconds for 2. Return To Tank Amplifier
the accumulators to bleed down. Manually 3. Supply from Steering 11.Bleeddown Solenoid
bleed brake system accumulators located in Pump & Filter 12.Pressure Test Port
hydraulic components cabinet. 4. Diagnostic Test Port 13.To Front Accumulator
5. Bleeddown Solenoid 14.To Rear Accumulator
2. Disconnect wires at the bleeddown solenoids (5
6. Relief Valve, 500 psi 15.Brake Circuit Supply
& 11, Figure 6-1).
7. Check Valve 16.From Steering
3. Disconnect, identify and plug each hydraulic 8. Supply to Flow Pressure Switch
line to prevent contamination. Amplifier 17.Check Valve
4. Remove mounting capscrews and remove the 9. Return From Hoist 18.Relief Valve, 4000 psi
bleed down manifold. Pilot Valve
5. Clean exterior of manifold before starting disas-
sembly.

Installation
NOTE: Adjustment of the relief valves is not
1. Install bleeddown manifold. Secure in place necessary or recommended. Relief valves are
with capscrews. Tighten capscrews to standard factory preset. Do not attempt to rebuild or repair if
torque. relief valves are defective. Replace as a unit. The
2. Unplug lines and attach. Tighten connections check valves are also replaced only as units.
securely.
3. Attach electrical leads to the bleed down sole-
noids. If check valves or relief valves were
removed, replace using new O-ring seals.
4. Start the engine and check for proper operation
and leaks. Check steering and brake applica-
tion.

L06017 Steering Circuit Component Repair L6-3

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 6-2)
and loosen small hex on charging valve (4)
three complete turns. Depress the valve core
until all nitrogen pressure has been relieved.

FIGURE 6-2. CHARGING VALVE

Make certain only the small swivel hex nut turns. 1. Accumulator 3. Charging Valve Guard
Turning the complete charging valve assembly 2. Pressure Switch Cover 4. Charging Valve
may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside. Wear protective face mask when dis-
charging nitrogen gas.
3. Remove oil line from bottom of the accumulator.
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 accumulator to be
removed.
5. Loosen the mounting band (3, Figure 6-3) cap-
screws and remove the mounting bands.
6. Raise the accumulator until clear of mounting
bracket and move to a clean work area for dis-
assembly.

Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the anti-rotation block positioned between the
two stop blocks on the lower mounting bracket.
2. Secure the accumulator to the mounting
bracket using mounting bands (3, Figure 6-3),
capscrews, lockwashers and nuts. Do not over-
tighten nuts, as this could distort the accumula-
tor.
3. If pressure switches were removed, install at
this time. Connect electrical wiring to pressure
switches and reconnect oil line to the bottom of
the accumulator.
4. Precharge both accumulators with pure dry
nitrogen as outlined in "Steering Accumulator
Charging Procedure".
FIGURE 6-3. ACCUMULATOR INSTALLATION
1. Accumulator 3. Mounting Band
2. Pressure Switch

L6-4 Steering Circuit Component Repair L06017

 Disassembly
1. Remove charging valve (3, Figure 6-4).
2. Remove gland (4).
Note: Figure 6-5 illustrates a tool that can be
fabricated locally to aid in removing the gland.
3. Remove plugs and/or adaptor (10 & 11). Using
a round rod, push piston (6) out of accumulator.
4. Remove piston rings (7) and seal (8).

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 other-
wise 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 mea-
surements, 90° apart at each point to verify
tube is not out-of-round.

FIGURE 6-4. ACCUMULATOR ASSEMBLY

1. Capscrew 7. Bearing
2. Cover 8. "T" Ring Seal
3. Charging Valve 9. Housing
4. Gland 10. Plug (or Adaptor) FIGURE 6-5. GLAND REMOVAL TOOL
5. O-ring & Backup Ring 11. Plug (Fabricate Locally)
6. Piston

L06017 Steering Circuit Component Repair L6-5

 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
material. 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 pressurized.
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
assembly to prevent possible contamination.
1. Install a new seal (8, Figure 6-4) on piston.
Install new bearings (7). 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 (9). Push the piston to the center 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 850 ft. lbs. (1152
N.m) torque using tool as shown in Figure 6-5.
5. Install charging valve (3) with new O-ring.
Tighten charging valve large hex nut to 16.5
ft.lbs. (22.3 N.m) torque.
6. Install pressure switch. Install pressure test fit-
tings in bottom of housing. (See "Testing"
below.)
L6-6 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 5000 psi (35 MPa) hydraulic pres-
sure and nitrogen pressure of 1400 psi (9.65 MPa)
will be required. A small water tank with the neces-
sary 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 rec-
ommended to contain the accumulator during oil
pressurization test.
1. Fill each end of the accumulator with approxi-
mately 8.5 gallons (32.2 Liters) of clean type C-
4 hydraulic oil. Install an adaptor on the oil end
to connect to hydraulic power source. Plug
remaining ports.
a. Apply 5000 psi (35 MPa) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage exists.
2. Release pressure and remove oil side fitting.
3. Drain oil. Leave port open.
4. Pressurize gas end of accumulator with approx-
imately 100 psi (690 kPa) nitrogen pressure to
move piston to bottom of housing.
5. Submerge oil end of assembly in water.
6. Apply 1400 psi (9.65 MPa) nitrogen pressure to
gas end and observe for 20 minutes. No leak-
age (bubbles) is permitted.
7. Release nitrogen pressure and remove assem-
bly from water.
8. Drain any remaining oil or water.
9. If the accumulator is to be placed in storage,
add 3 pints (1.5 L) of rust preventive oil in the
nitrogen side of the accumulator. Add 1 pint (0.5
L) 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
attached and legible (Refer to parts book if
replacements are required).
L06017
STEERING ACCUMULATOR CHARGING wheel back and forth or by actuating the bleed down
PROCEDURE solenoid by turning the key switch "On" and then
"Off".

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
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 under- FIGURE 6-6. CHARGING VALVE
stood.
1. Valve Cap 6. Valve Body
1. With engine shut down and key switch in the 2. Seal 7. O-ring
"Off" position, allow at least 90 seconds for 3. Valve Core 8. Valve Stem
accumulators to bleed down. Turn steering 4. Swivel Nut 9. O-ring
wheel to be certain no oil remains in accumula- 5. Rubber Washer
tors.
NOTE: When charging the accumulators, allow
2. Remove charging valve guards.
adequate time for the system to fully charge. Insure
all oil has returned from the accumulators to the
hydraulic tank.
7. Shut off charging kit and check pressure gauge
If nitrogen pressure is present in the accumula- reading. If gauge does not maintain 1400 psi
tors, make certain only the small swivel hex nut (9.65 MPa) continue charging procedure until
is turned during the next step. Turning the com- pressure is stabilized.
plete valve assembly may result in the valve 8. Remove the charging kit and tighten small hex
assembly being forced out of the accumulator by nut on charging valve to 4 ft.lbs. (5.4 N.m)
the nitrogen pressure inside. torque.
3. Remove charging valve cap (1, Figure 6-6). NOTE: If a new charging valve was installed, the
Turn small swivel hex nut (4) three complete valve stem must be seated as follows:
turns counterclockwise.
a. Tighten small hex swivel nut to 10.5 ft.lbs.
4. Depress the valve stem and hold down until all (14.2 N.m) torque.
nitrogen has been released.
b. Loosen swivel nut.
5. If a loss in nitrogen pressure is the reason for
recharging, inspect the charging valve and c. Retighten swivel nut to 10.5 ft.lbs. (14.2
accumulator for damage. Replace or repair N.m) torque.
items, as necessary, before charging. d. Again, loosen swivel nut.
6. Connect the charging kit to the charging valves.
e. Finally, tighten swivel nut to 4 ft.lbs. (5.4
Open the regulator and charge the accumula-
N.m) torque.
tors simultaneously to 1400 psi (9.65 MPa).
9. Install charging valve cap (1) and tighten finger
NOTE: If a loss in nitrogen pressure occurred during tight. Install charging valve guard and tighten
operation, oil may still be present in the accumulator capscrews to 25 ft.lbs. (33.9 N.m) torque.
below the piston. This oil can be bled off during the
nitrogen charging procedure by turning the steering 10. Operate truck and check steering.

L06017 Steering Circuit Component Repair L6-7

FLOW AMPLIFIER FIGURE 6-7. FLOW AMPLIFIER VALVE
1. Capscrew
Removal 2. Lockwasher
3. Capscrews
4. Lockwasher
5. Cover
6. O-ring
Relieve pressure before disconnecting hydraulic 7. O-ring
and other lines. Tighten all connections before 8. O-ring
applying pressure. 9. Seal Plate
10. O-ring
Hydraulic fluid escaping under pressure can 11. O-ring
have sufficient force to enter a person's body by 12. Shock/Suction Valve (Complete)
penetrating the skin and cause serious injury and 13. Orifice Screw
possibly death if proper medical treatment by a 14. Valve Housing
physician familiar with this injury is not received 15. Counterpressure Valve (Complete)
immediately. 16. O-ring
17. Plug
18. Plug
1. Perform normal truck shutdown procedures. 19. Seal
Turn key switch "Off" and allow 90 seconds for 20. Stop
the accumulators to bleed down. Disconnect, 21. Spring
plug, identify, and tag each hydraulic line. 22. Spring
2. Support the flow amplifier valve and remove the 23. Spring Control
mounting capscrews. Remove valve. 24. Orifice Screw
3. Move valve to a clean work area for disassem- 25. O-ring
bly. 26. Shock/Suction Valve (Complete)
27. Main Spool
28. O-ring
29. Spring Control
Installation 30. Spring
1. Support the flow amplifier and move into posi- 31. Spring
tion. 32. Spring Stop
33. Orifice Screw
2. Install mounting capscrews and tighten to stan-
34. Capscrews
dard torque.
35. Capscrew
3. Identify hydraulic line location, unplug lines and 36. Lockwasher
connect at proper location. Tighten fittings 37. Lockwasher
securely. Use new O-rings on the flange fittings. 38. O-rings
39. 39. Cover
40. O-rings
Flow Amplifier Rebuild 41. Seal Plate
42. Stop
The flow amplifier valve is a precision unit manufac- 43. Spring
tured to close tolerances, therefore complete cleanli- 44. Spool
ness is a must when handling the valve. Work in a 45. Orifice Screw
clean area and use lint free wiping materials or dry 46. Name Plate
compressed air. Use a wire brush to remove foreign 47. Check Valve
material and debris from around the exterior of the 48. Orifice Screw
valve before disassembly. Clean solvent and type C- 49. Spring
4 hydraulic oil should be used to insure cleanliness 50. Pins
and initial lubrication. 51. O-ring
52. Spring
53. Amplifier Spool Assembly (Complete)
54. Relief Valve Assembly
55. Seal

L6-8 Steering Circuit Component Repair L06017

 FIGURE 6-7. FLOW AMPLIFIER VALVE

L06017 Steering Circuit Component Repair L6-9

Disassembly
1. Remove counterpressure valve plug (17, Figure
6-7), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove plug (18) and seal (19). Using an 8
mm hex allen head wrench, remove the relief
valve assembly (54). Remove steel seal (55).
3. Remove capscrew (35) and capscrews (34)
using a 10 mm and 13 mm hex head allen
wrench. Remove lockwashers (36 & 37).
Remove end cover (39).
4. Remove spring stop (42) and spring (43).
Remove spring stop (32) and springs (30 & 31).
Remove O-rings (38 & 40) and seal plate (41).
5. Remove spring control (29) and main spool FIGURE 6-8. SHOCK AND SUCTION VALVE
(27). Remove priority valve spool (44). Remove ASSEMBLY
spring control (23), springs (21 & 22) and spring 1. O-Ring 3. O-Ring
stop (20). 2. Pilot Section
6. Remove amplifier valve spool assembly (53).
NOTE: Disassembly of the amplifier spool assembly
Set amplifier valve spool assembly aside for fur-
is only necessary should O-ring (2, Figure 6-9),
ther disassembly, if required.
spring (9) or orifice screw (11) require replacement.
7. Remove shock and suction valve (26). Set Otherwise, replace the amplifier spool assembly as a
shock and suction valve aside for further disas- complete unit. For complete disassembly refer to
sembly, if required. steps 12 & 13.
8. Remove capscrews (1 & 3) using a 10 mm and
12. Remove retaining ring (7, Figure 6-9), remove
13 mm hex head allen wrench. Remove lock-
pin (5). Remove plug (10) and spring (9).
washers (2 & 4). Remove end cover (5).
Remove retaining ring (6) and pin (4) and
9. Remove O-rings (6, 7 & 8) and seal plate (9). remove inner spool (8).
Remove spring (52).
13. Remove check valve (1). Remove O-ring (2).
10. Remove shock and suction valve assembly Remove orifice screw (11) from plug (10).
(12). Set the shock and suction valve aside for
further disassembly, if required. Remove orifice 14. Clean and inspect all parts carefully. Make any
screw (13). replacements necessary.

11. Remove orifice screw (45). Remove check

valve (47).
NOTE: If further disassembly is required for the
shock and suction valves refer to Figure 6-8.
NOTE: The flow amplifier valve is equipped with two,
identical shock and suction valves. The shock and
suction valves are only serviced as complete valve
assemblies. O-rings 1 & 3, Figure 6-8 are
replaceable. The check valve (47) and
counterpressure valve (15) are also serviced only as
assemblies.
FIGURE 6-9. AMPLIFIER SPOOL ASSEMBLY
1. Check Valve 7. Retaining Ring
2. O-Ring 8. Inner Spool
3. Spool 9. Spring
4. Pin 10. Plug
5. Pin 11. Orifice Screw
6. Retaining Ring

L6-10 Steering Circuit Component Repair L06017

Assembly
1. Thoroughly lubricate each part prior to installa-
tion using clean, type C-4 hydraulic oil.
2. Reassemble the Amplifier spool assembly in
reverse order. Refer to steps 12 & 13, and Fig-
ure 6-9 under disassembly.
3. Install orifice screw (13, Figure 6-7). Tighten ori-
fice screw to 4 in. lbs. (0.5 N.m) torque.
4. Install check valve (47). Tighten check valve to
8 in. lbs. (1 N.m) torque.
5. Install orifice screw (45). Tighten orifice screw
to 8 in. lbs. (1 N.m) torque.
6. Install seal (55) and relief valve assembly (54).
Install seal (19), and plug (18). Tighten plug to
22 in. lbs. (2.5 N.m) torque.
7. Install counterpressure valve assembly (15).
Install plug (17) using new O-ring (16).
8. Install both shock and suction valves (12 & 26)
as complete units. Install spring stop (20)
springs (21 & 22) and spring control (23). Install
orifice screws (24 & 33) if removed from main
spool (27). Install main spool (27).
L06017 Steering Circuit Component Repair
9. Install amplifier spool assembly (53). Install pri-
ority valve spool (44) and spring (43). Install
spring (52).
10. Install spring control (29), springs (30 & 31) and
spring stop (32).
11. Lubricate O-rings (6, 7 & 8) with molycote
grease and position on cover (5) with seal plate
(9). Install end cover (5). Install capscrews (3)
with lockwashers (4). Tighten capscrews to 2 ft.
lbs. (2.7 N.m) torque. Install capscrew (1) and
lockwasher (2). Tighten capscrew to 6 ft. lbs. (8
N.m) torque.
12. Lubricate O-rings (38 & 40) with molycote
grease and install on cover (39). Position seal
plate (41) on end cover. Install end cover (39).
Install capscrews (34) with lockwashers (37).
Tighten capscrews to 2 ft. lbs. (2.7 N.m)
torque. Install capscrew (35) with lockwasher
(36). Tighten capscrew to 6 ft. lbs. (8 N.m)
torque.
13. To prevent contamination, fit plastic plugs to
each open valve port.
L6-11
STEERING CYLINDERS
Figure 6-10 illustrates details of the steering cylinder
mounting. Refer to Section "G" for removal and
installation instructions.
Relieve pressure before disconnecting hydrau-
lic 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
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.

FIGURE 6-10. STEERING CYLINDER MOUNTING

1. Steering Cylinder 5. Bearing Retainer 9. Mount Bracket 12. Pin Structure
2. Tie Rod 6. Capscrew (Frame) 13. Bearing
3. Capscrew 7. Lockwashers 10. Bearing Spacer 14. Hardened Washer
4. Locknut 8. Retainer 11. Sleeve 15. Pin

L6-12 Steering Circuit Component Repair L06017

 FIGURE 6-11. STEERING CYLINDER ASSEMBLY
1. Housing 4. Piston Bearing
2. Locknut 5. Piston Seal Assembly
3. Piston 6. O-Ring
Disassembly
1. Remove capscrews (9, Figure 6-11) and pull
rod (10) and gland (8) out of cylinder housing
(1).
2. Remove locknut (2) and piston (3). Remove pis-
ton bearing (4) and piston seal (5) from piston.
3. Pull rod (10) free of gland (8). Remove O-ring
(6) and backup ring (7). Remove rod seal (12)
and rod wiper (11). Remove Bearing (13).
4. Inspect cylinder housing, gland, piston and rod
for signs of pitting, scoring or excessive wear.
Clean all parts with fresh cleaning solvent and
lubricate with clean Type C-4 hydraulic oil.
Piston Seal & Bearing Installation
1. Install new piston seal (5, Figure 6-11) on piston
(3) as follows:
a. Heat piston seal assembly (5) in boiling
water for 3 to 4 minutes.
b. Remove piston seal from water and assem-
ble on piston. DO NOT take longer than 5
seconds to complete as seal will take a per-
manent set. The piston bearing (4) may be
used to position seal assembly in groove.
Apply pressure evenly to avoid cocking seal.
c. If seal has taken a slightly larger set (loose
on piston) a belt type wrench or similar tool
can be used to compress O.D. of seal until it
fits tightly on piston.
2. Install bearing (4) in piston groove.
L06017 Steering Circuit Component Repair
7. Backup Ring 10. Rod Structure
8. Gland 11. Rod Wiper
9. Capscrew 12. Rod Seal
Cylinder Assembly
1. Install new bearing (13, Figure 6-11), rod seal
(12), rod wiper (11), backup ring (7) and O-ring
(6) in gland (8).
2. Push rod (10) through top of gland, slowly
advancing rod over rod seal and rod wiper.
3. Install piston assembly (3) on rod. Secure pis-
ton to rod with locknut (2). Tighten locknut to
2000 ft. lbs. (2712 N.m) torque.
4. Carefully install rod and gland assembly into
cylinder (1). Insure backup ring and O-ring are
not damaged during installation of gland.
5. Install capscrews (9). Tighten capscrews evenly
to 310 ft. lbs. (420 N.m) torque.
Test
After cylinder assembly rebuild, perform the following
tests to verify performance is within acceptable limits.
1. Piston leakage must not exceed 1 in3/min. (1.6
cm3/min.) at 2500 psi (17.5 MPa), port to port.
2. Rod seal leakage must not exceed 1 drop in 8
cycles of operation.
3. Piston break-away force should not exceed 100
psi. (69 kPa).
L6-13
STEERING AND 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
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.
1. Perform normal truck shutdown procedure.
Turn keyswitch "Off" and allow 90 seconds for
the accumulators to bleed down. Turn the steer-
ing wheel to be sure no oil remains under pres-
sure.
NOTE: If oil in the hydraulic tank has not been
contaminated, the shut-off valve (6, Figure 6-12)
between the tank and steering pump can be closed,
eliminating the need to completely drain the tank.
FIGURE 6-12. STEERING PUMP REMOVAL
1. Hoist Pump Outlet 4. Pump Mount
Hoses Capscrews
2. Pump Mount 5. Steering/Brake Pump
Capscrews 6. Shut-Off Valve
3. Hoist Pump 7. Pump Mount Bracket
8. Outlet To Filter
L6-14 Steering Circuit Component Repair
2. Drain the hydraulic tank by use of the drain
located on the bottom side of the tank.
NOTE: Be prepared to contain approximately 250
gal. (947 L) 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 line and outlet tube (8,
Figure 6-11) at the steering pump. Disconnect
and cap pump case drain line from fitting at top
of pump housing. Plug all lines to prevent oil
contamination.
The steering pump weighs approximately 250 lbs
(113 kg). Use a suitable lifting device capable of
handling the load safely.
4. Support the steering pump and the rear section
of the hoist pump. Remove mounting cap-
screws and rear support bracket (7). Remove
the four pump mounting capscrews (4).
5. Move the steering pump rearward to disengage
the drive coupler splines from the hoist pump
(3) and remove pump.
6. Clean exterior of steering pump.
7. Move the steering pump to a clean work area
for disassembly.
Installation
1. Install a new O-ring on pump mounting flange.
2. Make certain the steering pump splined coupler
is in place (inside hoist pump) prior to steering
pump installation.
The steering pump weighs approximately 250 lbs
(113 kg). Use a suitable lifting device capable of
handling the load safely.
L06017
 3. Move the steering pump into position. Engage
steering pump shaft with hoist pump spline cou-
pler.
4. Install rear support bracket with capscrews (7,
Figure 6-12). Do not tighten capscrews at this
time.
5. Align capscrew holes and install steering pump
mounting capscrews (4). Tighten mounting cap-
screws to standard torque. Tighten rear support
capscrews to standard torque.
6. Remove plugs from pump inlet and outlet ports.
Remove caps from inlet and outlet lines and
install to steering pump using new O-rings.
Tighten capscrews securely. Do not connect
steering pump drain hose to the steering pump,
at this time (see Step 7).
7. Remove case drain fitting from top of pump
housing and add clean C-4 oil to pump
through opening until steering pump hous-
ing is full. This may require 2 - 3 qt. (2 - 3 L) of
oil.
8. Uncap the case drain line, connect to steering
pump fitting and tighten case drain line.
9. Replace hydraulic filter elements. Refer to
"Hydraulic Filters", Section L9.
Use only Komatsu filter elements, or elements
that meet the Komatsu hydraulic filtration specifi-
cation of Beta 12 = 200.
10. Open shut-off valve (6, Figure 6-12) in steering
pump suction line completely.
11. With the body down and the engine shut-off, fill
the hydraulic tank with clean C-4 hydraulic fluid
(as specified on the truck Lubrication Chart) to
the upper sight glass level.
12. With suction line shut-off valve open, loosen
suction (inlet) hose capscrews (at the pump) to
bleed any trapped air. Then loosen outlet tube
(8) capscrews (at the pump) to bleed any
trapped air. Tighten hose connection capscrews
to standard torque.
L06017 Steering Circuit Component Repair
If trapped air is not bled from steering pump,
possible pump damage and no output may
result.
13. If required, top-off the oil level in the hydraulic
tank, to the level of the upper sight glass.
14. In the hydraulic components cabinet, open both
brake accumulator needle valves completely to
allow the steering pump to start under a
reduced load.
15. Move the hoist pilot control valve to the "Float"
position.
16. Start the truck engine and operate at low idle for
one (1) to two (2) minutes.
Do not allow the engine to run with the needle
valves in the open position for longer than this
recommendation: excessive hydraulic system
heating will occur.
DO NOT start any hydraulic pump for the first
time after an oil change, or pump replacement,
with the truck dump body raised. Oil level in the
hydraulic tank may be below the level of the
pump(s) causing extreme pump wear during this
initial pump start-up.
17. Shutdown the engine. Fully close both brake
accumulator needle valves in the hydraulic
components cabinet.
18. Verify that the oil level in the hydraulic tank is at
the upper sight glass when the engine is off and
the body is resting on the frame. If the hydraulic
oil level is not at the upper sight glass, follow
service manual instructions for filling/adding oil.
19. Start engine and check for proper pump opera-
tion. If necessary, refer to "Steering Circuit
Checkout Procedure", "Pressure Check and
Adjustment Procedure" in Section L10, or the
"Trouble Shooting Chart" at the end of this sec-
tion.
L6-15
Disassembly
When disassembling or assembling pump,
choose a work area where no traces of dust,
sand or other abrasive particles which could
damage the unit are in the air. Do not work near
welding, sand-blasting, grinding benches and the
like. Place all parts on a CLEAN surface. To clean
parts which have been disassembled, it is impor-
tant 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.
1. Drain off excess hydraulic oil from pump inlet
and discharge ports. It may be necessary to
loosen the four valve plate capscrews (8, Figure
6-15) pull back on valve plate to allow fluid to
seep out of the case.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely
disassemble all components.
Control Piston Group
3. Remove the two large plugs (24, Figure 6-13)
with O-rings (25) from both sides of pump.
4. Control piston (11, Figure 6-14) must be in the
"neutral" position. Control link pin (16) should
be centered in the plug opening.
5. Using appropriate snap ring pliers, remove
retaining rings (14) from both sides of the pin
and remove control link washers (15).
6. For handling purposes, insert a 1/4-20 UNC
capscrew into the threaded end of the control
link pin (16).
7. Using a brass rod and hammer, tap on end
opposite the capscrew to remove control link
pin.
L6-16 Steering Circuit Component Repair
Stroke adjuster assembly (items 12, 13, 14, 15
and 16, Figure 6-13) MUST be removed BEFORE
further disassembly of control piston.
8. Without disturbing jam nut (16), unscrew gland
(15) and remove stroke adjuster as a complete
assembly.
9. Back out capscrews (1, Figure 6-15), then
remove cap (4).
10. Remove bias control spring (1, Figure 6-14).
Valve Plate Group
NOTE: Valve plate (11, Figure 6-15) is a slight press
fit in the pump housing.
11. Support valve plate (11) from an overhead hoist
(lifting lug holes are provided) and remove four
capscrews (8) from valve plate.
12. Remove valve plate from pump housing by tap-
ping away from the housing with a mallet until
valve plate pilot diameter disengages from the
case 0.25 in (6.35 mm).
13. With the weight of the valve plate still sus-
pended from the overhead hoist, slide valve
plate back until it disengages from driveshaft
and set valve plate aside. Care must be taken
not to damage the "wear face" of the valve
plate.
14. To further disassemble control piston assembly,
move control piston (11, Figure 6-14) into
sleeve (4) until control piston maximum stop pin
(8) contacts the sleeve. Use a large mallet to
drive piston and sleeve assembly outward from
the valve plate.
15. When all sleeve seals (5, 6, & 7, Figure 6-14)
are clear of the valve plate, re-extend control
piston. While tipping the assembly enough to
clear the hole, pull the assembly from the valve
plate.
16. Remove pin (18) from control piston by pressing
or tapping it out through the hole on opposite
side. Control stop pin (8) can be removed and
control piston (11) slipped out of sleeve (4).
17. Remove capscrews (12, Figure 6-16) and
remove compensator block (10).
18. Remove capscrews (7, Figure 6-15) and cover
plate (9).
L06017
 FIGURE 6-13. PUMP, FRONT HOUSING
1. Shaft 8. Name Plate 15. Gland 22. Seal Retainer
2. Bearing 9. Plug 16. Jam Nut 23. Elbow Fitting
3. Snap Ring 10. O-Ring 17. Pin 24. Plug
4. Retainer Ring 11. Plate 18. O-Ring 25. O-Ring
5. Lifting Eyes 12. O-Ring 19. Pin 26. Seal
6. Name Plate 13. Stem 20. O-Ring
7. Screw, Drive 14. O-Ring 21. Housing

L06017 Steering Circuit Component Repair L6-17

 FIGURE 6-14. PUMP, ROTATING GROUP

1. Springs 8. Pin 15. Washer 22. Roll Pin

2. Seal 9. Back-Up Ring 16. Pin 23. Roll Pin
3. Piston Ring 10. Cylinder Barrel 17. Link 24. Saddle Bearing
4. Sleeve 11. Control Piston 18. Pin 25. Swash Block
5. Back-Up Ring 12. Ball 19. Dowel Pin 26. Cylinder Bearing
6. O-Ring 13. Piston Shoe Assembly 20. Saddle 27. Retainer
7. O-Ring 14. Retainer Ring 21. O-Ring 28. Spring

L6-18 Steering Circuit Component Repair L06017

Rotating Group
The rotating group weighs approximately 30 lbs.
Extreme care must be taken not to damage cylin-
der wear face or cylinder wear plate face, bearing
diameters or piston shoes. Assistance from oth-
ers and use of proper lifting techniques is
strongly recommended to prevent personal
injury.
19. To remove rotating group, firmly grasp the cylin-
der barrel (10, Figure 6-14) and pull assembly
outward until cylinder spline disengages from
driveshaft spline about 2.5 in. (63.5 mm). Once
clear, rotate cylinder barrel a revolution or two
to break any contact between piston/shoe
assemblies (13) and swashblock (25) wear
face.
20. Slide rotating group off the driveshaft and out of
the pump housing and place it on a clean, pro-
tective surface with piston shoes facing upward.
21. Mark each piston, its cylinder bore and location
in shoe retainer for ease of inspection and
assembly.
22. Piston/shoe assemblies can be removed indi-
vidually or as a group by pulling upward on
shoe retainer (27).
23. Remove fulcrum ball (12).
24. If shoe retainer springs (28) are removed, mark
which spring came from which bore as they
must be returned to that individual bore on
assembly.
25. Remove the two pins (14, Figure 6-13) and pull
the cylinder bearing (26, Figure 6-14) straight
out of the pump housing.
Swashblock Group
26. Remove the two swashblock retaining pins (19,
Figure 6-13), tilt the bottom of the swashblock
(25, Figure 6-14) outward and remove the
swashblock from the pump case.
27. Saddle bearings (24) can be removed by using
a very short screwdriver or back hammer to pry
them loose; or continue to the next step for fur-
ther disassembly which will make their removal
easier.
L06017 Steering Circuit Component Repair
Driveshaft Group
28. Remove bearing retaining ring (3, Figure 6-13).
Use a mallet on the tail shaft and tap driveshaft
(1) out from the front of the pump housing.
29. Remove seal retainer (22) from pump housing.
Use a mallet and tap saddle (20, Figure 6-14)
out from the inside of the pump housing. Saddle
bearings (24) can then be easily removed and
saddle O-ring (21) may also be removed at this
time.
Inspection
Always wear safety goggles when using solvents
or compressed air. Failure to wear safety goggles
could result in serious personal injury.
1. Clean all parts thoroughly.
2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
springs for cracking or signs of fatigue.
Control Piston Group
4. Control piston (11, Figure 6-14) must slide
smoothly in sleeve (4).
5. Linkage to cradle should operate smoothly but
not loosely (with slop). Check piston and bore in
sleeve for signs of scratching or galling. Polish
with fine emery if needed.
Valve Plate Group
6. Closely examine mating faces of valve plate
(11, Figure 6-15) and cylinder barrel (10, Figure
6-14) for flatness, scratches or grooves. If faces
are not flat and smooth, the cylinder side will "lift
off" from the port plate (valve plate) resulting in
delivery loss and damage to the pump. Replace
if necessary.
Rotating Group
7. Check all pump piston assemblies (13, figure 6-
14) for smooth action in their bores.
8. Check piston walls and bores for scratches or
other signs of excessive wear (pistons should
not have more than a few thousandths clear-
ance). Replace if necessary.
9. Piston shoes must pivot smoothly, but end play
must not exceed 0.003 in (0.076 mm).
L6-19
 10. Check end play as follows:
a. Place square end of piston on bench and
hold down firmly. Pull on end of shoe with
other hand and note end play. A good pis-
ton/shoe fit will have no end play, but the
shoe may rotate and pivot on the piston
ball. Inspect each shoe face for nicks or
scratches.
b. Measure shoe thickness (the part held
between retainer (27, Figure 6-14) and cra-
dle. All shoes must be equal within 0.0001
in. (0.003 mm). If one or more piston/shoe
assemblies (13) needs to be replaced, all
piston/shoes assemblies must be replaced.
c. Inspect cylinder bearing (26) and matching
cylinder barrel bearing mating surface for
galling, pitting or roughness. Replace if nec-
essary.

FIGURE 6-15. PUMP, REAR HOUSING

1. Capscrew 6. O-Ring 11. Valve Plate

2. O-Ring 7. Capscrew 12. Gasket
3. Plug 8. Capscrew 13. Bearing
4. Cap 9. Cover Plate
5. Back-Up Ring 10. O-Ring

L6-20 Steering Circuit Component Repair L06017

Swashblock Group
11. Inspect swashblock (25, Figure 6-14) for
scratches, grooves, cracks or uneven surface.
Replace if defective.
NOTE: The wear face is coated with a gray colored
epoxy based dry film lubricant for break-in
purposes. Scratching or wear of this coating is not
detrimental as long as the metal surface underneath
the coating is not scored or "picked-up".
12. Compare saddle bearing (24) thickness in
wear area to thickness in a non-wear area.
Replace saddle bearings if difference is
greater than 0.004 in (0.102 mm).
13. Check mating surface of swashblock for cracks
or excessive wear. Replace if necessary.
14. Swashblock movement in saddle and saddle
bearing must be smooth.

FIGURE 6-16. UNLOADER & COMPENSATOR CONTROLS

1. Valve Plate 8. O-Ring 15. Orifice (0.032 in.)
2. O-Ring 9. Orifice (0.062 in.) 16. Compensator
3. O-Ring 10. Compensator Control Block 17. Screw
4. O-Ring 11. 4-Way Valve 18. Unloader Module
5. Plug 12. Screw 19. O-Ring
6. O-Ring 13. Plug
7. Plug 14. O-Ring

L06017 Steering Circuit Component Repair L6-21

Driveshaft Group
15. Remove shaft seal (26, Figure 6-13).
16. Check shaft bearing (2) for galling, pitting, bind-
ing or roughness. Replace if necessary.
17. Check shaft and its splines for wear. Replace
any parts necessary.
Compensator Block and Unloader Module
18. Remove screws (17, Figure 6-16) and separate
unloader module (18) from compensator block
(10).
19. Remove 4-way valve (11) and compensator
(16) from compensator block. Remove all plugs
and orifices (9 & 15). Clean block in solvent;
inspect all passages and orifices for obstruc-
tions.
20. Remove unloader valve from block (18).
Remove plugs and clean block passages. If
unloader is inoperative, replace entire module.
Stroke Adjuster Assembly
21. Measure and record dimension "A" on stroke
adjuster assembly as shown in Figure 6-17.
22. Loosen Jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2).
23. Inspect parts for damage or excessive wear.
24. Install new O-ring on stem and reassemble to
gland. Adjust stem to gland to dimension "A"
recorded in step 21. Tighten Jam Nut.
FIGURE 6-17. STROKE ADJUSTER ASSEMBLY
1. Stem 3. Gland
2. O-Ring 4. Jam Nut
L6-22 Steering Circuit Component Repair
Assembly
The procedures for assembling the pump are basi-
cally the reverse order of disassembly procedures.
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 thor-
oughly with CLEAN hydraulic fluid. Apply fluid
generously to all wear surfaces.
Swashblock Group
2. Press or tap roll pin (22, Figure 6-14) into pump
housing (18, Figure 6-13).
3. Press new shaft seal (26) into saddle (20, Fig-
ure 6-14) using an arbor press. Install O-ring
(21) into the groove in the saddle.
4. Press four roll pins (23) into saddle (20) until
they bottom, then press saddle bearing (24)
onto the pins to locate the bearing in the saddle.
Extreme care should be used not to damage sad-
dle bearing surfaces while installing the saddle
into the pump housing.
5. Use a long brass bar and a mallet (or an arbor
press), to install saddle and bearing assembly
into pump housing. Tap or press ONLY on the
area of the saddle that is exposed between the
saddle bearings (DO NOT tap on bearing sur-
faces). Saddle is fully seated when a distinct
metallic sound is heard when installing saddle
into pump housing.
6. Fasten control link (17, Figure 6-14) to swash-
block (25) using link pin (16) and two retaining
rings (14).
7. Be sure the two dowel pins (19), are pressed
into swashblock (25).
8. Insert swashblock into pump housing until it
engages in saddle bearing and allow swash-
block to settle to its lowest natural position.
9. Retain by installing two swashblock retaining
pins (19, Figure 6-13) and O-rings (20). Once
pinned, make certain swashblock strokes
SMOOTHLY in the saddle by pulling firmly on
the free end of control link.
L06017
Driveshaft Group
NOTE: Be sure punch marks on cylinder bearing (26,
Figure 6-14) will face toward shaft end of pump.
The assembled rotating group weighs approxi-
mately (30 lbs.). Assistance from others and use
10. Insert cylinder bearing (26) straight into pump
of proper lifting techniques is strongly recom-
housing. Be sure bearing is positioned so bear-
mended to prevent personal injury.
ing retainer pins (14, Figure 6-13) can be
inserted in the case and into the bearing. 21. The rotating group can now be carefully
installed over the end of the driveshaft and into
11. Install O-rings (18) on pins (17) and install pins.
the pump housing.
12. An arbor press is required to install shaft bear-
22. When installing the rotating group, support the
ing (2, Figure 6-13) onto driveshaft (1). IMPOR-
weight of the cylinder barrel (10, Figure 6-14) as
TANT - press ONLY on the inner race of the
cylinder spline is passed over the end of drive-
bearing. Press bearing until it contacts the
shaft to avoid scratching or damage.
shoulder on driveshaft.
23. Push cylinder barrel forward until the cylinder
13. Use a long 6 in (153 mm) sleeve with an I.D.
spline reaches the driveshaft spline. Rotate the
slightly larger than the retaining ring I.D. and
cylinder slightly to engage shaft splines.
press retaining ring (4) towards bearing until it
seats in the groove. 24. Continue to slide cylinder barrel forward until it
encounters the cylinder bearing (26). Lifting the
14. Place seal retainer (22) over seal (26) inside the
driveshaft slightly helps cylinder barrel and cyl-
pump housing (21). Lubricate shaft seal with
inder bearing engagement. Continue pushing
clean hydraulic oil.
cylinder forward until the piston shoes contact
15. Install entire driveshaft assembly through front swashblock (25).
of pump housing. A mallet will be required to
25. At this point, the back of the cylinder barrel
install the driveshaft through shaft seal.
should be located approximately 0.25 in (6.3
16. Once the driveshaft assembly is fully seated in mm) inside the back of the pump housing.
the pump housing, install snap ring (3).

Control Piston Group

Rotating Group
26. Install seal and piston ring (2 & 3, Figure 6-14)
17. Mating surfaces should be greased. Place cylin- into their respective grooves on control piston
der assembly on clean table with the valve plate (11) using care to assure they are in proper
side down. location.
18. During disassembly, shoe retainer springs were 27. Insert control piston assembly into sleeve (4).
referenced to individual bores. Assemble rotat-
28. While supporting the control piston, press or slip
ing group by inserting shoe retainer springs (28,
in pin (8) and secure with cotter or roll pin (18).
Figure 6-14) into the same spring bores located
in cylinder barrel (10) that they came from. 29. Order of piston sleeve seal installation starts at
widest end of sleeve.
19. Slide fulcrum ball (12) over the nose of the cylin-
der barrel (10). 30. Install backup ring (1, Figure 6-18) and O-ring
(2) and back-up ring (3) in rear most groove on
20. Place shoe retainer (27) over fulcrum ball and
piston sleeve. Install O-ring (4) and back-up ring
align holes in retainer with corresponding holes
(5) in remaining groove.
(marked during disassembly) in the cylinder
barrel. Once aligned, insert piston/shoe assem- 31. Insert piston and sleeve assembly into valve
blies (13) into corresponding (marked during plate (11, Figure 6-15). Install O-ring (6) with
disassembly) holes completing the rotating back-up ring (5) in seal groove of control cover
group. cap (4).
NOTE: Ensure the slots in sleeve (4, Figure 6-14) are
in the 12 & 6 o'clock positions when installing into the
valve plate.

L06017 Steering Circuit Component Repair L6-23


FIGURE 6-18. O-RING LOCATION ON PISTON
SLEEVE
1. Back-Up Ring 4. O-Ring
2. O-Ring 5. Back-Up Ring
3. Back-Up Ring
32. Insert bias control piston springs (1, Figure 6-
14) into control piston (11). Use four capscrews
(1, Figure 6-15) to fasten control cover cap to
back of valve plate. Tighten capscrews evenly
to 138 ft.lbs. (187 N.m) torque.
33. Install O-ring (10) in rear of valve plate. Use four
capscrews (7) to fasten cover plate (9) over
opening in valve plate.
34. Pull free end of control link (17, Figure 6-14)
toward back of pump housing until the open
hole in the link lines up with open ports on sides
of pump case.
35. Install stroke adjuster assembly (Figure 6-17) to
hold swashblock in place.
Valve Plate Group
36. Be sure driveshaft bearing (13, Figure 6-15) is
in place. Using assembly grease (to hold
desired position), place valve plate gasket (12)
in position on valve plate (11).
37. Support valve plate assembly from an overhead
hoist (lifting lug holes are provided) in prepara-
tion for mating to the pump housing.
38. Assemble one control link retainer ring (14, Fig-
ure 6-14) and one control link washer (15) onto
the threaded hole side of the control link pin
(16). Then thread a 1/4 in - 20 UNC capscrew
into pin to ease holding.
L6-24 Steering Circuit Component Repair
39. Carefully maneuver valve plate assembly, sup-
ported by overhead hoist, over driveshaft and
into pump housing so slot on control piston (11)
engages control link (17).
40. With hole in control piston lined up with hole in
the link, carefully insert control link pin (16).
Care should be taken during this next step to pre-
vent the washer and retaining ring from falling
into pump housing.
41. Install second control link washer (15) and con-
trol link retaining ring (14) onto pin.
42. Once assembled, remove capscrew from pin.
NOTE: The valve plate is a slight press fit into pump
housing. Make sure pilot diameter on valve plate is
aligned with mating diameter on the pump housing
prior to assembly.
43. Insert four capscrews (8, Figure 6-15) and alter-
nately tighten until valve plate is drawn up to the
pump housing. Tighten capscrews evenly to
244 ft.lbs. (330 N.m) torque.
44. Install cover plate (9) with new O-ring (10) and
capscrews (7).
45. Install O-rings (2, 3 and 4, Figure 6-16) in
proper location on top of valve plate. Install
block (10) to valve plate with socket head cap-
screws (12) and tighten to 183 in lbs (20.7
N.m) torque.
46. Install 4-way valve (11), and compensator valve
(16).
47. Install 0.062 in (1.575 mm) diameter orifice (9)
and plug (7) with new O-ring (8) in side of com-
pensator block as shown in Figure 6-15. Install
0.032 in (0.813 mm) diameter orifice (15), plug
(7) and O-ring (8) in top of block.
48. Install remaining plugs with new O-rings.
49. Install unloader module (18) on compensator
block with new O-rings (19) and socket head
capscrews (17). Tighten capscrews to 87 in lbs
(9.8 N.m) torque.
50. Install plugs (9 & 24, Figure 6-13) and O-rings
(10 & 25) in pump housing.
51. Measure pump rotation torque. Rotation torque
should be approximately 15 ft. lbs. (20.4 N.m).
L06017
 TROUBLESHOOTING
(STEERING CIRCUIT)
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: Slow steering, hard steering or loss of power assist

Overloaded Steering Axle Reduce Axle Loading
Malfunctioning relief valve preventing adequate sys- Check system pressure. Adjust or replace relief
tem pressure build-up valve.
Worn or malfunctioning pump Replace pump.
Restricted high pressure filter or suction strainer Replace filter element or clean strainer.

TROUBLE: Drift - truck veers slowly in one direction.

Rod end of cylinder slowly extends without turning A small rate of extension may be normal on a closed
the steering wheel center system.
Worn or damaged steering linkage Inspect and replace linkage if necessary. Check
alignment or toe-in of the front wheels.

TROUBLE: Wander - truck will not stay in straight line

Air in system due to low oil level, pump cavitation,
leaking fitting, pinched hoses, etc.
Loose cylinder piston
Broken centering springs (spool valve, steering
valve)
Worn mechanical linkage
Bent linkage or cylinder rod
Severe wear in steering control valve
Correct oil supply problem or bleed air.
Repair or replace steering cylinder.
Repair or replace steering control valve.
Repair or replace.
Repair or replace defective components.
Repair or replace steering control valve.

TROUBLE: Slip - a slow movement of steering wheel fails to steer front wheels
Leakage of steering cylinder piston seals Repair or replace steering cylinder
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. Probably air trapped in cyl- Bleed air from system.
inders or lines.

L06017 Steering Circuit Component Repair L6-25

 POSSIBLE CAUSES
TROUBLE: Erratic steering
Air in system due to low oil level, cavitating pump,
leaky fittings, pinched hose, etc.
Loose steering cylinder piston
TROUBLE: Free wheeling - steering wheel turns freely with no back pressure. Front wheels do not steer.
Splines of steering column/steering control valve
coupling may be disengaged or damaged
No flow to steering control valve; can be caused by:
1. Low oil level
2. Ruptured hose
3. Broken steering control valve gerotor drive pin
TROUBLE: Excessive free play at steered wheels
Broken or worn linkage between steering cylinder
and steered wheels
Leaky steering cylinder seals
TROUBLE: Binding or poor centering of steered wheels
Binding or misalignment in steering column or
splined coupling and steering control valve
High back pressure in tank can cause slow return to
center. Should not exceed 300 psi (2068 kPa)
Large particles can cause binding between the
spool and sleeve in the steering control valve
TROUBLE: Steering control valve locks up
Large particles in meter section
Insufficient hydraulic power
Severe wear and/or broken pin
L6-26 Steering Circuit Component Repair
SUGGESTED CORRECTIVE ACTION
Correct condition and add oil as necessary.
Repair or Replace steering cylinder.
Repair or replace steering column or coupling.
1. Add oil and check for leakage.
2. Replace hose.
3. Repair or replace steering control valve.
Check for loose fitting bearings at anchor points in
steering linkage between cylinder and steered
wheels.
Repair or Replace steering cylinder.
Align column to steering control valve.
Remove restriction in the lines or circuit. Check for
obstruction or pinched lines, etc.
Clean the steering control valve and filter the oil. If
another component has malfunctioned generating
contaminating materials, flush the entire hydraulic
system.
Clean the steering control valve.
Check hydraulic system pressure.
Repair or replace steering control valve.
L06017
 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: Steering wheel oscillates or turns by itself

Lines connected to wrong ports Check line routing and connections.
Parts assembled wrong. Steering control valve Reassemble correctly and time control valve.
improperly timed.

TROUBLE: Steered wheels turn in opposite direction when operator turns steering wheel
Lines connected to wrong cylinder ports Inspect and correct line connections.

(STEERING PUMP)
TROUBLE: No pump output
Air trapped inside steering pump Bleed air from pump and/or system.
Broken pump drive shaft Inspect hoist and steering pump, replace drive
shaft.
Excessive circuit leakage Check for external leaks, internal system pressure
loss.
No oil to pump inlet Check hydraulic tank oil level. Make certain pump
inlet shut-off valve is open.

TROUBLE: Low pump output

Low pump pressure Check unloader valve operation and adjust pressure
if necessary. Check compensator adjustment pres-
sure. Check system relief valves.
Internal pump wear Repair or replace steering pump.
Restricted inlet Make certain shut-off valve is open. Check suction
hose. Clean tank strainers.
Insufficient oil supply Check hydraulic tank oil level. Make certain shut-off
valve is open.
High pressure filter restricted Replace filter element.

L06017 Steering Circuit Component Repair L6-27

 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Loss of pressure
Defective pressure control Check unloader valve operation and adjust pressure
if necessary. Check compensator adjustment pres-
sure. Check system relief valves.
Internal steering pump wear Repair or replace pump.
Excessive leakage in brake system Inspect brake system and check pressures.

TROUBLE: Excessive or high peak pressure

Defective or improperly adjusted pressure control(s) Check unloader valve operation and adjust pressure
if necessary. Check compensator adjustment pres-
sure. Check system relief valves and replace if nec-
essary.

TROUBLE: Noise or squeal

Low compensator or unloader valve setting Check pressure and adjust pressure controls.
Fluid too cold or viscosity too high Warm oil before starting or install proper viscosity
oil.
Air leak at pump inlet Inspect inlet hose, connections and shut-off valve.
Insufficient inlet oil supply Check hydraulic tank level. Clean suction strainer.
Make certain shut-off valve is open.
Internal pump damage Repair or replace pump.

TROUBLE: Erratic pump (load/unload) cycle

Pressure compensator adjusted incorrectly or
defective
Excessive internal leakage in steering circuit
Unloader valve pilot seat damaged
Adjust pressure compensator or repair if neces-
sary.Check unloader pressure settings.
Measure component leakage rates and replace
defective components.
Replace unloader valve module.

TROUBLE: Excessive heat

Excessive system pressure Adjust system pressures
Low hydraulic fluid level Service hydraulic tank
Worn steering or hoist pump Repair or replace pump(s).

L6-28 Steering Circuit Component Repair L06017

 (FLOW AMPLIFIER)

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: Slow or hard steer

Stuck amplifier spool Disassemble valve, check amplifier spool for dam-
age or obstruction.
Obstruction in orifice, directional spool Disassemble valve, check directional spool and ori-
fices for damage or obstruction.

Incorrect relief valve pressure setting Check and correct relief valve setting.

TROUBLE: Free wheeling (no end stop)

Leaking shock and suction relief valve Disassemble valve, check and clean shock and suc-
tion valves. Replace valves if necessary.
Pressure setting of shock valve too low Adjust pressure settings.

TROUBLE: Inability to steer (no pressure build-up)

Defective steering control valve Repair or replace steering control valve.

TROUBLE: Resistance when initially turning steering wheel

Air in "LS" line Bleed air from "LS" line.
Priority valve spring compression weak Disassemble flow amplifier. Replace priority valve
spring.
Obstruction in orifice in "LS" or "PP" port Disassemble flow amplifier. Inspect and clean ori-
fice.

L06017 Steering Circuit Component Repair L6-29

 NOTES

L6-30 Steering Circuit Component Repair L06017

 SECTION L7
HOIST CIRCUIT
INDEX

HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Inlet Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Spool Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Work Ports (Rear) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Tank Ports (Front) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Hoist Up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Snubber Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Counterbalance Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

POWER UP OPERATION (Figure 7-5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

L07018 07/98 Hoist Circuit L7-1

 NOTES

L7-2 Hoist Circuit 07/98 L07018

 HOIST CIRCUIT
HOIST CIRCUIT OPERATION fuel tank. Hydraulic oil from the hoist filters is
directed to the hoist valve (7), mounted above the
The following information describes the basic hoist
pumps.
system circuit as shown in Figure 7-1. Detailed com-
ponent operation is outlined under the individual The hoist valve directs oil to the body hoist cylinders
component descriptions. (10) for raising and lowering of the dump body.
Hoist valve functions are controlled by the operator
Hydraulic fluid is supplied by a tank (1) located on
through the lever connected to the hoist pilot valve
the left frame rail. The tank's service capacity is
(4) located in the hydraulic components cabinet. A
approximately 250 gal. (947 l). Hydraulic oil is
hoist limit solenoid (5) located in the hydraulic com-
routed to a tandem gear type pump (2). A second
ponents cabinet shifts the hoist valve out of POWER
pump, coupled to the rear of the hoist pump, sup-
UP before the hoist cylinders extend to their maxi-
plies oil for the steering and brake systems. The
mum physical limit.
pumps are driven by an accessory drive at the end
of the traction alternator. When the hoist valve is in the HOLD or FLOAT posi-
tion, hoist circuit oil flows to the front (8) and rear (9)
Hoist pump output is directed to a pair of high pres-
service brakes, cooling the wet disc brakes during
sure filters (3), mounted to the inboard side of the
truck operation.

Hydraulic hoses deteriorate

with age and use. Prevent
possible malfunctions by
inspecting all hoses periodi-
cally. Replace any hose show-
ing wear, damage or
deterioration.

FIGURE 7-1. HOIST CIRCUIT SCHEMATIC

1. Hydraulic Tank
2. Hoist Pump
3. High Pressure Filter
4. Hoist Pilot Valve
5. Hoist Limit Solenoid
6. Pilot Operated Check Valve 11. Quick Disconnect
7. Hoist Valve 12. Snubber Valve
8. Brake Cooling Oil Supply (Front) 13. Check Valve
9. Brake Cooling Oil Supply (Rear) 14. Counterbalance Valve
10. Hoist Cylinder

L07018 07/98 Hoist Circuit L7-3

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 250 gal. (947 l).
Type C-4 hydraulic oil is recommended for use in the
hydraulic system. Oil used in the hoist circuit flows
through 100 mesh wire suction strainers to the inlet
hoses of the pump. Air drawn into the tank during
operation is filtered by air filters located on the top of
the tank. Oil level can be checked visually at sight
glasses located on the face of the tank.

Hydraulic Pump
The hoist system hydraulic pump is a tandem, gear
type pump driven by a drive shaft on the end of the
traction alternator. The pump has a total output of
246 GPM (931 l/m) at 1900 RPM and 2500 psi (17,
235 kPa).
A smaller, piston type, pressure compensated pump
rated at 66 GPM (250 l/m) @ 1900 RPM, coupled to
the hoist pump, supplies oil to the steering system
and brake apply system.
Hoist pressure is limited to 2500 psi (17,235 kPa) by
internal relief valves located in the hoist control valve
inlet sections.
High Pressure Filters
Hoist pump output oil is directed to the high pressure
filters, mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass
valve which permits oil flow if the filter element
becomes excessively restricted.
Flow restriction through the filter element is sensed
by an indicator switch. This switch will turn on a cab
mounted red warning light to indicate filter service is
required. The indicator light will illuminate when
restriction reaches approximately 40 psi (276 kPa).
Actual filter bypass will result when the filter element
restriction reaches approximately 50 psi (345 kPa).
FIGURE 7-2. HOIST VALVE
1. Inlet Section 4. Inlet Section
2. Work Ports Spool 5. Inlet Port
Section 6. Outlet Port
3. Tank Ports Spool 7. Spool Section Cover
Section
Hoist Valve
The hoist valve (Figure 7-2) is mounted on a modular
assembly containing the hoist valve, manifold, and
both hydraulic pumps. This assembly is bolted to
brackets attached to the frame rails behind the main
alternator.
The hoist valve is a split spool design. (The term
"split spool" describes the spool section of the valve.)
The hoist valve precisely follows differential pressure
input signals generated by the hoist pilot valve as the
operator moves the hoist control lever while raising
and lowering the dump body.
Inlet Sections
Each of the front and rear inlet sections of the hoist
valve contains of the following components:
• Flow control valve and main relief valve
• Secondary Low pressure relief valve
• Anti-void check valve
• Load check valve
The flow control portion of the flow control and main
relief valves allows pump flow to the service brake
cooling circuit unless the body is being raised or low-
ered. The relief portion of the valve is direct acting
and has the capacity to limit the working pressure at
full pump flow.

L7-4 Hoist Circuit 07/98 L07018

The secondary low pressure relief is located between
the low pressure core and the outlet to the brake
cooling circuit. It provides for pressure relief if pres-
sure spikes occur in the low pressure passage area.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and pre-
vents flow from the high pressure core to the low
pressure core.
Spool Sections
Work Ports (Rear) Spool Section
Tank Ports (Front) Spool Section
The primary low pressure valves are located in the
front spool section of the hoist valve. These valves
maintain back pressure on the low pressure passage
and direct the hoist cylinder return oil back to the
hydraulic tank.
Hoist Pilot Valve
The hoist pilot valve (Figure 7-3) is mounted in the
hydraulic components cabinet behind the operator's
cab. The hoist pilot valve spool is spring centered to
the neutral position and is controlled directly by the
operator through a lever mounted on the console
between the operator and passenger seat. A cable
connects the cab mounted lever to the hoist pilot
valve in the hydraulic components cabinet.

The rear spool section of the hoist valve consists of When the operator moves the lever, the pilot valve
the following components: spool moves and directs pilot flow to the appropriate
pilot port on the hoist valve. The pilot flow causes the
• Pilot ports main spool to direct oil flow to the hoist cylinders.
• Main spools The hoist pilot valve is equipped with a one way load
• Work ports check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
• Check poppets
The valve also contains the power down relief valve
The pilot ports are located in the spool section cover. (2), used to limit power down pressure to 1500 psi
These ports provide connections for a pilot line to the (10.4 MPa).
hoist pilot valve. Each work port has a corresponding
pilot port.
The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
spool for each work port is spring biased at both ends
to block the work port from the high and low pressure
cores when there is no flow through the spool cross
holes.
When there is flow through the pilot ports to the
spools, a positive differential pressure at the top of
the spool will overcome the bottom spring bias and
the spool will shift to connect the work port to the
high pressure core.
When there is flow from the main valve work port to
the pilot port through the cross-holes, a positive dif-
ferential pressure at the bottom of the spool will over-
come the top spring bias and the spool will shift to
connect the work port to the low pressure core.
The check poppets located in the spool section per-
mit free flow from the work port to the pilot port and
restrict flow from the pilot port to the work port. These FIGURE 7-3. HOIST PILOT VALVE
check poppets control spool response and spool
movements during void conditions. 1. Hoist Pilot Valve 4. To Hoist Valve
2. Relief Valve (Rod End)
3. Supply Port 5. To Hoist Valve
(Base End)

L07018 07/98 Hoist Circuit L7-5

Hoist Up Limit Solenoid
The hoist-up limit solenoid (5, Figure 7-1) is used in
the hydraulic circuit to prevent maximum hoist cylin-
der extension.
The solenoid valve is a 3-way valve, and is controlled
by a proximity switch (hoist limit switch) located near
the body pivot and the right rear suspension upper
mount.
When the body is nearly fully raised, the body acti-
vates the magnetic proximity switch, signalling the
solenoid to open the "raise" pilot line to tank, and
close the "raise" pilot line to the hoist valve, stopping
further oil flow to the hoist cylinders.
Pilot Operated Check Valve
The Pilot Operated Check Valve (6, Figure 7-1) is
opened by power down pilot pressure to allow oil in
the raise port to by-pass the hoist up limit solenoid for
initial power down operation while the solenoid is
activated by the hoist limit switch.
Snubber Valve
The snubber valve (12, Figure 7-1) controls the rate
of flow of oil out of the hoist cylinder annulus area as
the body is raised. Restriction of the flow from this
area prevents the cylinders from extending faster
than the pump can provide oil to the head end, due to
the external load at the tail of the body when the load
passes over the tail.
Counterbalance Valve
The counterbalance valve (14, Figure 7-1) works in
conjunction with the snubber valve and controls the
pressure of the cushion of oil in the annulus area of
the hoist cylinder when the body approaches the
maximum dump angle. The valve limits the maximum
pressure build-up by relieving pressure in excess of
3000 psi (20, 400 kPa), preventing possible seal
damage.
L7-6 Hoist Circuit
HOIST CIRCUIT OPERATION
The following outline describes the hoist circuit oper-
ation in the FLOAT, POWER UP, HOLD, and
POWER DOWN positions. (Refer to Figures 7-4
through 7-8.)
FLOAT POSITION OF PILOT VALVE WITH TRUCK
BODY ON FRAME
Figure 7-4 shows the position of the hoist pilot valve
when the truck body is resting on the frame. How-
ever, the hoist valve internal valves and spools will
be in the position shown in Figure 7-6.
Oil from the hoist pump enters the inlet sections 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 (7 & 8) as
shown in Figure 7-4.
Pressure builds to approximately 60 psi (414 kPa) on
the pilot of the flow control valve (2) causing the
valve to compress the spring and open, allowing the
oil to flow the through hoist valve port (23) to the ser-
vice brakes for brake disc cooling and eventually
back to the tank. Between the hoist valve port (23)
and the brakes or heat exchanger, the cooling supply
tee's to orificed regulator valves. If supply pressure
attempts to increase above 35 psi (240 kPa), the reg-
ulator valve opens and dumps to tank.
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.
07/98 L07018

1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure Valve
(250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
L07018 07/98
FIGURE 7-4. FLOAT POSITION
10.Tank Return Port 18.Load Check Valve
11.Supply Port 19.High Pressure Passage
12.Pilot Supply Port 20.Low Pressure Passage
13.Hoist Limit Solenoid 21.Pilot Operated Check Valve
14.Raise Pilot Port 22.Primary Low Pressure Valve
15.Down Pilot Port (26 psi)
16.Power Down Relief Valve 23.Brake Cooling Circuit Port
(1500 psi) 24.Counterbalance Valve
17.Anti-void Check Valve 25.Check Valve
Hoist Circuit L7-7
POWER UP OPERATION (Figure 7-5)
The hoist pilot valve spool is moved to the Power Up
position when the operator moves the lever rearward
in the cab. The pilot supply oil coming in port (12) is
prevented from returning to the tank and, instead, is
directed out port (14) through hoist limit solenoid (13)
and into port (14) of the hoist valve.
From there it goes to the top of the head end spool
(8), builds pressure on the end of the spool, causes
the spool to move down compressing the bottom
spring, and connects the high pressure passage (19)
to head end port (9). Working oil flow in the high
pressure passage is now allowed to flow through the
spool (8) and out port (9) to extend the hoist cylin-
ders.
Even though a small amount of oil flows through the
check poppet in the top of spool (8), raise pilot pres-
sure at ports (14) increases to slightly higher pres-
sure than the required hoist cylinder pressure. As a
result, the pilot supply pressure in ports (12) also
increases causing back pressure to occur in the
spring area of the flow control valve (2). This over-
comes the pilot pressure on the other end of the flow
control valve causing it to close and direct the incom-
ing pump oil through the head end spool (8) to the
hoist cylinders to extend them. At this time, oil flow to
the brake cooling circuit is stopped.
If at any time the resistance to the flow of the pump
oil coming into the inlet section causes the pressure
to increase to 2500 psi (17,238 kPa), the pilot pres-
sure against hoist relief valve (1) causes it to open
and allow flow to exit out port (23) to the brake cool-
ing circuit and to return to the tank.
L7-8 Hoist Circuit
As the hoist cylinders extend, oil in the annulus area
of all three stages must exit sequentially from the cyl-
inders. Initially, the rod end spool (7) ports are
closed. As the returning oil entering port (5) builds
low pressure, it flows through the check-poppet in the
top of the spool, through ports (15), through the pilot
valve spool, and out port (10) of the pilot valve to the
tank.
No pressure is present on the top of spool(7). Cylin-
der return pressure passes through the check-poppet
in the bottom of spool (7) to build pressure under the
spool which moves the spool upward compressing
the top spring. This movement allows the returning
cylinder oil to flow into the low pressure passage (20)
to the primary low pressure relief valve (22). Approxi-
mately 26 psi (179 kPa) causes this valve to open,
allowing the oil to flow out port (10) to the tank.
If the load passing over the tail of the body during
dumping attempts to cause the body to raise faster
than the oil being supplied by the pump, the oil
returning from the annulus area of the hoist cylinders
passing through the snubber valve (4) (and conter-
balance valve) controls how fast the hoist cylinders
can extend due to the external force of the load. The
speed is controlled by the orificed restrictor in the
snubber valve.
During the normal raise process, the raise pilot pres-
sure supplied to the counterbalance valve (24) will
open the cylinder return ports fully any time raise
pressure is above 666 psi (4,600 kPa). As the load
shifts toward the tail of the body, the raise pressure
decreases. As it drops below 666 psi (4,600 kPa),
the valve starts restricting oil flow causing a back-
pressure to the annulus area. If raise pressure were
to drop to 0 psi (kPa), return pressure would increase
to 3000 psi (20,400 kPa) maximum.
When the operator releases the hoist lever, the
valves change to the HOLD position. If the body
raises to the position that activates the hoist limit
switch located above the right rear suspension
before the operator releases the lever, the hoist limit
solenoid (13) is energized. The solenoid valve closes
the raise pilot Port (14) on the hoist and releases the
hoist pilot valve raise pilot pressure at port (14) to
tank, allowing the head end spool (8) to center and
shut off supply of oil to the hoist cylinders. This pre-
vents maximum extension of the hoist cylinders.
07/98 L07018
 FIGURE 7-5. POWER UP POSITION
1. Hoist Relief Valve (2500 psi) 10. Return Port 18. Load Check Valve
2. Flow Control Valve 11. Supply Port 19. High Pressure Passage
3. Secondary Low Pressure 12. Pilot Supply Port 20. Low Pressure Passage
Valve (250 psi) 13. Hoist Limit Solenoid 21. Pilot Operated Check Valve
4. Snubber Valve 14. Raise Pilot Port 22. Primary Low Pressure Valve
5. Rod End Work Port 15. Down Pilot Port (26 psi)
6. Hoist Cylinders 16. Power Down Relief Valve 23. Brake Cooling Port
7. Rod End Spool (1500 psi) 24. Counterbalance Valve
8. Head End Spool 17. Anti-void Check Valve 25. Check Valve
9. Head End Work Port

L07018 07/98 Hoist Circuit L7-9

HOLD OPERATION (Figure 7-6)
The pilot valve spool is positioned to allow the pilot
supply oil entering port (12) to return to the tank
through port (10). Pilot supply pressure in ports (12)
then decreases to no pressure allowing flow control
valve (2) to open and route the incoming pump oil to
the brake cooling circuit through port (23) and back
to the tank.
Both pilot ports (14&15) in the pilot valve are closed
by the pilot valve spool. In this condition pressure is
equalized on each end of each main spool (7 & 8)
allowing the springs to center the spools and close all
ports to trap the oil in the cylinders and hold the body
in its current position.

L7-10 Hoist Circuit 07/98 L07018


1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure
Valve (250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
L07018 07/98
FIGURE 7-6. HOLD POSITION
10. Return Port
11. Supply Port
12. Pilot Supply Port
13. Hoist Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve 24. Counterbalance Valve
(1500 psi)
17. Anti-void Check Valve
18. Load Check Valve
Hoist Circuit
19. High Pressure Passage
20. Low Pressure Passage
21. Pilot Operated Check Valve
22. Primary Low Pressure Valve
(26 psi)
23. Brake Cooling Port
25. Check Valve
L7-11
POWER DOWN OPERATION (Figure 7-7)
When the operator moves the lever to lower the As oil attempts to return from the head end of the
body, the hoist pilot valve is positioned to direct the hoist cylinders, it initially encounters the closed head
pilot supply oil in ports (12) through ports (15) to the end spool (8). Pressure increases on the bottom end
top of the rod end spool(7). of the spool causing it to move upward. This allows
the returning oil to go into the low pressure passage
Pilot pressure increases to move the spool down
(20), build up 26 psi (179 kPa) to open the primary
compressing the bottom spring. Movement of the
low pressure relief (3), and exit the hoist valve
spool connects the high pressure passage (19) to the
through Port (10) to the tank.
rod end (annulus area) of the hoist cylinders. At the
same time, the flow control valve (2) is forced to As the body descends and the hoist limit solenoid is
close as pilot pressure increases thus directing the no longer activated, the pilot operated check valve is
incoming pump oil to the hoist cylinders through no longer necessary.
spool (7) and check valve (25) rather than back to the
tank. Oil flow to the brake cooling circuit ceases
when the flow control valve closes.
If the body is at the maximum up position, the hoist
limit switch has the hoist limit solenoid activated,
therefore closing the raise port (14) on the hoist
valve. Power down pilot pressure in ports (15)
pushes open the pilot operated check valve (21) so
the pilot pressure in ports (14) is open to tank
through the pilot valve spool.

L7-12 Hoist Circuit 07/98 L07018

 FIGURE 7-7. POWER DOWN POSITION
1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure
Valve (250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
L07018 07/98
10. Return Port
11. Supply Port
12. Pilot Supply Port
13. Hoist Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve 23. Brake Cooling Port
(1500 psi)
17. Anti-void Check Valve
Hoist Circuit
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Pilot Operated Check Valve
22. Primary Low Pressure Valve
(26 psi)
24. Counterbalance Valve
25. Check Valve
L7-13
FLOAT OPERATION (Figure 7-8)
When the operator releases the lever as the body The 26 psi (179 kPa) in the low pressure passage
travels down, the hoist pilot valve spool returns to the causes oil to flow to the rod end of the cylinders to
FLOAT position. In this position all ports (10, 12, 14, keep them full of oil as they retract. When the body
& 15) are common with each other. Therefore, the reaches the frame and there is no more oil flow from
pilot supply oil is returning to tank with no pressure the cylinders, the main spools center themselves and
build-up thus allowing the flow control valve (2) to close the cylinder ports and the high and low pres-
remain open to allow the pump oil to flow through sure passages.
hoist valve port (23) to the brake cooling circuit and
eventually returning to the tank.
With no blockage of either RAISE or DOWN pilot
ports (14&15) in the pilot valve, there is no pressure
on the top of either main spool. The oil returning from
the head end of the hoist cylinders builds pressure
on the bottom of the head end spool (8) exactly like
in POWER DOWN allowing the returning oil to trans-
fer to the low pressure passage (20). The back pres-
sure in the low pressure passage created by the
primary low pressure relief valve (22) causes pres-
sure under the rod end spool (7) to move the spool
upward. This connects the low pressure passage to
the rod end of the hoist cylinders.

L7-14 Hoist Circuit 07/98 L07018


1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure
Valve (250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
L07018 07/98
FIGURE 7-8. FLOAT POSITION
10. Return Port
11. Supply Port
12. Pilot Supply Port
13. Hoist Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve 24. Counterbalance Valve
(1500 psi)
17. Anti-void Check Valve
18. Load Check Valve
Hoist Circuit
19. High Pressure Passage
20. Low Pressure Passage
21. Pilot Operated Check Valve
22. Primary Low Pressure Valve
(26 psi)
23. Brake Cooling Port
25. Check Valve
L7-15
 NOTES

L7-16 Hoist Circuit 07/98 L07018

 SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX

HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

REAR SPOOL SECTION (Work Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

FRONT SPOOL SECTION (Tank Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Hoist Up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

L08017 Hoist Circuit Component Repair L8-1

 HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Quill and Cylinder - Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Raising the Body: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Lowering the Body: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

L8-2 Hoist Circuit Component Repair L08017

 HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE
Removal
3. Thoroughly clean the exterior of the hoist
valve.
4. Mark, disconnect and cap or plug all line con-
nections to help prevent hydraulic oil contami-
nation, refer to Figure 8-1.
Relieve pressure before disconnecting hydrau-
lic lines. Tighten all connections securely before 5. Remove capscrews and lockwashers secur-
applying pressure. ing the hoist valve to its mounting bracket.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury
and possibly death if proper medical treatment
The hoist valve weighs approximately 425 lbs.
by a physician familiar with this type of injury is
(193 Kg). Use a suitable lifting device that can
not received immediately.
handle the load safely.
1. Ensure adequate overhead clearance and
raise truck body. Lock body in raised position
with safety cable. 6. Attach a lifting device to the hoist valve and
2. Using standard procedure, shut down engine remove valve from truck.
and turn key switch to the off position. Slowly 7. Move the hoist valve to a clean work area for
move hoist lever to "LOWER" position to allow disassembly.
body to lower against safety locks and relieve
hoist cylinder pressure.

FIGURE 8-1. HOIST VALVE AND

PIPING
1. Hoist Valve
2. Pilot Valve Supply
3. Down Line
(Pilot Valve)
4. Raise Line
(Pilot Valve)
5. Tank Return
6. Hoist Valve Supply
Lines
7. Front Brake Cooling
Supply
8. Check Valve
9. Counterbalance Valve
10. Raise/Lower Line
11. Snubber Valve
12. Power Down Line
13. Rear Brake Cooling
Supply
14. Hoist Cylinder
15. Hydraulic Tank

L08017 Hoist Circuit Component Repair L8-3

 O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless
emergency field repair is required to replace the O-
rings between sections to prevent leakage.
Loosening and retightening of the main valve tie rod
nut could cause distortion resulting in binding or
severely sticking plungers, poppet and spools.
To replace the O-rings between the valve sections:
1. Remove the four tie rod nuts and washers (7,
Figure 8-2) from one end of the valve. Slide the
tie rods from the valve and separate the sec-
tions.
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.
FIGURE 8-2. HOIST VALVE ASSEMBLY
1. Inlet Section (Rear) 4. Inlet Section (Front) 3. Lubricate the new O-rings lightly with multipur-
2. Spool Section 5. Nuts and Washers pose grease. Replace O-rings between sec-
(Work Ports) 6. Tie Rods tions. Stack the sections together making sure
3. Spool Section 7. Tube O-rings between the sections are properly posi-
(Tank Ports) tioned.
4. Install the four tie rods with the dished washer
between the nut and housing (Figure 8-3).
Installation
5. A torque wrench should be used to tighten the
nuts in the pattern shown in Figure 8-4. The tie
1. Attach a suitable lifting device that can handle rods should be tightened evenly to 105 ft. lbs.
the load safely to the hoist valve. Move the hoist (142 N.m) torque in the following sequence:
valve into position and secure in place with cap- a. Tighten nuts evenly to 15 ft. lbs. (20 N.m)
screws, nuts and lockwashers. Tighten cap- torque in order 1, 4, 2, 3.
screws to standard torque.
b. Tighten nuts evenly to 32 ft. lbs. (43 N.m)
2. Using new O-rings at the flange fittings, connect torque in order 1, 4, 2, 3.
hydraulic lines. Tighten flange capscrews to
standard torque. Refer to Figure 8-1 for hydrau- c. Tighten nuts evenly to 105 ft. lbs. (142 N.m)
lic line location. torque in order 1, 4, 2, 3.
3. Connect pilot supply lines, tighten fittings
securely.
4. Start the engine. Raise body and remove safety
devices. Lower and raise body to check for
proper operation. Observe for leaks.
5. Service hydraulic tank if necessary.

FIGURE 8-3. TIE ROD INSTALLATION FIGURE 8-4. TIGHTENING SEQUENCE

L8-4 Hoist Circuit Component Repair L08017

 FIGURE 8-5. INLET SECTION DISASSEMBLY
1. Capscrew 5. Spring 9. Inlet Valve Body 13. Cover
2. Inlet Cover 6. Sleeve 10. O-Rings 14. Capscrews
3. Spring (Orange) 7. Low Pressure Relief 11. Poppets
4. Main Relief Valve 8. O-Rings 12. Springs

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 (7, Figure 8-2) at
the cover end and remove. Remove capscrews
(14, Figure 8-5), remove cover (13). Remove
springs (12), poppets (11) and O-rings (10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4).
Remove sleeve (6), low pressure relief (7) and
O-rings (8). The main relief valve (4) is factory
preset at 2500 psi (17.2 MPa). Replace as a
complete assembly only.
NOTE: If restrictor poppet removal in cover (2, Figure
8-5) 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. (Inlet Cover)
1. Inlet Cover 6. Backup Ring
2. Restrictor Poppet 7. O-ring
3. Backup Ring 8. Backup Ring
4. O-Ring 9. Sleeve
5. Backup Ring

L08017 Hoist Circuit Component Repair L8-5

Cleaning and Inspection
1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect poppets in their respective bore for fit.
Poppets should move freely, through a com-
plete revolution, without binding.
5. Inspect fit and movement between sleeve and
low pressure relief valve.
Assembly
1. Coat all parts including housing bores with
clean type C-4 hydraulic oil. Lubricate O-rings
lightly with a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install poppets (11, Figure 8-5) in their respec-
tive bores. Install springs (12).
4. Install O-rings (10), and cover (13). Install cap-
screws (14). Tighten capscrews to 60 ft. lbs.
(81 N.m) torque.
5. Install low pressure relief (7) in sleeve (6) and
install assembly in housing (9). Install main
relief valve (4). Install springs (3 & 5). Install
cover (2). Install capscrews (1). Tighten cap-
screws to 60 ft. lbs. (81 N.m) torque. Connect
external tube, tighten nuts to 25 ft. lbs. (34
N.m) torque.
FIGURE 8-7. POPPET AND BALL
1. Poppet 3. O-Ring
2. Steel Ball
L8-6 Hoist Circuit Component Repair
REAR SPOOL SECTION (Work Ports)
Disassembly
NOTE: It is not necessary to remove the inlet
sections (1 or 4, Figure 8-2) to accomplish spool
section (2 or 3) disassembly.
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Remove capscrews and lift spool section cover
(1, Figure 8-9) from housing.
3. Remove poppet (1, Figure 8-7) from spool
cover. Remove and discard O-ring (3).
NOTE: The poppet (1) contains a small steel ball. Do
not misplace.
4. Remove and discard O-rings (4 & 5, Figure 8-
8).
5. Remove restrictor poppet (1). Remove and dis-
card O-ring (2) and backup ring (3), if used.
Note the position of the restrictor when removed
to insure correct reassembly.
6. Remove spool assembly (20, Figure 8-9). Note
the color of the lower spring (blue) to insure
proper location during reassembly. Also note
the "V" groove on end of spool.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL
1. Restrictor Poppet 4. O-Ring
2. O-ring * 5. O-Ring
3. Backup Ring *
* NOTE: Items 2 and 3 not used on all valves.
L08017
 FIGURE 8-9. WORK PORTS SPOOL SECTION ASSEMBLY
1. Spool Cover 9. Restrictor Poppet 17. O-Ring
2. Spring Seat 10. O-Ring 18. Poppet
3. Plug 11. Spring 19. Spool Cover
4. O-Ring 12. Restrictor Poppet (Red) 20. Spool Assembly
5. O-Ring 13. Spool Housing 21. Restrictor Poppet (Green)
6. Poppet 14. Spool Assembly 22. Restrictor Poppet (White)
7. Ball 15. Spool End
8. O-Ring 16. Spring (Blue)

L08017 Hoist Circuit Component Repair L8-7

 FIGURE 8-10. POPPET IDENTIFICATION
POPPET ORIFICE DRILL SIZE
COLOR DIAMETER
Red 0.140 in. #28
(3.556 mm)
Green 0.093 in. #42
(2.362 mm)
White 0.063 in. #52
(1.600 mm)
7. Remove plug (3) from end of spool. Remove
spring seat (2) and spring (11). Remove poppet
(21) and spool end (15).
NOTE: Pay special attention to poppets (12, 21 and
22 Figure 8-9) during removal to ensure proper
location during reassembly. Poppets may be
identified with a colored dot (Red, Green or white). If
poppets are not color coded, use the chart in Figure
8-10 and the specified drill bit to measure orifice
diameter for identification.
8. Repeat step 7 to disassemble opposite end of
spool (20). Note there is no plug or restrictor
poppet in opposite end and the spring is blue.
9. Remove spool assembly (14). At top end of
spool, remove plug (3). Remove spring seat (2)
and spring (11). Remove poppet (12) and spool
end (15).
10. At opposite end, remove plug (3), spring seat
(2) and spring (16). Remove restrictor poppet
(22) and spool end (15).
11. Remove cover (19), remove O-rings (4, 5 & 10).
Remove poppet (18).
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 through a com-
plete revolution without binding.
L8-8 Hoist Circuit Component Repair
Assembly
1. Lubricate O-rings (4, 5 & 10, Figure 8-9) with
clean hydraulic oil. Install O-rings in spool hous-
ing. Install poppet (18). Install cover (19) and
secure in place with capscrews. Tighten cap-
screws to 60 ft. lbs. (81 N.m) torque.
2. Install spring (11, Figure 8-9) in spool (20).
Install spring seat (2). Apply Loctite to the
threads of spool end (15). Install spool end and
tighten to 25 ft. lbs. (34 N.m) torque. Install
Green poppet (21). Apply Dri-loc #204 to the
threads of plug (3). Install plug and tighten to 15
ft. lbs. (20 N.m) torque.
NOTE: Poppets 12, 21 and 22 may be color coded
and must be installed in their original location.
3. Repeat step 2 for the opposite end of spool (20)
to install spring, spring seat, and spool end.
Make certain spring (16) is blue in color. (A pop-
pet and plug are not installed in lower end.)
4. Lubricate spool assembly and carefully install in
spool housing as shown in Figure 8-11. Make
certain the "V" groove (1) in spool assembly (2)
is positioned up as noted.
5. Install spring (11, Figure 8-9) in remaining spool
(14). Install spring seat (2). Apply Loctite to the
threads of spool end (15). Install spool end and
tighten to 25 ft. lbs. (34 N.m) torque. Install Red
poppet (12). Apply Dri-loc #204 to the threads
of plug (3). Install plug and tighten to 15 ft. lbs.
(20 N.m) torque.
6. Repeat step 5 for the bottom end of spool (14).
Install spring (16) which is blue in color, spring
seat (2) and spool end (15). Apply Loctite to
spool end threads. Install spool end (15) and
tighten to 25 ft. lbs. (34 N.m) torque. Install
White poppet (22). Apply Dri-loc #204 to the
threads of plug (3). Install plug and tighten to 15
ft. lbs. (20 N.m) torque.
7. Lubricate the assembled spool and install in
spool housing as shown in Figure 8-11. Make
certain the "V" groove is in the up position.
NOTE: Spools (14, Figure 8-9) and (20) are
physically interchangeable. Make sure spool (14) is
installed toward the base port of the spool housing.
L08017

FIGURE 8-11. SPOOL INSTALLATION
1. "V" Groove 3. Work Ports Spool
2. Spool Assembly Section
8. If used, install O-ring (2, Figure 8-8) and backup
ring (3) on restrictor poppet (1). Install poppet in
spool housing as shown in Figure 8-9.
9. Install new O-rings (4, 5 & 10).
10. Install new O-ring (and backup ring if used) on
poppet (6, Figure 8-9). Make certain the small
steel ball (7) is installed in poppet. Install poppet
in cover (1).
11. With new O-rings (4, 5 & 10) installed, position
cover (1) over spool housing. Secure cover in
place with capscrews. Tighten capscrews to 60
ft. lbs. (81 N.m) torque.
L08017 Hoist Circuit Component Repair
FRONT SPOOL SECTION (Tank Ports)
Disassembly
NOTE: It is not necessary to remove the inlet
sections (1 or 4, Figure 8-2) to accomplish spool
section disassembly and repair.
1. Match mark or identify each spool in respect to
its mating bore when removed.
2. Remove capscrews and lift spool section cover
(4, Figure 8-12) from housing.
3. Remove and discard O-rings (5 & 6).
4. Remove capscrews and remove bottom cover
(9) from spool housing. Remove and discard O-
rings.
5. Remove springs (8). Push spools (7) out of
housing bores.
Cleaning and Inspection
1. Discard all O-rings. Clean all parts in solvent
and blow dry with compressed air.
2. Inspect springs for breaks or distortion.
3. Inspect housing bores and surfaces of spools
for nicks, scoring or excessive wear.
Assembly
1. Lubricate spools (7, Figure 8-12) with clean
hydraulic oil and re-install their original bores.
Install springs (8).
2. Lubricate O-rings (5 & 6) with clean hydraulic
oil. Install O-rings in bottom of spool housing.
Install bottom cover (9) and secure in place with
capscrews. Tighten capscrews to 60 ft. lbs. (81
N.m) torque.
3. Lubricate O-rings (5 & 6) and install in top of
spool housing. Install top cover (4) and secure
in place with capscrews. Tighten capscrews to
60 ft. lbs. (81 N.m) torque.
4. If removed, install plugs (2) with new O-rings
(3).
L8-9
 FIGURE 8-12. TANK PORTS SPOOL SECTION ASSEMBLY

1. Spool Housing 4. Spool Cover 7. Spool

2. Plug 5. O-Ring 8. Spring
3. O-RIng 6. O-Ring 9. Spool Cover

L8-10 Hoist Circuit Component Repair L08017

HOIST PILOT VALVE
Removal
1. Place the hoist control lever in the body down
position. Make certain the body is in the full
down position and resting on the frame.
Release the hoist control lever to return the
hoist valve spool to the FLOAT position.
2. Disconnect hydraulic lines at the hoist pilot
valve (1, Figure 8-13) located in the hydraulic
components cabinet at the rear of the cab.
Remove capscrews (5).
3. Loosen and unscrew jam nut (8). Unscrew
sleeve (9) until cotter pin (6) and pin (10) are
exposed.
4. Remove cotter pin and pin.
5. Remove the hoist pilot valve mounting cap-
screws and remove valve from cabinet. Refer
to hoist pilot valve disassembly for repair
instructions.
Installation
1. Place the hoist pilot valve (1, Figure 8-13) into
position on the mounting bracket. Secure valve
in place with capscrews.
2. Position hydraulic lines over valve ports and
assemble fittings. Tighten hydraulic line con-
nections securely.
3. Place hoist control lever in FLOAT position.
Adjust pilot valve spool until the centerline of
the cable attachment hole extends 1.16 in.
(29.5 mm) from the face of the valve body.
4. Align control cable eye with pilot valve spool
hole and insert pin (10). Secure pin in place
with cotter pin (6).
5. Thread sleeve (9) upward until contact is made
with valve body. Move flange (4) into position
and secure in place with capscrews (5).
6. Thread jam nut (8) against sleeve. Tighten jam
nut securely.
7. Start the engine and check for proper hoist
operation. Observe for leaks.

FIGURE 8-13. HOIST VALVE AND PIPING

(Located in Hydraulic Components Cabinet)
1. Hoist Pilot Valve 5. Capscrew 9. Sleeve
2. Hoist Limit Solenoid Valve 6. Cotter Pin 10. Pin
3. Piloted Check Valve 7. Control Cable
4. Flange 8. Jam Nut

L08017 Hoist Circuit Component Repair L8-11

Disassembly 2. Remove machine screw (15, Figure 8-14) seal
plate (16), wiper (13) and O-ring (12).
1. Thoroughly clean the exterior of the valve.
Place the valve in a clean work area for disas- 3. Remove snap ring (1), capscrews (6), cap (24),
sembly. spacer (23), and detent sleeve (22). Detent
Balls (2) and (21) will fall free when the cap and
detent sleeve are removed. Separate cap (24),
spacer (23) and detent sleeve (22), as this will
be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (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 pres-
sure should be exerted against the detent pin
as it disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove relief valve (2, Figure 8-15) 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 &10, Figure 8-14) and remove
tie rods (9). Separate the valve housings.
Remove O-ring (11). Remove the poppet check
and spring located on the outlet housing side of
the spool housing, from the spool housing.

FIGURE 8-14. 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 FIGURE 8-15. RELIEF VALVE
10. Nut 24. Cap
1. Spool Housing 5. To Hoist Valve
11. O-Ring 25. Seal Retainer
2. Relief Valve (Base End)
12. O-Ring 26. Wiper
3. Supply Port 6. Return to Tank
13. Wiper 27. O-Ring
4. To Hoist Valve
14. Spool
(Rod End)

L8-12 Hoist Circuit Component Repair L08017

Cleaning and Inspection
1. Clean all parts including housings in solvent 5. Install tie rods. Install tie rod nuts. Tighten tie
and blow dry with compressed air. rod nuts to the torques shown in Figure 8-16.
2. Inspect seal counter bores, they must be free of 6. Install a new O-ring (27, Figure 8-14) and wiper
nicks or grooves. (26). Install seal retainer (25).
3. Examine springs for breaks or distortion. 7. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Slight
4. Inspect spool (14, Figure 8-14). The spool must
pressure will be required to compress the
be free of longitudinal score marks, nicks or
detent spring. Tighten detent pin to 84-96 in.
grooves.
lbs. (9-11 N.m) torque. Install spring (20). Care-
5. Test spool (14) in spool housing for fit. Spool fully install spool into spool housing.
must fit freely and rotate through a complete
8. Apply grease to the cross holes of the detent
revolution without binding.
pin (3) to hold balls (21) and (2).
NOTE: The spool housing (17), spool (14), inlet 9. Slide detent sleeve (22) into cap (24) and place
housing (18) and outlet housing (7) are not serviced over a punch. Using this punch, depress ball
separately. Should any of these parts require (21) and insert balls (2) in detent pin cross
replacement, the entire control valve must be holes.
replaced.
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
Assembly sleeve (22) until it contacts spring seat (19).
1. Thoroughly coat all parts including housing
11. Secure cap (24) in place with capscrews (6).
bores with clean type C-4 hydraulic oil.
Tighten capscrews (6) to 5 ft. lbs. (7 N.m)
2. If the inlet and outlet housings were removed torque. Install spacer (23) and snap ring (1).
follow steps 3 through 5 for reassembly.
12. Install a new O-ring (12) and wiper (13). Install
3. Install check poppet (2, Figure 8-16) and spring seal plate (16). Install machine screws (15).
(3) in spool housing (1).
13. Using new O-rings, install relief valve (2, Figure
4. Install new O-ring (4) in spool housing. Place
8-15) in spool housing.
the inlet and outlet housings on the spool hous-
ing.

FIGURE 8-16. HOIST PILOT VALVE REASSEMBLY FIGURE 8-17. TIE ROD NUT TORQUE
1. Spool Housing 4. O-ring 1. Nut 4. Tie Rod
2. Check Poppet 5. Outlet Housing 2. Tie Rod 5. Outlet Housing
3. Spring 3. Nut

L08017 Hoist Circuit Component Repair L8-13

Hoist Up Limit Solenoid
The hoist-up limit solenoid (2, Figure 8-13) is used in 4. At the upper mount, remove self-locking nut (4,
the hydraulic circuit to prevent maximum hoist cylin- Figure 8-18) from pin retaining capscrew.
der extension. The solenoid valve is "normally open", Remove capscrew (5). Use a brass drift and
and is controlled by a proximity switch (hoist limit hammer to drive pin (1) from bore of mounting
switch) located near the body pivot and the right rear bracket.
suspension upper mount. 5. Carefully lower cylinder until it lays against the
inside dual tire. The hoist cylinder weighs
When the body is nearly fully raised, the body acti-
approximately 2500 lbs. (1135 kgs). Attach a
vates the magnetic proximity switch, signalling the
suitable lifting device that can handle the load
solenoid to open and opening the "raise" pilot line to
safely to the upper cylinder mounting eye.
tank, stopping further oil flow to the hoist cylinders.
6. Install a retaining strap or chain to prevent the
The solenoid valve is non-repairable except for O- cylinder from extending during handling.
ring replacement. Should the valve malfunction,
7. At the lower mount, straighten lock plate tabs to
replace as a unit.
allow capscrew removal. Remove all capscrews
(1, Figure 8-19), locking plate (2) and retainer
HOIST CYLINDERS plate (3).
Removal 8. Carefully remove cylinder from frame pivot by
pulling outward. Move cylinder to a clean area
for disassembly.
NOTE: Do not lose spacer (6, Figure 8-19) between
cylinder bearing and frame.
Relieve pressure before disconnecting hydraulic 9. Clean exterior of the cylinder thoroughly.
lines. Tighten all connections securely before
applying pressure.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this type of injury is not
received immediately.
1. Insure engine and key switch have been "Off"
for at least 90 seconds to allow accumulator to
bleed down. Be certain the park brake is
applied.
2. Disconnect the lubrication lines to the upper
and lower bearings of the hoist cylinder.
3. Remove capscrew and lockwashers from
clamps securing the hydraulic hoses to the hoist
cylinder. Cap and plug lines and ports to pre-
vent excessive spillage and contamination.
Secure cylinder to frame to prevent movement
during next step.

The hoist cylinder weighs approximately 2500

lbs. (1135 kg). Some means of support is neces- FIGURE 8-18. HOIST CYLINDER UPPER MOUNT
sary to prevent it from falling or causing injury
1. Pin 4. Locknut
when removing from the truck. Use a suitable lift-
2. Retainer Ring 5. Capscrew
ing device that can handle the load safely.
3. Bearing

L8-14 Hoist Circuit Component Repair L08017

Installation

7. Start engine, raise and lower body several

times to bleed air from cylinder. Check for
proper operation and inspect for leaks.
Install a retaining strap or chain to prevent the
8. Service hydraulic tank if necessary.
cylinder from extending during handling. The
hoist cylinder weighs approximately 2500 lbs.
(1135 kg). Use a suitable lifting device that can
handle the load safely.

1. Raise the cylinder into position over the pivot

point on the frame. The cylinder should be posi-
tioned with the air bleed vent plug toward the
front of the truck. Install spacer (6, Figure 8-19).
Align bearing eye with pivot point and push cyl-
inder into place.
2. Install retaining plate (3), locking plate (2),and
capscrews. Tighten capscrews to 220 ft. lbs.
(298 N.m) torque. Bend locking plate tabs over
capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-18.
4. Align retaining capscrew hole in pin with hole in
mounting bracket and install pin. Install cap-
screw (5) and self-locking nut (4) and tighten 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
capscrews and lockwashers. Tighten cap-
screws to standard torque.
6. Reconnect lubrication lines for the upper and
lower hoist cylinder bearings.

FIGURE 8-19. HOIST CYLINDER LOWER MOUNT

1. Capscrew 4. Retainer Ring
2. Lock Plate 5. Bearing
3. Retainer 6. Spacer

L08017 Hoist Circuit Component Repair L8-15

 FIGURE 8-20. HOIST CYLINDER
1. Rod & Third
Stage
2. Second Stage
Cylinder
3. First Stage
Cylinder
4. Housing
5. Flatwasher
6. Rod Bearing
Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cover
11. Capscrews
12. O-Ring
13. Bearing
14. Bearing
15. Seal
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Bearing

L8-16 Hoist Circuit Component Repair L08017

Disassembly
disassembly, protect machined surfaces from
1. If removal of the hoist cylinder eye bearings is
scratches or nicks.
necessary, remove retainer ring (4, Figure 8-19)
and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180°.
3. Position cylinder with the cover (10, Figure 8-
20) mounting eye at the top. Remove cap-
screws (11) and lockwashers retaining the
cover to the housing (4).
4. Install two 0.88 in. dia. x 9 in. long, threaded
capscrews into the two threaded holes in the
cover (10). Screw the capscrews in evenly until
the cover can be removed. Lift cover straight up
until quill assembly (22) is clear. Remove O-ring
(12) and backup ring (23).
5. Remove capscrews (7) and flatwashers (5)
attaching the rod bearing retainer (6) to the rod
(1). Remove the seal (8).
6. Fabricate a retainer bar using a 1/4" x 1" x 18"
(6 x 25 x 460 mm) steel flat. Drill holes in the
bar to align with a pair of tapped holes spaced
180° apart in the housing. Attach bar to housing
using capscrews (11).
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when
the housing is inverted.
7. Rotate the cylinder assembly 180°, 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.
L08017 Hoist Circuit Component Repair
NOTE: As internal parts are exposed during
8. Rotate the cylinder housing 180°. Remove the
retainer installed in step 6.
9. Fabricate a round disc 12.5 in. (318 mm) in
diameter 0.38 in. (10 mm) thick with a 0.56 in.
(14 mm) hole in the center. Align the disc over
the second (2) and first (3) stage cylinders at
the bottom of the cylinder housing.
10. Insert a 0.50 in. (13 mm) dia. x 53 in. (1350 mm)
threaded rod through the top and through the
hole in the disc. Thread a nut on the bottom end
of the threaded rod below the disc.
11. Screw a lifting eye on the top end of the rod.
Attach it to a lifting device and lift the second
and first stage cylinders out of the housing.
12. Remove lifting tools from the second and first
stage cylinder assembly.
13. Slide the second stage cylinder (2) down inside
the first stage cylinder (3). Remove snap ring
(9) from inside the first stage cylinder.
14. Remove second stage cylinder from first stage
cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals
from the hoist cylinder parts.
L8-17
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 after cleaning and inspection, coat all
surfaces and parts with clean hydraulic oil (Type C-
4).
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or exces-
sive wear.
3. If cylinder bores or plated surfaces are exces-
sively worn of grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. The quill (2, Figure 8-21) 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 8-21) and applying a
tightening torque of 1000 ft. lbs. (1356 N.m).
b. If the quill moves, remove quill, clean
threads in cover assembly and quill, and
reinstall using the procedure in "Quill Instal-
lation".
5. When a cylinder assembly is dismantled, the FIGURE 8-21. QUILL INSTALLATION
capscrews (7, Figure 8-20) and washers (5)
should be checked carefully for distress and, if 1. Cap Assembly 2. Quill Assembly
in doubt, replace them.
NOTE: SS1143 Tightening Tool can be made
locally. Request the following drawings from
your Area or Regional Service Manager:
SS1143 Tightening Tool - Assembly Drawing
SS1144 - Square Tube (3.50" x 3.50" x 0.19"
wall x 2.0" long)
SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
SS1146 - Square Tube (3.00" x 3.00" x 0.25"
wall x 15.50" long)
SS1147 - Tube, Brass (1.75"O.D. x 1.50" I.D. x
13.50" long)
SS1148 - Square Cut (2.50" x 2.50" x 0.75"
thick)
SS1149 - Hex Drive (1.75" Hex stock x 2.50"
long)
- All materials are 1020 Steel except SS1147.

L8-18 Hoist Circuit Component Repair L08017

Quill and Cylinder - Assembly
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 8-22) and the check balls
(4) in the quill should be checked during any
cylinder repair to insure the plugs are tight and
ball seats are not damaged. Refer to "Installa-
tion of Check Balls and Plugs in Quill".
2. Secure cap assembly (1) 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"
(Komatsu part number 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 (Komatsu part num-
ber VJ6863, or equivalent) to mating threads of
both cap assembly and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1000 ft. lbs. (1356 N.m) torque. Allow parts
to cure for 2* hours before exposing threaded
areas to oil.
* Note: If "LOCQUIC®" primer "T" (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure
8-21.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.

During future cylinder rebuilds, removal of the quill

will not be necessary, unless it has loosened or is
damaged. Removal, if necessary, will require a
break-loose force of at least 2000 ft. lbs. (2712 N.m) FIGURE 8-22. PLUG AND CHECK BALL
torque after the tack welds are ground off. INSTALLATION
1. Cap Assembly 3. Plug
2. Quill Assembly 4. Check Ball

L08017 Hoist Circuit Component Repair L8-19

Installation Of Check Balls And Plugs In Quill
The check balls (4, Figure 8-22) in the side of the
quill assembly (2) are held in place with threaded
plugs (3).
If a plug is missing and the check ball is not found in
the cylinder, the opposite side hoist cylinder and the
plumbing leading to the hoist valve should be exam-
ined for damage. The hoist valve itself should also
be checked to see if the ball or plug has caused
internal damage to the spool. Peening of the necked
down sections of the spool may result. Spool stick-
ing may also occur under these circumstances.
Refer to Figure 8-23 for SS1158 tool that can be
made for installing or removing the check ball plugs.
Plugs should be checked during any cylinder repair
to be sure they are tight. If found to have any move-
ment, they should be removed and the ball seat in
the quill checked to see if it is deformed.
• If deformation of the ball seat has occurred, the
quill should be replaced.
• If the ball seat area is not deformed, measure
the plug thickness as shown in Figure 8-21:
Older Plug is 0.25 ± 0.02 in. thick.
Newer plug is 0.38 ± 0.02 in. thick.
FIGURE 8-23. SS1158 TOOL
PLUG INSTALLATION / REMOVAL
L8-20 Hoist Circuit Component Repair
1. Use the newer plugs and make certain threads
in quill tube and on plugs are clean and dry
(free of oil and solvent).
2. Use Loctite "LOCQUIC®" Primer "T" (TL8753,
or equivalent), and spray mating threads of
both plugs (3, Figure 8-22) and quill assembly
(2). Allow primer to dry 3 to 5 minutes.
3. Apply Loctite Sealant #277 (VJ6863, or equiv-
alent) to mating threads of both plugs and quill
assembly.
4. Place check balls (4) in quill tube (2) and install
plugs (3) with concave side facing ball. Using
SS1158 tool, tighten plugs to 70 ft.lbs. (95
N.m) torque. Allow parts to cure for 2* hours
before exposing threaded areas to oil.
* Note: If "LOCQUIC®" primer "T" (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
5. Stake plug threads in two places (between
holes) as shown in Figure 8-22 to prevent loos-
ening of plug.
If removal of the plug is necessary in a later rebuild,
it will be necessary to carefully drill out the stake
marks and destroy the plug. A new plug should be
installed and staked as previously detailed.
L08017
Assembly of Cylinder b. Apply Loctite Sealant #277 (VJ6863, or
equivalent) to threads of capscrews and
1. Install seals (15, Figure 8-20) and bearing (14)
threads in rod.
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper 13. Install capscrews (1) with hardened washers (2)
(21) on first stage cylinder. Lubricate with clean and tighten capscrews to 500 ft. lbs. (678 N.m)
hydraulic oil (Type C-4). torque.
2. Align and slide the second stage cylinder (2) NOTE: Allow parts to cure for 2* hours before
inside the first stage cylinder (3). Allow the sec- exposing threaded areas to oil. If "LOCQUIC®"
ond stage to protrude far enough to install the primer "T" (TL8753) was not used, the cure time will
snap ring (9) on the inside of the first stage cyl- require 24 hours instead of 2 hours.
inder.
3. Mount the housing (4) in the fixture with the
cover end positioned at the top. Install bearings 14. Install O-ring (12, Figure 8-20) and backup ring
(19) and buffer seal (18), rod seal (20) and rod (23) on cover (10). Align and lower cover onto
wiper (21) in the housing. housing (4). Install capscrews (11) and lock-
4. Install lifting tool used during disassembly in the washers. Tighten capscrews to standard
second and first stage cylinder assembly. torque.
5. Install bearings (13 & 24) on the first stage cyl- 15. Install hoist cylinder eye bearing (5, Figure 8-
inder (3). Lift and align this assembly over the 19) and retainer rings (4) if removed.
housing (4). Lower the second and first stage
cylinders into the housing.
6. Install retainer used during disassembly to hold
the second and first stage cylinder in place
when the housing is rotated. Rotate housing
180° to position the lower mounting eye at the
top.
7. Install bearings (19) and buffer seal (18), rod
seal (20) and rod wiper (21) in the second stage
cylinder (2).
8. Attach a lifting device to the rod eye (1) and
align it over the housing (4). Lower the rod into
the housing. Lubricate the rod with hydraulic oil.
9. Rotate housing 180° to position the cover end
at the top. Remove retainer installed in Step 5.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).
10. Thread two guide bolts 4 in. (100 mm) long in
the end of the rod (1). Install seal (8) on the end
of the rod.
11. Align piston rod bearing retainer (6) over guide
bolts and lower it over the end of the rod (1).
Remove guide bolts.
NOTE: Check capscrews carefully for distress and, if
in doubt, replace them with new parts.
12. Make certain threads on capscrews (1, Figure
8-24) and threads in rod are clean and dry (free
of oil and solvent).
FIGURE 8-24. 3rd STAGE PISTON
a. Use Loctite "LOCQUIC" Primer "T" (TL8753, 1. Capscrew 3. Piston
or equivalent), to spray mating threads on 2. Hardened Flat Washer
capscrews and threads in rod. Allow primer
to dry 3 to 5 minutes.

L08017 Hoist Circuit Component Repair L8-21

DISABLED TRUCK DUMPING
PROCEDURE
Sometimes it is necessary to dump a load from the
body of a truck when the hoist system is inoperable.
The following instructions describe the use of a
"good" truck to provide the hydraulic power required
to raise the body of the "disabled" truck to dump the
load.
In the example below, Figure 8-25 illustrates a typical
hookup from the good truck. The disabled truck may
be another Komatsu Model 930E, or a different
model.

Hookup
Be certain there is an adequate, clear area to dump
the loaded box. When the good truck is in position,
shut down the engine and allow the hydraulic system
to bleed down. Be certain pressure has bled off
before connecting hoses.
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the
power up quick disconnect (4, Figure 8-25) to
the power down circuit of the disabled truck.
(Hose must be rated to withstand 2500 psi (17
MPa) or greater pressure.
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (3) to the power up circuit of
the disabled truck.
NOTE: If both trucks are a Model 930E, the hoses
will be installed at the quick disconnects shown in
Figure 8-25 and will be crossed when connected.
FIGURE 8-25. PUMP MODULE, HOSE HOOKUP
1. Hoist Valve
2. Hoses to LH Hoist Cylinder
3. Power Down Quick Disconnect; Connect to
power up circuit of "disabled" truck
4. Power Up Quick Disconnect; Connect to power
down circuit of "disabled" truck
b. Remove the cap from the Hoist Pilot Valve
relief valve located in the hydraulics compo-
nents cabinet behind the cab. While counting
the number of turns, slowly screw the relief
valve adjustment screw clockwise until it bot-
toms.
5. Repeat step 4 to dump the disabled truck.

Lowering the Body:

DUMPING PROCEDURE
Raising the Body:
3. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist valve in the HOLD position (leave in
this position during entire procedure).
4. Start the engine on the good truck, place the
hoist control in the power down position and
increase engine RPM to high idle to dump the
disabled truck. If the body of the disabled truck
fails to raise, increase the good truck power
down relief pressure as follows:
a. Shut down engine and allow the hydraulic
system to bleed down.
10. Check hydraulic tank oil level.
6. Place the hoist lever of the good truck in FLOAT
to lower the body. If necessary, momentarily
place the hoist control in POWER UP until the
body is able to descend in FLOAT. Do not
accelerate the engine.
7. After body is lowered, shut down the truck,
bleed the hydraulic system and disconnect the
hoses.
8. Reduce power down relief valve pressure to
normal on good truck by turning the adjustment
counterclockwise the same number of turns as
required in step 4 b.
9. Check power down relief pressure per instruc-
tions in Section L10.

L8-22 Hoist Circuit Component Repair L08017

 SECTION L9

HYDRAULIC SYSTEM FILTERS

INDEX

HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3

HOIST CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3

Removal - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4

Installation - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4

Indicator Switch - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4

STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5

Removal - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

Installation - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

Indicator Switch - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6

L09008 Hydraulic System Filters L9-1

 NOTES

L9-2 Hydraulic System Filters L09008

 HYDRAULIC SYSTEM FILTERS
HOIST CIRCUIT FILTER
The hoist circuit filters (Figure 9-1) are located at the
back of the fuel tank below the right frame rail. The
filter provides secondary filtering protection for
hydraulic oil flowing to the hoist valve and hoist cir-
cuit components.
An indicator switch (5) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 35 psid (240 kPa) to
actuate a warning lamp on the overhead display
panel. Actual filter bypass occurs at 50 psid (345
kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may illuminate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service, for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.

Filter Element Replacement

FIGURE 9-1. HOIST CIRCUIT FILTER

Relieve pressure before disconnecting hydraulic
and lines. Tighten all connections before apply- 1. O-Ring 8. Set Screw
ing starting the machine. 2. Pressure Tap 9. Filter Element
3. Filter Head 10. Bowl
Hydraulic fluid escaping under pressure can 4. O-Ring 11. Drain Plug
have sufficient force to enter a person's body by 5. Indicator Switch 12. O-Ring
penetrating the skin and cause serious injury and 6. O-Ring 13. Bottom Plug
possibly death if proper medical treatment by a 7. Backup Ring
physician familiar with this injury is not received
immediately.

L09008 Hydraulic System Filters L9-3

Removal - Hoist Circuit Filter
1. With the key switch OFF allow at least 90 sec-
onds for the accumulators to bleed down.
2. Remove drain plug (11, Figure 9-1). Remove
bottom plug (13) 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 contami-
nation!
3. Loosen setscrew (8). Remove bowl (10).
4. Remove filter element (9).
5. Remove and discard backup ring (7) and O-ring
(6).
6. Clean bowl in solvent and dry thoroughly.
L9-4 Hydraulic System Filters
Installation - Hoist Circuit Filter
1. Install new element (9). Install new O-ring (6)
and backup ring (7).
2. Install bowl on filter head and tighten. Lock in
place with setscrew (8).
3. Install bottom plug (13), and drain plug (11).
Indicator Switch - Hoist Circuit Filter
The indicator switch (5, Figure 9-1) is factory preset
to actuate at 35 psid (240 kPa). The switch and warn-
ing light should be routinely tested as a part of the
regular vehicle maintenance program. Refer to Indi-
cator Switch Test Procedure in this section.
L09008
STEERING CIRCUIT FILTER
The steering circuit filter (Figure 9-2) is located on
the inboard side of the fuel tank. The filter provides
secondary filtering protection for hydraulic oil flowing
to the bleeddown manifold valve for the steering and
brake systems.
An indicator switch (1) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 35 ± 5 psid (240 ± 35
kPa) to actuate a warning lamp on the overhead dis-
play panel. Actual filter bypass occurs at 50 psi (345
kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.

Filter Element Replacement

Relieve pressure before disconnecting hydraulic

and other lines. Tighten all connections before
applying pressure. FIGURE 9-2. STEERING CIRCUIT FILTER

Hydraulic fluid escaping under pressure can 1. Indicator Switch 6. Filter Element
have sufficient force to enter a person's body by 2. Setscrew 7. Bowl
penetrating the skin and cause serious injury and 3. Head 8. O-Ring
possibly death if proper medical treatment by a 4. Pressure Tap 9. Drain Plug
physician familiar with this injury is not received 5. O-Ring
immediately.

L09008 Hydraulic System Filters L9-5

Removal - Steering Circuit Filter
1. With the key switch OFF allow at least 90 sec-
onds for the accumulators to bleed down.
2. Remove drain plug (9, Figure 9-2) and drain oil
from the housing into a suitable container.
Use care to avoid contact with hot oil if the truck
has been operating. Avoid spillage and contami-
nation!
3. Remove bowl (7) and element (6).
4. Remove and discard O-ring (5) on filter bowl.
5. Clean bowl in solvent and dry thoroughly.
Installation - Steering Circuit Filter
1. Install new element (6). Install new O-ring (5)
on bowl.
2. Install bowl on filter head and tighten.
3. Install drain plug (9), and O-ring (8).
Indicator Switch - Steering Circuit Filter
The indicator switch (1, Figure 9-2) is factory preset
to actuate at 35 ± 5 psid (240 ± 35 kPa). The switch
and warning light should be routinely tested as a part
of the regular vehicle maintenance program. Refer to
Indicator Switch Test Procedure in this section.
L9-6 Hydraulic System Filters
INDICATOR SWITCH
The hydraulic filter indicator switch is factory preset
to actuate at 35 ± 5 psid (240 ± 35 kPa). Switch
adjustment is not necessary or recommended, how-
ever the switch and warning lamp should be tested
periodically for proper operation. The indicator switch
is not repairable and if inoperative, replace switch
assembly.
Figure 9-3 shows a pressure switch tester and Figure
9-4 shows a test block to accept the switch during
testing. The test block may be fabricated as shown.
Test Procedure
1. With the key switch OFF allow at least 90 sec-
onds for the accumulators to bleed down.
2. Disconnect wiring harness and remove switch
from filter head.
3. Install switch in test block. Connect pressure
tester to pipe nipple. Reconnect wires to switch.
4. Turn key switch on. Pump up pressure to test
block while observing tester gauge and hydrau-
lic oil filter warning light in cab. Light should turn
on at 35 ± 5 psi (240 ± 34.5 kPa). If not, test
bulb and switch as follows:
a. If lamp fails to light, remove wire (circuit #39)
from switch and short to ground. If warning
lamp does not light, replace bulb.
b. If lamp lights when wire #39 is grounded in
previous step, use an ohmeter to verify
switch contacts close at 35 ± 5 psid (240 ±
35 kPa).
5. If switch contacts fail to close, replace switch
assembly.
NOTE: The hydraulic filter warning lamp may be
activated by either the hoist or steering/brake circuit
filter indicator switches.
L09008
 The indicator switch tester may be ordered from:

Kent-Moore Heavy Duty Division

Sealed Power Corp.
29784 Little Mack
Roseville, MI 40866-9984

Phone: (313) 774-9500

FIGURE 9-3. INDICATOR SWITCH TESTER

Kent-Moore Part No. J-33884-4

FIGURE 9-4. INDICATOR SWITCH PRESSURE TEST BLOCK

L09008 Hydraulic System Filters L9-7

 NOTES

L9-8 Hydraulic System Filters L09008

 SECTION L10
HYDRAULIC CHECK-OUT PROCEDURE
INDEX

HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 3

Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Steering Control Valve and Flow Amplifier Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Bleeddown Manifold Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Steering / Brake Pump Stroke Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Shock And Suction Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . . . . . . 8

Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Pressure Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Hoist Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Flushing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

930E CHECK-OUT PROCEDURE STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . 15

L10010 10/02 Hydraulic Check-Out Procedure L10-1

 NOTES

L10-2 Hydraulic Check-Out Procedure 10/02 L10010

 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 tech-
nician should read the entire check-out procedure
prior to performing any steps to become familiar with
the procedures and all the warnings and cautions.
The check-out procedure begins by checking the
basic system before checking individual compo-
nents.
Included on the last page is a data sheet to record
the information observed during the hydraulic system
check-out procedure. The data sheet is designed to
be removed, copied, and used during the check-out
procedure.
* Steps indicated in this manner should be
recorded on the data sheet for reference.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or install-
ing test gauges, ALWAYS bleed down hydraulic
steering accumulator.
The steering accumulators can be bled down by
shutting down the engine, turning key switch
"Off", and waiting 90 seconds. Confirm the steer-
ing pressure is released by turning the steering
wheel; no front wheel movement should occur.
Bleed down brake system accumulators prior to
removing any hoses supplying oil to the brake
system.
The AC drive system Rest Switch, located on the
instrument panel, must be in the ON position and
the GF Cutout Switch in the CUTOUT position
during test procedures. (See Figure 3-1, page E3-
2, Propulsion System, for GF switch location.)
L10010 10/02 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 Cir-
cuit Component 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 all steering system pressure and
then releasing all pressure from the brake accumula-
tors and removing the brake system supply line (15,
Figure 10-2) from the brake circuit high pressure filter
located near the bleeddown manifold (see WARN-
ING). Plug the brake supply hose and cap the fitting
at the filter inlet 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 operat-
ing temperatures. Refer to "Steering Circuit Compo-
nent Repair, Steering Accumulator Charging
Procedure" in this section of the manual for accumu-
lator charging instructions.
If the steering and brake pump has just been
installed, it is essential that the steering pump
case is full of oil prior to starting the engine.
Refer to "Steering Circuit Component Repair,
Steering and Brake Pump", Section L6 for
instructions.
L10-3
Equipment Requirements
The following equipment will be necessary to prop-
erly check-out the hydraulic steering circuit
• Hydraulic schematic, refer to Section "R".
• Two 0-5000 psi (0-35,000 kPa) range calibrated
pressure gauges and hoses.
• A graduated container marked to measure liquid
volume in cubic inches or milliliters.

Pump Pressure Control Adjustments

With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place selector switch in NEUTRAL, apply the
parking brake and place the Rest switch in the
ON position and the GF Cutout Switch in the
CUTOUT position. Shut down engine and turn
key switch off. Wait 90 seconds for the steering
accumulators to completely bleed down before
opening circuits to take leakage measurements,
to make repairs, or to install or remove a gauge. FIGURE 10-2. BLEEDDOWN MANIFOLD VALVE
1. Valve Body 10. Flow Amplifier Return
2. Return To Tank 11. Bleeddown Solenoid
3. Supply from Steering 12. Steering Pressure
Pump & Filter Feedback Test Port
Be sure steering accumulator oil pressure has 4. Diagnostic Test Port 13. To Front Accumulator
been bled down. Turn the steering wheel; the 5. Bleeddown Solenoid 14. To Rear Accumulator
wheels should not move if all oil pressure has 6. Relief Valve, 500 psi 15. Brake Circuit Supply
been relieved. 7. Check Valve 16. From Steering
2. Check hydraulic oil level in tank and add oil if 8. Flow Amplifier Supply Pressure Switch
required. Be certain suction line shut-off valves 9. Return From Hoist 17. Check Valve
are open. Pilot Valve 18. Relief Valve, 4000 psi

3. Remove plug and install an accurate 5000 psi

(35,000 kPa) pressure gauge at the steering
pressure "GPA" test port (4, Figure 10-1)
located on the suction side of the pump. Install
a second 5000 psi (35,000 kPa) gauge at the
steering pressure feedback test port (12, Figure
10-2) on the bleeddown manifold test port.
4. Turn unloader valve adjustment screw (2, Fig-
ure 10-1) clockwise until it bottoms out.
5. Back out the pressure compensator adjustment
screw (3), by turning counterclockwise.
6. Start engine and adjust pressure compensator
(3) to obtain 3325 psi (22,923 kPa) on the pres-
sure gauge at the "GPA" pump port. Tighten
FIGURE 10-1. PUMP PRESSURE CONTROLS
compensator jam nut.
1. Stroke Adjustment 3. Compensator
*Record on Data Sheet
2. Unloader Adjust- Adjustment
ment 4. GPA Port

L10-4 Hydraulic Check-Out Procedure 10/02 L10010

 7. Shut down the engine and allow the accumula-
tors to bleed down.
8. Back out unloader valve adjustment screw (2,
Figure 10-1) completely.
9. Start engine and allow pump pressure to build
until the pump unloads.
NOTE: When the steering pump unloads, pump
output pressure at the "GPA" pressure test port will
drop to approximately 200 to 400 psi (1380 to 2760
kPa).
10. Steer the truck to cause the accumulator pres-
sure to drop until the pump loads.
11. Observe increasing pressure readings on the
gauge installed at the steering pressure feed-
back test port (12, Figure 10-2).
When pressure increases to 3000 to 3050
psi (20,680 to 21,025 kPa), adjust unloader
valve by turning adjustment screw
clockwise until the pump unloads and
pressure begins to decrease.
*Record on Data Sheet
12. Steer the truck slowly again while observing the
steering pressure feedback gauge.
The pump must reload when pressure
drops to 2750 psi (18,960 kPa) minimum.
*Record on Data Sheet
13. If minimum reloading pressure in step 12 is not
correct, repeat unloader valve adjustment,
steps 11 and 12.
NOTE: The critical pressure setting is the 2750 psi
(18,960 kPa) when the pump loads. The unloading
pressure follows the loading pressure adjustment
and should occur at approximately 3025 psi (20,855
kPa).
14. Tighten jam nut to lock pressure adjustment.
15. Steer truck to cause system to cycle several
times to verify system pressure begins to
increase (pump cycles from unload to load)
once pressure has dropped to 2750 psi (18,960
kPa).
16. Shut down engine and allow accumulators to
bleed down completely. Turn the steering wheel
to verify no pressure remains.
17. Remove gauges and cap test ports.
L10010 10/02 Hydraulic Check-Out Procedure
Steering Control Valve and Flow Amplifier
Leakage Test
1. Disconnect the flow amplifier return hose at the
bleeddown manifold. Plug the fitting on the
bleeddown manifold.
2. Disconnect steering control valve return hose at
the tee fitting located under the hydraulic com-
ponents cabinet behind the cab. Install a plug
on the opened tee fitting. Do Not block hoist
pilot valve return hose.
3. Start engine and allow steering system to reach
normal operating pressure.
4. Measure leakage from flow amplifier return
hose removed in step 1:
Maximum permissible leakage is 50 cubic
inches (820 ml) per minute.If leakage is
excessive, the flow amplifier should be
repaired or replaced.
*Record on Data Sheet
5. Measure leakage from steering control valve
return hose removed in step 2:
Maximum permissible leakage is 10 cubic
inches (164 ml) per minute.If leakage is
excessive, the steering control valve should
be repaired or replaced.
*Record on Data Sheet
6. Shut down engine and allow accumulators to
bleed down completely. Steer the truck to verify
all pressure has bled off. Reinstall all hoses to
their proper location.
Bleeddown Manifold Leakage Test
1. Disconnect the hoist pilot valve return hose (9,
Figure 10-2) located on the side of the bleed-
down manifold. Cap the open fitting on the man-
ifold.
L10-5
 2. Before performing the next step, it will be nec- Steering / Brake Pump Stroke Adjustment
essary to draw a vacuum on the hydraulic tank
Later model trucks are equipped with an adjustable
to prevent oil loss when the bleeddown manifold
pump stroke control (1, Figure 10-1) to control the
tank return line is disconnected.
volume of oil produced by the steering/brake pump.
Use of this feature is required only if the truck is oper-
ated at high altitude locations (greater than 10,000 ft.
(3,050 meters) above sea level). If the truck is oper-
Hydraulic tank oil level is above the level of this ating at high altitudes, contact the Komatsu Area
return line. It is necessary to draw a vacuum on Service Representative for instructions regarding
the hydraulic tank to prevent a large amount of stroke control adjustment procedures.
oil draining from the tank with the return line dis- For trucks operating at lower altitudes, this adjust-
connected from the bleeddown manifold. ment should not be changed from the factory setting
3. Disconnect return line to tank (2, Figure 10-2) (adjusted fully counterclockwise). The factory setting
from bleeddown manifold. Connect the return provides full pump flow for maximum performance.
line (2) and the hoist pilot valve return line (9)
together.
4. Remove the vacuum on the hydraulic tank.
5. Start the engine and allow the system to build
pressure until the unloader valve unloads the
pump. Measure leakage at the open tank return
port fitting on the bleeddown manifold.
Maximum permissible leakage is 33.0 cubic
inches (541 ml) per minute.If leakage is
excessive, the bleeddown solenoids (5 or
11, Figure 10-2), the steering system relief
valve (18), or the piloted check valve is
defective and should be replaced.
*Record on Data Sheet

FIGURE 10-3. STEERING RELIEF VALVE

ADJUSTMENT
1. Flow Amplifier Valve 4. Relief Valve
In the next step, DO NOT use the key switch to 2. Plug Adjustment
shut down the engine and allow accumulators to 3. O-Ring
bleed down during the next operation. If the
instrument panel key switch is turned off, all
accumulator oil will be discharged through the
open port on the bleeddown manifold!
6. After test is complete, shut down the engine
using the shutdown switch located on the
console.
7. Re-attach vacuum source to hydraulic tank and
draw a vacuum before disconnecting bleed-
down manifold tank return line from hoist pilot
line. Attach return line (2) to bleeddown mani-
fold.
8. Remove vacuum source. Remove test equip-
ment and reinstall all hoses to their proper loca-
tion.
9. Turn key switch to "OFF" position to allow steer-
ing accumulators to bleed down.

L10-6 Hydraulic Check-Out Procedure 10/02 L10010

Shock And Suction Valves
Equipment Requirements
The following equipment will be necessary to prop-
erly test the steering circuit shock and suction valves:
• Hydraulic schematic, refer to Section "R".
• Three 0-5000 psi (0-35,000 kPa) range calibrated
pressure gauges and hoses.
Before the shock and suction valves in the steering
circuit can be tested, steering system pressure must
be increased to obtain sufficient pressure for testing.
In addition, the steering relief valve pressure must be
raised above the pressure required to actuate the
shock and suction valves.
1. Install a 5000 psi (0-35,000 kPa) pressure
gauge at the steering pressure feedback test
port (12, Figure 10-2).
2. Install a 5000 psi (0-35,000 kPa) gauge in each
steering cylinder manifold test port. (Located on
frame crossmember, under engine.)
3. Raise steering relief valve pressure as follows:
a. Remove external plug (2, Figure 10-3) on
flow amplifier valve, using an 8 mm allen
wrench.
b. Insert a 5 mm allen wrench into opening and
gently bottom out adjustment (4) by turning
clockwise.
4. Start the engine and allow steering system to
build pressure.
5. While observing gauge at the steering pressure
feedback test port, turn unloader valve adjust-
ment (2, Figure 10-1) clockwise until approxi-
mately 3300 psi (22,750 kPa) is obtained.
NOTE: This pressure is near the pump compensator
pressure setting and the pump may not unload,
however it is not necessary for the pump to unload
during this test.
6. While observing the two gauges installed on the
steering manifold, steer the truck against the left
stop.
Pressure on one of the gauges should read
3100 psi (21,370 kPa).
*Record on Data Sheet
7. Steer the truck to the opposite stop.
L10010 10/02 Hydraulic Check-Out Procedure
The other gauge should read 3100 psi
(21,370 kPa).
*Record on Data Sheet
8. If pressure is incorrect during step 6 or 7, the
shock and suction valves must be replaced.
NOTE: The shock and suction valves are only
serviced as complete units, and cannot be adjusted
while installed in the flow amplifier valve.
9. After the above test is complete, lower the
steering relief pressure to 2750 psi (18,960
kPa) as follows:
a. Steer full left or right and maintain a slight
pressure against the steering wheel.
b. Adjust steering relief valve, using the 5 mm
allen wrench to obtain 2750 psi (18,960 kPa)
on the gauge showing pressure.
*Record on Data Sheet
10. After adjustment is complete, install plug (2, Fig-
ure 10-3) with O-ring (3) on valve body.
11. Reset unloader valve to specified unload pres-
sure; back out the unloader valve adjustment
screw completely counterclockwise.
12. Steer the truck to reduce pressure in the steer-
ing circuit and cause the pump to load.
a. Observe increasing pressure readings on
the gauge installed at the steering pressure
feedback test port (12, Figure 10-2).
When pressure increases to 3000 to 3050
psi (20,680 to 21,025 kPa), adjust unloader
valve by turning adjustment screw
clockwise until the pump unloads and
feedback pressure begins to decrease.
b. Steer the truck again while observing the
steering pressure feedback gauge.
The pump must reload when pressure
drops to 2750 psi (18,960 kPa) minimum.
*Record on Data Sheet
13. If minimum reloading pressure in step 12 is not
correct, repeat unloader valve adjustment.
*Record on Data Sheet
NOTE: The critical pressure setting is the 2750 psi
(18,960 kPa) when the pump loads. The unloading
pressure follows the loading pressure adjustment
and should occur at approximately 3025 psi (20,855
kPa).
L10-7
HOIST SYSTEM RELIEF VALVE AND
BRAKE COOLING CIRCUIT PRESSURES
NOTE: If relief valve or hoist valve assembly has
been replaced or rebuilt, hoist valve "power up"
pressure should be checked. Also, check the brake
cooling circuit for correct pressures.Check hoist
system "power down" relief pressure if the hoist pilot
valve has been replaced or rebuilt.
Relieve pressure before disconnecting hydraulic
lines. Tighten all connections securely before
applying pressure.
Equipment Requirements
The following equipment will be necessary to prop-
erly check-out the hoist relief and brake cooling cir-
cuit pressures:
• Hydraulic schematics, refer to Section "R".
• Three 0-3500 psi (0-25,000 kPa) range calibrated
pressure gauges and hoses for hoist circuit
pressure readings.
• Four 0-100 psi (0-1000 kPa) low pressure
gauges and hoses for brake cooling circuit
pressure readings.
Hydraulic oil temperature should be approximately
70°F (21°C) during test.
FIGURE 10-4. PUMP PRESSURE TAPS
1. Shut-off Valve 4. Hoist Pump
2. Steering Pump 5. Hoist Pump
3. Compensator Adjust- Pressure Ports
ment
L10-8 Hydraulic Check-Out Procedure
Pressure Checks
1. Install a 0-100 psi (0-1000 kPa) low pressure
gauge at each brake cooling circuit manifold
block at the front and rear of the hoist valve.
2. Install a 0-3500 PSI (0-25,000 kPa) gauge in
the hoist cylinder manifold power down test
port.
3. Install a 0-3500 PSI (0-25,000 kPa) gauge in
each hoist pump outlet test port (6, Figure 10-
4).
4. Install a 0-100 psi (0-1000 kPa) low pressure
gauge at the inlet and outlet of the brake cooling
circuit heat exchanger.
Brake Cooling Circuit Test
1. Start engine and run at low idle. Place hoist
control lever in the FLOAT position.
Hoist pump outlet pressures should be
approximately 80 psi (550 kPa).
*Record on Data Sheet
Pressure at front and rear brake cooling
circuit manifold blocks should be
approximately 15 psi (100 kPa) or less.
*Record on Data Sheet
2. With engine at low idle, move the hoist control
lever to POWER UP.
Pressure at front and rear brake cooling
circuit manifold blocks should drop to 0 psi
(0 kPa) while body raises.
*Record on Data Sheet
3. Increase engine speed to 1500 RPM. Place
hoist control lever in HOLD or FLOAT.
Pressure at front and rear brake cooling
circuit manifold blocks should be
approximately 43 psi (300 kPa) or less.
*Record on Data Sheet
4. With engine at 1500 RPM, move the hoist con-
trol lever to POWER UP.
Pressure at front and rear brake cooling
circuit manifold blocks should drop to 0 psi
(0 kPa) while body raises.
*Record on Data Sheet
5. With the hoist control lever in the FLOAT posi-
tion, increase engine speed to maximum rpm.
Verify pressure drop across brake cooling
circuit heat exchanger does not exceed 10
psi (69 kPa).
*Record on Data Sheet
10/02 L10010
Power Up Relief Pressure Test
The hoist valve contains two relief valves. The rear
inlet section (toward rear of truck) contains the relief
valve for the rear section of the hoist pump. The front
inlet section (toward front of truck) contains the relief
valve for the front section of the hoist pump.
1. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid from the
wiring harness located in the hydraulic cabinet
behind the operators cab.

Be sure there is adequate (safe) overhead clear-

ance before raising body to full up position.
2. With engine at low-idle, place hoist lever in
POWER UP position and hold until body is in
the full raised position. (Be certain gauges are
identified as to the front or rear section of the
pump when pressures are read.)
Pressure at both hoist pump outlet test
ports should be 2500 ± 100 psi (17,237 ±
690 kPa).
*Record on Data Sheet
Adjustment
If hoist relief pressure is incorrect on either gauge,
the corresponding relief valve should be readjusted.
Adjust relief valve in rear hoist valve inlet section if
the rear pump section pressure was incorrect and/or
adjust the relief valve in front hoist valve inlet section
if the front pump section pressure was incorrect.
1. If power up relief pressure is incorrect in either
the front or rear inlet section, adjust pressure as
follows:
a. Lower body until it is resting on frame rails
and shut down engine. Wait at least 90 sec-
onds until accumulators bleed down.
b. Relieve all hydraulic pressure from hoist sys-
tem.
FIGURE 10-5. INLET SECTION
(Front and rear inlet sections are identical.)
1. Capscrew 6. Sleeve
2. Inlet Cover 7. Secondary Low
3. Spring Pressure Valve
4. Main Relief Valve 8. O-Rings
5. Spring 9. Inlet Valve body
c. Move hoist control lever to the "power down"
position and allow body to completely rest
on frame rails.
d. Disconnect tube from inlet section cover (2,
Figure 10-5). Disconnect hose(s) at top port.
e. e. Remove capscrews (1) from cover (2).
Remove cover (1) and spring (3) from relief
valve (4).
f. Loosen jam nut on relief valve (4) and turn
screw "in" (clockwise) to increase pressure
or "out" (counter-clockwise) to decrease
pressure.
NOTE: Each 1/4 turn of the adjustment screw will
cause approximately 150 psi (1,034 kPa) change in
pressure.
g. Install spring (3) and cover (2) with new O-
rings (8). Install and tighten capscrews (1).
Install tube to cover fitting. Install hose(s) at
top port.
2. Check pressure again, repeating step 2. If nec-
essary, repeat adjustment procedure until cor-
rect pressure is attained.

L10010 10/02 Hydraulic Check-Out Procedure L10-9

Power Down Relief Pressure Test
NOTE: The hoist system "power down" relief valve is
located on the hoist pilot valve, located in the
hydraulic components cabinet, behind the cab.
1. If not installed previously, Install a 0-3500 psi
(0-25,000 kPa) pressure gauge at the test port
on the hoist cylinder manifold, power down cir-
cuit.
2. Start engine and run at low idle. Allow the accu-
mulators to fill and the steering pump to unload.
3. With the body resting on the frame and engine
at low idle, place hoist lever in the power down
position.
Pressure at the test port on the hoist
cylinder manifold should be 1500 ± 75 psi
(10,340 ± 517 kPa).
*Record on Data Sheet

Adjustment
1. If power down relief pressure is not within spec-
ifications, adjust as follows:
a. Remove cap from power down relief valve
(2, Figure 10-6).
FIGURE 10-6. POWER DOWN RELIEF VALVE
1.) To increase power down relief pressure,
1. Spool Housing 2. Relief Valve
turn adjusting screw in (clockwise).
2.) To decrease power down relief pressure,
turn adjusting screw out (counter-clock-
wise).
2. Recheck power down relief pressure (step 3)
after valve adjustment. Install cap on relief
valve.
3. Shut down engine, allow accumulators to bleed
down. Remove gauges, hoses etc.

L10-10 Hydraulic Check-Out Procedure 10/02 L10010

Hoist Counterbalance Valve Adjustment
1. With the engine shut down, the body resting on
the frame, the hoist valve in the FLOAT position
and hydraulic system pressure bled down, dis-
connect the 3/8" pilot line (4, Figure 10-7) at the
Counterbalance Valve (1).
2. Install a plug (5) in the pilot line hose. Leave
port on Counterbalance Valve open to atmo-
sphere.
3. Install a 5000 psi (35,000 kPa) gauge (3) at the
SAE #6 port on the manifold block bolted to the
hoist cylinder manifold that connects to the
Counterbalance Valve. (Gauge will measure
rod end pressure.)
4. Start the engine and operate at high idle. Raise
the body while observing the pressure gauge
(3):
Pressure should be 3000 psi (20,680 kPa)
as the hoist cylinder 3rd stage extends.
*Record on Data Sheet
5. If necessary, adjust Counterbalance Valve
pressure at pressure adjustment (2); turning the
adjustment stem clockwise decreases pres-
sure. Turning counterclockwise increases pres-
sure. After adjustment is complete, secure
locknut on adjustment stem.
NOTE: Total adjustment range is 3 turns.
6. Repeat the above procedure until correct pres-
sure is obtained.
7. After adjustment is complete, place the hoist FIGURE 10-7. COUNTERBALANCE VALVE
valve in FLOAT and lower body on the frame. ADJUSTMENT
Be certain the hoist valve remains in the 1. Counterbalance 4. Pilot Pressure Hose
FLOAT position. Valve 5. Plug
8. Shut down the engine and allow accumulators 2. Pressure Adjustment 6. Hoist Valve
to bleed completely. 3. Pressure Gauge
9. Remove pressure gauge (3) and plug manifold
port.
10. Remove plug (5) and reinstall pilot line (4) at
Counterbalance Valve.

L10010 10/02 Hydraulic Check-Out Procedure L10-11

 HYDRAULIC SYSTEM FLUSHING PROCEDURE
The following instructions outline the procedure for
flushing the hydraulic system.
Preparation
1. Verify and correct, if necessary, the various
relief valves and adjustable hydraulic system
components (refer to "Hydraulic Checkout Pro-
cedure").
2. Place the Selector Switch in NEUTRAL, apply
the Parking Brake and place the REST switch in
the "ON" position. (Leave the "Rest" switch
"ON" for all the following procedures.)
a. Shut down engine and turn key switch
"OFF". Be certain the Link Voltage Warn-
ing Lamps turn off.
b. Allow at least 90 seconds for the steering
accumulators to bleed down.
c. Open the brake accumulator bleed down
valves on the brake manifold. (This will allow
any contaminants in the brake accumulators
to return to the hydraulic tank.)
3. Thoroughly clean the exterior of the hydraulic
tank. Drain the hydraulic tank and flush the inte-
rior with a cleaning solvent. Inspect all hydraulic
hoses for deterioration or damage.
NOTE: If a system component fails, all flexible hoses
should be removed and back flushed with a cleaning
solvent. Inspect for small particles which may be
trapped inside the hose.
4. Remove, clean and reinstall the hydraulic tank
strainers. Change all high pressure filter ele-
ments.
5. Fill hydraulic tank with clean, Type C-4 hydrau-
lic oil.
6. Bleed trapped air inside steering pump. (Refer
to "Steering and Brake Pump", Section L.)
L10-12 Hydraulic Check-Out Procedure
Flushing Procedure
1. Set all controls in the "Neutral" position. Do not
steer the truck or operate controls until the next
step is completed.
2. Start the engine and run at 1000 RPM for five
minutes. This will circulate oil with all valves in
the neutral position.
3. To increase flow and turbulence in the system,
increase engine speed to full throttle and main-
tain for four minutes. This will carry contami-
nates to the hydraulic tank.
4. Shut down engine and turn key switch OFF.
Allow at least 90 seconds for the accumulators
to bleed down.
5. Close the brake accumulator bleed down valves
on the brake manifold (opened in step 2.c.
"Preparation").
6. To enable full extension of the hoist cylinders,
disconnect hoist limit solenoid in hydraulic com-
ponents cabinet.
7. Start engine and run at 1000 RPM while per-
forming the following:
a. Steer truck full left then full right - repeat ten
(10) 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.
NOTE: The Hydraulic tank oil temperature should be
110° - 130°F (43° - 54°C) after accomplishing Step 7.
If not, repeat Step 3 to increase oil temperature to the
proper operating range.
8. Increase engine speed to full throttle and steer
full left and full right.
9. Return all controls to "Neutral".
The following procedures involve raising and
lowering the dump body. Be certain adequate
clearance is available above body before raising
body to the full "UP" position.
10/02 L10010
 10. Reduce engine speed to 1000 RPM and per- Filter Element Replacement
form the following:
After the hydraulic system flushing procedure has
been completed, all system high pressure filter ele-
ments must be replaced.
1. Close both hoist pump suction line shut-off
valves. Close the steering pump suction line
In all of the following hoist "UP" exercises, as the
shut-off valve.
second stage starts out of the hoist cylinder in
the power up mode, slowly decrease engine 2. Remove hoist, steering, and brake circuit
speed to prevent sudden bottoming of the cylin- hydraulic filters (if truck is equipped with brake
der. Severe damage to the hoist cylinder may filters), clean housings and install new filter ele-
occur if this precaution is not followed. ments. (Detailed instructions may be found in
Section L9.)
3. Check hydraulic tank oil level and refill if neces-
a. Extend hoist cylinders fully and "FLOAT" sary.
down - repeat ten (10) times. 4. Open all (three) suction line shut-off valves.
b. Extend hoist cylinders to full extension and
hold hoist control lever in the "Up" position
for 10 seconds.
c. Lower hoist cylinders and hold lever in
"Down" position for 10 seconds after cylin-
ders are fully retracted.
11. Increase engine speed to full throttle and per-
form the following:
a. Hoist up to full extension, then allow cylin-
ders to float down.
b. Return hoist control to "Float".
12. Operate the vehicle (on a typical haul cycle, if
possible) to exercise the braking functions a
minimum of 30 times. Insure that the braking is
also exercised in "Reverse", as would be seen
in a typical haul cycle.
13. If the unit is equipped with any hydraulically
operated attachment, the attachment must also
be cycled in a similar manner, following the
Checkout Procedure, or operator instructions.
14. Shut down engine and turn key switch OFF.
15. Allow at least 90 seconds for the accumulators
to bleed down. Turn the steering wheel to be
certain all pressure has been released.
16. Reconnect hoist limit solenoid in hydraulic com-
ponents cabinet.

L10010 10/02 Hydraulic Check-Out Procedure L10-13

 NOTES

L10-14 Hydraulic Check-Out Procedure 10/02 L10010

 930E CHECK-OUT PROCEDURE
STEERING SYSTEM DATA SHEET

MACHINE MODEL________UNIT NUMBER_________SERIAL NUMBER_______________

____________ Steering Accumulators charged to 1400 psi (9650 kPa).

Operate hydraulic steering system to obtain proper operating temperature. Refer to Check-out
Procedures.

PUMP PRESSURE CONTROL ADJUSTMENTS

STEP 6 _____________Steering pump compensator pressure
STEP 11 _____________Steering pump unload pressure.
STEP 12 _____________Steering pump load pressure.

STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS

STEP 4 _____________Flow amplifier return hose leakage.
STEP 5 _____________Steering control valve return hose leakage.

BLEEDDOWN MANIFOLD LEAKAGE TEST

STEP 5 _____________Bleeddown solenoid, steering relief, and piloted check valve leakage.

SHOCK AND SUCTION VALVES TEST

STEP 6 _____________Shock and suction valve pressure, left steer.
STEP 7 _____________Shock and suction valve pressure, right steer.
STEP 9 _____________Steering relief valve pressure setting.
STEP 12 _____________Steering pump reload pressure.

Name of Technician or Inspector Performing Check-Out_____________________________

DATE_____________________________

L10010 10/02 Hydraulic Check-Out Procedure L10-15

 930E CHECK-OUT PROCEDURE
BRAKE COOLING & HOIST SYSTEM DATA SHEET

MACHINE MODEL________UNIT NUMBER_________SERIAL NUMBER_______________

Operate hydraulic system to obtain proper operating temperature. Refer to Check-out Proce-
dures.

BRAKE COOLING CIRCUIT TEST

STEP 1 __________Hoist pump outlet pressures, low idle, FLOAT position.
__________Brake cooling circuit pressure, low idle, FLOAT position.
STEP 2 __________Brake cooling circuit pressure, low idle, POWER UP/DOWN position.
STEP 3 __________Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position.
STEP 4 __________Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position.
STEP 5 __________Heat exchanger pressure drop, high idle, FLOAT position.

POWER UP RELIEF PRESSURE TEST

STEP 2 __________Hoist relief pressure, front pump section.
__________Hoist relief pressure, rear pump section.

POWER DOWN RELIEF PRESSURE TEST

STEP 3 __________Power down relief pressure.

HOIST COUNTERBALANCE VALVE PRESSURE TEST

STEP 4 __________Counterbalance valve pressure.

Name of Technician or Inspector Performing Check-Out_________________________

DATE_________________________

L10-16 Hydraulic Check-Out Procedure 10/02 L10010

 SECTION M

OPTIONS AND SPECIAL TOOLS

INDEX

FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1

SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1

PAYLOAD METER II - ON BOARD WEIGHING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1

M01034 Index M1-1

 NOTES

M1-2 Index M01034

 SECTION M2
FIRE CONTROL SYSTEMS
INDEX

FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3

Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3

Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4

CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5

Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5

Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6

Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7

Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7

Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9

Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9

INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10

Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10

Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10

IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11

TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13

M02005 Fire Control Systems M2-1

 NOTES

M2-2 Fire Control Systems M02005

 FIRE CONTROL SYSTEM (MANUAL)
The fire control system aids in protecting the
machine in the event of a fire. The system consists
of:
• Actuators
• Pneumatic Actuator/Cartridge Receivers
• Pressure Relief Valve
• Check Valves
• Dry Chemical Tanks
• Hoses And Nozzles.
When either actuator is depressed, a nitrogen car-
tridge will pressurize the dry chemical tank. Once the
dry chemical tank has pressurized to a sufficient
pressure, a bursting disc in the tank outlet will break,
allowing the fluidized chemical to flow to the nozzles.
The nozzles will direct the agent at the fire and extin-
guish the flames.
Operation
To actuate the fire control system, pull the safety ring
on either of the actuators and depress the lever. One
actuator is located in the cab near the operator.
Another actuator is located on the left fender struc-
ture near the bumper.
NOTE: Operating either actuator will activate fire
control system.
Inspection and Maintenance
It is imperative that the fire control system is
inspected at least every six months. To insure that it
will operate effectively:
1. Check the system for general appearance,
mechanical 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 neces-
sary. Install cartridge hand tight.

FIGURE 2-2. NOZZLE AND BLOW-OFF CAP

FIGURE 2-1. FIRE CONTROL SYSTEM
1. Cab Actuator 5. Actuator Receiver
2. Remote Actuator 6. Cartridge
3. Safety Relief Valve 7. Bursting Disc Union
4. Check Valves 8. Dry Chemical Tank

M02005 Fire Control Systems M2-3


FIGURE 2-3. NOZZLES AND BLOW-OFF CAP
6. Inspect lines, fittings and nozzles for mechani-
cal 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.
M2-4 Fire Control Systems
3. Remove each extinguisher from its bracket.
4. Disassemble bursting disc union and replace
the ruptured bursting disc with flat side toward
extinguisher.
5. Fill tank with dry chemical to not more than
three inches (76 mm) from the bottom of the fill
opening.
6. Inspect fill opening threads and gasket. If nec-
essary clean threads.
7. Install the fill cap and tighten the cap hand tight.
8. Remove the cartridge guard from the dry chem-
ical tank and remove the cartridge.
9. Insure that the cartridge puncture pin is fully
retracted.
10. Weigh the new cartridge. The weight must be
within 0.25 ounce (7.0 grams) of the weight
stamped on the cartridge.
11. Screw the new cartridge onto the actuator
assembly, hand tight.
12. Replace the cartridge guard and install the dry
chemical tank into its bracket.
13. Connect line at the bursting union, and line at
the tank actuator.
14. Remove the cartridge guard from the remote
actuators and replace the cartridges.
15. Replace the cartridge guards, and install ring
pins on the push buttons.
16. Inspect hose, fittings and nozzles for mechani-
cal 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.
M02005
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1
The Checkfire Electric Detection and Actuation Sys-
tem - Series 1 (Figure 2-5) 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 insulating coating of the cable
melts allowing the conductors to short together clos-
ing the electric circuit to the squib which detonates
to depress the puncture pin and actuate the expel-
lant cartridge.

Components of the checkfire electric detection and

actuation system are shown in Figure 2-5.

Control Module
(Figure 2-4):
Provides the electrical connections necessary
between the power lead and the linear detection
wire to the power lead supplying electrical power,
via the squib, to the actuator. Also provides a visual
check of power availability - pressing the switch but-
ton will illuminate the green indicator light if electri-
cal power is available in the system. FIGURE 2-4. CONTROL MODULE

FIGURE 2-5. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM

1. Control Module 3. Linear Detection Wire 5. Test Kit (Not Shown)
2. Manual/Automatic Actuator 4. Power Wire

M02005 Fire Control Systems M2-5

Actuator
(Figure 2-6)
Provides automatic and manual means of fire sup-
pression system actuation. By pulling the ring pin
under the knob and then depressing the red knob,
the puncture pin will rupture the diaphragm in the
actuator and apply the system. Automatically, the
squib is fixed to rupture the cartridge disc when the
linear detection wire is exposed to temperatures in
excess of its rated range.
FIGURE 2-8. POWER WIRE

FIGURE 2-9. TEST KIT

1. Indicator Light Assembly
FIGURE 2-6. MANUAL/AUTOMATIC ACTUATOR
2. End-of-Line Detection Wire Jumper Assembly

Linear Detection Wire Test Kit

(Figure 2-7): (Figure 2-9):
Consists of a two conductor heat rated thermo cable. Provides for checking of electrical continuity and con-
The temperature rating of the cable is 221°F 105°C) sists of an indicator light assembly and an End-of-
black wire or 356°F (180°C) using red wire. When the Line linear detection wire jumper assembly.
cable is subjected to temperatures in excess of this
rating the insulating coating melts allowing the con-
ductors to short together, closing the actuating circuit
to fire the squib.

FIGURE 2-10. SQUIB

FIGURE 2-7. LINEAR DETECTION WIRE Squib

(Figure 2-10)
Power Wire
(Figure 2-8): Is an electrically detonated component containing a
small exact charge of powder. When the actuation
Consists of a battery connector and conductor lead
circuit is closed by the linear detection wire melting,
wires to connect the actuation system to the truck
an internal wiring bridge in the squib heats up caus-
electrical system (battery circuit). The battery con-
ing the power charge to detonate, forcing the punc-
nector is equipped with a 5 ampere in line fuse
ture pin to rupture the cartridge disc to release the
(replaceable).
nitrogen gas charge.

M2-6 Fire Control Systems M02005

Securing the Detection Wire be on. This indicates the power wire is
installed correctly to the control module. If
After the linear detection wire has been loosely
light does not appear, check all connections
installed, secure it to the equipment being protected
to insure they are snapped together. Retest
as follows:
by depressing button. If light is not on, refer
1. Begin at the control module with the first sec- to Troubleshooting The Electric Detection
tion of detection wire. If this section is sufficient System covered in this section.
to cover the total hazard area, no additional
b. If battery power is correct, proceed to check-
lengths are required. If additional lengths are
ing total system power.
required, remove blank plugged connector from
the end of first length and add lengths until the
total hazard area(s) is covered.
NOTE: Remember to leave closed blank plug
connection on the last length of detection wire.
When making connection, push plug into receptacle
until a "click" is heard (Figure 2-11). Plugs and recep-
tacles are keyed to allow insertion only in one direc-
tion. After "click" is noted, apply a small amount of
back pull to confirm connection has been made.

FIGURE 2-12. POWER CHECK

FIGURE 2-11. LINEAR DETECTION WIRE Do Not install squib to power lead at this time
CONNECTOR (Figure 2-13).

2. Secure the wire every 12-18 in. (30-45 cm)

throughout the hazard area(s) using the black
nylon cable ties provided. Secure more often if
desired, or to keep the wire out of the way.
Secure the wire to mounting surfaces, decks,
struts, hydraulic hoses in the area, or any
secure, non-moving part of the protected equip-
ment. Always keep the previously mentioned
guidelines in mind when installing the wire.

Preliminary Test Before Final Hook-Up

All necessary linear detection and power wire instal-
lation is now completed. Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly.
FIGURE 2-13. DO NOT CONNECT SQUIB
1. The Power Wire
a. Depress the button on top of the control
module and note green indicator light (Figure
2-12). With button, depressed, light should

M02005 Fire Control Systems M2-7

 c. Proceed to the end of the last length of
detection wire and remove the jumper
assembly (Figure 2-15). Finally, put original
plugged blank connector onto detection wire.
The test module light should immediately go
out. If light does not go out refer to "Trouble-
shooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2-17). NOTE: Retain
these components for possible later use.

! CAUTION !
Remove jumper to prevent fire suppression sys-
FIGURE 2-14. INSTALL JUMPER tem from discharging when squib is installed in
electric detection and actuation system.
2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the
end of the last length of detection wire.
Remove the plugged blank connector (Fig-
ure 2-14) 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 2-15).
Test module light should immediately illumi-
nate. This test confirms that the wire is prop-
erly installed and will function as designed. If
test module light does not illuminate on test
module, refer to the "Troubleshooting" sec- FIGURE 2-16. REMOVE JUMPER ASSEMBLY
tion.

FIGURE 2-15. INSTALL TEST MODULE

ASSEMBLY FIGURE 2-17. REMOVE INDICATOR LIGHT
ASSEMBLY

M2-8 Fire Control Systems M02005

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 2-18).
After installing squib into actuator body, loosen pro-
tective shipping cap from squib and remove bridge
(Figure 2-19).

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 2-20). Hand tighten as firmly as possible.

Placing the Electric Detection & Actuation

System Into Service
FIGURE 2-18.
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 man-
ual puncture lever several times to insure
smooth operation.
3. Insert ring pin in hole and attach lead wire seal
(See Figure 2-21).

FIGURE 2-19.

FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE

4. Insert LT-5-R cartridge (PB0674) into lower

actuator body and hand tighten firmly.
5. Record date that system was placed in service.
FIGURE 2-20.

M02005 Fire Control Systems M2-9

INSPECTION AND MAINTENANCE
SCHEDULES
Proper inspection and maintenance procedures
must be performed at the specified intervals to
be sure that the electric detection and actuation
system will operate as intended.
4. Weigh the actuation cartridge on the electric
detection and actuation system. Replace car-
tridge if the weight is 1/4 oz. (7 g) less than that
stamped on cartridge. Check the cartridge
threads for nicks, burrs, cross threading and
rough on feathered edges. Examine gasket in
bottom of electric detection and actuation sys-
tem for elasticity. If the temperature is below
freezing, warm the gasket with body heat to
insure a good seal. Clean and coat lightly with a
high heat resistant silicone grease.

Daily
The machine operator should manually test system
power by pushing the button and noting illumination
of indicator light. This confirms battery power is avail-
able. If light is not illuminated, refer to "Troubleshoot-
ing" covered in this section.

Normal Maintenance Based On Actual Operating

Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck mainte-
nance to perform total system check.
NOTE: The squib should be replaced after being in
service for five years. The proper disposal of the old
squib should be done by actuating the squib within
the actuator body. To do this, remove actuator LT-5-R
cartridge (PB0674) from body. Install test jumper FIGURE 2-22. REMOVE CARTRIDGE AND
assembly to end of linear detection wire assembly. DISCONNECT SQUIB
This jumper will service as a wiring short and cause
the squib to discharge.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
System is now back in service. Do Not reinstall cartridge at this time.
Record date of installation of new squib. 5. Test system power by depressing button on
control module. Note illumination of light while
button is depressed.
1. Check all mounting bolts for tightness.
6. Remove squib connector before proceeding
2. Check all wiring connectors for tightness and with next series of checks (Figure 2-22).
possible evidence of corrosion.
7. Using the furnished test kit assembly, proceed
3. Inspect detection and power wire as follows: to the end of the last length of detection wire.
a. Check for wear due to abrasion (at wall pen- Remove the plugged blank connector and
etrations, around corners, etc.). install the jumper assembly (retain plugged
blank connector to be reinstalled after testing is
b. Check for damage from direct impact or
completed).
other abuse.
8. With jumper in place, screw the squib connector
c. Check mounting locations for tightness. into receptacle on test module (Figure 2-23).
d. Insure mounting hardware has not come Light on the test module should immediately
loose or been broken, either of which would illuminate. This test confirms that the detection
allow the wire to sag. wire is properly installed and will function as
intended.

M2-10 Fire Control Systems M02005


FIGURE 2-23. ATTACH INDICATOR LIGHT
ASSEMBLY (Test Module)
If test module light does not illuminate, refer to Trou-
bleshooting The Electric Detection System, covered
in this section.
9. Proceed to the end of the last length of detec-
tion wire and remove the jumper assembly. Put
original plugged blank connector back on detec-
tion wire. Test module light should immediately
go out. If light does not go out, refer to Trouble-
shooting The Electric Detection System,cov-
ered in this section.
FIGURE 2-24. REMOVE TEST MODULE
M02005 Fire Control Systems
10. Remove the test kit from the system by discon-
necting the squib connector from the test mod-
ule (Figure 2-24).
Failure to remove jumper assembly will cause
system discharge when squib is installed into
electric detection and actuation system.
11. Remove squib from actuator body and check
that it has not been fired. Reinstall squib and
wrench tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on electric detection and actuation
system actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
14. Install actuation cartridge back into lower actua-
tor body and tighten firmly by hand.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the
event of a fire, the following steps should be taken:
1. Turn the machine off.
2. Manually activate fire suppression system, if
possible.
3. Move away from the machine taking a hand
portable extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put
out any possible re-ignition of the fire after the
fire suppression system is expended.
Explanation of the above steps.
1. If you leave the machine running, it may add
fuel to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
4. Having a hand portable fire extinguisher is
advised because remaining heat may cause
part of the fire to re-ignite after the fire suppres-
sion system has discharged. Depending on the
heat that remains, this may occur a number of
times, so remain alert until the equipment cools
and you are assured that re-ignition is not likely.
M2-11
What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.

What to Do After the Fire is Out

The machinery should not be restarted until it has
been serviced and cleaned (water spray or steam
may be used to remove the dry chemical). If the elec-
tric detection and actuation system cannot be
recharged immediately, at least recharge the remain-
der of the fire suppression system so that manually
actuated protection is available.

Recharging the Electric Detection and Actuation

System
The recharge of the electric detection and actuation
system is similar to the original procedure for install-
ing and placing the automatic detection system into
service. Follow these procedures as outlined previ-
ously in this manual, omitting the section which deals
with mounting the bracket and power wire.
Replace the entire length(s) of detection wire
involved in the fire area.
Before the system is put back into service, it is impor-
tant that the inside chamber of the actuator be
cleaned thoroughly. Failure to do so may cause
excessive carbon build-up on the internal O-ring and
piston chamber. This build- up will also stop the
puncture pin from returning to its up-most position.
To clean actuator (See Figure 2-25):
1. Remove squib.
2. Remove actuator from bracket and loosen
upper portion of body.
FIGURE 2-25. ACTUATOR ASSEMBLY
3. Apply pressure to the bottom of the puncture
pin. This will force out the puncture pin and
spring.
4. Thoroughly clean carbon deposits from base of
stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push button manually
several times to insure free movement of punc-
ture pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2-25).

M2-12 Fire Control Systems M02005

 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
broken Reconnect/install new length
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 Install jumper assembly
zone wiring
Reconnect
Connector apart on either power or detection zone
Loosen green lens, install new bulb
wiring
Look for possible short in external power wiring and
Bulb burned out
change fuse
Blown fuse in battery connector assembly
Install new length
Wire broken
Charge battery or install new one
Dead battery
Clean and tighten
Battery connection loose

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
Detection wire too close to heat source
Test jumper assembly left in place after testing
Replace length(s) of detection zone wire. Replace
squib and recharge
Check for broken points of security, move away from
heat source, and recharge
Remove jumper, reinstall plugged end of line connector
and recharge

M02005 Fire Control Systems M2-13

 NOTES

M2-14 Fire Control Systems M02005

 SPECIAL TOOLS

Part Num- Description Use

ber
EB1759 Nitrogen Suspension &
Charging Kit Accumulator
Nitrogen Charg-
ing
1. “T” Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas

NOTE: Arrangement of parts may vary from illustration

shown, depending on Charging Kit P/N.

Part Number Description Use

EF4875 Roller Assy. Power Module
(No longer Remove & Install
available as
complete unit)
EF4873 Roller Mount
PB7624 Bearing
SP5874 Bearing
Retainer
Ring
ED2364 Roller
Retainer
Ring
C1645 Capscrew
0.75 -10 NC
x 2 1/4 in.
C1542 Lockwasher
0.75 in.
ED2363 Roller Ring

M08012 10/01 Special Tools M8-1

 Part Number Description Use
PB8326 Offset Box End Miscellaneous &
Wrench, Cab Mounting
1 7/16 in.

Part Number Description Use

TZ2734 3/4 in. Torque Miscellaneous
Adapter

Part Number Description Use

TZ2733 Tubular Handle Use with
PB8326 &
TZ2734

Part Number Description Use

BF4117 Seal Installation Front & Rear
Tool Disc Brake
Floating Ring
Seal Installation
ED3347 Seal Installation Rear Axle/Hub
Tool Adaptor Float-
ing Ring Seal
Installation

M8-2 Special Tools 10/01 M08012

 Part Number Description Use
ED8703 Sleeve Align- Steering Link-
ment Tool age and Tie Rod
Assembly, Refer
to Section “G”

Part Number Description Use

EF9302 Wear Indicator Brake Disc
Wear, Refer to
Section “J”
EB1723 Cap, Indicator
EF9301 Pin, Indicator
WA0010 O-ring, Indica-
tor Pin
TL3995 O-ring, Indica-
tor Cap
EB4813 Housing, Indi-
cator
SV9812 O-ring, Housing

Part Number Description Use

EF9160 Harness Payload Meter
Download, Refer
to Section “M”,
Payload Meter

M08012 10/01 Special Tools M8-3

 Part Number Description Use
EH7817 Alignment Tool Upper Hoist Pin

Part Number Description Use

PB4684 Hydraulic Cou- Miscellaneous
pling

Part Number Description Use

PB9067 Bulkhead Con- Battery Jumper
nector

M8-4 Special Tools 10/01 M08012

 Part Number Description Use
EH0768 Guide Pin Rear, Outer
Wheels

Part Number Description Use

*ED8860 Engine Turning To Rotate
Tool Engine
(MTU Engine
Only)

NOTE: To use this tool for the MTU/DDC 4000 Series

Engine, it must be used with the locally made Adapter
Plate.

* This tool may also be acquired as MTU Part Number

F6 555 766.

M08012 10/01 Special Tools M8-5

 Part Number Description Use
ED8860 - Engine Turning To Rotate
With Adapter Tool Engine
Plate (MTU/DDC
4000 Series
Engine)

NOTE: To use the MTU engine turn-over tool for the

MTU/DDC 4000 Series Engine, it must be used with
the locally made Adapter Plate (1), as shown.

Remove screen/cover plate on the bottom of the

engine flywheel housing at the 5 or 7 o'clock position.
Install assembly and use 1/2" drive wrench in driver
socket (4) to turn engine.

1. Adapter Plate 3. Engine Turning

2. Socket-head Tool ED8860
Capscrew 4. Driver Socket

Part Number Description Use

Locally Made Adapter Plate Use With
ED8860 Engine
Turning Tool as
shown above.

M8-6 Special Tools 10/01 M08012

 Dimension "A" - Bolt Hole Diameter Dimension "F" - Cylinder Height
Dimension "B" - Plate Outside Diameter Dimension "G" - Cylinder Outer Diameter
Dimension "C" - Bolt Circle Diameter Dimension "H" - Cylinder Inner Diameter
Dimension "D" - Plate Inside Diameter Dimension "I" - Cylinder Wall Thickness
Dimension "E" - Plate Thickness NOTE: Surface A-A must be parallel to surface B-B
within 0.062 in. after welding.
SPINDLE REMOVAL TOOL (930E-1 ONLY)

M08012 10/01 Special Tools M8-7

 TABLE 1. PUSHER TOOL DIMENSIONS

Dimen-
Description 930E-1 Refer to Section G, Drive Axle, Spindles, and Wheels,
sion
for information on using the spindle tool to properly
Plate Bolt 1.37 in. remove the spindles from the machine.
"A"
Hole Diameter (34.8 mm)

21.62 in.
"B" Plate O.D.
(549.2 mm)

Bolt Circle 19.25 in.

"C"
Diameter (489.0 mm)

2.00 in.
"D" Plate I.D.
(50.8 mm)

1.37 in.
"E" Plate Thickness
(34.8 mm)

Pusher 5.25 in.

"F"
Cylinder Height (133.4 mm)

Pusher 12.37 in.

"G"
Cylinder O.D. (314.2 mm)

Pusher 9.00 in.

"H"
Cylinder I.D. (228.6 mm)

Cylinder Wall 1.75 in.

"I"
Thickness (44.5 mm)

M8-8 Special Tools 10/01 M08012

 SECTION M20
PAYLOAD METER II - ON BOARD WEIGHING SYSTEM
INDEX

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3

Haul Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3
LIGHTS, SWITCHES AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Gain Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Viewing Payload Calculation Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Checking the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Adjusting the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Using the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Viewing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-15
Checking the Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-15
Checking the Gt setting: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16
Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16
Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
Setting The Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
Setting The Machine I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
Setting The Operator I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
DOWNLOAD OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-20
DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-20
Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24

M20007 12/01 Payload Meter II M20-1

 Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
UP FACTOR - PAYLOAD CALCULATION GAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-25
PL MODE -LOAD CALCULATION TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-25
FINAL GEAR RATIO SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-26
BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-27
After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-28
SUSPENSION PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-28
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-29
PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-30
CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-31
PAYLOAD METER II™ RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-32
PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-33
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-34
COMMON PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-34
Suspension Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-34
Symptom Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-35
Missing Body-Up Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-35
Missing Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-36
F-18: Alternator R-Terminal, Oil Pressure Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-36
Shorted 18v Sensor Power Supply (930E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-36
FAULT TREE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-37
Payload Lights Won't Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-37
Red, Amber or Green Payload Light Does Not Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . .M20-38
Cannot Download - PC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-39
PC Communications Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-40
F.CAL: Payload Meter Won't Calibrate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-41
F-20: Sensor Power Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
F-21, F-25: Left Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
F-22, F-26: Right Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
F-23, F-27: Left Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
F-24, F-28: Right Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
F-31, F-32: Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Body Up Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Brake Lock Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Adjusting the Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
CONNECTORS AND PRESSURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52
REAL-TIME PAYLOAD METER II™ MONITOR PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-55
Menu Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-58
Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-58
Log File Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-58
Connections to Payload Meter II™ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59
USING SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-60
Monitoring Inputs Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-60
Monitoring Suspension Charging Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-60
Pressure Sensor Dummy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-63
GAIN ADJUSTMENT WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-64

M20-2 Payload Meter II 12/01 M20007

 PAYLOAD METER II ON BOARD WEIGHING SYSTEM (OBWS)
GENERAL INFORMATION
The Payload Meter II™ (PLM II™) On Board Weigh-
ing 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 sus-
pension pressures and an inclinometer to determine
the load in the truck. The payload weight can be dis-
played in short tons or metric tons.
Haul Cycles
The beginning of a new haul cycle starts at the
dump, when the body comes down from dumping
the last load.
At the loading site, the PLM II™ begins to calculate
the size of each shovel pass (swingload) once the
payload is greater than 10% of rated load for the
truck. There are three external deck-mounted lights
on each side of the truck. The lights indicate pay-
load weight divided into three separate stages. A
forecast feature will flash a deck mounted light pre-
dicting the payload weight if the next bucket of
material is dropped into the body.
At the moment the wheels begin to turn after loading
under the shovel, the PLM II™ takes one sample of
FIGURE 20-1. PAYLOAD METER II
1. Display panel
2. Reception pilot lamp (Rx busy)
3. Transmission pilot lamp (Tx busy)
4. Memory card access lamp (CARD busy)
5. Mode switch [MODE]
6. Calibration/clear switch [CAL] [CLR]
WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)
M20007 12/01 Payload Meter II
suspension and inclinometer data. After traveling
160 m (0.10 mi.) from the loading site, the PLM II™
uses the data sampled under the shovel to calculate
final payload.
The PLM II™ displays payload on its display when
the truck is stopped. For the first 160 m (0.10 mi.)
after loading, the payload meter displays distance
from the loading site. At all other times when the
truck is moving, the display shows the time of day.
The payload meter stores in memory various oper-
ating data. This data includes:
• payload, time, distance, and travel speed for
each cycle
• date and time that the engine was started and
stopped
• date and time of each fault that occurred or was
canceled
• 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 communica-
tion cable is connected to the port inside the cab.
7. Total/shift switch [TOTAL] [SFT]
8. Light/increment switch [LIGHT] [INC]
9. Memory card
10. Cover
11. Diagnostic/Download Port
M20-3
LIGHTS, SWITCHES AND COMPONENTS
On The Face Of The Payload Meter
(Refer to Figure 20-1)
1. Display Panel
Digital display area for the data being recorded
in memory. This will include items such as:
· Payload
· Date & Time
· Cycles
· Travel Distance
· Fault Codes and Warnings
2. Reception Pilot Lamp (Rx Busy)
This light will illuminate for 3 seconds when the
system is powered up. It will then be lit when-
ever the computer is communicating.
3. Transmission Pilot Lamp (Tx Busy)
This light will illuminate for 3 seconds when the
system is powered up. It will then be lit when-
ever the memory is being downloaded to a per-
sonal computer.
4. Memory Card Access Lamp (CARD Busy)
This light will illuminate for 3 seconds when the
system is powered up. It will also be lit when-
ever the memory data is being downloaded to
the memory card.
5. Mode Switch
This switch is used to select the mode or sys-
tem 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
M20-4 Payload Meter II
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.
7. Total/Shift Switch
Used to display payload and overall number of
cycles each time the load is dumped. Will dis-
play the error codes. This switch is also used
with the CALIBRATION/CLEAR switch to clear
total payload and overall number of cycles.
8. Light/Increment Switch
Used to change the digital increments or units
for the various displays. Also used to adjust the
brightness of the lights on the monitor display.
9. Memory Card
Used to receive data from the payload meter
memory to this card which can then be used to
transfer the data into a personal computer. This
enables the memory to be downloaded and
saved when a personal computer is not avail-
able.
10. Cover
Protective cover for the Memory Card. Do not
open or place foreign objects in slot.
11. Diagnostic/Download Port
Connector port that is used for downloading the
memory data to a personal computer.
12/01 M20007
TIPS FOR OPERATION EXTERNAL DISPLAY LIGHTS
To assure the On Board Weighing System records The Payload Meter II™ controls three light relays.
the most accurate and consistent data, these impor- The relays operate three deck mounted lights on
tant steps should be followed: each side of the truck. There is one green light, one
amber light, and one red light. (Figure 20-2)
• Always keep suspension oil and nitrogen
properly charged. The most common failure for While the truck is stopped being loaded and the hoist
causing inaccurate payload data is due to lever is in the float position, the appropriate lights will
improperly charged suspensions. Always follow remain on according to the following schedule:
shop manual procedures when charging a
suspension. Refer to Section "H". It is crucial to
maintain the proper oil and nitrogen levels at all
times.
• For most Komatsu Trucks:
Use only the brake lock switch to hold the truck
stationary at the loading and dumping area.
For Komatsu 330M/HD785 Trucks ONLY: Use
the park brake switch to hold the truck
stationary at the loading and dumping area.
Any other method will not allow the payload
system to register properly.
FIGURE 20-2. LOAD INDICATOR LIGHTS
• Do not activate the "Lamp Test" switch during
loading. Inaccurate and inconsistent data may be
stored.
INDICATOR LIGHTS PAYLOAD WEIGHT
• At the loading area do not release the Brake Lock
(or Park Brake switch) until the loading is Off Off Green 50% and Greater
complete and the load shock from the last load Off Amber Green 90% and Greater
dumped has settled.
Red Amber Green 105% and Greater
• The loading area surface must be maintained as
flat and level as possible. The On Board The shovel or loader operator can predict the pay-
Weighing System can compensate for slight load weight by observing these lights. During the
variations in grade and unevenness, but ruts, loading operation, a forecast feature flashes a deck
berms, rocks, etc. will cause the system to record
mounted light predicting the payload weight after the
inaccurate and inconsistent data.
next bucket of material is loaded into the body. The
• Regularly remove "carryback" from the dump logic is as follows:
body.
1. If the measured payload is varying 3% or less
• Calibrate regularly. Refer to "Calibrating a Truck". of the rated load for more than 3 seconds, the
• Do not focus on single payloads when viewing current load is deemed a steady value.
data from the payload meter. Use the average of 2. If the difference between the previous steady
several payloads to get a more accurate value and the current steady value is greater
calculation of payload productivity. 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 12/01 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 measure-
ments 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 formu-
las shown below.
3.14
Sprung Weight = Suspension Diameter2 (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000
These forces are combined with the geometry of the
truck to produce the load calculation. It is critical that
the suspensions are charged according to shop man-
ual specifications and the pressure sensors are func-
tioning properly.
Inclinometer
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
FIGURE 20-3. LINKAGE FACTOR
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 mul-
tiplied 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 underestimate the load.
Payload Meter II 12/01 M20007
Gain Factor Sources of Error
Gain factor is part of the formula the payload meter Poorly charged suspensions can lead to systematic
uses to calculate the payload. The gain factor is a error in the calculation of payload. The error is most
tool that compensates for variations between actual obvious when the oil level is low. When there is too
weight of the payload and the calculated weight from little oil in the suspensions, the cylinder may com-
the payload meter. The gain factor should only be press completely under a load. The weight of the
adjusted after several payloads have been weighed truck will be carried by the metal to metal contact
on a scale. The gain should never be adjusted based within the suspension. Not only will the ride of the
only on one payload. It takes at least 10 scale weigh- truck, the life of the tires, and other components be
ins to determine an average variation. A worksheet is affected, but the pressure in the cylinder will not truly
located at the end of this chapter to assist in calculat- represent the load on the truck. Under-charged sus-
ing the necessary gain adjustment. pensions typically cause the payload calculations
from the payload meter to be lower than the actual
There are two types of gain adjustments, Gt gain and
payload.
UP factor. It is recommended that only the Gt gain be
adjusted. This adjustment is made using the potenti- Typical Data From Service Check Mode
ometer on the side of the payload meter. Refer to
A sample data set is shown in Figure 20-4. This data
"Adjusting the Gain".
was taken in the laboratory and is used in Figure 20-
Brake Lock 5 to calculate the final load. Note the front suspen-
sion pressures were converted into the front sprung
The Brake Lock only applies the rear brakes. This weight using the formulas above Figure 20-5. The
allows the front wheels to rotate slightly as the truck front sprung weight is then multiplied by the front
is being loaded. This is important because the pay- incline factor and the front linkage factor. The same
load meter assumes that the front wheels can rotate is done with the rear sprung weight. The front and
freely. As the truck is being loaded, it will begin to rear sprung weights are then summed. This number
squat down on the suspensions. This will change the is multiplied by the Gt gain potentiometer value. The
wheel base dimension of the truck. This freedom of calibration load is subtracted from the total to pro-
movement prevents additional binding and friction in duce the final load. The load displayed on the meter
the front suspensions. is this final load (item #15) multiplied by the UP gain
The incline of the grade on which the truck is loading factor.
is measured by the inclinometer. This helps deter- Number Data Description
mine the incline factors that are applied to the front
and rear sprung weights. The tire forces on the road 1 13:09 Current Time
surface that hold the truck on grade affect the sus- 2 749.4 Front Left Pressure (Psi)
pension pressures. If the front and rear brakes are 3 848.9 Front Right Pressure (Psi)
locked, the effect on the suspension pressures can-
not be determined. If only the rear brakes are applied 4 863.2 Rear Left Pressure (Psi)
the effect is predictable and the incline factors accu- 5 1049.0 Rear Right Pressure (Psi)
rately account for the forces on the tires. 6 106.0 Front Weight (Tons)
If the service brake or park brake is used and 7 75.1 Rear Weight (Tons)
depending on the incline and other factors, the pay-
8 -1.85 Inclinometer (Degrees)
load meter can overestimate or underestimate the
load. It is important that only the brake lock be 9 0.95 Incline Factor - Front Wheels
used while loading the truck. (Parking brake on 10 0.984 Incline Factor - Rear Wheels
330M/HD785).
11 1 Link Factor - Front Wheels
12 1.539 Link Factor - Rear Wheels
13 70.6 Calibration Sprung Weight (Tons)
14 1.000 Gain Adjustment
15 143.8 Current Load (Tons)
16 3.9 Battery Backup Voltage (Volts)
FIGURE 20-4.

M20007 12/01 Payload Meter II M20-7

 NOTE: This screen is the only place that the Viewing Payload Calculation Inputs
value of the Gt gain potentiometer can be
The PLM II™ estimates payload by monitoring sus-
checked. pension pressures when the truck is loaded and
There are two gain factors that can be applied to the compares them to truck empty pressure values. The
payload measurement. The first is the Gt gain factor PLM II™ uses one empty truck weight for all payload
and the other is the UP gain factor. They are not calculations. This empty truck weight is called the
applied uniformly to all payload calculations. 'tare weight'. It is not the empty vehicle weight
(EVW). It is an estimate of the empty weight of all the
truck components suspended above the suspen-
sions. The process of making the PLM II™ calculate
the tare weight is called the calibration procedure.
Example Calculation of Payload This calibration weight is used as item #13 from the
These calculations used a 13" front suspension manual calculation procedure in Figure 20-4.
diameter and 10" rear suspension diameter. 1. Press and hold the LIGHT/INC and
3.14 MODE switches until "CHEC" is
Sprung Weight= Suspension Diameter2 (Psi Left + Psi Right)
4 flashing on the display.
Sprung Weight = Axle Weight(lbs)/2000
2. Press and hold the CAL/CLR
switch until "CALL0" is flashing
on the display.
Front Weight (6) 106.00 Rear Weight (7) 75.10 3. Press the CAL/CLR switch to cycle through the
following data. The sequence repeats.
x Incline Factor (9) 0.95 x Incline Factor (10) 0.98
100.70 73.90 Item and Description Units
x Link Factor (11) 1.00 x Link Factor (12) 1.53 1. Year of Calibration Last 2 digits of year
Front Weight 100.70 Rear Weight 113.70 2. Month: Day of Calibration XX:XX
3. Hour: Minute of Calibration XX:XX
Front Weight 100.70 4. Truck Model Setting
Rear Weight 113.70 5. Pressure Front Left Psi
Total Weight 214.40 6. Pressure Front Right Psi
x Gain Factor (14) 1.00 7. Pressure Rear Left Psi
214.40 8. Pressure Rear Right Psi
- Calibration (13) -70.60 9. Front Sprung Weight Tons
10. Rear Sprung Weight Tons
FIGURE 20-5.
11. Degree of Incline ±° Nose Up Positive
12. Incline Factor - Front Axle
13. Incline Factor - Rear Axle
14. Link Factor Front Axle
15. Link Factor Rear Axle
16. Calibration Weight Tons

4. Press MODE once and "CHEC" will

flash on the display.
5. Press MODE once and the meter will return to
normal operation.

M20-8 Payload Meter II 12/01 M20007

Checking the Gain
1. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is
flashing on the meter.
2. Press and hold the LIGHT/INC
switch until "ALL0" is flashing on the
display. "A.FUL" may also be dis-
played.
3. Press the LIGHT/INC switch14 times. The num-
ber displayed will be the current Gt gain. Press
MODE twice to return to normal operation.
M20007 12/01
Adjusting the Gain
Before adjusting the gain perform the following steps:
1. Confirm the suspension oil and nitrogen
charges are at the levels specified in the shop
manual.
2. Weigh the empty truck and then calibrate the
payload meter. Do both in succession to ensure
the weights are nearly identical.
3. Weigh at least 10 different loads to get an accu-
rate deviation from actual scale weight and the
payload calculation from the payload meter.
Complete the gain adjustment worksheet at the
end of this module. The worksheet is an accu-
rate way to calculate the necessary gain adjust-
ment.
Adjustment Procedure:
1. Ensure the PLM II™ is in normal operating
mode.
2. Adjust the gain potentiometer on the side of the
meter. Right to decrease, left to increase.
3. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is
flashing on the meter.
4. Press and hold the LIGHT/INC
switch until "ALL0" is flashing on the
display. "A.FUL" may also be dis-
played.
5. Press the LIGHT/INC switch14 times. The num-
ber displayed will be the current Gt gain. This is
not a "live" reading. Any time the gain is
changed, this cycle must be repeated to view
the new change.
6. Press MODE once and "CHEC" will
flash on the display.
7. Press MODE once and the meter will return to
normal operation.
Payload Meter II M20-9
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 num-
ber of cycles that can be stored in memory is 2900 cycles.

ITEM UNIT RANGE REMARKS

Engine Operation Number Number 1 - 65535 Advances by one each time the engine
is started.
Month Month 1 - 12
Day Day 1 - 31
Time Hour Hour 24 Hour Clock These values are stored when the load
is dumped.
Time Minute Minute 1 - 59
Payload Metric tons 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

M20-10 Payload Meter II 12/01 M20007

Engine ON/OFF Data
When the engine is started or stopped, the following data is recorded.

ITEM UNIT RANGE REMARKS

Engine Operation Number Number 1 - 65535 Advances by one each time the engine
is started.
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12
Indicates when the engine was started.
Day Day 1 - 31
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 shut off.
Day Day 1 - 31
Time Hour Hour 24 Hour Clock
Time Minute Minute 0 - 59
Total Payload Metric tons 0 - 999900.0 Total payload from the time when the
Short tons engine was started until the time the
engine was shut off.
Total Number Of Cycles Number 0 - 9999 Totals for the time that the engine was
running.

Fault Codes and Warning Data

ITEM UNIT RANGE REMARKS

Error Code Displayed by a combination of letters and numbers representing a spe-
cific error code.
Engine Operation Number At Time Of Number 1 - 65535 Every time the engine is started the
Occurrence 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

M20007 12/01 Payload Meter II M20-11

Engine Operation

ITEM UNIT RANGE REMARKS

Every time the engine is started the
Number when Canceled Number 1 - 65535 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 was
Total Payload Short Tons 0 - 999900.0 cleared.
Total Number Of Cycles Digital Number 0 - 9999 The number of cycles since the unit
was cleared.
Last Two Digits Of Year Year 0 - 99
Month Month 1 - 12
Date and time the unit was cleared.
Day Day 1 - 31
Time Hour Hour 24 Hour Clock
Time Minute Minute 0 - 59

Other Data

ITEM UNIT RANGE REMARKS

Set Up Data That The Operator Can Speed Limit Km/MPH
Check Option Code Digital Number Communication Mode
Year Year
Month Month
Calibration Data Date and time when calibrated.
Day Day
Hour Hour
Minute Minute

M20-12 Payload Meter II 12/01 M20007

OPERATOR FUNCTIONS Clearing the Operator Load Counter
1. Press the TOTAL/SFT switch once. The num-
Using the Operator Load Counter
ber displayed is the total tons hauled since the
The payload meter makes available to the operator a last time the counter was cleared. The total is
total load counter and haul cycle counter. This allows displayed in hundreds of tons.
each operator to track the tons hauled during their 2. Press and hold the CAL/CLR switch until the
shift. The total is displayed in hundreds of tons. For display flashes.
example, if 223 is displayed, this means that 22,300
3. Press the CAL/CLR switch until "0000" is dis-
tons have been hauled since the last time the cycle
played. After 2 seconds the meter will return to
counter was cleared.
normal operation.
This memory location is separate from the main pay-
Clearing this memory does not affect the main pay-
load data storage. This memory is not cleared when
load data storage.
the Data All Clear Operation is performed. Clearing
this memory does not affect the main payload data
storage.
Dimming the Lights on the Display
Viewing the Operator Load Counter
There are a total of 10 brightness levels on the PLM
1. Press the TOTAL/SFT switch once. II™ display.
If there is a fault code present at this time: From the normal operation display:
2. The error code for that problem will be dis- 1. Press the LIGHT/INC switch. The lighting will
played. This will be a flashing display. become one level dimmer. This will continue
3. Press the TOTAL/SFT switch again. If addi- until the lighting has reached its lowest level.
tional faults or warnings exist, that fault code will 2. After reaching the lowest level, the display will
be displayed as a flashing code. return to the brightest setting.
4. Repeat step #3 until no fault codes are dis-
If the switch is held in the depressed position, the
played. ":" will show when no additional faults
brightness will change continuously.
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 num-
ber 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.

M20007 12/01 Payload Meter II M20-13

INITIAL SETUP OF PAYLOAD METER
There are several things that must be checked and
programmed when a payload meter is first installed.
1. Check the switch settings on the side of the
meter.
2. Check the Operator Check Mode settings
3. Check the Service Check Mode settings
4. Calibrate the clean truck.
The next few pages show the steps required to per-
form these checks. Only after all of these steps have
been performed can the payload meter be released
for service.
Switch Settings
FIGURE 20-6.
There are nine switches located behind the panel on
the left side of the payload meter. Figure 20-6 shows
the switch numbers. The following switch positions
should be confirmed before the meter is installed.
* Set switch 4 for the appropriate model.
M20-14 Payload Meter II
Switch Position
1 Initial Setup should be set to 1.00 - Gain
Clockwise(-20%) CCW (+20%)
Refer to "Gain Factor" for adjust guidelines
B Do not Adjust - Buzzer Volume
7 - Speed Regulation
2 0=107%, 7=100%, F=92%
The 930-2 should be set to '6'.
7 - Distance Regulation
3 0=107%, 7=100%, F=92%
The 930-2 should be set to '6'.
4 4 - 685E
5 - 630E
B - 730E
C - 930E
D - 530M
E - 330M
F - 830E
5 DOWN - Memory function
(DOWN = Enable, UP=Disable)
6 DOWN - Inclinometer Use
(DOWN = Enable, UP=Disable)
7 DOWN = Short Tons, UP = Metric Tons
8 UP
930E-2 trucks are equipped with 53/80R63 series
tires and require small changes to the switch set-
tings of the PLM II™. The tires have a larger roll-
ing radius than the PLM II™ assumes. This
causes the PLM II™ to underestimate distances
by 1%. The Speed Regulation and Distance Regu-
lation switches should be switched to position 6.
This is contrary to what the label may say.
Additionally, the payload gain on 930E-2 trucks
also needs to be adjusted. The front suspensions
are larger than the original 930E suspension, and
therefore, data programmed into the payload
meter is not completely accurate. The gain must
be increased by 1%. There are two methods for
changing this gain; changing the UP factor using
the buttons on the front panel, or using the gain
adjustment potentiometer on the side of the
meter. The preferred method is using the potenti-
ometer. Refer to "Adjusting the Gain".
12/01 M20007
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" to clear the haul
cycle data.
3. Press the MODE switch once.
The display will show: Refer to
"Display of Fault Codes" for view-
ing fault codes.
4. Press the MODE switch once.
The display will show: This is the
truck ID number. Refer to "Setting
The Machine ID" to change Machine ID.
5. Press the MODE switch once.The
display will show.
Refer to "Setting The Operator
ID" 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 unnec-
essary faults and warnings. Refer to "Setting
The Speed Limit" to make adjustments.
7. Press the MODE switch once.
The display will show:
Refer to "Setting The Option
Code" to change the option.
8. Press the MODE switch once.The
current time should be displayed
with the minutes flashing. Refer to
"Setting The Time And Date" to change the time
and date.
9. Push the MODE switch to return to normal
operation.
M20007 12/01 Payload Meter II
Checking the Service Check Mode
Refer to page 24 for additional information on UP
Factor and PL Mode prior to setting these values.
Setting "UP:XX"
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 "XX" is set to
the desired gain (± 9%).
5. Press MODE. The display will
show:
6. Press MODE and the meter will return to normal
operation.
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 dis-
play will show.
7. Press MODE and the meter will return to normal
operation.
M20-15
Checking the Gt setting:
Refer to "Checking the Gain" and "Adjusting the
Gain" for display and adjustment information.
Checking the Inclinometer Settings
Refer to "Viewing Payload Calculation Inputs" for
instructions on displaying truck pitch angle. With an
empty truck on level ground and suspensions prop-
erly charged, the display should indicate 0.0 ± 1.0.
Remember, this is not a live display. After adjust-
ment, 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
Microsoft Windows. The "Monitor Pressures" section
of the program displays live inclinometer data. The
inclinometer can be loosened and adjusted until the
live display shows 0.0 ± 1.0 degrees with an empty
truck on level ground, and the suspensions properly
charged.
Another method is to use a voltmeter to read the volt-
age output of the inclinometer. With an empty truck
on level ground, and the suspensions properly
charged, the output voltage should be 2.6 ± 0.1 volts.
M20-16 Payload Meter II
Calibrating a Truck
This procedure causes the PLM II™ to calculate a
new empty 'tare' (calibration) weight (refer to "View-
ing Payload Calculation Inputs) for use with all sub-
sequent payload estimates. Before calibrating,
confirm the truck nose up produces a positive incline.
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. Whenever any major change to the truck has
been performed that would change the empty
vehicle weight.
5. 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.
>Carry out this operation on flat level ground.
>Travel in a straight line.
>Maintain a steady speed, 6-10 MPH (10-15 Km/H)
5. The payload meter is now calibrated and ready
for normal operation.
12/01 M20007
DISPLAYS AT START-UP
POWER ON:
All external display lamps (Figure 20-2) will come on
and stay on for approximately 27 seconds during the
"Power-up Process".
The "Power-up Process" will display the PLM II™
settings. Each display will occur for approximately 3
seconds:
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 definitions.
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 II™, where
"CL : - -" indicates Inclinometer Not Used, and
"CL : oo" indicates Inclinometer Is Used.
5. The display will show:
This display indicates method of
measurement where:
"US : - -" indicates METRIC Tons.
"US : oo" indicates U.S. Tons.
M20007 12/01 Payload Meter II
6. The display will show:
This function is not used.
"SU : - -" indicates Switch 8 is up.
"SU : oo" indicates Switch 8 is down.
7. The display will show:
This display indicates the
Machine ID code where "xxx" indicates a value
between 0 and 200.
8. The display will show:
This display indicates the Opera-
tor ID code where "xxx" indicates a value
between 0 and 200.
9. The display will show:
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
Option Code" and to "Method of Operation" for
more information on this function.
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.
M20-17
SETUP AND MAINTENANCE Setting the Option Code
1. Press and hold the MODE switch
Speed Limit
until "Cd:dP" is displayed.
A warning can be displayed if the machine exceeds a 2. Press the MODE switch once.
preset speed. The display will show:
The available range is: 10 - 99 km/h (6 - 62 mph). It is 3. Press the MODE switch once.
recommended to set the speed limit to 99 km/h (62 The display will show:
mph). 4. Press the MODE switch repeat-
edly until "OP.XX" is displayed.
Setting The Speed Limit
5. Press the LIGHT/INC switch to
1. Press and hold the MODE switch change the "unit digit" to the desired number.
until "Cd:dP" is flashing.
6. Press the TOTAL/SFT switch and
2. Press the MODE switch once. the display will then indicate:
The display will show:
7. Press the LIGHT/INC switch to
3. Press the MODE switch once. change the "tens digit" to the desired number.
The display will show:
8. Press the MODE switch to return to normal
4. Press the MODE switch repeat- operation.
edly until "SP.XX" is displayed.
9. The Option Code selects the PLM II™ commu-
5. Press the LIGHT/INC switch to nication mode as follows:
change the "unit digit" to the desired number.
6. Press the TOTAL/SFT switch and
the display will then indicate: Option Code COMMUNICATION MODE
7. Press the LIGHT/INC switch to 0 Stand Alone
change the "tens digit" to the desired number.
10 PMC Mode (530M/HD1500 only)
8. Press MODE switch to return to normal opera-
tion. Modular Mining Mode, Scoreboard
12 and User Data Communication
Mode

NOTES:
1. The Option Code is set to "0" for trucks not
equipped with Modular Mining System (MMS)
(Except 530M/HD1500).
2. The 530M/HD1500 with Powertrain Manage-
ment Control (PMC) system uses "10" as the
setting for the Option Code.
3. For trucks with Modular Mining System (MMS)
or Scoreboard, the Option Code is "12".

M20-18 Payload Meter II 12/01 M20007

Setting The Machine 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
once."d.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 show:
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
operation.
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 repeat-
edly 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
operation.
M20007 12/01
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 repeat-
edly until "XX:XX" is displayed.
5. Press the LIGHT/INC switch to
change the minutes.
6. Press the TOTAL/SFT switch and
the display will then indicate:
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 MODE switch to return to normal opera-
tion.
Payload Meter II M20-19
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 AK4635. Detailed instructions for installing
the software and downloading the data is provided
with AK4635 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 posi-
tion.
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.
M20-20 Payload Meter II
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 sec-
onds.
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
displayed. 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 25 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.
12/01 M20007
• 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.

6. Press the TOTAL/SFT switch to view faults

again or press the MODE switch to return to
normal operation.

M20007 12/01 Payload Meter II M20-21

M20-22 Payload Meter II 12/01 M20007
M20007 12/01 Payload Meter II M20-23
 Monitoring Input Signals
This procedure can be used to monitor the current
input signals to the payload meter.
1. Press and hold the LIGHT/INC and MODE
switches until "CHEC" is flashing.
2. Press and hold the CAL/CLR and TOTAL/SFT
switches until "S.CHE" is flashing.
3. Press the CAL/CLR switch to cycle through the
following information :
Service Check Mode
1. Press and hold the LIGHT/INC and MODE
switches until "CHEC" is flashing.
2. Press and hold the LIGHT/INC switch until
"ALL0" is flashing. "A.FUL" may also be dis-
played.
3. Press the LIGHT/INC switch to cycle through
the following data. The sequence repeats.
Item and Description Units

C1:oo - Shift Selector in 1. Current Time Hours: Minutes

"N" 2. Pressure Front Left Psi
C1 Mechanical Trucks C1:-- - Shift Selector not in 3. Pressure Front Right Psi
"N"
4. Pressure Rear Left Psi
C1 Electric Trucks C1:oo - Brake Lock On
C1:-- - Brake Lock Off 5. Pressure Rear Right Psi

C2 Body Up C2:oo - Body Down 6. Front Weight Tons

C2:-- - Body Up 7. Rear Weight Tons
C3 Engine Oil Pressure C3:oo - Engine Run 8. Degree of Incline ±° Nose Up
C3:-- - Engine Stopped Positive
C4 Alternator R Terminal C4:oo -Alternator Charging 9. Incline Factor - Front Axle
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 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
4. Press MODE once and "CHEC" will flash on the
03:01 - Empty Stopped display.
Current Status 01:02 - Empty Traveling
C11 Note: Sample values 06:03 - Loading 5. Press MODE once and the meter will return to
are shown. 02:04 - Loaded Traveling normal operation.
04:05 - Loaded Stopped
05:06 - Dumping
C12a* Time Empty Travel S1:xx - Minutes*10
C12b Time Empty Stopped S2:xx - Minutes*10
C12c Time Loaded Travel S3:xx - Minutes*10
C12d Time Loaded Stop S4: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.

M20-24 Payload Meter II 12/01 M20007

UP FACTOR - PAYLOAD CALCULATION
GAIN
Description of UP Factor
The payload calculation gain, or UP factor is multi-
plied to the actual calculated load. From the example
shown in Figure 20-4, 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 uni-
formly to all load calculations. There are three oper-
ating modes for the payload meter and the UP factor
is applied differently to each mode. Therefore, it is
recommended that this percentage 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 typi-
cally 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 recom-
mended.
M20007 12/01 Payload Meter II
Careful consideration must be given to the use of
PL:01 and PL:10. These modes divide the data
transmitted by Modular Mining and the data stored in
the payload meter's memory. Additionally, each
mode handles the UP factor differently and can cal-
culate 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 cap-
tured 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 fac-
tor 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 fac-
tor percentage.
PL:01
Modular Mining Transmission - 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 transmitted when the truck travels 160m from
the shovel. This load calculation will use the UP fac-
tor 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 cap-
tured 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.
M20-25
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 repeat-
edly 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 the LIGHT/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.

M20-26 Payload Meter II 12/01 M20007

BATTERY REPLACEMENT PROCEDURE 4. Remove the electrical connector. Remove the
screws on the top surface and the rear face.
ERROR CODE, F-09, DISPLAYED Remove the cover (Figure 20-8). This will
expose the battery, its wires, and the connector.
Replacing the Battery
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 drops, 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 bat-
tery. This should be performed when the truck is in
FIGURE 20-8. ACCESS TO BATTERY
an unloaded condition. The data stored in the pay-
load meter should be downloaded to a personal com-
puter or carry out the memory card dump operation. 5. Grasp the wires coming from the battery and
If this is not done, when the battery is disconnected pull outward. By pulling perpendicular from the
all data will be lost. board, it will disconnect the connector from the
board and pull the battery out of its holder
All that is required is a phillips-head screwdriver and simultaneously (Figure 20-9).
a new battery (P/N 581-86-55710)

1. With the keyswitch in the ON position, down-

load the data stored in the payload memory, or
perform 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 - Use care 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 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-
FIGURE 20-7. REMOVING PAYLOAD METER ler back into the instrument panel.

M20007 12/01 Payload Meter II M20-27


FIGURE 20-10. BATTERY CONNECTION
After Replacing the Battery
While replacing the battery, the backup power source
for the memory inside the payload meter is momen-
tarily disconnected. This can allow unwanted data
(garbage) to enter the memory and affect the meter's
recognition procedures. The following will remove
this unwanted data.
1. Turn the keyswitch to the ON position.
may flash.
2. Using the Operator Check Mode, set the speed
limit option code, time and date. (These were
erased from memory when the battery was dis-
connected).
3. Without turning the keyswitch to the OFF posi-
tion advance to the start position. With the
engine running, the display:
may flash.
4. Perform the calibration procedure. Refer to
"Calibrating a Truck".
5. Load the truck to the rated payload, or close to
it. Dump the load.
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.
M20-28 Payload Meter II
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 calibra-
tion 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 cylinder. The sensors produce a voltage
signal from 1 - 5 volts output.
The pressure sensor is mounted to the suspension
cylinder using a Schrader Valve assembly, adapter
and sensor. The sensor can be replaced without
releasing the pressure in the suspension by remov-
ing the sensor with the adapter.
Removal
Ensure the adapter and sensor are removed
together from the valve assembly. Removing the
complete valve assembly or just the sensor may
result in the component being forced out of the
suspension by the gas pressure inside.
1. Disconnect sensor from truck wiring harness.
Note: The Schrader valve in the valve assembly will
prevent gas from escaping when adapter and
sensor are removed together. If entire valve
assembly is turned allowing nitrogen gas to escape,
recharging of the suspension will be required.
2. Hold valve (2, Figure 20-11) with wrench while
removing the adapter/sensor assembly (3 & 4).
3. Remove sensor (4) from adapter (3).
FIGURE 20-11. PRESSURE SENSOR
1. Schrader Valve 3. Adapter
2. Valve Assembly 4. Sensor
12/01 M20007
Installation Installation
1. Install a new O-ring onto sensor (4, Figure 20- 1. Install inclinometer (3, Figure 20-13) with cap-
11) and install sensor onto adapter (3). Tighten screws, nuts and lockwashers (4).
the sensor to 22-29 ft.lbs. (30-39 N.m) torque.
2. Install a new O-ring onto adapter (3) and install
complete adapter/sensor assembly onto valve
(2). Hold the valve body and tighten adapter/
sensor assembly to 103 ft.lbs. (176 N.m)
torque.
3. Connect the sensor wiring to the truck wiring
harness. The sensors have three wires. Be sure
that wires are connected correctly. (Figure 20-
12)

FIGURE 20-13. INCLINOMETER

1. Operator's Center 3. Inclinometer
Console Frame 4. Capscrew, Nut and
2. Bracket Lockwasher
FIGURE 20-12. SENSOR SIDE CONNECTOR VIEW
2. Connect inclinometer wiring to the truck wiring
harness. (Figure 20-14) Be sure that wires are
Pin Number Wire Color Wire Function
connected correctly.
1 Black Ground (GND)
2 Red + Power
3 White Signal

INCLINOMETER
As the truck is tilted fore or aft, the weight distribution FIGURE 20-14. INCLINOMETER SIDE
between the front and rear axles changes. To com- CONNECTOR VIEW
pensate for this, the inclinometer measures the
ground angle at which the truck rests. This data is
Pin Number Wire Color Wire Function
then sent to the payload meter so it can calculate the
correct payload weight. The inclinometer is located 1 Black Ground (GND)
below the operator's center console (passenger seat 2 Red + Power
structure).
3 White Signal
Removal
Adjustment
1. Disconnect inclinometer wire lead from har-
ness. 1. Park the truck on a 0% grade.
2. Remove the three capscrews, nuts and lock- 2. Loosen the three inclinometer mounting cap-
washers (4, Figure 20-13) and inclinometer (3). screws (4, Figure 20-13) and rotate the incli-
nometer until a voltage range of 2.6 ± 0.1 volts
can be measured (using a volt-meter) at pins 1
and 2 of the inclinometer harness connector.
3. Tighten all capscrews (4, Figure 20-13) to stan-
dard torque, after the adjustment.

M20007 12/01 Payload Meter II M20-29

PAYLOAD METER BACK PANEL

M20-30 Payload Meter II 12/01 M20007

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

9 Alternator R Terminal (Charge Signal) Running - 28VDC 8

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
No. Description Comments (Optional Input, Reserved)

1 Engine Oil Pressure Switch Running Open No. Description

Off - Closed 1 Optional Input GND
2 Sensor Power Out +18V 2 Analog Input 1
3 Sensor GND 3 Analog Input 2
4 Left Front Suspension Pressure Sensor 1-5VDC Normal 4 Digital Input 1
5 Right Front Suspension Pressure Sensor 1-5VDC Normal 5 Digital Input 2
6 Left Rear Suspension Pressure Sensor 1-5VDC Normal 6
7 Right Rear Suspension Pressure Sensor 1-5VDC Normal 7
8 Inclinometer
9 Body Rise Signal Body Down - Open
Body Up - Gnd
10 Brake Lock Signal/Neutral Signal Lock Off - Open
Lock On - Gnd
11
12

M20007 12/01 Payload Meter II M20-31

 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 proce-
dure is a repeated display of F.CAL on the meter
despite repeated calibration. If possible, download
the payload meter before performing this procedure.
This procedure will erase all memory and user set-
tings.
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 OP, UP, PL,
P.SEL, and E.SEL settings. The meter will
restart and display "F.CAL".
M20-32 Payload Meter II
6. Start the engine.
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/
HD785), 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 nor-
mally.
12/01 M20007
 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)

M20007 12/01 Payload Meter II M20-33

 TROUBLESHOOTING

COMMON PROBLEMS
Suspension Charging
The Payload Meter II™ is a reliable controller and is rarely the source of failure in calculating payloads. The single
most common cause for an inaccurate payload estimate is improper suspension charging. Often maintenance per-
sonnel will not take the time to properly drain a suspension and carefully recharge it with oil and nitrogen. Most
often technicians will simply 'gas up' the suspensions with more nitrogen and send a truck back into service.
Komatsu engineers have conducted tests at customer sites to monitor suspension charging on trucks and found
many trucks to be improperly charged. Trucks with poorly charged suspensions were sent to service bays for main-
tenance by mine personnel. In some cases these trucks were returned to operation in worse condition than when
they were first checked because service personnel did not take the time to carefully charge the suspensions.
The payload meter uses the pressures from the suspensions to calculate payload. As the truck is loaded, a flat sus-
pension will completely collapse. The top suspension cap will make metal-to-metal contact with the bottom. This
often occurs in the rear suspensions. The pressure in the suspension will not accurately reflect the force applied to
the suspension by the weight of the material in the body and inaccurate payload calculations will result.
In addition to inaccurate payload calculations, improperly charged suspensions increase wear-and-tear on truck
frames and tires, increasing maintenance costs over the life of the truck. Each over-loaded haul cycle with under-
charged suspensions leads to premature failure. Consistently low payload estimates are the first sign that the sus-
pensions are not being properly maintained and the truck is on a path toward increased operating costs and
system failures. Thankfully, the effects of improper suspension charging can be postponed with proper service and
care.
Specific suspension charging procedures for each truck model can be found in the shop manual. In general, the fol-
lowing items are very important for proper charging:
• Completely discharge the suspension. This may take more than an hour for the nitrogen and oil to completely
discharge. However, to ensure that the proper volume of fresh oil is added, it's necessary to remove as much
of the oil/nitrogen mixture as possible.
• Fill the suspension to the proper height with fresh oil, this is critical to keeping the suspensions from bottoming
out.
• Charge the suspension to the proper height with nitrogen.
Refer to Section “H” for the proper charging procedures.
This module contains an example of how to use the Scope program from Komatsu to monitor suspension pressure
data.

M20-34 Payload Meter II 12/01 M20007

Symptom Table

PROBLEM PROBABLE CAUSE

Payload meter is not recording haul cycles.
Only one haul cycle in memory.
Display shows payload all the time.
Display does not show time when the truck is trav-
eling.
No distance or speed information is recorded in
the haul cycle data.
Payload meter does not 'count up' while driving
away from the shovel.
Payload meter will not calibrate.
F-18 fault
F20 - F28 faults flashing
Pressure sensor value drifts up or down erratically.
Broken or missing body-up signal. The body up
signal triggers the PLM II™to start a new haul
cycle. Check using the "Monitoring Input Signals"
procedure.
Broken or missing speed signal. Check using the
"Monitoring Input Signals" procedure.
Missing alternator R-terminal signal. Troubleshoot
signal or make modification to eliminate signal.
Refer to the “F-18: R-Terminal, Oil Pressure Sig-
nals” on the following page.
Shorted sensor power or ground. Troubleshoot
wiring. Refer to the "Shorted 18v Sensor Power
Supply" fault tree in this section.

Missing Body-Up Signal

The payload meter starts a new haul cycle after the body comes down from dumping the last haul cycle. Each new
haul cycle starts at the dump. Without a body-up signal, the payload meter does not know that a new haul cycle
has started. The payload meter will not record new haul cycles without the body-up signal. This is the most com-
mon sign that the signal is missing.
The body-up input signal is received from a magnetic switch located on the inside of the truck frame forward the
pivot pin of the truck body. This is the same switch typically used for input to the drive system. When the body is
down, the switch closes and completes the circuit to 71-Control Power. 24vdc indicates the body is down. Open cir-
cuit indicates that the body is up. This input can be checked using the "Monitoring Input Signals" procedure.

M20007 12/01 Payload Meter II M20-35

Missing Speed Signal
The payload meter uses the speed signal to measure distances and speeds. It is the speed signal that causes the
payload meter to sample pressure data to estimate payload just after loading. After the truck travels 160 m (0.10
mi.) the payload meter records the payload estimated using the data captured just after loading. During the 160 m,
the payload meter displays a count. When the payload meter is set to display metric units, it counts up to 160 m.
When English units is selected, it counts up to 0.10 mi. This 160 m (0.10 mi) is designed to allow the truck to repo-
sition around the shovel during loading.
If the speed signal is missing, the payload meter captures suspension data when the body rises at the dump.
Without the speed signal, the payload meter cannot determine that the truck has begun moving after loading. In
addition, it cannot measure the 160 m from the loading site. While the truck is loaded, the payload meter will dis-
play live payload estimates. When the truck is empty, the payload meter will display 0. The haul cycle data stored in
memory will have 0 recorded to max speed and haul cycle distance.

F-18: Alternator R-Terminal, Oil Pressure Signals

The PLM II™ monitors engine hours using the alternator R-terminal and oil pressure signals. The payload meter
will register a fault if both signals are not present.
For the R-terminal input to the payload meter, 24v=engine running and 0v=engine stopped.
For the oil pressure input to the payload meter, open=engine running and ground=engine stopped.
It is recommended that these inputs be modified to indicate that the engine is running at all times. Connect the R-
terminal input to payload meter to the keyswitch (712) signal. Disconnect and tape back the oil pressure signal to
the payload meter. These changes will cause the payload meter to always consider the engine to be ON.
There are 2 effects from this change.
• On power-up, the payload meter will not show the normal sequence of displays. This is not usually a problem.
• The payload meter cannot be re-initialized. This extremely rare procedure is used to reboot the payload meter.

Shorted 18v Sensor Power Supply (930E)

The 18v sensor power supply, circuit 39F, comes from the payload meter and branches out to the inclinometer and
pressure sensors. The connection for this is made approximately 30.5 cm (12 in.) from the connection at the back
of the cab, just above the wheel. This can be a common point of failure and should be the first place to check when
the pressure sensor values drift erratically while the truck is sitting still or the payload meter indicates shorts on all
the pressure sensors.
The harness may be repaired with a butt splice, or a new harness can be purchased and installed.

M20-36 Payload Meter II 12/01 M20007

FAULT TREE DIAGNOSIS
Payload Lights Won't Illuminate
The load lights are illuminated for 5 seconds after the keyswitch is turned ON. The load lights are powered through
a 15A breaker on relay board 2 (RB2). The Light Control Relay (LCR) is activated by a ground signal through the
brake lock switch. The brake lock switch must be closed to complete the circuit through the LCR relay and power
the load lights. Each light color is controlled by a relay on RB2. Each load light relay coil is grounded through the
payload meter to activate the light. There is one relay for each color light.
If the load lights do not illuminate during loading, verify the brake lock is being used at the loading site. Verify that
the lights illuminate when the keyswitch is turned ON. If not, check the 15A circuit breaker and the LCR relay, first.
Then, check the brake lock signal to the relay board. Ensure that the connections to the relay board are solid.

M20007 12/01 Payload Meter II M20-37

Red, Amber or Green Payload Light Does Not Illuminate
The payload lights only illuminate when the brake lock is applied. If all the load lights are not working, be sure to
troubleshoot the light control relay, refer to “Payload Lights Won't Illuminate”.
The most common reason for a payload light not working is a burned out bulb. Replace burned out bulbs with
Komatsu's high durability replacement lights. Komatsu is also currently working on Light Emitting Diode (LED)
replacement lights with significantly longer life. Check with your distributor for availability.

M20-38 Payload Meter II 12/01 M20007

Cannot Download - PC Communications
The most common problem with PC communications to the payload meter is configuration of the PC. Be sure the
correct serial port is selected for your laptop. In addition, be sure you have the latest PC software by checking with
your distributor.
Verify the payload meter is using the proper OP setting. Refer to “Setting the Option Code” for information on OP
settings.
No body-up input signal can be perceived as a communication problem with the payload meter. Without the body-
up signal, the payload meter never starts a new haul cycle. When the payload meter is downloaded, and no haul
cycles have been stored in memory, a technician may assume that the laptop did not communicate with the pay-
load meter.

M20007 12/01 Payload Meter II M20-39

PC Communications Configuration
Laptop computers must be properly configured to communicate with the payload meter. Often times the wrong
serial port is set, or old software is being used that is not compatible with newer computers.
Verify the correct serial port is set for your laptop. The most common port available on a laptop is serial port 1. It is
sometimes labeled as COMM1.
Occasionally, installed software on the laptop will take command of the serial port and not let the download soft-
ware have access to the port. Software used by Palm Pilots, Handspring Visors, Pocket PCs, and other Personal
Digital Assistant (PDA) devices monitors the serial port for connections. When this software is active, the download
software cannot use the serial port and cannot download the payload meter. Ensure this software is not running
when attempting to download data from the payload meter.

M20-40 Payload Meter II 12/01 M20007

F.CAL: Payload Meter Won't Calibrate
The most common cause for failure to calibrate is a missing speed signal to the payload meter. Check the inputs to
the payload meter to confirm that the speed signal is being received. Refer to “Monitoring Input Signals”.
The payload meter also uses the R-terminal and oil pressure signals for calibration. These signals indicate that the
engine is running. Verify these signals are being properly received.

M20007 12/01 Payload Meter II M20-41

F-20: Sensor Power Fault
A common failure point can be the connector on the suspension pressure sensors. These connectors take a lot of
abuse from pressure washing and occasionally short circuit or develop floating voltages from water and dirt intru-
sion. The quickest way to fix these problems is to disconnect the two halves and blow out any debris and clean the
contacts. The process of disconnecting and re-inserting a connector often clears up many problems. If a problem
persists, check the crimps on the terminals for intermittent connection due to vibration and wear.
On the 930E’s, the most common cause for sensor power faults is a short in the harness coming from the back of
the cab to the Aux/Junction box. This harness contains a splice for sensor power. This splice is approximately 305
mm (12 in.) from the connector and is exposed to vibration and dirt from the left tire. It may be possible to locate
this splice and repair it. A single wire for circuit 39F carries 18v from the payload meter to the splice, where it
branches out for each sensor.
The 39F circuit from PLM II™ is over-current protected. If this circuit is shorted to ground, the payload meter will
automatically shut off the 18v supply. This will cause the payload meter to register faults for all the sensors.
In general, check the voltages at the sensors. It may be possible to disconnect each sensor in the junction box to
see where the short may be. If disconnecting all the sensors does not clear the fault, it is likely that the problem lies
within the harness from the back of the cab to the control cabinet.
Refer to the following page for the fault tree diagram.

M20-42 Payload Meter II 12/01 M20007

Sensor Power Fault Fault Tree

M20007 12/01 Payload Meter II M20-43

F-21, F-25: Left Front Pressure Sensor

F-22, F-26: Right Front Pressure Sensor

F-23, F-27: Left Rear Pressure Sensor

F-24, F-28: Right Rear Pressure Sensor

A common problem with sensors is connector failure. Often the connectors to the suspension pressure sensor are
not secured to the truck and become caked with mud and debris. They become targets for the power washers used
to clean the trucks at maintenance. Many problems with the pressure sensors can be relieved by disconnecting
the connector, cleaning the terminals, reconnecting the connector halves, and securing the connector. Over time,
the terminal crimps may fail and need to be replaced.
Check power supply voltage to the sensor between circuits 39F (red, 18vdc) and circuit 39FG (black, ground).
Check the sensor output between circuits 39FA, 39FB, 39FC or 39FD (white, 1-5vdc) and circuit 39FG (black,
ground). It may be helpful to check these voltages on the sensor side of the connector and on the harness side of
the connector. Corrosion in the connector can affect voltages through the connection.
Compare output voltage from the pressure sensor to the pressure inside the suspension. Use a pressure gauge to
measure the pressure in the suspension. The output voltage from the pressure sensor is a 1-5vdc signal. This 4-
volt span linearly represents 0 to 2845 psi. For example, if the pressure in the suspension is 410 psi, the output
voltage should be:

 410 
Voutput = 1 + 4 ×   = 1.576vdc
 2845 

Don’t forget to add the 1v since the output of the pressure sensor at 0 psi is 1 volt
The generic version is:

 Suspension _ pressure 
Voutput = 1 + 4 ×  
 2845 

M20-44 Payload Meter II 12/01 M20007

Pressure Sensor Fault Tree
NOTE: Confirm the sensor voltages using the Sensor Power Fault tree to confirm that the problem is not a failure in
the harnesses coming from the cab to the control cabinet. If all the pressure sensor faults are active, check the
power supply first.

M20007 12/01 Payload Meter II M20-45

F-31, F-32: Inclinometer
There are very few problems with the inclinometer in general. The inclinometer allows the payload meter to com-
pensate for front-to-rear weight transfer on a grade.
Verify that when the truck nose is pointed uphill, the inclinometer reads positive. It is possible that the inclinometer
is installed backwards. This could significantly reduce the accuracy of payload calculations.
The inclinometer output is voltage that linearly represents the angle of the truck with nose up producing a positive
incline. 0° = 2.6vdc and the voltage output decreases with positive incline. For example, with the truck parked 5°
nose up:
Using the formula:

Voutput = 2.6 volts - 0.103 degree

volts x inclinedegrees

The inclinometer output should be:

volts
Voutput = 2.6 volts - 0.103 degree x 5° = 2.085volts

Refer to the following page for the Inclinometer Fault Tree.

M20-46 Payload Meter II 12/01 M20007

Inclinometer Fault Tree

M20007 12/01 Payload Meter II M20-47

Body Up Input
The body up signal is critical to proper payload meter operation. The payload meter starts a new haul cycle when
the body comes down from dumping the last load. If the payload meter cannot sense the body up and down, it will
not begin recording haul cycles.
Confirm that the dashboard indicator for body-up is working properly. If not, check the connections at the body up
switch. This switch is a magnetic reed switch. The switch may fail or the plate that triggers the switch may be mis-
aligned. Refer to the appropriate shop manual for the proper procedure for adjusting the switches.
NOTE: The input to the payload meter is ’live’ and can be checked by raising and lowering the body or using a
large washer to trigger the switch.

M20-48 Payload Meter II 12/01 M20007

Brake Lock Input
The brake lock is used to lock only the rear wheels during loading. This allows the front wheels to rotate slightly and
allows the payload meter to more accurately estimate payload. It is very important that only the brake lock be used
during loading. Using the service brakes will significantly decrease payload meter accuracy.
The brake lock connects circuit 39H to ground. The circuit is wired through a small black connector behind the dash
panel.
Confirm that the warning light panel indicates that the brake lock is recognized by the other truck systems. If so, fol-
low the signal from the switch to the payload meter. It may also be that the connector on the back of the payload
meter needs to be disconnected and re-inserted to clean the contacts.

M20007 12/01 Payload Meter II M20-49

Speed Signal
The speed signal triggers the payload meter to display the time of day when the truck begins moving. If this does
not happen or the payload meter does not count up the distance from the shovel after loading, the speed signal
may be missing. This can be confirmed by checking the inputs to the payload meter. Refer to “Monitoring Input Sig-
nals”. Verify the payload meter is not receiving a speed signal before following the troubleshooting fault tree.
NOTE: The payload meter will ignore speed signal input if the brake lock appears to be on. Confirm the payload
meter correctly reads the brake lock input.

930E Speed Signal

On the 930E, the speed signal comes from a speed sensor mounted on the left-front wheel. Occasionally, this sen-
sor is damaged by debris, impact during tire mounting, or misalignment during repair of the spindle. The wheel
must be removed to replace the sensor. Since the sensor is an active device, it requires an 18v power supply to
power the electronics that convert the electromagnetic pulses into signals for the payload meter. In addition,
because the sensor is active and not just a simple coil, it is not possible to measure the resistance across the con-
tacts of the harness to determine if the sensor has failed.
To troubleshoot, confirm that the 18v power supply is reaching the sensor. The speed signal can be monitored in
the control cabinet to confirm the wiring from the sensor to the cabinet. Checking the signal at the back of the pay-
load meter will confirm the wiring from the control cabinet. It is also possible to check the speed signal at the back
of the payload meter to confirm the entire wiring route. A signal generator may be used at the wheel to generate a
signal back to the payload meter. The speed signal input can be monitored from the payload meter using the proce-
dure outlined in “Monitoring Input Signals”.

Adjusting the Speed Sensor

1. Align a tooth on the speed sensor gear with the tip of the speed sensor.
2. Check the distance between the speed sensor and gear tooth with a feeler gauge.
3. Adjust the gap to 0.060 in. (1.5 mm) and lock the sensor in place.
4. Rotate the wheel hub 180° and verify that the gap has remained within specifications.

730E/830E Speed Signal

The speed signal for the 730E/830E model trucks comes from a passive speed sensor mounted on the left wheel
motor. This signal travels on the 714/714A circuits to an isolation transformer in the control cabinet. From the
transformer, the signal travels through the connector at the back of the cab up to the payload meter.
Confirm that the sensor at the wheel motor is working properly. This is a passive, coil-type speed sensor and its
electrical integrity can be checked using an ohmmeter. Confirm the speed signal in the control cabinet at the trans-
former. A signal generator may be used at the wheel motor to generate a signal back to the payload meter. The
speed signal input can be monitored from the payload meter using the procedure outlined in “Monitoring Input Sig-
nals”.

HD1500/530M Speed Signal

The speed signal runs from a speed sensor on the transmission output shaft to the PMC and to the payload meter.
You can confirm the speed sensor by checking the speed input to the PMC. Confirm the speed signal wiring from
the PMC to the payload meter. The speed signal input can be monitored from the payload meter using the proce-
dure outlined in “Monitoring Input Signals”.
Refer to the following page for the fault tree diagram.

M20-50 Payload Meter II 12/01 M20007

Speed Signal Fault Tree

M20007 12/01 Payload Meter II M20-51

CONNECTORS AND PRESSURE SENSORS

PAYLOAD METER BACK PANEL

Connector 7821915320
Terminal 7821915010
Connector 7830115260 Connector 7845253670
Terminal 7821912020 Terminal 7827101440
Plate 7821912510 Plate 7821912450

HARNESS CONNECTORS TO PAYLOAD METER

HARNESS SIDE SENSOR SIDE

Connector 0805500321 Connector 0805500311
Terminal 0805500050 Terminal 0805500040
Grommet 0805500060 Grommet 0805500060
Holder 0805500330 Holder 0805500330

PRESSURE SENSOR CONNECTIONS

M20-52 Payload Meter II 12/01 M20007

 HARNESS SIDE

A:A:
PLM RTS
PLM RTS
B:B:
PLM SGND
PLM SGND
C:C:
PLM Rxd
PLM Rxd
D:D:
PLM Txd
PLM Txd
E:E:
PLM CTS
PLM CTS

MATING FACE OF
BRAKE LOCK DOWNLOAD
CONNECTOR CONNECTOR

24 Pin Connector PB9818

Pin Contact PB8647
Plug PB8453

Connector Plug PB8643

Pin Contact PB8921

R/P239 PAYLOAD METER CAB CONNECTOR

M20007 12/01 Payload Meter II M20-53

 Housing PB9756
Contact PB8602 Housing PB8599
Pin Contact PB8626 Contact PB8602
Strain Relief PB9814 (2) Pin PB8626
Screw VW7336 (2) Strain Relief PB8604 (2)
Cap PB9827 Screw VW7336 (2)

TYPICAL CONTROL CABINET CONNECTOR

PRESSURE SENSOR COMPONENTS

M20-54 Payload Meter II 12/01 M20007

 REAL-TIME PAYLOAD METER II™ MONITOR PROGRAM

Originally, this program was designed for engineering testing purposes only. It was not designed for general distri-
bution or use. This program sets the Komatsu Mining Systems Payload Meter II™ into real-time data transfer
mode. This allows the technician to monitor all inputs into the system. Scope also allows for the logging of this
real-time data. These files can be used to analyze the inputs over a period of time.
Scope is used to record suspension pressures during a haul cycle. These pressures can be imported into Microsoft
Excel or other spreadsheet programs to graph each suspension. Visually, a service technician can look for flat or
undercharged suspensions. In addition, all the input to the payload meter can be checked using the PC instead of
the switches on the front panel of the payload meter
System Requirements - Microsoft Windows 95, access to serial communications port 1, EF9159 & EF9160 har-
nesses to connect the Payload Meter II™ to the serial port of the PC. Payload Meter II™ must also be set up to use
MMS Communications Mode. This is indicated on power up of the Payload Meter by OP12. Changing this setting is
described in “Setting the Option Code”.
Downloading Scope – Scope is available on the internet. It can be found at the following address:
http://www.kms-peoria.com/payload
The program, Scopezipped.exe, is a self-extracting executable. Save it into its own directory on your hard drive
and run it. The program will unzip and be ready to run.
NOTE: This program has not been tested on all versions of Windows and may not work on all operating systems.

M20007 12/01 Payload Meter II M20-55

Use the following two tables in conjunction with the screen shot on the following page for a description of typical
Scope information.

TABLE 1. DATA DEFINITIONS & COMMENTS

DISPLAY DEFINITION COMMENT

K K packet data sent
P P packet data sent Final payload data
M4 M4 packet data sent Swing load data
M2 M2 packet data sent Real time data
ACK Initialize real-time The PLM acknowledges the transmission of a
command from Scope
NAK Acknowledge data No acknowledgment of the transmission of a
command from Scope
Unknown Unassigned packet data
Unexpected Data Missed communication packet, Frame started
(error 1) with something other than STX.
Unexpected STX PLM II™ transmitted a re-transmit request or re-
(error 2) initialized communications unexpectedly in mid-
dle of frame
BCC error (error 3) Block check sum error
Program error Scope cannot resolve
(error 4) communication error
Rep Code
Final Load The final load calculated by the PLM II™.
Final Pressure The pressure used to calculate the final payload.
Swing Load Data All data used to calculate and transmit the dis-
played swing load.
RTM Data Real-time data transmitted to Scope via the
RS232 connection. This data is transmitted by
the PLM II™ every 200ms.

M20-56 Payload Meter II 12/01 M20007

 TABLE 2. TRUCK STATUS & INPUTS

DISPLAY DEFINITION EXAMPLES

1. Empty Stop
2. Empty Run
RTM Status Truck State 3. Loading
4. Loaded Run
5. Loaded Stop
6. Dumping
N Brake Lock ON
n Brake Lock OFF
RTM D I/O Input States B Body DOWN
b Body UP
E Engine RUN, Oil Pressure Up
e Engine OFF, Low Oil Pressure
R R Terminal - Alternator Charge
r R Terminal - Alternator OFF

M20007 12/01 Payload Meter II M20-57

Menu Functions
The typical Windows File and Edit functions apply to Scope. The file saved will be the log information file
described below. There is no online help available for Scope.
StartRTM - Initializes the real-time communications link to the PLM II™.
StopRTM - Stops the real-time communications link to the PLM II™.
StartLog - Begins sending real-time data to the data file started using the File Save As command.
StopLog - Stops sending real-time data to the data file started using the File Save As command.

Using Scope
1. Start Scope Payload Meter II™.
2. Power the Payload Meter II™ System.
3. StartRTM - Start real time communications soon after the payload meter finishes it’s initial display of internal
settings. This display cycle is described in “Displays at Start-Up”.
4. The Scope window should now indicate real-time conditions. The RTM D I/O conditions show the inputs into
the Payload Meter II™. The suspension pressures, inclinometer, speed, and truck status displayed are the
current readings from all sensors. This display will remain live as long as the communications connection is
maintained.
5. To create a record of the data being transmitted by the Payload Meter II™, press StartLog. The program will
prompt for a file name. Once entered, Scope will begin to save data to this file.
6. Use the StopLog command to stop logging data to the file.
7. Use the StopRTM command to stop real time communications. After a period of time, the payload meter
should indicate a communications error.

Log File Information

There are several considerations to make for log files of data from the Payload Meter.
One line is written every 200ms (5 times each second). The data file can quickly become very large. File sizes of
19MB are not uncommon for one haul cycle. Check to be sure that the drive where the file is being stored has
capacity for these large files.
The column headings for Real-Time data lines are not recorded in the data file, they are:

Time Type Tons FL FR RL RR Inc Speed State Lock Body Engine R

M20-58 Payload Meter II 12/01 M20007

All data is comma separated and can be imported into most popular spreadsheets and data analysis programs. A
typical file looks like this:

In the sample data shown, the column marked "Type" refers to the type of data being transmitted; “R” is used for
Real-Time, “F” is used for Final Load and “S” is used for Swing Load.

For the swing load data line the format is Time, S, Swing Load, Predicted Load, FL, FR, RL, RR.
For a final load transmission the format is Time, F, Final Load, FL, FR, RL, RR.

Connections to Payload Meter II™

Two harnesses are required to connect a PC to the Payload Meter II™.
• EF9159 - Connects to the back of the Payload Meter II™ to a panel mount connector.
• EF9160 - Connects from the panel mount connector to the PC.
The connectors and pins typically used for the payload meter connection are :

Description Part Number

Terminal 7827101440
Connector 7845253670

The Payload Meter requires 5 wire RS232 communications. Payload Meter communications connections are :
1 - RTS 2 - Signal Ground 3 - RxD 4 - TxD 5 - CTS

M20007 12/01 Payload Meter II M20-59

 USING SCOPE
Monitoring Inputs Using Scope
1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness.
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PC’s,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access the serial port. If there is no confirmation of
proper setup, verify that the applicable Scope program is being used. Scope.exe is for laptops using Comm1
for serial communications. Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In
almost all cases, Scope.exe is the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. At the bottom right of the screen line "RTM D I/O= n b e r" will appear. The four letters are the status of the
four digital inputs. N=brake lock, B=body up, E=engine run, R=R terminal. Refer to Table 1. These status indi-
cators are 'live'. Turning the brake lock ON or OFF should change the capitalization of the letter N; "N"=brake
lock ON, "n"=brake lock off.
6. Above the digital input status line is "RTM Status". This line is the payload or truck 'state'. If the truck is empty
and stopped, the status will be "01" (Empty Stop). Refer to Table 2.
7. All the "RTM" status lines indicate real-time status for that input. The pressures, incline, and speed are all 'live'
and will change as the truck moves or changes condition.
8. Confirm that the payload meter properly receives all the inputs.
9. Select "StopRTM" from the menu bar to stop the data transmission from payload meter.

Monitoring Suspension Charging Using Scope

1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PC’s,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access to the serial port. If not, be sure you are using
the applicable scope program. Scope.exe is for laptops using Comm1 for serial communications.
Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In almost all cases, Scope.exe is
the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. Select "StartLog" from the menu bar. The program will prompt you for a file location and file name. Store the
file on your hard drive in a place where you will be able to find it later. It is best to create a new folder on the
Windows desktop to store log files from tests.
6. Enter a file name with a ".csv" extension. For example, on truck 214 one might enter "T214.CSV" as a file
name. The ".CSV" at the end will make it easier for Excel or Lotus 123 to recognize the file format, Comma
Separated Variable, and open it properly.
7. The Scope program will write each real-time data message from the payload meter into the log file. These
messages come 5 times each second.
8. Run the truck through an entire haul cycle.
9. Stop the log file as the truck begins to drive away from the dump by selecting "StopLog" from the menu at the
top of the screen.
10. Stop real-time communications by selecting "StopRTM" from the menu bar.

M20-60 Payload Meter II 12/01 M20007

11. Close the Scope program
12. Start Excel or Lotus 123.
13. Graph the four suspension pressures for the haul cycle. If a long haul cycle has been recorded, there may be
more data points than your graphing program can use. The most important part of the haul cycle to analyze is
the loaded portion. It is possible to look at the truck ‘state’ in the data to determine when the truck was loaded
and graph only this portion.

M20007 12/01 Payload Meter II M20-61

 14. Isolate suspensions that look flat. As the suspension compresses the gas, the pressures go up. If the suspen-
sion collapses completely and bottoms out making metal to metal contact, the pressure will stop rising even
though more load is added. This can be seen in the graph below. There are some spikes in the graph, but
most of the loaded portion is very flat. There are occasional lines that look like icicles hanging from the flat
line. These indicate small movements in the suspension where the metal to metal contact may lapse.This sus-
pension is very flat. Charge and oil the suspension according to shop manual procedure.

M20-62 Payload Meter II 12/01 M20007

 15. A good suspension will show lots of motion as the truck drives around and the suspensions bounce around.
When the truck is loaded and running, the rear suspensions tend to move in opposite directions. When the left
pressure goes up, the right pressure will go down. This is due to the rocking motion of the rear axle as the
truck travels. Notice that there is plenty of 'noisy' motion shown in the loaded pressures. This suspension is in
good shape.

As shown in the previous examples, Scope can be used to create log files of the suspension pressure data.
Graphs of this data can give be used to determine the relative health of the suspensions.

Pressure Sensor Dummy Loads

A series of dummy loads is now available that simulate a pressure sensor input to the payload Meter. These can be
placed on the harness in place of a pressure sensor. This can be used to troubleshoot harness and connector
problems between the payload meter and suspension pressure sensors. The payload meter will read each load
within the pressure range indicated.

Part Number Description

EJ5366 970-1150 psi load
EJ5367 710-870 psi load
EJ5368 490-625 psi load
EJ5369 290-410 psi load

M20007 12/01 Payload Meter II M20-63

 GAIN ADJUSTMENT WORKSHEET

M20-64 Payload Meter II 12/01 M20007

 SECTION N

CAB COMPONENTS

INDEX

TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1

CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1

OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1

OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1

N01020 Index N1-1

 NOTES

N1-2 Index N01020

 SECTION N2

TRUCK CAB

INDEX

TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4

Removal - Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4

Installation - Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6

CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6

Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7

Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7

Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8

Door Glass Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9

Door Window Regulator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13

Door Handle or Latch Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13

Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14

Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14

GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15

Adhesive Bonded Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15

Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15

Windshield And Rear Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17

N02015 06/03 Truck Cab N2-1

 NOTES

N2-2 Truck Cab 06/03 N02015

 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 con-
trols have been designed to simplify operation and
are placed within easy reach of the operator. Servic- DO NOT attempt to modify or repair damage to
ing of cab and associated electrical systems is sim- the ROPS structure without written approval
plified by use of heavy-duty connectors on the from the manufacturer. Unauthorized repairs to
various wiring harnesses. Hydraulic components are the ROPS structure will void certification. If mod-
located outside of the interior and are accessed ification or repairs are required, contact the ser-
through covers (2, Figure 2-1) on the front of the cab. vicing Komatsu Distributor.

FIGURE 2-1. CAB ASSEMBLY

1. Mounting Pad 6. Retard Light (Retarder Applied)

2. Access Covers 7. Lifting Eye
3. Filter Cover 8. Rear, Side Glass
4. Windshield Wiper Arms 9. Front, Side Glass
5. Stop Light (Service Brakes Applied)

N02015 06/03 Truck Cab N2-3

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
before attempting any repairs!
• Do not attempt to work in deck area until body
safety cables have been installed.
• Do not step on or use any power cable as a
handhold when the engine is running.
• Do not open any electrical cabinet covers or
touch the retarding grid elements until all
shutdown procedures have been followed.
• All removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly
trained to service the system.
• In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the
safety of those working in the areas of the deck, elec-
trical cabinet and retarding grids. The following pro-
cedures will ensure the electrical system is properly
discharged before repairs are started.
N2-4 Truck Cab
Preparation
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
illuminated.
2. Place the drive system in the rest mode by turn-
ing the Rest switch on the instrument panel ON.
Be certain the rest warning lamp is illuminated.
3. 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.
4. Verify the link voltage lights are off. If they
remain on longer than 5 minutes after shut-
down, notify the electrical department.
NOTE: One of the link voltage lights is located
behind the operator's seat on the DID panel, two
others are located on the electrical cabinet.
5. Place the GF cutout switch in the CUTOUT
position.
6. Verify the steering accumulators have bled
down by attempting to steer.
7. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
8. Open the battery disconnect switches.
Removal - Cab
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. Disconnect hydraulic hoses routed to frame
from fittings at rear of cab under brake cabinet
(3, Figure 2-2). (It is not necessary to discon-
nect hoses attached to, and routed under the
cab.) Cap all lines to prevent contamination.
2. Disconnect wire harnesses (4) at connectors
located under hydraulic cabinet.
3. Remove cable and hose clamps as needed for
cab removal
06/03 N02015
 FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS
1. Cab
2. Hydraulic System Hoses
4. 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.
5. Remove clamps and heater hoses from fittings
underside of deck, below heater. Cap fittings
and plug hoses.
6. Remove air cleaner restriction indicator hoses
near front, inside corner under cab.
Federal regulations prohibit venting air condi-
tioning system refrigerants into the atmosphere.
An approved Recovery/Recycle Station must be
used to remove the refrigerant from the air condi-
tioning system.
N02015 06/03
3. Hydraulics Components Cabinet
4. Electrical Harnesses
7. Evacuate air conditioning system:
a. Attach a recycle/recovery station at the air
conditioning compressor service valves.
(Refer to Section N, Operator Comfort for
detailed instructions.)
b. Evacuate air conditioning system refrigerant.
c. Remove the air conditioner system hoses
which are routed to the bottom of the cab
from the receiver/drier and compressor. Cap
hoses and fittings to prevent contamination.
8. Attach a lifting device to the lifting eyes pro-
vided on top of the cab.
The cab assembly weighs approximately 5000
lbs. (2270 kg). Be sure lifting device is capable of
lifting the load.
Truck Cab N2-5
 9. Remove the capscrews and washers from each
mounting pad (1, Figure 2-1) at the corners of
the cab.
10. Check for any other remaining hoses or wiring
which may interfere with cab removal.
11. Lift the cab assembly off the truck and move to
an area for further service.
12. Place blocking under each corner of the cab to
prevent damage to floor pan and fittings before
cab is lowered to the floor.
Installation - Cab
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
capscrews and hardened washers. (32 total).
Tighten the capscrews to 700 ft. lbs. (950 N.m)
torque.
3. Route wire harnesses to the electrical connec-
tors on the rear corner of the cab (4, Figure 2-
2). Align cable connector plug key with recepta-
cle key and push plug onto receptacle. Carefully
thread retainer onto receptacle and tighten
securely. Install clamps if removed during cab
removal.
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
indicator hoses.
6. Remove caps and reinstall air conditioning sys-
tem hoses from compressor and receiver/drier.
7. Refer to Section N, Operator Comfort, for
detailed instructions regarding evacuation 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. Complete air conditioning system recharging
procedures.
N2-6 Truck Cab
CAB DOOR
The cab door assemblies are similar except for the
hinge side. Each is hinged on the rear edge with a
heavy duty hinge. For repairs on the door latches or
window controls it is usually better, but not neces-
sary, to remove the door from the cab and lower it to
the floor for service.
Removal
1. If overhead space is available, raise body to
allow access to door with overhead hoist.
Secure body in raised position with safety
cables.
2. Lower door glass far enough to allow insertion
of lifting sling when door is removed.
3. Remove door panel for access to power win-
dow 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
works best) securing door hinge to cab and lift
door from cab.
6. Place door on blocks or on a work bench to pro-
tect the window glass and allow access to inter-
nal 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 cap-
screws securing door to cab.
3. Attach the travel limiting strap with the bolt and
clip removed previously.
4. Reconnect door harness to receptacle mounted
in the cab floor.
5. Verify proper operation of power window and
door latch adjustment.
6. Install door panel.
06/03 N02015
Door Adjustment
If adjustment is necessary to insure tight closure of
door, loosen striker bolt in the door jamb, adjust, and
retighten.
A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
exclude dirt and drafts. This sealer strip should be
kept in good condition and replaced if it becomes
torn or otherwise damaged.
Door Jamb Bolt Adjustment
Over a period of time, the door latch mechanism and
door seals may wear and allow dirt and moisture to
enter the cab. To insure proper sealing of the door
seals, the door jamb bolt may need to be adjusted
periodically.
• If seals are tight at bottom of door, but not at top,
• If seal compression is greater at the top than at
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT
1. Washer 3. Frame
2. Striker Bolt 4. Seal
Step A. If the door closes, but not tightly enough to
give a good seal between the seal on the door and
the cab skin:
1. Mark the washer location (1, Figure 2-3) portion
of the door jamb bolt with a marker, pen, or
pencil by circumscribing the outside edge of the
washer onto the jamb.
2. Loosen the door jamb bolt (2) and move straight
inwards 1/16" and retighten.
N02015 06/03 Truck Cab
3. Hold a piece of paper such as a dollar bill
between where the door seal (4) will hit the skin
of the cab and firmly close the door ensuring
that it latches on the second catch. (The door
latch mechanism has a double catch mecha-
nism.)
4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
door. If the paper is loose all around, repeat
Step 2. If the paper is firmly gripped, but can be
removed without tearing it, open door and
tighten the jamb bolt completely without affect-
ing the adjustment.
5. If the paper slips out from the door seal easily
along the top and not at the bottom, the door
itself will have to be "adjusted". Or if the paper
slips out easier at the bottom than at the top,
the door will have to be "adjusted".
place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on
the wood block and press firmly inward on the
top corner of the door. Press in one or two times,
then remove the wood block and check seal
tension again using the paper method. Seal
compression should be equal all the way around
the door. If seal is still loose at the top, repeat
procedure again until seal compression is the
same all the way around.
the bottom of the door, place a 4 x 4 block of
wood at the top corner of the cab door. Then
press firmly inward on the lower corner of the
door. Press in one or two times, then remove the
wood block and check seal compression again.
Seal compression should be equal all the way
around the door. If seal is still loose at the
bottom, repeat procedure again until seal
compression is uniform all the way around.
N2-7
Step B. If the door bucks back when trying to close it, Door Handle Plunger Adjustment
the striker bolt (2, Figure 2-4) has probably loosened
If the door handle becomes inoperative, it can either
and slipped down from where the catch can engage
be adjusted or replaced. The following is a procedure
with the bolt.
for adjusting the exterior door handle plunger.
1. Open the door and close both claws (3 & 5, Fig-
1. Determine the amount of free play in the door
ure 2-4) on the catch until they are both fully
release plunger by pushing in on the plunger
closed.
until it just contacts the door release mecha-
nism. Measure the distance that the plunger
travels (Figure 2-5) from this position to where
the plunger is fully released.

FIGURE 2-5. MEASURING TRAVEL DISTANCE OF

PLUNGER

2. Remove door panel.

FIGURE 2-4. LATCH ASSEMBLY a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
1. Cab 4. Door
door.
2. Striker Bolt 5. Lower Latch
3. Upper Latch b. Remove 2 capscrews (3), which hold the
door strap bracket to the door.
2. Transfer the center of this opening onto the skin
of the cab nearest where the door jamb bolt is c. Disconnect wiring harness (4) to the window
located. Use a T-square or other measuring regulator.
equipment and mark on the cab with a pencil. d. Open the door as far as possible in and
NOTE: Release the door catch before trying remove the internal door panel.
to close the door.
e. Before removing all door panel mounting
3. Loosen and vertically align (center) the door screws, support the panel to prevent the
jamb bolt with this mark and tighten it firmly assembly from dropping. Remove 15 mount-
enough to hold it in place but still allow some ing screws (5).
slippage.
NOTE: Remove panel screws across the top, last.
4. Carefully try to close door (4) and determine if
this has helped the "bucking" problem. If the
door latches but not firmly enough, follow proce-
dures listed previously in "Step A". If the door
latch does not catch, move the bolt outward and
try again. When corrected, follow adjustment Door glass and internal door panel will drop
procedures listed in "Step A" to ensure a good when door panel screws are removed.
seal. By design, if both seals are in good condi-
tion, proper adjustment of the outside seal will
ensure good contact on the inside seal to pre-
vent dust and moisture from entering the cab.

N2-8 Truck Cab 06/03 N02015

• Carefully lower the door panel a few inches. Hold Door Glass Replacement
glass at top to prevent it from dropping. Slide the
1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
door panel toward the cab to disengage the
window regulator roller (Figure 2-7) from the from the door check strap closes to the door.
track on the bottom of the glass. Slide the panel
away from the cab to disengage the other top
roller and lower roller from its tracks. Place the
panel out of the way after removal.
a. Lift door glass and support at the top of the
frame.
b. Remove 2 screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove capscrew and nut from inside release
lever (1, Figure 2-14).
4. Remove the four mounting screws that holds
the latch mechanism in the door (2).
5. Remove door latch mechanism (4). Check to
see if door latch mechanism works properly by
performing the following test.
a. Close latch mechanism pawls
b. Operate inside door release lever to see if
pawls open. If pawls do not open, replace
assembly.
c. Close pawls again. FIGURE 2-6.
d. Press the outside door button to see if pawls 1. Hair Pin Clip 4. Wiring Harness
open. 2. Door Strap Bolt 5. Panel Screws
e. If mechanism operates properly go on to 3. Strap Bracket 6. Window Regulator
Step 6. If mechanism does not work prop- Mounting Screw
erly, replace with a new door latch assembly
then continue with Step 6.
6. Remove the mounting screws (3) from the out- 2. Remove 2 M8x12 capscrews (3), which hold
side door handle. With the door handle the door strap bracket to the door.
removed, adjust the plunger counter clock wise 3. Disconnect wiring harness (4) to the window
to increase the height of the door handle regulator.
release button. Lock the plunger capscrew with 4. Open the door as far as possible in order to
locking nut. Apply lock tight to prevent screw remove the internal door panel.
from working loose.
7. Reassemble door assembly by reversing the
previous steps.

Door glass and internal door panel will drop

when door panel screws are removed.

N02015 06/03 Truck Cab N2-9

 5. Before removing all door panel mounting 7. Remove 2 screws (Figure 2-8) holding the roller
screws, support the panel to prevent the track to the bottom of the door glass.
assembly from dropping. Remove 15 mounting
screws (5).
NOTE: Remove panel screws across the top last.

6. Carefully lower the door panel a few inches

(Figure 2-7). 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 2-8.

8. Support glass in door frame as shown (1, Fig-

ure 2-9). Remove screws (2) that hold the
adapter for the window regulator track.

FIGURE 2-7.

FIGURE 2-9.

1. Support Block 2. Screws

N2-10 Truck Cab 06/03 N02015

 Lift door glass up in the frame (1, Figure 2-12) 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.

Bracket (2, Figure 2-9) at bottom of glass must

clear the door frame, if still on glass.

FIGURE 2-10.
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 2-10) 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 2-11) holding window frame
to the door.
Note: Screws along the bottom of window frame may
be shorter than along the top and sides. FIGURE 2-12.
1. Window Frame 2. Window Bracket

10. Move window glass and frame to an area where

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 2-13) to be sure they are tight.
Also be sure the rubber felt insert in the window
channels is in good condition. Replace, if nec-
essary.
12. Slide the new window glass into the window
frame glass channels. Move the glass to the top
of the frame.
FIGURE 2-11. 13. Lift window frame, holding glass at the top of the
1. Screws frame, and lower the assembly into the door.

N02015 06/03 Truck Cab N2-11

 FIGURE 2-13.
1. “L” Shaped Brackets
Be sure the one channel (5, Figure 2-14) 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 2-9.
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 win-
dow glass from being scratched or cracked. See Fig-
ure 2-11.
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 2-15. Be careful not to
cut the retainer lip on the trim material.
N2-12
FIGURE 2-14.
1. Capscrw & Nut 3. Mounting Screw - Out-
2. Mounting Screws - side 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 2-7. Be sure nylon bushings and
gaskets are installed properly to prevent dam-
age to the glass.
19. Lift window glass in frame and install window
regulator roller track to bracket installed in step
18. See Figure 2-8.
20. Holding window glass as seen in Figure 2-9 (a
few inches from the top.) install lower and upper
regulator 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.
Truck Cab 06/03 N02015
 motor is engaged properly into the regulator
gear. Also, the regulator should be in the
"up" position 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" posi-
tion 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 fol-
low steps 20-23 to complete replacement.

Door Handle or Latch Assembly Replacement

The cab doors are equipped with serviceable latch
handle assemblies (inner and outer). If they become
inoperative, they should be replaced by a new
assembly. The outer latch handle assembly on each
door is furnished with a key-operated lock to enable
the operator to lock the truck cab while the truck is
parked unattended.
1. Follow steps 1-6 procedure for door glass
replacement.
2. Refer to Figure 2-14. Remove capscrew and
FIGURE 2-15.
nut (1) from inside door handle.
3. Remove 4 mounting screws (2) for the latch.
21. Lift door panel, regulator and glass up to align Remove old latch assembly.
screw holes in the panel with holes in door * If replacing the latch assembly go to step 5.
frame. Install screws that retain panel to door 4. If replacing the outside door handle, remove 3
frame. screws holding handle to door panel (3, Figure
22. Hook-up electrical connector for the window 2-14).
regulator. Install the two cap screws that hold
Note: Only 1 screw is shown, the other 2 are behind
the door strap bracket to the door frame.
the latch assembly.
23. Align door check strap opening with holes in the
bracket and install bolt. Install the hair pin clip.
See Figure 2-6. 5. Install new latch assembly and align mounting
holes. Install 4 mounting screws. Be sure they
are tight.
Door Window Regulator Replacement 6. Align inside door handle and install capscrew
and nut (3 Figure 2-14).
1. Follow Steps 1-6 procedure for door glass
7. Follow steps 20-23 of the door glass replace-
replacement.
ment procedure to complete the repair.
2. Move inner panel assembly to a work area to
enable replacement of the window regulator.
Remove 4 mounting screws. See 6, Figure 2-6.
3. Replacing Window Regulator Motor, or Window
Regulator Assembly:
a. If replacing the motor assembly of the win-
dow regulator, be sure the worm gear on the

N02015 06/03 Truck Cab N2-13

Door and Door Hinge Seal Replacement
1. The door assembly seal has only three mem-
bers 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
2-16).
4. The door hinge seal is glued to the hinge. Use
the same procedure as above for this seal (2,
Figure 2-17).

Door Opening Seal Removal

FIGURE 2-16.
1. Starting at the lower center of the door opening,
pull up on one end of the seal. Seal should pull 1. Door Opening Seal 2. Door Assembly Seal
loose from the cab opening lip. Pull seal loose
all the way around the opening (1, Figures 2-16
& 2-17).
2. Inspect cab opening lip for damage, dirt, or oil.
Repair or clean cab opening as necessary.
Remove dirt, old sealant etc. Be certain perime-
ter of opening is clean and free of burrs, etc.

Installation
1. Install the seal material around the door open-
ing 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 the
corners. A soft face tool may be used to work
the seal up into the corners.
2. Continue going all the way around the opening.
When the ends of the seal meet at the starting
bottom center of the cab opening, it may be
necessary to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.

FIGURE 2-17.
3. Fit both ends so that they meet squarely, then
1. Door Opening Seal 2. Door Hinge Seal
while holding ends together, push them firmly
into the center of the opening.

N2-14 Truck Cab 06/03 N02015

GLASS REPLACEMENT
Adhesive Bonded Windows
Recommended Tools/Supplies
• Cold knife, pneumatic knife, or a piano wire
cutting device, long knife. Cutout tools are
available at an auto glass supply store.
• Heavy protective gloves
• Safety eyeglass goggles
• Windshield adhesives, proper cleaners, primers
& application gun
• SM2897 glass installation bumpers (6 - 7 per
window)
• Window glass (Refer to Parts Catalog)
Recommended adhesives: SikaTack Ultrafast or
Ultrafast II (both heated). Vehicle can be put into
service in 4 hours under optimum conditions. Heated
adhesives require a Sika approved oven to heat
adhesive to 80° C (176° F).
Sikaflex 255FC or Drive (unheated). Vehicle can be
put into service in 8 hours under optimum conditions.
Sika Corporation
30800 Stephenson Hwy.
Madison Heights, MI 48071
Toll Free Number: 1-800-688-7452
Fax number: 248-616-7452
http://www.sika.com or
http://www.sikasolutions.com
Due to the severe duty application of off-highway
vehicles, the cure times listed by the adhesive
manufacturer should be doubled before a truck is
moved. If the cure time is not doubled, vibration
or movement from a moving truck will weaken
the adhesive bond before it cures, and the glass
may fall off the cab.
If another adhesive manufacturer is used, be cer-
tain to follow that manufacturer's instructions for
use, including the use of any primers, and double
the allowances for proper curing time.
N02015 06/03
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 chosen cut-out tool, slice into existing
urethane adhesive and remove window.
2. Carefully clean and remove all broken glass
chips from any remaining window adhesive.
The surface should be smooth and even. Use
only clean water.
NOTE: Removal of all old adhesive is not required;
just enough to provide an even bedding base.
3. Using a long knife, cut remaining urethane from
vehicle, leaving a bed 2-4 mm thick. If existing
urethane is loose or otherwise unsound, com-
pletely remove. Leave the installation bumpers
in place, if possible. Clean metal with Sika Akti-
vator, allow ten minutes to dry. Then paint on a
thin coat of Sika Primer 206G+P and allow ten
minutes to dry.
4. Using only the new side window(s) which are to
be bonded in place, center the new glass over
opening in the cab. Using a permanent marker,
mark on the cab skin along all the edges of the
new glass that is to be installed. All edges must
be marked on the cab in order to apply the
adhesive in the proper location.
5. Using Sika Primer 206G+P, touch up any bright
metal scratches on the metal frame of vehicle.
Do not prime existing urethane bed. Allow to dry
for ten minutes.
6. Using a clean lint free cloth, apply Sika Aktiva-
tor to the black ceramic Frit surrounding the
new window. Use a clean cloth and wipe off
Sika Aktivator. Allow ten minutes to dry.
7. For the side windows, be sure to utilize a total
of six or seven (SM2897) glass installation
bumpers to the cab, equally spaced around the
previously marked glass perimeter, approxi-
mately 0.75 in (19 mm) inboard from where the
edge of the glass will be when installed.
NOTE: Be careful not to place adhesive too far
inboard, as it will make any future replacement more
difficult.
Truck Cab N2-15
 8. Apply a continuous even bead of the adhesive
approximately 0.38 in. (10 mm) in diameter to
the cab skin at a distance 0.50 - 0.63 in. (13 - 16
mm) inboard from the previously marked final
location of the glass edges from Step 4.
9. Immediately install glass to the vehicle. Care-
fully locate the glass in place with the black
masking side towards the adhesive. Carefully
press firmly, but not abruptly, into place assur-
ing that the glass is properly seated. DO NOT
POUND THE GLASS INTO PLACE.
10. Using a wooden prop and furnace/duct tape,
hold the glass in place for at least two (2) full
hours (or double the adhesive manufacturer’s
curing time, which ever time is longer).
NOTE: Do not allow the truck to move until double
the cure time for the adhesive has passed.
Otherwise, vibration or movement from a moving
truck will weaken the adhesive bond and the glass
may fall off the cab.
Windshield And Rear Glass
Two people are required to remove and install the
windshield or rear glass. One person inside the cab,
and the other person on the outside.
Special tools are available from local tool suppliers
that are helpful in removing and installing automotive
glass.
Removal
1. If windshield is to be replaced, lift windshield
wiper arms out of the way.
2. Starting at the lower center of the glass, pull the
weatherstrip locking lip out (2, Figure 2-18 or 2-
19). Use a non-oily rubber lubricant and a
screwdriver to release the locking lip.
3. Remove glass from weatherstrip by pushing out
from inside the cab.
4. Clean weatherstrip grooves of dirt, sealant etc.
Be certain perimeter of cab glass opening is
clean and free of burrs etc.

Be certain to follow all the adhesive manufac-

turer's instructions for use, including full allow-
ances for proper curing time. The curing time
may be as long as 48 hours (24 hours for some
adhesives, then double it) before a truck can be
driven.

11. Remove tape or prop from glass after the cure

time has expired.

FIGURE 2-18. Front Windshield

1. Glass 3. Weatherstrip Material
2. Locking Lip 4. Sheet Metal

N2-16 Truck Cab 06/03 N02015

Installation 3. After the glass is in place, go around the weath-
erstrip and push in on the locking lip (2, Figure
1. If the weatherstrip material previously removed
2-18 or 2-19) to secure the glass in the weather-
is broken, weathered, or damaged in any way,
strip.
use new rubber weatherstrip material.
4. If windshield was being replaced, lower wind-
NOTE: Using a non-oily rubber lubricant on the shield wiper arms/blades back to the glass.
weatherstrip material and cab opening will make the
following installation easier:

a. Install the weatherstrip around the opening in

the cab for the glass. Start with one end of
the weatherstrip at the center, lower part of
the window opening and press the weather-
strip over the edge of the opening.
b. Continue installing weatherstrip while going
all the around the opening. When the ends of
the weatherstrip meet at the starting point at
the lower, center area of the window open-
ing, there must be 0.5 in. (12.7 mm) of over-
lapping material.
NOTE: The ends of the weatherstrip material need to
be square-cut to assure a proper fit.

c. Lift both ends so that they meet squarely,

then while holding 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 FIGURE 2-19. Rear Window
bottom of the opening.
1. Glass 3. Weatherstrip Material
b. Two people should be used for glass instal- 2. Locking Lip 4. Sheet Metal
lation. Have one person on the outside of the
cab and 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.

N02015 06/03 Truck Cab N2-17

 NOTES

N2-18 Truck Cab 06/03 N02015

 SECTION N3

CAB COMPONENTS

INDEX

CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Wiper Motor Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Wiper Arm Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4

Wiper Linkage Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4

WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5

OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6

Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6

N03017 Cab Components N3-1

 NOTES

N3-2 Cab Components N03017

 CAB COMPONENTS
WINDSHIELD WIPERS
The windshield wipers are operated by a 24 volt elec-
tric motor. The wipers can be adjusted for a variable
intermittent delay or a constant low or high speed by
the switch mounted on the instrument panel.
Wiper Motor Replacement
Removal
1. Remove the five screws, inside of the cab, that
secure the visor assembly/access panel. Lower
the access panel.
2. Disconnect the wiper motor harness connector.
3. Remove nut (4, Figure 3-1), and disconnect the
linkage from the motor. Hold the linkage station-
ary while loosening the nut.
4. Remove three capscrews (3) and the washers
attaching motor (1) to plate (2). Remove the
motor assembly.
Installation
1. Place wiper motor (1, Figure 3-1) into position
on plate (2).
2. Install three capscrews (3) and the washers.
Torque the capscrews to 71-79 in. lbs. (8-9
Nm).
3. Align the motor output shaft with the linkage.
Install nut (4) and torque the nut to 16-18 ft. lbs.
(22-24 Nm). Hold the linkage stationary while
tightening the nut.
4. Reconnect the wiper motor harness connector.
5. Verify the wipers operate properly and park in
the proper position. Refer to Figure 3-3.
Wiper Arm Replacement
Removal
1. Note the position of wiper arm (1, Figure 3-2).
for installation purposes.
1. Lift the wiper arm cover and remove nut (2).
Remove washer (3).
2. Disconnect the washer hose, and remove the
wiper arm.

FIGURE 3-1. WINDSHIELD WIPER INSTALLATION

1. Wiper Motor 3. Capscrew FIGURE 3-2. WIPER ARM DETAIL

2. Plate Structure 4. Nut
1. Wiper Arm 4. Cap
2. Nut 5. Washer
3. Spring Washer 6. Nut

N03017 Cab Components N3-3

Installation
1. Place wiper arm (1, Figure 3-2) into the position 4. If equipped, remove four capscrews (2, Figure
noted during removal. Install the washer and 3-4), the washers, and the nuts that secure pil-
nut (2). Tighten the nut to 142-177 in. lbs. (16- low blocks (3). Remove spacer blocks (1). Note
20 Nm). Close the cover. the orientation of the spacer blocks for assem-
bly purposes.
2. Connect the washer hose to the wiper arm.
3. Ensure the wipers arms operate properly and
park in the proper position after installation is
complete. Refer to Figure 3-3.

FIGURE 3-4. PILLOW BLOCK INSTALLATION

1. Spacer Block 3. Pillow Block
2. Capscrew

5. Remove the linkage from the wiper compart-

ment.

Installation
1. Place the linkage into position in the wiper com-
FIGURE 3-3. PARK POSITION partment.
1. Wiper Motor 2. Linkage Retainer 2. If equipped, place spacer blocks (1, Figure 3-4)
into position under pillow blocks (3). Install cap-
screws (2), the washers, and the nuts that
secure the pillow blocks.
3. Install nut (3, Figure 3-2) on each wiper shaft
and tighten finger-tight. Torque the nuts to 160-
177 in. lbs. (18-20 Nm). Do not overtighten.
Wiper Linkage Replacement The threads on the shafts are easily stripped
when improperly tightened.
Removal
4. Align the linkage and attach to the wiper motor
1. Remove the wiper arms. Refer to Wiper Arm drive arm using retainer (2, Figure 3-3).
Replacement in this section.
NOTE: When the motor is parked, the drive arm will
2. Remove wiper retainer (2, Figure 3-3) and dis- be in the 3 o’clock position as shown in Figure 3-3.
connect the wiper linkage from the wiper motor
5. Install the wiper arms. Refer to Wiper Arm
drive arm.
Installation. Ensure the wipers arms operate
3. Remove nut (3, Figure 3-2) and the washer properly and park in the proper position after
from each wiper shaft. installation is complete.

N3-4 Cab Components N03017

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 3-5)
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.
Note: The pump is only available as an assembly
and cannot be repaired.

FIGURE 3-5. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir 3. Outlet Hose
2. Pump 4. Filler Cap

N03017 Cab Components N3-5

OPERATOR SEAT Installation
The operator's seat provides a fully adjustable cush- 1. Mount seat assembly to seat riser. Install cap-
ioned ride for the driver's comfort and ease of opera- screws (11, Figure4-1), lockwashers (12), flat-
tion. washers (13) and nuts (14). Tighten capscrews
to standard torque.
Adjustment 2. Fasten tether straps (10) to floor with cap-
The following adjustments must be made while sit- screws (15), flatwashers (16) and lockwashers
ting in the seat. (17). Tighten capscrews to standard torque.

1. Headrest: headrest (1, Figure 4-1) will move

up, 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 FIGURE 3-6. OPERATOR’S SEAT
release. Adjust each pillow for desired support.
1. Headrest 9. Seat Belt
2. Armrest Adjustment 10. Seat Tether
3. Backrest Adjustment 11. Capscrew
Removal 4. Front Height and 12. Lockwasher
1. Remove capscrews (11, Figure 4-1) and hard- Slope Adjustment 13. Flatwasher
ware that secures the seat base to the riser. 5. Fore and Aft 14. Nut
Remove capscrews (15) that secures tether Adjustment 15. Capscrew
(10) to floor. 6. Height Adjustment 16. Flatwasher
7. Lower Air Pillow 17. Lockwasher
2. Remove seat assembly from cab to clean work
Lumbar Support
area for disassembly.
8. Upper Air Pillow
Lumbar Support

N3-6 Cab Components N03017

 SECTION N4
OPERATOR COMFORT
INDEX

OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
HEATER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Heater Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Heater Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Environmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
OPERATOR CAB AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Trinary™ Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Replacing Oil After Servicing the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Setting Up a New Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

N04025 Operator Comfort N4-1

 SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Stabilizing the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
System Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Evacuating and Charging the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
CHARGING THE AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Pre-Diagnosis Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Preparing For Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Preliminary Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
System Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

N4-2 Operator Comfort N04025

 OPERATOR COMFORT
HEATER/AIR CONDITIONER
The heater assembly incorporates all the controls
necessary for regulating the cab interior temperature;
heated air during cold weather operation, outside air
during mild temperatures and cooled, de-humidified
air during warm weather operation.
The following information primarily describes the
heater system. Refer to Section Air Conditioning
System in this chapter for detailed information con-
cerning the complete air conditioning system opera-
tion, repair, and system recharging instructions.

Operation
Heat for the cab is provided by passing coolant from
the engine cooling system through a heater coil.
Blowers move air across the heating coil which
warms the air for heating or defrosting.
An engine driven freon compressor passes refriger-
ant 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. Refer to Fig-
ure 4-1 for the following:
• Defroster Switch (1): This is a 2-position toggle
switch; "down " is OFF. "Up" provides air flow
through the defroster vents.
• Heat Vent Control Switch (2): This is a 2-
position toggle switch; "down " is OFF. "Up"
provides heated air flow to the cab floor.
• Fan Control (3): This is a 3-position rotary
switch; rotate knob to select low, medium, or high
fan speed.
• Air Conditioner Temperature Control (4): This
FIGURE 4-1. HEATER/AIR CONDITIONER
is an infinitely variable rotary control; rotate
CONTROLS
counterclockwise to reduce cooling, clockwise to
increase cooling.
1. Defroster Switch 5. Outside/Inside Air
• Outside/Inside Air Selector(5): This is a 2- 2. Heater Control Selector
position toggle switch; "down" recirculates cab Switch 6. Selection Control
air. "Up" allows outside air to flow through heater
3. Fan Speed Switch 7. Outlet Vents
or air conditioner coils.
4. A/C Temperature
• Selection Control (6): This is a variable rotary Control
control. Rotating the knob counterclockwise (blue
arrow) will select increasingly cooler
temperatures. Rotating the knob clockwise (red
arrow) selects increasingly warmer temperatures.

N04025 Operator Comfort N4-3

HEATER COMPONENTS
NOTE: Figures 4-2 and 4-3 illustrate both the heater
system and air conditioning system parts contained
in the cab mounted enclosure. Refer to Air
Conditioning System in this chapter for additional
information regarding air conditioning system
components, maintenance and repair.
Circuit Breakers
Before attempting to troubleshoot the electrical cir-
cuit in the heater enclosure, turn key switch ON and
verify circuit breaker CB31 (located on power distri-
bution module behind operator's seat) and the inter-
nal heater circuit breaker have not opened by
verifying 24 volts is present on the junction block
(24, Figure 4-3).
Heater Control Components
When the operator adjusts the selection control
knob (6, Figure 4-1), a signal is sent to the heater
control module (2, Figure 4-2). If the operator
requests a cooler temperature in the cab (by turning
the control counterclockwise) the heater control
module will close the water control valve (3) to block
coolant flow through the heater coil (8). Turning the
knob fully clockwise will open the valve to allow
maximum flow.
N4-4 Operator Comfort
Test
Verify the motor on the water control valve operates
when the control (6, Figure 4-1) is rotated through-
out the red area. If the motor fails to operate, the
heater control module may be defective.
A mechanical defect in the water control valve (3,
Figure 4-2) may allow heated water to pass through
the hose between the valve and the heater core
when in the off position. Verify the motor in the valve
operates properly throughout its range from full off
to full on. If the hose is warm and the heater selector
switch is in the off position, internal leakage may be
present. Also, if the heater core fails to deliver warm
air when the engine is at normal operating tempera-
ture, the valve may not be opening properly.
Heater Coil
The heater coil receives engine coolant through the
water control valve when HEAT is selected. If the
selection control is placed in between the red and
blue area, or turned counterclockwise to the blue
area, coolant flow should be blocked.
If the heater control module and water valve appear
to be working properly, yet no heat is apparent in
the heater coil, the coil may be restricted. Remove
and clean or replace the coil.
FIGURE 4-2. CAB HEATER COMPONENTS
1. Heater Enclosure
2. Heater Control Module
3. Water Control Valve
4. A/C Refrigerant Hoses
5. Water Outlet (to Engine)
6. Water Inlet (from Engine Water Pump)
7. Evaporator Coil
8. Heater Coil
N04025
Fan Motor And Speed Control Filter
Fan speed is controlled by inserting resistor(s) in Service
series with the supply circuit to the blower motor to
reduce voltage. The number of resistors in series is Inlet filters in the heater cover and the cab access
determined by the position of the fan speed selector panel need periodic cleaning to prevent restrictions
switch. in air circulation. The recommended interval for
cleaning and inspection is 250 hours, but in
At low speed, 3 resistors are used, at medium speed, extremely dusty conditions, the filters may need daily
1 resistor is used, and for high speed, the full 24 volts service and inspection, especially the outer panel fil-
is supplied to the blower motor, bypassing all resis- ter on the cab shell. The filter elements should be
tors. cleaned with water and dried in a dust free environ-
ment before reinstallation. Replace the filter element
Test
every 2000 hours or sooner if inspection indicates a
If the motor does not operate at any of the speed clogged or damaged filter.
selections, check voltage supplied to the motor. If
approximately 24 volts (at high speed setting) is
available, the motor is probably defective 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 resis-
tors as required.

Actuators
Three linear actuators (22, Figure 4-4) are installed
inside the heater housing and are used to actuate the
flappers for the following:
• Defroster outlet FIGURE 4-3. CAB FILTER LOCATION

• Bi-level or floor outlets 1. Access Cover 2. Cab Filter

• Inside or outside air selection
A failure to switch one of the above modes of opera-
tion may be due to a faulty actuator.

Test
Visually inspect the flapper and linkage for the func-
tion being diagnosed. Make certain the flapper is not
binding or obstructed, preventing movement 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.

N04025 Operator Comfort N4-5

 FIGURE 4-4. HEATER / AIR CONDITIONER ASSEMBLY
1. Casing 16. Control Plate 31. Defroster Flapper
2. Cover 17. Blower Switch 32. Grommet
3. Louver 18. Toggle Switch 33. Electrical Box Cover
4. Adaptor 19. Toggle Switch 34. Blower Mount
5. Filter Grille 20. Thermostat 35. Blower Assembly
6. Air Filter 21. Hose 36. Blower Housing
7. Filter Holder 22. Actuator 37. Blower Wheel
8. Fresh Air Flapper 23. Flapper Bracket 38. Venturi
9. Evaporator Coil 24. Junction Block 39. Blower Motor
10. Block Valve 25. Relay 40. Motor Mount
11. O-Ring 26. Bi-level Flapper 41. Cover Plate
12. Heater Coil 27. Flapper Bracket 42. Wiring Harness
13. Screw 28. Circuit Breaker 43. Heater Control Module
14. Knob 29. Resistor, 12 Volt 44. Water Control Valve
15. Label Overlay 30. Resistor, 24 volt

N4-6 Operator Comfort N04025

 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, have been identified as a possible contributing factor of the Ozone depletion.
Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of
R-12 refrigerant be discontinued after 1995. Therefore, a more “environmentally-friendly” hydro-flouro-carbon.

FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch 7. Evaporator 10. Magnetic Clutch
2. Thermostatic Switch 8. Expansion Valve 10. Compressor Drive Pulley
3. Battery Supply 9. Suction Line 10. Receiver-Drier
4. Circuit Breaker 10. Test Gauges & Manifold 10. Discharge Line
5. Blower 10. Compressor 10. Condenser
6. Temperature Sensor 10. Refrigerant Container

N04025 Operator Comfort N4-7

(HFC) refrigerant, commonly identified as HFC-134a or R-134a, is being used in most current mobile air condition-
ing systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/
recharging procedure is prohibited.
These restrictions require the use of equipment and procedures which are significantly different from those tradi-
tionally used in air conditioning service techniques. The use of new equipment and techniques allows for complete
recovery of refrigerants, which will not only help to protect the environment, but through the “recycling” of the refrig-
erant 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 char-
acteristics of vibration, shock-loading, operator
changes, and climate conditions that present differ-
ent design and installation problems for air condition-
ing systems. Off-highway equipment, in general, is
unique enough that normal automotive or highway
truck engineering is not sufficient to provide the reli-
ability to endure the various work cycles encoun-
tered.
The cab tightness, insulation, and isolation from heat
sources is very important to the efficiency of the sys-
tem. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.
The general cleanliness of the system and compo-
nents is important. Dust or dirt collected in the con-
denser, evaporator, or air filters decreases the
system's cooling capacity.
The compressor, condenser, evaporator units, hoses
and fittings must be installed clean and tight and be
capable of withstanding the strain and abuse they
are subjected to on off-highway vehicles.
Equipment downtime costs are high enough to
encourage service areas to perform preventative
maintenance at regular intervals on vehicle Air Con-
ditioning (AC) 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 troubleshooting and the corrective
action necessary to put the AC unit into top operating
efficiency.
Too frequently, the operator and the serviceman
overlook the primary fact that no AC system will func-
tion properly unless it is operated within a completely
controlled cab environment. The circulation of air
must be a directed flow. The cab must be sealed
against seepage of ambient air. The cab interior must
be kept free of dust and dirt which, if picked up in the
air system, will clog the intake side of the evaporator
coil.
Air Conditioning
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of tempera-
ture, humidity, cleanliness, and circulation of air. In
the broad sense, a heating unit is as much an air
conditioner as is a cooling unit. The term “air condi-
tioner” is commonly used to identify an air cooling
unit. To be consistent with common usage, the term
“air conditioner” will refer to the cooling unit utilizing
the principles of refrigeration; sometimes referred to
as the evaporator unit.

N4-8 Operator Comfort N04025

Refrigeration - The Act Of Cooling
• There is no process for producing cold; there is
only heat removal.
• Heat always travels toward cooler temperatures.
This principle is the basis for the operation of a
cooling unit. As long as one object has a
temperature lower than another, this heat
transfer will occur.
• Temperature is the measurement of the intensity
of heat in degrees. The most common measuring
device is the thermometer.
• All objects have a point at which they will turn to
vapor. Water boiling is the most common
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not
increase in temperature once brought to a boil.
The heat energy is used in the vaporization
process. The boiling point of a liquid is directly
affected by pressure. By changing pressure, we
can control the boiling point and temperature at
which a vapor will condense. When a liquid is
heated and vaporizes, the gas will absorb heat
without changing pressure.
• Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on
the cooler object.
• Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
refrigerant.
N04025 Operator Comfort
The Refrigeration Cycle
In an air conditioning system, the refrigerant is circu-
lated under pressure through the five major compo-
nents in a closed circuit. At these points in the
system, the refrigerant undergoes predetermined
pressure and temperature changes.
The compressor (refrigerant pump) takes in low pres-
sure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressur-
izes the heat laden refrigerant and forces it through
the discharge valve (high side) on to the condenser.
Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
removed. This component also serves as the tempo-
rary storage unit for some liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
vapor. This causes the refrigerant to become cold.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the evapora-
tor and drops into the drain pan from which it drains
out of the cab.
The cycle is completed when the heated low pres-
sure gas is again drawn into the compressor through
the suction side.
This simplified explanation of the principles of refrig-
eration does not call attention to the fine points of
refrigeration technology. Some of these will be cov-
ered in the following discussions of the components,
controls, and techniques involved in preparing the
unit for efficient operation.
N4-9
AIR CONDITIONER SYSTEM
COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of
the system changes to high pressure. It concentrates
the refrigerant returning from the evaporator (low
side) creating high pressure and a temperature much
higher than the outside air temperature. The high
temperature differential between the refrigerant and
the outside air is necessary to aid rapid heat flow in
the condenser from the hot refrigerant gas to much
cooler outside air.
To create high pressure concentration, the 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 cool-
ing of the refrigerant changes the vapor to liquid.
Heat exchange is accomplished using cooler air flow-
ing through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The radi-
ator fan moves more than 50% of condenser air flow
unless travel speed is at least 25 mph.
N4-10 Operator Comfort
Ram air condensers depend upon the vehicle move-
ment to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually
located in front of the radiator or on the roof of the
truck.
Condensing of the refrigerant is the change of state
of the refrigerant from a vapor to a liquid. The action
is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
pressure in an AC system is the controlled pressure
of the refrigerant which affects the temperature at
which it condenses to liquid, giving off large quanti-
ties of heat in the process. The condensing point is
sufficiently high to create a wide temperature differ-
ential between the hot refrigerant vapor and the air
passing over the condenser fins and tubes. This dif-
ference permits rapid heat transfer from the refriger-
ant to ambient air.
Receiver-Drier
The receiver-drier is an important part of the air con-
ditioning system. The drier receives the liquid refrig-
erant from the condenser and removes any moisture
and foreign matter present which may have entered
the system. The receiver section of the tank is
designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
temporary and is dependent on the demand of the
expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
sight glass is not clear, the system is low on refriger-
ant.
The moisture indicator is a device to notify service
personnel that the drier is full of moisture and must
be replaced. The indicator is blue when the compo-
nent is free from moisture. When the indicator turns
beige or tan, the drier must be replaced.
N04025
Expansion Block Valve Evaporator
The expansion block valve controls the amount of The evaporator cools and dehumidifies the air before
refrigerant entering the evaporator coil. Both inter- it enters the cab. Cooling a large area requires that
nally and externally equalized valves are used. large volumes of air be passed through the evapora-
tor coil for heat exchange. Therefore, a blower
The expansion valve is located near the inlet of the
becomes a vital part of the evaporator assembly. It
evaporator and provides the functions of throttling,
not only draws heat laden air into the evaporator, but
modulating, and controlling the liquid refrigerant to
also forces this air over the evaporator fins and coils
the evaporator coil.
where the heat is surrendered to the refrigerant. The
The refrigerant flows through a restriction creating a blower forces the cooled air out of the evaporator into
pressure drop across the valve. Since the expansion the cab.
valve also separates the high side of the system from
Heat exchange, as explained under condenser oper-
the low side, the state of the refrigerant entering the
ation, depends upon a temperature differential of the
valve is warm to hot high pressure liquid; exiting it is
air and the refrigerant. The greater the temperature
low pressure liquid and gas. The change to low pres-
differential, the greater will be the amount of heat
sure allows the flowing refrigerant to immediately
exchanged between the air and the refrigerant. A
begin changing to gas as it moves toward the evapo-
high heat load condition, as is generally encountered
rator. This produces the desired cooling effect.
when the air conditioning system is turned on, will
The amount of refrigerant metered into the evapora- allow rapid heat transfer between the air and the
tor varies with different heat loads. The valve modu- cooler refrigerant.
lates from wide open to the nearly closed position,
The change of state of the refrigerant in and going
seeking a point between for proper metering of the
through the evaporator coil is as important as that of
refrigerant.
the air flow over the coil.
As the load increases, the valve responds by open-
All or most of the liquid that did not change to vapor
ing wider to allow more refrigerant to pass into the
in the expansion valve or connecting tubes boils
evaporator. As the load decreases, the valve reacts
(expands) and vaporizes immediately in the evapora-
and allows less refrigerant into the evaporator. It is
tor, becoming very cold. As the process of heat loss
this controlling action that provides the proper pres-
from the air to the evaporator coil surface is taking
sure and temperature control in the evaporator.
place, any moisture (humidity) in the air condenses
This system uses an internally equalized, block type on the cool outside surface of the evaporator coil and
expansion valve. With this type valve, the refrigerant is drained off as water.
leaving the evaporator coil is also directed back
At atmospheric pressure, refrigerant boils at a point
through the valve so the temperature of the refriger-
lower than water freezes. Therefore, the temperature
ant is monitored internally rather than by a remote
in the evaporator must be controlled so that the water
sensing bulb. The expansion valve is controlled by
collecting on the coil surface does not freeze on and
both the temperature of the power element bulb and
between the fins and restrict air flow. The evaporator
the pressure of the liquid in the evaporator.
temperature is controlled through pressure inside the
NOTE: It is important that the sensing bulb, if evaporator, and temperature and pressure at the out-
present, is tight against the output line and protected let of the evaporator.
from ambient temperatures with insulation tape.

N04025 Operator Comfort N4-11

ELECTRICAL CIRCUIT Compressor Clutch
The air conditioner's electrical circuit is fed from an An electromagnetic clutch is used in conjunction with
accessory circuit and is fused with a 30-ampere cir- the thermostat to disengage the compressor when it
cuit breaker. is not needed, such as when a defrost cycle is indi-
cated in the evaporator, or when the system or
The blower control is a switch which provides a blower is turned off.
range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the The stationary field clutch is the most desirable type
compressor clutch. Once the blower is turned on, fan since it has fewer parts to wear. The field is mounted
speeds may be changed without affecting the ther- to the compressor by mechanical means depending
mostat sensing level. on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The arma-
The thermostat reacts to changing temperatures ture is mounted on the compressor body.
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the When no current is fed to the field, there is no mag-
evaporator coil to sense temperature. netic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
When the contacts are closed, current flows to the on the crankshaft.
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which When the thermostat or switch is closed, current is
starts the refrigeration cycle. When the temperature fed to the field. This sets up a magnetic force
of the evaporator coil drops to a predetermined point, between the field and armature, pulling it into the
the contacts open and the clutch disengages. rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
When the clutch is disengaged, the blower remains remains stationary. This causes the compressor
at the set speed. After the evaporator temperature crankshaft to turn, starting the refrigeration cycle.
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refriger- When the switch or thermostat is opened, current is
ation cycle resumes. cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the com-
Thermostat
pressor clutch electrical circuit control clutch opera-
An electromagnetic clutch is used on the compressor tion, disengaging the clutch if system pressures are
to provide a means of constant temperature control abnormal.
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which 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 capil-
lary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capil-
lary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined tempera-
ture.

N4-12 Operator Comfort N04025

Trinary™ Switch • Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
• High Pressure - This switch opens and
This switch is mounted on the receiver-drier and has disengages the compressor clutch if system
three functions, as implied by the name: pressure rises above the 300 - 350 psi range.
1. Disengage the compressor clutch when system After system pressure drops to 210 - 250 psi, the
switch contacts will close and the clutch will
pressure is too high.
engage.
2. Disengage the compressor clutch when system
pressure is too low. The switch functions will automatically reset when
system pressure returns to normal.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system pres- OPENS CLOSES
sure. Low 15-30 psi - 40 psi -
The Trinary™ switch performs three distinct func- Pressure descending rising pressure
tions to monitor and control refrigerant pressure in pressure
the system. This switch is installed on the receiver- High 300-350 psi 210-250 psi
drier. The switch functions are: Pressure
Terminals 1 & 2 are connected internally through Fan Clutch 35-60 psi - 200-230 psi -
two, normally closed pressure switches in series, the below closing rising pressure
low pressure switch and the high pressure switch. pressure

The pressures listed above are typical of pres-

sures at the receiver-drier. Due to normal system
flow losses and the distance between the service
port and the receiver-drier, it is expected that
actual system pressure displayed on the gauge
will normally be approximately 20 psi higher.
This factor should be observed when checking
for proper operation of the switch.

NOTE: One other pressure controlling device is

installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
Terminals 3 & 4 are connected internally through a relief valve will open at 500 - 550 psi. The purpose of
normally open switch that is used to control the this valve is to protect the compressor in the event
clutch that drives the radiator fan. This switch closes that pressure should be allowed to rise to that level.
and causes the cooling fan clutch to engage when Damage to the compressor will occur if pressure
system pressure rises to 200 - 230 psi. When pres- exceeds 550 psi.
sure falls to 140 - 195 psi, the switch contacts open,
and the cooling fan clutch disengages
• Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 15 -30 psi range. When
pressure rises above 40 psi, the switch contacts
close, and the clutch engages the compressor.
Since temperature has a direct effect on
pressure, if the ambient temperature is too cold,
system pressure will drop below the low range,
and the pressure switch will disengage the
clutch.

N04025 Operator Comfort N4-13

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 quan-
tity in an air conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration
when anything causes this pressurized, sealed con-
dition to change. The following warnings are pro-
vided here to alert 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.
N4-14 Operator Comfort
.
Federal regulations prohibit venting R-12 and
R134a refrigerant into the atmosphere. An SAE
and UL approved recovery/recycle station must
be used to remove refrigerant from the AC sys-
tem. Refrigerant is stored in a container on the
unit for recycling, reclaiming, or transporting. In
addition, technicians servicing AC systems must
be certified they have been properly trained to
service the system.
Although accidental release of refrigerant is a
remote possibility when proper procedures are
followed, the following warnings must be
observed when servicing AC systems:
Provide appropriate protection for your eyes
(goggles or face shield) when working around
refrigerant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise
extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool
water and seek medical attention as soon as pos-
sible.
Ensure sufficient ventilation whenever refriger-
ant 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 condi-
tioning system. Localized heat can raise the
pressure to a dangerous level.
Do not heat or store refrigerant containers above
120° F (49° C).
Do not flush or pressure test the system using
shop air or another compressed air source. Cer-
tain mixtures of air and R-134a refrigerant are
combustible when slightly pressurized. Shop air
supplies also contain moisture and other con-
taminants that could damage system compo-
nents.
N04025
SYSTEM OIL
R-134a air conditioning systems require the use of REPLACING OIL
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. At Component Oil to add
present time, General Motors part number
Condenser 2-3 ounces
(12345923) is the oil that is furnished in the system
on Komatsu trucks. This clear oil can be found at AC Evaporator 1 ounce
Delco dealers. In some areas, it can be found from
other suppliers as U-Con 488. The only other alterna- Receiver-Drier 2 ounces
tive is General Motors part number (12356151)
Compressors come with 10.5
which is now becoming more popular and is
Compressor ounces of oil in the sump. Refer to
expected to become the furnished oil in Komatsu AC
"Setting Up a New Compressor"
systems. This oil is light blue-green in color and may
be mixed with the other recommended oil. Block Valve
Adding oil is not necessary
(Expansion)
Handling and Reusing PAG Oil
Drain and measure amount
• Avoid skin contact and inhalation of PAG oil, as Hoses
removed
these are normal precautions with any chemical.
• No PAG oil removed from new or old Setting Up a New Compressor
components should be retained for re-use. It
should be stored in a marked container and Compressors come with 10.5 ounces of oil in the
properly sealed. PAG oil is an environmental sump. Compressors being replaced should have
pollutant and should be properly disposed of after been operating with 6 ounces of oil in the sump,
use. therefore, the new compressor should be adjusted,
• PAG oil in containers or in an air conditioning accordingly.
system should not be left exposed to the
Example: If a compressor is being replaced, the
atmosphere any longer than necessary. PAG oil
receiver drier must also be replaced. (The receiver-
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air drier should be replaced whenever the system is
conditioning system. opened.) Since the new compressor comes with 10.5
ounces of oil, 2.5 ounces of oil should be removed
from the compressor leaving 8 ounces. 8 ounces
accounts for the 6 ounces needed for the compres-
Oil Quantity
sor, and the 2 ounces for the new receiver-drier.
It is critical to keep the correct amount of lubricant in
the air conditioning system at all times. Failure to do
so could result in damage to the compressor.
Damage to the compressor can be a result from not
only a lack of oil, but from too much oil, also. A lack Never run the system with more than 10.5 ounces
of oil will cause excess friction and wear on moving of oil in the compressor sump. Damage to the
parts. Excessive oil can result in “slugging” the com- compressor as well as other system components
pressor. This condition occurs when the compressor may occur. It is important to have a good balance
attempts to compress liquid oil as opposed to vapor- of oil throughout the system.
ized refrigerant. Since liquid cannot be compressed,
damage to internal parts results.

Replacing Oil After Servicing the System

Replace oil that has been removed from the system
through recovery of refrigerant and replacement of
components. Refer to the chart below for adding oil.

N04025 Operator Comfort N4-15

REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it An unclear sight glass on R-134a systems can
passes through filters located on the unit that meet indicate that the system may be low on refriger-
specifications stipulated by Society of Automotive ant. However, the sight glass should not be used
Engineers, SAE J2099. The refrigerant that has as a gauge for charging the system. Charging the
passed through the filtering process has only been system must be done with a scale to ensure the
cleaned of contaminants that are associated with proper amount of refrigerant has been added.
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.

Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
R-134a Refrigerant Containers
more thorough filtering process and has been pro-
cessed to the same standards of purity as virgin Two basic, readily available containers are used to
refrigerant. Because of this, reclaimed refrigerant is store R-134a: the 30 or 60 pound bulk canisters (Fig-
acceptable for use in all systems, not just mobile. ure 4-6).
The reclaiming equipment used for this process is
Always read the container label to verify the contents
expensive, and therefore, not common among nor-
are correct for the system being serviced. Note the
mal maintenance shops. Equipment such as this is
containers for R-134a are painted light blue.
more commonly found in air conditioning specialty
shops.

Always use new, recycled, or reclaimed refriger-

ant when charging a system. Failure to adhere to
this recommendation may result in premature
wear or damage to air conditioning system com-
ponents and poor cooling performance.

Refrigerant Quantity
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refriger- FIGURE 4-6. R-134a CONTAINERS
ant is charged into the system, the system will oper-
ate at higher pressures, and in some cases, may 1. 30 lb. Cylinder 2. 60 lb. Cylinder
damage system components. Exceeding the speci-
fied refrigerant charge will not provide better cooling.
If an incorrect charge is suspected, recover the
refrigerant from the system, and charge the system
with the correct operating weight (6.9 lb, 3.13 kg).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is operat-
ing with the proper charge and providing optimum
cooling. Using the sight glass to determine the
charge is not an accurate method.

N4-16 Operator Comfort N04025

SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station as shown in Figure 4-7,
performs both recovery and recycle procedures
which follows the new guidelines for handling used
refrigerant. The recovered refrigerant is recycled to
reduce contaminants, and can then be reused in the
same machine or fleet.
To accomplish this, the recovery/recycle station sep-
arates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
NOTE: To be re-sold, the gas must be “reclaimed”
which leaves it as pure as new, but requires
equipment normally too expensive for all but the
largest refrigeration shops.
Equipment is also available to just remove or extract
the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an AC system prior to servicing.
FIGURE 4-7. RECOVERY/RECYCLE STATION
N04025 Operator Comfort
Mixing different types of refrigerant will damage
equipment. Dedicate one recovery/recycle sta-
tion to each type of refrigerant processing to
avoid equipment damage. DISPOSAL of the gas
removed requires laboratory or manufacturing
facilities.
Test equipment is available to confirm the refrigerant
in the system is actually the type intended for the
system and has not been contaminated by a mixture
of refrigerant types.
Recycling equipment must meet certain standards as
published by the Society of Automotive Engineers
(SAE) and carry a UL approved label. The basic prin-
cipals of operation remain the same for all machines,
even if the details of operation differ somewhat.
Leak Detector
The electronic detector (Figure 4-8) is very accurate
and safe. It is a small hand-held device with a flexible
probe used to seek refrigerant leaks. A buzzer, alarm
or light will announce the presence of even the small-
est leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure the leak detector being used
applies to the refrigerant in the system.
FIGURE 4-8. TYPICAL ELECTRONIC LEAK
DETECTOR
N4-17
 FIGURE 4-9. R-134a SERVICE VALVE FIGURE 4-10. VACUUM PUMP
1. System Service Port 3. Service Hose
Fitting Connection
2. Quick Connect
Vacuum Pump
The vacuum pump (Figure 4-10) is used to com-
pletely evacuate all of the refrigerant, air, and mois-
ture from the system by deliberately lowering the
Service Valves pressure within the system to the point where water
Because an air conditioning system is a sealed sys- turns to a vapor (boils) and together with all air and
tem, two service valves are provided on the com- refrigerant is withdrawn (pumped) from the system.
pressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from
the manifold gauge set to the compressor service
valves enables each of these to be readily per-
formed.
New and unique service hose fittings (Figure 4-9)
have been specified for R-134a systems. Their pur-
pose is to avoid accidental cross-mixing of refriger-
ants and lubricants with R-12 based systems. The
service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.

N4-18 Operator Comfort N04025

Manifold Gauge Set
A typical manifold gauge set (Figure 4-11) has two
screw type hand valves to control access to the sys-
tem, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The mani-
fold and hoses are for access to the inside of an air
conditioner, to remove air and moisture, and to put
in, or remove, refrigerant from the system. Shutoff
valves are required within 12 inches of the hose
end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device
within 12 inches of the hose end. These special FIGURE 4-11. MANIFOLD GAUGE SET
hoses and fittings are designed to minimize refriger-
ant loss and to preclude putting the wrong refrigerant
in a system.

Low Side Gauge

NOTE: When hose replacement becomes The low side gauge, registers both vacuum and pres-
necessary, the new hoses must be marked “SAE sure. The vacuum side of the scale is calibrated from
J2916 R-134a”. 0 to 30 inches of mercury (in. Hg). The pressure side
of the scale is calibrated to 150 psi.

Functions of the manifold gauge set are included in

many of the commercially available recovery or
recovery/recycle stations.

Never open the hand valve to the high side at

anytime when the air conditioning system is
operating. High side pressure, if allowed, may
rupture charging containers and potentially
cause personal injury.

High Side Gauge

The High Side Gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated from 0 to 500 psi.

N04025 Operator Comfort N4-19

Installing Manifold Gauge Set
Before attempting to service the air conditioning sys-
tem, a visual inspection of both the engine and sys-
tem components is recommended. Particular
attention should be given to the belts, hoses, tubing
and all attaching hardware plus the radiator cap, fan
clutch, and thermostat. Inspect both the condenser
and the radiator for any obstructions or potential con-
tamination. Minimize all the possibilities for error or
malfunction of components in the air conditioning
system.

Shut off engine. DO NOT attempt to connect ser-

vice equipment when the engine is running.

1. Be sure all valves on the manifold are closed all

the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service fit-
tings and remove their protective caps.
4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
pressor as shown in Figure 4-12. (High side to
compressor discharge valve and low side to FIGURE 4-12. SERVICE HOSE HOOK-UP
compressor suction side.) Do not open service
valves at this time.

This gauge hook-up process will be the same,

regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the con-
nections 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.

N4-20 Operator Comfort N04025

Purging Air From Service Hoses
The purpose of this procedure is to remove all the
air trapped in the hoses prior to actual system test-
ing. Environmental regulations require that all ser-
vice hoses have a shutoff valve within 12 inches of
the service end. These valves are required to
ensure only a minimal amount of refrigerant is lost
to the atmosphere. R-134a gauge sets have a com-
bination quick disconnect and shutoff valve on the
high and low sides. The center hose also requires a
valve.
The initial purging is best accomplished when con-
nected to recovery or recycle equipment. With the
center hose connected to the recovery station, ser-
vice hoses connected to the high and low sides of
the system, we can begin the purging. The manifold
valves and service valves should be closed. Activat-
ing the vacuum pump will now pull any air or mois-
ture out of the center hose. This will require only a
few minutes of time. The hose is the only area that
is being placed in a vacuum and this will not require
a lengthy process. Closing the valve will then insure
the hose is purged. It is now safe to open the other
manifold valves.

FIGURE 4-13. PURGING SYSTEM

N04025 Operator Comfort N4-21

Stabilizing the AC System
During this stabilization period, do not open
hand valves on manifold for any reason. Equip-
ment damage 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 func-
tions, blower speeds and air flow, set the AC
system controls to maximum cooling and
blower speed on high. Open the cab to ensure
continuous operation of the compressor.
3. Run the engine and air conditioner about 5 min-
utes 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 oper-
ating conditions.
5. It is then possible to observe the gauge read-
ings and the temperature coming out of the air
ducts with a thermometer.
NOTE: If low refrigerant is indicated by lower than
normal pressure readings, recover and charge the
proper amount of refrigerant to enable adequate
system testing.
N4-22 Operator Comfort
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 nor-
mal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
closest to evaporator.
4. Evaluate the readings obtained from the
gauges 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 tem-
perature.
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 restriction is indicated.
Use extreme caution when placing hands on high
side components and hoses. Under certain con-
ditions these items can be extremely hot.
6. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
7. If these conditions are met, the system is con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.
N04025
SYSTEM LEAK TESTING
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting from
improper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the sys-
tem is operated and lubricant wets the seal, the leak
may stop. Such leaks can often be located visually,
or by feeling with your fingers around the shaft for
traces of oil. (The R-134a itself is invisible, odorless,
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.)
A second common place for leaks is the nylon and
rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear indi-
cation of a leak.
Usually, a 50% charged system is enough to find
most leaks. If the system is empty, connect the mani-
fold gauge set to the system and charge at least 3.5
lbs. of refrigerant into the system.
Electronic Leak Detector
(Refer to Figure 4-8). 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 inten-
sity changes.
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 refriger-
ant escapes, it leaves a trace of the dye at the point
of leakage, which is then detected using an ultravio-
let 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 pin-
point the specific location of leaks.
After determining the location or source of leak(s),
repair or replace leaking component(s).
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible.
Before system assembly, check the compressor
oil level and fill to specifications.

Use extreme caution when leak testing a system

while the engine is running.

In its natural state, refrigerant is a harmless, col-

orless 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 downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.

N04025 Operator Comfort N4-23

SYSTEM REPAIR Hoses and Fittings
The following service and repair procedures are not When replacing hoses, be sure to use the same type
any different than typical vehicle service work. How- and ID hose you removed. When hoses or fittings are
ever, AC system components are made of soft met- shielded or clamped to prevent vibration damage, be
als (copper, aluminum, brass, etc.). Comments and sure these are in position or secured.
tips that follow will make the job easier and reduce
unnecessary component replacement. Lines
Always use two wrenches when disconnecting or
connecting AC fittings attached to metal lines. You
are working with copper and aluminum tubing which
can kink or break easily. When grommets or clamps
All of the service procedures described are only
are used to prevent line vibration, be certain these
performed after the system has been discharged.
are in place and secured.
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, components and lubricant containers. Keep
all connections, caps, and plugs clean. It is important to always torque fittings to the
proper torque. Failure to do this may result in
improper contact between mating parts and leak-
age may occur. Refer to the following torque
System Cleaning
chart for tightening specifications.
When performing repairs on air conditioning compo-
nents, a thorough inspection should be performed.
Inspect the parts that have been removed. If they
contain any loose or foreign material, the rest of the Fitting Size Foot Pounds Newton Meters
system should be checked for the source of the
material. 6 10 - 15 ft.lbs. 14 - 20 Nm

8 24 - 29 ft.lbs. 33 - 39 Nm

10 26 - 31 ft.lbs. 36 - 42 Nm

12 30 - 35 ft.lbs. 41 - 47 Nm
Only SAE and/or Mobile Air Conditioning Society
(MACS) approved flushing methods with the Installation torque for the single M10 or 3/8 in. cap-
appropriate refrigerants are to be performed screws securing the inlet and outlet fittings onto the
when removing debris from the system. Other compressor ports is 11 - 25 ft.lbs. (15 - 34 Nm).
methods may be harmful to the environment, as
well as air conditioning components.

Expansion Valve
When removing the expansion valve from the sys-
tem, remove the insulation, clean the area and dis-
connect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the fil-
ter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.

N4-24 Operator Comfort N04025

Receiver-Drier
The receiver-drier can not be serviced or repaired. It
must be replaced whenever the system is opened
for any service. The receiver-drier has a pressure
switch to control the clutch, and should be removed
and installed onto the new unit.
Thermostat
A thermostat can be stuck open or closed due to con-
tact point wear or fusion. The thermostat temperature
sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evapo-
rator temperature.
When thermostat contact points are stuck open or
the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no AC
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat con-
tact or just no contact. When troubleshooting, bypass
the thermostat by hot wiring the clutch coil with a
fused lead. If the clutch engages, replace the thermo-
stat.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are
a faulty switch that could be due to fatigue. The ther-
mostat must be replaced. When the clutch will not
disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
There will also be below normal pressure on the low
side of the system. Side effects can be compressor
damage caused by oil accumulation (refrigeration oil
tends to accumulate at the coldest spot inside the
system) and lower than normal suction pressure that
can starve the compressor of oil.
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates,
bearings, or other internal parts or problems associ-
ated with high or low pressure, heat, or lack of lubri-
cation. Be sure the compressor is securely mounted
and the clutch pulley is properly aligned with the
drive pulley.
Use a mechanic's stethoscope to listen for noises
inside the compressor.
N04025 Operator Comfort
Clutch
Clutch problems include electrical failure in the clutch
coil or lead wire, clutch pulley bearing failure, worn or
warped clutch plate or loss of clutch plate spring tem-
per. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat dam-
age, replace the whole assembly.
The fast way to check electrical failure in the lead
wire or clutch coil is to hot wire the coil with a fused
lead. This procedure 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 pul-
ley.
Sometimes it may be necessary to use shims or
enlarge the slots in the compressor mounting bracket
to achieve proper alignment.
Excessive clutch plate wear is caused by the plate
rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal
air gap between the clutch pulley and the clutch plate
is 0.023 to 0.057 in. (1.02 ± 0.043 mm). If the gap is
too wide, the magnetic field created when the clutch
coil is energized will not be strong enough to pull and
lock the clutch plate to the clutch pulley.
NOTE: Some compressors may be discarded
because it is suspected that internal components
within the compressor have seized. Ensure that
the compressor clutch is working properly before
discarding a compressor for internal seizure. The
normal compressor life span should be about
twice as long as the normal life span of the com-
pressor clutch.
It is important to note that often times a weak clutch
coil may be mistaken for a seized compressor. When
a coil’s resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
N4-25
Before a compressor is dismissed as being seized, a 1. Remove the belt guard from the front of the air
check for proper voltage to the coil should be per- conditioning compressor.
formed. In addition, the coil should be ohm checked
for proper electrical resistance. The coil should fall
within the following range:
12.0 ± 0.37 Ohms @ 68° F (20° C)
16.1 ± 0.62 Ohms @ 240° F (116° C)
The temperatures specified above are roughly typical
of a summer morning before first start-up and the
heat beside an engine on a hot day. At temperatures
in between those listed above, the correct resistance
is proportionate to the difference in temperature.

FIGURE 4-14.
Servicing the Compressor Clutch 1. Belt Pulley 3. Shaft
2. Clutch Hub/Drive 4. Locknut
* RECOMMENDED TOOLS FOR COMPRESSOR Plate
CLUTCH REMOVAL AND INSTALLATION

J-9399 Thin Wall Socket

**J-9403 Spanner Wrench 2. Remove the drive belt from compressor belt
pulley (1, Figure 4-14).
**J-25030 Clutch Hub Holding Tool

Clutch Plate and Hub Assembly

J-9401
Remover

J-8433 Pulley Puller

J-9395 Puller Pilot

***J-24092 Puller Legs

J-8092 Universal Handle

J-9481 Pulley and Bearing Installer

J-9480-01 Drive Plate Installer

J-9480-02 Spacer, Drive Plate Installer

*Tools are available though your local Kent-Moore dealer.
** These tools are interchangeable.
***For use on multiple groove pulleys.

FIGURE 4-15.

Use the proper tools to remove and replace 1. Thin Wall Socket 3. Clutch Hub
clutch components. Using the recommended 2. Clutch Hub Holding
tooling helps prevent damage to compressor Tool
components during maintenance.
Do not drive or pound on the clutch plate, hub
assembly, or shaft. Internal damage to the com-
pressor may result.

N4-26 Operator Comfort N04025

 3. Remove locknut (4) using thin wall socket (1, 5. Remove square key (1, Figure 4-17) from the
Figure 4-15) or the equivalent. Use clutch hub keyways.
holding tool (2), spanner wrench (J-9403), or
the equivalent to hold clutch hub (3) while
removing the locknut. It is recommended that
the locknut be replaced after it has been
removed.

FIGURE 4-18.

1. Clutch Hub 2. Pulley

FIGURE 4-16. 6. Inspect the friction surface on the clutch hub

and the friction surface on the pulley. Scoring
1. Clutch Assembly 2. Clutch Plate & Hub
on the friction surfaces is normal. DO NOT
Assembly Remover
replace these components for this condition
4. Thread clutch plate and hub assembly remover only.
(2, Figure 4-16) into the hub of clutch assembly
(1). Hold the body of the remover with a wrench
and tighten the center screw to pull the clutch
plate and hub assembly from the compressor.

Inspect the steel friction surface on the clutch

and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of exces-
sive heat are evident, it may be necessary to
replace the compressor. Excessive heat may
cause leakage in the seals and damage to inter-
nal components as well as external components.

FIGURE 4-17.

1. Square Key 2. Keyway in Shaft

N04025 Operator Comfort N4-27

Pulley Removal
FIGURE 4-19.
1. Pulley Assembly 3. Retaining Ring Pliers
2. Pulley Retainer Ring
7. Use retaining ring pliers (3, Figure 4-19) to
remove pulley retainer ring (2) from pulley (1).
8. Pry the absorbent sleeve retainer from the neck
of the compressor, and remove the sleeve.
FIGURE 4-20.
1. Pulley Puller 3. Puller Pilot
2. Pulley Assembly
9. Install pulley puller (1, Figure 4-20) and puller
pilot (3) onto the compressor, as shown. If a
multiple groove pulley is used, install puller legs
(J-24092) onto the puller in place of the stan-
dard legs. Extend the puller legs to the back
side of the pulley. DO NOT use the belt grooves
to pull the pulley from the compressor.
N4-28 Operator Comfort
10. Tighten the center screw on the puller against
the shaft of the compressor to remove the pul-
ley.
11. Clean the pulley and pulley bearing with sol-
vent. Inspect the assembly for damage. Check
the bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are evi-
dent.
Clutch Coil Check
12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
12 ± 0.37 ohms @ 68° F (20° C)
16.1 ± 0.62 ohms @ 239° F (115° C)
If the resistance of the coil is not within the specifica-
tions, the clutch will not operate properly. Remove
the retaining ring and replace the coil.
Pulley Installation
FIGURE 4-21.
1. Bearing Installer 2. Universal Handle
1. Place the pulley assembly into position on the
compressor. Use bearing installer (1, Figure 4-
21), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the com-
pressor until it seats. Use of the installer or the
equivalent ensures that the force driving the
bearing into position acts on the inner race of
the bearing. Applying force to the outer race of
the bearing will result in bearing damage.
2. Ensure the pulley rotates freely. If the pulley
does not rotate freely, remove the pulley and
check for damaged components. Replace any
damaged components and reinstall the pulley.
3. Install the pulley retainer ring and ensure that
the ring is properly seated.
4. Install the absorbent sleeve into the neck of the
compressor. Install the sleeve retainer.
N04025
Clutch Assembly Installation
1. Insert square key (1, Figure 4-16) into the key-
way in the clutch hub. Allow the key to protrude
about 4.5 mm (0.18 in.) from the outer edge of
the hub. Use petroleum jelly to hold the key in
place.
FIGURE 4-22.
1. Drive Plate Installer 2. Spacer
2. Place the clutch assembly into position on the
compressor. Align the square key with the key-
way on the shaft.
3. Thread drive plate installer (1, Figure 4-22) onto
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.
N04025 Operator Comfort
4. Press the clutch onto the compressor using
installer (1). Continue to press the clutch plate
until a 2 mm (0.079 in.) gap remains between
the clutch friction surface and the pulley friction
surface. Refer to Figure 4-23.
0.040 ± 0.017 in.
FIGURE 4-23. CLUTCH GAP
NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
5. Install locknut (4, Figure 4-14) and tighten the
nut until it seats. The gap should now measure
1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap
is not within the specification, check for proper
installation of the square key.
6. Install the drive belt onto the compressor.
Ensure that the proper tension on the belt is
attained. Refer to the belt tension chart in the
appropriate engine manual for the proper speci-
fications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air condi-
tioning system at maximum load conditions with
the engine at high idle. Turn the air conditioning
control ON and OFF at least 15 times for one
second intervals.
8. Install the belt guard if no further servicing is
required.
N4-29
RECOVERING AND RECYCLING THE 9. Check the system pressure after the recovery
REFRIGERANT equipment stops. After five minutes, system
pressure should not rise above “0” gauge pres-
Draining the Oil from the previous recovery cycle sure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
1. Place the power switch and the controller on
cycle should continue until the system is void of
the recovery unit in the OFF position.
refrigerant.
2. Plug in the recovery station to the correct
10. Check the sight glass oil level to determine the
power source.
amount of oil that needs to be replaced. (The
3. Drain the recovered oil through the valve amount of oil that was lost during the recovery
marked “oil drain” on the front of the machine. cycle must be replaced back into the system).
4. Place the controller knob in the ON position. 11. Mark the cylinder with a “RECOVERED” (red)
The low pressure gauge will show a rise. magnetic label to reduce the chance of charging
5. Immediately switch to the OFF position and a system with contaminated refrigerant. Record
allow the pressure to stabilize. If the pressure the amount of refrigerant recovered.
does not rise to between 5 psi and 10 psi,
switch the controller ON and OFF again.
6. When the pressure reaches 5 to 10 psi, open
the “oil drain” valve, collect the oil in an appro- Performing the Recycling Procedure
priate container, and dispose of container as
indicated by local, state or federal regulation. The recovered refrigerant contained in the cylinder
The oil is not reusable due to contaminants must undergo the recycle procedure before it can be
absorbed during use. reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
Performing the Recovery Cycle equipment manufacturer's instructions for this proce-
dure.
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. Evacuating and Charging the AC System
3. Check the cylinder refrigerant level before Evacuate the system once the air conditioner compo-
beginning recovery to make sure you have nents are repaired or replacement parts are secured,
enough capacity. and the AC system is reassembled. Evacuation
4. Confirm that all shut-off valves are closed removes air and moisture from the system. Then, the
before connecting to the AC system. AC system is ready for the charging process, which
adds new refrigerant to the system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment as per the manufacturer's instruc-
tions.
7. Continue extraction until a vacuum exists in the
AC system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the mani-
fold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.

N4-30 Operator Comfort N04025

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
refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air condition-
ing system effectively vaporizes any moisture, allow-
ing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (212°F at sea level with 14.7 psi).
In a vacuum, water will boil at a lower temperature
depending upon how much of a vacuum is created.
As an example, if the ambient air outside the truck is
75°F at sea level, by creating a vacuum in the system
so that the pressure is below that of the outside air
(in this case, at least 29.5 inches of vacuum is
needed), the boiling point of water will be lowered to
72°F. Thus any moisture in the system will vaporize
and be drawn out by the pump if the pump is run for
approximately an hour. The following steps indicate
the proper procedure for evacuating all moisture from
the heavy duty air conditioning systems. FIGURE 4-24. VACUUM PUMP HOOKUP
Do not use the air conditioning compressor as a vac- 1. Low Pressure Hand 2. High Pressure Hand
uum pump or the compressor will be damaged. Valve Valve
NOTE: Lower the vacuum requirement one inch for 3. Vacuum Pump
every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected 4. Observe gauge reading and wait 10 minutes.
(after discharging the system), connect the cen- Reading should not vary more than 1-2 in. hg.
ter hose to the inlet fitting of the vacuum pump After waiting, if more vacuum is lost than this, a
as shown in Figure 4-24. Then open the low serious leak is indicated and the system must
side hand valves to maximum. be recharged, leak tested, repaired and evacu-
2. Open the discharge valve on the vacuum pump ated.
or remove the dust cap from the discharge out- 5. Turn on pump, open hand valves and continue
let. Turn the pump on and watch the low side evacuation for at least one hour.
gauge. The pump should pull the system into a
vacuum (if not, the system has a leak). NOTE: If system has excessive amounts of moisture,
60 minutes evacuation may not be sufficient since
3. Run the pump for five minutes and close the
the water must turn to a vapor to be drawn out of the
hand valves and shut off the pump.
system. If it has been verified that no system leaks
exist and gauge readings increase after 1 hour,
extend the evacuation time to ensure total moisture
removal.
6. Close the manifold hand valves and turn off
vacuum pump, watching the low side gauge
reading. If vacuum remains for a few minutes,
the system is ready for charging.

N04025 Operator Comfort N4-31

The moisture must turn to gas before the pump can
pull it out. The moisture takes time to boil away, so
that it can be drawn out of the system. The vacuum
pump can draw most of the air out quickly, but a
deep vacuum requires more time; the deeper the
vacuum the more time required.
The most important factor is the ability for the
system to hold the deepest vacuum the pump
can pull, and hold it for 15 minutes after the
pump has stopped. This may take several tries
depending on how long the system was held in a
vacuum.
N4-32 Operator Comfort
CHARGING THE AC SYSTEM
When charging the system, 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 refrig-
erant is added in the AC system makes a difference.
When using refrigerant as a liquid, never add more
than two thirds of system requirements as a liquid.
Finish charging the system using gas.
The proper method for charging refrigerant into a R-
134a system is to first, recover all of the refrigerant
from the system. The charging refrigerant should
then be weighed on a scale to ensure the proper
amount is charged into the system. Most recovery
units include a scale within the apparatus, thus mak-
ing it very easy to charge the correct amount every
time. If equipment such as this is not available, a
common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the sys-
tem until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a
system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.
N04025
 TROUBLESHOOTING
Pre-Diagnosis Checks
If the system indicates Insufficient cooling, or no
cooling, the following points should be checked
before proceeding with the system diagnosis proce-
dures.
NOTE: If the truck being serviced is a model 930E,
be certain the rest switch in the cab is ON. Place the
GF cutout switch in the CUTOUT position.
Preparing For Diagnosis
Successfully servicing an air conditioning system,
beyond the basic procedures outlined in the previous
section, requires additional knowledge of system
testing and diagnosis.
A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air con-
ditioning system. An accurate testing sequence is
usually the quickest way to diagnose an internal
problem. When correctly done, diagnosis becomes
an accurate procedure rather than guesswork.
• Compressor belt - Must be tight, and aligned.
• Compressor clutch - The clutch must engage. If it
does not, check fuses, wiring, and switches.
• Oil leaks - Inspect all connection or components
for refrigeration oil leaks (especially in the area of
the compressor shaft). A leak indicates a
refrigerant leak.
• Electrical check - Check all wires and
connections for possible open circuits or shorts.
Check all system fuses.
Note: Some systems use different safety devices in
the compressor circuit to protect the compressor.
Check the thermal fuse, the low pressure cutout
switch, high pressure cutout switch or trinary
pressure switch if equipped.
• Cooling system - Check for correct cooling
system operation. Inspect the radiator hoses,
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper
operation.
• Radiator shutters - Inspect for correct operation
and controls, if equipped.
• Fan and shroud - Check for proper operation of
fan clutch. Check installation of fan and shroud.
• Heater/water valve - Check for malfunction or
leaking.
• System ducts and doors - Check the ducts and
doors for proper function.
N04025 Operator Comfort
• Refrigerant charge - Make sure system is
properly charged with the correct amount of
refrigerant.
Preliminary Steps
The following steps outline the correct procedures
necessary to prepare the truck and the system for
testing and diagnosis:
1. Correctly connect the manifold gauge set to the
system. Refer to the connection and purging
procedures outlined in this section.
2. Run the engine with the air conditioning system
on for five to ten minutes to stabilize the system.
3. With the engine and the system at normal oper-
ating temperature, conduct a Performance Test
as outlined in this section.
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 nor-
mal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
closest to evaporator.
4. Evaluate the readings obtained from the
gauges 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 tem-
perature.
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
N4-33
 even temperatures, if outlet is cooler than inlet, Diagnosis Of Gauge Readings And System
a restriction is indicated. Performance
The following Troubleshooting Chart lists typical mal-
functions encountered in air conditioning systems.
Indications and or problems may differ from one sys-
tem to the next. Read all applicable situations, ser-
Use extreme caution when placing hands on high vice procedures, and explanations to gain a full
side components and hoses. Under certain con- understanding of the system malfunction. Refer to
ditions these items can be extremely hot. information listed under “Suggested Corrective
Action” for service procedures.
6. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
7. If these conditions are met, the system is con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.

N4-34 Operator Comfort N04025

 TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS

PROBLEM: Insufficient Cooling

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.

Possible Causes Suggested Corrective Actions

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

If Leaks Are Found:

After locating the source of the leak, recover the
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check AC operation and perform-
ance test the system.

PROBLEM: Little or No Cooling

Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.

Possible Causes Suggested Corrective Actions

- Pressure sensing switch may have compressor
clutch disengaged.
- Refrigerant excessively low; leak in system.
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
enable the compressor to operate, if the com-
pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.

N04025 Operator Comfort N4-35

 PROBLEM: Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
Possible Causes
- Extremely low or no refrigerant in the system.
Possible leak in the system.
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - Normal
High side pressure - Normal
Discharge air is only slightly cool.
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)
Possible Causes
Leaks in the system.
N4-36 Operator Comfort
Suggested Corrective Actions
Check for leaks by performing leak test.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
AC operation and performance.
Leaks Found:
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable the compressor to operate, if the com-
pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
Suggested Corrective Actions
Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check AC operation and performance.
N04025
 PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - HIGH
High side pressure - HIGH
Discharge air is only slightly cool.
Possible Causes
- Leaks in system.
PROBLEM: Expansion Valve Stuck or Plugged
Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Expansion valve body is frosted or sweaty.
Possible Causes
An expansion valve malfunction could mean
the valve is stuck in the closed position, the filter
screen is clogged (block expansion valves do not
have filter screens), moisture in the system has
frozen at the expansion valve orifice, or the
sensing bulb is not operating. If the sensing bulb
is accessible, perform the following test. If not,
proceed to the Repair Procedure.
N04025 Operator Comfort
Suggested Corrective Actions
Test for leaks, especially around the compressor
shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Re-
place the receiver-drier. Check the compressor
and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check AC operation and perform-
ance.
Suggested Corrective Actions
Test: Warm diaphragm and valve body with your
hand, or very carefully with a heat gun. Activate
the system and watch to see if the low pressure
gauge rises. Next, carefully spray a little nitrogen,
or any substance below 32° F, on the capillary coil
(bulb) or valve diaphragm. The low side gauge
needle should drop and read at a lower (suction)
pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve
screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low press-
ure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.
N4-37
 PROBLEM: Expansion Valve Stuck Open
Indications:
Low side pressure - HIGH
High side pressure - Normal
Air from vents in the cab seems warm
or only slightly cool.
Possible Causes
The expansion valve is stuck open and/or the
capillary tube (bulb) is not making proper contact
with the evaporator outlet tube. Liquid refrigerant
may be flooding the evaporator making it imposs-
ible for the refrigerant to vaporize and absorb
heat normally. In vehicles where the expansion
valve sensing bulb is accessible, check the
capillary tube for proper mounting and contact
with the evaporator outlet tube. Then perform the
following test if the valve is accessible. If it is not,
proceed to the Repair Procedure.
PROBLEM: High Pressure Side Restriction
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Discharge air is only slightly cool.
Look for sweat or frost on high side hoses
and tubing. The line will be cool to the touch
near the restriction.
Possible Causes
Kink in a line, collapsed hose liners, plugged
receiver-drier or condenser, etc.
N4-38 Operator Comfort
Suggested Corrective Actions
Test: Operate the AC system on it's coldest
setting for a few minutes. Carefully spray
nitrogen or another cold substance on the cap-
illary tube coil (bulb) or head of the valve. The low
pressure (suction) side gauge needle should now
drop on the gauge. This indicates the valve has
closed and is not stuck open. Repeat the test,
but first warm the valve diaphragm by warming
with hands. If the low side gauge shows a drop
again, the valve is not stuck. Clean the surfaces of
the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check perform-
ance.
Repair Procedure: If the test did not result in
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expan-
sion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check AC operation and performance.
Suggested Corrective Actions
Repair Procedure: After you locate the defective
component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check AC
operation and performance.
N04025
 PROBLEM: Compressor Malfunction
Indications:
Low side pressure - HIGH
High side pressure - LOW
Compressor operates noisily.
Possible Causes
- Defective reed valves or other internal
components.
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
High side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.
Possible Causes
- Thermostat malfunctioning possibly due to
incorrect installation.
N04025
Suggested Corrective Actions
Repair Procedure: If the belt is worn or loose,
replace or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
Suggested Corrective Actions
Replace the thermostatic switch. When removing
the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or
close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads
Operator Comfort N4-39
 PROBLEM: Condenser Malfunction or System Overcharge

Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.

Possible Causes Suggested Corrective Actions

- Lack of air flow through the condenser fins
Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck AC system
operation, gauge readings, and performance.
If the problem continues, the system may be over-
charged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck AC system operation, gauge
readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The
receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.

N4-40 Operator Comfort N04025

 PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM
Truck Serial Number_________________________ Last Maintenance Check:_____________________

Site Unit Number____________________________ Name of Service Technician________________

Date:____________Hour Meter:________________
NOTE: Compressor should be run at least 5 minutes
(40°F minimum ambient temperature) every month,
Maintenance Interval in order to circulate oil and lubricate components.
COMPONENT (months)
Maintenance Interval
3 6 12 Done
COMPONENT (months)
1. Compressor
3 6 12 Done
Check noise level
4. Expansion Valve X
Check clutch pulley
Inspect capillary tube (if
Check oil level used) for leakage, damage,
Run system 5 minutes looseness
Check belt tension 5. Evaporator
(80-100) lbs; V-belt
Clean dirt, bugs, leaves, etc.
Inspect shaft seal for leakage from fins (w/ compressed air)
Check mounting bracket Check solder joints on inlet/
(tighten bolts) outlet tubes (leakage)
Check clutch alignment w/ Inspect condensation drain
crankshaft pulley (within
6. Other Components
0.06 in.)
Check discharge lines
Perform manifold gauge
(hot to touch)
check
Check suction lines
Verify clutch is engaging
(cold to touch)
2. Condenser
Inspect fittings/clamps/hoses
Clean dirt, bugs, leaves, etc.
Check thermostatic switch for
from coils (w/compressed air)
proper operation
Verify engine fan clutch is
Outlets in cab: 40°F to 50° F
engaging (if installed)
Inspect all wiring connections
Check inlet/outlet for
obstructions or damage Operate all manual controls
through full functions
3. Receiver-Drier
Check inlet line from
condenser (should be hot to
touch)
Replace, if system is opened

N04025 Operator Comfort N4-41

 NOTES:

N4-42 Operator Comfort N04025

 SECTION N5
OPERATOR CAB CONTROLS
INDEX

OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

DYNAMIC RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

DYNAMIC RETARDER/SERVICE BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

ACCELERATOR (THROTTLE) PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Starting on a Grade With a Loaded Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

GRADE/SPEED RETARD CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

HEATER / AIR CONDITIONER VENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

HEATER / AIR CONDITIONER COMPARTMENT AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . 8

DEFROSTER VENT CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

HEAT VENT CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

FAN CONTROL KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

AIR CONDITIONER CONTROL KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

OUTSIDE/INSIDE AIR CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

SELECTION CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

HEATER/AIR CONDITIONER VENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

F-N-R SELECTOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

HOIST CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

OVERRIDE /FAULT RESET SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

N05032 11/02 Operator Cab Controls N5-1

 10, FIGURE 5-5 - BLANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

RETARD SPEED CONTROL (RSC) "OFF/ON" SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

RETARD SPEED CONTROL (RSC) ADJUST DIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

TCI DOWNLOAD PORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

PASSENGER SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

INSTRUMENT PANEL AND INDICATOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

CONTROL SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

INSTRUMENT PANEL (Figure 5-6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

PANEL GAUGES, INDICATORS, AND CONTROLS (Figure 5-6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

KEY SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Cold Weather Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Normal Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

PARKING BRAKE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

AC DRIVE SYSTEM TEMPERATURE GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

STATUS / WARNING INDICATOR LIGHT SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

N5-2 Operator Cab Controls 11/02 N05032

 OPERATOR CAB CONTROLS
STEERING COLUMN
The steering column and steering wheel adjust at a
tilt angle to provide the most comfortable wheel posi-
tion for the operator. A telescoping feature also pro-
vides optimum operator comfort. The steering
column also contains a turn signal lever and head-
light selector switch. Refer to Steering Wheel And
Controls for a list of controls and functionality.
6. Remove screws retaining trim cover (2) where
steering column enters the instrument panel
and remove cover.
7. Remove four capscrews and washers (4) at
saddle bracket (5). Access to these screws is
from the front of the cab, through access open-
ing (8). Remove capscrews and washers (3).
8. Lift the column out of the instrument panel.

Installation
1. Install stub shaft (11, Figure 5-1) on steering
column splines. Leave a 0.125 in. (3.2 mm) gap
between end of stub shaft and end of steering
column housing. Tighten clamp capscrew (6) to
standard torque.
2. Apply molybdenum disulphide or multi-purpose
NLGI grease to external splines of stub shaft.
3. With the steering column tilted at approximately
30°, insert the lower end of the column into the
opening in the instrument panel. Attach saddle
bracket (5) with capscrews and washers (4).
Tighten to standard torque.
4. Position saddle bracket over tapped mounting
holes and install capscrews and washers (3).
Tighten capscrews just enough to secure col-
umn in position.
FIGURE 5-1. STEERING COLUMN INSTALLATION 5. With capscrews (3) loosened, allow steering
column to slide downward until stub shaft (11)
1. Steering Column 7. Capscrews, Washers splines bottom in steering control unit (9). When
2. Trim Cover 8. Front Access Cover
the stub shaft is at rest at the bottom of the input
3. Capscrews, Washers 9. Steering Control Unit
collar, slide column out to obtain 0.08 to 0.120
4. Capscrews, Washers 10. Capscrews, Washers
in. (2 to 3 mm) clearance between end of stub
5. Saddle Bracket 11. Stub Shaft
shaft and steering control unit. Tighten cap-
6. Capscrew & Nut
screws (3) to standard torque.
Removal NOTE: The gap in Step 5 can be measured by
etching a line across saddle bracket (5) and the
1. Shut down the engine by turning the key switch
bracket mounting face while the stub shaft is at rest
"Off" and allow the steering accumulators to
in the control unit. Pull the column away from the
bleed down. Allow at least 90 seconds for bleed
control unit until the correct gap exists between the
down. Turn the steering wheel to ensure no
mark on the bracket and the mark on mounting face.
pressure remains.
6. Carefully tighten capscrews (7 & 10). It is impor-
2. Open the battery disconnect switches.
tant to use care when tightening to be certain no
3. Remove access cover (8, Figure 5-1) from the binding occurs between stub shaft and steering
front of the cab. unit splines.
4. Loosen capscrews (7 & 10) on control unit (9).
5. Disconnect wire harness from the steering col-
umn at the connector.

N05032 11/02 Operator Cab Controls N5-3

Note: Be certain clearance adjusted in Step 5
remains between 0.08 and 0.120 inches (2 to 3 mm)
when capscrews are tightened.
7. Check for proper steering wheel rotation with-
out binding. Be certain wheel returns to neutral
after rotating 1/4 turn left and right. If neces-
sary, repeat steps 5 & 6.
8. Tighten steering control unit hoses.
9. Connect the steering column wire harness to
the instrument panel harness. Install cover (2)
and (8).
10. Close battery disconnect switch.

FIGURE 5-2. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel 7. Instrument Panel 13. Warning/Status Indicator Lights
2. Retarder Control Lever 8. Grade/Speed Retard Chart 14. Payload Meter Downlo
3. Retarder/Service Brake Pedal 9. Radio Speakers Connector
4. Throttle/Accelerator Pedal 10. Warning Alarm Buzzer 15. Payload Meter II
5. Heater/Air Conditioner Vents 11. Radio, AM/FM Stereo, Cassette 16. Air Cleaner Vacuum Gauges
6. Heater/Air Conditioner Controls 12. Warning Lights Dimmer Control 17. Windshield Wipers

N5-4 Operator Cab Controls 11/02 N05032

STEERING WHEEL AND CONTROLS
The steering wheel (1, Figure 5-3) 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 5-3) 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 5-3) around the
horn button locks/unlocks the telescoping function of
the steering column. Rotating the ring 90° - 180°
counterclockwise (L.H. rotation), releases the column
to move "in" or "out". Rotating the ring clockwise
(R.H. rotation), locks the column in the adjusted posi-
tion.
TILT WHEEL LEVER
Adjust the tilt of the steering wheel by pulling the tilt
adjustment lever (4, Figure 5-3) toward the steering
wheel and moving the wheel to the desired angle.
Releasing the lever will lock the wheel in the desired
location.
TURN SIGNAL / HEADLIGHT DIMMER
The turn signal lever (5, Figure 5- 3) is used to acti-
vate turn signal lights and to select either high or low
headlight beams.
Move the lever upward to signal a turn to
the right.
An indicator in the top, center of the instrument panel
will illuminate to indicate turn direction selected.
Refer to INSTRUMENT PANEL & INDICATOR
LIGHTS.
Move the lever downward to signal a turn
to the left.
Moving the lever toward the steering wheel
changes headlight beam. When high beams
are selected, the indicator in the top, center
of the instrument panel will illuminate.
N05032 11/02 Operator Cab Controls
FIGURE 5-3. STEERING WHEEL AND CONTROLS
DYNAMIC RETARDING
Dynamic retarding is a braking torque (not a brake)
produced through electrical generation by the wheel
motors when the truck motion (momentum) is the
propelling force.
For normal truck operation, dynamic retarding
should be used to slow and control truck speed.
Dynamic retarding is available in "FORWARD/
REVERSE" at all truck speeds above 0 mph/kph;
however, as the truck speed slows below 3 mph (4.8
kph), the available retarding force may not be effec-
tive. Use the service brakes to bring the truck to a
complete stop.
Dynamic retarding will not hold a stationary truck on
an incline; use the parking brake or wheel brake lock
for this purpose.
Dynamic retarding is available in NEUTRAL only
when truck speed is above 3 mph (4.8 kph).
When dynamic retarding active, engine RPM will
automatically go to an advance RPM retard speed
setting. This RPM will vary depending on the temper-
ature of several electrical system components.
Dynamic retarding will be applied automatically if
the speed of the truck obtains the maximum speed
setting programmed in the control system software.
When dynamic retarding is activated, an indicator
light in the overhead display will illuminate. The
Grade/Speed Retard Chart should always be
used to determine safe downhill speeds. Refer to
Grade/Speed Retard Chart in this chapter.
N5-5
RETARDER CONTROL LEVER
The Retarder Control Lever (6, Figure 5-3) mounted
on the right side of the steering column can be used
to modulate retarding effort. The lever will command
the full range of retarding and will remain at a fixed
position when released.
a. When the lever is rotated to full "Up" (coun-
terclockwise) position, it is in the "Off/No
Retard" position.
b. When the lever is rotated to full "Down"
(clockwise) position, it is in the full "On/
Retard" position.
c. For long downhill hauls, the lever may be
positioned to provide a desired retarding
effort, and it will remain where it is posi-
tioned. NOTE: The Retarder Control Lever
must be rotated back to the "Off" position
before the truck will resume the PROPEL
mode of operation.
The lever and foot-operated Retarder/Service Brake
pedal can be used simultaneously or independently.
The Propulsion System Controller (PSC) will deter-
mine which device is requesting the most retarding
effort and apply that amount.
DYNAMIC RETARDER/SERVICE BRAKE PEDAL
The Dynamic Retarder/Service Brake Pedal (3, Fig-
ure 5-2) is a single, foot-operated pedal which con-
trols both retarding and service brake functions. The
first portion of pedal travel commands retarding effort
through a rotary potentiometer. The second portion
of pedal travel modulates service brake pressure
directly through a hydraulic valve. Thus, the operator
must first apply, and maintain, full dynamic retarding
in order to apply the service brakes. Releasing the
pedal returns the brake and retarder to the "off" posi-
tion.
When the pedal is partially depressed, the dynamic
retarding is actuated. As the pedal is further
depressed, to where dynamic retarding is fully
applied; the service brakes (while maintaining full
retarding) are actuated through a hydraulic valve
which modulates pressure to the service brakes.
Completely depressing the pedal causes full
application of both dynamic retarding AND the
service brakes. An indicator light in the overhead
panel (B3, Figure 5-7) will illuminate), and an
increase in pedal resistance will be felt when the Ser-
vice Brakes are applied.
N5-6 Operator Cab Controls
For normal truck operation, dynamic retarding
(lever or foot-operated pedal) should be used to
slow and control the speed of the truck.
Service brakes should be applied only when dynamic
retarding requires additional braking force to slow the
truck speed quickly, or when bringing the truck to a
complete stop.
ACCELERATOR (THROTTLE) PEDAL
The Accelerator Pedal (Throttle) Pedal (4, Figure 5-
2) is a foot-operated pedal which allows the operator
to control engine RPM, depending on pedal depres-
sion.
It is used by the operator to request torque from the
motors when in Forward or Reverse. In this mode,
the propulsion system controller commands the cor-
rect engine speed for the power required. In Neutral,
this pedal controls engine speed directly.
Starting on a Grade With a Loaded Truck
Initial propulsion with a loaded truck should begin
from a level surface whenever possible, but when
there are circumstances where starting on a hill or
grade cannot be avoided, use the following proce-
dure:
1. Fully depress the foot-operated retarder/service
brake pedal (DO NOT use retarder lever) to
hold the truck on the grade. With service brakes
fully applied, move the selector switch to a drive
position (Forward/Reverse) and increase
engine RPM with throttle pedal.
2. As engine RPM approaches maximum, and
operator senses propulsion effort working
against the brakes, release the brakes and let
truck movement start. Be sure to completely
release the foot-operated retarder/service brake
pedal. As truck speed increases above 3-5
MPH (5-8 KPH) the Propulsion System Control
(PSC) will drop propulsion if the retarder is still
applied.Releasing and reapplying dynamic
retarding during a hill start operation will result
in loss of propulsion and, if truck speed is above
1-2 MPH, application of retarding effort.
11/02 N05032
GRADE/SPEED RETARD CHART
The Grade/Speed Retard chart (8, Figure 5-2 &
shown below) provides the recommended MAXI-
MUM retarding limits at various truck speeds and
grades with a fully loaded truck.
This decal in the truck may differ from the decal
below due to OPTIONAL truck equipment such as:
wheel motor drive train ratios, retarder grids, tire
sizes, etc. ALWAYS refer to this decal in the oper-
ator's cab, and follow these recommendations for
truck operation.
The operator should reference this chart before
descending any grade with a loaded truck. Proper
use of Dynamic Retarding will maintain a safe speed.
Two speed lists are provided, one for continuous
retarding, and the second, for short term (approx. 3-
minute) retarding. Both lists are matched to the truck
at maximum Gross Vehicle Weight (GVW). The two
ratings are guidelines for proper usage of the retard
function on downhill grades.
N05032 11/02 Operator Cab Controls
The "short term" numbers listed on the chart indicate
the combination of speeds and grades which the
vehicle can safely negotiate for a short duration
before system components reach the maximum
allowable temperature during retarding. These
speeds are faster than the "continuous" values,
reflecting the thermal capacity of various system
components. System components can accept heat-
ing at a higher-than-continuous rate for a short period
of time. Beyond this short duration of time, the sys-
tem would become overheated.
If the vehicle is operated at "short term" grade and
speed limits for a period of time exceeding thermal
capacity, the Propulsion System Controller (PSC)
gradually reduces retarding effort from "short term" to
"continuous". The "Retard @ Continuous" indicator
light will illuminate alerting the operator of the retard-
ing reduction and the need for a reduction in speed.
The operator must use the service brakes to quickly
slow the truck to maximum "continuous" retarding
limits or less.
Do Not LIGHTLY apply the service brakes when
attempting to slow the truck on a downhill grade.
Overheating of the brakes will result. Fully apply
the brakes (within safe limits for road conditions)
in order to quickly slow the truck to maximum
"continuous" retarding limits or less.
NOTE: The "three minute" curve is a minimum and
the actual time limit could be greater. Ambient
temperature, barometric pressure and recent motor
power levels can affect this number.
The "short term" rating 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 the grade exceeds the allowable limits, the
grade will need to be negotiated at the "continuous"
speed.
The "continuous" numbers on the chart indicate the
combination of speeds and grades which the vehicle
can safely negotiate for unlimited time or distance
during retarding.
DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded truck.
N5-7
HEATER / AIR CONDITIONER VENTS SELECTION CONTROL SWITCH
Each heater/air conditioner vent (5, Figure 5-2) is a Selection Control Switch (6, Figure 5-4) allows the
flapper type which may be opened or closed or operator to select a comfortable temperature. Rotate
rotated 360° for optimum air flow. There are four the knob counter-clockwise (blue arrow) for cooler
(three not shown) across the top of the panel, one temperatures. Full counter-clockwise position is the
each in the right and left panel modules, and four coldest air setting. Rotate knob clockwise (red arrow)
below the panel. for warmer temperatures. Full clockwise position is
the warmest setting.
HEATER / AIR CONDITIONER
HEATER/AIR CONDITIONER VENTS
COMPARTMENT AND CONTROLS
These HVAC vents (7, Figure 5-4) may be rotated
The heater/air conditioner compartment contains the
360°. Open/close louvers to control air flow.
heater/air conditioner controls (6, Figure 5-2) and
some of the heater/air conditioner components, such
as the blower motor assembly and heater coils. Opti-
mum cab air climate can be selected by using the fol-
lowing controls in various combinations.

DEFROSTER VENT CONTROL SWITCH

Defroster control switch (1, Figure 5-4) directs
heated air for windshield defrosting. "Down" position
of the toggle switch is OFF. "Up" position of the tog-
gle switch is On.

HEAT VENT CONTROL SWITCH

Heater control (2, Figure 5-4) 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

Fan control knob (3, Figure 5-4) controls 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 desired position.
"Off" is full counter-clockwise position.

AIR CONDITIONER CONTROL KNOB

A/C control knob (4, Figure 5-4) controls the air con-
ditioner to cool the cab air. Cooler temperatures are
selected by rotating the control knob clockwise to the
desired temperature. Full clockwise position is cold-
est setting. "Off" is full counter-clockwise position.

OUTSIDE/INSIDE AIR CONTROL SWITCH

Outside/inside air control switch (5, Figure 5-4)
allows either outside or inside air to be circulated
through the cab heater assembly. Moving the switch
"Up" directs outside air to be circulated through the
heater assembly and through the cab. Moving the
switch "Down" directs inside air to be recirculated
FIGURE 5-4. A/C & HEATER CONTROLS
through the heater assembly.

N5-8 Operator Cab Controls 11/02 N05032

INSTRUMENT PANEL
The Instrument Panel (7, Figure 5-2) includes a wide variety of switches, gauges, and indicators. Refer to INSTRU-
MENT PANEL AND INDICATOR LIGHTS, for a detailed description of function and location of these components.

OVERHEAD PANEL AND DISPLAYS

The items listed below are located on the overhead panel. Refer to Figure 5-2 for the location of each item. A brief
description of each component is documented below.

RADIO SPEAKERS PAYLOAD METER DOWNLOAD CONNECTOR

Radio Speakers (9, Figure 5-2) for the AM/FM Stereo Connector (14, Figure 5-2) is used with a special
radio are located at the far left and right of the over- cable to allow Payload Meter (15) to communicate
head panel. with a portable computer.

WARNING ALARM BUZZER PAYLOAD METER

This alarm (10, Figure 5-2) 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 (11, Figure 5-2). Refer to Optional Equipment,
Section 5, of the Operation and Maintenance Manual
for a more complete description of the radio and its
functions. Individual customers may use this area for
other purposes, such as a two-way communications
radio.
The Payload Meter (15, Figure 5-2) and Download
Connector (14) 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.
AIR CLEANER VACUUM GAUGES
The air cleaner vacuum gauges
(16, Figure 5-2) provide a contin-
uous reading of maximum air
cleaner restriction reached dur-
ing operation.

WARNING INDICATOR LIGHT DIMMER

CONTROL
The air cleaner(s) should be serviced when the
Control knob (12, Figure 5-2) permits the operator to gauge(s) shows the following maximum recom-
adjust the brightness of Warning Indicator Lights mended restriction:
(13).
MTU/DDC 4000 Engine: 20 inches of H2O vacuum.
STATUS / WARNING INDICATOR LIGHT PANEL
NOTE: After service, push the reset button on face of
This panel (13, Figure 5-2) contains an array of indi- gauge to allow the gauge to return to zero.
cator lights to provide the operator with important sta-
tus messages concerning selected truck functions.
Refer to INSTRUMENT PANEL AND INDICATOR
LIGHTS, for a detailed description of these indica-
tors.

WINDSHIELD WIPERS
The windshield wipers (13, Figure 5-2) are powered
by an electric motor. Refer to INSTRUMENT PANEL
AND INDICATOR LIGHTS, for a location and
description of the windshield wiper and washer con-
trols.

N05032 11/02 Operator Cab Controls N5-9

 FIGURE 5-5. CENTER CONSOLE

The Center Console (1, Figure 5-5) contains:

1. Center Console
2. F-N-R Selector Switch
3. Hoist Control Lever
4. Ash Tray
5. Cigar/Cigarette Lighter
6. L.H. Window Control Switch
7. R.H. Window Control Switch
8. Engine Shutdown Switch
9. Override/Fault Reset Switch
10. BLANK - NOT USED on this truck
11. RSC "Off/On" Switch
12. Retarder Speed Control Dial
13. Propulsion System Controller (PSC)
Diagnostic Port
14. Engine Diagnostic Port (3 Pin)
15. Truck Control Interface (TCI)
Diagnostic Port
16. Passenger Seat
(mounted on top of the right hand
portion of the Console structure)

F-N-R SELECTOR SWITCH

The Selector Switch (2, Figure 5-5) is mounted on a
console to the right of the operator's seat. It is a three
position switch which controls the Forward-Neutral-
Reverse motion of the truck. When the Selector
Switch handle is in the center "N" position, it is in
"Neutral". The handle must be in Neutral to start
the engine.
The operator can select Forward drive by
moving the handle forward.

Reverse drive can be selected by moving

the handle to the rear.

The truck should be stopped before the

selector handle is moved to a drive position.

N5-10 Operator Cab Controls 11/02 N05032

HOIST CONTROL LEVER
The hoist control (3, Figure 5-5) is a four position
hand-operated lever located between the operator
seat and the Center Console (see illustration below).
To Raise dump body:
1. Pull the lever to the rear to actuate hoist circuit.
(Releasing the lever anywhere during "hoist up"
will place the body in "hold" at that position.)
2. Raise engine RPM to increase hoist speed.
3. Reduce engine RPM as the last stage of the
hoist cylinders begin to extend and then let the
engine go to low idle as the last stage reaches
half-extension.
4. Release hoist lever as the last stage reaches
full extension.
5. After material being dumped clears the body,
lower the body to frame.
Refer to "OPERATING INSTRUCTIONS, DUMP-
ING", Section 3, of the Operation and Maintenance
Manual for more complete details concerning this
control
To lower body:
Move hoist lever forward to "down" position and
release. Releasing the lever places hoist control
valve in the "float" position allowing the body to
return to frame.
N05032 11/02 Operator Cab Controls
ASH TRAY
The Ash Tray(4, Figure 5-5) is used for extinguishing
and depositing smoking materials. DO NOT use for
flammable materials, such as paper wrappers, etc.
Be certain that all fire ash is extinguished!
LIGHTER
The LIGHTER (5, Figure 5-5) may be used for light-
ing cigars/cigarettes.
Always use CAUTION with smoking materials!.
This socket may also be used for a 12 VDC power
supply.
L.H. WINDOW CONTROL SWITCH
This switch (6, Figure 5-5) is spring-loaded to the
"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
This switch (7, Figure 5-5) is spring-loaded to the
"OFF" position.
• Pushing the front of the switch raises the right
side cab window.
• Pushing the rear of the switch lowers the window.
ENGINE SHUTDOWN SWITCH
This switch (8, Figure 5-5) is used for
engine shutdown by depressing this but-
ton and holding it until engine stops.
Use this switch to shutdown engine if engine does
not shutdown by turning off keyswitch, or to shut-
down engine without turning off 24 VDC electric cir-
cuits.
There is also a ground level engine shutdown switch
on the left front frame rail behind the ladder.
N5-11
OVERRIDE /FAULT RESET SWITCH
This push-button
switch (9, Figure 5-
5) is spring-loaded to
the "OFF" position.
When pushed in and
held, this switch may
be used for several functions.
1. This switch permits the operator to override the
"body-up" limit switch and move the truck for-
ward when the Selector Switch is in Forward,
the dump body is raised, and the brakes are
released.
Use of the override switch for this purpose is
intended for emergency situations only!
2. The push button deactivates the retard pedal
function when speed of truck is below 3 mph
(4.8 kph).
3. The override switch is also used to reset an
electric system fault when indicated by a red
warning light (Refer to "Instrument Panel And
Indicator Lights", Overhead Warning / Status
panel).
10, FIGURE 5-5 - BLANK
This position is not used for the
930E.
In some other truck models, this posi-
tion is used for an Engine Idle Switch.
RETARD SPEED CONTROL (RSC) "OFF/ON"
SWITCH
The Retard Speed Control Switch (11, Figure 5-5)
turns the system "OFF" or "ON". Push the knob "IN"
to turn "OFF" and pull the knob "OUT" to turn the sys-
tem "ON".
“IN” “OFF”
“OUT” “ON”
RETARD SPEED CONTROL (RSC) ADJUST DIAL
The RSC Adjust Dial (12, Figure 5-5) allows the
operator to vary the downhill truck speed that the
Retard Speed Control system will maintain when
descending a grade. This function can be overridden
by either the accelerator, retard lever, or retard
pedal.
When the dial is rotated counterclockwise
toward this symbol, the truck will descend
a grade at lower speeds.
When the dial is rotated clockwise toward
this symbol, the truck speed will increase.
ALWAYS refer to the Grade/Speed decal
in the operator's cab, and follow the rec-
ommendations for truck operation. DO NOT exceed
these recommended MAXIMUM speeds when
descending grades with a loaded truck.
Throttle pedal position will override RSC setting. If
operator depresses throttle pedal to increase truck
speed, Dynamic Retarding will not come on unless
truck overspeed setting is reached or foot operated
retard pedal is used. When throttle pedal is released
and RSC switch is "On", Dynamic Retarding will
come on at, or above, the RSC dialed speed and will
adjust truck speed to, and maintain, the dialed
speed.
To adjust RSC control, pull switch (11) "On" and start
with dial (12) rotated toward fastest speed while driv-
ing truck at desired maximum speed. Relax throttle
pedal to let truck coast and turn RSC Adjusting Dial
slowly counterclockwise until Dynamic Retarding is
activated. Dynamic Retarding will now be activated
automatically anytime the "set" speed is reached, the
RSC switch is "On", and throttle pedal is released.
With RSC switch "On" and dial adjusted, the system
will function as follows: As truck speed increases to
the "set" speed and throttle pedal released, Dynamic
Retarding will apply. As truck speed tries to increase,
the amount of retarding effort will automatically
adjust to keep the selected speed. When truck speed
decreases, the retarding effort is reduced to maintain
the selected speed. If truck speed continues to
decrease to approximately 3 mph (4.8 kph) below
"set" speed, Dynamic Retarding will turn off automat-
ically. If truck speed must be reduced further, the
operator can turn the Adjust Dial to a new setting or
depress the foot operated retard pedal.
If the operator depresses the foot operated retard
pedal and the retard effort called for is greater than
that from the automatic system, the foot pedal retard
will override RSC.

N5-12 Operator Cab Controls 11/02 N05032

PSC DOWNLOAD PORT
This connector (13, Figure 5-5) is for use by qualified
personnel to access diagnostic information for the
Propulsion System Controller (PSC).
ENGINE DIAGNOSTICS DOWNLOAD PORT
This connector (14, Figure 5-5) is for use by qualified
personnel to access the diagnostic information for
the engine control system.
N05032 11/02 Operator Cab Controls
TCI DOWNLOAD PORT
This connector (15, Figure 5-5) is for use by qualified
personnel to access the Truck Control Interface (TCI)
diagnostic information and data.
PASSENGER SEAT
The Passenger Seat (16, Figure 5-5) is mounted on
top of the right hand portion of the Center Console
structure.
The area beneath the passenger seat provides a
cabinet for various 24 VDC electrical components.
N5-13
 NOTES

N5-14 Operator Cab Controls 11/02 N05032

 INSTRUMENT PANEL AND INDICATOR LIGHTS
CONTROL SYMBOLS
Many control functions are identified with "International" symbols that the operator should learn to recognize imme-
diately. The operator must understand the function and operation of each instrument and control. This knowledge
is essential for proper and safe operation of the machine.
The following symbols are general indicators and may appear in multiple locations and combinations on the instru-
ment panel.

This symbol may be used alone This symbol when it appears on

or with another symbol. This an indicator or control identifies
symbol identifies the "Off" posi- that this indicator or control is
tion of a switch or control. NOT used.

This symbol may be used alone

or with another symbol. This
This symbol identifies a rotary
symbol identifies the "On" posi-
control or switch. Rotate the
tion of a switch or control.
knob clockwise or counterclock-
wise for functions.

This symbol identifies the

"Pushed-In" position of a push-
pull switch or control.
This symbol identifies a switch
used to test or check a function.
Press the switch on the side
near the symbol to perform the
test.
This symbol identifies the
"Pulled-Out" position of a push-
pull switch or control.

INSTRUMENT PANEL (Figure 5-6)

The operator must understand the function and oper-
ation of each instrument and control. Control func-
tions are identified with "International" symbols that
the operator should learn to recognize immediately.
This knowledge is essential for proper and safe oper-
ation.
Items that are marked OPTIONAL do not apply to
every truck.

N05032 11/02 Operator Cab Controls N5-15

 FIGURE 5-6. PANEL GAUGES, INDICATORS, AND CONTROLS
1. Keyswitch
2. Engine Shutdown Switch with Timer Delay
3. Backup Light Switch (N./O.)
4. Ladder Light Switch (3 - Way)
5. Fog Light Switch (N./O.)
6. Panel Illumination Light(s)
7. Vent(s) - Cab Air Conditioner/Heater
8. Not used on 930E
9. Rotating Beacon Light Switch (N./O.) (Optional)
10. Heated Mirror Switch (N./O.) (Optional)
11. Not used on 930E
12. Wheel Brake Lock Switch (N./O.)
13. Parking Brake Switch (N./O.)
14. Digital Tachometer
15. Right Turn Signal Indicator Light
16. High Beam Headlight Indicator Light
17. Left Turn Signal Indicator Light
18. Digital Speedometer
19. Voltmeter Gauge
20. Engine Oil Pressure Gauge
21. Engine Water Temperature Gauge
22. Fuel Gauge
23. AC Drive System Temperature
24. Engine Hourmeter
25. Hydraulic/Brake Oil Temperature
26. AC REST Switch
27. Headlights Switch (N./O.)
28. Wiper / Washer Switch
29. Panel Illumination Lights Dimmer Rheostat

WIRE NUMBERS
1. 712/21PB/11S 11. 71/79M/SPR55/79H/72F/SPR54 21. 712D/31TS/710/49
2. 11S/11TD/11R 12. 712BL/52B/39H/710/SPR59 22. 712D/38G/710/49
3. 712/47S/47L/710 13. 71/52C/21PB/21 23. 15V/72MT/49/710
4. 11L/48A/48B 14. 41TS/74X/74Z/710 24. 11L/36
5. 11L/48F 15. 45R/710 25. 15V/34BT/710/49
6. 49/710 16. 41H/710 26. 710/72RQ
7. N/A 17. 45L/710 27. 11D/41L/41TS
8. 712/28E 18. 41TS/77/77A/710 28. High 66S/Low 66L/710
9. 11L/11RB 19. 712D/710/49 Park/712W / Washer 66
10. 712/69M/SPR56/SPR57/SPR58 20. 712D/31PS/710/49 29. 49/41TS

N5-16 Operator Cab Controls 11/02 N05032

 PANEL GAUGES, INDICATORS, AND CONTROLS (Figure 5-6)
KEY SWITCH
The key switch (1, Figure 5-6) is a three position (Off,
Run, Start) switch.
Starting
When the switch is rotated one position clockwise, it
is in the "Run" position and all electrical circuits
(except "Start") are activated.
1. With Selector Switch in "Neutral", rotate key-
switch fully clockwise to "Start" position, and
hold this position until engine starts. "Start"
position is spring-loaded to return to "Run"
when key is released.
2. After engine has started, place REST switch in
"Off" position (de-activate the "REST" mode of
operation). Refer to discussion of REST
SWITCH (26, Figure 5-6).
Cold Weather Starting
Do not crank an electric starter for more than 30
seconds at a time.
Allow two minutes for cooling before attempting to
start engine again.
Severe damage to starter motor can result from over-
heating.
N05032 11/02 Operator Cab Controls
Normal Engine Shutdown
1. Stop truck. Reduce engine RPM to low idle.
Place Selector Switch in "Neutral" and apply
Parking Brake switch.
If truck is equipped with OPTIONAL Engine
Shutdown with Timer Delay, refer to DELAYED
ENGINE SHUTDOWN PROCEDURE (2).
2. Place REST switch in "On" position (put drive
system in "REST" mode of operation). Refer to
discussion of REST SWITCH (26, Figure 5-6).
3. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes.
4. With truck stopped and engine cooled down,
turn keyswitch counterclockwise to "Off" for nor-
mal shutdown of engine. If engine does not
shutdown with keyswitch, use Engine Shutdown
Switch on center console (see "Operator Con-
trols" section) and hold this switch down until
engine stops.
5. With keyswitch "Off", and engine stopped, wait
at least 90 seconds. Insure steering circuit is
completely bled down by turning steering wheel
back and forth several times. No front wheel
movement will occur when hydraulic pressure is
relieved.
6. Verify all the LINK VOLTAGE lights turn off
within 5 minutes after the engine is shut down.
(One is located in cab, behind the operator
seat, two others are located in the access panel
at the left front corner of the electrical cabinet.)
If lights remain on, refer to Section "E" for addi-
tional instructions and information.
7. Close and lock all windows, remove key from
keyswitch and lock cab to prevent possible
unauthorized truck operation. Dismount truck
properly.
NOTE: A ground level shutdown switch is located on
lower front left side of truck.
N5-17
ENGINE SHUTDOWN SWITCH
with 5 Minute Idle Timer Delay
5. Verify all the LINK VOLTAGE lights turn off
The timer delayed, engine shut- within 5 minutes after the engine is shut down.
down switch (2, Figure 5-6) is a (One is located in the cab behind the operator
3-position, rocker type switch seat, two others are located in the access panel
with OFF, ON and Momentary at the left front corner of the electrical cabinet. If
positions. When used, the engine the lights remain on, refer to Section “E” for
is allowed to idle for approximately 5 minutes before additional instructions and information.
actual shutdown occurs. The delayed shutdown fea- 6. Close and lock all windows, remove key from
ture allows the engine to cool down slowly, reducing keyswitch and lock cab to prevent possible
internal temperatures as coolant is circulated through unauthorized truck operation. Dismount the
the engine. truck properly.
Operation
1. Stop the truck, and reduce engine rpm to low
idle. Place the selector switch in "NEUTRAL"
and apply the parking brake switch. Place the
rest switch in "ON" position (put drive system in MANUAL BACKUP SWITCH
"REST" mode of operation). Refer to the discus-
sion of the rest switch later in this chapter. The Manual Backup Switch (3,
Figure 5-6) allows backup lights
2. Press the top of the engine shutdown switch to
to be turned "ON" providing
select the “ON” (center) position. Press the top
added visibility and safety when
of the switch again to activate the timer delay
the Selector Switch (see Opera-
(momentary position). Release the switch and
tor Controls) is not in "REV"
allow it to return to the “ON” position.
position. When the switch is
When the engine shutdown timer has been acti-
pressed toward the "ON" posi-
vated, the timer delay indicator light (C4, Figure
tion, the manual backup light indicator (B4, Overhead
5-7) in the overhead status panel will illuminate
Panel, Figure 5-7) will be illuminated.
to indicate that the shutdown timing sequence
has started. The engine will continue to idle for LADDER LIGHT SWITCH
approximately 5 minutes to allow for proper
engine cool-down before stopping. The switch (4, Figure 5-6) turns
the ladder lights "ON" or "OFF"
3. Turn the keyswitch counterclockwise to the
after or before using ladder.
"OFF" position to cause the engine to shutdown
Pressing the top of the rocker
when the timing sequence is complete. When
switch turns the lights "ON".
the engine stops, this will activate the hydraulic
Pressing the bottom of the
bleeddown timer and turn off the 24 VDC elec-
switch turns the lights "OFF".
tric circuits controlled by the keyswitch.
Another switch is mounted at the
NOTE: To cancel the 5 minute idle timer sequence, front left of truck near the base of ladder.
press the timer delay shutdown switch to the "OFF"
(lower) position. If the keyswitch is in the "OFF" FOG LIGHTS (OPTIONAL)
position, the engine will stop. If the keyswitch is in the Fog Lights (5, Figure 5-6) are
"ON" position, the engine will continue to run. optional equipment that are use-
ful in foggy conditions and heavy
rain. Pressing the top of the
4. With keyswitch "OFF", and engine stopped, rocker switch turns the lights
wait at least 90 seconds. Ensure the steering "ON". Pressing the bottom of the
circuit is completely bled down by turning the switch turns the lights "OFF".
steering wheel back and forth several times. No
front wheel movement will occur when hydraulic
pressure is relieved.

N5-18 Operator Cab Controls 11/02 N05032

PANEL ILLUMINATION LIGHTS
These lights (6, Figure 5-6) provide illumination for
the instrument panel. Brightness is controlled by the
panel light dimmer switch (28).
CAB AIR CONDITIONER / HEATER VENTS
These Vents (7, Figure 5-6) are spherically mounted
and may be directed by the operator to provide the
most comfortable cabin air flow.
(8, Figure 5-6) NOT USED ON 930E
ROTATING BEACON LIGHT SWITCH (OPTIONAL)
The OPTIONAL Rotating Beacon
Light (9, Figure 5-6), is activated
by this rocker-type switch (if
equipped) when it is pressed
toward the "On" position.
HEATED MIRROR SWITCH (OPTIONAL)
The OPTIONAL Heated Mirror
(10, Figure 5-6), is activated by
this rocker-type switch (if
equipped) when it is pressed
toward the "On" position.
(11, Figure 5-6) NOT USED ON 930E
N05032 11/02 Operator Cab Controls
WHEEL BRAKE LOCK CONTROL
The Wheel Brake Lock (12, Figure 5-6)
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,
stop the truck using the foot-operated service brake
pedal. When truck is completely stopped and in load-
ing position, apply the brake lock by pressing the
rocker switch toward the "On" symbol. To release,
press the rocker switch toward the "Off"symbol.
Use at shovel and dump only to hold truck in
position.
Do not use this switch to stop truck, unless foot-
operated treadle valve is inoperative. Use of this
switch applies rear service brakes at full, unmod-
ulated pressure!
Do not use brake lock for parking. With engine
stopped, hydraulic pressure will bleed down,
allowing brakes to release!
PARKING BRAKE CONTROL
The Parking Brake (13, Figure 5-6) is
spring applied and hydraulically released.
It is designed to hold a stationary truck
when the engine is shutdown and key-
switch is turned "Off". The truck must be completely
stopped before applying the parking brake, or dam-
age may occur to parking brake.To apply the parking
brake, press the rocker switch toward the "On" sym-
bol. To release the parking brake, press the rocker
switch toward the "Off"symbol. When the keyswitch
is "On" and Parking Brake switch is applied, the
Parking Brake indicator light (A3, Overhead Panel,
Figure 5-7) will be illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch "on" and engine running,
sudden shock caused by loading or dumping could
cause the system's motion sensor to RELEASE the
park brake.
N5-19
TACHOMETER VOLTMETER
The tachometer (14, Figure 5-6) registers engine The voltmeter (19, Figure 5-6)
crankshaft speed in hundreds of revolutions per indicates the voltage of the 24V
minute (RPM). battery system. Normal indicated
voltage at high RPM is 27 to 28
Governed RPM (MTU/DDC 4000 Engine):
volts with batteries in fully
Low Idle - 700 RPM charged condition. When key-
High Idle - 1920 RPM switch (10) is "On" and engine is
Full Load - 1900 RPM NOT running, voltmeter indicates
battery charge condition.

RIGHT TURN SIGNAL INDICATOR

ENGINE OIL PRESSURE GAUGE
This light (15, Figure 5-6) illumi-
nates to indicate the right turn The engine oil pressure gauge
signals are operating when the (20, Figure 5-6) indicates pres-
turn signal lever on the steering sure in the engine lubrication
column is moved upward. Mov- system in pounds per square
ing the lever to its center position inch (psi).
will turn indicator "Off". Normal operating pressure after
engine warm up should be:
Idle - 70 to 75 psi (480 to 520 kPa)
HIGH BEAM INDICATOR
Rated Speed - 75 to 80 psi (520 - 550 kPa)
The high beam indicator (16,
Figure 5-6) when lit, indicates
that the truck headlights are on
WATER TEMPERATURE GAUGE
"High" beam. To switch head-
lights to "High" beam, push the The water temperature gauge
turn indicator lever away from (21, Figure 5-6) indicates the
steering wheel. For "Low" beam, temperature of the coolant in the
pull lever toward the steering engine cooling system. The tem-
wheel. perature range after engine
warm-up and truck operating
LEFT TURN SIGNAL INDICATOR under normal conditions should
This light (17, Figure 5-6) illumi- be:
nates to indicate the left turn sig- 165°-195°F (74°-91°C)
nals are operating when the turn
signal lever on the steering col-
umn is moved downward. Mov-
FUEL GAUGE
ing the lever to its center position
will turn indicator "Off". The fuel gauge (22, Figure 5-6)
indicates how much diesel fuel is
in the fuel tank.
SPEEDOMETER The fuel tank capacity is 1200
The speedometer (18, Figure 5-6) indicates the truck gallons (4542 liters).
speed in miles per hour (MPH), or with OPTIONAL
speedometer, it may indicate truck speed in kilome-
ters per hour (KPH).

N5-20 Operator Cab Controls 11/02 N05032

AC DRIVE SYSTEM TEMPERATURE GAUGE
The AC Drive System Tempera-
ture Gauge (23, Figure 5-6) indi-
cates the drive system
temperature. There are three
colored bands: Green; Yellow;
and Red. Green indicates "Nor-
mal" operation.
Yellow indicates the system temperature is rising.
There is also an amber (yellow) "temperature warn-
ing" light in the overhead panel (C5, Figure 5-7) that
will illuminate when the temperature exceeds a cer-
tain level. When this condition occurs, the operator
should consider changing truck operation in order to
reduce system temperature.
If the AC Drive System Temperature should reach
the Red band, continued operation could damage
components in the system.
Safely stop truck, shutdown engine, and notify
maintenance personnel immediately.
HYDRAULIC OIL TEMPERATURE GAUGE
The Hydraulic Oil Temperature
Gauge (25, Figure 5-6) indicates
oil temperature in the hydraulic
tank. There are two colored
bands: Green, and Red. Green
indicates "Normal" operation.
Red indicates high oil tempera-
ture in the hydraulic tank. Continued operation could
damage components in the hydraulic system. There
is also a RED "temperature warning" light in the over-
head panel (D5, Figure 5-7) that will illuminate when
the temperature exceeds a certain level. If this condi-
tion occurs, the operator should safely stop the truck,
move selector switch to Neutral, apply the park
brake, and operate engine at 1200 - 1500 RPM to
reduce system temperature.
If temperature gauge does not move into the
Green range after a few minutes, and the RED
overhead indicator light does not go out, shut-
down truck and notify maintenance personnel
immediately.
N05032 11/02 Operator Cab Controls
HOURMETER
The hourmeter (24, Figure 5-6)
registers the total number of
hours the engine has been in
operation.
REST SWITCH
The "REST" switch
(26, Figure 5-6) is a
"rocker" type switch
with a locking device
for the OFF (left
side) position. When
in this position, a small black tab must be pushed to
the left to unlock the switch before it can be
depressed to switch to the ON (right side) position.
When in the ON position, an internal amber lamp will
illuminate. It should be activated to de-energize the
AC Drive System whenever the engine is to be shut-
down, or the truck parked for a length of time with the
engine running.
The Selector Switch must be in neutral and the vehi-
cle not moving to enable this function. This will allow
the engine to continue running while the AC Drive
System is de-energized.
Activation of the "REST" switch alone does NOT
completely ensure that the Drive System is safe
to work on.
Refer to Safety Procedures, and check all "LINK-
ON", or "LINK ENERGIZED", indicator lights to
verify the AC DRIVE system is DE-ENERGIZED
before performing any maintenance on the Drive
System.
DO NOT ACTIVATE THE REST SWITCH WHILE
THE TRUCK IS MOVING! The truck may uninten-
tionally enter the REST mode after stopping.
An amber (yellow) indicator light
in the overhead panel (B6, Fig-
ure 5-7) will illuminate when the
"REST" state has been
requested and entered.
N5-21
LIGHT SWITCH PANEL LIGHT DIMMER
The instrument panel lights, The Panel Light Dimmer Control
clearance lights, and the head- (29, Figure 5-6) is a rheostat
lights are controlled by this three which allows the operator to vary
position rocker type switch (27, the brightness of the instru-
Figure 5-6). "Off" is selected by ments and panel lights.
pressing the bottom of the
switch. Press the top of the
switch until it reaches the first • Rotating knob to the full
detent to select the panel, clearance, and tail lights counterclockwise position turns panel lights "On"
only. Press the top of the switch again, until it to brightest condition.
reaches the second detent to select headlights, as • Rotating knob clockwise continually dims lights
well as panel, clearance, and tail lights. until "Off" position is reached at full clockwise
rotation.

WINDSHIELD WIPER and WASHER

The windshield wiper control
switch (28, Figure 5-6) is a four
position rotary switch with inter-
mittent wiper delay and wash
feature.

"Off" position is the detented position when the knob

is rotated fully counterclockwise against the stop.
The intermittent wiper position is located between
"Off" and the first detent position, when rotating the
knob clockwise.
• Rotating the knob closer to the first detent
position decreases the time interval between
wiper strokes.
• Rotate the knob clockwise to the first detent
position for slow speed.
• Rotate the knob to the second detent position for
fast speed.

To use the Windshield Washer,

press and hold the knob "in" to
activate the windshield washer
system.

N5-22 Operator Cab Controls 11/02 N05032

 FIGURE 5-7. OVERHEAD STATUS / WARNING INDICATOR LIGHTS

Row / Indicator Indicator Color Row / Indicator Indicator Color

Column Description Wire Index Column Description Wire Index
A1* Not Used 12FD/34TL A5 No Power Red-12M/75-7PI
B1 Low Steering Pressure Red-12F/33A B5 Propulsion System Amber-12F/79WI
C1 Low Accumulator Press. Red-12F/33K Warning

D1 Not Used 12F/79V C5 Propulsion System Amber -12F/34TW

Temperature
E1 Low Brake Pressure Red-12F/33L
D5 Hydraulic Oil RED-12F/34TGI
A2* Low Hydraulic Tank Red-12MD/34LL Temperature High
Level
E5* Not Used Red-12FD/SPR5
B2* Not Used 12FD/SPR1
A6 No Propel Red-12M/75NPI
C2* Circuit Breaker Tripped Amber-12MD/31CB
B6 Propel System @ Rest Amber-12M/72PR
D2* Hydraulic Oil Filter Amber-12MD/39
C6* Propel System Not Ready Amber-12MD/72NR
E2* Low Fuel Amber-12MD/38
D6* Reduced Propulsion Amber-12MD/72LP
A3* Park Brake Applied Amber-12MD/52A System
B3* Service Brake Applied Amber-12MD/44L E6* Retard @ Continuous Amber-12MD/76LR
C3* Body Up Amber-12MD/63L Level
D3* Dynamic Retarding Amber-12MD/44DL -SWITCHES-
E3 Stop Engine Red-12M/509MA 7 Hazard Lights Switch N/O 11L/45L/45R
A4* Not Used 12MD/SPR2 8 Lamp Check Switch 33H/710
(N/O Momentary)
B4* Manual Back-Up Lights Amber-12MD/47L
C4* 5 Min. Shutdown Timer Amber-12MD/23L1
Note: Brightness for lamps marked ©*ª can be
D4* Retard Speed Control Amber-12MD/31R adjusted using the dimmer control.
E4* Check Engine Amber-12MD/419

N05032 11/02 Operator Cab Controls N5-23

 STATUS / WARNING INDICATOR LIGHT SYMBOLS
AMBER (Yellow) color indicator lights alert the oper- speed and low engine RPM, this may be
ator that the indicated truck function requires some considered "normal", and truck operation may
precaution when lighted. continue.

RED color indicator lights alert the operator that the • If the indicator light illuminates at higher truck
indicated truck function requires immediate action speed and high engine RPM, DO NOT
OPERATE TRUCK.
by the operator. Safely stop the truck and shut down
the engine.
DO NOT OPERATE THE TRUCK WITH A RED If the low steering
WARNING LIGHT ILLUMINATED. warning light con-
tinues to illumi-
Refer to Figure 5-7 and the descriptions below for
nate and the alarm
explanations of the symbols.
continues to sound, low steering pressure is
Location of the symbols is described by rows (A-E) indicated. The remaining pressure in the accu-
and columns (1 - 6). mulators allows the operator to control the truck
to a stop. Do not attempt further operation until
the malfunction is located and corrected.
A1 Not Used
C1. Low Accumulator Precharge Pressure
The low accumulator precharge warning light, if illu-
B1 Low Steering Pressure RED
minated, indicates low nitrogen precharge for the
steering accumulator(s). To check for proper accu-
mulator nitrogen precharge, engine must be stopped
C1 Low Accumulator RED and hydraulic system completely bled down; then
Precharge Pressure turn keyswitch to "Run" position. Warning light will
NOT illuminate if system is properly charged. The
D1 Not Used warning light will flash if the nitrogen precharge
within the accumulator(s) is below 1100 ± 45 psi
(7585 ± 310 kPa).
E1 Low Brake Pressure RED
If low accumula-
tor precharge
warning light
flashes, notify
A1. NOT USED maintenance personnel. Do not attempt further
Not currently used. Reserved for future use or operation until the accumulators have been
options. recharged with nitrogen to 1400 psi (9653 kPa).
Sufficient energy for emergency steering may not
B1. Low Steering Pressure be available, if system is not properly charged.

When the keyswitch is turned "ON", the low steering D1. NOT USED
pressure warning light will illuminate until the steering
system hydraulic pressure reaches 2100 psi (14.7 Not currently used. Reserved for future use or
MPa). The warning horn will also turn on, and both options.
will remain on, until the accumulator has been
E1. Low Brake Pressure
charged.
This red indicator light indicates a malfunction within
During truck operation, the low steering pressure
the hydraulic brake circuit. If this light comes on and
warning light and warning horn will turn sound if
buzzer sounds, shut down truck operation and
steering system hydraulic pressure drops below
notify maintenance personnel.
2100 psi (14.7 MPa).
NOTE: Adequate hydraulic fluid is stored to allow the
• If the light illuminates momentarily ("flickers")
operator to safely stop the truck.
while turning the steering wheel at low truck

N5-24 Operator Cab Controls 11/02 N05032

 A2 Low Hydraulic Tank RED A3 Parking Brake AMBER
Level

B2 Not Used B3 Service Brake AMBER

C2 Circuit Breaker AMBER C3 Body Up AMBER

Tripped

D3 Dynamic Retarding AMBER

D2 Hydraulic Oil Filter AMBER
Monitor
E3 Stop Engine RED
E2 Low Fuel AMBER

A2. Low Hydraulic Tank Level A3. Parking Brake

This warning light indicates the oil level in the
hydraulic tank is below recommended level. Damage
to hydraulic pumps may occur if operation continues.
Shut truck down and notify maintenance personnel
immediately.
This amber parking brake indicator will illuminate
when the parking brake is applied. Do not attempt to
drive truck with parking brake applied.
B3. Service Brake

B2. NOT USED
Not currently used. Reserved for future use or
options.
C2. Circuit Breaker Tripped
This light will illuminate if any of the circuit breakers
in the relay circuit control boards are tripped. The
relay circuit boards are located in the Electrical Inter-
face Cabinet. NOTE: Additional circuit breakers are
in the operator cab behind the center console, how-
ever tripping of these circuit breakers should not acti-
vate this light.
This amber service brake indicator light will illuminate
when the service brake pedal is applied or when
brake lock or emergency brake is applied. Do not
attempt to drive truck from stopped position with ser-
vice brakes applied, except as noted in "Operating
Instructions, Starting On a Grade With a Loaded
Truck", Section 3, Operation & Maintenance Manual.
C3. Body Up
This amber Body Up indicator, when illuminated,
indicates the body is not resting on the frame. The
truck should not be driven until body is down and
light is off.

D2. Hydraulic Oil Filter Monitor D3. Dynamic Retarding

This light indicates a restriction in the high pressure
filter assembly for either the steering or hoist circuit.
This light will come on before filters start to bypass.
Notify maintenance personnel at earliest opportunity
after light comes on. NOTE: The filter monitor warn-
ing light may also illuminate after the engine is ini-
tially started if the oil is cold. If the light turns off after
the oil is warmed, filter maintenance is not required.
This amber dynamic retarding indicator light illumi-
nates whenever the retarder pedal (or retarder lever)
is operated, RSC (Retard Speed Control) is acti-
vated, or the automatic overspeed retarding circuit is
energized, indicating the dynamic retarding function
of the truck is operating.
E3. Stop Engine

E2. Low Fuel
This amber low fuel indicator will illuminate when the
usable fuel remaining in the tank is approximately 25
gallons (95 liters). A warning buzzer will also sound.
This RED engine monitor warning light will illuminate
if a serious engine malfunction is detected in the
electronic engine control system.
• Electric propulsion to the wheel motors will be
discontinued.

N05032 11/02 Operator Cab Controls N5-25

E3. Stop Engine (Continued)
• Dynamic Retarding will still be available if needed
to slow or stop the truck. A4 Not Used

B4 Manual Backup Lights AMBER

Stop the truck as quickly as possible in a safe

area and apply parking brake. C4 Engine Shutdown AMBER
SHUT DOWN THE ENGINE IMMEDIATELY. Addi- Timer - 5 Minute Idle
tional engine damage is likely to occur if opera-
tion is continued. D4 Retard Speed Control AMBER
• If engine governor senses an overspeed Indicator
condition, the engine air flaps will close and the
engine will be shutdown. E4 Check Engine AMBER
• If engine flaps are left closed for any reason, the
red warning light will illuminate, and engine will
not start. E4. Check Engine
• Low Oil Pressure - red warning light will
This amber "Check Engine" indicator will illuminate if
illuminate, but engine does not shutdown.
a malfunction is detected by the engine electronic
• Low Coolant Level - red warning light will control system.
illuminate, but engine does not shutdown.
If this indicator illuminates, truck operation may
continue, but maintenance personnel should be
alerted as soon as possible.
There are several "faults" that can illuminate this
light:
• Engine control system (DDEC) failure.
• Start Interlock; if the temperature of the engine
A4. NOT USED lube oil is below 0°C (32°F), the starter can not
be engaged.
Reserved for future use or options.
• Low engine lube oil pressure pre-warning.
B4. Manual Backup Lights • Water/Fuel prefilter.
This amber indicator will illuminate when the manu- • High Coolant Temperature.
ally operated Manual Backup switch (3, Figure 5-6,
• Turbocharger Overspeed; if turbocharger
Instrument Panel) is turned "on".
overspeeds, the fuel rack control will be cut back
slightly until the turbocharger recovers, and then
C4. Engine Shutdown Timer - 5 Minute Idle
full fuel rack control will be available again.
When the Engine Shutdown Timer switch (2, Figure
5-6, Instrument Panel) has been activated, this indi-
cator light will illuminate to indicate that the shutdown
timing sequence has started. Refer to "Instrument
Panel" for operation of this switch.

D4. Retard Speed Control Indicator

This amber light is illuminated when the RSC switch
mounted on the console is pulled out to the "On"
position. The light indicates the retarder is active. It is
for feedback only and does not signal a problem.

N5-26 Operator Cab Controls 11/02 N05032

 D5. HIGH HYDRAULIC OIL TEMPERATURE
This RED warning light indicates high oil temperature
A5 No Power RED in the hydraulic tank. Several things occur before the
red light illuminates:
• If the truck is moving, and the oil temperature
B5 Propulsion System AMBER exceeds 221° F (105° C), the minimum idle
Warning speed will be 1200 RPM (normally 1050).
• If the truck is moving, and the oil temperature
C5 Propulsion System AMBER goes above 230° F (110° C), the minimum idle
Temperature speed will be 1700 RPM (normally 1050).
• If the truck is stopped, and the oil temperature
D5 High Hydraulic Oil RED goes above 212° F (100° C) the minimum idle
Temperature speed will be 1000 RPM (normally 750).
NOTE: Once the oil cools down to the normal
E5 Not Used operating range, the engine RPM will return to
normal speed.
The red warning light will illuminate if the oil tempera-
A5. NO POWER ture rises above 248° F (120° C). Continued opera-
tion could damage components in the hydraulic
This red "No Propel/No Retard" indicator light indi-
system.
cates a fault has occurred which has eliminated the
retarding and propulsion capability. A warning buzzer If this condition occurs, the operator should safely
will also sound. stop the truck, move Selector Switch to Neutral,
If this condition occurs, the operator should apply the Park Brake, and operate engine at 1200 -
safely stop the truck, move Selector Switch to 1500 RPM to reduce system temperature.
Neutral, apply the Park Brake, shutdown engine,
and notify maintenance personnel immediately. If temperature gauge (25, Figure 5-6) does not
move into the Green range after a few minutes,
and the RED overhead indictor light does not go
B5. PROPULSION SYSTEM WARNING out, notify maintenance personnel immediately.
When this amber indicator is illuminated, a "No Pro-
pel" or "No Retard" event may be about to occur. It is
intended to provide advance notice of these events
when possible. It does not require the operator to
E5. NOT USED
stop the truck, but may suggest that truck operation
be appropriately modified, in case a red alarm does Reserved for future use or options.
occur.

C5. PROPULSION SYSTEM TEMPERATURE

This amber AC Drive System "Temperature Warn-
ing" light indicates the drive system temperature is
above a certain level. When this condition occurs, the
operator should consider modifying truck operation in
order to reduce system temperature. The operator is
not required to stop the truck at this time.

N05032 11/02 Operator Cab Controls N5-27

 A6. NO PROPEL
The red "No Propel" light indicates a fault has
A6 No Propel RED occurred which has eliminated the propulsion capa-
bility.

B6 Propulsion System @ AMBER If this condition occurs, the operator should

Rest safely stop the truck, move Selector Switch to
Neutral, apply the Park Brake, shutdown engine,
and notify maintenance personnel immediately.
C6 Propulsion System Not AMBER
Ready
B6. PROPEL SYSTEM @ REST
D6 Reduced Propulsion AMBER
The amber "Propel System @ REST" light is used to
indicate that the AC Drive System is de-energized
and propulsion is not available. This light is activated
E6 Retard @ Continuous AMBER
when the instrument panel REST switch is turned
Level
"On" and the AC Drive System is de-energized. The
three "LINK ENERGIZED" lights (one on rear wall of
operator cab, and two on the deck-mounted control
cabinets) should NOT be illuminated at this time.

C6. PROPEL SYSTEM NOT READY

The amber "PROPEL SYSTEM NOT READY" indi-
cator light functions during start-up much like the
hourglass icon on a computer screen. This light indi-
cates the computer is in the process of performing
the self-diagnostics and set-up functions at start-up.
Propulsion will not be available at this time.

D6. REDUCED PROPULSION

The amber "Reduced Propulsion" light is used to
indicate that the full AC Drive System performance in
propulsion is not available. At this time, the only
event that should activate this light is the use of
"Limp Home Mode". This mode of operation requires
a technician to enable.

E6. RETARD AT CONTINUOUS LEVEL

The amber "Retard Continuous" light indicates the
retarding effort is at a reduced level. The operator
should control the speed of the truck in accordance
to the "Continuous" speeds on the Grade Speed
Retard Chart. The chart is shown on page N5-5 in
this module.

N5-28 Operator Cab Controls 11/02 N05032

HAZARD WARNING LIGHTS LINK-ON WARNING LIGHT
The hazard warning light The "LINK-ON", or "LINK ENER-
switch (7, Figure 5-7) flashes GIZED", indicator light is located
all the turn signal lights. next to the D.I.D. display panel
Pressing the bottom side of behind the passenger seat and
the rocker switch (toward the indicates the AC DRIVE system
triangle) activates these is ENERGIZED.
lights. Pressing the top side
of the rocker switch (toward
the "OFF" symbol) turns The D.I.D. display panel is for use by maintenance
these lights off. personnel only, and is located out of the operator's
field of vision for that reason.

LAMP TEST SWITCH

The Lamp Test switch (8, Fig-
ure 5-7) is provided to allow
the operator to test the indica-
tor lamps prior to starting the
engine. To test the lamps,
and the warning horn, turn
the key switch (1, Figure 5-6)
to the "Run" position and
press the bottom side of the
rocker switch for the "Check" position. All lamps
should illuminate, except those which are for
"Optional" equipment that may not be installed. The
warning horn should also sound. Any lamp bulbs
which do not illuminate should be replaced before
operating the truck. Releasing the spring-loaded
switch will allow the switch to return to the "Off" posi-
tion.

N05032 11/02 Operator Cab Controls N5-29

 NOTES

N5-30 Operator Cab Controls 11/02 N05032

 SECTION P

LUBRICATION AND SERVICE

INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1

AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1

P01024 Index P1-1

 NOTES

P1-2 Index P01024

 SECTION P2

LUBRICATION AND SERVICE

INDEX

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

930E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

RADIATOR FILLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2500 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

P02025 03/04 Lubrication and Service P2-1

 NOTES

P2-2 Lubrication and Service 03/04 P02025

 LUBRICATION AND SERVICE
Recommended preventive maintenance will contrib-
ute to the long life and dependability of the truck and
its components. The use of proper lubricants and the
performance of checks and adjustments at the rec-
ommended intervals is most important.
Lubrication requirements are referenced to the lube
key found in the Lubrication Chart (page 2-5). For
detailed service requirements for specific compo-
nents, refer to the service manual section for that
component (i.e. Section H for suspensions, Section L
for hydraulic system, etc.).
Refer to manufacturer's service manual when servic-
ing any components of the General Electric system.
Refer to engine manufacturer's service manual when
servicing the engine or any of its components.
The service intervals presented here are in hours of
operation. These intervals are recommended in
lieu of an oil analysis program which may deter-
mine different intervals. However, if the truck is
being operated under extreme conditions, some or
all, of the intervals may need to be shortened and the
service performed more frequently.
The 930E truck is equipped with a Lincoln Automatic
Lubrication System. The initial setup for this system
provides for nominal amounts of lubricant to be deliv-
ered to each serviced point. The lubrication injectors
can be adjusted to vary the amount of lubricant deliv-
ered. In addition, the timer for lubrication intervals is
normally adjustable. For adjustments to these
devices, refer to Automatic Lubrication System later
in this manual.
930E SERVICE CAPACITIES
Crankcase: Liters U.S.
(including 4 oil filters) Gallons
DDC/MTU 4000 Engine 220 58
Cooling System: 606 160
DDC/MTU 4000 Engine
Hydraulic System: 1325 350
Refer to “Hydraulic Tank Service”
Wheel Motor Gear Box 76 20
(each side)
Fuel Tank (Diesel Fuel Only) 4542 1200
P02025 03/04 Lubrication and Service
HYDRAULIC TANK SERVICE
There are two sight gauges on the side of the
hydraulic tank. With engine stopped, keyswitch OFF,
hydraulic system bled down and body down, oil
should be visible in the top sight gauge. If hydraulic
oil is not visible in the top sight gauge, follow Adding
Oil instructions below.
Adding Oil
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
only. All oil being put into the hydraulic tank should
be filtered through 3 micron filters.
1. With engine stopped, keyswitch OFF, hydraulic
system bled down and body down, check to
see that hydraulic oil is visible in the top sight
gauge.
2. If hydraulic oil is not visible in the top sight
gauge, remove the tank fill cap and add clean,
filtered C-4 hydraulic oil (Lubrication Chart,
Lube Key “B”) until oil is visible in the top sight
gauge.
3. Replace fill cap.
4. Start engine. Raise and lower the dump body
three times.
5. Repeat Steps 1 through 4 until oil is maintained
in the top sight gauge with engine stopped,
body down, and hydraulic system bled down.
WHEEL MOTOR SERVICE
Due to differences in gear ratio and component evo-
lution/design, wheel motor service intervals may be
unit number and/or mine specific. Because of the
wide variety of factors involved, it is necessary to
consult your area Komatsu representative for all
wheel motor service intervals and instructions. Gen-
eral intervals for oil service and sampling are listed in
the interval charts.
P2-3
COOLANT LEVEL CHECK
Inspect the coolant sight gauge. If coolant cannot be Engine coolant must always be visible in the sight
seen in the sight gauge, it is necessary to add cool- gauge before truck operation.
ant to the system before truck operation. Refer to the
COOLING SYSTEM
procedure below for the proper filling procedure.
ANTI-FREEZE RECOMMENDATIONS
(Ethylene Glycol Permanent Type Anti-Freeze)
RADIATOR FILLING PROCEDURE
Percentage of Protection
Anti-Freeze To:
10 + 23° F - 5° C
20 + 16° F - 9° C
Cooling system is pressurized due to thermal
25 + 11° F - 11° C
expansion of coolant. Do Not remove radiator
cap while engine and coolant are hot. Severe 30 + 4° F - 16° C
burns may result. 35 - 3° F - 19° C
1. With engine and coolant at ambient tempera- 40 - 12° F - 24° C
ture, remove radiator cap. 45 - 23° F - 30° C
Note: If coolant is added using the Wiggins quick fill 50 - 34° F - 36° C
system, the radiator cap MUST be removed prior to 55 - 48° F - 44° C
adding coolant. 60 - 62° F - 52° C
2. Fill radiator with proper coolant mixture (as Use only anti-freeze that is compatible with engine as
specified by the engine manufacturer) until specified by engine manufacturer.
coolant is visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge,
repeat Steps 1 - 4. Any excess coolant will be
discharged through the vent hose after the
engine reaches normal operating temperature.

P2-4 Lubrication and Service 03/04 P02025

 LUBRICATION CHART

P02025 03/04 Lubrication and Service P2-5

 10 HOUR (DAILY) INSPECTION
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

1. MACHINE - Inspect the entire machine for leaks,
worn parts, and damage. Repair as necessary.

2. FAN DRIVE AND TURBOCHARGERS - Check for

leaks, vibration or unusual noise. Check alternator
and fan belt condition and alignment.

3. RADIATOR - Check the coolant level and fill with the

proper mixture as shown in the Cooling System Rec-
ommendation Chart in this chapter. Refer to the
engine manual for proper coolant additives.

4. ENGINE -
a. Check the oil level on the dipstick. Refer to
the engine manual for oil recommendations.
(Lube Key “A”).
b. Inspect exhaust piping for security.
c. Check for abnormal noises and fluid leaks.

5. HYDRAULIC TANK - Check the oil level in the tank;

add oil if necessary. Refer to Section L, Hydraulic
Tank - Filling Instructions. Oil should be visible in the
sight glass. - Do Not overfill. Lube Key “B”.

6. BATTERIES - Check the electrolyte level and add

water if necessary.

7. WHEELS AND TIRES -

a. Inspect tires for proper inflation and wear.
b. Check for embedded debris in tread and remove.
c. Inspect for damaged, loose, or missing wheel
mounting nuts and studs.

8. COOLING AIR DUCTWORK - Inspect ductwork from

the blower to the rear drive case. Ensure that duct-
work is secure, free of damage, and unrestricted.

9. AIR INTAKE PIPING - Check all mounting hardware,

joints, and connections. Ensure no air leaks exist and
all hardware is properly tightened. Figure 2-1.

P2-6 Lubrication and Service 03/04 P02025

 10 HOUR (DAILY) INSPECTION (Continued)

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

10. AIR CLEANERS - Check the air cleaner vacuum
gauges in the operator cab, Figure 2-2. The air
cleaner(s) should be serviced if the gauge(s) shows
the following maximum restriction:
DDEC/MTU Engine:
. . . . . . . . . . . . . . . . . . . . . . . . 20 in. of H2O vacuum.
Refer to Section C in the service manual for servicing
instructions for the air cleaner elements. Empty the air
cleaner dust caps.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
11. BODY-UP & HOIST LIMIT SWITCHES - Clean the
sensing areas of any dirt accumulation and inspect
the wiring for any signs of damage.
12. CAB AIR FILTER - Under normal operating condi-
tions, clean every 250 hours. In extremely dusty con-
ditions, service as frequently as required. Clean the
filter element with mild soap and water. Rinse com-
pletely clean and air dry with a maximum of 40 psi
(275 kPa). Reinstall the filter. Refer to Figure 2-3.

FIGURE 2-1. FIGURE 2-2. FIGURE 2-3.

1. Filter Cover 2. Cab Filter

P02025 03/04 Lubrication and Service P2-7

 10 HOUR (DAILY) INSPECTION (Continued)

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

13. FUEL FILTERS (Fuel Separators) - Drain water from
the bottom drain valve on each fuel separator.
14. AUTOMATIC LUBE SYSTEM -
• Check the grease reservoir; fill as required. Lube
Key “D”.
• When filling the reservoir, check the grease filter
indicator. Clean or replace the grease filter if the
indicator detects a problem.
• Inspect the system and check for proper
operation. Be certain the following important
areas are receiving adequate amounts of grease.
Lube Key “D”.
Steering Linkage
Final Drive Pivot Pin -
Rear Suspension Pin Joints - Upper & Lower
Body Hinge Pins -
Hoist Cylinders Pins - Upper & Lower
Anti-sway Bar - Both Ends

P2-8 Lubrication and Service 03/04 P02025

 50 HOUR LUBRICATION AND MAINTENANCE CHECKS

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

*1. ENGINE - Sample engine oil and analyze for contam-
inants. If contaminant levels are beyond allowable
limits, change engine oil and lube oil filter elements
after the initial 50 hours of operation; then at each
500 hours of operation thereafter. Lube Key "A".
Refer to engine maintenance manual when servicing
the engine or any of its components.
NOTE: When installing spin-on filter elements, thread
onto base until the seal touches the base and then
tighten only 1/2 to 3/4 additional turn by hand to seat
element fully. Do not use a wrench or strap to
tighten filter elements.

*2. FUEL FILTERS - Change the fuel filters, (fuel

separators).
Refer to engine manufacturer's maintenance manual
for fuel filter replacement instructions.
*3. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 50, 100, and 250 hours of
operation; then at each 500 hours of operation there-
after.
*4. FAN DRIVE ASSEMBLY - Check the torque on the
six fan mounting capscrews: 175 ft.lbs. (237 N.m).
• Check the belt tension:
. . . . . . . . . . . . . . . . 250 - 295 kg (550 - 650 lbs).
• Check the torque for the eight fan drive coupling
mounting capscrews: . . . . .75 ft.lbs. (100 N.m).
Refer to Engine Manual for these procedures.

*These checks are required only after the initial hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation).

P02025 03/04 Lubrication and Service P2-9

 100 HOUR LUBRICATION AND MAINTENANCE CHECKS

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

*1. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 100 and 250 hours of
operation; then at each 500 hours of operation there-
after.

*These checks are required only after the initial hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation), check:

P2-10 Lubrication and Service 03/04 P02025

 250 HOUR LUBRICATION AND MAINTENANCE CHECKS
The 10 hour lubrication and maintenance checks should also be performed at this time.
NOTE: “Lube Key” references are to the Lubrication Chart.

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

1. ENGINE - Refer to DDC publication, 7SE273, for
complete specifications regarding engine lube oil
specifications and change intervals. When certain
specific DDC/MTU requirements are fulfilled, the 250
hour interval specified here may be lengthened.
Refer to engine maintenance manual when servicing
the engine or any of its components.
a. Change engine oil. Lube Key "A".
b. Replace lube oil filters.
NOTE: When installing spin-on filter elements, thread
onto base until the seal touches the base and then
tighten only 1/2 to 3/4 additional turn by hand to seat
element fully. Do not use a wrench or strap to
tighten filter elements.
c. Disassemble centrifugal oil filter; clean parts
and replace paper filter (Figure 2-4).
d. Check belt tension and condition of each
accessory belt. Refer to engine Operation &
Maintenance manual for specific adjustment
instructions.
e. Check the torque on the mounting capscrews
on cooling fan (1, Figure 2-5). Tighten cap-
screws (2) to 175 ft.lbs. (237 Nm).
2. COOLING SYSTEM -
a. COOLANT MIXTURE - Check for proper
coolant mixture. Add coolant as required.
b. COOLANT FILTERS - Change coolant filters.
c. COOLING SYSTEM HOSES - Check cooling
system hoses for damage and signs of deteri-
oration.
Refer to the engine maintenance manual for coolant
filter replacement instructions and proper coolant mix-
ture instructions.
3. FUEL TANK - Drain water and sediment from the fuel
tank. Refer to Section B, Fuel Tank - Cleaning.
4. STEERING LINKAGE - Check the torque on pin
retaining nuts (1, Figure 2-6) on the steering linkage.
(525 ft.lbs. (712 N.m) Check the torque on tie rod
retaining nuts (2). (310 ft.lbs. (420 N.m)

P02025 03/04 Lubrication and Service P2-11

 250 HOUR LUBRICATION AND MAINTENANCE (Continued)

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

5. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS -
Add one or two applications of grease to each grease
fitting. Check that each bearing of the cross & bearing
assembly is receiving grease. Lube Key “D”.
6. REAR WHEEL MOUNTING - Using a mirror on a long
rod and a flashlight, inspect all inner and outer wheel
mounting nuts/studs for any evidence of looseness,
damage, or missing hardware.
If wheel mounting nuts/studs must be secured or
replaced, the outer wheel must be removed for
access. Refer to the Shop manual, Section G, for
these procedures.

FIGURE 2-4. FIGURE 2-5. FIGURE 2-6.

P2-12 Lubrication and Service 03/04 P02025

 250 HOUR LUBRICATION AND MAINTENANCE (Continued)

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

7. REAR AXLE HOUSING - Check the rear axle housing
for fluid leaks by removing the two drain plugs on the
bottom of the axle housing. If fluid is present, the
cause must be found and corrected before releasing
the truck to operation.
8. MAGNETIC PLUG - Remove the magnetic plugs from
the front wheel hub covers and inspect for debris.
Clean the plugs and perform any necessary repairs.
Refer to Figure 2-7.
9. MOTORIZED WHEELS - Check for the correct oil
level. Rotate a magnetic plug to the 6 o’clock position
and remove the plug. The oil level should be even
with the bottom of the plug opening. Inspect the mag-
netic plugs for ferrous materials. Service the wheel
motor as necessary. Refer to Figure 2-8.
10. WHEEL MOTOR OIL SAMPLING - Refer to Section
G5, Wheel Motor, for oil sampling information.
*11. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only after the initial 250 hours of operation;
then at each 500 hours of operation thereafter. Check
oil level. Add oil as necessary. Lube Key “B”.

*This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck,
or after a new or rebuilt component installation), check:

FIGURE 2-7.
1. Magnetic Plug 2. Cover
FIGURE 2-8.

P02025 03/04 Lubrication and Service P2-13

 500 HOUR LUBRICATION AND MAINTENANCE CHECKS
Maintenance requirements for every 10, 50, & 250 hour Lubrication and Maintenance Checks should also be car-
ried out at this time.
NOTE: “Lube Key” references are to the Lubrication Chart.

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

1. FINAL DRIVE CASE BREATHERS - Remove the
breather elements for the motorized wheels. Clean or
replace the elements.
2. HYDRAULIC SYSTEM FILTERS - Replace the tank
breathers and high pressure filter elements. Check
the oil level. Add oil as necessary. Lube Key “B”.
3. HYDRAIR® SUSPENSION - Check for proper piston
extension (front and rear).
4. THROTTLE AND BRAKE PEDAL - Lubricate the trea-
dle roller and hinge pins with lubricating oil. Lift the
boot from the mounting plate and apply a few drops of
lubricating oil between the mounting plate and the
plunger.
5. BODY-UP & HOIST LIMIT SWITCHES - Check oper-
ation of the switches. Clean and adjust as necessary.
6. HOIST ACTUATOR LINKAGE - Check operation.
Clean, lubricate, and adjust as necessary.
7. PARKING BRAKE - Refer to Section J, Parking Brake
Maintenance. Perform the recommended inspections.
8. FUEL FILTERS - Change the fuel filters (fuel separa-
tors). Refer to engine Operation & Maintenance man-
ual for specific filter replacement instructions.
9. WHEEL MOTOR OIL (Initial 500 hours only) -
Change or filter wheel motor gear oil only after initial
500 hours or operation. Wheel motor gear oil must be
filtered or changed every 2500 hours of operation
thereafter.

P2-14 Lubrication and Service 03/04 P02025

 1000 HOURS LUBRICATION AND MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should be performed at this time.
NOTE: “Lube Key” references are to the Lubrication Chart.

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

1. HYDRAULIC TANK - Drain the hydraulic tank and
clean the inlet strainer. Refill the tank with oil; approx-
imate capacity 250 gal. (947 l). Use Lube Key “B”.
2. RADIATOR - Clean the cooling system with a quality
cleaning compound. Flush with water. Refill the sys-
tem with anti-freeze and water solution. Check the
Cooling System Recommendation Chart in this sec-
tion for the correct mixture. Refer to the engine Oper-
ation and Maintenance Manual for the correct additive
mixture.
3. FUEL TANK - Remove the breather and clean in sol-
vent. Dry with pressurized air and reinstall.
4. OPERATOR'S SEAT - Apply grease to the slide rails.
Lube Key “D”.
5. AUTOMATIC BRAKE APPLICATION - Ensure the
brakes are automatically applied when brake pres-
sure decreases below the specified limit. Refer to
Section J, Brake Check-out Procedure.
6. ENGINE - Remove, clean, and dry crankcase
breather elements. Reinstall elements.
7. FUEL FILTERS - Change the Primary Fuel Filter
(Fuel Separator) and the two Secondary Filters.
8. AUXILIARY BLOWER - Apply a few applications of
grease to the auxiliary blower bearings. Two grease
zerks (1, Figure 2-9) are located on blower (2).

FIGURE 2-9. AUXILIARY BLOWER

1. Grease Zerk 2. Auxiliary Blower

P02025 03/04 Lubrication and Service P2-15

 2500 HOUR MAINTENANCE CHECKS

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

WHEEL MOTOR GEAR OIL - Wheel motor gear oil
must be filtered or changed every 2500 hours of oper-
ation.

5000 HOUR MAINTENANCE CHECKS

Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________

TASK COMMENTS CHECKED INITIALS

AIR CLEANERS - Clean the Donaclone tubes in the
pre-cleaner section of the air filter. Use low pressure
cold water or low pressure air to clean the tubes.
Refer to Section C, Air Cleaners.
NOTE: Do not use a hot pressure washer or high
pressure air to clean the tubes. Hot water/high pres-
sure causes the pre-cleaner tubes to distort.

P2-16 Lubrication and Service 03/04 P02025

 SECTION P3
LINCOLN AUTOMATIC LUBRICATION SYSTEM
INDEX

LINCOLN AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3

System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3

System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5

GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6

Lubricant Required for System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6

System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6

SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6

24 VDC SOLID STATE TIMER CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7

24 VDC Solid State Timer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7

INJECTORS (SL-1 Series "H") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8

INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9

PUMP CYCLE TIMER (FLASHER TIMER) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10

Pump Cycle Timer (Flasher Timer) Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10

Pump Cycle Timer (Flasher Timer) Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10

Pressure Switch, 2,000 psi (13 790 kPa) Normally Closed (N.C.) . . . . . . . . . . . . . . . . . . . . . P3-10

PRESSURE REDUCER ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12

TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13

Preventative Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16

Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16

250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16

P03012 03/01 Lincoln Automatic Lubrication System P3-1

 NOTES

P3-2 Lincoln Automatic Lubrication System 03/01 P03012

 LINCOLN AUTOMATIC LUBRICATION SYSTEM
The Lincoln Automatic Lubrication System is a pres-
surized lubricant delivery system which delivers a
controlled amount of pressurized lubricant to desig-
nated lube points. The system is controlled by an
electric timer which signals solenoid valves to cause
operation of a hydraulically operated grease pump.
For the 930E, these components (valves and pump)
are mounted on the right side front bumper in front of
the upright frame support (View A-A, Figure 3-2).

System Components
The system is comprised of these basic elements
plus the necessary hoses and lube lines:
1. Hydraulically Powered Reciprocating Cylinder
and Pump (1 & 5, Figure 3-1).

Pump Specifications:
• 16:1 Pressure Ratio.
NOTE: The theoretical ratio of this pump is 16:1
MAXIMUM, depending on the application and
variable internal friction. The actual ratio may be less,
but should be at least 10:1.
• Input Pressure: 300-3000 psi (2068 - 20685 kPa)
• Input Flow: 1.0 gpm (3.8 l/min.)
• Max. Hydraulic Temperature: 210°F (98.8°C) FIGURE 3-1. TYPICAL AUTO LUBE SYSTEM
• Output Pressure: 3500 psi (24132 kPa) max. 1. Pump Cylinder 7. Pump Cycle Timer
• Output Flow: 11 cu. in./min. (180 cc/min.) 2. Cylinder Pressure 8. Solenoid Valve, SV2
• Operating Ambient Temperature: -40°F to +135°F Gauge 9. Solenoid Valve, SV1
(-40°C to +57.7°C) 3. Valve Body Assembly 10. Pressure Reducing
• Seals: Buna-N 4. Orifice Assembly Valve
5. Pump Assembly 11. Vent Valve Assembly
• Filtration Required: 10 Micron
6. Canister/Reservoir
• 24VDC power source.
b. Pressure Reducing Valve: The Pressure
Reducing Valve (10) lowers hydraulic fluid
2. Combination Valve Body (3, Figure 3-1)
pressure to the operating range of the
includes:
hydraulic pump cylinder. It is factory set at its
a. 24VDC Solenoid Valves (SV1 & SV2) are maximum pressure of 300 psi (2069 kPa),
used as directional valves that are integrated but may be adjusted lower.
with the hydraulically operated pump. The
c. The Cylinder Pressure Gauge (2): indicates
controls are designed to insure maximum
hydraulic fluid pressure going to the hydrau-
flow rates within the specified operating tem-
lic pump cylinder after passing through the
perature range.
pressure reducing valve.
Solenoid Valve SVI (9) controls hydraulic
d. Orifice Assembly (4): delivers metered
fluid pressure flow through the pressure
hydraulic pressure from the pressure reduc-
reducing valve and on to the vent valve.
ing valve to the top of the vent valve assem-
Solenoid Valve SV2 (8) directs the hydraulic bly. This fitting should be connected to the
fluid to the hydraulic cylinder which operates top of the Vent Valve assembly (11) with a
the grease pump. high pressure 1/4 in. hose.

P03012 03/01 Lincoln Automatic Lubrication System P3-3

 FIGURE 3-2. AUTOMATIC LUBRICATION INSTALLATION
1. Grease Pump/Cylinder 8. Grease Supply Line 13. RH Top Suspension 20. LH Anti-Sway Bar
2. Pressure Gauge 9. Pressure Switch, N/C 14. RH Lower Suspension 21. LH Bottom Hoist Cyl.
3. Press. Reg./Sol. Valve 2,000 psi (13 790 kPa) 15. RH Body Pivot Pin 22. LH Top Hoist Cyl
4. Electrical Harness 10. Vent Valve Assembly 16. RH Top Hoist Cyl. 23. LH Body Pivot Pin
5. Supply Pressure 11. Lube Injectors 17. RH Bottom Hoist Cyl. 24. LH Lower Suspension
6. Return to Tank (each side) 18. RH Anti-Sway Bar 25. LH Top Suspension
7. Reservoir / Canister 12. Rear Lube Injectors 19. Rear Axle Pivot Pin 26. Grease Supply

P3-4 Lincoln Automatic Lubrication System 03/01 P03012

 3. Pump Cycle Timer (7, Figure 3-1) also called a System Operation
"Flasher" timer, because it contains an LED that 1. During truck operation, with the pump and timer
illuminates when there is power going to SV2): systems in a rest state, a preset time interval
The Pump Cycle Timer mounts on SV2 sole- occurs.
noid and generates a timed pulse signal to con-
trol the reciprocating cycle rate of the grease 2. The solid state system timer sends out a 24
pump. VDC signal to energize SV1, causing it to open.
4. Grease Reservoir: For the 930E, the Canister 3. As SVI opens, the resulting hydraulic fluid pres-
or Reservoir (6, Figure 3-1) is mounted on the sure flows through the pressure reducing valve
right side front bumper in front of the upright closing the vent valve and also flows on to SV2.
frame support (View A-A, Figure 3-2). The res- 4. The pressure reducing valve lowers hydraulic
ervoir has an approximate capacity of 50 lbs. fluid pressure to the operating range of the
(23 kg) of grease. hydraulic pump [maximum pressure 300 p.s.i.
5. Vent Valve (11, Figure 3-1 or 10, Figure 3- (2069 kPa)].
2):With the vent valve closed, the pump contin- 5. After the system pressure has been reduced, it
ues to cycle until maximum pressure is passes on to SV2. Each operation of SV2
achieved. As this occurs, the vent valve opens moves the hydraulic cylinder which operates
and allows the grease pressure to drop to 0, so the grease pump. As SV2 turns "On" and "Off"
the injectors can recharge for their next output (refer to cycle timer/flasher below), it changes
cycle. the direction of the hydraulic cylinder movement
6. 24 VDC Solid State System Timer (Not Shown): back and forth, thus causing a "pumping"
The Solid State System Timer sends out a 24 action.
VDC timed-interval signal to energize the sole- 6. The cycle timer/flasher sends a pulsing signal,
noid valves, causing the grease pump to oper- 1 second "On" and 1 second "Off" (adjustable),
ate. This timer is mounted in the cab (in the to SV2. Solenoid valve SV2 directs the hydrau-
housing under the passenger seat) to insure lic fluid to the pump at 30 cycles/minute.
temperature stability. Its operating temperature 7. With the vent valve closed, the pump continues
range is -20°F to 131°F (-29°C to 55°C). to cycle until lubricant pressure rises to 2,000
7. Pressure Switch (N/C 2000 psi [13 790 psi (13 790 kPa) and the injectors have metered
kPa]):(9, Figure 3-2) opens the 24 volt supply to grease to the points of lubrication.
the pump cycle timer, when the grease line 8. If system pressure rises above 2000 psi (13 790
pressure exceeds this limit. kPa), the N/C pressure switch will open until the
NOTE: Depending on truck model, the specific timed cycle is complete and the solid state sys-
pressure at which this switch opens, may vary. tem timer terminates the 24VDC signals to SV1
Therefore, all references in this coverage to the and SV2. (See NOTE: below step 11.)
specific N/C 2000 psi [13 790 kPa] pressure switch 9. As SV2 is de-energized the pump stops cycling.
would also change. Refer to the truck Parts catalog 10. As SV1 is de-energized, the hydraulic fluid
for a specific switch installation. stops flowing to the pressure reducing valve
8. Injectors (11 & 12, Figure 3-2): each injector and the vent valve allowing it to open.
delivers a controlled amount of pressurized
11. As the vent valve opens, the grease pressure
lubricant to a designated lube point. Refer to
drops to zero (0), so the injectors can recharge
Figure 3-2 for locations.
for their next output cycle.
NOTE: When the N/C pressure switch opens, SV2 is
de-energized causing the pump to stop; however,
until the timed cycle is complete, SV1 remains
energized, keeping the vent valve closed and holding
pressure in the grease line. If the grease line
pressure now drops to where the switch closes
again, the pump will restart to hold grease line
pressure, but the injectors will not recharge.
12. The system is now at rest, ready for another
lube cycle and the sequence repeats itself.

P03012 03/01 Lincoln Automatic Lubrication System P3-5

GENERAL INSTRUCTIONS
Lubricant Required for System
Refer to "Lubrication Chart", for correct lubricant
specifications.
1. Above 90°F (32°C) - Use NLGI No.2 multipur-
pose grease (MPG).
2. -25° to 90°F (-32° to 32°C) - Use NGLI No. 1
MPG.
3. Below -25°F (-32°C) - Refer to local supplier for
extreme cold weather lubricant requirements.
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
ignition and solenoid posts 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
connecting lines to the injector outlets and bearings.
This will prevent having to cycle the individual
injectors once for each 1.0 in. (25 mm) length of feed
line between the injector and bearing fitting.
SYSTEM CHECKOUT
To check system operation (not including timer), pro-
ceed as follows:
1. Lift the passenger seat and connect a jumper
wire between "SOL" terminal and "LUBE SW"
terminal on the 24 VDC solid state lube timer.
Turn keyswitch ON. Pump should operate.
NOTE: If terminal post identification on the solid state
timer is not legible, refer to Figure 3-7 for terminal
positions.
2. Keep jumper wire connected until the pump
stalls.
3. Disconnect jumper wire. System should vent.
Turn keyswitch "OFF".
P3-6 Lincoln Automatic Lubrication System
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 stated maximum working
pressure of the pump, or of the lowest rated com-
ponent in the system.
* 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 compatibility,
and the use of protective clothing and equip-
ment.
*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
operating this equipment as material leaks from
loose or ruptured components can inject fluid
through the skin and into the body causing seri-
ous bodily injury including possible need for
amputation. Adequate protection is recom-
mended to prevent splashing of material onto the
skin or into the eyes.
If any fluid appears to penetrate the skin, get
emergency 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. Spe-
cialized 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.
03/01 P03012
24 VDC SOLID STATE TIMER CHECK 24 VDC Solid State Timer Adjustment
To check the solid state timer operation without wait- The timer is factory set for a nominal 2.5 minute (off
ing for the normal timer setting, proceed as follows: time) interval. Dwell time is approximately 1 minute,
15 seconds. A longer interval (off time) is obtained by
1. Remove timer dust cover.NOTE: The timer
turning the Selector knob (3, Figure 3-3) to the
incorporates a liquid and dust tight cover which
desired position.
must be in place and secured at all times during
truck operation.
2. Adjust timer to 5 minute interval setting.
3. The timer should cycle in five minutes if the
truck is operating.
NOTE: If the timer check is being made on a cold
start, the first cycle will be approximately double the
nominal setting. All subsequent cycles should be
within the selected time tolerance.
4. Voltage checks at the timer should be accom-
plished if the above checks do not identify the
problem.
a. Insure timer ground connection is clean and
tight.
b. Using a Volt-Ohm meter, read the voltage
between positive and negative posts on the
solid state timer with the truck keyswitch FIGURE 3-3. SOLID STATE TIMER ADJUSTMENT
"ON". Normal reading should be 18-26 VDC,
depending upon whether or not the engine is 1. Timer 3. Timer Selector
running. 2. Red LED (Indicates
pump solenoid is on)

NOTE: Set timer by turning the Selector knob (3) to

the 2.5 minute setting point. Then, turn the Selector
clockwise, one detent at a time, to the desired
setting, or until the maximum limit of eighty minutes
is reached.

The solid state timer is a sealed unit, do not

attempt disassembly.

P03012 03/01 Lincoln Automatic Lubrication System P3-7

INJECTORS (SL-1 Series "H") Injector Specifications
Each lube injector services only one grease point. In
case of pump malfunction, each injector is equipped
with a covered grease fitting to allow the use of exter-
nal lubricating equipment.
Injectors are available in banks of two, three, four
and five as well as single replacement units.
Injector output is adjustable:
Maximum output = 0.08 in3 (1.31 cc).
Minimum output = 0.008 in3 (0.13 cc).
Operating Pressure:
Minimum- 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Max. Vent Pressure - (Recharge) 600 psi (4 137 kPa)

Injector Adjustment
FIGURE 3-4. TYPE SL-1 INJECTOR (SINGLE)
1. Adjusting Screw 11. Spring Seat The injectors may be adjusted to supply from 0.008
2. Locknut 12. Plunger in3 to 0.08 in3 (0.13 cc to 1.31 cc) of lubricant per
3. Piston Stop Plug 13. Viton Packing injection cycle. The injector piston travel distance
4. Gasket 14. Inlet Disc determines the amount of lubricant supplied. This
5. Washer 15. Viton Packing travel is in turn controlled by an adjusting screw in
6. Viton O-Ring 16. Washer the top of the injector housing.
7. Injector Body Assy 17. Gasket
Turn the adjusting screw (1, Figure 3-4) counter-
8. Piston Assembly 18. Adapter Bolt
clockwise to increase lubricant amount delivered and
9. Fitting Assembly 19. Adapter
clockwise to decrease the lubricant amount.
10. Plunger Spring 20. Viton Packing
When the injector is not pressurized, maximum injec-
NOTE: The Piston Assembly (8) has a visible tor delivery volume is attained by turning the adjust-
indicator pin at the top of the assembly to verify the ing screw (1) fully counterclockwise until the
injector operation. indicating pin (8) just touches the adjusting screw. At
the maximum delivery point, about 0.38 inch (9.7
mm) adjusting screw threads should be showing.
Decrease the delivered lubricant amount by turning
the adjusting screw clockwise to limit injector piston
travel. If only half the lubricant is needed, turn the
adjusting screw to the point where about 0.19 inch
(4.8 mm) threads are showing. The injector will be
set at minimum delivery point with about 0.009 inch
(0.22 mm) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should NOT be
adjusted to less than one-fourth capacity.

FIGURE 3-4A. INJECTOR (MANIFOLD TYPE)

P3-8 Lincoln Automatic Lubrication System 03/01 P03012

 INJECTOR OPERATION

STAGE 1.
The injector piston (2) is in its normal or
“rest” position. The discharge chamber (3) is
filled with lubricant from the previous cycle.
Under the pressure of incoming lubricant (6),
the slide valve (5) is about to open the pas-
sage (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 mea-
suring 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 measur-
ing chamber (1). The injector piston (2) and
slide valve (5) remain in this position until
lubricant pressure in the supply line (6) is
vented.

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 passage
(4) and valve port (8) to refill the discharge
chamber (3).

The injector is now ready for the next cycle.

P03012 03/01 Lincoln Automatic Lubrication System P3-9

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. wire (68) 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.
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 adjust-
ment is necessary, refer to Figure 3-5 and the follow-
ing procedure.
FIGURE 3-5. PUMP CYCLE TIMER
1. Adjustment Screw 2. Red Light
(Indicates the timer
has turned on.
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
cycles/minute). The adjustment screw allows 15
turns of adjustment over the timing range.
P3-10 Lincoln Automatic Lubrication System
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.
Pressure Switch, 2,000 psi (13 790 kPa) Normally
Closed (N.C.)
This lube circuit incorporates a 2,000 psi (13 790
kPa) N.C. pressure switch that opens the 24 volt sup-
ply to the flasher timer and switching solenoid, SV2.
When this occurs, the grease pump stops stroking,
but the vent valve remains closed until the 24 VDC
solid state lube timer has reached the end of its
cycle.
Between the time the pressure switch opens and the
lube timer completes its cycle, the pump cylinder still
has oil pressure supplied to it; but it remains at the
end of its stroke and does not switch. This period in
time is easily identified, as the LED on the flasher
timer stops flashing and remains "Off". Also, the oil
pressure gauge no longer fluctuates, but remains
steady.
03/01 P03012
 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. Pressure Switch, N/C 14. Injectors
4. Vent Valve 6. Solenoid (SV2) 2,000 PSI (13 790 kPa)
7. Pressure Reducer 11. Orifice Assembly

FIGURE 3-7. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE

1. Timer Assembly 3. Keyswitch 7. Solenoid (SV2) 10. Pressure Switch, N/C
2. Combination Valve 4. Relay 8. Battery (24 V) 2,000 PSI (13 790 kPa)
(Pressure Reducing 5. Timer (solid State) 9. Cycle Timer
&Solenoid Valves) 6. Solenoid (SV1)

P03012 03/01 Lincoln Automatic Lubrication System P3-11

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!
Stay clear of moving engine parts and do not
loosen/disconnect any pressure fittings or
hoses.
To set the Pressure Reducing Valve:
1. With engine stopped and steering accumulator
pressure bled down, disconnect one wire from
the N/C grease pressure switch (9, Figure 3-2,
View A-A; or 10, Figure 3-6).
2. Install a pressure gauge (0 - 5,000 psi [34 475
kPa]) in the grease line downstream from the
pressure switch. (The injector block on the right
hand frame rail, just forward of the front suspen-
sion support would be a convenient location.
See 11, Figure 3-2, Detail D.)
3. Start the truck engine. When steering and brake
pressures have stabilized, stop the engine with
the emergency stop switch on the center con-
sole to prevent accumulators from bleeding
down.
4. Lift the passenger seat and connect a jumper
wire between "SOL" (wire 68A) and "LUBE
SW", on the 24 VDC solid state lube timer.
5. Adjust the pressure reducing valve (7, Figure 3-
6) until the pressure gauge (installed at step 2)
indicates 2,000 psi (13 790 kPa) grease pres-
sure.
P3-12 Lincoln Automatic Lubrication System
6. Reconnect the wire (step 1) to the grease pres-
sure switch.
7. Verify that the following 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. The LED atop of SV2 extinguishes, but pres-
sure remains on the pressure gauge. At this
time the pump should also stop - hoses stop
pulsing and pump goes quiet. Pressure on
grease pressure switch should stabilize at
2,000 psi (13 790 kPa). See also NOTE
below step 9.
8. Turn the battery isolator "Off", then verify the
following:
a. The pressure on the oil pressure gauge
drops to zero (0).
b. The pressure on the grease pressure gauge
drops to zero (0).
c. All of the injectors reset (indicator pin up)
9. Turn the key switch "Off" and remove jumper
wire (step 4) from lube solenoid and remove
pressure gauge (step 2).
NOTE: If the pump appears to keep pumping and
grease pressure reaches the stall out pressure
(2,000 psi [13 790 kPa]), or alternatively cuts out
early, the pressure switch may need to be replaced.
03/01 P03012
 TROUBLESHOOTING CHART
If the following procedures do not correct the prob- to state the nature of the problem and indicate if a
lem, contact a factory authorized service center. repair cost estimate is required.
When submitting equipment to be repaired, be sure

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. Be sure keyswitch is "ON".
Timer malfunction. Replace timer assembly.
Solenoid valve malfunctioning. Replace the solenoid valve assembly.
Pump malfunction. Replace pump assembly.

NOTE: On initial startup of the lube system, the timing capacitor will not contain a charge, therefore the first
timing cycle will be about double in length compared to the normal interval. Subsequent timer cycles should be
as specified.

TROUBLE: Pump Will Not Prime

Low lubricant supply. Dirt in reservoir, pump inlet clogged.

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.

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 Replace individual injector assembly.

pump building pressure and then venting.
All injectors inoperative - pump build up not suffi- Service and/or replace pump assembly.
cient to cycle injectors.

P03012 03/01 Lincoln Automatic Lubrication System P3-13

 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.
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 sole-
noid 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.
TROUBLE: 24VDC Timer Not Operating:
Timer BAT (-) connection is not on grounded mem-
ber.
Timer BAT (+) connection not on circuit continu-
ously connected to BAT (+) terminal during opera-
tion of vehicle.
Fuse blown (circuit breaker tripped) on power con-
nection to timer, or wire is otherwise damaged.
Loose wire connections at any of the timer termi-
nals.
TROUBLE: Timer Stays Timed Out
Commutation failure in timer caused by damaged
component.
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.
P3-14 Lincoln Automatic Lubrication System
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.
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.
Connect to good ground.
Establish direct connection between Timer BAT (+)
connection and 24 V BAT (+) terminal.
Replace fuse (reset circuit breaker) or repair dam-
aged wire.
Secure wire connections.
Replace Timer.
Replace Timer.
Correct wiring hook-up.
03/01 P03012
 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: Timer Turns On At Intervals Two To Ten Times More Often Than Set Time Interval
Electrical noise is being introduced into the power IMPORTANT: In some instances, electrical noise
supply to the timer overcoming suppressor capaci- may be generated into vehicle electrical system
tor causing uncontrolled turn-on of its output relay. which may cause timer to turn on at random
intervals, 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
replace timer.

P03012 03/01 Lincoln Automatic Lubrication System P3-15

 Preventative 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 supply
line.
2. Check all grease supply lines from the SL-1
Injectors to lubrication points (11, Figure 3-2).
Repair or replace all worn / broken feed line
hoses.
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 supply hoses from the SL-1
Injectors to lubrication points (11, Figure 3-2).
Repair or replace all worn / broken feed line
hoses.
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 (11, Figure 3-2, typi-
cal).
Repair or replace all worn / broken supply lines.
Make sure that all air is purged and all new sup-
ply line hoses are filled with grease before
sending the truck back into service.
3. Check grease reservoir level.
Fill reservoir if low.
Check reservoir for contaminants. Clean, if
required.
Check that all filler plugs, covers and breather
vents on the reservoir are intact and free of con-
taminants.
P3-16 Lincoln Automatic Lubrication System
4. Inspect all bearing points for a bead of lubricant
around the bearing seal.
It is good practice to manually lube each bear-
ing point at the grease fitting (Zerk, Figure 3-4)
provided 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
Remove all SL-1 injector cover caps to allow
visual inspection of the injector cycle indicator
pins during system operation.
Start truck engine.
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.
Keep the jumper wire connected until the pump
stalls out at 2000 PSI. (Refer to NOTE: follow-
ing step 7, page 3-3, regarding pressure
switch.)
With the pump in the stalled-out mode, check
each SL-1 injector assembly. The cycle indica-
tor pin should be retracted inside the injector
body.
Once all of the SL-1 injectors have been
inspected under pressure remove the jumper
wire between the "SOL" terminal and "LUBE
SW" terminal 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.
With the system vented, check all of the SL-1
injector indicator pins. All of the pins should be
visible.
NOTE: Refer to the system troubleshooting chart, if
the injectors are not working properly. Replace or
repair injectors, if defective.
Reinstall all injector cover caps.
Check timer operation. With engine running,
lube system should activate within 5 minutes.
The system should build 2000PSI within 25-40
seconds.
If the system is working properly, the machine is
ready for operation.
If the system is malfunctioning, refer to the trou-
bleshooting chart in the service manual.
03/01 P03012
 SECTION Q
ALPHABETICAL INDEX
A
Accelerator Pedal, Electronic . . . . . . . . . . . . . . . E2-54 Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . J4-3
Accumulator, Steering . . . . . . . . . . . . . . . . . . . . . . L6-4 Failure Modes Checkout Procedure . . . . . . . . . . J4-8
Accumulator, Brake . . . . . . . . . . . . . . . . . . . . . . . J3-24 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . J4-11
AC Drive System Electrical Checkout . . . . . . . . . . E3-3 Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . J5-4
AID System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5 Brake, Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3 Brake Seal Assembly, Rear . . . . . . . . . . . . . . . . . J5-13
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-7 Brake Seal Gap Adjustment (Rear) . . . . . . . . . . . J5-12
Component Service . . . . . . . . . . . . . . . . . . . . . N4-14 Brakes, Wet Disc . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Alarm Indicating Device (AID) . . . . . . . . . . . . . . . . D3-5 Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-12
Alternator, Propulsion . . . . . . . . . . . . . . . . . . . . . . C4-3
Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-4
Anti-sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Automatic Lubrication System . . . . . . . . . . . . . . . . P3-3
C
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
B Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Charging Procedure
Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3 Brake Accumulators (Hydraulic Cabinet) . . . . . J3-27
Battery Charging System. . . . . . . . . . . . . . . . . . . D10-3 Brake Accumulators (Frame Cabinet). . . . . . . . J3-31
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Steering Accumulators . . . . . . . . . . . . . . . . . . . . L6-7
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . D10-3 Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . D2-5 Checkout Procedures
Brake Apply Circuit . . . . . . . . . . . . . . . . . . . . . . . J4-3
Battery Disconnect Switches . . . . . . . . . . . . . . . . . D2-6
Brake Cooling Circuit . . . . . . . . . . . . . . . . . . . . L10-8
Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Data Sheet (Hydraulic System). . . . . . . . . . . . L10-15
Bearing, Wheel
Electrical Propulsion System . . . . . . . . . . . . . . . E3-3
Front, Installation . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Front, Adjustment . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L6-3
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-17
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Center Console . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
Control Cabinet, Electrical . . . . . . . . . . . . . . . . . . E2-50
Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Cooling System (Engine) . . . . . . . . . . . . . . . . . . . . C3-3
Body Up Retention Cable . . . . . . . . . . . . . . . . . . . B3-6
Cooling System (Disc Brakes) . . . . . . . . . . . . . . . . L2-8
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Cylinders
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-24
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Steering
Bleeding Procedures
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G3-13
Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-16
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-12
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8

Q01035 Alphabetical Index Q1-1

 D H
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Diagnostic Information Display . . . . . . . . . . . . . . . E2-7
Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Differenatial Pressure Switch . . . . . . . . . . . . . . . . J3-20
Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Dump Procedure, Disabled Truck. . . . . . . . . . . . .L8-22
E Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Electrical Interface Cabinet. . . . . . . . . . . . . . . . . . D3-8
Electrical Propulsion Components . . . . . . . . . . . . E2-3
Electrical System Schematic . . . . . . . . . . . . . . . . R1-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3
F Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Filters
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . D3-3
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8
Flushing, Hydraulic System . . . . . . . . . . . . . . . .L10-12
Front Suspension, HYDRAIR® II . . . . . . . . . . . . . H2-3
Front Tires and Rims . . . . . . . . . . . . . . . . . . . . . . G2-4
Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-3
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Gauge Sender . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
G
Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Q1-2 Alphabetical Index
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-3
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Coil, Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fan Motor and Speed Control . . . . . . . . . . . . . . N4-5
Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . .L7-3
Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
HYDRAIR® II Suspensions
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Oil and Nitrogen Specifications . . . . . . . . . . . H4-10
Hydraulic System
Disc Brake Cooling System . . . . . . . . . . . . . . . . .L2-8
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Steering and Brake Pump . . . . . . . . . . . . . . . . .L6-14
System Flushing . . . . . . . . . . . . . . . . . . . . . . .L10-12
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Troubleshooting
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Steering System. . . . . . . . . . . . . . . . . . . . . . . . .L6-25
I
Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-15
L
Ladders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-32
Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-3
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Lubrication System, Automatic . . . . . . . . . . . . . . . P3-3
Q01035
 M R
Manifold, Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3 Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-3
Metric Capscrews, Torque Chart . . . . . . . . . . . . . . A5-2 Rear HYDRAIR® II Suspension. . . . . . . . . . . . . . . H3-3
Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . . . A5-6 Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . .G2-5
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Retarder Pedal, Electronic. . . . . . . . . . . . . . . . . . E2-54
N Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-8
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-10 Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7

O S
Oiling and Charging Procedure, Suspension . . . . H4-3
Operator Cab Controls . . . . . . . . . . . . . . . . . . . . . N5-3
Optional Equipment
Fire Control System . . . . . . . . . . . . . . . . . . . . . .M2-3
Payload Meter II . . . . . . . . . . . . . . . . . . . . . . . .M20-1
Overhead Display Panel . . . . . . . . . . . . . . . . . . . N5-23
P Solenoid
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Pedal
Accelerator, Electronic . . . . . . . . . . . . . . . . . . . E2-54
Retarder, Electronic . . . . . . . . . . . . . . . . . . . . . E2-54
Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Plates, Warning and Caution . . . . . . . . . . . . . . . . . A4-1
Portable Test Unit (PTU) . . . . . . . . . . . . . . . . . . . . E3-6
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Pressure Control Adjustment, Pump . . . . . . . . . . L10-4
Propulsion System Controller (PSC) . . . . . . . . . . . E2-5
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . E3-22
Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . . L3-3
Pump, Steering/Brake System. . . . . . . . . . . . . . . L6-14
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Software Functions, PSC. . . . . . . . . . . . . . . . . . . E2-32
Starter, 24VDC (Refer to Engine Manual)
Seal Assemblies, Gap Adjustment
Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Rear Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-12
Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-5
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Specifications
HYDRAIR® II Oil . . . . . . . . . . . . . . . . . . . . . . . H4-10
HYDRAIR® II Nitrogen . . . . . . . . . . . . . . . . . . . H4-10
Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3
Starter Isolation Diode . . . . . . . . . . . . . . . . . . . . . . D2-5
Status/Warning Indicator Lights . . . . . . . . . . . . . . N5-24
Steering
Accumulator Charging Procedure . . . . . . . . . . . . L6-7
Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Hydraulic Check-Out Procedure . . . . . . . . . . . . L10-3
Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-12
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-25
Strainer, Hydraulic Tank. . . . . . . . . . . . . . . . . . . . L3-17
Suspension, HYDRAIR® II
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3

Q01035 Alphabetical Index Q1-3


Switch
Accumulator Pressure . . . . . . . . . . . . . . . . . . . . .L4-7
Body-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Differential Pressure . . . . . . . . . . . . . . . . . . . . . J3-20
Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Low Steering Pressure. . . . . . . . . . . . . . . . . . . . .L4-5
T Pressure Compensator, Adjustment . . . . . . . . .L10-4
Tank
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Tires and Rims
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-15
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
Torque Table
Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
Standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
Troubleshooting
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . D10-3
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . J4-11
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-25
Truck Control Interface (TCI) . . . . . . . . . . . . . . . . E2-6
Checkout Procedure . . . . . . . . . . . . . . . . . . . . E3-14
U
Unloader Valve, adjustment . . . . . . . . . . . . . . . . .L10-4
Q1-4 Alphabetical Index
V
Valves
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . .L4-5
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Dual Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8
Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-8
Steering Control . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Unloader Adjustment . . . . . . . . . . . . . . . . . . . . L10-4
W
Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1
Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
Wheel Bearing Adjustment
Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Front Wheel Bearing Seal Adjustment. . . . . . . G3-11
Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3
Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Wheels and Tires
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Window, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Q01035
 SECTION R
SYSTEM SCHEMATICS
INDEX

HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH341

HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH348

HYDRAULIC SUPPLY AND BRAKE COOLING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH337

ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EG7500

24 VOLT ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE464

R01033 Index R1-1

 NOTES

R1-2 Index R01033