958SHO2301

BH60M/BH50M-1
REAR DUMPER

SERVICE MANUAL
EQPT SL. NO. 3553 & UP

BEML LIMITED
INDIA
 FOREWORD

This Service Manual is written for use by the service technician and is designed to help the
technician become fully knowledge able of the truck and all its systems in order to keep it
running and in production. All maintenance personnel should read and understand the materi-
als 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 accomplish-
ing repairs on the truck.

The first section covers component descriptions, truck specifications and safe work practices,
as well as other general information. The major portion of the manual pertains to disassembly,
service and reassembly. Each major serviceable area is dealt with individually. For example:
The disassembly, service and reassembly of the radiator group is discussed as a unit. The
same is true of the engine and engine accessories, and so on through the entire mechanical
detail of the truck. Disassembly should be carried only as far as necessary to accomplish
needed repairs.

The illustrations used in this manual are, at times, typical of the component shown and do not
necessarily refer to any one particular truck model.

This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all
location references “right” or “left” are made in respect to the operator’s normal seated posi-
tion.

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 + 10% tolerance unless otherwise specified.

The REAR DUMPER model designation is based on maximum Gross Vehicle Weight (GVW).

Model numbers consist of two letter, two numbers and one letter (i.e.BH60M). The last three
characters represent the maximum gross vehicle weights. The GVW is used for both design
and application guidelines in determining the load on the drive train, frame, tires, and other
components.

Maximum GVW means the total weight, which is :

The Empty Vehicle Weight (EVW) + the fuel + the payload.

To determine allowable payload: Fill fuel tank of empty truck and weigh truck. Record this
value and subtract from GVW rating. The result is the allowable payload.

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

Introduction A-1
 THIS “ALERT” SYMBOL IS USED WITH THE SIGNAL WORDS,
“CAUTION”, DANGER”, AND “WARNING” IN THIS MANUAL TO
ALERT THE READER TO HAZARDS ARISING FROM IMPROPER
OPERATING AND MAINTENANCE PRACTICES.

DANGER
“DANGER” IDENTIFIES A SPECIFIC POTENTIAL HAZARD
WHICH WILL RESULT
IN EITHER INJURY OR DEATH
IF PROPER PRECAUTIONS ARE NOT TAKEN.

WARNING
“WARNING” IDENTIFIES A SPECIFIC POTENTIAL HAZARD
WHICH MAY RESULT
IN EITHER INJURY OR DEATH
IF PROPER PRECAUTIONS ARE NOT TAKEN.

CAUTION
“CAUTION” IS USED FOR GENERAL REMINDERS
OF PROPER SAFETY PRACTICES
OR
TO DIRECT THE READER’S ATTENTION TO AVOID UNSAFE
OR IMPROPER PRACTICES WHICH MAY RESULT
IN DAMAGE TO THE EQUIPMENT.

A-2 Introduction
 TABLE OF CONTENTS

Subject……………………………………………………………………………………………....…….Section

General Information…………………………………………………………………………..………………….A

Structures…………………………………………………………………………………………………...……B

Engine, Fuel, Cooling and Air Cleaner…………………………………………………………….…………..C

Electric System (24 VDC. NON-Propulsion) …………………………………………………………..…….D

Transmission and PTO……………………………………………….……………………………………….…F

Drive Axle, Spindles and Wheels……………………………………………………................................G

Hydrair ‘II Suspension……………………………………………………………………………..……………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

Introduction A-3
 BH60M REAR DUMP TRUCK

A-4 Introduction
GENERAL INFORMATION
 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

Index A1-1
 NOTES

A1-2 Index
 COMPONENT DESCRIPTION AND SPECIFICATIONS
ENGINE
The BH60M DUMP TRUCK is powered by Cummins
QSK19C / KTTA-19C / BEML engineBSA6D17-1. The
truck is capable of speeds up to 35 MPH (56.7 km/h.)
TRANSMISSION
The Diesel engine drives a remote-mounted AVTEC
M6610A CEC-II transmission incorporating a TC683
torque converter. The transmission has six speeds
“Forward” and one “Reverse” and uses AVTEC CEC-II
Electronic control for complete automatic shift
sequencing. By moving the operator’s Range Selector In
the cab, the operator may select “R” for Reverse, “N” for
Neutral or any one of six Forward driving ranges.
The Range Selector is an electronic-mechanical control
unit. Each position (R,N,D,5,4,3,2,1) is selected by
releasing a range locking mechanism on the lever and
choosing a range locking mechanism on the lever and
choosing the desired range. “D” will permit completely
automatic limit upshifts to 5th range only. “4” will limit
upshifts to 4th range only. “3” will limit upshifts to 2nd range
only. “1” is a first range hold position and no upshifts are
permitted.
DYNAMIC RETARDING
Dynamic retarding is actuated by depressing the
operator’s retarder pedal which applies oil-cooled, rear
mounted, wet disc brakes only; the front brakes are not
applied.
Application of the retarder pedal may be fully modulated
and should be used to slow the truck during normal truck
operation, to control speed coming down a grade or to
make non-emergency stops. Use of the retarder pedal
saves wear on the front brakes and provides better steering
control.
Component Description and Specifications
SERVICE BRAKE SYSTEM
The service brakes are controlled by an all hydraulic
actuation system. Depressing the service brake pedal
actuates front dry disc brakes and rear wet disc brakes.
Automatic Emergency Braking is provided if system
pressure falls below a preset value. All functioning wheel
brakes will be automatically applied by accumulators.
POWER STEERING
The Rear Dumper is equipped with an orbital power
steering system mounted under the cab floor with noise
and vibration isolators. Emergency power to safety steer
truck while stopping is provided automatically by an
accumulator.
INSTRUMENTS
The instrument panel located in the cab provides the
operator easy identification of all instruments and gauges
which are necessary to control the truck and monitor the
truck’s operating systems.
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.
FINAL DRIVE
Planetary Final Drive has full floating axle shafts and a
plug-in differential carrier assembly.
A2-1
A2-2 Component Description and Specifications
The SPECIFICATIONS listed on these pages cover standard production. When optional equipment is selected
some of these specifications and/or capacities may change.
ENGINE
Turbocharged,
Make : Cummins After cooled.
Model : QSK19C Net Power (FHP) : 483 KW (648 HP)
Type : Diesel, 4-Stroke, @ 2100 rpm
Turbocharged, Max Torque : 2618 N.m
After cooled. @ 1400 rpm
Gross Power (BHP) : 522 KW (700 HP) No. of Cylinders : 6, in-line
@ 2100 rpm Bore X Stroke (mm) : 170 X 170
Net Power (FHP) : 485 KW (650 HP) Displacement (litres) : 23.15
@ 2100 rpm
Max Torque : 3119 N.m TRANSMISSION ALLISON M6610A CEC-II
@ 1400 rpm
No. of Cylinders : 6, in-line Torque converter : TC 683
Bore X Stroke (mm) : 159 X 159 6 Speed forward...........................2 Reverse
Displacement (litres) : 19.0
SUSPENSION HYDRAIR II
ENGINE Stroke (Front and Rear).......10.88 in.(276mm)

Make : Cummins
Model : KTTA19C FINAL DRIVE
Type : Diesel, 4-Stroke, Ratios:
Turbocharged, Bevel set (Differential ).........................3.85:1
After cooled. Planetary.................................................5.70:1
Net Power (FHP) : 483 KW (648 HP) Total Reduction...................................... 21.93:1
@ 2100 rpm Maximum Speed 35mph( 56.7 km/h)
Max Torque : 2371 N.m
@ 1400 rpm TIRES (Standard ) 24X35, 48 PR(E4)
No. of Cylinders : 6, in-line
Bore X Stroke (mm) : 159 X 159 Optional 24R35 (Radial)
Displacement (litres) : 18.9
24 V DC ELECTRICAL SYSTEM
ENGINE Batteries...........Two 12 Volt Batteries in series
Capacity..................................200 Ampere hour
Make : BEML
Alternator................24 Volt, 75 Amperes output
Model : BSA6D170A-1
Starter.........................................DELCO-REMY
Type : Diesel, 4-Stroke, Lighting..............................................24 Volt-DC

Component Description and Specifications A2-3

SERVICE CAPACITIES U.S Gallons Litres BODY
Material (Yield Strength)...........................Thickness
Engine Lube oil: Floor [125,000 psi (862 Mpa) Steel ]..........20mm
Cummins(Incl. Lube oil filters)....14.2 53.8 Front [90,000 psi (620 Mpa) Steel ]............12mm
Cooling System............................48 181.7 Sides [90,000 psi (620 Mpa) Steel ]............12mm
Fuel Tank.....................................203 770.0
Hydraulic ssytem (Incl. Tank).......144 545.0 WEIGHT DISTRIBUTION
Hydraulic Tank..........................95 359.6
Transmission................................20 75.6 EMPTY- STANDARD....Pounds Kilograms
Final Drive..................................56 212.2 Front Axle..................47,145.85 21,385
Front Spindle ...Grease................................6.5 kg Rear Axle...................48,755.23 22,115
Total...........................95,901.08 43,500
HOIST SYSTEM
LOADED.........................Pounds Kilograms
Tandem Pump capacity: Front Axle..................72,840.73 33,040
Rear Axle...................1,43,212.3 64,960
Shaft End..............94 gpm (355 lpm) @ 2100 rpm Total...........................2,16,053.02 98,000
Cover End............80 gpm (303 lpm) @ 2100 rpm
Relief valve pressure setting ....2750 psi (18.9 Mpa)
Hoist Cylinders .......2- 3 stage Telescopic Hydraulic
cylinders
Filtration ............Full-Flow, Remote-Mounted Filter
Return........ ............Full-Flow, 12 Micron-Absolute

SERVICE BRAKES
Actuation.............................................All Hydraulic
Type:
(Front) Single Dry Disc with 2 caliper Assy.
Total Braking surface ..........408 in2 (2632 cm2)
(Rear) Multiple Wet Disc Brake Assy.
Total Braking Surface ..........9020 in2 (58193 cm2)

STEERING

Turning Circle......................................69 ft.(21.0m)

Pump capacity........................ 22.7 gpm (85.9 lpm)
System Pressure .....................2750 psi (19.0 Mpa)

DUMP BODY CAPACITIES

PAYLOAD (Rated ) 60 Ton (54.5 mt)

Capacity :
Struck.........................................................26 m3
Heaped (SAE) @ 2:1..............................36.4 m3

A2-4 Component Description and Specifications

OVERALL TRUCK DIMENSIONS

Component Description and Specifications A2-5

 SAFETY RULES
Safety records of most organizations will show that the
greatest percentage of accidents are caused by unsafe
acts of persons while the remainder are caused by unsafe
mechanical or physical conditions.
The following safety rules are intended to instruct the
Dumper operator on what to do and not to do while
operating the truck. However, all situations cannot be
covered by these safety rules; local conditions and
regulations may add many more to this list.
GENERAL
1. Prevention is the best safety program. Prevent
accidents by knowing all the safety regulations
required by the employer, all necessary
precautions at the job site. And the manufacturer’s
recommendations for the truck. Report any
conditions that need attention to the proper
authorities.
2. Wear proper clothing. Loose fitting clothing,
unbuttoned jackets and sleeves, jewelery, etc. can
catch on a protrusion and cause a potential hazard.
3. Always use personal safety equipment such as
safety shoes, safety glasses and hard hat. There
may be conditions when ear protective devices
should also be worn.
4. When walking to or from the truck, keep a safe
distance from all machines even if the operator is
visible.
Before Starting Engine
1. Carefully study the Operator Handbook before
starting engine or driving truck. Give particular
attention to safety material and caution and
warning decals. Only qualified operators or
technicians should attempt to operate the DUMP
TRUCK.
2. Before operating truck, a careful visual inspection
as well as operational checks should be
completed. Report any items that need attention
to the proper authority.
a. Inspect entire truck for oil or coolant leaks.
Safety Rules
If engine has been running, allow coolant to cool
before removing the fill cap or draining radiator.
Any operating fluid, such as hydraulic oil, or engine
coolant 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 who is familiar with
this type of injury is not received immediately.
b. When checking coolant in radiator, relieve
pressure before removing radiator cap.
c. Check tires for cuts, damage or “bubbles”.
Checks tires for proper inflation. If tire is warm
from operation, allow tire to cool before adjusting
tire pressure. If inflation is needed, use an air
check with extension hose clipped on the tire
inflation valve to allow service away from front
of wheel.
d. Visually inspect all headlights, worklights,
clearance lights, and taillights for damage and
be certain lenses are clean. Good visibility may
prevent an accident.
e. Upon completion of an exterior inspection of
the truck, clean mud, grease, ice or snow from
shoes and ladder before climbing access ladder.
f. Always use handrails and ladder when mounting
or dismounting truck.
Always mount and dismount facing the truck. Never
attempt to mount or dismount while the truck is in
motion.
g. Check the deck areas for debris or loose
hardware.
h. When getting in or out of truck cab, face the
cab and use handrails provided.
A3-1

i. Become familiar with all protective equipment
devices on the truck and insure the these items
(seat belts, grab bars, anti-skid material,
canopies, etc.) are securely in place.
j. Check on-board fie extinguishers. Do not use a
fire extinguisher for any purpose other than
extinguishing a fire. If extinguisher is used,
report the occurrence so it may be refilled or
replaced.
Starting Engine And General Operation
1. Make sure all persons are clear of truck before
starting engine. Always sound the horn as a warning
device before activating any controls. When backing
the truck, give backup signal (three blasts on horn);
When starting forward, two blasts on horn. These
signals must be given each time the truck is moved
forward or backward.
2. Insure adequate ventilation before startup if the truck
is in an enclosure. Exhaust fumes are dangerous.
3. If a cold weather starting aid is used, read and follow
the manufacturer’s instructions for use and disposal.
Starting fluid s highly flammable. Use with extreme
care.
4. Check windshield wipers, lights, windows and horn
for proper operation and cleanliness.
5. Operate each of the truck brake circuits at least
twice prior to operating and moving the truck. These
checks should include individual activations of the
Service brake, parking brake, and brake lock with
the engine running. If any application/release of any
brake circuit does not appear proper, or if
sluggishness is apparent on application/release,
shut the truck down and notify maintenance
personnel. DO NOT operate truck until brake circuit
in question is fully operational.
Use brake lock at dump or loading site ONLY DO
NOT use brake lock to park the truck with engine
shut down or to stop the truck during routine
A3-2 Safety Rules
operation.
6. Check parking brake periodically during shift. Use
parking brake for parking only.
7. Observe safety and warning decals on the truck at
all times.
8. Keep all unauthorized reading material out of truck
cab.
9. Do not carry tools and supplies in cab of truck or
allow trash to accumulate in cab.
10. Do not allow anyone to ride on decks or steps of
truck. Riders should be in ca only.
11. Only authorized persons are allowed to ride in the
truck cab. Wear seat belts at all times.
12. Do not allow anyone to get on or off truck while it is
in motion.
13. Do not move truck into or out of a building without a
signal person present.
14. DO NOT leave truck unattended while engine is
running.
15. Check for flat tires periodically during shift. If truck
has been run on a “flat”, it must not be parked in a
building until the tire cools.
If tire must be changed, do not stand in front of rim
and locking ring when inflating tire mounted on the
machine. Initial inflation to required pressure must
be done with a safety cage or rack enclosing the
tire and rim assembly. Observers should not be
permitted in the area and should be kept at least
1500 ft. (457 m) away from the side 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.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck until
the tire and wheel are cool. 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 rubber
burning or evidence of fire near tire and wheel area.

If the truck must be approached to extinguish a fire,
those personnel should do so only from the front or
the back of the tire, unless protected by use of large
heavy equipment as a shield. Stay at least 50 feet (15
m) from the tread of the tire.
16. Report haul road, pit or dump conditions which may
present hazards (muddy roads, ice, snow, pot holes,
spilled debris, etc.) immediately to supervisor.
Loading
1. Pull into the loading area with caution. Remain at a
safe distance while truck ahead of you if being loaded.
2. Do not drive over unprotected power cables.
3. When approaching or leaving a loading area, watch
out for other trucks and for personnel working in the
area.
4. When positioning truck under shovel, follow “Spotter”
or “Shovel Operator” signals. Operator may speed
up loading operations by watching truck position
ahead of him in order to judge where he is to place
his unit.
5. While truck is being loaded, operator should stay in
cab of truck. Apply brake lock during loading
operation.
6. After truck is loaded, pull away from shovel with
caution.
Safety Rules
Hauling
1. Stay alert! Govern truck speed by the road
conditions, weather and visibility.
2. Always operate truck so it is under control at all
times.
3. Use extreme caution when approaching a haul road
intersection. Be prepared to avoid collisions with other
vehicles. Watch for oncoming vehicles and be
prepared to slow down and move aside if haul road
is restricted.
4. Obey all road signs.
5. If unfamiliar with the road, drive with extra caution.
6. Always dim headlights when meeting oncoming
vehicles.
7. Maintain a safe distance when following another
truck. Never approach another truck from the rear,
in the same lane, closer than 50 ft. (15 m). When
operating on a down grade, this distance should be
no closer than 100 ft. (30 m).
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 speed/grade
decal in operator cab.
9. When backing the truck, give backup signal (three
blasts on horn); when starting forward, two blasts
on horn. These signals must be given each time the
truck is moved forward or backward.
10. When backing the truck, give backup signal (three
blasts on horn); when starting forward, two blasts
on horn. These signals must be given each time the
truck is moved forward or backward.
11. Do not stop or park on a haul road unless
unavoidable. If you must stop, move truck to a safe
place, apply parking brake, block wheels securely
and notify maintenance personnel for assistance.
12. Cab doors should remain closed at all times while
truck is in motion or unattended.
A3-3
Passing
1. Use only the areas designated for passing. Before
passing, make sure the road ahead is clear.
2. Do not pass another vehicle on a hill or blind curve.
3. If a disabled truck is blocking your lane, slow down
and pass with extreme caution.
Dumping
1. Pull into dump area using caution. Carefully
maneuver truck into dump position. Obey signals
as directed by the spotter, if present.
2. When in dump position, apply wheel brake lock and
move selector switch to “Neutral” position.
3. Put hoist control lever in “Hoist” position and depress
throttle pedal.
4. Remove foot from throttle pedal as last stage of hoist
cylinder starts to extend.
5. After load has been dumped, place hoist control lever
in the down position and release the lever allowing
the body to return to the frame.
6. With body completely down against frame, leave the
dump area.
The DUMP TRUCK SHOULD not to be moved with
the dump body raised EXCEPT IN EMERGENCIES.
Failure to follow this CAUTION may result in hoist e.
cylinder, frame, and/or body hinge pin damage.
A3-4 Safety Rules
Parking
1. When parking, park only in designated parking areas
and at a safe distance from other vehicles as
determined by supervisor.
2. If parking truck in other than designated parking area
is necessary, select a level area, apply, parking brake
and block wheels front and rear. Do not use brake
lock as a parking brake.
3. If necessary to park on a slope, park at right angles
to the incline and block wheels securely.
4. When parking do not leave truck unattended if engine
is left running or if dump body is raised.
5. If engine is to be shut down, follow procedure outlined
under “Shutting Down Engine”.
Shutting Down Engine
1. Bring truck to complete stop, move range selector
to the “Neutral” position and apply parking brake.
2. Allow engine to run from 3 to 5 minutes at idle to
provide cooling of the engine.
Do not leave truck unattended during engine idle
cool down period.
3. Turn off all lights and accessories.
4. Engine shutdown may be activated when key switch
is moved to the “Off” position on some trucks; other
trucks may require depressing and holding a
shutdown button until the engine stops. Refer to the
Operator Handbook for specific model information.
Some trucks may include an optional “Ground Level
Shutdown” button.
5. Close and lock all windows, remove key from key-
switch and lock cab to prevent unauthorized truck
operation. Dismount truck properly.
When Services is Necessary
1. If truck is to be towed for any reason, use a rigid two
bar. Check truck cab for decal recommending special
towing precautions. Refer to “Towing” instructions
for further precautions.
2. When truck body is in the dump position, do not
allow anyone beneath it unless “body-up” retaining
cable or pins are installed.
3. Do not repair or service truck while engine is running,
except when adjustments can only be made under
such conditions, Keep a safe distance from moving
parts.
4. When servicing air conditioning system with
refrigerant (Freon), wear a face shield and cold
resistant gloves for protection against freezing.
5. Follow package directions carefully when using
cleaning solvents.
6. If an auxiliary battery assist is needed, turn off all
accessories and be sure area is well ventilated.
NOTE: DUMP Trucks are generally equipped with two
12 volt batteries connected in series to provide 24 volt
output. Be sure to maintain correct voltage and polarity
when connecting may result if voltage and polarity are
not correct.
Lead-sulphate batteries will give off hydrogen gas!
Sparks or flame near these batteries may cause a
violent explosion which will expel debris and
extremely toxic and corrosive sulphuric acid!
Use the following procedure to minimize the
possibility of sparks in the vicinity of the battery:
a. Connect one lead of booster cable to 24V
positive (+) post of battery needing assist, and
other lead of the booster cable to the 24V
positive (+) post of auxiliary battery.
b. Connect one lead of second booster cable to
24V negative (-) post of auxiliary battery and
then connect other lead of the booster cable to
a good frame ground on the disabled truck away
from the battery needing assist.
Safety Rules
Towing
Prior to towing a truck, many factors must be carefully
considered. Serious personal injury and / or significant
property damage may result if important safety practices,
procedures and preparation for moving heavy equipment
are not observed.
Both right and left planetary sun gears/drive axles
should be removed before any towing. Refer to
Section “G” for these instructions. Extensive
secondary damage can occur to final drive
components and/or transmission, if truck is towed
without first removing sun gears/drive axles.
A disabled truck may be towed after the following
MINIMUM precautions have been taken.
1. Shut down engine.
2. Refer to operator’s cab for towing decal for any special
instructions.
3. If truck is equipped, install hydraulic connections
for steering and dumping between towing and towed
vehicles.
4. Inspect tow bar for adequacy (approximately 1.5
times the gross vehicle weight of truck being towed).
5. Determine that towing vehicle has adequate capacity
to both move and stop the towed truck under all
conditions.
6. Protect both operators in the event of tow bar failure.
7. Block disabled truck to prevent movement while
attaching tow bar.
8. Release disabled truck brakes and remove blocking.
Do not tow the truck any faster than 5 MPH (8 kph).
9. Sudden movement may cause tow bar failure.
Smooth and gradual truck movement is preferred.
10. Minimize tow angle at all times - NEVER EXCEED
0
30 . The towed truck must be steered in the direction
of the tow bar.
A3-5
 NOTES

A3-6 Safety Rules

 WARNINGS AND CAUTIONS
The following paragraphs give an explanation of Warning, Caution, Danger and Service Instruction plates
and deals attached to the truck. The plates and decals listed here are typical of this model truck, but because of
customer option , individual trucks may have plates and decals that are different from those shown here.
The plated and decals must be kept in clean and legible.If any decal or plate becomes worn or unable to
be read. It should be replaced with a new one. Order replacement by the part number shown at the bottom of
the plate or decal.
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

951 DZ 21075 955 DZ 21035

Engine idle decal is located in the cab, above the Caution decal is located inside the cab above
wind shield.The operator is cautioned that damage the windshield.It cautions the operator that
can occur to the turbocharger if the engine is not maximum brake oil temperature is 250 deg.F
properly idled for three minute before shutdown. (121 deg.C) and maximum engine speed is
These instructions are very important. 2350 rpm. Exceeding these limits may result in
vehicle damage. The graph provides speed
guide lines to be used to maintain these limits
when descending various grades with a loaded
truck.
When descending a grade and applying the
retarder pedal, the operator should observe both
the Tachometer and the Brake Oil Temperature
must be maintained below 120 deg.C
If the opeartor observes that either of these
The WA9721 towing “ caution decal is located to
values are about to be exceeded, the operator
the right of operator, above the windshield. Do not
should immediately move the transmission
tow the truck without first removing the sun gears
range selector to the next lower range and apply
and sun shafts from the planetary drive. If these parts
the service brakes until the truck is slowed to a
are not removed, damage to the transmission and/or
speed which will permit the transmission to
final drive will result when the truck is towed. Refer
downshift to the gear range selected.
to the service manual, section “G”, planetary Drive ,
for instructions.

Do not tow the truck faster than 5 mph (8 kph)

Warnings and Cautions A4-1

 The center warning specified that if any of
the red lights on the instrument panel are
“ON”(during truck opeartion), the truck should
be operated. The switch in this panel is a
manual test switch to check all indicator lights
for operation.
The warning on th e right specifies that when
the slippery road contro is in use, braking power
to the front wheels is reduced. The slippery road
switch will not be present on trucks with rear oil-
cooled disc brakes.
----------------------------------------------------------------
` NEG. GROUND
WA 6488 instruction decal is applied to the right
side window of the cab. It identifies the various
symbols that may appear on the instrument
panel and gauges. Refer to operator and
Instrument Controls , for description of function
or control being identified by symbol.
A4-2
57-43-18-00-04-40
This decal is located on top of the battery box
cover. The battery box is mounted on top of the
right deck structure. This decal informs the
technician that the truck electrical system is
Negative Ground. If the batteries are removed,
proper polarity must be maintained at
installation. Always disconnect ground last.
----------------------------------------------------------------
951 DZ 21001
Attached to the exterior of the battery
compartment is danger plate. This plate
stresses the need to keep from making any
sparks near the battery. When getting a battery
assist from one truck to another, all switches
must be “OFF” prior to making any connections.
Be certain to maintain correct polarity. Connect
one lead of booster cable to 24V positive (+)
post of battery needing assist, and other lead o
fthe booster cable to the 24Vpositive(+) post of
auxiliary battery. Connect one lead of second
booster cable to 24V negative (-) post of
auxiliary battery and then connect other lead of
the booster cable to a good frame ground on
the disabled truck away from the battery needing
assist. This procedure will avoid the possibility
of causing sparks near the battery where
explosive gases may be present.
Sulphuric acid is corrosive and toxic. Use
proper safety gear, goggles, rubber gloves and
rubber apron when handling and servicing
batteries.
Warnings and Cautions
 Decal WA9722 is located on the engine air
POISON/DANGER cleaner which is on the deck above the right front
CAUSES SEVER BURNS wheel. Refer to the service manual, Section “C”
for air cleaner service.
CONTAINS SULPHURIC ACID.BATTERIES PRODUCE
EXPLOSICES GASES, KEEP SPARKS, FLAMES,
CIGARETTES AWAY. VENTILATE WHEN CHARGING OR
USING IN ENCLOSED SPACE. WHEN USING A CHARGER-
TO AVOID SPARKS NEVER CONNECT OR DISCONNECT AIR CLEANER INSTRUCTIONS
CHARGER CLIPS TO BATTERY WHILE CHARGER
IS TURNED ON. ALWAYS SHIELD EYES. PROTECT SKIN
WHEN THE RED SIGNAL SHOWS
AND CLOTHING WHEN WORKING NEAR BATTERIES.
ANTIDOTE: EXTERNAL- FLUSH WITH WATER. EYES - ON THE INDICATOR WITH THE
FLUSH WITH WATER 15 MINUTES AND GET PROPER ENGINE SHUTDOWN, CLEAN OR
MEDICAL ATTENTION. INTERNAL - DRINK LARGE REPLACE CLEANER ELEMENT, FOR
QUANTITIES OF WATER OR MILK. FOLLOW WITH MILK
CLEANING INSTRUTIONS, SEE
OF MAGNESIA, BEATEN EGG OR VEGETABLE OIL. CALL
PHYSICIAN IMMEDAITELY. CLEANER ELEMENT.

CLEANER ELEMENT NO. VE 1062

SAFETY ELEMENT NO. VE 1061

--------------------------------------------------------------
951 DZ 21042
----------------------------------------------------------------
Instructional decal WA 9720 is located on a
Warnig plate is mounted on top of the radiator
switch box on the left side of the engine. The
grill near the radiator cap. Radiator pressure
small toggle switch on top of the box
must be released (refer to Radiator, section “C”
disconnects both the 24 V DC and 12 V DC
), before removing th e radiator cap after the
from the AVTEC system. The large” T” handle
engine has been running. The engine cooling
on the face of the switch box disconnects ALL
system is controlled by thermostats which keep
electrical power to thr truck except the AVTEC
coolant temperature between 160 deg.C to 190
ssytem when pulled out and rotated either
deg.C during operation. Hot coolant may be
direction from the horizontal position.
expelled from the radiator resulting in serious
scalding and burning if pressure is not released
When disconnecting batteries, be certain that
prior to removal of cap.
the AVTEC disconnect switch is “OFF” before
physically removing battery cables. Additionally,
do not turn AVTEC switch “ON” before all abttey
WARNING connections are secure.

SYSTEM IS PRESSURIZED BECAUSE

OF THERMAL EXPANSION OF COOLANT. WARNING
“ DO NOT” REMOVE RADIATOR CAP
WHILE ENGINE IS HOT. SEVERE SMALL SWITCH - DISCONNECTS POWER
BURNS MAY RESULT. TO ATEC COMPONENTS .

MAIN SWITCH - DISCONNECTS POWER

TO REMAINDER OF TRUCK.

Warnings and Cautions A4-3

951 DZ 21018 951 DZ 21067

Warning plates are mounted on the frame infront
of and to the rear of both front tires. Technicians
making adjustments are warned that the
clearance s change when the truck is steered.
Serious injury by crushing may occur if care is
not taken.
Danger plate is attached to each suspension
cylinder as well as steering and brake
accumulators. This plate contains instructions
for releasing internal pressure prior to
disconnecting any hydraulic lines or hardware.

WARNING

STAY CLEAR. CLEARANCE

REDUCED WHEN MACHINE
IS STEERED. MOVING
COMPONENTS MAY CAUSE
CRUSHING.

----------------------------------------------------------------
951 DZ 21026
Warning plate is attached to both the hydraulic
and fuel tank. For the safety of technicians who
may be working on the truck with the body in the
raised position, they are warned to make sure
safety pin( body-up retaining) is in position.
----------------------------------------------------------------
TY 5888 warning decal is applied to the steering
accumulator and both Brake accumulators to
warn servicing personnel of both high gas
pressure and hydraulic pressure. Be certain
pressures are released before disconnecting
any lines or disassembly of the cylinders. Refer
to the service manual. Sections “J” and “L” for
accumulator bleeddown instructions.

WARNING WARNING

HIGH PRESSURE GAS CHARGED CYLINDER-

DO NOT WORK
DISCHARGE GAS AND HYDRAULIC PRES-
UNDER RAISED SURE BEFORE SERVICING.
BODY UNLESS
SAFETY CABLE(S) SEE MAINTENANCE MANUAL FOR CORRECT
OR PROPS ARE SERVICE PROCEDURE.
IN POSITION

A4-4 Warnings and Cautions

WA9719 hydraulic oil level check decal is
loacted on the hydraulic tank. The information
given on this decal provides the proper method
of filling the hydraulic tank. If the steps are not
followed closely, possible damage to hydraulic
components may occur or possible injury to th
e technician servicing the truck.
935 DZ 20157
Identification plate is located on the right side
of the main frame. Just in front of the front wheel
. Refer to serial number on this plate whenever
reporting truck conditions.

HYDRAULIC OIL LEVEL CHECK

OIL MUST BE VISIBLE IN SIGHT GLASS WITH
ENGINE RUNNING AND BODY DOWN.

ADD OIL AS REQUIRED TO TOP OF FILLER PIPE.

FILLER CAP MUST BE INSTALLED
BEFORE STOPPING THE ENGINE.

OIL ADDED MUST MEET C4SAE30 OIL

SPECIFICATIONS

----------------------------------------------------------------
WA 9723 decal is located above the
transmission fill tube on front side of the
hydraulic tank. It cautions the servicing
technicains to refer to the service manual for
proper filling instructions to avoid serious
damage to the transmission.

Warnings and Cautions A4-5

958 DZ 20009

Lubrication Chart is mounted on the front of the right front deck support. Refer to this chart for
lubrication specification and lubrication INtervals

A4-6 Warnings and Cautions

 STANDARD CHARTS AND TABLES
This manual provides dual dimensioning for most
specifications. U.S. standard units are specified first, with
metric (SI) units in parentheses. References throughout
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 the table at right.

INDEX OF TABLES
Table I ………… Standard Torque Chart A5-1
Table II ……Torque conversions (ft.lbs- N.m) A5-2
Table IIA …Torque Conversions (ft.Lbs-kg.m) A5-2
Table III …………Temperature Conversions 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
Table VII …..O-Ring Face Seal Torque Chart A5-4
Table VIII…..Pressure Conversions (psi – Mpa) A5-4

Standard Charts and Tables A5-1

A5-2 Standard Charts and Tables
Standard Charts and Tables A5-3
 NOTE: Tables such as Table II, IIA, VII and IX may be used as in the following example:

Example: Convert 975 psi to kilopascal (Kpa).

1. Select Table VIII

2. Go to PSI row 90 column 7; read 668.8
97 psi = 668.8 kPa.
3. Multiply by 10:
970 psi = 6688 kPa.
4. Go to PSI row 0, column 5; read 34.47
5 psi = 34.47 kPa. Add ot step 3
5. 970 + 5 psi = 6688+34 = 6722 kPa.
975 psi = 6722 kPa.

A5-4 Standard Charts and Tables

 STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a machine
to be idle for an extended period of time. Properly
prepared, a stored machine may promptly and safely be
put back into operational service. Improper prepared, a
stored machine may promptly and safely be put back
into operational service. Improper preparation, or
complete lack of preparation, can make the job of getting
the vehicle back to operating status difficult.
The following information outlines the essential proper
steps for preparing a unit for extended storage, and the
necessary steps to bring it back to operational status
these are the ideals. Additional information is given to
help restore those machines which were not put into
storage, merely shut down and left idle for a long period
of time.
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.
KEY SWITCH
DO NOT OPERATE VEHICLE BEFORE
READING AND UNDERSTANDING
OPERATION MANUALS
WA4368
2. On a weekly schedule, perform a visual check
of the vehicle, start and run the engine until both
the engine and transmission are up to operating
temperature. Move the vehicle around the yard
for a few minutes to insure that all internal gears
and bearings are freshly lubricated.
3. Operate all hydraulic functions through
complete range to insure that cylinder rams and
all seals are fully lubricated.
A07002 8/94 STORAGE PROCEDURES
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 climate aspects must be considered,
and appropriate actions taken when restoring a long term
idle vehicle.
These instructions are not intended to be all inclusive
but are furnished to provide the minimum guide lines.
The final aim should always be to provide the operator
with a safe, fully productive vehicle, that he can rely on.
4. Check and operate all systems.
5. After shutdown, drain air tank (if so equipped)
to expel any accumulated moisture.
WARNING
STAY CLEAR. CLEARANCE
REDUCED WHEN MACHINE IS
STEERED. MOVING
COMPONENTS MAY CAUSE
CRUSHING.
WA3102
6. Once a month, perform the 10 hour service
items shown in the Operation and
Maintenance Manuals. Keep batteries
properly serviced.
POISON / DANGER
CAUSE SEVERE BURNS
CONTAISN SULFURIC ACID BATTERIES PRODUCE EXPLOSIVE
GASES KEP SPARKS FLAMES AWAY VENTILATE WHEN CHARGING
OR USING IN ENCLOSED SPACE WHEN USING A CHARGER - TO
AVOID SPARKS NEVER CONNECT OR DISCONNECT CHARGER CLIPS
TO BATTERY WHILE CHARGER IS TURNED ON ALWAYS SHIELD
EYES PROTECT SKIN AND CLOTHING WHEN WORKING NEAR
BATTERIES ANTIDATE EXTERNAL -FLUSH WITH WATER EYES-
FLUSH WITH WATER 15 MINUTES AND GET PROPER MEDICAL
ATTENTION INTERNAL - DRINK LARGE QUANTITIES WATER OR
MILK FOLLOW WITH MILK OF MAGNESIA BEATEN EGG OR
VEGETABLE OIL CALL PHYSICIAN IMMEDIATELY
WA3101
A7-1
 PREPARATION FOR STORAGE
For long term idle periods, proper preparation will pay
large dividends in time and money when future operation
of the vehicle is scheduled.
1. Engine should be prepared for storage according to
instructions found in the engine manufacturers
manual.
2. Transmission should be prepared for storage.
Instruction will be found in the transmission Service
Manual. Several storage variations are given.
3. The vehicle should be in top operating condition with
all discrepancies corrected. Paints should be in good
condition, no rust or corrosion, all exposed, machined
or unpainted surfaces should be coated with a good
rust preventative grease.
4. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including Hydrair
suspensions (Trucks), 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.
5. If long term storage is anticipated, the vehicle should
be blocked up with the tires clear of the ground of
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.
6. (Truck equipped with air-actuated park brake) With
air tanks pressurized and parking brake valve “Off”,
remove a clevis pin from the brake actuator linkage.
This will relieve spring pressure from applying the
parking brake while the vehicle is idle. Replace clevis
pin link to prevent loss. Tag steering wheel with a
parking brake disconnected tag.
7. Drain air tank(s) completely (if equipped). When tank
compartments are empty, fog the inside of each tank
compartment with a light application of preservative
oil to deter rust and corrosion.
WARNING
SYSTEM IS PRESSURIZED BECAUSE OF
THERMAL EXPANSION OF COOLANT
“DO NOT” REMOVE RADIATOR CAP
WHILE ENGINE IS HOT SEVERE BURNS
MAY RESULT.
A7-2 STORAGE PROCEDURES
8. Clean the radiator; refer to Engine Service Manual
and the Vehicle Service Manual for the Proper
cleaning instructions.
9. 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”, Fluid Specifications and Charts,
of the DUMP TRUCK service manual for the proper
anti-freeze and conditioner concentrations. After
refilling the system, always operate the engine until
the thermostats open to circulate the solution through
the cooling system.
NOTE: NEVER store a vehicle with a dry cooling system.
10. New hydraulic filters should be installed and the
hydraulic tank fully serviced with Type C-4 oil as
specified in Section “P”, Lubrication and Service, of
the DUMP TRUCK service manual.
Any operating fluid, such as hydraulic oil, escaping
under pressure can have sufficient force to enter a
person’s body by pentrating the skin. Serious injury
and possible death may result if proper medical
treatment by a physician familiar with this injury is
not received immediately.
POISON / DANGER
CAUSE SEVERE BURNS
CONTAISN SULFURIC ACID BATTERIES PRODUCE EXPLOSIVE
GASES KEP SPARKS FLAMES AWAY VENTILATE WHEN CHARGING
OR USING IN ENCLOSED SPACE WHEN USING A CHARGER - TO
AVOID SPARKS NEVER CONNECT OR DISCONNECT CHARGER CLIPS
TO BATTERY WHILE CHARGER IS TURNED ON ALWAYS SHIELD
EYES PROTECT SKIN AND CLOTHING WHEN WORKING NEAR
BATTERIES ANTIDATE EXTERNAL -FLUSH WITH WATER EYES-
FLUSH WITH WATER 15 MINUTES AND GET PROPER MEDICAL
ATTENTION INTERNAL - DRINK LARGE QUANTITIES WATER OR
MILK FOLLOW WITH MILK OF MAGNESIA BEATEN EGG OR
VEGETABLE OIL CALL PHYSICIAN IMMEDIATELY
11. Disconnect batteries, If possible, batteries should
be removed and stored in a battery shop a cool dry
location on wooden blocks. Do not store batteries
on a concrete floor. Clean battery compartment,
remove all corrosion and paint compartment with
acid proof paint.
12. Wheel axle housings and final drives should be fully
serviced with prescribed lubricants. Seal all vents.
13. Exhaust opening and air cleaners should be covered
tightly with moisture barrier paper and sealing tape.
14. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.
15. Relieve tension from all drive belts. The engine
manufacturer recommends insertion of heavy craft
paper between belts and pulleys to prevent sticking.
16. All vandalism covers and locks should be in place
and secured.
17. If so equipped, cab windows should be closed,
REMOVAL FROM STORAGE
If the foregoing preparations were conscientiously followed
in placing the vehicle into storage, getting it back to
operational status is a simple matter of reversing these
steps.
NOTE: Before starting the job or restoring a vehicle to
operation, obtain copies of the Operation and
Maintenance Manual, Service Manual, Engine and
Transmission Manuals and and/or the Parts Book and
follow All Special instruction regarding servicing the
vehicle and its components.
In addition to removing the storage materials, the following
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 Engine Manufacturer’s
Operation and maintenance Manual.
4. 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 Fluid Specifications
in Section “P”, Lubrication and Service, of the DUMP
TRUCK service manual for the proper anit-freeze
and conditioner concentrations. After refilling the
system. Always operate the engine until the
thermostats open to circulate the solution through
the cooling system.
STORAGE PROCEDURES
locked and sealed and the cab door locked to prevent
vandalism and weather effects.
18. The vehicle fuel tanks should be completely drained
of fuel fogged with preservative lubricant, (“NOX-
RUST” MOTOR STOR., SAE10) and closed tightly.
All fuel filters should be replaced.
19. If at all possible, to aid those who will eventually
place the unit back in operation, all available service
publications (vehicle, engine and transmission) and
a current parts catalog should be packaged in a
moisture proof package and placed in the vehicle
cab.
20. Be certain water drain holes in body (trucks) are
open.
5. Refer to the proper transmission service manual for
returning the transmission to operation.
6. Thoroughly inspect all drive belts, hydraulic, air and
oil lines for evidence of damage, wear or deterioration.
Replace any suspected lines. Don’t take chances
on ruptures or blow-outs.
7. New hydraulic filters should be installed and the
hydraulic tank (reservoir) checked and serviced with
Type C-4 oil as specified in Section “P”, Lubrication
and Service, of DUMP TRUCK service manual.
8. Drain on fuel tank should be opened to remove any
build up of moisture or sediment that may have
accumulated while in storage. Close drain then fill
the fuel tank with approved diesel fuel.
NEVER blend gasoline, gasohol and/or alcohol with
diesel fuel. This practice creates an extreme FIRE
HAZARD and under certain conditions may cause
an EXPLOSION.
9. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are lubricated and
operate freely before engine start up.
10. All electrical connections must be clean and tight.
Check security of all ground straps and cables.
A7-3
 POISON / DANGER
CAUSE SEVERE BURNS
CONTAISN SULFURIC ACID BATTERIES PRODUCE EXPLOSIVE
GASES KEP SPARKS FLAMES AWAY VENTILATE WHEN CHARGING
OR USING IN ENCLOSED SPACE WHEN USING A CHARGER - TO
AVOID SPARKS NEVER CONNECT OR DISCONNECT CHARGER CLIPS
TO BATTERY WHILE CHARGER IS TURNED ON ALWAYS SHIELD
EYES PROTECT SKIN AND CLOTHING WHEN WORKING NEAR
BATTERIES ANTIDATE EXTERNAL -FLUSH WITH WATER EYES-
FLUSH WITH WATER 15 MINUTES AND GET PROPER MEDICAL
ATTENTION INTERNAL - DRINK LARGE QUANTITIES WATER OR
MILK FOLLOW WITH MILK OF MAGNESIA BEATEN EGG OR
VEGETABLE OIL CALL PHYSICIAN IMMEDIATELY
11. Install fully charged batteries in unit. Clean
connectors and connect battery cables.
Compartment must be free of corrosion. Secure
batteries with hold downs.
12. Check all electrical cables for weathering, cracks
and/or damage. Replace any defective cables.
Air pressure must be released from tires with bad
cuts or wear that extends into the plies, before
removal from the vehicle. Also, do not allow
personnel to stand in removal path of tires.
13. Check all tires carefully for serviceability and inflate
to proper pressure.
14. If disconnected, reconnect the parking brake linkage.
15. completely service the vehicle as recommended in
Section “P”, Lubrication and Service manual for both
10 and 100 hour inspections.
16. Adjust all drive belts to specified tension.
17. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free before
engine start up.
A7-4
KEY SWITCH
DO NOT OPERATE VEHICLE BEFORE
READING AND UNDERSTANDING
OPERATION MANUALS
18. Use the operation and Maintenance Manual for
guidance on engine start and vehicle checkout. Make
a through check of all hose and line connections for
leakage when the engine is running.
19. Before moving the vehicle, cycle all hydraulic controls
and steering to verify proper operation. Verify proper
operation of service brakes, emergency braking
system and parking brake. Check ALL system
instruments to insure that all systems are
operational.
(Trucks with air-over-hydraulic brakes.)
Bleed air system down with brake pedal applications
to insure that the air governor is functioning properly.
Consult the service manual for the specific truck
being serviced. Verify proper operation of the air
compressor, the air governor, and the air tank safety
valve. If any of these components do not function as
prescribed in the service manual, shut down engine
and correct any discrepancy before continuing
operation.
20. When all systems are operational and all
discrepancies are corrected, road test the vehicle in
a smooth, level, unobstructed area (with qualified,
experienced operator only) to check steering
response, transmission shifting 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.
21. Fire protection equipment on a machine which has
been in storage should be recharged before the
machine is returned to service.
STORAGE PROCEDURES
 RECONDITIONING AN IDLE VEHICLE
3. Inspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.

NEVER attempt operation of a vehicle which has a. Any tire suspected of being unserviceable
been standing idle for a long period until all systems should be dismounted and thoroughly inspected
which affect steering, brakes, engine, transmission inside and out before being inflated.
and running gear have been completely
reconditioned. An unsafe vehicle can cause serious.
Injuries and/or major property damage – DON’T TAKE
CHANCES!
Do not mix rim parts of different rim manufacturers.
Rim parts may resemble those of a different
At times a vehicle is subjected to long idle periods
manufacturer, but the required tolerance may be
without being properly serviced for storage – merely shut
wrong. Use of mismatched rim parts is hazardous.
down and left to the elements for an extended period.
Reconditioning of this vehicle can and does present a
b. If tires are dismounted, all wheel components
major expenditure of time and money when it is to be
must e cleaned, inspected, all rust and corrosion
put into operating condition.
removed and parts repainted as applicable
before remounting the tires. Follow the safety
1. Remove all trash and thoroughly clean the vehicle
before remounting the tires. Follow the safety
before starting any inspection or maintenance.
rules when mounting and inflating tires.

POISON / DANGER
c. Mount and inflate tires as shown in Operation
and Maintenance Manual or service manual.

CAUSE SEVERE BURNS 4. Inspect vehicle service brakes carefully.

CONTAISN SULFURIC ACID BATTERIES PRODUCE
EXPLOSIVE GASES KEP SPARKS FLAMES CIGRETTES
AWAYA VENTILATE WHEN CHARGING OR USING IN
ENCLOSED SPACE WHEN USING A CHARGER -- TO AVOID SPARKS
NEVER CONNECT OR DISCONNECT CHARGER CLIPS TO BATTERY
WHILE CHARGER IS TURNED ON ALWAYS SHIELD EYES PROTECT
SKIN AND CLOTHING WHEN WORKING NEAR BATTERIES
ANTIDATE EXTERNAL -FLUSH WITH WATER EYES-FLUSH WITH
Before disabling the brake circuit, block all wheels
WATER 15 MINUTES AND GET PROPER MEDICAL ATTENTION to prevent possible movement of the vehicle.
INTERNAL - DRINK LARGE QUANTITIES WATER OR MILK FOLLOW
WITH MILK OF MAGNESIA BEATEN EGG OR VEGETABLE OIL CALL
PHYSICIAN IMMEDIATELY
a. If dust covers are installed on the inboard side
of the wheels, remove the covers to allow for
inspection of brake calipers/shoes and/or brake
2. Remove vehicle batteries and move to battery shop discs/drums.
for service and charging or replacement as
necessary.

The use of vapor degreasing or steam cleaning is not

recommended, either for brake assemblies or the
component parts. Corrosion and rusting may occur.

b. All brake lines, connections and pressure

Do not disassemble an inflated tire. Remove valve converters must be clean, serviced and free of
core slowly, and allow pressure to bleed off, before rust and corrosion.
attempting to remove locking. Also, eye protection c. Check condition of brake fluid; fill or replace fluid
should be worn during tire deflation to protect as necessary.
against any foreign object being projected into the
eyes.

STORAGE PROCEDURES A7-4

5. Inspect air system components (if equipped) for
corrosion and deterioration.
a. Safety valve plunger must be free. Remove
rubber cap from air governor to check for any
corrosion and rust. Governor should be replaced
if any defect is suspected.
b. Air compressor should turn by hand without
appreciable binding. Check and tighten drive
belts to prescribed tension; if one belt of a set
is unserviceable, replace the set.
c. If internal air tank corrosion is suspected, the
drain cocks of the dual air tank should be
opened or removed and the automatic moisture
ejector removed from the tank.
d. Disconnect the tank line from the compressor
and connect a shop air line to the tank line.
Slowly apply shop pressure to the system while
observing the openings in the tanks. If excess
moisture, dirt, rust or other foreign material is
ejected from tanks, the complete air system
should be reconditioned, including replacement
of suspect components. Air tanks cannot be
easily checked for wall thickness; if rust or
corrosion is present in the tank, replacement
of the tank should be considered.
e. If contamination is eliminated as a possible
problem, shop air may be used to charge air
system and check all air operated components
except the compressor and governor.
f. Treadle valves must operate smoothly and show
no internal or external damage or contamination.
Leakage limitations are shown in section “J”,
Brake System, of the DUMP TRUCK service
manual.
g. The throttle cylinder and parking brake actuator
must cycle smoothly when actuated by the
treadle valves or parking brake valve.
h. When air system reconditioning is complete and
all defective components repaired or replaced,
the service brake hydraulic circuits should be
bled according to instructions in Section “J”,
Brake System, of the DUMP TRUCK service
manual.
6. The vehicle engine should be inspected and serviced
according to the Engine Manufacturer’s Operation
And Maintenance Manuals.
a. Insure that exhaust is clear and clean, no
foreign materials. If water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
A7-6 STORAGE PROCEDURES
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.
Checks 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 visible. If clogging is
evident, precleaner must be cleaned. Clean
precleaner according to instructions in Section
“C”, of the DUMP TRUCK service manual.
e. Drain and flush engine cooling system. Fill with
coolant and inhibitors after checking all lines,
hoses and connections. Refer to Section “P”,
Lubrication and Service, of the DUMP TRUCK
service manual, for anti-freeze
recommendations. Radiator cores must be clear
of dirt and trash.
To prevent injuries, always release spring tension
before replacing the fan belt.
f. Check and tighten engine fan drive belts, install
new belt set if necessary.
g. Check and tighten engine mounts.
7. Inspect and service the transmission (mechanical
drive vehicles) according to the Transmission
manufacturer’s service manual.
NOTE: If hydraulic pump or engine is inoperative, dump
body (trucks) should be raised with a crane so body
holding devices can be installed.
a. Check all transmission electrical connections
for corrosion, cleanliness and tightness. Check
electrical cables for weathering, damage and
proper clamping.
b. Check drive lines for tightness of hardware and
worn U-joints.
c. Check transmission mounts for condition and
security.
A07002
8. If fuel was left in the tanks, it must be removed. Do
not attempt to use old diesel fuel.
a. With tanks empty, remove inspection plates
and thoroughly check interior of tanks; clean if
necessary to remove sediment and
contamination. If fuel was contaminated, lines
should be disconnected and blown clear.
b. Check all fuel lines for deterioration or damage.
Replace lines as necessary.
c. Replace inspection covers, used new gaskets.
d. Service tanks with specified diesel fuel.
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or brake
fluid escaping under pressure, can have sufficient
force to enter a person’s body by penetrating the skin.
Serious injury and possible death may result if proper
medical treatment by a physician familiar with this
injury is not received immediately.
9. Hydraulic tank should be drained. If oil is not
contaminated and is stored in clean containers, it
may be reused if filtered through 3-micron filter
elements when being pumped back into the tank.
Do not attempt to use contaminated hydraulic oil
especially if water entry into the system is
suspected.
NOTE: If filling is required, use clean hydraulic oil only.
Refer to the lubrication chart in Section “P”, Lubrication
and Service, of the DUMP TRUCK Service manual 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 sediment ad
foreign material.
b. Inspect all hydraulic lines for deterioration or
damage, Replace suspected lines – don’t risk
hose ruptures or blow outs.
c. Check all hydraulic components – pumps,
valves and cylinders for damage and corrosion.
Secure all mountings and connections. Control
valves in the cab must be free moving with no
binding.
A07002 STORAGE PROCEDURES
d. Check exposed portions of all hydraulic cylinder
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.
10. Check front wheel hub, final drive and wheel axle
lubricant, if contamination is suspected, oil should
be drained completely and the component serviced
with clean prescribed lubricant. If major
contamination is present, disassembly and overhaul
will be in order.
10. Check parking brake. Since it is spring applied, the
brake shoes/pads may be stuck tightly to the drum/
disc, it may be necessary to remove and overhaul
the parking brake assembly.
11. 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.
12. Check generator/alternator for corrosion or
deterioration. Generator/alternator rotor must be free,
with no binding or roughness. Inspect, Install and
properly tension the generator/alternator drive belts.
13. Check security of steering cylinder ball joints link
and hydraulic connections.
14. Examine Hydrair suspension (trucks) for signs of
damage.
a. Discharge nitrogen from suspensions as outlined
in the service manual. Check condition of
suspension oil and cylinder wipers. If wipers
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; plotted or scored
plating will rapidly cause leakage at the seals.
c. Recharge suspensions as outlined in the service
manual.
16. If not previously done, install fully charged batteries
and completely charge air tank (If equipped) with
shop air.
A7-7
 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
housing.
When all reconditioning operations have been completed,
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.
KEY SWITCH
DO NOT OPERATE VEHICLE BEFORE
READING AND UNDERSTANDING
OPERATION MANUALS
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.
A7-8 STORAGE PROCEDURES
2. Turn key switch “On”. Warning lights for low air,
brake, and steering pressure should illuminate and
the horn should sound. If it does not, check all
components in the circuit (both air and electrical)
and correct the discrepancy before continuing.
For HMS trucks, start HMS system, record any
warning messages that are displayed, and correct
all discrepancies 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. On air
throttle engines, there will be no throttle control until
air pressure builds, engine should run about 1000
RPM.
For HMS trucks, access “start” menu and crank
engine.
4. While engine is warming up, make a careful
inspection of engine coolant, oil and fuel lines for
leaks, checks hydraulic pump for leakage as well
as all hydraulic lines.
Mechanical Drive vehicles – Check transmission and
retarder cooler lines and after cooler for leakage. If
leakage is evident, shut down and correct before
continuing checkout. Listed for unusual sounds,
which may indicate problems in components.
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 temperatures and pressures
are shown in the Operation and Maintenance
Manual.
A07002 8/94
 AFTER ENGINE HAS STARTED
Any machine which is unsafe and/or not in top operating
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 system 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 circuit
does not appear proper or if sluggishness is
apparent on application or release, shut the
engine down and notify maintenance personnel.
Do not operate machine until brake circuit in
question is fully operational.
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 determine the cause.
For HMS trucks, record any warning messages that
are displayed, and correct all discrepancies before
continuing.
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.
A07002 8/94 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 accomplished
in a large open area where plenty of maneuvering
room is available. Some of the road test items which
should be covered will include:
a. Repeated test of braking efficiency at
progressively higher speeds. Start at slow
speeds. Don’t take chances with higher speeds
until the machine is determined to be
completely safe.
b. Mechanical Drive vehicles-
Progressive upshifting and downshifting through
all speed ranges to insure proper transmission
shifting and synchronization.
6. when all tests and checks have been made and the
vehicle is ready for work, it should be visually
rechecked and fully serviced according to Section
“P”, Lubrication and Service, of the DUMP TRUCK
service manual.
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:
z Increased corrosion and fungus growth on
electrical components in humid/tropical areas.
z Accelerated rust formation in humid climates.
z Increased sand formation in humid climates.
z Increased sand and dust infiltration in windy,
dry dusty areas. (These conditions can approach
sand blasting effects.)
z Deterioration of rubber products in extreme cold
areas. Cables, hoses, O-rings, seals and tires
may become weather checked and brittle.
z Animal or bird’s nests in unsealed openings.
A7-9
STRUCTURES
 SECTION B

STRUCTURES

INDEX
STRUCTURAL COMPONENTS………..................................................................… B2-1
COWL AND HOOD…….......…..............…..............…..............…..............….... B2-1
DECKS…………..............…..............…..............…..............…..............…....... B2-1
RIGHT DECK STRUCTURE………..............…..............…..............….............…. B2-1
Removal……..…..............…..............…..............…..............…................ B2-1
Installation………..............…..............…..............…..............…........……. B2-1
Inspection……………..............…..............…..............…..............….......... B2-1

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

Removal………..............…..............…..............…..............…..............…. B3-1
Installation…………..............…..............…..............…..............…............ B3-2
BODY PIVOT PINS AND SPACERS………..............…..............…..................... B3-2
Removal………..............…..............…..............…..............….............….. B3-2
Installation…………..............…..............…..............…..............…............ B3-2
BODY –UP PIN…………..............…...........…................…..............…................B3-3
Installation………….......................…..............…..............…..................... B3-3
BODY PADS………......................................................................................... B3-3
ROCK EJECTORS…..................................................................................…… B3-4
Inspection…....................................................................................……. B3-4
BODY POSITION INDICATORS……........................................................................ B3-4
LINER PLATES/BODY REPAIR……................................................................…….. B3-4
BODY-UP LIMIT SWITCH………......................................................................……. B3-4
Adjustment………........................................................................................…. B3-4
Maintenance…...........................................................................................….. B3-4

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

Removal……......................................................................................….. B4-1
Installation……........................................................................................ B4-2
Cleaning…........................................................................................…… B4-2

VENT……….................................................................................................... B4-2
GAUGE…….................................................................................................... B4-2
Removal……........................................................................................... B4-2
Installation……....................................................................................…. B4-2

Index B1-1
 NOTES

B1-2 Index
 STRUCTURAL COMPONENTS
COWL AND HOOD
The grill, cowl and hood assemblies on the truck can be
removed for service to the engine, radiator or air
conditioning condenser, Refer to Section C, Cooling
System, for removal installation and adjustment
procedures.
DECKS
The left and front left deck structures are removed during
cab removal and in the event repair procedures to the
structure are required. Refer to Section N, Truck Cab, for
removal and installation procedures for the left and front
left deck structures.
RIGHT DECK STRUCTURE
Do not work under raised body without body up pin
installed.
Removal
1. Raise the truck body and install the body-up retaining
pin to secure the body in the full raised position.
2. Turn key switch “off”, and shut down engine.
3. Identify the battery cables at the terminals on the
batteries. Refer to Caution, Section “D”, Battery
Charging circuit components for removal procedure.
4. Remove the necessary retaining devices securing
the battery and cables to the hood and deck
structures and position cables out of the way.
5. Remove batteries and place them in an out of the
way area. Place batteries on wood blocking or pallets.
Storage of batteries directly on concrete floor can
damage batteries.
6. Identify and disconnect the necessary connections
at the cold starting aid.
7. Loosen hose clamps on air piping and remove
sections of piping as required for deck removal. Cover
and seal engine air inlet prevent entry of
contamination.
Stuctural Components
8. Identify and tag electrical wires on the headlights
and turn signal mounted on the right deck structure.
Disconnect electrical wires.
9. Loosen the cap screws retaining the right deck on
the truck and attach a lifting strap around structure
so its weight is evenly distributed. Take up slack.
Remove cap screws and then move right deck
structure to a work area.
Installation
1. Install lifting strap around right deck structure and
lift structure into position on truck.
2. Install all cap screws retaining deck structure to the
truck. Tighten to standard torque.
3. Connect the electrical wires on the headlights and
turn signal mounted on the right deck structure.
4. Be certain air inlet piping is completely clean
internally. Install tubes and tighten securely to air
cleaner.
Be certain tubes engage rubber elbows and hump
hoses properly. Position clamps so elbows and hump
hoses are completely compressed on tubes when
clamps are tightened.
5. Connect the cold starting aid connections.
6. Install batteries into battery box. Refer to Caution,
Section “D”, Battery charging Circuit Components.
Route and connect cables to the batteries. Connect
all harness retaining devices to prevent abrasion and/
or damage. Install battery retaining devices.
7. Start engine and remove body-up retaining pin. Lower
body.
B2-1
Inspection
The decks of the truck are covered with anti-slip surfaces.
These anti-slip coverings should be kept clean and
replaced as they become worn.

The anti-slip material on the decks should be

inspected and maintained for the safety of all
personnel. Particular attention should also be directed
to the condition of the stair and handrail structures.
Loose or missing mounting hardware, cracked or bent
areas, etc., should be repaired or replaced
immediately.

B2-2 Stuctural Components

 DUMP BODY

Removal
1. Park truck on hard level surface and block all wheels.
Connect cables and lifting device to the dump body
and take up slack as illustrated in Figure 3-1

Before raising or lifting body be sure there is adequate

clearance between body and overhead structures or
electric power lines.

Be sure that lifting device is rated for at least a 11 ton

(9, 988 kg) capacity, Allow for added liner plates and
haulage remaining in body.

FIGURE 3-2 HOIST CYLINDER MOUNTING

1. Dump Body 4. Hoist cylinder

2. Pin 5. Bearing
3. Capscrew and 6. Retainer Rings
Lockwasher

FIGURE 3-1 DUMP BODY REMOVAL

1. Lifting Cables 2. Guide Rope

Some means of supporting hoist cylinders will be
2. Remove mud flaps and rock ejectors from both sides necessary prior to removing hoist cylinder pin.
of the truck.
6. Remove the top hoist cylinder pin (2) from the dump
3. Loosen three capscrews holding exhaust box to body bracket.
mounting bracket. Tilt exhaust box away from pivot
exhaust seal. 7. Remove the capscrews, washers and nuts (4, Figure
3-3) securing the pivot pin to dump body pivot point.
4. Remove pivot exhaust seal. Remove the pivot pin (3) from each pivot point. Pivot
pin spacers (1) will come out after pin is removed.
5. On each side of the dump body, remove the 8. Lift dump body clear of truck and move to storage or
capscrew and lockwasher (3, Figure 3-2) from the work area. Place on blocks.
pin (2) on top hoist cylinder eye.
9. Inspect bushings (2) in the body pivots for wear or
damage. Replace, if necessary.

Dump Body B3-1

 BODY PIVOT PINS AND SPACERS
The Dump body is centered on the truck frame by use of
spacers (1, Figure 3-3) located in the pivot pin assemblies.

Removal
1. Support the weight of the dump body (approximately
12 tons) by use of an overhead crane or blocking to
relieve pressure on the pivot pins.

2. Remove capscrew, washer and nut (4) from pivot pin

assembly.

3. Remove pivot pin (3) from structure.

FIGURE 3-3. BODY PIVOT PIN CROSS SECTION 4. Inspect spacers (1) and replace with new spacers if
1. Spacers 3. Pivot pin wear or damage is indicated.
2. Bushing 4. Capscrew Washer and Nut
5. Inspect bushing (2) for wear or damage. Replace if
necessary.

Installation 6. Inspect pivot pin (3) and grease channels. Replace

if worn or damaged.
1. Attach lifting device to dump body and lower over
the truck frame. Align the dump body pivot with frame Installation
pivots.
1. Pivtor in spacers (1, Figure 3-3) must be installed to
provide and equal gap on either side of the body
2. Install body pivot pin (3, Figure 3-3) on each side of
guide (1, Figure 3-4). If dimensions indicated are
truck. Install spacers (1) removed during body
not obtained. Spacers may be worn and must be
removal: Note location of spacers (1, Figure 3-3).
replaced with new spacers.
3. Secure pivot pin in place with capscrews, washers
and nuts (4). Tighten capscrews to standard torque.

4. Install pivot exhaust seal between body pivot

structure and exhaust box. Contact surfaces must
be clean and smooth at pivot of exhaust box and
body pivot structure. Tighten capscrews holding
exhaust box to mounting bracket to standard torque.
Check for exhaust leaks when starting engine.

5. Align top eye of hoist cylinder and install hoist

cylinder pin (2, Figure 3-2). Secure pin with FIGURE 3-4. BODY GUIDE ADJUSTMENT
capscrews. Tighten cappscrews to standard torque.
1. Body Guide 2. Body
2. Install pivot pin (3, Figure 3-3) through frame, spacer,
6. Install mud flaps and rock ejectors on dump body.
bushing and spacer, as shown.

3. Align pivot pin hole with mounting bracket hole. Install

capscrew, washer and locknut. Tighten capscrew
to standard torque.

4. Install lube fitting, if removed and fill tube passage

with recommended grease.

B3-2 Dump Body

BODY-UP PIN BODY PAD
The body op pin is intended to be used as a safety pin to NOTE: It is not necessary to remove the dump body
hold the body in the up position while the technician works for replacing the body pads. Replace pads if worn
under the body. excessively or damaged.

Body-up Pin Installation 1. Raise dump body to sufficient height for removal of
body pads.

Always store pins in body storage holes. Placement

of the pins in mainframe or matching body-up holes Place blocks between dump body and frame. Secure
located on the body can cause damage to frame or blocks in place.
body during dumping cycle.
2. Remove capscrews, lockwashers and rubber body
1. Before raising body, remove cotter pins from body- pad from body and mounting. Refer to Figure 3-6.
up pin and remove from storage holders.
2. Raise body of tuck. 3. Install new rubber body pads and secure with
capscrews and lockwashers. Tighten nuts to
3. Align standard torque.
4. Insert cotter pin back into pin hole.
NOTE: If body pad mounting brackets have been
5. After servicing has been completed, remove body- damaged, new mounting brackets should be positioned
up pins and return to proper storage holder. so body pads are parallel to frame rail. Body pads should
have full and even contact of pads to frame rail.

FIGURE 3-6. BODY PAD

FIGURE 3-5. BODY-UP PIN INSTALLATION
1. Body Pad 2. Dump body
1. Body up Retaining Pin
2. Body
3. Body Pivot Pin
4. Main frame

Dump Body B3-3

ROCK EJECTORS BODY POSITION INDICATOR
Rock ejectors are placed between the rear dual wheels The body position indicator is a structure mounted to the
to keep rocks or other material from lodging between the canopy of the dump body. The indicator is located to the
dual tires. Failure to keep ejectors in working order could front right of the operators cab and is designed as a visual
allow debris to build up between the dual wheels and reference for the dump body being in the down position.
cause damage to the tires.
LINER PLATES/BODY REPAIR
Inspection
Liner plates may be added to the original body to add
1. The ejectors (1, Figure 3-7) must be positioned resistance to wear from abrasive material. If such plates
on the center line between the dual wheels within have been added, the weight must be considered part of
0.25 in. (6.35 mm). the payload and the material being hauled should be
reduced accordingly to prevent exceeding the maximum
2. Arm structure must be straight Gross Vehicle Weight (GVW).

3. The structure should be approximately 2.00 in. If repair or replacement of the liner plates or other body
(5.10 cm) away from the wheel spacer ring. parts is required, contact the DUMP TRUCK Distributor
for information on type of material required.
4. Check for wear on mounting brackets and clevis
pins. The addition of sideboards to increase payload is not
recommended without factory approval.
If any of these conditions are unsatisfactory, repair or
replace the item. BODY-UP LIMIT SWITCH
The Body-up Limit Switch is designed to prevent the
dump body from going “over center”. It is a magnetic
proximity switch mounted on the right inside frame rail
near the upper rear suspension.

When the indicator arm (mounted on the body pivotear)

moves near the body-up limit switch, the ground circuit
to the hoist up solenoid is broken; this limits body-up
travel by preventing additional oil flow to the hoist
cylinders.

Body-up Switch Adjustment

1. Park truck on level surface, apply park brake and
block wheels. Check for sufficient overhead
clearance to allow body to raised. Remove wires
from body-up switch.

2. At low idle, place hoist control switch in “Raise”

position, allow body to be raised to maximum hoist
cylinder extension. Place safety blocks between
body and frame.

3. Measure the distance from center of lower hoist

cylinder mount to top of lower (small diameter)
FIGURE 3-7. ROCK EJECTORS INSTALLATION
hoist piston. Record measurement.
1. Rock Ejector Arm 2. Real Wheel Spacer Ring
4. Subtract 4 in. (10.16 cm.) from dimension found
in Step 3.

B3-4 Dump Body

 9.5
(241.3 mm)

50.8mm
2.0
BODY
PIVOT
EAR
UP
SET-
0. 7 5 )
5mm
(19.0 -LAP
R
OVE
0 . 2 6
± m)
.35 m
(± 6

0.5
m)
(12.7m

5.38
5)
(136.6

FIGURE 3-8, BODY-UP LIMIT SWITCH ADJUSTMENT

1. Tapped pad & Cap Screws 2. Indicator Arm 3. RH Frame (Inside Rear)
4. Mounting Bracket with mounting hardware 5. Body-up Limit Switch with mounting hardware.

5. Remove safety blocks and lower body until lower

(small diameter) hoist piston reaches measurement
obtained in Step 4. Turn keyswitch off and shut
engine down.

6. Place safety block between body and frame, loosen

nuts on capscrews (3, Figure 3-9), and adjust gap
between indicator arm and body-up switch to 0.25
in. (6.35 mm.) Tighten nuts to standard torque.

7. Loosen capscres (1, Figure 3-8) on indicator arm

(2) and adjust arm to over lap end of switch 0.75 +
0.25 in. (19.05 + 6.35 mm). Tighten capscrews to
standard torque. Connect electrical wires to body-
up switch. FIGURE 3-9. INDICATOR ARM ADJUSTMENT
1. Indicator Arm 3. Mounting Bracket
8. Remove safety blocks and start engine. Place hoist 2. Body-Up Limit Switch 4. Capscrews and Nuts
control switch in “Power Down” position and lower
body to frame.

Dump Body B3-5

10. Place hoist control switch in “Raise” position and
run engine approximately 1200 RPM. Observe body
as it raises, when indicator arm mounted to body
pivot ear passes by body-up switch the hoist valve
should shift and stop flow of hydraulic oil to hoist
cylinders, preventing body from going “over center”

Maintenance

1. Before each operating shift remove any accumulated

debris from indicator arm and body-up switch (1
and 2, Figure 3-9).

2. Inspect for any damage to indicator arm, body-up,

switch, and electrical connections.

NOTE : If capscrews are found to be loose or

replacement of components is necessary, an
adjustment of body-up switch will be required.

B3-6 Dump Body

 FUEL TANK
Removal

1. Drain all fuel from tank to reduce the weight to be 2. Loosen the bottom mount capscrew (9, Figure 4-1)
handled. Disconnect all fuel and hydraulic hoses and and top U-bolts, nuts and washers (3) and take up
cap to prevent contamination. slack of hoist or fork lift. Remove capscrews and
move tank of safe working area.

NOTE :
Hoiset valve weighs approximately 40 lbs. (18.2 Kg.)

The empty fuel tank weights approximately 616 lbs. 3. Remove hoist valve, fuel gauge (5) and vent. (2) from
(280 Kg.) Be sure lifting device is capable of lifting tank, and other fittings as required to carry out interior
the load. cleaning or repair.

FIGURE 4-1. FUEL TANK INSTALLATION

1. Fuel Cap 4. Lifting Eye 7. Drain Petcock

2. Vent 5. fuel Gauge 8. Cover
3. U-Bolts, Nuts and Washers 6. Fuel Tank 9. Rubber Mount, Capscrew and Nut

Fuel Tank B4-1

Installation
1. Thoroughly clean the frame mounting brackets.
Inspect the lower rubber mount for wear or damage
and replace if necessary.
2. Install hoist valve to fuel tank using three capscrews
and washers. Tighten capscrews to 65.ft.lbs (88.
N.m) torque.
3. Life the fuel tank into position being carefull not to
damage the hoist valve. Install the rubber mount,
capscrew and lockwashers (9), but do not tighten.
4. Install the U-bolts, washers and nuts (3). Tighten
nuts to 125 ft.lbs. (170 N.m) torque.
5. Tighten lower mount capscrew to 200 ft. lbs. (271
N.m) torque.
6. Connect hoses removed during removal procedure.
If a tank is to be weld repaired, special precautions
are necessary to prevent fire or explosion. Consult
local authorities if necessary, on safety regulations
before proceeding.
Cleaning
The fuel tank is provided with a drain (7, figure 4-1) and a
cleaning port (8) in the side that allows steam or solvent
to be utilized in cleaning tanks that have accumulated
foreign material.
It is not necessary to remove the tank from the truck for
cleaning of sediment, however rust and scale on the walls
and baffles may require complete tank removal. This
allows cleaning solutions to be in contact with all interior
surfaces by rotating the tank in various positions, etc.
VENT
The fuel tank is vented through a small mesh type filter
(2, Figure 4-1) installed in a port on the top of the tank.
This filter should be cleaned periodically any can be blown
out with solvent and reused. The area around the vent
must be free of caked mud and debris that would cover
the vent and prevent proper fuel suction and return.
Refer to section “M” for information on various quick fill
systems.
GAUGE
A direct readout type gauge (5, Figure 4-1) is mounted in
an opening in the side of the tank. The gauge is a
magnetic arm type with a float inside the tank.
Removal
1. Drain fuel below level of gauge.
2. Loosen the small screws holding the dial face in
the fuel gauge sender unit and remove.
3. Loosen four socket head screws in sender unit and
remove from tank.
Installation
1. Install new gasket.
2. Reinstall the sender unit in tank. Take care to insure
that float is oriented properly and works freely in
vertical plane during installation.
3. Reinstall four socket head capscrews and tighten
to standard torque.
4. Reinstall dial face in sender. If a remote readout in
the cab is utilized, reconnect wire(s).
5. Refill tank and check for leaks.

Prior to a cleaning procedure of this type, all vents, fuel

gauges, and hose connections should be removed and
temporarily sealed. After all scale rust, and foreign
material has been removed, the temporary plus can be
removed.

If a tank has been damaged and requires structural repair,

carry out such repairs before final cleaning. A small
amount of light oil should be sprayed into the tank to
prevent rust if the tank is to remain out service. All
opening should be sealed for rust prevention.

B4-2 Fuel Tank

ENGINE/FUEL/COOLING
 SECTION C

ENGINE, RADIATOR & AIR CLEANER

INDEX
COOLLING SYSTEM…………………..……………………………………………………………… C3-1
RADIATOR………………………………………………………………………………….…….. C3-1
Removal……………………………………………………………………………………..... C3-1
Installation…………………………………………………………………………….......…. C3-3
Repair ………………………………………………………………………………….……… C3-4
HEAT EXCHANGER…………………………………………………………………………..…. C3-4
Removal………………………………………………………………………………………….… C3-4
Installation……………………………………………………………………….....................… C3-5
Repair………………………………………………………………………………………...……. C3-5

ENGINE………………………………………………………………………………………..………… C4-1
Removal……………………………………………………………………………………………. C4-1
Installation…..…………………………………………………………………………………….. C4-3
Repair……..……………………………………………………………………………………….. C4-5

AIR FILTRATION SYSTEM ………………………………………………………………………...…. C5-1

AIR CLEANER……………..………………………………………………………………......... C5-1
Service Checks……………………………………………………………………….....…… C5-1
Filter Element Replacement………………………………………………………….…….. C5-1
MAIN FILTER ELEMENT……………………………………………………………………....… C5-1
Removal………………………………………………………………………………............ C5-1
Installation……………………………………………………………………………............ C5-1
Main Filter Element Cleaning…………………………………………………………..…… C5-3
Precleaner section…………………………………………………………………….……. C5-4
Cleaning Precleaner Tubes ……………………………………………………………...…. C5-4
Air Intake Troubleshooting………………………………………………………………..…. C5-5

ENGINE COMPONENTS……………………………………………………………………….......… C6-1

THROTTLE CONTROL………………………………………………………………………....... C6-1
THROTTLE CONTROL PEDAL…………………………………………………………………. C6-1
Removal/Installation……….……………………………………………………………….... C6-1
THROTTLE CONTROL LEVER……………………………………………………………..…… C6-1
Throttle Control Adjustment……………………………………………………………….... C6-3
ATEC THROTTLE POSITION SENSOR……………………………………………………...…C6-4
Throttle Position Sensor………………………………………………………………..…… C6-4
Removal……………………………………………………………………………………..… C6-4
Installation ……………………………………………………………………………….…… C6-5

FAN………………………………………………………………………………………....……… C6-5
Removal…………………………………………………………………………….........…… C6-5
Installation………………………………………………………………………………......... C6-5
FAN BELT ADJUSTMENT………………………………………………………………………...….. C6-5
ALTERNATOR BELT ADJUSTMENT……………………………………………………………...…. C6-6

Index
NOTES

Index
 COOLING SYSTEM

RADIATOR
Both sides of the radiator are mounted with rubber mounts
to the radiator supports structures. On top of the radiator
is an adjustable rod, rubber mounted to the cowl, to
position radiator core parallel to engine fan. The bottom
radiator tank is also used as the transmission oil cooler.
A separate heat exchanger for the rear oil-cooled disc
brakes is mounted below the radiator bottom tank.

Radiator Removal
If necessary to remove engine, raise body and install
body-up retaining pin (1, Figure 3-1) to secure body in
full raised position.

1. Disconnect cables from battery terminals. Remove

cable from negative terminal first. Refer to Section
“D”, Electrical System “Battery Equalizer”.
2. Remove capscrews and retainer (5, Figure 3-2).
Remove grille (6).
3. Disconnect horn wires, remove horn. FIGURE 3-1. BODY-UP PIN INSTALLATION
1. Body Up Retaining Pin 3. Body Pivot Pin
2. Body 4. Main Frame

Serious personal injury may result if hoses at

condenser are disconnected prior to properly
discharging the air conditioning system. Refer to
Section “M” for proper discharging procedure.

4. If radiator is being removed only for repair of the

radiator, remove condenser mounting bracket
capscrews (4, Figure 3-2) Secure condenser
assembly to allow enough room for radiator removal.
5. If radiator is being removed to permit engine removal,
refer to Section “M” for procedures to discharges
the air conditioning system. Disconnect hoses at
condenser, tightly cap hoses and fitting to prevent
moisture entry, and remove condenser assembly (3,
Figure 3-2).
6. If coolant is to be reused, provide a clean container
to hold approximately 48 gal. (181 l) of coolant. FIGURE 3-2. RADIATOR REMOVAL

1. Cowl 5. Capscrews
2. Capscrews 6. Grille
3. Condenser 7. Radiator
4. Capscrews

Cooling System C3-1

Before removing any cooling system components,
release cooling system pressure by turning radiator
cap counterclockwise to the first notch. Failure to
release pressure may result in hot coolant being
expelled causing serious injury.
7. Remove radiator cap. To drain radiator, open drain
cock on bottom of large coolant tube to bottom tank
on right side of radiator.
8. Remove adjustment rod nut (2, Figure 3-3) on top
tank.
9. Remove capscrews (1, Figure 3-4) and hood
structures (2).
10. Remove capscrews 92, Figure 3-2) and cowl (1).
11. Disconnect wire from low coolant level probe in top
tank.
Heat exchange weighs approximately 280 lbs (127 kg).
Use adequate lifting device.
15. Remove capscrews attaching lower coolant tube to
support bracket.
16. Support heat exchanger. Remove four capscrews
and lower heat exchanger onto supports and secure
safely.
17. Attach lifting device to tapped blocks on radiator top
tank and take up slack.
18. Remove radiator mount capscrews securing radiator
to support structures (1, Figure 3-5). Maneuver
radiator away from fan, taking care not to damage
fan or radiator.
19. Set radiator aside for repair, if required.

12. Disconnect and cap all hoses from top and bottom 20. Inspect hoses and clamps, rubber mounts at radiator
tank of radiator. supports, adjustment rod, and condenser bracket,
Replace as necessary.
13. Disconnect and cap hoses from transmission at
bottom tank.
14. Remove fan guard (7, Figure 3-3) from radiator shroud
(6).

FIGURE 3-3. RADIATOR REMOVAL

1. Adjustment Rod 6. Radiator Shroud

2. Adjustment Rod Nut 7. Fan Guard
3. Top Radiator Tank 8. O-Ring FIGURE 3-4 HOOD REMOVAL
4. Lower Radiator Tank 9. Coolant Flange
(Transmission Cooler) (To Engine Block) 1. Capscrews 2. Hood Structure
5. Heat Exchanger
(Rear Oil-Cooled Disc Brakes)

C3-2 Cooling System

 5. Raise cowl into position, install adjustment rod 91,
Figure 3-6) into bracket on top tank (3).
6. Install cowl mounting capscrews (2, Figure 3-2) and
tighten to standard torque.
7. Adjust rod, if necessary, so radiator core is parallel
to fan. Tighten nuts to standard torque.
8. Install fan guard, (7, Figure 3-6). Tighten capscrews
to 25 ft. lbs. (35 N.m) torque.
9. Remove caps and connect all hoses to top and
bottom tanks to engine. Tighten clamps securely to
FIGURE 3-5 RADIATOR MOUNTING prevent leaks.
1. Radiator Support 10. Install new O-rings and connect transmission cooler
2. Rubber Mount 4. Washer lines. Tighten split flange capscrews to standard
3. Capscrew 5. Nut torque.
11. Install new O-ring (8, Figure 3-6) on radiator mounting
Radiator Installation
surface (use a non petroleum base lubricant). Install
heat exchange and capscrews. Tighten to 90 ft. lbs.
1. Place radiator rubber mount (2, Figure 3-5) in each
(122. N.m) torque.
radiator support structure (1).
12. Connect coolant line to heat exchanger, tighten
2. Raise radiator into position, taking care not to
clamps securely to prevent leaks.
damage fan or radiator.
13. Install capscrews into lower coolant tube support
3. Install capscrew (3), washer (4) and nut (5). Tighten
bracket. Tighten to standard torque.
to standard torque.
14. Connect wire to low coolant probe.
4. Install adjustment rod (1, Figure 3-6) washers, rubber
mount and nuts to cowl. 15. Install hood structures and capscrews (Figure 3-4).
16. Position air conditioner condenser (1, Figure 3-7)
and mount bracket to support structures. Install
rubber mounts, capscrews, washers and nuts.
Tighten to standard torque.
17. Connect air conditioner hoses to condenser, if
removed. Refer to Section “M” for evacuation and
charging procedures.

FIGURE 3-6 RADIATOR REMOVAL

1. Adjustment Rod 6. Radiator Shroud
2. Adjustment Rod Nut 7. Fan Guard
3. Top Radiator Tank 8. O-Ring
4. Lower Radiator Tank 9. Coolant Flange FIGURES 3-7. CONDENSER INSTALLATION
(Transmission Cooler) (To Engine Block) 1. Condenser 3. Rubber Mount
5. Heat Exchanger (Rear 2. Mount Bracket
Oil-Cooled Disc Brakes)

Cooling System C3-3

18. Install horn and connect wires. Install grille.
19. Add approximately 48 gal. (182 l) of coolant. Refer
to Section “P”. Lubrication And Service, for antifreeze
recommendations.
Radiator Repair
Radiator core repairs should be performed by a qualified
repair facility. The core, top and bottom tanks, and
gaskets are available as replacement components.
Contact your DUMP TRUCK distributor.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in the
heat exchanger, antifreeze/coolant may contaminate the
transmission oil and/or transmission oil may contaminate
the engine cooling system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and corrected.
Then the system must be flushed to remove oil
contamination, and finally, refilled with a clean coolant
solution.
If a leak has been found or suspected in the heat
exchanger, the transmission oil must be examined
IMMEDIATELY. Ethylene glycol (even in small amounts)
will damage friction-faced clutch plates. Contact your
Dumper distributor for ethylone glycol detection test kits.
If enthylene glycol is found in the transmission oil, the
transmission should be removed, completely
diassembled, cleaned and examined, and ALL friction-
faced clutch plates replaced.
HEAT EXCHANGER
(For Oil-Cooled Rear Disc Brakes)
The heat exchanger is mounted to the bottom tank of
the radiator. Its main purpose is to cool the hydraulic oil
used in the wet disk brake housing. The engine coolant
passes through a group of tubes located in the center of
the heat exchanger housing. The hydraulic oil circulates
around the tubes allowing heat to dissipate from the
hydraulic oil. The cooled hydraulic oil flows to the steering
pump and to the rear brake housing and engine coolant
flows through the engine and back to the radiator.
Removal
1. Park truck on level surface. Block wheels. Turn key
switch “OFF” to shut down engine. Wait at least 90
seconds. Rotate steering wheel back and forth; no
movement should occur.
2. Open bleeder valves to bleeddown brake
C3-4 Cooling System
accumulators. Wait at least 90 seconds for
accumulators to bleeddown. Close bleeddown
valves.
3. If coolant is to be reused, provide a clean container
to hold approximately 48 gal. (182 l) of coolant.
Before removing any cooling system components,
release cooling system pressure by turning radiator
cap counterclockwise to the first notch. Failure to
release pressure may result in hot coolant being
expelled causing serious injury.
4. After pressure is released, remove radiator cap, Open
drain cock on large coolant tube attached to heat
exchanger to drain radiator.
5. Remove two hydraulic lines connected to exchanger.
Be prepared to contain approximately 5 gal. (191) of
hydraulic oil remaining in lines.
6. Loosen two engine guard capscrews at mounting
brackets on horse collar. Do not remove capscrews.
7. Place adequate lifting device under engine guard and
remove four capscrews attaching guard to front
bumper. Engine guard weights approximately 150
lbs. (70kg). Lower guard away from engine.
8. Loosen hose clamps securing rubber elbow to large
coolant tube and heat exchanger. Remove two
capscrew securing coolant tube to radiator bracket.
Remove tube and rubber elbow from heat exchange.
9. Support or block under heat exchanger and remove
four capscrews securing exchanger to radiator.
Caution! Heat exchanger weighs approximately 280
lbs (127 kg).
10. Use an adequate lifting device to lower heat
exchanger from its location under the radiator.
Remove exchanger to a clean work area.
Installation
1. Clean all mounting surfaces and hose connections.
Inspect hoses and clamps. Replace if damaged.
2. Install new O-rings (8, Figure 3-6) into radiator bottom
tank housing. Lubricate O-ring and neck of heat
exchanger with a non-petroleum type lubricant.
3. Lift heat exchanger up to the radiator, move into
position, and install four capscrews. Do not twist or
damage O-ring in lower tank.
4. Tighten capscrews to 90 ft. lbs. (122. N.m) torque.
5. Install both hydraulic lines with new O-rings onto
heat exchanger. Install clamps. Tighten securely to
avoid leakage.
6. Install two capscrews securing coolant tube to
radiator mounting bracket. Tighten to Standard
torque.
7. Install two capscrews securing coolant tube to
radiator mounting bracket. Tighten to standard
torque.
8. Use an adequate lifting device, raise engine guard
into position. Install four capscrews attaching engine
guard to front bumper. Tighten capscrews to standard
torque. Engine guard weighs approximately 150
lbs. (70 kg).
9. Tighten engine guard capscrews at mounting
brackets on horse collar to standard torque.
10. Add approximately 48 gal (182 l) of coolant. Refer to
section “P”. Lubrication And Service, for antifreeze
recommendations.
11. Check oil level in hydraulic tank. Add oil if needed.
Start engine and allow accumulators to charge to
system pressure.
12. allow truck to idle at 1000 PRM. Check for any
leakage at hose connections on heat exchanger,
tighten fittings if leakage occurs.
13. Remove blocks from wheels.
Cooling System
Heat Exchanger Repair
Heat exchanger repairs should be performed by a
qualified repair facility. The heat exchanger and gaskets
are available as replacement components. Contact your
Dumper distributor.
The heat exchanger for the rear oil-cooled disc brakes
is mounted to the bottom tank of the radiator. If a leak
occurs in the heat exchanger, antifreeze/coolant may
contaminate the hydraulic oil and /or hydraulic oil may
contaminate the engine cooling system, and entire
hydraulic system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and corrected.
The system must then be flushed to remove oil
contamination, and finally, refilled with a clean coolant
solution.
If a leak is found or suspected in the heat exchanger, the
hydraulic oil must be analyzed IMMEDIATELY. Ethylene
glycol (even in small amounts) will damage friction-faced
disc plates used in the rear wet disc brake assemblies.
I ethylene glycol is found in the hydraulic oil, the hydraulic
system must be drained ad flushed to remove all
contamination, and finally refilled with clean hydraulic
oil. Both rear wet disc brake assemblies should be
removed, completely disassembled, cleaned and
examined, and ALL friction-faced disc plates replaced.
Contact your Dumper distributor for enthyiene glycol
detection test kits.
C3-5
 NOTES

C3-6 Cooling System

 ENGINE
The BH60M DUMP TRUCK is powered by a Cummins
QSK19C/ KTTA-19C and BEML engine. The front engine
mount is attached to a cradle between the frame fails.
The cradle is mounted to the frame with rubber mounts.
The rear engine mounts are mounted on frame brackets
attached to each side of the flywheel housing with rubber
mounts.

Engine removal

Engine weighs approximately 4300 lbs (1950 kg).

FIGURE 4-1. DRIVE REMOVAL
Make certain all lifting apparatus is of adequate
capacity. 1. Driveline protector, 4. Capcrews
Upper Half 5. Driveline Protector,
1. Remove radiator. Refer to instruction covering 2. Capscrews Lower Half
radiator removal in this section. 3. U-joint Capscrews 6. Driveline

NOTE : Plug all ports and cover hose connections when

disconnected to prevent dirt and foreign material from
entering.

2. Remove air inlet piping from air cleaner to engine.

3. Remove exhaust piping from turbocharger to flex
pipes.
4. Remove both halves of driveline protector. Refer to
Figure 4-1 11. Measure distance from front engine cradle to frame
5. Remove capscrews (3) securing U-joint to flywheel mounts (Figure 4-2). Measurement should be 0.94
adapter. in. (23.8 mm). If less than this dimension, rubber
mount should be replaced after engine is removed.
6. Make sure cross bearing caps are separated from
adapter. Support driveline so it cannot slide apart
when engine is removed.
7. Remove transmission cooler hose clamps.
Disconnect and cap hoses from transmission.
8. Remove clamps securing hoses to front engine
mount cradle. Position hoses so they will not interfere
with cradle removal.
9. Disconnect fuel lines, throttle cable and ATEC
throttle potentiometer cable at fuel lever.

NOTE: identify and mark connection points of all wires.

FIGURE 4-2. FRONT ENGINE CRADLE MOUNT
10. Disconnect all wiring to engine.
1. Cradle Mount 3. Large Washer
2. Engine Mount Capscrews

Engine C4-1
12. Measure distance from rear engine mount, on each
side, to frame mount at all four rubber mount (Figure
4-3). Distance should be 1.31 in. (33.3. mm). If less
than this dimension, replace rubber mounts after
engine is removed.
13. Place engine lifting tool* or equivalent between
cylinder heads, one on each end of engine, under
protruding cast portion (2, Figure 4-4). Take up slack.
· Refer to Section “M” Special Tools for lifting Tool
fabrication dimensions.

14. Remove capscrews securing front engine mount to

cradle (2, Figure 4-2), and capscrews at each rubber
mount of cradle.
15. Remove capscrews from four rear engine rubber
mounts (1, Figure 4-3).
16. Raise front of engine enough to remove front cradle.
17. Carefully maneuver engine forward and upward to
clear horse collar and front bumper.
18. Move to clean work area and position on supports
to prevent damage to oil pa, etc.

FIGURE 4-3. REAR ENGINE MOUNT

1. Rubber Mount Capscrews 2. Rubber Mount

FIGURE 4-4. PLACEMENT OF ENGINE LIFTING TOOL

1. Heads 2. Lift Point

C4-2 Engine
Engine Installation
1. If removed, position out put shaft assy (1, Fig 4-5)
on fly wheel. Instal cap screw torque 10-12 kg.m. If
revoved cap screw 3,4,5 tighten to torque 10-12
kg.m.

FIGURE 4-6. REAR ENGINE MOUNT

1. Engine Mount 2. Rubber Mount,
2. Rubber Mount, Lower Half
Upper Half.

8. Place front cradle (1, Figure 4-7) on front rubber

FIG. 4.5 OUT PUT SHAFT ASSY mounts, Install capscrews.
1. Cover. 2,3,5,6 Cap Screw, 7. Flange 9. Install capscrews (2), lockwashers and nuts,
8. Front drive shaft securing front engine mount to cradle. Tighten to
standard torque.
2. If removed cap screw 6 from drive shaft tighten to
torque to 13-14.5 kg.m 10. Allow full weight of engine to rest on mounts.

3. If removed, Install rear engine mounts (1, Figure 4- 11. Install lower half of rear rubber mounts (3, Figure 4-
6) to flywheel housing. Tighten capscrews to 6), large washer and nuts.
standard torque. 12. Tighten nuts until rear rubber mount are compressed
4. Place rubber mount in each rear engine frame mount between engine mount and frame mount to a
(2, Figure 4-6). dimension of 1.31 in (33.3 mm). Refer to Figure 4-6.

5. Install front engine rubber mounts in frame mounts

(4, Figure 4-7).
6. Place engine lifting tool or equivalent between
cylinder heads, one on each end of engine, under
protruding cast portion. Refer to Figure 4-4. Take up
slack.

Engine weighs approximately 4300 lbs. (1950 kg).

Make certain all lifting apparatus is of adequate
capacity.
Figure 4-7. Front Engine Cradle Mount
7. Position engine in frame on rear rubber mounts, start
capscrews. 1. Cradle Mount 3. Large Washer
2. Engine Mount Screws 4. Rubber Mount.

Engine C4-3
 13. Install large washer (3, figure 4-7) and nut in front
rubber mounts. Tighten nut to standard torque.
14. Front rubber mounts are compressed between cradle
and frame mounts to dimension of 0.94 in (23.8 mm).
15. Connect driveline (6, Figure 4-8) to adapter. Tighten
capscrews (3) to 100 + 5 ft. lbs. (135.6 +7 Nm) torque.
Install driveline protector (1 % 5 ).
16. Connect transmission cooler hoses to transmission
and install all clamps.
17. Connect all wires.
18. Connect fuel lines.

FIGURE 4-8 DRIVELINE INSTALLATION

1. Driveline Protector, 4. Capscrews
Upper Half 5. Driveline Protector,
2. Capscrews Lower Half
3. U-joint Capscrews 6. Driveline

C4-4 Engine
19. If removed, install throttle cable mounting bracket
(3, Figure 4-9) one engine. Tighten capscrews to
standard torque.
20. Connect ATEC throttle potentiometer cable and
throttle cable to fuel pump level and secure with Make certain tubes engage rubber elbows and hump
clevis pin, washers, and cotter pins. hoses properly. Position clamps so elbows and hump
hoses are completely compressed on tubes when
21. Adjust throttle cable to dimension shown in Figure
clamps are tightened.
4-9 by loosening locknut (8) and removing clevis pin
(7). Turn clevis in or out to obtain the proper
24. Install radiator. Refer to instructions covering radiator
dimensions. Tighten locknut (8) and install throttle
installation, this section.
cable to fuel pump lever.
25. Add oil to proper level. Refer to Section “P”.
Lubrication and Service.
NOTE : If dimension shown cannot be obtained
adjustment of the mounting bracket (3) may be 26. Connect battery cables.
required. Adjust mounting bracket by loosening the
27. Start engine, check for leaks ad instrument panel
retaining capscrews (bracket to engine) and moving
gauge readings.
bracket to allow a close basic adjustment of linkage.
After bracket adjustment, tighten capscrews to
standard torque. Engine Speeds
Low Idle………..................……...700 + 25 RPM
22. Install exhaust tubes and support brackets. High Idle…………….……………………2350 RPM
23. Make certain air inlet piping is completely clean Governed Speed………………..………2100 RPM
Internally. Install and hoses. Stall Speed……………………………..2070 RPM

Engine Repair
Contact your DUMP TRUCK distributor for engine repair
or overhaul.

Engine C4-5
 NOTES

C4-6 Engine
 AIR FILTRATION SYSTEM
AIR CLEANER
Air used by the diesel engine passes through the air
cleaner assembly mounted on the right side deck of the
truck. This dry air cleaner discharges heavy particles of
dust and dirt by centrifugal action in precleaner sections
and then filters finer particles as air passes through filter
elements.
Service Checks
The truck engine must be shut down before servicing
the air cleaner assembly or opeing the engine air
intake system.
1. Inspect and empty air cleaner dust collector at
regular intervals. Daily inspections are
recommended. Do not allow dust level in the collector
to build up to the Donaclone tube section (precleaner).
2. Before operation or after the engine has been shut
down, observe the air cleaner service vacuum
indicator which is located on the left side of the truck
next to the fan shroud. Filter service is required when
the indicator shows maximum restriction.
3. Make certain that the air inlet on the air cleaner is
free of obstruction. Inlet must not be clogged or
damaged.
4. Check engine air intake tube, hoses and clamps.
All connections and joints must be air tight to prevent
entrance of dirty air.
5. air cleaner housing fasteners and mounting must
be tight.
6. After filter, service has been accomplished, reset air
cleaner service vacuum indicator by pushing the
reset button on top of indicator.
Air Filtration System
Filter Element Replacement
The truck engine MUST NEVER be operated with
elements removed. Engine operation with filter elements
removed can cause serious engine damage. Run the
engine ONLY with the air cleaner assembly completely
assembled and closed.
Main filter element restriction is registered by a service
indicator located on LEFT side of fan shroud. As filter
becomes clogge4d with dirt, a vacuum differential is
created by engine demand for air causing indicator float
to expose red area. Filter service is needed when red
area is exposed.
1. Shut engine down. Clean area around filter element
cover and remove cover (2, Figure 5-1).
2. Loosen large wing nut (5) on air cleaner to free main
element assembly. Pull main element clear of
assembly.
3. Inspect filter element carefully for possible damage,
holes, breaks etc., which might affect reuse of
element. If element appears serviceable other than
being dirty, proceed with the cleaning procedure. If
defects are found, discard element. Wing nut
assembly must be removed from element assembly
and installed on new filter element.
Have a new safety (secondary) filter element at hand
before removing old one. Do not keep intake system
open to atmosphere any longer than absolutely
necessary. The indicator in the safety filter element
wing nut will reset by gently blowing air into threaded
hole from the gasket side of wing nut.
C5-1
 FIGURE 5-1. AIR CLEANER ASSEMBLY

1. Retaining Clip 4. Safety Filter Element 6. Safety Filter Element 8. Dust Collector
2. End Cover 5. Wing nut Indicator 9. Air Intake Cover
3. Primary Filter Element 7. Pre-Cleaner Section

C5-2 Air Filtration System

4. Check indicator in safety (secondary) filter element
wing nut. If this indicator shows that the safety
element is clogged, the element must be replaced
with a new element. Do not clean safety element –
discard used element and replace. Reset indicating
wing nut to green by gently blowing air into threaded
hole from gasket side of wing nut. Install new safety
element and secure with indicating wing nut. Tighten
wing nut to 10 ft. lbs. (13. N.m) torque.
5. Install clean or new main filter element into air cleaner
and secure with wingnut. Tighten wing nut hand tight,
do not use a wrench or pliers. If filter element is
being reused, make sure sealing gasket is not
damaged, the gasket must seal completely.
6. Close and latch the dust collector on the bottom of
air cleaner assembly.
2.
FIGURE 5-2. INSPECTING FILTER ELEMENT
Main filter Element Cleaning
NOTE: remember that only the main (primary) filter
element may be cleaned, and then only if is structurally
intact. Do not reuse any element which is damaged. DO
NOT clean reuse the safety (secondary) filter element.
Replace this item when clogged or damaged.
After inspection, determine if the element should be
cleaned by using either washing or compressed air
methods. If element is clogged with dust compressed
air will clean element. If element 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 follows:
a. Soak the element in a solution of detergent and
water for at least 15 minutes. Rotate element
back and forth in the solution to loosen dirt
deposits. DO NOT soak elements for more than
24 hours.
Air Filtration System
b. Rinse element with a stream of fresh water in
the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 40 psi (276 kPa). A complete,
thorough rinse is essential.
c. Dry the element thoroughly. If drying is done with
heated. Air, the maximum temperature must
not exceed 1400 (600C) and must be circulated
continually. Do not use a light bulb for drying
elements.
d. When the elements is thoroughly clean, inspect
carefully for even the slightest ruptures or
punctures and for damaged gaskets. A good
method to detect ruptures in the paper filter
material is to hold a light inside filter elements
as shown in figure 5-2 and inspect outer surface
of element, any holes or ruptures will be easily
spotted. If holes or ruptures are found, do not
reuse the element, discard and install a new
unit.
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 least one inch (25 mm)
to prevent damage to the filter material.
b. As shown in Figure 5-3, 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
element as shown in Figure 5-2 and if holes or
ruptures are noted, replace the element with a
new item.
FIGURE 5-3. CLEANING FILTER ELEMENT WITH
COMPRESSED AIR
C5-3
Pracleaner Section 1. Dust can best be removed with stiff fiber brush. DO
NOT use a wire brush. Dust may also be cleaned
The Donaclone tubes in precleaner section of air cleaner
effectively using compressed air.
assembly should be cleaned at least once annually and
at each engine overhaul. More frequent cleaning may be
necessary depending upon operating conditions and local
environment if 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 Donaclone 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.
2.
FIGURE 5-5 WASHING AND SOAKING OF
PRECLEANER SECTION
Heavy plugging of tubes may require soaking and
washing of complete precleaner section. The
following instructions cover these procedures.

NOTE: The Precleaner section may be separated from

the air cleaner assembly without dismounting the
complete air cleaner from the truck.

3. Loosen clamp and remove dust collector cup (8,

Figure 5-1) from precleance section (7).

4. Loosen clamp and remove the air intake cover (9)

and precleaner. The safety element must remain in
place to protect the engine intake.

5. Submerge precleaner section in a solution of

Donaldon-D-1400 and warm water (mix solution
according to package directions). Tube section must
be down. Soak for 30 minutes, remove from solution
and rinse thoroughly with fresh water and blow dry.

6. Severe plugging may require the use of an Oakite

202 and water solution. The solution should be mixed
50% Oakite 202 and 50% fresh water. Soak
precleaner section for 30 minutes, rinse clean with
fresh water and blow dry completely.

FIGURE 5-4. CLEANING DONACLONE TUBES

C5-4 Air Filtration System

7. Check precleaner gasket carefully for any evidence
of air leaks, replace all suspected gaskets.
8. Install precleaner section, with serviceable gasket
on air cleaner assembly and replace all mounting
hardware removed.
9. With a serviceable gasket, install dust collector cup
assembly on precleaner section and secure with
mounting clamps.
Air Filtration System
Air intake troubleshooting
To insure maximum engine protection, be sure that all
connections between air cleaner 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 sealing.
3. Check air cleaner elements, main and safety, for
ruptures, holes or cracks.
4. check cleaner assembly for structural damage,
cracks, breaks or other defects which could allow
air leakage. Check al mounting hardware for
tightness.
C5-5
 NOTES

C5-6 Air Filtration System

 ENGINE COMPONENTS

THROTTLE CONTROL THROTTLE CONTROL LEVER

The engine is equipped with a multiple position throttle
control lever mounted on the Cummins fuel pump. Two
cables are attached to the control lever; one cable is
connected to the throttle pedal in the cab and allows the
operator to control engine speed from idle allows the
operator to control engine speed from idle to full throttle.
The remaining cable is connected to the ATEC Throttle
Position Sensor ad provides a voltage signal proportional
to the throttle position to the ECU.
THROTTLE CONTROL PEDAL
Removal and Installation
Refer to Section “N”. Operator Cab, for removal, installation
and disassembly of the throttle control pedal.
If the throttle control lever is removed during fuel pump
repairs or during an engine replacement, it is
essential that it is properly aligned during installation.
Correct alignment will ensure proper throttle pedal
and throttle position sensor cable adjustment. Refer
to Figure 601.
1. Install brackets for throttle control cable and throttle
position sensor (TPS). Tighten capscrews to
standard torque.
0
2. Install the throttle control lever offset 14 from vertical
as shown in Figure 6-2. This position is “idle”.
Thighten the clamping capscrew.
3. At full throttle position, the lever travel should stop
0
14 to the left of the vertical line shown in Figure 6-2.

FIGURE 6-1. CUMMINS THROTTLE CONTROL LEVER

1. fuel Pump Lever 3. Cable Mounting Bracket 5. Throttle Cable 7. Clevis Pin & Cotter Pin
2. Cable Anchor 4. ATEC Potentiometer cable 6. Cable Anchor 8. Clevis and locknut

Engine Components C6-1

 FIGURE 6-2. THROTTLE AND SENSOR CABLE INSTALLATION
(CUMMINS ENGINE)

1. Throttle Pedal. 6. Throttle Control Cable 11. Cable Terminal 16. Jam Nut
2. Pedal Start Position 7. Throttle Position Sensor 12. Fuel Pump Lever 17. Cable Anchor
Adjustment Cable (ATEC – TPS) 13. Spring 18. Throttle Position Sensor
3. Stop Limit Screw 8. Mounting Plate 14. Clevis Pin 19. Capscrews
4. Locknut 9. Cable anchor 15. Clevis 20. Electrical Connector
5. Cable Anchor 10. machine Screws

C6-2 Engine Components

Throttle Control Adjustment
1. Adjust throttle control pedal stop limit screw (3,
Figure 6-2) for a comfortable full throttle foot position.
Tighten lock nut (4).
2. Adjust pedal start position (2) to obtain 1.30 in (33
mm) of downward travel to the head of the pedal
stop limit screw (3). Refer to Figure 6-3.
NOTE: Do not adjust the pedal stop limit screw without
also adjusting the pedal start position adjustment.
3. Position cable anchor (5) in holes which permit cable
to be fully retracted to the pedal start position-when
pedal lever cable (6) is connected with the governor
control lever in the “Idle” position. Secure cable
anchor to mounting holes.
4. Loosen cable anchor (17).
5. With fuel pump lever (12) in the “Idle” position, loosen
the jam nut (16) on accelerator control cable clevis
(15).
Engine Components
6. Remove the cotter pin and clevis pin (14) from cable
clevis.
7. Adjust the accelerator cable (6) by turning the clevis
(15) on or off the cable. Turn the clevis eye so that it
aligns with the eye in the fuel pump control lever
912) in the “Idle” position.
8. Install clevis pin (14) and cotter pin into clevis and
tighten jam nut (16) holding clevis to accelerator
control cable.
9. Tighten Cable anchor (17) in position. Check that
the throttle end of the cable is properly shimmed to
prevent the cable from binding during operation and
the anchor secures the cable in the cable groove.
10. Start engine and check out operation of the throttle
pedal.
11. Run engine up to full throttle and release. Engine
should return to “Idle” (700 RPM). Cable should work
freely without binding.
12. Refer to “ATEC Throttle Position Sensor” for sensor
cable installation.
C6-3
AVTEC THROTTLE POSITION SENSOR Throttle position Sensor and cable
Figure 6-3 illustrates the operating range of the Throttle
Removal
Position Sensor cable relative to the range of the fuel
pump throttle control lever. The Throttle position Sensor
Refer to Figure 6-2 for the engine installation and parts
is self-calibrating providing the cable travel is within the
references.
“normal operating range”.
1. Remove machine screws (10), shims, and clamp
The cable has a total stroke of approximately 1.88 in.
(9) securing the cable to the mounting plate (8).
(48 mm) however, the entire range is not usable. An error
code (to the ECU) will result if the cable is not adjusted
2. Remove cotter pin, cable terminal (11), and remove
properly or mechanical components are worn excessively.
cable (7) from throttle control lever (12).
This area is indicated by the “error zone”.
3. Remove electrical connector (20), capscrews (19)
The “functional range” allows adequate cable travel to
and remove throttle position sensor (18) from
include the “optimum operating range” and allow for a
mounting bracket.
slight misadjustment and wear of components before
reaching the “error zone”. The “optimum operating range”
4. Remove the cable and sensor assembly using care
is the desired range to obtain when installing the throttle
to prevent sharp bends in cable.
position sensor cable.

Total cable stroke can be verified by measuring 3.56 in.

(90 mm) from the centerline of the cable clamp to the
end of the cable when retracted and 5.44 in. (138 mm)
when extended (see Figure 6-3).

FIGURE 6-3 THROTTLE POSITION SENSOR (TPS) CABLE

C6-4 Engine Components

Installation
1. Position throttle position sensor (18, Figure 6-
2) on its mounting bracket and attach with
capscrews (19), washers and nuts. Tighten
capscrews to 10 ft. lbs. (13 N.m) torque.
2. Carefully route cable to the mounting plate
located at the fuel pump.
NOTE: Adjust the throttle lever, pedal and throttle cable
prior to installing the throttle position sensor cable.
3. Install the throttle position sensor cable (7) on
the mounting plate (8) and install clamp (9) and
machine screws.
NOTE: Clamp (9) must positively lock cable in cable
groove. Shim clamps as required to maintain free cable
end movement.
4. Verify the cable travel is 1.88 in (48 mm)
measured from the centerline of the cable clamp
to the end of the cable. Refer to Figure 6-3.
5. Assemble the cable terminal (11, Figure 6-2)
on the cable end. Attach the hitch pin clip to
the cable.
6. Insert the cable terminal through the hole in the
throttle lever arm and insert cotter pin.
7. Verify the following dimensions (Refer to Figure
6-3):
a. With the throttle lever in the “idle” position,
measure 4.18 in. (106 mm) between the
centerline of the cable clamp and the end of
the cable.
b. With the throttle lever in the “full throttle”
position, measure 4.94 in. (125 mm)
between the centerline of the cable and the
end of the cable.
NOTE: If the dimensions found in step 4 do not fall within
the “normal operating zone” dimensions shown in Figure
6-3, the throttle lever must be repositioned and the throttle
pedal cable adjustment procedure repeated.
8. Verify the throttle lever can be returned to “Idle”
even though the sensor cables is held in the
“full throttle” position.
Engine Components
FAN
Removal
1. Remove capscrews holding left and right fan
guard sections together. Remove capscrews
mounting fan guard to radiator shroud. Remove
fan guards.
2. Remove cap screws and lock washer retaining
fan and fan adapter to fan drive pulley. Remove
fan, fan weighs approximately 63 lbs. (29.Kg.)
NOTE: Check fan for cracks and bent or loose blades.
Replace the fan if the blades are bent or cracked.
Installation
1. Assemble fan adapter to drive pulley and install
fan to adapter. Rear edges of fan blades should
be approximately 0.57 in. (14.5 N.m) from the
rear face of the fan shroud. Tighten capscrews
to 90 ft. lbs. (122 N.m) torque.
2. Install either left or right section of fan guard to
radiator shroud. Install two capscrews, do not
tighten install other half of fanguard, and install
two capscrews holding fan guard to radiator
shroud. Align holes holding two halves together
and install capscrews. Tighten to 25 ft. lbs.
(3.5 N.m) torque. Install remaining capscrews
holding fan guard to radiator shroud. Tighten all
casscrews to 25 ft. lbs. (3.5 N.m) torque.
FAN BELT ADJUSTMENT
To prevent injuries, always release spring tension before
replacing the fan belt.
Rear Dump Trucks are equipped with Cummins QSK19C/
KTTA19C and BEML Engines have a self adjusting spring
loaded idler assembly. Either a turnbuckle or a shock
absorber is used to limit the travel of the idler pulley.
A grease nipple is standard on the pivot arm. The pivot
arm must be greased at each scheduled maintenance
interval. Also, inspect the shock absorber for fluid leakage
and loss of vibration absorption at each scheduled
maintenance interval. For further information on Belt Driven
Fan Hub, refer to Cummins K19 Specifications Manual.
C6-5
ALTERNATOR BELT ADJUSTMENT 3. Turn the adjusting screw clockwise to tighten the
belt tension (2, Figure 6-6).
Check
Use a Belt Tension Gauge to determine the belt tension.
Belt tension must be 165. ft. lb. (220.N.m)

FIGURE 6-6 ALTERNATOR BELT ADJUSTMENT

FIGURE 6-4 ALTERNATOR BELT ADJUSTMENT 1. Belt tension Gauge 2. Adjusting Screw

1. Belt Tension Gauge

Caution : The lower jam nut has left-hand threads.
Adjustment
4. Tighten the jam nuts on the adjusting screw (3,
1. Loosen the alternator and adjusting link mounting Figure 6-7) to 40 ft. lb. (55. N.m) torque.
capscrews. (1, 2, 4, Figure 6-5.
5. Tighten the adjusting link and alternator mounting
2. Loosen the jam nuts on the adjusting screw (3). capscrews (1, 2, 4) to 40 ft. lb. (55 N.m) torque.

FIGURE 6-5. LOOSENING JAM NUTS FIGURE 6-7 TIGHTENING JAM NUTS

1. Alternator Mounting 3. Jam Nuts 1. Alternator Mounting 3. Jam Nuts

Capscrew 4. Capscrew Capscrew 4. Capscrews
2. Capscrew 2. Capscrew

5. Check the belt tension again to make sure it is

correct (1, Figure 6-4).

C6-6 Engine Components

ELECTRICAL SYSTEM
 ELECTRICAL SYSTEM OF BH60M
GENERAL

The electrical system of BH60M Dump truck can be sub-divided into different functional circuits.

POWER SUPPLY SYSTEM :

The main power source in the system is Battery (2 Nos., 12V, 200 Ah rating) connected in series for
rated system voltage of +24V DC. The electrical system has common negative ground. The
schematic diagram of the system is as shown below :
The power is supplied through circuit breaker to vehicle electricals, thus protecting cables/system from
short circuit. When the vehicle is started, the Alternator supplies the power for electricals and for charging
the batteries.During engine off condition, battery will supply power for equipment electricals.

FIG. POWER SUPPLY SYSTEM

STARTING AND CHARGING SYSTEM

The vehicle is equipped with starter switch on L.H. side of dash-board. The starting circuit will be
completed only when the shift selector is placed in neutral ‘N’ position.

FIG. STARTING & CHARGING SYSTEM

D1
The operation of the starter switch energises the 4ST relay near the starting motor and thus supplies
power to the starting motor.

The Alternator charging current is indicated by the Ammeter and the output voltage of Alternator
by the Voltmeter. In addition a warning lamp is given in the warning cluster - 1. When the key switch
is ON and engine is not started, the Alternator warning lamp is ON. After starting the engine,
this lamp should turn OFF. The pilot lamp comes ON, in case of Alternator fault.

Starter safety relay : In order to avoid the cranking of motor during engine running condition, starter safety
relay is incorporated in the starting circuit. When engine is running, the alternator supply(24V from ' I ' point)
will energies the starter relay and opens the starting circuit.

Engine shut off switch : The engine shut off circuit is connected as shown in the circuit. The FPS system(if
fitted) will be connected in series with engine shut-off solenoid to shut of engine in case of fire.

ELECTRONIC DIAGNOSTIC SYSTEM (EDS)

The EDS monitors ten(10) vehicle parameters by an electronic controller unit.Audio/visual warning is given
when ever any parameter crosses its safe operating limits. The block diagram of the system is as given below:

WARNING SYSTEM : The warning system consists of the controller unit which gets input
signal through CN-I/P connector and the output pilot indications are given at warning cluster-I and II
mounted on the dashboard.
The central warning lamp & buzzer comes ON if any of the critical parameter crosses its safe operating point.

D2
The system has a built in power "ON" self check facility instead of system check. During power ON, when
key switch is ON, all the pilot lamps will glow for 8 seconds and central buzzer will sound twice(1 Sec ON,06
Sec OFF) along with flasher. In addition a solid state flasher is in built with the controller, for providing flashing
signal to Left/Right turn signal and reverse indication.
The system has a central warning lamp and a buzzer to draw the attention of the operator to any fault condition.
If any fault persists for more than 2.5 Secs central warning system will activate. The delay is given to avoid
intermittent or momentary signals giving rise to false warning.
INDICATORS :
The warning clusters are grouped together as lamp clusters with 8 Nos of pilot lamp each. There are
all together two lamp clusters and 16 warning lamps. The lamp cluster has SAE symbols. The warning
symbols are given below

LAMP CLUSTER - 1

LAMP CLUSTER - 2

NOTE: A separate pilot indicator is given for Battery charging.

OPERATING PROCEDURE :
1. Turn the key switch ‘ON’.
2. During initial power ‘ON’, all indicators will be ‘ON’ for 8 seconds & after this all indicators should be
‘OFF’ & alarm sounds twice at the rate of one second ‘ON’ and six seconds ‘OFF’.
3. Operate turn signal switch to left and right and observe corresponding pilot indication on dashboard.
4. Put the shift tower lever in reverse and observe back up alarm and pilot indication on dashboard.
5.. Release the ‘Parking Brake’ , parking brake indication should goes off.
6.. Throttle till the low brake and low accumaltor pressuree warning turns off , then lift the body(with dump
brake ON). The body up indicator should light up. It turns off when the body is brought down.
7. Ground the warning temperature and pressure switches as per circuit diagram except Trans cooler
filter(24V line) and observe the corsponding symbols on the cluster.
8. With the above procedure, the functional performance of the system to be ensured.

D3
Circuit diagram for EDS inputs and outputs

D4
 PRECAUTIONS

Though the system is protected against the likely accidents, it is advisable to observe the following
precautions to prevent any damage/hazard occurring to the system :
1. Avoid reverse polarity connection to the EDS controller unit.
2. Use circuit breakers of correct ratings only.
3. Disconnect battery power whenever any WELDING operations are to be carried
out on the equipment to avoid the failure of the electronic system.
4. Direct splashing of water on the dashboard and EDS unit should be avoided especially during
cleaning of the vehicle.
5. Wires drawn to turn indicators, central warning lamp and buzzer and back-up alarm should not
touch vehicle chassis.
6. Connectors used on EDS unit are locking type. Press the release clamp and pull male and
female plastic connectors in opposite direction to disconnect. Avoid pulling of cables.

WARNING SYSTEM

TROUBLE SHOOTING GUIDELINES :

Probable failures and different steps are listed below for checking and identifying the cause of failure. If
these steps do not make the system function, controller should be replaced and further checks should be
carried out.

Problem 1.

When key switch is turned ‘ON’, no warning lamps are ON.

Check.

a) Battery relay condition.

b) 24V DC power supply to the system from circuit Breaker through CN-1 Connector.

c) Controller box body should be firmly chassis grounded: ie., mounting should be proper and check
PCB ground..

d) Proper mating of all connectors.

e) Wiring connection between connectors to lamp clusters 1 & 2.

f) LED warning cluster

D5
2. Problem :

If Central warning lamp and buzzer do not turn ON.

Check:
a. Connectors should be firmly mated.
b. Wiring for central warning lamp and buzzer from CN-I/P connector
c. Proper grounding of one terminal of central warning lamp and buzzer.
d. Intermittent 24 V DC supply should be present at termination point of wire on central warning
lamp and buzzer.
e. Central warning lamp and buzzer should be checked separately by feeding 24 V DC supply.

3. Problem :

Central warning lamp & Buzzer turn on without lamps 'ON' in lamp clusters 1&2 after initial power
'ON' period
Check:
a. All individual warning lamps should be checked during initial power "ON".

b. No warning lamp should be ON partially. Make sure vehicle body is properly resting on
chassis and proximity sensor is in its proper position i.e., within 3 - 5 mm.

4. Problem :
Flasher back-up alarm do not function.

Check:
a. Proper mating of connectors.
b. Make sure that load point for flasher and its subsequent wirings from turn signal switch to
left, right indicators are in order and these wires should not touch vehicle chassis.
c. All left, right and reverse pilot lamps on Lamp clusters as well as turn signal indicators
in the front and rear of vehicle.

5. Problem :
Left/Right turn indication functions but back-up alarm does not operate.

Check:
a. Wiring continuity of back-up alarm.
b. Separately check functioning of relay mounted below the dashboard.
c. Back-up horn and Lamp should also be checked separately.

D6
6. Problem :
Particular warning continuously remains ON even though same parameter as indicated on the
gauge shows it within operating limits.

Check:
a. Wiring connection of particular sensor.
b. Proper mating of connectors.
c. Switch should be checked separately as per its function in table. If switch is found bad,
replace and check.
d. Gauge along with its sensor should be checked separately for its proper functioning. If found
bad, replace and check.

7. Problem :
Particular warning does not turn ON even though same parameter is indicated on the gauge outside
operating limits.

Check:
Same as check 6.

8. Problem :
If any one of the following pressures i.e., Transmission oil pressure / Engine oil pressure / / Parking brake
signals does not turn 'ON' though they are outside the operating limits.

Check:
a. 24V signal at CN-O/P connector should be present.

b. Check the corrosponding Warning Cluster.

Problem :
How to check any guage failed or not.

a. Short the respective sensor with a wire.

b. Check whether the particular gauge is deflecting fully or not. If it deflects fully, then the gauge is perfect.

c. If the gauge is not deflecting check the continuity of the gauge circuit (except gauge) , if the circuit
is continuous except gauge then draw the conclusion that gauge has failed.

D7
EDS PARAMETERS DETAILS :

D8
GAUGES AND CIRCUIT COMPONENTS

The gauges receive 24 volts from the key switch through circuit breakers while the sending units provide a variable ground
to indicate individual readings. Sending units or sensors are used to send a signal to the gauges which are used for engine
oil temperature, transmission oil temperature etc.

Gauges and Sensors :

Transmission oil Temperature Gauge: is located on the left side of the instrument panel and indicates transmission oil
temperature

Transmission oil Temperature Sensor: is located in the converter out port on the left side of the transmission. It provides
a variable ground for transmission temperature gauge. The sensor is thermistor type.

Transmission oil Pressure Gauge: is located on the left side of the instrument panel. It indicates transmission oil pressure

Engine water Temperature Gauge: is located on the left side of the instrument panel. It indicates engine coolant temperature.

Engine water Temperature Sensor: is located in the engine thermostat housing and provide a variable ground for the engine
temperature gauge. The sensor is thermistor type.

Engine Oil Pressure Gauge: is located on the left side of the instrument panel. It indicates engine oil pressure

Engine Oil Pressure Switch : is located in the engine oil filter head. It provides ground signal for EDS. It is normally closed
(N/C) and opens above 0.8 bar.

Brake oil Temperature Gauge: is a 24volt gauge located on the left side of the instrument panel. The gauge indicates the
temperature of the hydraulic brake oil.

Hydraulic Brake Oil Temperature Sensor: is located on the back of the hydraulic tank in the lower front corner. It provides
a variable ground for the brake temperature gauge. The sensor is thermistor type.

Speedometer: is located in the instrument panel next to tachometer. The signal for Speedometer is taken from speedodrive
which is mounted near output shaft of the Transmission.

Tachometer: is located in the center of the instrument panel. It measures the engine’s R.P.M. The Tachometer will be driven
by tachometer cable through tacho drive mounted on the engine.

Hour meter: Hour meter will starts to count the engine hours when engine is started and receives 24V from altenator 'warning'
point.

Ammeter : is located on the left side of the instrument panel to indicate alternator charging and battery discharge current.

Voltmeter : is located on the left side of the instrument panel to indicate alternator /battery voltage.

Fuel level gauge : is located on the left side of the instrument panel and it will indicate level of fuel in the fuel tan.

Fuel level sensor : is located on the fuel tank. Sensor will provide variable ground to Fuel level gauge. The sensor is float

operated potentiometer.

D9
 MONITORING ENGINE RELATED PARAMETERS FOR ELECTRONIC ENGINE.:
The engine related parameters are being monitord through Engine ECM using CAN drive system. The Engine
related critical parameters can be viewed through the gauge cluster panel. Four gauges (Engine oil pressure
gauge, Engine water temperature gauge, Tachometer with built in hourmeter ) are provided. The CANdrive
module mounted in the cluster panel reads valid J1939 data from Engine ECM through a 3 pin deutsch connector
for Engine Oil Pressure, Water Temperature and Engine speed. If CANdrive module stops receiving the valid
data, the gauge outputs are maintained at the last known value for approximately 5 seconds, after which time
the outputs are turned off.

CAN DRIVE

CANdrive has green CAN status LED. A flashing green status LED indicates that the CAN Drive is
powered but not receiving any J1939 data. A constantly lit CAN status LES indicates a good CAN bus
connectivity and J1939 activity.
LED's typically light continously to indicate a shutdown fault and flash to indicate a ( non-shutdown
warning) fault.
The electrical gauges related to equipment used on BH60M are connected to respective sensors through
connector CN-13 & CN-GAUGES . The temperature sensors are thermistor type.

If gauges are not working, check for open circuit or short to ground in connections to individual
sensors.

D10
Electronic engine interface circuit diagram
Circuit Components
Indicator Light Clusters : are located in the instrument panel . these two LED warning clusters are driven through EDS system.

Warning Alarm : is located on the right side of the instrument panel . this alerts the operator in case of any crtical parameters
crosses its safe operating point.

Park Brake Indicator Pressure switch : The park brake indicator light will be illuminated when it is grounded through the
normally closed (N/C) park brake pressure switch. The switch closes at approximately 500 psi (3.5 Mpa) of decreasing pressure.
With the switch closed , it energies the park brake relay coil and opens the switch side of the CEC2 system wires prohibiting
any shifts of the transmission.
When park brake switch is released, hydraulic pressure rises approximately above 500 psi. The pressure switch will open, losing
its ground to the park brake indicator light de-energizing coil side of relay and closing the switch side of the CEC2 wires park
brake relay , allowing shift of the transmission to be made.

Low Steering Pressure Switch : is located on the auxiliary manifold valve assembly. A normally closed (N/C) switch, it is set
to close at approximately 1800 psi (12MPa) decreasing pressure. When closed it provides a ground for low steering pressure
indicator through EDS.

Transmission Filter Warning Switch : is located in the head of the transmission mail pressure filter assembly. Located on
the right front corner of the transmission, the switch closes at 16 psi. The switch provides ground for EDS to indicate filter
restriction through indicator lamp and also switch enerzies the filter clog relay and closes the switch side of the CEC2 system
wires prohibiting any shifts of the transmission behind Ist gear.

Accumulator Nitrogen Pre charge Pressure Switches: One switch is located in the top of each accumulator, mounted behind
right hand front deck support. A normally closed (N/C) switch, it has contacts set to close at 850 psi ( 6MPa) decreasing pressure.
When closed, it provides ground for precharge relay coil and warning light.

Cooler Filter Warning Switch (Transmission Convertor Oil) : is located in the head of the filter assembly on the left
front corner of the transmission. The 24V is available continiously to EDS under normal operation, when filter is clogged
,24V will be open and lamp indicating a restriction in the filter.

Accumulator Pre charge Relay : is located on the back side of the instrument panel. Coil and switch side relay are 24V.
Coil side may be grounded by any of the three accumulator nitrogen pre charge switches. If any of the accumulator pre
charge is below 850 psi (6 MPa) when key switch is turned “ON”, indicator will come ON, when coil is energized. Switch
side provided a ground signal to EDS to indicate low accumulator pressure warning. It will be necessary to determine
which accumulator switch is closed if indicator light remains on.

Parking brake interlock relay : is located on the back side of the instrument panel. The coil side of relay is grounded through
parking brake pressure switch. When parking brake is applied, the relay energized and opens switch side of the CEC2 wires
prohibiting any shifts of the Transmisssion.

Bed hoist interlock relay : is located on the back side of the instrument panel. The coil side of relay get 24V through body
up limit switch when raise switch is operated. When body is raising, the relay will get energized and opens the switch side of
CEC2 wires to inhibhit reverse gear. However, forward gear is allowed when body is in raising condition.

Filter clog interlock relay : is located on the back side of the instrument panel. the coil side of relay gets ground through
transmission filter clog switch. When filter is clogged, the relay will get energized and closes switch side of CEC2 wires to inhibit
shifting of gear behind 1st gear.

Dump brake /SBDR relay : is located on the back side of the instrument panel. The key switch and Engine oil pressure switch
each supply 24V to coil side of the relay. The relay will provide 24V to Dump brake , parking brake solenoid and SBDR circuit.
The parking brake and dump brake solenoids get 24V even key switch is turned off when equipment is moving. The power
will be cut-off to solenoid only when engine is 'OFF"

Horn Relay : is located on the back side of the instrument panel. The relay coil will get 24V when horn button is operated
and closes switch side of 24V to Horn circuit.
Reverse relay(2 relays) : is located on the back side of the instrument panel. The relay coil will get 24Vfrom CEC2 controls
when reverse gear is engaged. One relay will provide flashing signal to EDS and another relay provides 24V to reverse lamp
and back up Horn.

Stop Light Relay : is located on the back side of the instrument panel. The coil side of relay will get 24V from stop light switch.
When service brake is operated/ brake pressure is low, the relay will get enerzied and closes switch side of 24V to operate stop/
brake lamp switches.

Head light relay: is located on the back side of the instrument panel. The coil side of relay will get 24V when Head light switch
is operated and closes switch side of wires to provide 24V to Head light circuits.

Check Transmission light relay : is located on the back side of the instrument panel. The coil will get ground through CEC2
ECM when key switch is 'ON' & engine is 'OFF' and also in case of any abnormalities occured in Transmission and its subsystems.
When relay is energized, it closes switch side of wires to switch 'ON' check transmission light.

Reverse blinking relay : is located on the back side of the instrument panel. The relay coil will get 24V when shift lever is operated
in 'Reverse' direction and it closes the switch side of flashing signal to rear tail/stop lamps. whenever equipment is travelling
in reverse direction, the two rear tail lamps will flash to indicate reverse operation.

ECM power isolation relay : is located on the back side of the instrument panel. The coil will get 24V when key switch is in'ON'
position. When key switch is in 'ON' position the relay will get energized and it closes switch side of power to CEC2 control
system. This relay will avoid the inteference of CEC2 control system with equipment electrical system.

Starter safety interlock relay : is located on the back side of the instrument panel. This relay will avoid the cranking of motor
when engine is operating. The coil side of relay will enerzied through alternator warning point(24V) and opens switch side of
starting circuit wires to avoid cranking when engine is operating.

Neutral start relay : is located on the back side of the instrument panel. The relay coil will get 24V from CEC2 controls when
shift lever is in 'N' position. The relay coil will get energized and closes switch side of 24V to strating circuit. The shift lever
is other than 'N' position, the starting circuit will not be completed.

Hoist control system :

D11
The hoist control box contains 3 switches for raise, lower and override operation.It is supplied 24 volts from the key
switch through circuit breaker. The operation of raise switch will supply 24 volts to the raise solenoid through normally
closed (N/C) body –up limit switch. The raise solenoid energizes and cause Hoist valve to shift and allow hydraulic oil to
flow to the hoist cylinders and raise the body. When the operator releases the control switch, or if the body-up limit
switch is de-energized , the hoist up solenoid will be de-energized. Hydraulic pressure is shut off and the hoist valve will
shift in to hold position. When lower switch is operated, this energizes the hoist down solenoid using Hydraulic oil to
drain valve the opposite way allowing hydraulic oil to drain back to tank and lowering the body. The hoist up & hoist
down solenoids are located in the auxiliary manifold mounted to the right hoist cylinder mount str. When not operating
hoist up or down, level must be in float. The override switch is used to raise the body behind the specified limit during
body removal/servicing of the equipment.

BODY-UP LIMIT SWITCH

The body-up limit switch is mounted to the inside frame rail near the upper rear suspension mount. It is a single pole.
Double throw, normally closed (N/C) magnetic actuated proximity switch. The switch is supplied 24 volts when the raise
button is operated.
When the body hoist cylinder is near full extension, a plate (indicator arm) mounted to the body pivot ear will pass by the
sensing area of the body-up switch. The switch will open, losing the 24V to the hoist solenoid and allow the hoist shuttle
valve to shift, blocking off oil supply to the hoist cylinders. This will prevent the body from traveling “over-center” and
damaging the hoist cylinders. The switch and indicator arm must be properly adjusted for the switch to work.

BRAKE LOCK AND PARK CIRCUITS

Brake lock and park circuits have switches and Indicator lights located in instrument panel. These are illuminated when actuated
by “On-Off” Rocker switches.

Brake Lock Switch Circuit

The brake lock solenoid valve and coil are mounted on the brake manifold which is attached to the service brake treadle valve.
When the brake lock switch is applied. A ground is provided for the brake lock indicator light and brake lock solenoid valve
and allowing brake accumulator Pressure to apply the rear brakes . The brake lock should be used at truck dump & loading
areas, not for extended parking.

Park Brake Switch and Circuit

When the park brake switch (normally closed, Brakes released) is operated, the ground will be open for parking brake
solenoid. The solenoid located in the frame Auxiliary manifold, mounted on the inside of the Frame near the hoist cylinder
will shift, blocking Off oil supply to the parking brake Actuator. The Actuator which is spring applied, hydraulic released
will overcome hydraulic pressure & apply Park break.

LOW BRAKE PRESSURE SWITCH AND CIRCUIT

If the brake accumulator supply decrease to approximately 2000 psi (14Mpa). The low brake pressure warning switch (located
in the Low-Pressure Brake Detection Module) closes. This supplies ground to the EDS system to provide low brake pressure
warning.

D12
The electrical gauges used on BH60M are connected to respective sensors through connector CN-
13 & CN-GAUGES . The temperature sensors are thermistor type.

If gauges are not working, check for open circuit or short to ground in connections to individual
sensors.

FIG. GAUGES & SENSORS

LIGHTING SYSTEM :

The lighting system consists of front lights through CN1 and rear lights through CN16. At the front,
the vehicle has 4 Head lights, 2 turn signal and width indicator lights. The high beam operation is done
through turn signal switch which makes all 4 head lights ON or only 2 (outside extreme) head lights
ON.
Rear of the equipment there are 2 turn signal lights, two tail/stop combination lamp, one retarder lamp,
overtaking lamp and two reverse light. The back-up horn also comes ON with the reverse light when
the equipment is working in the reverse gear. The lamps used for turn signal and tail lamps are LED type.

Inside the cabin each gauge is provided with gauge light. This can be operated by a separate switch
called gauge light switch. The gauge light switch also switches ON tail light and the front width indicator
lights

D13
 FIG . LIGHTING SYSTEM
CABIN ITEMS :
The following cabin items are connected through circuit breakers of cab wiring and Air conditioner is
connected through seperate 20A circuit breaker.
1. Wiper Motor 4. Fans
2. Wind screen washer motor 5. Air conditioner(Optional)
3. Roof lights
The limit switch connections inside the wiper motor enables the blade arm to return to parking position
(after the wiper motor switch is operated).

D14
 FIG. CABIN ITEMS

EMERGENCY
STEERING SYSTEM :

The emergency steering motor op-

erates a pump to meet the steering
requirement of hydraulic system for
short time duration.

The motor is energised by

operating a switch on the
panel board. This also turns
'ON' a indicator built in the switch.

The motor should not be operated

more than 30 seconds.
FIG. EMERGENCY STEERING CIRCUIT

D15
 STEERING BLEED DOWN SYSTEM

A reset type 5 amp circuit breake supplies 24 volts to the 24 volt positive terminal of steering bleeddown timer. Ground is
provided directly from the battery.

The keyswitch and an engine oil pressure switch each supply the steering bleeddown relay and control terminal of the
steering bleeddown timer 24 volts through two diodes. The load terminal is connected to steering bleeddown solenoid
valve coil. If the engine is not running and key switch is turned “On”, the timer is signaled and prepared for timing
function. Turning “Off” keyswitch begins timer operation. A L.E.D. light on timer indicates timer is operating the operat-
ing cycle is approximately 90seconds.

During timer operation the bleeddown valve coil located in the brake manifold is supplied 24 volts. The energized coil will
shift the steering bleeddown valve allowing hydraulic steering oil to be drained back to tank.

When engine is running, turning off keyswitch doesn’t turn on timer as control terminal of timer is supplied 24 volts form
oil pressure switch.

D16
 COMMERCIAL ELECTRONIC CONTROLS(CEC2 CONTROLS)
The Commercial Electronic Controls 2 (CEC 2) system features clutch control to provide superior shift quality
over a wide range of operating conditions.

- CEC 2 consists of the following elements:

- Remote 12/24V Max Feature Sealed Electronic Control Unit (ECU)
- Remote Pushbutton or Lever Shift Selector
- Optional Secondary Shift Selector
-Throttle Position Sensor (TPS) (or electronic engine throttle data)
- Input, Turbine, and Output Speed Sensors
- Electro-Hydraulic Valve Bodies
- Wiring Harnesses
- Vehicle Interface Module (VIM)

ELECTRONIC CONTROL UNIT (ECU)

The ECU (Figure 1–3) contains the microcomputer which is the brain of the control system. The ECU
receives and processes information defining: shift selector position, throttle position, sump temperature, input
speed, turbine speed, and transmission output speed. The ECU uses the information to control transmission
solenoids and valves, supply system status, and provide diagnostic information.
Each ECU has a date code stamped on the label which is attached to the outer case of the ECU. This is the
date when the ECU passed final test. This date is commonly used to denote the change configuration level of
the ECU. It is normal for the ECU date displayed electronically to be a few days prior to the date shown on
the label.

D17
SHIFT SELECTOR
Pushbutton and lever shift selectors for CEC 2 are remote mounted from the ECU and connected to the ECU
by a wiring harness. Both of these shift selectors have a single digit LED display and a mode indicator LED.
During normal transmission operation, illumination of the LED indicator shows that a secondary or special
operating condition has been selected by pressing the MODE button. During diagnostic display mode, illumi-
nation of the LED indicator shows that the displayed diagnostic code is active. Display brightness is regulated
by the same vehicle potentiometer that controls dash light display brightness. More information on both types
of shift selectors is continued below.
LEVER TYPE SHIFT SELECTOR
The lever shift selector can have as many as six forward range positions, as well as twoR(Reverse)positions
(R1andR2) andN(Neutral). There is a hold override button which must be pressed andheld in order to move
between certain selector positions. The hold override button must be pressedwhen shiftingbetweenR,N,andD.
The hold override button is released when the desired selectorposition is reached. The selector lever can be
moved freely betweenDand the numbered forwardranges without pressing the hold override button. The lever
selector can be chosen with the lever onthe left side or on the right side and with theR(Reverse) position
toward the front or toward the rearof the selector. Diagnostic information is obtained from the single digit
LED display by pressing the“display mode” button.

THROTTLE POSITION SENSOR

The Throttle Position Sensor (TPS) can be mounted to the engine, chassis, or transmission. The TPS contains
a pull actuation cable and a potentiometer. One end of the cable is attached to the engine fuel lever and the
other, inside a protective housing, to the TPS potentiometer. Output voltage from the TPS is directed to the
ECU through the external harness. The voltage signal indicates the throttle position and, in combination with
other input data, determines shift timing.

D18
SPEED SENSORS

Three speed sensors — input speed, turbine speed, and output speed — provide information to the ECU. The
inputspeed signal is generated by the gear teeth on the top PTO gear. The turbine speed signal is generated
by serrations on the pitot can attached to the splitter low drum. The output speed signal is generated by a
toothed member attached to the output shaft. The speed ratios between the various speed sensors allow the
ECU to determine if the transmission is in the selected range. Hydraulic problems are detected by comparing
the speed sensor information for the current range to that range’s speed sensor information stored in the ECU
memory.

ELECTRO-HYDRAULIC VALVE COMPONENTS

The CEC 2 electro-hydraulic valve bodies contain various solenoids to control the absence or presence of
solenoid pressure. Solenoid pressure, or lack of pressure, positions shift valves which apply or release trans-
mission clutches to produce the range commanded by the ECU inputs. The ECU is connected to the solenoids
by a wiring harness with sealed multi-pin twist-lock connectors at the control valve bodies.

D19
CEC2 COMPONENTS

D20
 CEC2 VEHICLE INTERFACE DIAGRAM

D21
CEC2 VEHICLE INTERFACE DIAGRAM
VEHICLE INTERFACE MODULE

The vehicle interface module (VIM) provides relays, fuses, and connection points to interface with the vehicle
electrical system. VIMs are available for both 12V and 24V electrical systems. The VIM for 12V systems
uses all 12V relays. The VIM for 24V systems has all 24V relays. VIM with 24V relay system used on
BH50M.

DIAGNOSTIC TOOLS

CHECK TRANS LIGHT

When the ECU detects an abnormal condition, theCHECK TRANS light (usually located on the vehicle
instrument panel) illuminates and action is automatically taken to protect operator, vehicle, and the transmis-
sion. Adiagnostic code will nearly always be registered when the CHECK TRANS light is on; however, not
all diagnostic codes will turn on the CHECK TRANS light. Codes related to the CHECK TRANS light are
detailed in the code chart Illumination of the CHECK TRANS light indicates that a condition was detected
that requires service attention. Operation of the transmission may or may not be restricted. Depending upon
the cause for the CHECK TRANS light illumination, the ECU may or may not respond to shift selector
requests. The transmission may be locked in a range. The range selected will flash on the shift
selectordisplay. Both upshifts and downshifts may be restricted when the CHECK TRANS
light is illuminated. Seek service assistance as soon as possible. Each time the engine is started, the CHECK
TRANS light illuminates briefly and then goes off. This momentary lighting shows the light circuit is working
properly. If the light does not come on during engine start, request service immediately.

DIAGNOSTIC DATA READER

The current Diagnostic Data Reader (DDR) is the Pro-Link® 9000 diagnostic tool which is available through
Micro Processor Systems, Inc. (MPSI). A portable microcomputer-based receiver/transmitter/display unit,
thePro-Link ® transmits and receives data to and from the ECU, processes the data, and displays appropriate
information. Use the Pro-Link ® during installation checkout and troubleshooting. There is a new Pro-Link
® cartridge needed for use with CEC 2. The new Multi-Protocol Cartridge (MPC) contains a programmed
PCMCIAcard which allows for reprogramming of GPI/GPO packages. Reprogramming includes selection of
a GPI/GPOpackage, enabling/disabling of wires and modification of certain data parameters. Operating
instructions aresupplied with each Pro-Link®and further information is also included in Appendix J of this
manual. Connect thePro-Link® 9000 to the diagnostic connector provided in the selector wiring harness.

D22
DIAGNOSTIC CODE MEMORY

Diagnostic codes are logged in a list in memory (sometimes referred to as the queue), listing the most recently
occurring code first and logging up to five codes. Access to the code list position, main code, subcode and
activeindicator is through either the shift selector display or the Pro-Link®diagnostic tool. Access to ignition
cyclecounter and event counter information is through the diagnostic tool only. Further detail on the use of
Pro-Link® 9000 DDR is presented in Appendix J of this manual.
The following paragraphs define the different parts of the code list.
A. Code List Position.
The position which a code occupies in the code list. Positions are displayed as“d1” through “d5” (Code List
Position #1 through Code List Position #5).
B. Main Code.
The general condition or area of fault detected by the ECU.
C. Subcode.
The specific area or condition related to the main code in which a fault is detected.
D. Active Indicator.
Indicates when a diagnostic code is active. The MODE indicator LED on the shift selector is illuminated or
the diagnostic tool displays YES
E. Ignition Cycle Counter.
Determines when inactive diagnostic codes are automatically cleared from the code list. The counter is
increased by one each time a normal ECU power down occurs (ignition turned off). Inactive codes are
cleared from the code list after the counter exceeds 25.
F. Event Counter.
Counts the number of occurrences of a diagnostic code. If a code is already in the code list and the code is
again detected, that code is moved to position d1, the active indicator is turned on, the Ignition Cycle Counter
is cleared, and 1 is added to the Event Counter.

CODE READING AND CODE CLEARING

Diagnostic codes can be read and cleared by two methods: by using the Pro-Link®9000 diagnostic tool or by
entering the diagnostic display mode and using the shift selector display. The use of the Pro-Link
®9000 diagnostic tool is described in the instruction manual furnished with each tool and briefly in Appendix J
of this manual. The method of reading and clearing codes described in this section refers to entering the
diagnostic display mode by the proper button movements on the shift selector.

DIAGNOSTIC CODES

The diagnostic display mode may be entered for viewing of codes at any speed. Active codes can only be
cleared when the output speed = 0 and no output speed sensor failure is active.
A. Reading Codes. Enter the diagnostic display mode by pressing the. (Up) and. (Down)arrow buttons at
the same time on a pushbutton selector, or by momentarily pressing the “display mode” button on a lever shift
selector.
NOTE: If a DO NOT SHIFT condition is present (CHECK TRANS light illuminated) at this time, the
shift selector may or may not respond to requested range changes.
The code list or queue position is the first item displayed, followed by the main code and the subcode. Each
item is displayed for about one second. The display cycles continuously until the next code list position is
accessed by pressing the MODE button. The following list represents the display cycle using code 25 11 as
an example:

D23
1. Code list position —d,1
2. Main code —2,5
3. Subcode —1,1
4. Cycle repeats —d,1,2,5,1,1
To view the second, third, fourth, and fifth positions (d2, d3, d4, and d5), momentarily press the
MODE button as explained above.
Momentarily press theMODEbutton after the fifth position is displayed to restart the sequence of code list
positions.
An active code is indicated by the illumination of the LEDindicator when a code position is displayed while in
thediagnostic display mode.
Any code position which does not have a diagnostic code logged will display “–” for both the main and
subcodes.
No diagnostic codes are logged after an empty code position.

B. Clearing Active Indicators.

A diagnostic code’s active indicator can be cleared, which allows thecode inhibit to be cleared but remains in
the queue as inactive.
The active indicator clearing methods are:
1. Power down — All active indicators, except code 69 34 (refer to the code chart), are cleared atECU
power down.
2. Self-clearing — Some codes will clear their active indicator when the condition causing the code
is no longer detected by the ECU.
3. Manual — Some active indicators can be cleared manually, while in the diagnostic display mode,
after the condition causing the code is corrected.

DIAGNOSTIC CODES

C. Manually Clearing Codes and Active Indicators from the Code List.

To clear active indicators or all codes:

1. Enter the diagnostic display mode.
2. Press and hold the MODE
button for approximately three seconds until the LED indicator flashes.All active indicators are cleared. To
remove all inactive codes, press and hold the MODE button for about ten seconds until the LED indicator
flashes again. All active indicators will be cleared atECU power down.
3. Codes that cannot be manually cleared will remain.

D. Exiting the diagnostic display mode.

Exit the diagnostic display mode using one of the following

procedures:
1. On a pushbutton shift selector, press the. (Up)and. (Down)arrow buttons at the same time orpress any
range button,D,N, orR. The shift (D,N, orR) is commanded if not inhibited by anactive code.
2. On a lever shift selector, momentarily press the “display mode” button or move the shift lever to any shift
position other than the one it was in when the diagnostic display mode was activated. If the
shift is inhibited, the ECU will continue to command the current transmission range attained and the lever
should be returned to its original position.
3. Wait until timeout (approximately 10 minutes) and the system will automatically return to the
normal operating mode.
4. Turn off power to the ECU (turn off the vehicle engine at the ignition switch).

D24
 DIAGNOSTIC CODE RESPONSE

The following ECU responses to a fault provide for safe transmission operation:
•DoNotShift (DNS) Response
— Release lockup clutch and inhibit lockup operation.
— Inhibit all shifts.
— Turn on theCHECK TRANSlight.
— Shift selector display flashes the range selected.
— Ignore any range selection inputs from the pushbutton or lever shift selector.
•SOLenoidOFF(SOL OFF) Response
— All solenoids are commanded off

SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES

•“Cateye” — The forward slash segments and the middle horizontal segments (-\-) may be on under the
following conditions:
—RSI link fault is active (code 23 12 or 23 14)
—When two COP timeouts occur within two seconds of each other (reference code 69 33)
—Shift selector display line fault is active (23 16)

D25
D26
D27
 Auto retarder system for BH60M
The dump trucks, while going downhill gain momentum as a result of which the Engine
and other power line components over speed beyond the specified limit. As soon as the
operator notices the over speeding, he will apply manual retarder to overcome the above
problem. During applying manual retarder certainly there may be a time lag. This results in
serious and permanent damage to all the mechanical components, thereby reducing their
service life and leading to premature failure of Engine and Power line components.

Auto retarder system has been developed to avoid engine and other power line
components over speed beyond the specified limit. The system involves engine speed
sensing through transmission controller (CEC1/CEC2 controls). The controller will actuate
the proportional solenoid valve which in turn will operate the retarder brake gradually in
case engine over speed is detected. This is a add on circuit the existing brake circuit.

Advantages:
a) Operator fatigue is eliminated.
b) Increase life of Engine and other power line components.

The Auto retarder system consist of following components.

1. Controller /Valve driver : The controller/valve driver is a small task oriented

controller. This unit is designed for ease of setup and weather resistance. The
controller is a general purpose unit that can control two bi-directional valve sections
or two cartridge solenoids simultaneously. The controller communicates with a
variety of input and output devices. It has current mode (current closed-loop) or
PWM mode (voltage open-loop) output for valve control. The analog inputs accept
signals from other ECM’s . The controller/valve driver will monitor the engine over
speed input from the transmission controller. When input command goes high,
current to valve coil jump to Imin and ramp to Imax unless input command goes
low. When input command goes low, current will ramp to Imin, then shut off.
• Supply voltage 9.0V DC min -36V DC max.
• Supply current 40mA@14V(No load)
• Minimum current adjustable up to maximum preset at 1.1Amp
• Maximum current adjustable up to 2.0 Amp, preset at 1.6Amp
• Ramp rate is adjustable

D28
Current ramping details :

2. Valve(EBV-M-MS08N-D024-RN-90-20) : Electro hydraulic Brake Valve (EBV), is a

full power valve for modulating output pressures in proportion to the input current. The
valve receives signal from valve driver and actuate the rear brake/retarder brake in
proportion to the input current.

D29
2. Shuttle valve : A control valve that regulates the supply of fluid from more than
one source into a single area of the circuit. The connection details are shown in the
hydraulic schematic circuit.
3. Connector kit and connector : The connectors supplied along with the kit are
mating connector for valve driver and proportional control valve.
4. Hoses and other accessories : These items are required for installation of auto
retarder system on BH50M-1.

D30
 Hydraulic and Electrical connection diagrams :

Electrical circuit diagram : Fig01

D31
Hydraulic circuit diagram : Fig02

D32
 Operating Manual

for

Vital Information Management System (VIMS)

(Optional fitment)

D33
 1.0 Introduction:
The Vital Information Management System (VIMS) is required for
Dumpers for real time monitoring of critical vehicle parameters (both Analog
and Digital)for the purpose of data logging. The system is having provision to
store the logged data at predetermined sampling rate with date and time stamp.
The stored data of individual event can be downloaded through the RS232 port
of VIMS to Laptop/PC as a file with window based software which can be run
on a PC/Laptop. The logged data can be retrieved later to study equipment
history or failure analysis. The unit is compact, rugged and suitable for mining
environment.
2.0 Functional Block Diagram:

PC with

INPUTS

Radiator Water Level 0-24V

Alternator Signal
Signals multiplexer RS232 interface
Hydraulic Oil Temp.
Transmission Oil Temp. On/Off for downloading
Low Brake pressure
Accumulator Pressure
Transmission Cooler Filter signals multiplexer
Transmission filter clog
Hydraulic Oil filter clog
Hydraulic Oil Level Microprocessor

Signal
Radiator Water temp
conditioner
Break Oil Temp.
Engine Oil Temperature
Analog RT
Fuel Level
Air Pressure multiplexe
Engine Oil Pressure
Transmission Oil Pressure parameters MEMOR

Speed
Engine Speed
inputs Signal
Vehicle Speed
conditioner

D34
3.0 System Configuration :
VIMS can be configured for the following functions through Front End Software
installed on PC.
a). Set NO/NC configuration for digital inputs:
b). Set limits for analog parameters
c). To set Date and Time of RTC in VIMS
d). Change password of the VIMS
e). Change sampling rate for data storage
f). Change Vehicle model No. and serial No

4.0 Data recording :

a). Analog signals :
The data recording of analog signals will take place only after starting of engine. In
normal condition (none of the parameter is having error), values of all the analog
parameters (Radiator Water temperature, Break Oil Temperature, Engine Oil Temperature,
Fuel Level, Air Pressure, Engine Oil Pressure, Transmission Oil Pressure, Engine Speed and
Vehicle Speed) are recorded in the flash memory for every 5 minutes (default sampling rate
during normal condition) with date and time stamping. In case of any parameter going
abnormal, sampling rate will switch over to 30 seconds (default sampling rate during
abnormal condition) automatically.

b). Digital signals :

Whenever VIMS is switched ON, status (error/no error) of all parameters is stored in the
flash memory with date and time. Then data is recorded whenever any one of the digital
parameter becomes faulty or any one of the analog parameter crosses its safe operating point
only if engine is ON. During power down (when VIMS is getting switched OFF) one mor
e sample is stored with date and time.
5.0 Data upload to PC :

The data stored in the flash memory of the VIMS (both analog values and digital
status) can be uploaded to a PC through VIMS front end software. The PC should be
connected to VIMS through RS232 port. The menu function “Download VIMS data” can be
used to upload data from VIMS to PC.

D35
6.0 Front End Software on PC :

The PC software named VIMS (DATA LOGGER SYSTEM)-DATA

MANAGEMENT SOFTWARE should be installed in the PC to which VIMS is to be
interfaced. Only after installing the software data can be downloaded from VIMS.

6.1. System Requirements

• Pentium® or equivalent processor – 500 MHz
• CD ROM Drive
• Serial Port (COM1/COM2/COM3/COM4)
• 65,536 color video card with a resolution of 800×600
• 64 MB RAM
• 15 MB free hard disk space
• Microsoft Windows® 9x, NT(4.0 SP4), Me, 2000 or XP
• Microsoft Office® 2000 or above

6.2. Installation Procedure

The installation procedure is described below:
1. Insert the installation CD in the CD ROM drive.
2. Open the CD drive in windows explorer.
3. Open the file Setup.exe
4. Follow the instructions displayed on the PC.

6.3. How to use the software?

VIMS (DATA LOGGER) Data Management Software can be invoked from the Start
Menu by going to ‘Start → Programs →VIMS → VIMS-SOFT’. Connect VIMS to the
available COM port of the PC (should be COM1 to COM4).

Note:- Ensure that PC or VIMS is OFF while connecting/disconnecting the cable to/from COM
port.

D36
 Invoke the VIMS (DATA LOGGER) software. A screen “VIMS-SOFT” with
Dumper photo and BEML logo is displayed as shown below.

This screen is called Main screen or Default screen. There are three menus on the Menu
bar on the top of the Main screen. They are Config menu, View and Options. The functions of
these menus are described below:

D37
6.3.1 ‘Options’ menu :
When ‘Options’ menu is selected it will list the two sub menus ‘Connection’ and
‘Environment Setup’. When VIMS software is invoked, user has to necessarily select this
‘Connection’ submenu to establish RS232 connection between VIMS and PC, provided RS232
cable is connected between VIMS and PC and VIMS is switched ON.
When ‘Environment Setup’ submenu is selected, the following dialog box will appear on
the screen. With this user can select the COM port that is interfaced with VIMS. User can select
available COM port out of COM1, COM2, COM3 and COM4. The other serial port parameters
(Baud rate, Data bits, Parity, Flow control and Stop bits are fixed and user can not change these
things.

6.3.2 ‘Config Menu’ :

This menu is used to set various configurations of the VIMS unit. When ‘Config Menu’ is
selected it will list the following sub menus as shown in the window below.

D38
 Whenever user wants to set any one of the configuration data [Set Date & Time of RTC,
Parameter Limits( for Warning), NO/NC Config (for fault Inputs), Change VIMS Password,
Change VIMS Sampling Rate and Change Vehicle Model No. & Serial No.], the software will
prompt the user to enter the password. The window is shown below. Only after user has entered
correct password, the user set configurations are updated in VIMS unit.

6.3.2.1 Set Date & Time of RTC:

This submenu is used to set the date and time of the RTC in the VIMS unit. For analog
value storage and error recording date and time from this RTC is used. Therefore date and time
of this RTC should be proper. User can view the current date and time of RTC using the Menu
View Æ VIMS Configuration Info as explained in section 6.3.3.2. If there is too much
difference between RTC value of VIMS and present time, user can set the date and time of RTC
using this submenu. When ‘Set Date & Time of RTC’ is selected, the following window will
appear.

User can enter the present date and time and then press ‘OK’ soft button. Then this new
time is set in the RTC of VIMS unit. User can make sure that this new date and time is set in
RTC of VIMS by getting the RTC value using the Menu View Æ VIMS Configuration Info.

D39
6.3.2.2 Parameter Limits( for Warning):
This submenu is used to set the error limits for the analog parameters. Whenever
value of any analog parameter crosses its set limit, error is recorded for that particular
parameter. When the submenu ‘Parameter Limits( for Warning)’ is selected, the
following window will appear. In this window the parameter name, sensor type, input
signal range, the parameter value range, the warning limit and used/not used status are
displayed for each and every parameter. In this window user can change only the ‘Sensor
name’, ‘Warning Point’ and “Status’. Depending on the vehicle model user can change the
warning point and status (to enable/disable the parameters). If any parameter is selected as
‘NOT USED’ then that particular parameter will not be listed in View menu. If the
selected Vehicle Model No. and Serial No. not matched with the VIMS unit connected,
then software will flash error message for the same.

6.3.2.3 NO/NC Config (for fault Inputs) :

This submenu is used to set the NO/NC configuration for the digital parameters
(whether open condition of the input sensor switch is to be considered as error or close
condition). When the submenu ‘NO/NC Config (for fault Inputs)’ is selected the
following window will appear .In this window the parameter name, signal level and
used/not used status are displayed for each and every parameter. User can change the input
state for error of any parameter and can enable/disable the parameters. If any parameter is
selected as ‘NOT USED’ then that particular parameter will not be listed in View menu.

D40
6.3.2.4 Change VIMS Password :
This submenu is used to change the present password that is used during configuration
settings of VIMS. When the submenu ‘Change VIMS Password’ is selected the following
window will appear. In this window user has to necessarily enter both the present password and
the new password.
Password will take alphanumeric characters.
Note:- The maximum number of characters in the password is eight.

D41
6.3.2.5 Change VIMS Sampling Rate:
This submenu is used to set the time interval between two successive analog parameter
data recordings. The sampling rate during normal condition (none of the parameter is having
error) and abnormal condition (any one of the parameter is having error) are different. During
normal condition if any one of the parameter goes abnormal, then sampling rate will switch over
to abnormal sampling rate automatically. These sampling rates can be varied from 5 seconds to
999 seconds. If abnormal sampling rate is set to 30 seconds, then during abnormal condition for
every 30 seconds values of all the analog parameters are recorded in the memory with date and
time stamping. When the submenu ‘Change VIMS Sampling Rate’ is selected the following
window will appear.

6.3.2.6 Change Vehicle Model No. & Serial No:

This submenu is used to set the vehicle model and serial number. Each and every VIMS
unit should have different serial numbers. While downloading data from VIMS to PC, make sure
that the VIMS unit connected to PC is having different serial number than other VIMS units
from which data is already downloaded to PC. When the submenu ‘Change Vehicle Model No.
& Serial No’ is selected the following window will appear. User can enter the new value of
model and serial numbers to be set to the VIMS unit connected to PC.

Note:- 6 alphanumeric characters are allocated for both model number and serial number.

D42
6.3.2.7 VIMS Setup :
This submenu is used to add Vehicle model and Serial number to the VIMS setup. When
any new VIMS is interfaced with PC, its model number and serial number should be added to
VIMS setup. Otherwise data will not get downloaded from that VIMS. During configuration
settings and data viewing, software will list all VIMS (by model and serial number) that are
included in VIMS setup. When the submenu ‘VIMS Setup ’ is selected the following window
will appear. User can enter the vehicle model and serial number of the connected VIMS unit if it
is not already added to VIMS setup .

6.3.3 ‘View Menu’ :

This menu is used to download the data stored in VIMS unit as well as to view the data
downloaded in various presentations. When ‘Config Menu’ is selected it will list the following
sub menus as shown in the window below.

D43
6.3.3.1 Down Load VIMS Data :
This submenu is used to download all the data stored in VIMS unit connected to PC
through RS232 port. When this submenu is selected, software will start collecting data stored in
VIMS unit. During that time following window will be displayed.

Once the software collected all the data stored in VIMS unit, it will display the following
window.

6.3.3.2 VIMS Configuration Info :

This submenu is used to get the various configuration data presently set in the VIMS unit.
The following window will get displayed when ‘VIMS Configuration Info’ submenu is
selected.

D44
 Then user has to select required configuration type (Sampling Rate, Vehicle Model No. &
Serial No., NO/NC Configuration, Limits of Analog Parameters, Date & Time of RTC) which
are displayed on the top of window. Then press “Retrieve” soft button in the bottom of the
window. Then the corresponding configuration data set in the VIMS unit is displayed in the same
window. The following window shown when ‘Limits of Analog Parameters’ is selected and
retrieved.

6.3.3.3 Reports :
This submenu is used to view the data downloaded from VIMS in various formats and take
printout of the same. There are 4 options in this submenu which are ‘Digital Parameters’,
‘Analog Parameters’, ‘Digital Trend Analysis’ and ‘Analog Trend Analysis’.

Digital Parameters:
With this function user can view the error status of all (or selected) the parameters, i.e; at
what time (with date and time) error has occurred for a particular parameter and at what time it
got cleared. The following window will be displayed when ‘Digital Parameters’ is selected.

D44i
 In this window first user has to select Vehicle model and Serial number of the VIMS unit.
Then the parameters to be viewed can be selected by clicking the corresponding parameter check
box.. ‘Select All’ check box can be ticked if user wants to see the status of all the parameters.
The time displayed in the ‘From’ , ‘To’ option is the start and end time for which data is
available in the data base of software. Here user can select the period for which he wants to see
the error status of the parameters. Once the ‘OK’ soft button is pressed, software will list the
error status of each and every parameter selected by user in different Microsoft Excel
worksheets. An example window is given below. Now user can view the status or he can take the
printout using Excel properties.
If user wants to see the consolidated report of all the parameters, then the check box
‘Consolidated Report’ to be ticked. Then software will list error status of all the parameters in
the same Excel worksheet.

D45
D46
Analog Parameters:
With this function user can view values of all (or selected) analog parameters, i.e; at a
particular time (both date and time) what is the value of the analog parameter. The following
window will be displayed when ‘Analog Parameters’ is selected.

This window is similar to that of ‘Digital Parameters’. Here also user has to select
Vehicle model and Serial number of the VIMS unit, the parameters to be viewed and the time
period.
After ‘OK’ soft button is pressed, software will list the engineering values (with date and time)
of all analog parameters selected by user in separate Microsoft Excel worksheets. An example
window is given below. Now user can view/analyze the values of these parameters or he can take
the printout using Excel properties.

D47
D48
Digital Trend Analysis (Graphical):
With this function user can view the error status of a selected parameter in the graphical
format. The window displayed when ‘Digital Trend Analysis’ is selected is as follows.

User should select Vehicle model and Serial number of the VIMS unit, the parameter to be
viewed in graphical format and the time period. After ‘OK’ soft button is pressed, software will
display graphical representation of error status of the selected parameter. An example window of
digital graph is shown below.

D49
Analog Trend Analysis (Graphical):
With this function user can view the values of a selected analog parameter in the
graphical format (engineering value versus time). The window displayed when ‘Analog
Trend Analysis’ is selected is as follows.

User should select Vehicle model and Serial number of the VIMS unit, the analog
parameter to be viewed in graphical format and the time period. After ‘OK’ soft button is
pressed, software will display graphical representation of engineering values of the
selected analog parameter versus time. An example window analog graph is shown below.

D50
D51
PAYLOAD MONITORING SYSTEM(Optional Fitment)
USER MANUAL
Version - II

D52
 CONTENTS
1. Introduction: .........................................................................................................
2. Payload Monitoring System Diagram: ..................................................................
3. System Specification of Payload Master Control Unit (MCU)...............................
3.1. Function of Payload Main Control unit........................................................
3.2. Technical Specification ...............................................................................
3.3. Mechanical Details: ....................................................................................
3.4. Connector Pin Details: ................................................................................
4. System Specification for Payload Local Display Unit (LDU).................................
4.1. Function of Local Display Unit ....................................................................
4.2. Technical Specification ...............................................................................
4.3. Connector Pin Details .................................................................................
4.4. Mechanical Details : better to give front panel and rear panel ....................
4.5. Function of Keys:........................................................................................
4.6. Main Display Parameters:...........................................................................
4.7. Menu Flow chart: ........................................................................................
4.7.1.Setup:...................................................................................................
4.7.2.Diagnostic: ...........................................................................................
4.7.3.CLOCK SETTING: ...............................................................................
4.8. Software Specification - Local Display Unit ................................................
4.9. ERROR Messages - Local Display Unit......................................................
5. System Specification of Remote Display Unit (RDU) ...........................................
5.1. Hardware Specification - Remote Display Unit ...........................................
5.2. Software Specification -Remote Display Unit .............................................
6. System Specification of PC Communication System (PCCS)..............................
6.1. Hardware Specification for PCCS...............................................................
6.2. Software Specification for PCCS ................................................................
6.3. PC Software Configuration .........................................................................
6.3.1. Calibration: ..........................................................................................
6.3.2. Setup:..................................................................................................
6.3.3. Report: ................................................................................................
6.3.4. Diagnostics:.........................................................................................
6.3.5. Initialize: ..............................................................................................
D53
1. Introduction:

Payload Monitoring System for dump truck has been designed based on
the principle of pressure developed in the hydraulics suspensions. Load is
measured from each individual suspension. The load in the truck is converted
digitally using Master control Unit to calculate the total payload. Each weighment
details are recorded with respect to load status. Record storage size is 3000.

Payload measurements are captured during parked condition to avoid

erratic reading. The vehicle movement status is monitored based on the digital
input Float/Neutral/Brake/ Alternator signal. For loading status, System will
provide LED indication on Payload Local Display Unit and deck lamp
outputs/remote display unit kept outside the cabin. On occurrence of overload,
system will warn both driver and loading operators through DECK lamp/remote
display unit and Buzzer (hooter).

The system consists of Pressure Sensors, Master control Unit (MCU),

Local display unit (LDU) which will be kept on dash board, Remote display unit
(RDU) , Warning Lamps etc. The payload indicates the actual load is being
dumped inside the bucket and gives warning message/lamp indication, if the load
exceeds the preset values.

The Windows based PC software is provided to calibrate, store and view

payload, information and setup Configuration. Report can be downloaded from
MCU to PC and can be stored in excel format. While connecting PC, RDU will be
disconnected automatically. PC will be connected through RS232c.

D54
2. Payload Monitoring System Diagram:

PAYLOAD-II
RS485 FULL DUPLEX LOCAL DISPLAY
MAIN UNIT (LDU)
CONTROLLER
UNIT (MCU)

RS485 TX+ & TX- Only

REMOTE DISPLAY
UNIT (RDU)

RS232

Fig-1

PAYLOAD MONITORING SYSTEM DIAGRAM

The Payload Monitoring System is split into four major units and are as follows

1. Payload Master Control Unit (MCU)

2. Payload Local Display Unit (LDU)
3. Remote Display Unit (RDU)
4. PC Configuration system (PCCS)

D55
3. System Specification of Payload Master Control Unit (MCU)

1.Power Supply
24VDC
2. Four Pressure
Inputs
3. Four digital I/P

1.PDU Power Cables & RS485 Comm.

cable
2. Payload remote display RS485 Comm.
Cables

Fig-2

Layout of Payload Main Controller Unit

3.1. Function of Payload Main Control unit

Pressure sensor outputs are read and controlled by Master control unit.
Based on the vehicle status inputs, the load is captured and processed. Using
RS485 Communication, data are communicated to Local display unit. Load data
also will be sent to RDU and PC through another Rs485/RS232c link. In addition
to pressure sensor, it can accept angle sensors for correction factor. Digital input
like neutral, dump brake, float and alternator are given to MCU for correct
functioning. Without alternator input, the MCU will not start storing and capturing
data. Similarly neutral and dump brake is used to store load information at the
time of loading and also speed input is used to calculate , the distance traveled
and max/Average speed of travel.

D56
 3.2. Technical Specification

MODEL PAYLOAD-II
CPU High speed 16 bit microcontroller
Transducer Input 4 nos. of Pressure Transducer (4-20mA current output)
Type
Calibration Calibrations through to PC software are Provided.
Resolution 0.5 Ton
PC software and Local display unit based on ADC raw counts,
Diagnostic Mode
digital input, output test mode are provided
Two serial ports are available. One for RS485 full duplex
Communication (1) communicates with Local display unit and second one RS232
PC communication or remote display unit RS485
T
Two CANi ports
i Fiused
d bto share
d t the
9600
data between engines ECM,
Communication (2) Transmission ECM and dash board display system. Standards
protocols are used for J1939 with different baud rate.
(OPTIONAL)
Five digital inputs signal such as Neutral, Dump, Float &
Digital Inputs Alternator signal also. Input range 12V to 24V DC .Input High
or Low logic selection for Programmable.
Speed signals from magnetic pick-up or transmission
Speed Signal Input controller used to calculate distance/performance related data.
This is a pulse output 5V DC TTL from Tachometer.
There are four digital output is provided. Contact rating of the
Digital Output relay is 3A at 30v DC. These outputs are used for Deck Lamp
indicators such as Green, Red, Amber and One for Buzzer
t t
Power Supply The system will work from 18V DC to 32VDC ,20W
Mechanical 220mm x 120mm x 80mm
Dimension

D57
3.3. Mechanical Details:

MOUNTING SCREW

MAIN UNIT (TOP COVER)

MAIN CONTROLLER BOARD

CONNECTOR GASKET

CONTROL BOARD GASKET

MCU UNIT (BASE)

BASE CLAMP

Fig-3

D58
 3.4. Connector Pin Details:

MCU-40 pin DRC23-40P right angle male connector pin details are

DEUTSCH DEUTSCH
SL. CONNECTOR PIN SL. CONNECTOR PIN
No. DRC 23 - A DESCRIPTION No. DRC 23 - B DESCRIPTION
SECTION SECTION
CONTROL PR_SENSOR (+24V
1 11 21 6
WAR SUPPLY)

2 2 BGND 22 7 SPEED INPUT

3 22 23 8 TX1+

4 25 X-AXIS 24 9 TX2+

5 15 Y-AXIS 25 10 CANH_1
DIP4
6 1 +24VBAT 26 16 (ALTERNATOR
SIGNAL INPUT)
7 5 CH1 27 17 BGND
8 4 CH2 28 18 TX1-
9 24 CH3 29 19 TX2-
10 14 CH4 30 20 CANL_1
DIP1
11 23 31 26 EMPTY[OC]
(NEUTRAL)
12 35 RXDC 32 27 LOADED[OC]
13 34 TXDC 33 28 RX1-
14 3 DGND 34 29 RX2-
DIP2 (DUMP
15 13 35 30 CANH_2
BREAK)
DECK1
16 32 36 36 +24VBAT
(GREEN)
DECK2
17 31 37 37 O_LOADED[OC]
(AMPER)

18 21 DECK3(RED) 38 38 RX1+

19 33 DIP3 (FLOAT) 39 39 RX2+

20 12 40 40 CANL_2

D59
 Notes:

1) TX1+, TX1-, RX1+ AND RX1- ARE LOCAL DISPLAY COMMUNICATION

SIGNALS.
2) TX2+, TX2-, ARE REMOTE DISPLAY SIGNALS.
3) TXDC, RXDC & DGND ARE PC COMMUNICATION SIGNALS

4. System Specification for Payload Local Display Unit (LDU)

Power Connector
24VDC
RS485 Comm. Cable

LED INDICATOR
GREEN
AMPER LCD Display
RED (2 x 16)

KEYPAD

Fig 4
Local Display Unit

4.1. Function of Local Display Unit

Payload Local Display Unit will be placed on dash board. It has a compact
LCD module to view speed, load, cumulative trip, and no of trips details. We
can also set the date, time and operator ID. The LCD & round LED displays
are used to display the current operational status.
D60
4.2. Technical Specification

1. CPU 16bit Micro Controller

2. LCD display 2x16 with Backlight
3. LED Outputs: Green, Yellow, Red.
4. Keypad – Non-Tactile Membrane Keypad(4 Keys)
5. Buzzer – Overload audio alarm.
6. RS485 – Comm. Cable. Full Duplex. Fixed Baud rate 9600.
7. Power Supply Connector - 24VDC.
4.3. Connector Pin Details –J1
6 pin connector provided at the back panel - male connector pin
details are

Pin no’s SIGNAL

1 +24V DC
2 GND
3 TX1+
4 TX1-
5 RX1-
6 RX1+

4.4. Mechanical Details: better to give front panel and rear panel

REAR COVER

DISPLAY BOARD

COVER PIN

RUBBER GASKET

FRONT PANEL

KEYPAD

D61
 Fig-5

4.5. Function of Keys:

Sl. NAME OF NORMAL MODE

VALUE ENTRY OPERATION
No. KEY OPERATION
To ESC/ EXIT from the entry (or)
1. MENU Enter in to the menu
operation
2. TARE Tare the current weight To ENTER/STORE the entry Value
Bottom display changing
3. UP To Increment to next Value
option
4. LEFT Enter the Operator ID To Shift the value to LEFT side.

4.6. Main Display Parameters:

SL.N BOTTOM
TOP DISPLAY DESCRIPTION
o. DISPLAY
1. WT(I): 0.0 ton * SPEED:28.59 I- for Idle Condition.
kmph
WT(L):47.0 ton * L- Loading or Return stop time

WT(H):47.0 ton * CUM WT: H-Hauling

450.5
WT(D):47.0 ton * D-Dumping or Haul stop time

WT(D):47.0 ton TOTAL R-Return

TRIPS: 32
WT(R): 0.0 ton * X-Error Condition (i.e.) Rear left Under
Range.
WT(X):RL-CH O/L TRIPS : 7
U.R* * Indicates communication alive with
MCU.
This shows load values when loading.
2. BEML-PAYLOAD SPEED:28.59 When display mode is selected for BEML
KMPH Payload Then during Hauling and return
time, BEML-Payload is displayed on Top
display instead of weight.

D62
4.7. Menu Flow chart:

MENU --------------->SETUP
-------->DIAGNOSTIC
-------->CLOCK SETTING
4.7.1.Setup:

The user can view the following parameters in setup menu such as

SL.
PARAMETER DESCRIPTION
No.
The maximum pressure bar value for each sensor
1 MAX PRESSURE BAR
0-150 bar
2 SERIAL NUMBER 8 digit serial number display in Alpha Numeric.
Max. 8 digit alpha numeric display for Truck Model
3 MODEL NUMBER
number.
4 CUSTOMER 20 character customer name display.
It is the weight where the system starts processing
5 MINIMUM WEIGHT
as loading and storing.
6 DECKLAMP ON TIME DECK lamp ON time value is displayed in second.
LOAD FACTOR<=20T
These two correction factors for LOAD and DUMP
LOAD FACTOR>20T
7 factor can be applied if required. Otherwise kept
DUMP FACTOR<=20T
as 1.00.
DUMP FACTOR>20T
FR/FL CORRFACTOR This is again correction factor value can be applied
8
RR/RL CORRFACTOR for front sensor outputs and rear sensor outputs.
Select the display mode as “Weight” or “BEML”
9 DUMPMODE DISPLAY
during vehicle movement.
10 LATCH DELAY Store the record after this delay.
GREEN RANGE
YELLOW RANGE To indicate the current weight range during normal
11
RED RANGE loading operation by lamp indications
OVER RANGE
NEUTL FLOAT PARK
12 To display input logic configuration status
ALTERNATOR
To display current software version for payload
13 P-L MCU VERSION
master controller unit

D63
4.7.2. Diagnostic:

Master control unit can be checked using this mode and using combination
of UP-key then ENTER key. The following parameter can be checked

SL.No. PARAMETER DESCRIPTION

1 RAW ADC COUNT
2 PRESSURE BAR
3 DISPLAY CHECK
4 DIGITAL OUTPUT
5 DIGITAL INPUT
SPEED-O-METER
6 Bottom display shows REVOLUTION (No. of pulse),
CHECK
7 CAN TEST
8 RTC CHECK
To display Raw AD counts value of all four channels
pressure sensor.
Display all individual channel pressure in BAR
2x16 Char LCD display check. All dots glow.
Use UP key to switch ON/OFF status of the digital
outputs Lamp like GREEN, AMBER, RED, BUZZER,
EMPTY, LOADED, OVERLOAD are ON/OFF one by
one.
The Bottom display shows status “HIGH” OR “LOW”
of Parking, Neutral, Float and alternator digital inputs.
To test the speed-o-meter is working or not. Top &
Distance in KM and speed in KMPH
CAN interface Test(OPTIONAL)
Check RTC date & time

4.7.3.CLOCK SETTING:

A) Set Date: User can set date in the following context (DD/MM/YYYY).
B) Set Time : User can set time in the following context (HH:MM:SS) [24-
hour Clock]
C) RTC-Initialize: Used for Initializing RTC.

4.8. Software Specification - Local Display Unit

Note: LDU will display the Operational status of Payload main control
Unit.

D64
1. Power On Operation
a. Display as “BEML PAYLOAD & Version”.
b. For Setup and Diagnostic mode in LDU, press Menu key when power
on and enter a valid password.
i. RTC – Setup
1. Set Date
2. Set Time
ii. Diagnostic
1. Display Check: All the character of LCD Display and All
LED will blink and ON the buzzer.
2. Port Check: Baud Rate is fixed at 9600 bps.
c. Display if any Error message send from LDU during self diagnosis.
d. Checks and shows all channel sensor status. If any one of the sensors
is not OK, then the system shows corresponding error message along
with other channel status until the defective sensor becomes OK
2. Normal Operation
a. During Loading Mode, system shows the load on top display and
various system readings like speed, Cumulative weight/Day, Trips/Day,
and Overload Trips/Day at bottom display.
b. Display information based on the function of MCU. Refer 4.6.
c. You can select Setup, Diagnostic and RTC as mentioned by “4.7.1,
4.7.2 and 4.7.3”.
d. If no communication between MCU and LDU checksum Error will be
displayed.

Note: 1. No edit operation can be done in Setup or diagnostics

D65
4.9. ERROR Messages - Local Display Unit

Password Error:
PASSWORD ERROR While entering into menu, if password entered is wrong,
the system shows this error message.
Value Error:
While storing the parameter values, if the value deviates
VALUE ERROR
from its minimum or maximum level, value error is
displayed.
This is shown when FRONT RIGHT pressure sensor
FR : UNDER
Defective or value low –Under range. If the output value is
RANGE/OVER RANGE
more than 22mA –Over range will be displayed.
This is shown when FRONT LEFT pressure sensor
FL : UNDER RANGE/
Defective or value low –Under range. If the output value is
OVER RANGE
more than 22mA –Over range will be displayed.
This is shown when REAR RIGHT pressure sensor
RR : UNDER RANGE/
Defective or value low –Under range. If the output value is
OVER RANGE
more than 22mA –Over range will be displayed.
This is shown when REAR LEFT pressure sensor
RR : UNDER RANGE/
Defective or value low –Under range. If the output value is
OVER RANGE
more than 22mA –Over range will be displayed.
REENTER THE While Operator ID is not received from the MCU. Once
OPERATOR ID again re enter the Operator ID.

D66
5. System Specification of PC Communication System (PCCS)

Fig-6
PC Communication System

The windows based PC Software to download, store and view payload and
Fault information. Configuration and diagnosis of PLMS can be done from PC.

5.1. Hardware Specification for PCCS

1. RS232 – Comm. Cable.

5.2. Software Specification for PCCS

1. Configuration of Payload Setting like Calibration, Setup, Set Date/Time.

2. Troubleshooting and diagnosis the system.
3. Download the record from the system for backup
4. View and Print the records in required format.
5. Enable / Disable the selected parameters through password protection.
6. Software will be compatible with Windows7.
D67
5.3. PC Software Configuration

Follow the steps given below for proper configuration and working of the
payload unit and also this software.

1. The serial port to which the payload control unit is connected is to be

configured first. Refer to the heading “Comport Configuration section 6.3.2”.
Once configured this monitoring application will start communicating with the
payload unit and the status of the communication can be seen on the left hand
side of the screen.
Note that if the payload has been configured already, the details entered
earlier will be displayed.
2. Proceed with calibration of the pay load unit. Do the Current calibration first,
and then proceed with load calibration. Refer to heading “Calibration”.
3. Set the pay load unit’s serial number and other essential parameters. Refer to
“Setup” under the heading “Settings”.
4. Once the entire above are completed, the payload unit is ready to perform its
duty. The data that will be required from the payload unit is its loading details.
Refer to “Reports” on how to collected information from the pay load unit and
print reports.

Double click the payload application. A screen as shown in Fig-8 below will
be displayed. Enter Username & password.

Fig-7, D68
If valid username and password is entered, the main page of payload (Refer Fig-
9) will be displayed. Five options are available namely a) Calibration b) Setting
c) Report d) Diagnostic and e) Initialization.

Logoff and Exit options are available in right side bottom of the home page.
As the name itself suggests, logoff option terminates the application and displays
the login screen again whereas the exit option terminates the application.

Fig.8
5.3.1. Calibration:
When calibration icon in the main menu is clicked, the calibration menu will
appear on the screen. In this page four calibration icons are present a. Load, b.
Speed, c. Current, and d. Angle calibration as shown in Fig-10

Fig-9
D69
a) Current calibration:

1. In calibration side first we have to select the current calibration option

2. Open this page present Raw ADC values and cumulative counts displays.
3. In reference 1 column default value 8.0mA is present. If it is individual
channel set 2ma in source and click ok button and corresponding ADC
counts shown on right side of column in orange color.
4. Then edit 40mA reference-2 dialog box, if it is individual channel set 10ma
in source and click ok button and corresponding ADC counts shown on
right side of column in orange color.
5. Click ‘save’ button, Wait updating massage is showing and After calibration
completed display each channel current values 10mA are shown in the Fig-
11

Fig-10

b) Load Calibration:

Click load button open the load calibration window as shown in the Fig-12
1. There are two enter parameter as Max. Capacity and Cal capacity.
2. In Zero calibration column set 27.6ma in source (if each channel set 6.9mA)
click ok button. The corresponding ad count is shown in column
3. In span calibration column set 51.6ma in source (if each channel set 12.9mA)
click ok button. The corresponding ad count is shown in column.
D70
4. Then click save button. Wait till update information is completed.
5. Last calibration time and date displayed on right side.

Fig-11

C) Speed Calibration:
Click speed button open the window as shown in the Fig-13.Three parameters
namely Axle Ratio, Radius of Tyre and No. of teeth are required to be entered.
These are very essential parameters. Without this the speed of the vehicle and
the distance traveled cannot be calculated.

Fig-12

D71
5.3.2. Setup:
Click setting option open the window, there are four settings such as comport,
password, setup and operator as shown Fig-14.

Fig-13
1. Comport Configuration:
1. Select SettingsÆCommport. Click and edit your PC comport number
with click save option.
2. After select the commport properly the communication is enabled
between PC and PAYLOAD MCU. Check main page Comm. status
indicate on Green communication OK. But RED on indicate comm. not
OK. Please check your PC comports.
3. Baud rate is 9600 fixed as shown as Fig-15.

Fig-14
D72
2. Password:
Enter new username and password and after change password click save
button.

3. Setup:

9 In general setup we have to select max pressure, serial. no, model no,
customer, deck lamp on time, deck lamp output, type of mode,& latch
delay as per the document
9 In correction factor the values are selected as per the document
9 In bar graph setup the Minimum weight level, Green range level, amber
range level, Red range level, Over range level are selected as per the
document
9 In input logic section selected also as per the document
9 Current payload version & SCADA version is present top of the page.
9 Then select save option for values which are type in the column
9 Refer Fig-16

Fig-15
D73
4. Operator:

Click “Operators” button open the list of operator’s window and here enter 99
operators ID’s and Name’s, after completion click “Download” button to be
stored in MCU unit. We need to wait few minute till all operator names & ID’s
are dumped on Payload main unit (MCU).Refer Fig-17

Fig-16

D74
5.3.3. Report:

• Click report option on the main page

• Report page window is opened and then click “Upload from Payload” button.
• “Uploading message” shown bottom of the page till records upload from main
unit to through PC as shown in Fig-18.
• After uploading completed and select current Truck serial no. &
• After upload the report we have to select serial no, it shows from which date to
which date records are found and then click “Print preview” button, its shows
the report in A4 format as shown in Fig-19.
• It also provide to Export option.

Fig-17

Fig-18, D75
5.3.4. Diagnostics:

• Click “Diagnostics” option open the window its display show on current Raw
ADC values, Pressure Bar, Digital input signal check and digital output Check.
• Digital input signal is used to see the input is change when we can apply
Neutral, Dump, and Floating & Alternator Signal to indicate working or not.
• In Digital output section we check Deck lamp is working or not
• For example right click on the green deck lamp, Force option will come click it,
The green light is ON; again right click on the green deck lamp Reset option
will come click it the green light is OFF. Check other light in similar manner
• Refer Fig-20

Fig-19

D76
5.3.5. Initialize:

• Click “Initialize” option open the dialog box and enter the user Name &
password correctly, the massage show “Erase Local Database” & “Erase
Payload main unit” Yes or No option
• Erase Local data base means the data stored in PC local data is erased but it
doesn’t affect main unit. retrieve of data can be possible
• Erase payload main unit data stored in PC as well main unit are erased.
Retrieve of data cannot be possible. Refer Fig-21.

Fig-20

D77
 Engine and Power train Integration

Combining the electronic Engine Control Module (ECM) with the Allison
Transmission Controller (CEC2 controls) allows critical power train components to
work more intelligently.

Integration. The electronic integration system designed by Beml optimizes overall

power train performance, reliability and component life for reduced power train
operating cost.

1) Data link system

2) Engine Control Module
3) Engine
4) Transmission Controller
5) Automatic Retarder Control,
6) Electronic Monitoring System
7) Transmission
8) Oil-Cooled Brakes
9) Diagnostic and calibration software’s.

Data Link system . The Data Link (J1939 CAN Bus system) electronically
integrates the Engine ECU and Transmission ECU, which allows communications
and provides the following benefits:

Controlled Throttle Shifting(Electronic throttle pedal ) : Engine

rpm is regulated during a shift to reduce driveline stress for smoother shifts and
extended component life. The transmission ECU is monitoring throttle position
through J1939 CAN BUS system.

Body Up-Shift Inhibitor. Helps prevent the transmission from shifting reverse
gear without the body fully lowered.

Auto Retarder : The transmission controller continuously monitor engine speed

and whenever engine speed is more than the specified limit, automatically it
activates(Gradually) rear oil cooled disc brakes.

D78
 Engine and Power train Integration

Downshift and direction change inhibitor : There is no speed limitation on up

shifting, there is no downshifting and for shifts which cause a direction change
such as D(drive) to R(Reverse) or R(reverse) to D(Drive).
Directional shifts, D(drive) to R(Reverse) or R(reverse) to D(Drive), will not occur if
selected when throttle position, engine speed, or transmission output sped is
above the calibration limit for a calibration time period.
When a direction change shift is requested and the engine throttle, engine speed,
and transmission output speed drop below the calibration value during the
calibration time interval, the shift to D(Drive) or R(reverse) will occur.

Event Memory. Records machine diagnostic data that can be accessed using
the window based software’s
Recorded information includes:

• Monitors CEC2 Electronic Control Unit data

• Displays multiple transmission parameters
• Displays a graphical instrument panel with analog and digital gauges
• Displays a graphical strip chart
• Records and plays back diagnostic sessions
• Prints diagnostic reports
• Reprograms selected TCM parameters

D79
 Engine and power train integration block diagram

SHIFT Turbine Auto retarder Rear

TOWER Speed
Controller Brakes

SUMP Over speed signal

OEM Engine Output
TEMP
Interfacing Speed Speed

For Engine data download

in driver’s cabin
Engine ECM Trans.
+24 V +24 V CEC2
9 Pin
Cont connector
CEC2
J1939 data-link
interfacing ON DASH BOARD
Engine
Sensor Engine. Para
Interfacing
Disp. Panel

D80
 Power window for cabin(optional fitment)

Power windows or electric windows as well as electric or power window lifts automobile windows
which can be raised and lowered by depressing a button or switch, as opposed to using a hand-turned
crank handle /sliding mechanism.

Power window is provided for operator LH side window. The Motor is provided is with heavy duty
with 24V DC operated. The motor is having over heat/temperature protection system. Whenever the
temperature is more than the specified limit, automatically power will be cut-off to Motor.

D81
 BATTERIES AND CHARGING SYSTEM

Located on the battery box, this warning decal

(WA 3101) stresses the need to keep all spark
producing materials away from the battery.When
another battery or 24V DC power source is used
for a jump start, all switches must be off prior to
making any connections. When connecting jumper
cables, maintain correct polarity, connect positive
posts together and then connect the negative lead
of the jumper cable to a good frame ground.

Do not connect the negative posts of the vehicle batteries. This hook up completes the circuit
but minimizes the danger of sparks near the batteries.

Sulphuric acid is toxic and corrosive, use proper safety gear - goggles, rubber glove and rubber
gloves when handling and servicing batteries.

If sulphuric acid is spilled on the skin, immediately flush the area with large amount of running
water for at least 15 minutes, and get medical attention at once.

Counteract swallowing of acid by drinking large amount of water or milk, followed with mild of
magnesia, beaten eggs or vegetable oil. Get medical care promptly.

BATTERY

Proper servicing will increase the life of the batteries. Checking electrolyte level and cleaning are
the two most important items in servicing.

Service the electrolyte level with distilled water or water approved by the manufacturer. Hard water
will cause mineral deposits on the cell plates and decrease battery life. Add water until the top
of the plates are covered. Over filling will weaken the battery electrolyte and cause corrosion
of battery connections. Batteries can be cleaned by using soda solution or ammonia, and rinsing
with clear water.

NOTE : When washing batteries, make sure that cell caps are tight to prevent cleaning
solution from entering the cells.

When installing the batteries, check all the connections for corrosion. If corrosion is present, clean
the terminal or clamp and apply coating of petroleum jelly to prevent further corrosion.

D82
 RECHARGING BATTERIES

! Warning : DO NOT SMOKE or allow open flame around a battery or

during re-charging
Prior to operating battery charger, make sure that leads are
connected to the corresponding terminals, and remove cell
caps to dissipate any gas accumulation.

The battery charging system process can be monitored by

checking specific gravity. To check specific gravity level
of a cell, use Hydrometer.

Specific garvity reading of 1.270 to 1.215 @ 27 degree

centigarde indicates that battery is fully charged. A read-
ing below 1.215 @ 27 degree centigarde is considered as
uncharged and is unsatisfactory for use.

Note: The specific garvity reading will vary with ambient

temperature, and may need correction.

correction can be made by adding 4 gravity points for

every 3.4 degree centigrade or by subtracting 4 gravity for
every 3.4 degree centigrade below 27 degree centigarde.

A voltage reading may also be taken across each of the indiviual cells. The voltage reading across each
individual cell should be approximately 24 VDC.

SEALED MAINTENANCE FREE BATTERIES

If equipments are fitted with sealed maintenance free Batteries. Filling and maintenance of electrolyte is not
required. If the open circuit voltage is falls below 12.5V battery requires freshning charge at 14.4V for 12V
battery with acurrent limit of 0.2C20 for 14 hours.

During Installation.
- Ensure battery is properly secured in cradle.
- Tighten electrical connections properly to avoid loose contacts.
- Check fan belt and electrical wiring.
- Dynamo / alternator setting should be 27.6 to 28.4V.
During Use:
Check regularly to ensure:
- Battery is not loose in cradle.
- Condition of fan belt & wiring.
- Proper alternator setting.
- Have battery checked at least once in 6-months by authorized representative

D83
D84
 DT CONNECTOR DETAILS

D85
 J
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C A V
P K F
B
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W C
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B T M I

A B C D E
F A F J M
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E B N P R S T U V
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AB AC AD AE AF AG

A
A D
B
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D86
PROPULSION/TRANSMISSION

ATEG D4-15
 SECTION F

TRANSMISSION

INDEX

TRANSMISSION................................................................................................................................. F2-1
Transmission Removal........................................................................................................... F2-1
Transmission Installation........................................................................................................F2-2
Transmission Fill Instructions................................................................................................. F2-3
TRANSMISSION FILTER............................................................................................................. F2-4
Service................................................................................................................................. F2-4

TRANSMISSION OIL COOLER............................................................................................................. F3-1

Removal and Installation.........................................................................................................F3-1
Repair...................................................................................................................................F3-1

POWER TAKE OFF (PTO).................................................................................................................. F4-1

PTO gearbox.............................................................................................................................. F4-1
Removal.................................................................................................................................F4-1
Installation............................................................................................................................ F4-1
Disassembly......................................................................................................................... F4-2
Assembly..............................................................................................................................F4-3

DRIVELINES & U-JOINTS.................................................................................................................. F5-1

Removal................................................................................................................................F5-1
Installation............................................................................................................................ F5-1
Disassembly......................................................................................................................... F5-1
Assembly..............................................................................................................................F5-2

Index F1-1
 NOTES

F1-2 Index
 TRANSMISSION

The DUMP TRUCK utilizes a remote mounted Allison

M6610-A CEC-II transmission equipped with a TC683
Torque Converter. It is a fully automatic shift transmission
equipped with AVTEC Transmission Electronic Control
CEC-II The transmission has six speeds "Forward" and
one "Reverse".
The transmission has a gear driven, side-mounted Power
Take-Off assembly that drives both the steering and hoist
pumps. When removing the transmission it is advised
that unless the Power Take-Off needs repair, it be
disconnected from the transmission with the pumps in
place.

Transmission Removal
1. Park truck on a level surface, block wheels and
apply park brake. Raise dump body and install
body holding pins. Move hoist valve to "Float"
position to put weight of dump body on pins.

NOTE : If hydraulic pump or engine is inoperative, dump

body should be raised with a crane so body
holding pins can be installed.

2. Turn key switch "Off" and shut down engine. Wait

90 seconds for steering accumulator to bleed
down. Rotate steering wheel back and forth; no
movement should occur.

3. Remove transmission guard, if equipped. Place

clean container [transmission holds
approximately 20 gal. (761)] under transmission.
Remove drain plug on bottom of transmission and
drain oil before transmission removal.

FIGURE 2-2. ELECTRICAL CONNECTIONS

The Power Take-Off and hydraulic pump assembly must
be supported by a sling or bracket from the right frame
rail when disconnected from the transmission.
4. Remove and cap lubrication line from PTO.
Remove the four cap screws (1, Figure 2-1) and
four hex nuts (3) securing the Power Take-Off to
the transmission. While supporting the weight of
the Power Take-Off and hydraulic pumps, slide
the assembly away from the transmission until
the PTO gear is disengaged from the
transmission.
NOTE : If the PTO needs repair, refer to the Power Take-
Off disassembly procedure later in this Section.
1. Transmission Electrical Harness
5. Remove three electrical cable connections (1, Figure
2-2) from right side of transmission.
6. Tag and disconnect wires from two filter indicator
switches, pressure sender (right front), temperature
sender (left front).
7. Remove front and rear drive shaft protectors to
facilitate transmission removal.
8. Disconnect drive shafts from front and rear of
transmission. Tie drive shafts out of the way to
prevent interference during transmission removal.

Transmission F2-1
9. Tag, disconnect and cap return oil line (1, Figure 2-
3) from left front side of transmission. Disconnect
and cap outlet line (3) from left side oil filter assembly.
NOTE : Filter assembly (2) and lines will contain oil. Have
a suitable container available to catch oil in lines. Before
transmission removal, remove left side oil filter housing
(3) and drain oil from container.
12. Attach and appropriate lifting device to top of
transmission and take up slack. Transmission
weighs approximately 2,500 lbs. (1135 kg).
13. Remove six capscrews, locknuts, and washers
(5, Figure 2-4) securing transmission trunnions
to frame rails.
14. Lift transmission assembly slowly. During
transmission removal, the transmission will have
to be moved around exhaust pipes carefully to
prevent damage.
15. Move transmission to a clean work area for further
disassembly or repair. Refer to the Allison
Transmission Service Manual for "Repair and
Service" information.

NOTE : If internal malfunctions have occurred in the

transmission, the heat exchanger, both filter assemblies
and cooler lines should be thoroughly flushed and cleaned
FIGURE 2-3. TRANSMISSION COOLANT LINES AND to prevent any possibility of contamination when
FILTER ASSEMBLY transmission is reinstalled.

1. Oil Return 3. Outlet (to Cooler)

(from cooler)
2. Filter Assembly

Transmission Installation
10. Remove and cap hydraulic line from parking brake
actuator.
11. Remove and cap transmission oil fill hose at rear of
transmission. Insure all hydraulic lines are secured
out of the way to prevent interference during
transmission removal.
1. Check all rubber vibration dampeners (1, Figure
2-4) for wear, damage or deterioration. Replace
any dampeners in doubtful condition.
2. Dump body must be up and safety pins in place.
DO NOT work under raised dump body unless
the body pins are installed.

3. Install rear mounting brackets (2, Figure 2-4) on

transmission and secure each with four
capscrews and lockwashers (3). Tighten to 125
ft.lbs. (170 N.m) torque.

4. If transmission front trunnion (4) was removed,

thoroughly inspect bushing for wear or damage.
If the trunnion bushing was removed, clean
bushing mounting surface of trunnion thoroughly.

5. Press a new bushing into trunnion bore carefully.

Bushing flange must be facing transmission
when installed.
FIGURE 2-4. TRANSMISSION MOUNTING 6. Attach spreader bar or lifting device to
transmission so it will balance evenly when lifted
1. Vibration Dampeners 4. Front Trunnion into the truck. Transmission weighs
2. Rear Mounting Bracket 5.Capscrews, Locknuts approximately 2,500 lbs. (1135 kg).
3. Capscrews and and Washers
Lockwashers

F2-2 Transmission
 7. Lift transmission into position between the truck
frame rails. Use caution when positioning
transmission around exhaust pipes.
8. Align mounting brackets with vibration
dampeners (both front and rear). Insert six
capscrews (5, Figure 2-4) through the mounting
brackets and vibration dampeners. Carefully lower
transmission into vibration dampeners.
9. Install lower vibration dampeners.
10. Install one large flat washer (1, Figure 2-5) and self
locking nut (2) on each mounting capscrew (3).
Evenly tighten capscrews and locking nuts until
vibration dampeners have been compressed to a
height of 1.31 in. (33.3 mm). Refer to Figure 2-5.
FIGURE 2-5. TRANSMISSION
VIBRATION DAMPENERS
1. Flat Washer 3. Capscrew
2. Self-locking Nut
11. Refer to the PTO Installation procedure and install
the PTO and hydraulic pump assembly.
12. Position drive shafts and connect to transmission.
Tighten front capscrews with locknuts to 100 ± 5
ft. lbs. (136 ±1 7 N.m) torque. Tighten rear drive
shaft capscrews to 100 5 ft. lbs. (136 ± 7 N.m)
torque.
Transmission
13. Connect oil return line (1, Figure 2-3) and oil outlet
line (3) to transmission filter assembly (2). Use
new O-rings in these connections where
applicable.
14. Thoroughly clean filter canisters and install new
filter elements in both filter assemblies.
15. Connect transmission oil fill hose at rear of
transmission. Tighten fitting securely.
16. Install electrical control cables (1, Figure 2-2) on
right side of transmission.
17. Install electrical wires to filter indicator switches,
pressure sender, and temperature sender.
18. Install drive shaft protectors around input and
output shafts. Tighten capscrews to standard
torque.
19. Insure all connections have been properly made
before servicing transmission.
TRANSMISSION FILL INSTRUCTIONS
NOTE : If filling is required, use clean Type C-4 oil only.
1. Check transmission oil level with truck parked
on level surface, block wheels and apply parking
brake. Refer to Section "P", Lubrication and
Service, for oil specifications. Transmission holds
approximately 20 gal. (76 l).
2. Start the engine and allow transmission oil to fill
filters, lines and oil cooler. Allow engine to run at
approximately 1000 RPM until transmission oil
reaches operating temperature, and transmission
in neutral.
3. With engine running at "Low Idle", remove oil
"Full" plug on back of transmission or view sight
glass on left side of transmission to determine
proper oil level. Oil level should be not more than
half full in sight glass or just trickle from top
("Full") petcock (or should be just below the FULL
mark. If additional oil is needed. Remove
transmission fill cap located on the left side of
the hydraulic tank, fill with Type C-4 to proper
level. DO NOT OVERFILL.
4. Remove blocks from wheels if truck is to be
operated.
F2-3
TRANSMISSION FILTER
The transmission filter element (6 micron) should initially
be replaced every 1000 hours of operation or sooner if
the warning light indicates high restriction. This
maintenance interval may be increased or reduced,
depending on operating conditions, by observing the
warning light indicator.

Service
1. Remove the filter bowl and discard the element
and O-ring seal. Refer to Figure 2-6.
2. Remove the differential pressure switch and test
for proper operation using a tester as shown in
Figure 2-7. (Kent-Moore Part Number J-33884-4
or similar). Refer to Section "M", Special Tools,
for adapter to be used with this tester.
a. Insert switch in tester adapter.
b. Attach an ohmmeter to pins "C" and "B"
c. Apply pressure to the switch while observing
the ohmmeter:
1) With NO pressure applied, the ohmmeter
should indicate infinite resistance (open FIGURE 2-6. TRANSMISSION FILTER ASSEMBLY
circuit).
1. Filter Assembly 4. O-Ring Seal
2) As pressure is increased to 16 3 PSI (110 2. Filter Bowl 5. Pressure Switch
21 kPa) the contacts should close and 3. Filter Element
indicate 0 ohms.
3. If switch does not operate within the specified
tolerance range, install a new switch.
4. Thoroughly clean and dry all component parts.
5. Install a new filter element and O-ring and
assemble bowl onto filter head.

FIGURE 2-7. DIFFERENTIAL PRESSURE SWITCH

TESTER

F2-4 Transmission
 TRANSMISSION OIL COOLER

Transmission oil cooler repairs should be performed by Removal And Installation

a qualified repair facility. The bottom tank and gaskets
are available as replacement components. Contact your
DUMP TRUCK distributor. Refer to Section "C", Engine, Fuel, Cooling And Air
Cleaner, for the removal and installation of the radiator.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in the
heat exchanger, antifreeze/coolant may contaminate the Repair
transmission oil and/or transmission oil may contaminate
the engine cooling system.
If the engine coolant is found to be contaminated with Repairs to transmission cooler and wet disc brake heat
oil, the system must be examined for leaks and corrected. exchanger should be done by a qualified repair facility.
Then the system must be flushed to remove oil The Wet Disc Brake heat exchanger is also mounted to
contamination and refilled with a clean coolant solution. the lower radiator tank. Refer to Section C. "Engine, Fuel,
If a leak has been found or suspected in the heat Cooling And Air Cleaner" for removal and repair.
exchanger, the transmission oil must be examined
IMMEDIATELY. Ethylene glycol (even in small amounts)
will damage friction-faced clutch plates. Contact your
DUMP TRUCK distributor ethylene glycol detection test
kits.
If ethylene glycol is found in the transmission oil, the
transmission should be removed, completely
disassembled, cleaned and examined, and ALL friction-
faced clutch plates replaced.

Transmission Oil Cooler F3-1

 NOTES

F3-2 Transmission Oil Cooler

 POWER TAKE OFF (PTO)
PTO GEARBOX
The power take-off (PTO), which drives the hydraulic
pump, is mounted on and driven by the transmission
converter section.
The gears and bearings in the PTO are lubricated by an
external line from the transmission through drilled
passages to the bearings.
Power Take-Off Removal
Tag or mark all lines prior to disconnection or removal.
Tagging lines will aid in proper hookup of lines will reduce
possible contamination.
NOTE : If hydraulic pump does not need servicing, the
hydraulic system does not need to be opened to remove
the PTO.
1. Park truck on a level surface, block wheels and
apply park brake.
2. Turn key switch "Off" and shut down engine. Wait
90 seconds for steering accumulator to bleed
down. Rotate steering wheel back and forth; no
movement should occur.
3. Place clean container [transmission holds
approximately 20 gal. (76 I)] under transmission.
Remove drain plug on bottom of transmission and
drain oil. Replace drain plug and tighten securely
after oil has drained.
4. Remove and cap lubrication line (2, Figure 4-1)
from PTO.
5. Support PTO. Remove the four capscrews (5)
and four nuts (4) securing the Power Take-Off to
the transmission. While supporting the weight of
the Power Take-Off and hydraulic pumps, slide
the assembly away from the transmission until
the PTO gear is disengaged from the
transmission. As PTO is moved from
transmission, observe and retain shims between
PTO mounting flange (3) and converter housing
(1).
6. Remove hoist and steering pumps only if the PTO
requires disassembly. Refer to "Hoist Pump
Removal and Steering Pump Removal" in Section
"L", Hydraulic System, if necessary.
Power Take off (PTO)
FIGURE 4-1. P.T.O. INSTALLATION
(Shown Without Hydraulic Pump)
1.Converter Housing 5. Capscrewsand
2. PTO Lubrication Line Lockwashers
3. PTO Mounting Flange 6. Plug
4. Nuts and Lockwashers 7. Converter Cover
Power Take-Off Installation
1. Install new shims equal to what was removed.
Shims are 0.010 in. (0.25 mm) and 0.020 in. (0.51
mm) thick.
2. Install PTO to converter housing. Tighten nuts
(4) and capscrews (5) to standard torque.
3. Remove conver (7) from converter housing so
gear can be held when checking PTO backlash.
4. Remove plug (6, Figure 4-1) from PTO housing
for access to PTO driven gear.
5. Backlash between transmission gear and driven
gear of PTO should be 0.005 to 0.025 in. (0.12 to
0.63 mm).
a. If backlash is less than 0.005 in. (0.12 mm),
add one 0.010 in. (0.25 mm) shim. Add shims
as necessary to establish required backlash.
b. If backlash is greater than 0.025 in. (0.63
mm), remove one 0.020 in. (0.51 mm) shim
and replace with one 0.010 in. (0.25 mm)
shim.
6. After establishing backlash, Install cover (7) on
converter housing.
7. Install plug (6) in PTO housing.
8. Connect lube line (2) to PTO.
F4-1
 9. Install pumps to PTO, if removed. Refer to "Hoist
Pump and Steering Pump Installation" in Section
"L", Hydraulic System, if necessary.
10. Install transmission guard, if removed. Tighten
capscrews to standard torque.
11. Refer to "Transmission Installation", this section,
for transmission filling instructions.
12. Remove blocks from wheels if truck is to be
operated.

PTO Disassembly
1. Remove hoist and steering pumps if they are still
installed. Refer to "Hoist Pump Removal and
Steering Pump Removal" in Section "L", Hydraulic
System, if necessary. Observe splines of PTO
output shaft and both pump shafts for spline wear.
Match mark pump adapters (11, 27, Figure 4-2)
to housing (4).
2. Remove capscrew and retainer (15, 16) from drive
gear shaft (14).
3. Remove drive gear shaft (14). As shaft is
removed, needle bearings (20) can fall out of gear
bore. There should be a total of 42 needles.
4. Remove drive gear (21) and thrust bearings (22)
from housing. FIGURE 4-2. P.T.O. ASSEMBLY

5. Remove capscrews (12) attaching pump adapter 13. O-Ring

1. Pump Drive Shaft
(11) to housing. Remove adapter, observe number 14. Drive Gear Shaft
2. Spacers
and location of plastic shims (7, 8, 9). 15. Capscrew
3. Driven Gear
6. Push pump drive shaft (1) to remove bearing cups 4. Housing 16. Retainer
(6) from housing. 5. Bearing Cones 17. O-Ring
6. Bearing Cups 18. Thrust Washer
7. Pull bearing cones (5) from pump drive shaft (1). 19. Spacer
7. Shims
8. Remove capscrews attaching pump adapter (27) 0.003 in. (0.076 mm) 20. Needle Bearing
to housing. Remove adapter, observe number and 8. Shims 21. Drive Gear
location of plastic shims. 0.010 in. (0.254 mm) 22. Thrust Bearing
9. Shim Gasket 23. Thrust Bearing Spacer
9. Slide pump drive shaft from driven gear (3) and
10. Seal 24. O-Ring
spacers (2).
11. Pump Adapter 25. Pipe Plug
10. Remove remaining bearing cone from shaft. 12. Capscrew 26. O-Ring
27. Pump Adapter
11. Remove seals (10) from pump adapters (11, 27).
12. Inspect all parts and replace as necessary.

F4-2 Power Take off (PTO)

PTO Assembly
1. Clean all parts thoroughly
13. Install one new shim gasket (9) and shims equal
2. Install new seals (10, Figure 4-2) in pump to what was removed (7, 8).
adapters (11, 27) with lip toward PTO housing.
14. Align match marks, install pump adapter (27).
3. Install one bearing cone on pump drive shaft. Be
sure cone is tight against shaft shoulder. 15. Install mount capscrews. Tighten to 90 ft. lbs.
(122 N.m) torque.
4. Position spacers (2) and driven gear (3) in
housing, recessed side of gear toward inspection 16. Bearing end clearance should be from 0.005 in.
plug side of housing. (0.127 mm) loose to 5-12 in. lbs. (0.56-1.37 mm)
rolling torque, tight.
5. Slide shaft (1) through two spacers (2) and gear
(3). 17. If bearing adjustment is not in this range, adjust
plastic shims of pump adapter.
6. Install bearing cup (6) into housing.
18. Install new O-ring (24) in drive gear shaft bore.
7. Install new shim gasket (9) and new shims (7, 8) Lubricate with clean C-4 oil.
equal to what was removed.
19. Install O-ring (17) to pump drive shaft (14).
8. Align match marks. Install pump adapter (11). Lubricate with clean C-4 oil.
9. Install mounting capscrews. Tighten to 90 ft. lbs. 20. Position spacer (19) in center of drive gear.
(122 N.m) torque.
21. Place 21 needles (20) on either side of spacer.
10. Support end of pump drive shaft. Use petroleum jelly to hold needles in place.
11. Install other bearing cone. Be sure inner race is 22. Position thrust bearing spacers (23), thrust
tight against shaft shoulder. bearing (22) and drive gear in housing.
12. Install bearing cup. 23. Install shaft (14) and shaft retainer (16) and
capscrews (15). Tighten retainer capscrew to 16-
18 ft. lbs. (22-27 N.m) torque.
24. Install any plugs removed from shaft or housing.

Power Take Off (PTO) F4-3

 NOTES

F4-4 Power Take off (PTO)

 DRIVELINES

The engine/transmission and transmission/final drive

drivelines are similar except in length. The front driveline
is approximately 22 in. (56 cm) and the rear is
approximately 51.5 in. (131 cm) in length.

Removal
Removal and installation procedures for each driveline
are identical.

Block wheels securely before removing the

drivelines. The parking brake will not be effective
when the rear driveline is removed.
1. Remove driveline protector if equipped.
FIGURE 5-1. TYPICAL FRONT DRIVELINE
2. Remove and tag any wiring or hoses which may INSTALLATION
interfere with removal.
3. Attach a sling hoist to the driveline. 1. Flywheel Adapter Cover 3. 12 Pt. Capscrews
2. Front Driveline 4. Transmission
4. Remove the four 12-point capscrews at each
cross and bearing and remove the driveline.
Installation
Disassembly
1. Position driveline between transmission (or final
drive) and align the cross and bearings with the 1. Remove the 12 Pt. Capscrews and cross and
drive flanges. bearing from each end of driveline and inspect
for rough or frozen bearings.
2. Install the 12-pint capscrews and tighten to the
following torque: Note : Do not disassemble the cross and bearings, If
bearings are unserviceable, replace the entire
Front Driveline:
part as a unit.
100 ± 5 ft. lbs. (136 7 N.m)
2. Loosen and remove felt retainer (4, Figure 5-2).
Real Driveline:
3. Match mark the two sections for realignment
100 ± 5 ft. lbs. (136 7 N.m) during reassembly. Carefully slide the sections
3. Install driveline protector if equipped. Tighten (5 & 6) apart.
capscrews to standard torque. 4. Remove the felt retainer (4) and felt washer.
4. Install wiring or hoses removed to gain access to
driveline. 5. Clean all parts except the cross and bearing in
fresh solvent and blow dry with compressed air.

Drivelines F5-1
 6. Inspect all parts for wear and damage. If either
the stub and yoke or the tube and yoke is
unserviceable, both parts must be replaced with
a new, balanced and matched set.
7. Insure all grease passages are clear.

Assembly
1. Install a new felt washer. Lubricate washer with
fresh engine oil prior to installation. Felt must be
carefully inserted into the short section without
twisting.
2. Slide felt retainer over the long, tube section. FIGURE 5-2. TYPICAL DRIVELINE
3. Lubricate the splines with multi-purpose grease, 1. 12-Point Capscrew 4.Felt Retainer
align halves with the match marks made during 2. Cross & Bearing Assy. 5.Stub & Yoke
disassembly and carefully slide together. 3. Grease Fitting 6.Tube & Yoke
4. Slide the felt retainer into place and tighten
securely. (Do not overtighten).
5. Insert the 12-point capscrews and attach the
cross and bearings at each end. Tighten the
capscrews to 100 5 ft. lbs. (136 7 N.m) torque.
6. Install grease fittings if removed, and lubricate
with multi-purpose grease. (Refer to Section "P"
for complete grease specification).

NOTE : Do not overgrease. Excessive amounts of grease

will prevent driveline from collapsing properly for
installation.

F5-2 Drivelines
DRIVE AXLE, SPINDLES
& WHEELS
 SECTION G
WHEELS, SPINDLES AND FINAL DRIVE

INDEX

TIRES AND RIMS................................................................................................................................. G2-1

TIRES AND RIMS............................................................................................................................G2-1
General Information.....................................................................................................................G2-1
Tire Removal From Rim...............................................................................................................G2-2
Tire Installation on Rim................................................................................................................G2-2

FRONT TIRE AND RIM.....................................................................................................................G2-3

Removal.................................................................................................................................... G2-3
Installation.................................................................................................................................G2-3
REAR TIRE AND RIM...................................................................................................................... G2-4
Removal.................................................................................................................................... G2-4
Installation.................................................................................................................................G2-4

TIRE MATCHING............................................................................................................................. G2-5

FRONT WHEEL HUB AND SPINDLES..............................................................................................G3-1

FRONT WHEEL HUB.................................................................................................................G3-1
Removal...............................................................................................................................G3-1
Front Wheel Bearing and Brake Disc Replacement..................................................................G3-2
Front Wheel Hub Installation and Bearing Adjustment..............................................................G3-2
Front Wheel Spindle Removal................................................................................................G3-3
Front Wheel Spindle Installation.............................................................................................G3-4
Steering Linkage Removal.....................................................................................................G3-5
Steering Linkage Ball Stud and Bearing Removal.................................................................... G3-5
Front Wheel Toe-In Adjustment..............................................................................................G3-6
Bias Ply Tires................................................................................................................G3-6
Radial Tires....................................................................................................................G3-6

FINAL DRIVE ATTACHMENTS......................................................................................................... G4-1

FINAL DRIVE ANCHOR............................................................................................................G4-1
Pin Removal.........................................................................................................................G4-1
Pin Installation..................................................................................................................... G4-2
Bearing Removal and Inspection.............................................................................................G4-2
Bearing Installation............................................................................................................... G4-2
PANHARD ROD........................................................................................................................ G4-2
Removal.............................................................................................................................. G4-2
Installation........................................................................................................................... G4-2
Bearing Replacement........................................................................................................... G4-3

Index G1-1
FINAL DRIVE ASSEMBLY............................................................................................................................G5-1
COMPLETE FINAL DRIVE ASSEMBLY.................................................................................................... G5-1
Removal........................................................................................................................................... G5-1
Installation.........................................................................................................................................G5-2
DIFFERENTIAL CARRIER ASSEMBLY-
SERVICE WITH COMPLETE FINAL DRIVE REMOVED FROM TRUCK................................................. G5-3
Removal...................................................................................................................................... G5-3
Installation................................................................................................................................... G5-4
Differential Carrier Assembly-.........................................................................................................G5-4
Service with Final Drive in Place Under Truck................................................................................. G5-5
Removal.......................................................................................................................................G5-5
Installation....................................................................................................................................G5-6
Differential Cage Removal..............................................................................................................G5-7
Pinion Removal............................................................................................................................ G5-7
Differential Cage Disassembly........................................................................................................G5-7
Spider Gear Bearing Removal.........................................................................................................G5-8
Cleaning and Inspection.................................................................................................................G5-9
Spider Gear Bearing Installation.....................................................................................................G5-9
Differential Cage Assembly............................................................................................................G5-9
Pinion Installation And Bearing Adjustment....................................................................................G5-10
Differential Cage Installation..........................................................................................................G5-11
Carrier Bearing And Backlash Adjustment.....................................................................................G5-12

FINAL DRIVE PLANETARIES AND WHEEL HUBS........................................................................................ G6-1

PLANETARY DRIVE................................................................................................................................G6-1
Planetary Drive Removal.................................................................................................................... G6-1
Planetary Reactor And Ring Gear Removal.......................................................................................... G6-2
Planetary Reactor And Ring Gear Installation....................................................................................... G6-2
Cleaning and Inspection......................................................................................................................G6-3
Planetary Drive Installation..................................................................................................................G6-3
Planetary Carrier Disassembly.............................................................................................................G6-3
Planetary Carrier Assembly.................................................................................................................G6-4
WHEEL HUB AND BEARINGS............................................................................................................... G6-4
Removal........................................................................................................................................... G6-4
Bearing Replacement.........................................................................................................................G6-5
Installation.........................................................................................................................................G6-5

G1-2 Index
 TIRES AND RIMS
General Information and Recommendations

The truck tires should be inspected and tire pressure

checked with an accurate pressure gauge before each
working shift. Tire pressure will very according to “ NEVER over inflate a tire. Refer to tire
manufacturer and local working conditions. Consult the manufacturers recommendations.
tire manufacturer for recommended tire pressure.
“ ALWAYS keep personnel away from a wheel
Insure valve caps are securely applied to valve stems. and tire assembly when it is being removed
The caps protect valves from dirt build up and damage. or installed.
DO NOT bleed air from tires which are hot due to
“ DO NOT go near tires after brake fires until
operation; under such circumstances, it is normal for
tires have cooled.
pressure to increase in the tire due to expansion.
“ The tire and rim weigh approximately 2,800
A bent or damaged rim which does not support the bead
lbs. (1271 kg). BE CERTAIN tire handling
properly may cause abnormal strain on the tire resulting
equipment is capable of lifting and
in a malfunction. If a tire should become deeply cut, it
maneuvering the load.
should be removed and repaired. Neglected cuts cause
many tire problems. Water, sand, grit, dirt and other Manual tire removal and installation is possible but, due
foreign materials work into a tire through a cut eventually to the size and weight of the components, special
causing tread or ply separation. handling equipment such as a "tire handler" as shown in
Figure 2-1 is desirable. Consult local tire vendors for
Tires should be stored indoors, if possible. If stored
sources of equipment designed especially to remove,
outdoors, cover tires with tarpaulin to keep out dirt, water
repair, and install large off-highway truck tires.
and other foreign materials. Long exposure to the sun
will cause ozone cracks. Storage should be in a cool,
dry, dark, draft free location. Tires should be stored
vertically. If they must be laid on their sides for a short
period, avoid distortion by stacking no more than three
tires on top of one another. Avoid contact with oil, grease
and other petroleum products.
Before storing used tires, clean thoroughly and inspect
for damage. Repair as necessary. When a truck is placed
in storage, it should be blocked to remove the weight
from the deflated tires. If a stored truck cannot be
blocked, check air pressure and inspect tires twice a
month for proper inflation pressure.

“ DO NOT weld or apply heat on the rim

assembly with the tire mounted on the rim.
Resulting gases inside the tire may ignite
causing explosion of tire and rim.
“ When inflating tires ALWAYS use a safety
cage.
“ NEVER inflate a tire until the lock ring is FIGURE 2-1. TYPICAL TIRE HANDLER
securely in place.
“ DO NOT stand in front of or over the lock
ring during inflating procedures.

Tires and Rims G2-1

Tire Removal From Rim

9. Remove core from valve stem.

10. Attach an extension hose with a clip-on air chuck,
remote gauge, and a filtered air supply and inflate
When deflating tires, be wary of flying dirt and debris. tire to seat tire beads and rim components
Wear eye protection at all times. against lockring.

1. Remove valve core and discharge air pressure 11. Discharge air after seating beads, install valve
completely from tire. core and inflate to tire manufacturer's
recommended pressure.

Prying against tire bead may cause damage to tire

bead and will cause air leaks.
2. Break tire loose from bead seat band (2, Figure
2-2).
3. Force bead seat band (2), side ring (1) and tire
away from lock ring (3). Remove lock ring.
4. Remove O-ring (4) from rim.
5. Remove bead seat band and side ring.
FIGURE 2-2. RIM COMPONENTS
6. Break tire bead loose from back flange side of 1. Side Ring 4. O-ring
rim. 2. Bead Seat Band 5. R im
3. Lock Ring
7. Remove tire from rim (5).

Tire Installation On Rim

1. Clean all rim components.
2. Install new spud (10, Figure 2-5), if necessary.
3. Install side ring against back flange.
Be sure that correct wheel parts are used for
4. Apply tire mounting solution to beads of tire. assembly. Use of non-compatible parts may not
5. Install tire on rim. Avoid prying against tire beads. properly secure the assembly which will result in
violently flying parts upon inflation.
6. Install side ring (1, Figure 2-2) and bead seat
band (2).
7. Force bead seat band against tire so O-ring (4)
can be installed.
8. Install lockring (3). Be sure lockring is completely
in groove.
When mounting a used tire, carefully check tire externally
and internally for cuts, interior casing breaks, torn tread,
or damaged beads.

Use a safety cage whenever possible. Stand away from

lockring side of rim 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.

G2-2 Tires and Rims

FRONT TIRES AND RIMS

Removal
1. Apply parking brake and block rear wheels.
Do not totally deflate tire. Keep tire inflated to 10-15
2. Turn key switch "Off", shut down engine and wait poi (69-103 kPa) to assure tire and rim components
at least 90 seconds to bleed down steering remain assembled during tire handling.
accumulator. Rotate steering wheel back and forth
to be sure no pressure remains. As a safety 6. Inspect brake components for damage or wear.
precaution, also bleed down brake accumulators. Inspect hydraulic brake lines for leaking fittings
Refer to Section "J", Brake Accumulator Bleed or damage.
down Procedure.
3. Place jack under spindle or under frame directly 7. Grasp tire assembly with the tire handler.
behind horse collar structure.
4. Raise front end of truck until tire clears ground;
block up securely under frame.
Do not damage the tire inflating stem during tire
removal.
8. Remove nuts (1, Figure 2-3). Remove lugs (2).
9. Move wheel and tire assembly away from wheel
When deflating tires, be wary of flying dirt and debris.
hub and into clean work area.
Wear eye protection at all times.

5. Release air from tire.

Due to its size and weight, always keep personnel

away from a wheel and tire assembly when it is being
removed or installed.

Installation

NOTE : Remove all dirt and rust from mating parts before
installing wheel assembly.
1. Grasp tire assembly with the tire handler and move
into position on wheel hub. Install wheel lugs (2,
Figure 2-3) and nuts (1). Using a 1800 criss-cross
pattern, alternately tighten each nut to 75 ft. lbs.
(101 N.m) torque. Continue tightening nuts in
increments of 75 ft. lbs. (101 N.m) until 300 ±
30 ft. lbs. (407 ± 41 N.m) torque is obtained on
each nut.
2. Check tire inflating for tire manufacturer's
recommended pressure. Raise truck and remove
all blocking.
3. Operate truck for one load and tighten wheel nuts
again to 300 ± 30 ft. lbs. (407 ± s41 N.m) Check
torque daily until 300 ± 30 ft. lbs. (407 41 N.m)
FIGURE 2-3. FRONT WHEEL INSTALLATION torque is maintained on each nut. Check torque
1. Nuts 2. Wheels Lugs intermittently thereafter.

Tires and Rims G2-3

REAR TIRE AND RIM 5. After removing inflation extension retainer, deflate
tires. Remove nuts (2, Figure 2-5) and retainers
Removal (3), except one nut and retainer which should be
at the top position of the wheel.
1. Park truck on level surface and securely block
front tires. 6. Position tire removal apparatus (tire handler,
forklift, etc.).
2. Raise final drive enough for tires to clear ground
surface and be removed. 7. Remove remaining nut and retainer. Remove
outside tire and rim.
3. Remove rock ejector.
8. Remove spacer (6, Figure 2-5).
4. Remove inflating extension retainer cap screws
(1, Figure 2-4) grommets (2) and retainer (3). 9. Remove inner tire and rim assembly.
10.Place tires off to one side lying flat. Do not lean
on truck, walls, etc.

Do not damage the inflation stem during removal. Installation

Do not totally deflate tire. Keep tire inflated to 10-15
psi (69-103 kPa) to assure tire and rim components
remain assembled during tire handing.
FIGURE 2-4. TIRE INFLATION RETAINER-REMOVAL
1.Capscrews 3. Retainer
2. Grommets
1. Clean all tire mounting surfaces.
2. After safely inflating tires, position inner tire and
rim with wheel hub. Align tire inflation extension
in groove of wheel hub so outside tire inflation
extension will have clearance (Figure 2-5).
3. Install spacer (6).
4. Install outer tire and rim.
5. Install retainers (3) and nuts (2). Tighten to 300
30 ft. lbs. (407 41 N.m torque).
6. Remove blocking from under truck.
7. After truck has hauled one load retighten retainer
nuts to 300 30 ft. lbs. (407 41 N.m torque).
Check torque periodically until proper torque is
maintained.

FIGURE 2-5. REAR WHEEL ASSEMBLIES

1. Side Ring 4. Rim Assembly 7. Lockring 10. Spud
2. Nuts 5. Bead Seat Ring 8. O-ring
3. Retainers 6. Spacer 9. Valve assembly

G2-4 Tires and Rims

TIRE MATCHING
The matching of tires on drive axle dual wheel installation
is important in order to achieve satisfactory life, both on
the tires and on the load carrying components of the
final drive.
To check matching of duals already mounted on the truck,
use a large square. If one tire is too small, it becomes
obvious as the square is laid across the dual tires. The
square can be made from two 1 in. x 2 in. wood strips
(one piece long enough to span the dual tires). The two
wood strips should be squared with a carpenter's square
and rigidly fastened to maintain a true 900 angle.
Matching of tire diameters from one side of an axle to
the opposite side is important to prevent unstable load
shifting, excess load on structural members, and rapid
wear of the internal components of the final drive.
Side by side matching on dual wheel installations is
necessary to prevent excess loading on the tire having
the large diameter. Mismatched tires on the duals cause
unequal distribution of the load. Rapid wear and/or tire
blowout can result.
Tires and Rims
Exact limitations are not specified by tire manufacturers,
but a general rule is:
Unloaded, inflated tires, when standing side by
side, should not exceed a 1% maximum variation
in their diameters.
Measuring of tire size is most accurate when the tire is
mounted on a wheel, inflated to correct pressure, and
totally unloaded (off the truck, or off the ground, if mounted
on a truck). Use a steel tape placed in the center of the
tread and measure the total circumference of the tire.
Using the formula below, calculate the diameter, "d".
diameter "d" = measured circumference 3.1416
diameter "d" x 0.01 = Allowable Variation in size
The tires used on opposite sides of DUMP Trucks should
also be limited to a 1% variation in diameter of the inflated,
unloaded tires.
G2-5
 NOTES

G2-6 Tires and Rims

 FRONT WHEEL HUB AND SPINDLES
FRONT WHEEL HUB

Removal

Before removing any brake lines or brake circuit

components be sure brake accumulators are bled down.
To bleed down accumulators :

“ BLOCK WHEELS OF TRUCK!

“ Turn key switch "Off", shut down engine and wait
at least 90 seconds to bleed down steering
accumulator. Rotate steering wheel back and
forth; no front wheel movement should occur.
“ Brake accumulator bleeder valves are located on
the Low Pressure Detection Module beneath the
accumulators on the right side of the truck.
“ Bleed down brake accumulators by turning
Bleeder Valve handles counterclockwise to open. FIGURE 3-1. FRONT WHEEL REMOVAL
When accumulators are completely bled down,
close bleeder valves by turning Bleeder valve 1. Seal Runner 6. Roll Pin
handless clockwise. Do not leave open. 2. Capscrew 7. Wheel Hub Cap
3. Brake disc 8. Wheel Nut
1. Refer to Front Tire and Rim Removal, this Section, 9. Drain Plug
4. Wheel hub
and remove front tire and rim assembly. 10. Brake Calipers
5. Bearing Cone,
2. Rotate wheel hub (4, Figure 3-1) so drain plug Outboard 11. Capscrews
(9) is down. Drain oil into a suitable container.
Hub holds approximately 1 gal. (3.8 l). Note : For illustration clarity, the brake caliper is shown
3. Disconnect and cap brake lines at brake calipers in a top mounted position. The 210M has two brake
(10). calipers per front wheel, mounted in a force-aft position.
The 140M has one brake caliper per front wheel, mounted
in the aft position.

5. Support wheel hub with an adequate lifting

Each Brake Caliper weighs approximately 140
lbs. (63.4 kg).
The Wheel Hub Assembly weighs approximately
900 lbs. (408 kg).
Use adequate lifting devices when lifting these
components.
4. Support one brake caliper and remove caliper
mount capscrews (11). Remove caliper.
Repeat for other caliper.
device.
6. Remove wheel hub cap (7), roll pin (6) and wheel
nut (8).
7. Slide outboard bearing cone (5) from spindle.
8. Remove seal runner (1) if necessary.
9. Remove brake disc capscrews (2) and brake disc
(3) if necessary. Refer to Front Disc Brakes,
Section "J" for brake disc wear limits.

Front Wheel Hub and Spindles G3-1

FRONT WHEEL HUB BEARING AND BRAKE DISC
REPLACEMENT
1. Remove seal (4, Figure 3-2), seal spacer (5), inner
bearing cone (3) and bearing cups (2 and 1).
2. Clean all metal parts in cleaning solvent.
3. Inspect al seals and bearing and replace as
required.
4. Check seal ring mounting area on wheel hub,
brake adaptor, and spindle for damage that could
cause leakage.
5. Inspect spindle in area of bearing surfaces and
radius (under seal runner) for distress or cracks.
Non-destructive methods of crack detection (dye
penetrant or magnaflux) should be used.
6. Nominal Clearance Dimensions :
Wheel hub bearing cup O.D.
To wheel hub bore I.D.
+ 0.002 in. to + 0.0050 in.
(+ 0.05 mm to + 0.127 mm)
Outboard bearing cone I.D. to spindle O.D.
0.000 in. to + 0.0015 in. (0.0 to + 0.038 mm)
Inboard bearing cone I.D. to spindle O.D.
0.000 In. to + 0.0002 In. (0.0 to + 0.050 mm)
Spindle O.D. to seal runner I.D.
0.000 In. to + 0.0040 in. (0.0 to + 0.101 mm)
7. Install bearing cups in wheel hub. Be sure bearing
cups are light against shoulder.
8. Install brake disc (7, Figure 3-2) and disc mounting
capscrews (6). Tighten to standard torque.
Front Wheel Hub Installation
And Bearing Adjustment
1. Install seal runner (1, Figure 3-3) if removed. Be
sure seal runner is tight against shoulder.
2. Install wheel hub (4) on spindle. Maintain support
on wheel hub until next step is completed.
3. Place inner bearing cone in cup (2, Figure 3-2),
install seal spacer (5) and seal (4).

FIGURE 3-3. FRONT SPINDLE AND HUB ASSEMBLY

1. Seal Runner 9. Retaining Nut

2. Capscrew 10. Gasket
FIGURE 3-2 FRONT WHEEL
3. Brake disc 11. Brake Calipers
Hub
4. Wheel Hub 12. Capscrews
1. Bearing Cups 5. Seal Spacer 5. Capsrews 13. Brake Lines
2. Bearing Cups 6. Capscrews 6. Outer Bearing Cone 14. Grease
3. Inner Bearing Cone 7. Brake disc 7. Roll Pin
4. Seal 8. Cap

G3-2 Front Wheel Hub and Spindles

 4. Fill up grease 6.5 kg inside the Hub (4)
5. Install outer bearing cone (6) and retaining nut
(9).
6. Tighten wheel hub retaining nut (9) until all bearing
rollers rotate, while rotating wheel Hub, then
tighten to next notch and install roll pin (7).
7. Install gasket (10, Figure 3-3), cap (8) and
capsrews. Tighten capscrews to standard torque.
8. Install brake caliper (11) and capscrews (2).
Tighten capscrews to 1050 ft. lbs. (1423 N.m)
torque.
9. Connect brake lines (13) calipers.
Front Wheel spindle Removal
1. Park truck on level surface. Apply park brake
and securely block rear wheels. Shut down
engine.
2. Refer to Front Tire and Rim Removal and remove
these components.
3. The spindle and wheel hub may be removed from
the suspension tube as an assembly. If the wheel
hub assembly or brake disc does not required
service, go to "Warning" ahead of step 5.
4. Refer "Front wheel Hub Removal" and remove
these components if the wheel hub assembly oil
brake disc requires service; then go to step 6.

Bleed brakes before placing truck in production. If new-

linings and discs were installed, burnish brakes. Refer
Before removing any brake lines or brake circuit
to Brake Bleeding and Burnishing, Section "J".
components be sure brake accumulators are bled down.
To bleed down accumulator :

• Turn key switch "Off", shut down engine and wait

at least 90 seconds to bleed down steering
accumulator. Rotate steering wheel back and
forth; no front wheel movement should occur.
• Bleed down brake accumulators by turning
bleeder Valve handles counter clockwise to open.
When accumulators are completely bled down,
close bleeder valves by turning Bleeder Valve
handles clockwise. Do not leave open.
5. Disconnect and cap brake lines.

6. Support tie rod. (2, Figure 3-5), steering cylinder

(4) and spindle arm (13) near spindle (110).
7. Remove six capsrews (12).
Note : If all or part of the steering linkage requires
service, Refer to "Steering Linkage Ball Stud Removal",
this section.
8. Remove splined nut (1, Figure 3-6) from
suspension tube (2). Refer to Section "M" for
Spline Nut Wrench.
9. Sharply strike the spindle to loosen spindle from
FIGURE 3-4. WHEEL HUB/DRAIN HOLES suspension tube. If spindle won't come.

1. Fill/drain Plug 2. Wheel Hub

Front Wheel Hub and Spindles G3-3

Front Wheel Spindle Installation
1. Be certain taper of spindle bore and suspension
tube are clean and dry and free of any surface
imperfections or roughness. Bleed brakes before placing truck in production. If new
2. Raise spindle assembly onto taper of suspension linings and discs were installed, burnish brakes. Refer
tube. Install splined nut (1, Figure 3-5). to Section "J" for Brake Bleeding and Burnishing.

3. Tighten splined nut to 1100 100 ft. lbs. (1491

135 N.m) torque.
4. Install spindle arm (13, Figure 3-6) on spindle
assembly (11) with six capscrews (12). Tighten
capscrews to 750 ft. lbs. (1017 N.m) torque.
5. Remove supports from tie rod (2), steering
cylinder (4) and spindle arm (13).
6. Refer to "Front Wheel Hub Installation" and install
these components, if removed.
7. Connect brake lines to calipers.
8. Rotate wheel hub until one drain/fill plug is
horizontal and one plug is up. Fill with proper
lube. Refer to Lubrication and Service, Section
"P".
9. Install front tire. Refer to "Front Tire Installation".
10. Remove blocks or support stand.
11. Repeat Step 3.
12. Measure toe-in. Toe-in should be 0.0 to 0.625 in.
(0.0 to 15.8 mm). Refer to Toe-In Adjustment
procedure if necessary.

FIGURE 3-6. TIE ROD REMOVAL

1. Cotter Pin 8. Grommet

2. Tie Rod 9. Race
3. Ball Studs 10. Boot
4. Steering Cylinder 11. Spindle
5. Nut 12. Capscrews
FIGURE 3-5. WHEEL SPINDLE AND SUSPENSION TUBE 6. Capscrews 13. Spindle Arm
7. Cover
1. Splined Nut 3. Spindle Assembly
2. Suspension Tube

G3-4 Front Wheel Hub and Spindles

 13. Drive truck empty. Repeat Step 3. Steering Cylinder Ball Stud/Bearing Removal
1. Remove capscrews (6, Figure 3-6) cover (7) and
grommet (8).
14. Drive truck loaded. Repeat Step 3 until torque is
maintained. 2. Remove ball stud (3) and race (9) from the
cylinder end.
Steering Linkage Removal
Steering Cylinder Ball Stud/Bearing Installation
1. Park truck on level surface, securely block rear
wheels. 1. Place two halves of ball stud bearing race (9,
Figure 3-6) on ball. Install snap ring.
2. Install bearing race into end of cylinder.
3. Lubricate ball and race.
4. Install grommet (8) cover (7) and capscrews (6).
Before removing any steering lines or steering circuit
Tighten to standard torque.
components be sure steering accumulator is bled
down. To bleed down accumulator: 5. Install tapered end of ball stud into mount.
“ Turn key switch "Off" to shut down engine and Tighten nut (5) to 800± 50 ft. lbs. (1084 ± 67
wait at least 90 seconds to bleed down steering N.m) torque.
accumulator. Rotate steering wheel back and Tie Rod Ball Stud/Bearing Removal
forth; no movement should occur.
1. Remove snap ring (11, Figure 3-7) and retainer
NOTE : It may not be necessary to remove both ends of (10).
tie rod or steering cylinder to make ball stud and bearing
repair. If steering cylinder is removed, cap and plug hose 2. Push ball stud (1) and race (8) through rod end.
ends and cylinder ports to prevent dirt from entering
hydraulic system. When ball studs are installed in
tapered bores, be sure that nuts are properly torqued to Tie Rod Ball Stud/Bearing Installation
prevent movement of ball stud. 1. Place two halves of ball stud bearing race
2. Support tie rod (2, Figure 3-6) or steering cylinder (8, Figure 3-7) on ball. Install snap ring.
(4). 2. Install ball stud and bearing race into tie rod end.
3. Remove cotter pin (1), loosen nut (5) on ball stud. 3. Lubricate ball and race. Install dirt seal (9).
4. Drive wedge between mount and tie rod end or 4. Install tapered end of ball stud into mount.
steering cylinder end to loosen tapered stud. Tighten nut (12) to 800 ± 50 ft. lbs. (1084± 67
5. Remove nut, pull out ball stud. N.m) torque.

FIGURE 3-7. TIE ROD ASSEMBLY

1. Ball Stud 4. Capscrew 7. Link 10.Retainer

5. Locknot 8. Bearing Race, Split 11. Snap Ring
2. Socket, R.H. Thread 6. Clamp 9. Dirt Seal 12. Nut
3. Socket, L.H. Thread 13. Cotter Pin

Front Wheel Hub and Spindles G3-5

Front Wheel Toe-in Adjustment

(Bias Ply Tires)

1. Park empty truck on a level surface. Check toe-

in by measuring the distance between front
wheels (centerline to centerline). These
measurements should be taken on a horizontal
center line at front and rear of tire (Figure 3-8).
2. The front measurement, Dimension "A", should
be 0.0 to 0.625 in. (0.0 to 15.8 mm) less than
rear measurement, Dimension "B".
3. If adjustment is necessary, loosen clamp bolt
nuts (1, Figure 3-9) on both ends of tie rod eyes.
4. Rotate tie rod (2) until 0.0 to 0.625 in. (0.0 to
15.8 mm) of toe-in is obtained (Figure 3-8).
5.Tighten clamp bolt nuts (1) to standard torque.

Note : Be certain clamp and hardware is positioned

"up" as shown in Figure 3-9. This is necessary
to avoid linkage interference during steering.

6. Remove blocks from rear wheels.

(Radial Tires) FIGURE 3-8. TOE-IN DIMENSIONS

NOTE : Set toe-in to "zero" with the truck fully loaded.
1. Park fully loaded truck on a level surface. Check
toe-in by measuring the distance between front
wheels (centerline to centerline). These
measurements should be taken on a horizontal
center line at front and rear of tire (Figure 3-8).
2. The front measurement, Dimension "A", should
be equal to rear measurement, Dimension "B".
3. If adjustment is necessary, loosen clamp bolt
nuts (1, Figure 3-9) on both ends of tie rod eyes.
4. Rotate tie rod (2) until zero toe-in (Dimension
"A" = Dimension "B") is obtained (Figure 3-8).
5. Tighten clamp bolt nuts (1) to standard torque.
NOTE : Be certain clamp and hardware is positioned
"up" as shown in Figure 3-9. This is necessary
to avoid linkage interference during steering.
FIGURE 3-9. TIE ROD ADJUSTMENT
6. Remove blocks from rear wheels.
1. Clamp, Capscrew & Nut 3. Spindle Arm
2. Tie Rod 4. Frame Member

G3-6 Front Wheel Hub and Spindles

 FINAL DRIVE ATTACHMENTS

FINAL DRIVE ANCHOR

9. Place jack under either rear suspension lower
The final drive anchor pin bearing may be replaced without
mount.
removing the complete final drive from truck.

Pin Removal
1. Securely block front wheels.
Be sure jack is secure to lower mount so it will not
2. Vent all nitrogen from both front suspensions to
slide off as jack is extended.
allow front of truck to lower when blocked under
hoist cylinder mounts (Step 5). Refer to Section
"H", Oiling and Charging Procedures. 10. Remove lock plug (1, Figure 4-2), splined nut (3)
and electrical ground strap. Refer to Section "M",
3. Remove drive line (2, Figure 4-1) between final
Special Tools, for Splined Nut Wrench.
drive and transmission and set aside.
11. Remove retainer bar (8).
4. Raise rear of frame until rear suspension are 1
in. (25.4 mm) from full extension. 12. Remove anchor pin (2).
5. Securely block under lower hoist cylinder mount 13. As jack under rear suspension is raised, let off
structure (3) of both sides. on anchor structure support until anchor bearing
assembly clears frame. As anchor structure
6. Securely block rear wheels.
comes down, spacer (4) can be removed.
7. Vent nitrogen from rear suspensions to allow the
14. Block final drive securely in this position.
final drive anchor structure to be lowered (step
13) when the anchor pin is removed. Refer to
Section "H", Oiling and Charging Procedures.
8. Support anchor structure (1) so that when anchor
pin is removed (step 12) it will not drop, but can
be lowered in a controlled manner far enough for
anchor pin assembly to clear frame mounts.

FIGURE 4-2. FINAL DRIVE ANCHOR PIN ASSEMBLY

1.Lock Plug 6.Capscrew
2.Anchor Pin 7.Final Drive
3.Splined Nut Anchor Structure
FIGURE 4-1. FINAL DRIVE ANCHOR ATTACHMENT
4.Spacer 8.Retainer Bar
1. Anchor Structure 3. Hoist Cylinder Mount 5.Anchor Bearing Inner Race
2. Drive Line

Final Drive Attachments G4-1

Pin Installation 5. Nominal Clearance Dimensions :
Bearing carrier O.D. to anchor structure bore I.D.
1. Raise anchor structure into position between
+ 0.0010 to + 0.0030 in.
frame mounts as jack under rear suspension is
(0.025 mm to 0.076 mm).
lowered.
Bearing O.D. to carrier I.D.
2. Install spacer (4, Figure 4-2). + 0.0005 to + 0.0015 in.
3. Install anchor pin (2). (0.013 mm to 0.038 mm).
Bearing I.D. to pin O.D.
4. Install retainer bar (8) and capscrews (6), Tighten + 0.0008 to 0.062 in
to standard torque. (0.020 mm to 0.050 mm).
5. Install splined nut (3), tighten to 1500 ft. lbs. (2034
N.m) torque. If lock plug holes do not align, tighten Bearing installation
to next hole. Install lock plug (1). Refer to Section
"M", Special Tools, for Splined Nut Wrench. 1. Clean all parts.

6. Connect electrical ground strap. 2. Install bearing assembly (4, Figure 4-3) into carrier
(6). Be certain outer race is against shoulder of
7. Install drive line. Tighten capscrews to 100± 5 ft. carrier.
lbs. (136± 7 N.m) torque. 3. Install carrier into bore of anchor structure (5).
8. Raise rear of frame and remove support from under 4. Install bearing retainer (3), capscrews (2) and
lower hoist cylinder mounts. nuts (1). Tighten to standard torque.
9. Charge both front and rear suspensions with
nitrogen. Refer to Section "H", Oiling and
Charging Procedures.
PANHARD ROD

Bearing Removal and Inspection Removal

1. Remove nuts (1, Figure 4-3), capscrews (2) and 1. Park truck on level surface and securely block
retainer (3) from anchor structure. wheels.
2. Remove bearing carrier (6) from anchor structure. 2. Securely support frame on each side under lower
3. Remove bearing (4) from carrier. hoist cylinder mounts (3, Figure 4-1).

4. Inspect anchor pin, bearing, bearing carrier, and 3. Support panhard rod (1, Figure 4-4).
bore of anchor structure. Replace any damaged 4. Remove nuts (3), capscrews (2) and retainers
or worn component. (4) from both panhard rod pins (5).
5. Remove panhard rod pins and panhard rod from
frame and final drive case.

INSTALLATION
1. Raise panhard rod into position.
2. Install pins

When installing panhard rod, misalignment of

second pin and bearing will probably occur. Raise
or lower frame with jacks or adequate lifting device
FIGURE 4-3. ANCHOR PIN BEARING ON EACH SIDE OF FRAME.
1.Nut 4.Bearing Assembly DO NOT use rear suspensions, because there
2.Capscrew 5.Anchor Structure is no restraint to keep frame from shifting to one
3.Bearing Retainer 6.Bearing Carrier side or the other.

G4-2 Final Drive Attachments

3. Install retainers (4), capscrews (2) and nuts (3). Bearing Replacement
Tighten capscrews to standard torque.
1. Remove one snap ring (1, Figure 4-5) from each
end of panhard rod bores.

FIGURE 4-5. PANHARD ROD BEARING

1. Snap Rings 2.Bearing Assembly

3. Remove bearing (2) from each end of panhard

rod.

4. Inspect panhard rod pin bearing bores. Replace

any component damaged or worn beyond the
following limits :

Nominal Clearance Dimensions :

Bearing O.D. to panhard rod bore I.D.
0.0004 in. to + 0.0018 in.
(0.010 mm to 0.045 mm).
Bearing I.D. to pin O.D.
0.0000 in to + 0.0006 in.
(0.0000 mm to 0.015 mm).
Panhard rod pin mount bores I.D. to pin O.D.
+0.0010 in. to + 0.0040 in.
(0.025 mm to 0.101 mm).

4. Clean all parts being reused.

5. Install bearing (2) in each end of panhard rod

bearing bore firmly against snap ring.

FIGURE 4-4. PANHARD ROD ATTACHMENT 6. Install other snap ring (1) for both bearings.

1. Panhard Rod 4. Retainers

2. Capscrew 5. Panhard Rod Pin
3. Nut

Final Drive Attachments G4-3

 NOTES

G4-4 Final Drive Attachments

 FINAL DRIVE ASSEMBLY

The BH60M DUMP TRUCK final drive assembly consists

of a differential assembly, two oil cooled wet disc brake
assemblies, and two outboard mounted planetary drive
assemblies.
The power path enters the final drive through a straddle
mounted bevel pinion which drives a ring gear and
differential cage. The differential cage drives side gears
through the spider pinion and cross. The side gears drive
sun pinion shafts to planet sun gears in the wheel hub
planetaries. The planet gear carrier attached to wheel
hub reacts against a fixed planetary ring gear to drive the
rear wheels of the truck. See Figure 5-1.

COMPLETE FINAL DRIVE ASSEMBLY

Removal
NOTE : The Differential Carrier Assembly may be
serviced without removing the complete final drive
assembly from under the truck. Instructions for this
service is covered later in this section.

Make sure jacks, lifting equipment and rigging have

adequate capacity and are securely attached to
raise and hold rear of truck until blocking or support
stands are securely installed. Total weight of rear
end of truck (without body liners) is approximately
48,000 lbs. (21 792 kg). Weight of final drive assembly
with tires is approximately 24,000 lbs. (10 896 kg).
1. Park truck on level surface.
2. Securely block front tires.
3. With engine running, release parking brake and
disconnect linkage. Refer to Section "J", Parking
Brake Removal for instructions for disconnecting
parking brake linkage. Shut down engine.
4. Raise rear of frame high enough to clear final
drive case as it is rolled from under truck.
5. Securely block under lower hoist cylinder mount
structure (3, Figure 5-2) of frame.
6. Block rear wheels to prevent final drive assembly
from moving.
7. Remove drive line (2) between final drive and
transmission. Slide drive line out of protector and FIGURE 5-1. FINAL DRIVE ASSEMBLY
set aside.

Final Drive Assembly G5-1


FIGURE 5-2. FINAL DRIVE ANCHOR ATTACHMENT
1. Anchor Structure 3. Hoist Cylinder Mount
2. Drive line
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled down.
To bleed down accumulators :
• Turn key switch "OFF", shut down engine
and wait at least 90 seconds to bleed down
steering accumulator. Rotate steering wheel
back and forth; no front wheel movement
should occur.
• Bleed down brake accumulators by turning
Bleeder Valve handles counterclockwise to
open. When accumulators are completely
bled down, close bleeder valves by turning
Bleeder Valve handles clockwise. Do not
leave open.
8. Disconnect all hydraulic lines to wet disc brake
assemblies. Cap/plug all ports and hoses to
prevent dirt entry.
9. Remove rock ejectors from both sides of body.
10. Completely vent nitrogen from both rear
suspensions. Refer to Section "H", Oiling and
Charging Procedures.
G5-2 Final Drive Assembly
11. Attach lifting device to a rear suspension. Refer
to Section "H", Rear Suspension Removal.
Remove both suspensions.
12. Refer to Final Drive Attachment, this Section, for
Anchor Pin and Panhard Rod Removal. Remove
these components.
NOTE : If differential is completely locked up, it will be
necessary to remove wheel planetary sun gears so final
drive assembly can be rolled out from under frame. Refer
to Figure 5-4.
13. Remove any electrical wiring or lube lines that
may interfere with removal of the final drive
assembly.
14. Remove blocks from behind rear wheels.
15. While supporting anchor structure, roll final drive
out from under frame.
Installation
1. Align final drive assembly to frame.
2. Roll final drive under frame and block wheels.
3. Raise anchor structure (1, Figure 5-2) into position
between frame mount. Refer to Final Drive
Attachment, this Section, for Anchor Pin
Installation. Install Anchor Pin.
4. Raise panhard rod to connect to frame. Refer to
Final Drive Attachment, this Section, for Panhard
Rod Installation. Install Panhard Rod.
5. Attach lifting device to a rear suspension. Refer
to Section "H", Rear Suspension Installation.
Install both suspensions.
6. Install drive line (2) with slip joint end toward
transmission. Tighten companion flange
capscrews to 100 ± 5 ft. lbs. (135.6 ± 6.8 N.m)
torque.
7. Install all hydraulic lines to rear brake assemblies
and connect electrical ground strap at anchor
pin.
Before placing truck in production, brakes must be
bled. Refer to Section "J" for Brake Bleeding
procedure.
8. Install rock ejectors on both sides of body.
 9. Raise rear of frame and remove blocks or support 3. Raise anchor structure (5) to vertical position and
stands from under lower hoist cylinder mount hold.
structure.
4. Securely block final drive case so it will not rotate
10. Start engine, release parking brake, install linkage as differential assembly is removed and installed.
from park brake actuator to park brake lever. Refer
5. Remove capscrews (4) securing anchor structure
to Section "J", Parking Brake Installation for
(5) to final drive case.
instructions for connecting parking brake linkage.
Apply park brake, shut down engine. Note : Match mark anchor structure to final drive case
as it is possible to install anchor structure upside down.
11. Charge all suspensions. Refer to Section "H",
Suspension Oiling and Charging Procedure. 6. Lift anchor structure from final drive case.
DIFFERENTIAL CARRIER ASSEMBLY-SERVICE WITH 7. Remove sun gear cover (4, Figure 5-4) from both
COMPLETE FINAL DRIVE ASSEMBLY REMOVED wheel planet carriers.
FROM UNDER TRUCK
Removal
This removal procedure is with tires and rims installed
on wheel hubs. Position final drive assembly in work area
and securely block rear wheels.
1. Thoroughly clean front of differential carrier
assembly (2, Figure 5-3) and front of final drive
case.
2. Prepare to drain 53 gal. (200 l) of oil from final
drive case. Remove drain plug.

FIGURE 5-4. PLANETARY DRIVE ASSEMBLY

FIGURE 5-3. DIFFERENTIAL CARRIER ASSEMBLY 1.Thrust Bushing 6.Snap rings

1. Capscrews 2.Sun Gear Shaft 7.Sun Gear
3. O-Ring
3.O-ring 8.Drain Plug
2. Differential Carrier 4. Capscrews 4.Sun Gear Cover 9.Ring gear
Assembly 5. Anchor Structure 5.Thrust Plug

Final Drive Assembly G5-3

 8. Remove thrust plug (5) from end of sun gear shaft
(2) in each wheel.
9. Take off snap rings (6). Slide out sun gears (7).
10. Pull out sun shaft (2) approximately 12 in. (304
mm) on each side.
11. Remove capscrews (1, Figure 5-3) securing
differential carrier assembly to final drive case.
12. Install a capscrew in each of the threaded holes
of the carrier flange. Tighten evenly to raise
differential carrier.
13. After differential carrier assembly is raised, place
a steel wedge between flange and case to hold
carrier assembly. Remove puller capscrews.
14. Install lift eyes in threaded holes of flange.
Note : The ring gear is on left side of assembly when
viewed from rear of final drive case, as it is installed in
truck. Adjust rigging so pick point is approximately at
edge of companion flange retainer plate toward ring gear
side, so assembly comes out straight.
15. Attach lifting device and raise assembly from final
drive case.
10. Install thrust bushing (1) on sun gear shaft if
removed.
11. Install sun gear (7) it may be necessary to rotate
companion flange to engage sun gears to pinion
shaft and planet gears.
12. Install snap rings (6) and thrust plugs (5).
13. Install sun gear covers (4) O-rings (3) and
capscrews. Tighten to standard torque.
14. Attach lifting device to anchor structure. Remove
blocks and rotate anchor structure to ground.
15. Fill final drive housing at center case fill plug until
oil level is at bottom of fill hole. Oil must flow
from center housing out to both planetaries; and
oil until level is maintained at bottom of fill hole.
Allow approximately 15 minutes for a proper fill.
A complete fill will require approximately 53 gal.
(200 l) of oil. Refer to Lube Chart, Section "P",
for proper gear lube oil.

Installation
1. Install O-ring (3, Figure 5-3) on differential carrier
assembly pilot diameter.
2. Coat pilot and O-ring with clean gear lube oil of
the same type used in final drive assembly.
3. Install two 0.750 in. x 3" guide bolts in bolt circle
of final drive case.
4. Position differential carrier assembly above final
drive case. Align carrier support bosses (A, Figure
5-5) with bosses in final drive case.
5. Lower carrier into case. Observe that O-ring is
not damaged as carrier goes into final drive case.
6. Install capscrews (1 Figure 5-3) and tighten to
standard torque.
7. Position anchor structure (5) on final drive case,
aligning match marks provided at disassembly.
If no match marks were made, anchor pin bearing
bore must be above spiral bevel pinion center
line when pinion is horizontal.
8. Install anchor structure mount capscrews (4).
Tighten to standard torque.
9. Slide each sun gear shaft (2, Figure 5-4) into
differential.
FIGURE 5-5. INSTALLING DIFFERENTIAL CARRIER

G5-4 Final Drive Assembly

DIFFERENTIAL CARRIER ASSEMBLY-SERVICE WITH
FINAL DRIVE IN PLACE UNDER TRUCK
Note : To prevent dirt from entering final drive case as
differential assembly is removed and installed, thoroughly
clean under side of body and all surrounding components.

Removal
1. Position all four rear tires on 8 inch blocks to
allow for clearance when removing differential
assembly from under truck. Securely block
wheels so truck will not move.
2. Position a container which will hold at least 53
gal. (200 l) of oil under final drive case. Remove
drain plug and drain oil from final drive.
3. Raise body and install body up pins (1, Figure 5-
6).
4. Remove clamps (3, Figure 5-7) from exhaust
FIGURE 5-7. EXHAUST PIPING
tubes.
1. Exhaust box 3. Clamps
5. Remove exhaust box (1), mount capscrews (2). 2. Mount capscrews 4. Spring Clamp
6. Remove left hand exhaust pipe spring clamp (4).
Move left hand exhaust pipe as far left as 10. Remove top two differential assembly mount
possible. capscrews (1, Figure 5-8).
7. Remove drive line capscrews. Remove drive line 11. Attach lifting bracket (2) with two capscrews to
(2, Figure 5-2) and drive line protector. threaded holes of differetial carrier housing.
8. Set drive line aside. Position bracket so capscrews are in center of
slot holes of bracket for assembly removal.
9. Remove planetary sun gear covers (4, Figure 5-
4). Pull sun gear shafts (2) out one each side 12. Attach lifting device to bracket.
approximately 12 in. (304 mm). 13. Place a metal plate [1/8 - ¼ in. (3-6 mm) thick
by 4 ft. (1.22 m) square] under anchor structure.
The differential assembly will be set on the plate
and plate will then be pulled from under truck.

FIGURE 5-6. BODY UP PIN INSTALLATION FIGURE 5-8. DIFFERENTIAL ASSEMBLY REMOVAL
1. Body Up Retaining Pin 3. Body Pivot Pin 1. Capscrews 3.Threaded holes
2. Body 4. Main Frame 2. Lifting bracket

Final Drive Assembly G5-5

 14. Remove remaining differential assembly mount
capscrews.
15. Install two puller bolts in threaded holes (3) to
start differential assembly out of case.
16. Support differential assembly with lifting device
maneuver differential toward front of truck until
carrier bolt flange contacts anchor structure.
Refer to Figure 5-9.
17. Rotate ring gear side of assembly into final drive
case and lower slightly until assembly is clear of
final drive housing. (Figure 5-9).
18. Lower assembly to plate.
19. Remove plate and assembly from under truck.
FIGURE 5-9. DIFFERENTIAL ASSEMBLY REMOVAL/
INSTALLATION
INSTALLATION
1. Body should be raised and cleaned and exhaust
piping removed as described in "Removal".
2. Position differential assembly on plate at front of
right rear wheels.
3. Attach lifting bracket (2, Figure 5-8) to threaded
holes at top of carrier bolt flange. Adjust lifting
bracket as necessary by making trial lifts. The
ring gear should be vertical and face of carrier
bolt flange should be nearly parallel to face of
final drive case.
4. Position plate under truck aligning if with the
anchor structure. Attach lifting device and raise
assembly.
G5-6 Final Drive Assembly
NOTE : As differential assembly is raised into position,
be sure no dirt enters final drive case or is
present on assembly.
5. Manuever assembly so carrier flange is contacting
anchor on both sides. (Figure 5-9).
6. Install four guide bolts in face of final drive case.
7. Completely coat pilot of differential carrier and
O-ring with clean gear lube oil of the same type
used in final drive assembly.
8. Move differential assembly into final drive case
aligning guide bolts with holes in carrier bolt
flange.
9. When carrier pilot contacts final drive bore, install
four equally spaced puller capscrews.
10. As carrier is pulled into final drive case, keep
final drive case face and carrier bolt circle flange
parallel. This will prevent O-ring from being cut.
11. Pull assembly completely into case.
12. Remove guide bolts and puller bolts. Install mount
capscrews and tighten to standard torque.
13. Remove lifting bracket, install remaining mount
capscrews.
14. Install drive line with slip joint end toward
transmission. Tighten companion flange
capscrews to 100 5 ft. lbs. (135 6.8 Nm) torque.
15. Install drive line protector.
16. Position exhaust box to exhaust tubing (Figure
5-7).
17. Install exhaust box mount capscrews. Tighten
to standard torque.
18. Install all exhaust tubing clamps.
19. Slide each sun gear shaft (2, Figure 5-4) into
differential. Install covers. Tighten capscrews to
standard torque.
20. Remove body up retaining pins and lower body.
21. Remove blocks from under rear wheels.
22. Fill final drive housing at center case fill plug until
oil level is at bottom of fill hole. Oil must flow
from center housing out to both planetaries; and
oil until level is maintained at bottom of fill hole.
Allow approximately 15 minutes for a proper fill.
A complete fill will require approximately 53 gal.
(200 l) of oil. Refer to Lube Chart, Section "P",
for proper gear lube oil.
Differential Cage Removal 6. Raise differential cage assembly (3) from carrier
housing (9).
Differential assembly repair is best accomplished using
a stand to support differential carrier. Refer to Section
Pinion Removal
"M", Special Tools, for instructions for fabricating stand.
1. Position carrier assembly in stand with companion
flange (3, Figure 5-11) up as illustrated.
1. Position carrier assembly in stand (10, Figure 5-
10) with ring gear up as illustrated.
2. Inspect carrier housing (9) and differential carrier
bearing caps (5) for match marks. If components
have not been previously match marked, stamp
match marks at this time. Caps and carrier are a
matched set when machined and therefore must
be installed in correct position at assembly.
3. Remove capscrews (6) and locks (7).
4. Attach lifting device and support differential
assembly.
5. Remove capscrews (4), bearing caps (5),
adjusting nuts (2), and bearing cones (1).

FIGURE 5-11. DIFFERENTIAL PINION

1.Bearing Retainer 5.Retainer Plate
2.Capscrews 6.Pinion
3.Companion Flange 7.Pinion Nose Bearing Cup
4.Capscrew 8.Shims

2. Remove capscrews (4), retainer plate (5), and

companion flange (3).
3. Remove capscrews (2) and bearing retainer (1).
Threaded pusher bolt holes are present to assist
in removal of retainer.
4. Remove pinion (6) and bearings assembly.
FIGURE 5-10. DIFFERENTIAL ASSEMBLY 5. Remove pinion nose bearing cup (7) and shims
1. Bearing Cups 6. Capscrews (8) from carrier.
2. Adjusting Nuts 7. Locks
3. Differential Cage 8. Carrier Bearing Cones Differential Cage Disassembly
Assembly 9. Carrier Housing 1. If necessary, remove ring gear mount capscrews
4. Capscrews 10. Stand (8, Figure 5-12) and ring gear (7).
5. Bearing Caps

Final Drive Assembly G5-7

 FIGURE 5-13. REMOVING / INSTALLING NUT ON
SPIDER GEAR ASSEMBLY
1. Bearing Sleeve 4. Nut
2. Pinion Assembly 5. Differential Locknut
Torquing Base Wrench
FIGURE 5-12. DIFFERENTIAL CAGE ASSEMBLY 3. Lockwasher

1. Differential Cap 7. Ring Gear

2. Capscrews 8. Capscrews 3. Remove sleeve (1, Figure 5-14) from bearing
3. Cross 9. Carrier Bearings cones (2 & 4).
4. Side Gear 10.Roll Pin
5. Thrust Washer 11. Roll Pin 4. Remove bearing cups (7 & 9) from spider gear (8).
6. Spider Gear Assembly 12. Ring Gear Carrier

2. Inspect differential cap (1) and carrier (12) for

match marks. If not present, stamp marks; the
assembly is machined as a matched set.
3. Remove carrier bearing cones (9), if necessary.
4. Remove capscrews (4) and thrust washer (5).
5. Remove cross (3) and spider gear assemblies (6).
6. Remove other side gear and thrust washer from
carrier.

Spider Gear Bearing Removal

FIGURE 5-14. SPIDER GEAR ASSEMBLY
1. Hold head of bearing sleeve (1, Figure 5-13). See
Section "M", Special Tools, for fixture (2) that 1. Bearing Sleeve 6. Lockwasher
will hold spider assembly for nut removal and 2. Bearing Cone (large) 7. Bearing Cup (small)
installation. 3. Spacer 8. Spider Gear
4. Bearing Cone (small) 9. Bearing Cup (large)
2. Bend back tab of lock washer (3) and remove nut 5. Nut 10.Roll Pin Slot
(4). See Section "M", Special Tools, for special
nut wrench (5).

G5-8 Final Drive Assembly

Cleaning and Inspection Differential cage cross pin bore I.D. to cross pin
O.D.
1. Clean all parts thoroughly in clean solvent and
-0.0015 in. to + 0.0015 in.
blow dry with shop air. Lightly coat parts with
(-0.038 mm to 0.038 mm).
just enough clean oil to prevent rust formation on
machined and bearing surfaces. Cross pin O.D. to spider gear bearing sleeve I.D.
+ 0.0005 in. to + 0.0035 in.
2. Check all pinion, ring gear and side gear teeth
(0.013 mm to 0.089 mm).
for damage, excessive wear or cracks. Inspect
all splines for defects. Use a hard stone to remove Spider gear bearing cups O.D. to spider gear cup
any minor burrs. If either ring gear or spiral bevel bores I.D.
pinion is damaged, both will have to be replaced,
+ 0.0010 in. to + 0.0030 in.
as the components are a matched set.
(0.025 mm to 0.076 mm).
3. Bushing surfaces, bearing rollers and races must
Spider gear bearing cone I.D. to bearing sleeve O.D.
be free of defects - no galling, cracks or
0.0000 in. to + 0.0150 in.
roughness. Bearings must turn freely and
(0.000 mm to 0.381 mm).
smoothly.
Side gear thrust washer minimum thickness
4. Differential carrier and cover must be free of cracks
or other defects. Mating surfaces must be free of 0.2500 in. ± 0.0010 in.
defects, minor imperfections may be smoothed (6.350 mm ± 0.025 mm).
clean with a hand stone or emery paper. Note : If bearing cones or cups are installed with a press,
5. Inspect all differential components. Replace any be sure bore or shaft is free of burrs and nicks. Lightly
defective parts as necessary. cover shaft or bore with oil to aid installation. When
heating bearings, control temperature from 2500F - 2750F
Nominal Clearance Dimensions : (1210C - 1350C). Do not use a torch to heat bearings.
After heated bearing is installed, be sure it is tight
Differential cap carrier bearing bore I.D. to bearing against shoulder. If bearing is chilled, do not exceed -
cup O.D. 650F (-550 C).
+ 0.0010 in. to +0.0020 in.
(0.025 mm to 0.051 mm).
Spider Gear Bearing Installation
Bearing cup O.D. to spiral bevel pinion bearing
1. Install bearing cups (7 & 9, Figure 5-14) in spider
carrier bore I.D.
gear (8) bores. Be sure cups seat firmly against
+ 0.0016 in. to +0.0040 in.
shoulders.
(0.041 mm to 0.102 mm).
Pinion nose bearing cup O.D. to carrier assembly 2. Place bearing sleeve (1) on fixture (2, Figure 5-
nose bearing cup I.D. 13).
0.0000 in. to +0.0030 in. 3. Install larger cone (2, Figure 5-14) and spacer
(0.000 mm to 0.076 mm). (3) on sleeve.
Pinion nose bearing journal O.D. to nose bearing 4. Install spider gear with cups (7, 8 & 9).
cone I.D.
+0.0008 in. to + 0.0028 in. 5. Install small cone (4) lockwasher (6) and nut (5).
(0.020 mm to + 0.071 mm). 6. Using wrench (5, Figure 5-13), tighten nut to 250
Pinion outboard bearing journal O.D. to outboard 25 ft. lbs. (339 ± 34 Nm) torque. Bend tang of
bearing cone I.D. lockwasher into slot of nut.
+ 0.0015 in. to 0.0035 in.
(0.038 mm to 0.089 mm). Differential Cage Assembly
Differential cage carrier bearing journal O.D. to 1. If removed, install four roll pins (11, Figure 5-12)
bearing cone I.D. next to cross pin bores. To be flush within 0.030
+ 0.0022 in. to + 0.0042 in. in. 0.76 mm) of cage outer surface.
(0.056 mm to 0.107 mm).
2. Position ring gear carrier portion of cage with ring
Ring gear I.D. to differential ring gear carrier O.D.
gear flange down.
0.0000 in. to + 0.0040 in.
(0.000 mm to 0.102 mm).

Final Drive Assembly G5-9

 3. Install thrust washer (5). End of roll pin (10) must Example :
be 0.090 in.± 0.030 in. (2.3 mm ± 0.76 mm) Shims for O variation : 0.035 in. (0.89 mm)
below gear surface of thrust washer. Pinion being installed is stamped :
-0.015 in. (-0.38 mm)
4. Install one side gear (4).
5. Install cross (3) with four spider gear assemblies O variation : 0.035 in. (0.89 mm)
(6). Align slot (10, Figure 5-14) in head of bearing Subtract pinion marking : 0.015 in. (0.38 mm)
sleeve with each roll pin (11, Figure 5-12). Shim pack is : 0.020 in. (0.51 mm)
6. Install second side gear (4).
d. When assembling shim pack, measure
7. Place grease or petroleum jelly on thrust washer
shims individually. Make shim pack ± 0.001
surface of differential cage cap. Install thrust
washer. Be sure ends of roll pins (10) are 0.090 in. (0.025mm) of answer found in Step 2c.
in. ± 0.030 in. (2.3 mm ± 0.76mm) below gear 3. Install shims (3) and bearing cup (1) into carrier.
surface. Be sure cup is completely against shims.
8. Install differential cap (1) Do not dislodge thrust 4. Install nose bearing cone (2) and outboard
washer. Align match marks. bearing cone (12) on pinion shaft. Be sure cones
are tight against shoulders. Lightly cover cones
9. Install capscrews (2). Tighten to standard torque with oil.
and lock wire.
10. As ring gear (7) is installed to flange, be sure no
burrs or dirt get between ring gear and flange
faces. Lube taperhead capscrews with never
Seez and Install.
11. Tighten ring gear mount capscrews (8) in a criss
cross pattern to 300 ft. lbs. (406 Nm) torque.
Repeat pattern and increase torque to 600 ft. lbs.
(813 Nm) Repeat pattern and increase final torque
to 900 ft. lbs. (1220 Nm). Lock wire all capscrews
in pairs.

Pinion Installation And Bearing Adjustment

1. Set differential carrier on work surface or in fixture
with spiral bevel pinion bores up.
2. Determine amount of shims (3, Figure 5-15) to
be installed between nose bearing cup (1) and
shoulder of carrier as follows.
a. Pinion mounting variation is marked on end
of pinion.
b. The nominal shim pack is 0;035 in. (0.89 mm)
for a pinion with 0.000 in. (0.000 mm)
mounting variation. FIGURE 5-15 PINION INSTALLATION
1.Nose Bearing Cup 9.Capscrews
C. If pinion being installed is stamped with (+) 10.Retainer
mounting variation dimension, add stamped 2.Nose Bearing Cone
3.Shims 11.Seal
variation to nominal 0.035 in. (0.89 mm). 12.Outboard Bearing Cone
If pinion is stamped with [-] mounting variation 4.Carrier Housing
5.O-Ring 13.Outboard Bearing Cup
dimension, subtract stamped variation from 14.Shims
0.035 in. (0.89mm). 6.Bearing Carrier
7.Capscrews 15. Pinion
8.Companion Flange 16.Retainer Brake
17.'V' Ring.

G5-10 Final Drive Assembly

 5. Install outboard bearing cup (13) in bearing 12. Install O-ring (5, Figure 5-15) on bearing carrier
carrier (6). Be sure cup is tight against shoulder. pilot. Lightly coat with clean gear lube oil of the
same type used in final drive assembly.
6. Install pinion (15) and bearing carrier (6) with no
shims (14). 13. Install shims (14) and bearing carrier (6)
a. Install two mounting capscrews equally 14. Install Retainer (16)
spaced, one each next to each 0.500in. (12.7
15. Install capscrews (7) rotate pinion as capscrews
mm)holes.
are tightened to standard torque.
b. Tighten the two capscrews to 70 ft. Ibs
16. Install seal (11).
(94 Nm) torque whiel rotating pinion a
minimum of three times. 17. Install companion flange (8), retainer (10) and
capscrews (9). Tighten to standard toque.
c. Increase torque to 140 ft. lbs (189 Nm)
while rotating pinion a minimum of three 18. Lock wire capscrews (9)
times.
Differntial Cage Installation
d. Repeat Step c. until capscrew torque is
maintained. 1. Position differential carrier in fixture with pinion
down. This will not affect backlash as pinion
e. Loosen capscrews and rotate pinion three
bearing are preloaded.
times.
2. Install cage carrier bearing cones (8, Figure 5-
7. Tighten the two capscrews to 10 ft. lbs. (13.5
16) on cage, Be sure cones are tight against
Nm) torque as pinion is rotated a minimum of
shoulders.
three times.
a. Raise torque to 15 ft. lbs. (20.3 Nm) as pinion
is rotated a minimum of three times.
b. Repeat Step 7a until 15 ft. lbs. (20.2 Nm)
torque is maintained.
8. Using a depth micrometer, measure and record
the depth to end of the differential carrier through
the two holes next to the capscrews.
9. Average the two measured depths and subtract
the bearing carrier flange thickness from the
average depth.

Note : If bearing carrier flange thickness is not stamped

or etched, measure and record when carrier is removed
for shim installation. Measure at least three places eqally
spaced and use an average of the measurements.
10.Add 0.003 in. (0.076mm) to dimension established in
Step 9 and make a shim pack within 0.001 in
(0.025 mm) of this dimension.

EXAMPLE :
Average depth (Step 9) : 1.190 in. (30.226mm)
Subtract flange thickness 1.120 in. (28.448 mm)
FIGURE 5 -16 DIFFERENTIAL ASSEMBLY.
Gap : 0.070 in. (1,778 mm)
1. Bearing Cups 6. Capscrews
Add (Step 10) 0.003 in. (0.076 mm)
2. Adjusting Nuts\ 7. Locks
Required shim pack : 0.073 in. (1.854 mm) 3. Differential Cage 8. Carrier Bearing Cones
Assembly 9. Carrier Housing
11. Measure shims to obtain + 0.002 in. (0.051 mm) 4. Capscrews
tolerance. 10. Stand
5. Bearing Caps

Final Drive Assembly G5-11

 3. Install cage carrier bearing cups (1) in differential
carrier.
4. install differential cage assembly in carrier .
5. Install bearing caps (5). Refer to match marks
for proper position.
6. Install capscrews, tighten enough that bearing
caps are not loose.
7. Install bearing adjustment nuts (2).

CARRIER BEARING AND BACKLASH ADJUSTMENT

1. Tighten bearing cap mount capscrews (4) to 100
ft. lbs. (135.6 N.m) torque.
2. Adjust nuts (2) to obtain 0.022 in. (0.56 mm)
backlash.
3. Loosen bearing adjustment nuts and remove any
preload on bearings.
4. Set up two dial indicators to measure bearing FIGURE 5-17, RING AND PINION BACKLASH
cap deflection (Figure 5-17). Set indicator botton ADJUSTMENT
against lock plate mount pads. Zero both in
1. Dial Indicators
dicators.
5. Adjust ring and pinion backlash to 0.014 - 0.018
in. (0355 - 0.457 mm) with adjusting nuts. Check
backlash at four equal points around ring gear.
6. Tighten both adjusting nuts equally until bearing
caps have deflected a total of 0.005 in
(0.127mm), combined reading from both
indicators.
7. Recheck backlash setting and adjust in
necessary.
8. Tighten bearing cap capscrews (4, Figure 5-16)
to 750 ft. lb. (1071 Nm) torque and lock wire.
9. Install lock plates (7) and capscrews (6). Tighten
to standar torque and lock wire. Lock plates
may be installed in either direction to achieve
half notch adjustments.
10. Remove from fixture and install differential carrier
assembly in final drive.

G5-12 Final Drive Assembly

 FINAL DRIVE PLANETARIES AND WHEEL HUBS

If wheels are not being removed, rotate assembly before

PLANETARY DRIVE
Planetary Drive Removal
1. Securely block front wheels, raise and block up
rear of truck and remove rear wheels. Refer to
"Rear Tire and Rim Removal", this Section.
Note : If only disassembly or repair of the planetary drive
is necessary, tires and rims are not required to be
removed. However, the tires and rims must be secured
to the frame or final drive case, so that nuts and wheel
retainers may be removed for access to planetary drive.
securing tires and rims so that drain plug (11, Figure 6-1)
is at the bottom. If planetary will not rotate, proceed as
follows to remve sun gear (9).
2. Drain approximately 10 gal. (38 l) of oil from final
drive case.
3. Remove capscrews (4), cover (6), and O-ring (5).
4. Remove thrust plug (7) and retainer ring (8).
5. Remove sun gear (9), and thrust bushing (2) from
sun gear shaft (3).
6. If not done previously, rotate assembly so that
drain plug (11) is at the bottom. Remove drain
plug and drain remaining oil from planetary.
NOTE : A tool can be make to simplify sun shaft removal.
Refer to Section "M", Special Tools.
7. Pull sun gear shaft (3)
8. If not done previously, fasten tires and rims and
wheel hub securely to the frame or final drive case,
so that no outward movement can occur. Remove
wheel nuts and retainers.
9. Remove all 12pt. capscrews (13) retaining planet
carrier (1) to wheel hubs. Attach Planetary
Assembly Loading Fixture, SS1125. Refer to
Section "M" Special Tools.
10. Slide planet carrier assembly (1) out on wheel
mount studs far enough to enable attachment of
a lifting device.
11. As planet carrier is removed from studs, balance
carrier assembly as planet gears come out of ring
gear (10). Do not damage threads on wheel
retainer studs.
12. If planetary assembly is not to be serviced, store
on wood blocks in a clean area away from work
area. Cover with moisture proof protection.

Figure 6-1. Planetary Drive Assembly

1. Planet Carrier 8. Retaining Ring

2. Thrust Bushing 9. Sun Gear
3. Sun Gear Shaft 10. Ring Gear
4. Capscrew 11. Drain Plug
5. O-Ring 12. O-Ring
6. Sun Gear Cover 13. Capscrew, 12 pt head
7. Thrust Plug

Final Drive Planetaries and wheel hubs G6-1

Planetary Reactor And Ring Gear Removal
1. If no done previously, secure wheel hub to frame
or final drive case to prevent any outward
movement when planetary reactor (5, Figure 6-2)
is removed.
2. Cut lock wires and remove retainer capscrews
(7), retainer (6), and shims (8).
The planetary reactor and ring gear assembly weigh
an estimated 300 lbs. (136 kg.) Support of assembly
is necessary.
3. Attach tool SS0416 with 3 - SS0414 threaded
"L"-bolts into large holes in reactor. Tighten bolts
and lift out reactor and ring gear. Move assembly
to a clean work area.
4. Besure that bearing cone (9) does not slide out.
A spacer may be fabricated to install temporarily
in place of the reactor. Minimum dimensions for
spacer should be : 2.125 in (54 mm) thick, 10.5
in. (267 mm) O.D., and 9.68 in (246 mm) I. D.
Install shims, retainer plate and capscrews to
hold spacer in place.
5. Remove lockwire, capscrews (1) and retainers
(2) holding ring gear to reactor. Remove ring gear
(4) from reactor (5).

Planetary Reactor And Ring Gear Installation

1. Install ring gear (4, Figure 6-2) on reactor (5).
2. Install capscrews (1) and retainers (2) holding
ring gear to reactor. Tighten capscrews to
standard torque and lockwire capscrews.
3. If installed, remove capscrews (7), retainer (6),
shims (8) and temporary spacer.
4. Wheel Hub must be in position and bearings
adjusted. Refer to "Wheel Hub and Bearing
Installation", this Section.

The planetary reactor and ring gear assembly weigh

an estimated 300 lbs. (136 kg). Support of assembly
is necessary.
5. Attach tool SS0416 with 3 - SS0414 threaded L-
bolts into large holes in reactor. Tighten bolts
and lift reactor and ring gear onto splined end of
axle housing. Remove lifting tool.
6. Install shims (8) [as determined in "Wheel Hub
and Bearing Installatioon], hub retainer (6), and
FIGURE 6-2. PLANETARY REACTOR AND retainer capscrews (7). Tighten capscrews to
RING GEAR ASSEMBLY standard torque and lockwire
1. Capscrew 6. Planetary Reactor
2. Ring Gear Retainer Retainer
3. Wheel Hub 7. Capscrew
4. Ring Gear 8. Shims
5. Planetary Reactor 9. Outboard Bearing Cone

G6-2 Final Drive Planetaries and wheel hubs

Cleaning and Inspection Planet Carrier Disasambly
1. Clean all parts thoroughly in clean solvent and 1. Remove planet pin capscrew (1, Figure 6-3) from
blow dry with shop air. Lightely coat parts with all planet pins.
just enough clean oil to prevent rust formation on
2. Remove planet pin (3) from carrier.
machined and bearing surfaces.
3. Remove planet gears (2) from carrier. Be prepared
2. Check planetary carrier, reactor plate and gear
to retrieve bearing cones (4), as they are not
teeth for damage, excessive wear or cracks.
retained in planet gear after removal from carrier.
Inspect all splines for defects. Use a hard stone
to remove any minor burrs. 4. Remove bearing cups (2, Figure 6-4) and spacer
(3) form planet gear.
3. Bushing surfaces, bearing rollers and races must
be free of defects - no galling, cracks or rough-
ness. Bearing must turn freely and smoothly.
4. Inspect all components. Replace any defective
parts as necessary.

Planetary Drive Installation

1. Install O-ring (12, Figure 6-1) in O-ring groove of
planetary carrier (1). Lightly cover with clean oil
(same as required in planetary).
2. Attach lifting device and position planetary
assembly on wheel rim retainer studs. Do not
damage threads on wheel retainer studs.
3. Align planet gears to ring gear and slide carrier
into wheel hub.
4. Install planetary carrier mounting capscrews (13),
Tighten to standar torque.
5. Install drain plug (11).
6. Install sun shaft (3) into differential.
7. Install thrust bushing (2). Replace bushing if
width is less than 1.845 + 0.005 in. (46.86 +
0.12 mm). FIGURE 6-3, PLANETARY CARRIER ASSEMBLY
8. Install sun gear (9) and new retainer ring (8).
1. Capscrew 4. Bearing Cone
9. Install thrust plug (7). Replace thrust plug if 2. Planet Gear 5. Spacer
thickness of head is less than 0.500 in. (12.7 + 3. Planet Pin 6. O-Ring
0.12 mm).
10. Install sun gear cover (6) and O-ring (5).
11. Tighten cover capscews (4) to standard torque.
12. If removed, install rear tires and rims and remove
supports from under truck.
13. Fill final drive housing at center case fill plug until
oil level is at bottom of ill hole. Oil must flow
from centrer housing out to both plantaries ;
add oil until level is maintained at bottom of fill
hole. Allow approximately 15 minutes fro a proper
fill. A complete fill will require approximately 53
gal. (200 l) of oil. Refer of Lube Chart, Section
"P", for proper gear lube oil.

Final Drive Planetaries and wheel hubs G6-3

Planet Carrier Assembly
1. Inspect planet gear pins and carrier bores for
damage and nominal clearance dimensions.
Planet carrier pin bore I.D. to pin O.D. -Both Ends :
- 0.0005 to + 0.0015 in (-0. 013 to 0.038 mm)
Planet gear bearing bore I.D. to pin O.D.
+ 0.0005 to + 0.-0021 in. (+ 0.013 to 0.053 mm).
2. Install planet gear beaings in planet gear bore.
Before installing bearing cups, determine correct
location of cup spacer (3, Figure 6-4). The cup spacer
must go into gear bore from side of gear marked
"XX". If no "XX" mark, measure dimensions A and
B.A. is longer than B. Stamp XX on A side.
a. If removed, install snap ring (1, Figure 6-4 ) in
groove of planet gear bore.
b. Install spacer in proper position, install bearing
cups (2) as illustrated.
FIGURE 6-4, PLANET GEAR AND BEARINGS
1. Snap Ring
2. Bearing Cups
3. Spacer
G6-4 Final Drive Planetaries and wheel hubs
4. Thoroughly clean planet carrier, pins, gears and
bearings.
5. Block planetary carrier high enough from work
surface, outside surface down, so planet pin
standing on big end will pass under carrier.
6. Install planet gears (2, Figure 6-3) with bearing
cones (4) into carier.
7. Install O-rings (6) on planet pins (3). Lightly
cover pins and O-rings with clean oild as used in
plantary.
8. Staft plant pins through bearnings. A long, guide
stud thru capscrew hole of carrier into small end
of planet pin will aid in aligning capscrew holes.
9. Pull pins into position.
10. Install capscrews (1) and tighten to standard
torque.
WHEEL HUB AND BEARINGS
Removal
1. Securely block front wheels, raise and block up
rear of truck, and remove rear wheels, Refer to
"Rear Tire and Rim Removal", this Section.
Note : Three retaining brackets (3 Figure 6-5) with
capscrews (14) must be installed (to retain
rotating brake disc hub and floating ring seals to
brake assembly) before capscrews (10) can be
removed from wheel hub. Refer to Section "M",
Special Tools, for Wheel Hub Retaining Brackets
and Capscrews.
2. Attach lifting device to wheel hub. Take up slack
and maintain support.
To prevent weight of wheel hub from pushing off
outboard bearing (1, Figure 6-5) and ring gear reactor,
maintain inboard pressure on wheel hub as retainer
capscrews are removed.
3. Remove planetary drive and reactor. Refer to
"Planetary Drive Removal" and "Planetary
Reactor And Ring Gear Removal" this, Section.
4. Slide off bearing cone (1, Figure 6-5), Remove
capscrews (10) holding wheel hub (13) onto brake
hub assembly. Retaining Brackets (3) must
remain attached to brake hub and brake housing.
 5. Remove wheel hub (13) from axle housing.
Removing bearing cone (12) from axle housing.
6. Remove seal carrier (5) and floating ring seal (4)
along with O-ring (6). Discrad O-ring.
7. Remove bearing cups (2 & 11).
Installation
1. Clean all mounting surfaces. Install bearing cups
(2 & 11, Figure 6-5). Install new O-ring (9) onto
wheel hug (13).
2. Install seal carrier (5) with floating ring seal (4) :
Floating Ring Seal Installation:
Refer to Section "J", "Rear Wet Dist Brake
Assembly" for this procedure.

FIGURE 6-5 WHEEL HUB ASSEMBLY AND BRAKE ASSEMBLY

1. Bearing Cone 4. Floating Ring Seal Assy 8. Floating Ring Seal Assy 12. Bearing Cone
2. Bearing Cup 5. Seal Carrier 9. O-Ring 13. Wheel Hub
3. Hub Retaining Bracket 6. O-Ring 10. Capscrew 14. Capscrews (6)
(Special Tool -3 req.) 7. Pin 11. Bearing Cup (0.375 UNC X 1.0 in.)

Final Drive Planetaries and wheel hubs G6-5

 3. Install inboard bearing cone (12) tightly against
seal carrier (5).
Note : Retaining Brackets (3, Figure 6-5) must remain
in place until wheel hub and planetary reactor
have been installed. Remove retaining brackets
(see step 8) before bearing adjustment and final
tightening of retainer capscrews (7, Figure 6-6)
has been completed.
4. Check outboard bearing cone (1, Figure 6-5) and
reactor (5, Figure 6-6) for slip fit on axle housing.
5. Install wheel hub (13, Figure 6-5) with O-ring (9)
and bearing cone (1) onto final drive axle housing.
6. Install planetary reactor (5, Figure ;6-6) and
retainer (6) without shims. Place four equally
spaced capscrews (7) into retainer with tow
capscrews in a horizontal position next to the
0.781 in. (19.8 mm) diameter holes (1, Figure 6-
7) .
7. Install capscrews (10, Figure 6-5). Do not tighten.
8. Remove retaining brackets (3, Figure 6-5) and
their capscrews (14). Save retaining brackets for
future use. Reinstall capscrews in holes and
tighten.
9. Tighten capscres (10, Figure 6-5) to Standard
torque.
10. Tighten the four retainer capscres (installed in
step 6.) to 100 ft. lbs (135.6 N.m) torque and
rotate wheel hub a minimum of three revolutions. Figure 6-6, Planetary Reactor and Ring Gear Assembly
11. Tighten same capscrews to 200 ft. lbs. (271.0 1. Capscrew 6. Planetary Reactor
Nm) and rotate wheel hub (3) revolutions 2. Ring Gear Retainer Retainer
minimum. 3. Wheel Hub 7. Capscrew
4. Ring Gear 8. Shims
12. Repeat step 11 as required until capscrew torque 9. Outboard Bearing Cone
is maintained. 5. Planetary Reactor

13. Remove the vertically positioned capscrews,

loosen the horizontally positioned capscrews, and
rotate the wheel hub.
14. Tighten the two remaining capscrews to 15 ft.
lbs. (20.3 N.m.) torque and rotate the wheel hub
a minimum of three revolutions.
15. Tighten the same two capscrews to 30 ft. lbs.
(40.7 N. m.) torque and rotate the wheel hub a
minimum of three revolutions.
16. Tighten the same two capscrews to 30ft. lbs.
(40.7 N.m) torque. Do not rotate wheel hub.

G6-6 Final Drive Planetaries and wheel hubs

 17. Using a depth micrometer, measure and record
the depth to the end of the axle housing through
the two holes (1, Figure 6-7) adjacent to the two
capscrews.
18. Average the two measured depths and subtract
the thickness of the retainer (6) (Etched on Suface
of Retainer) from the average depth.
19. Add 0.002 in. (0.05 mm) to the dimension
established in Step 16 and make a shim pack of
this dimension within 0.001 in. (0.025 mm). This
will provide a nominal assembled preload of 0.005
in. (0.127 mm).
NOTE : When assembling shim pack, measure each
shim individually and record each measurement.
Select shims which will add up to the required
shim pack determined in Step 17.

EXAMPLE :
Average Depth : 0.939 in. (23.850 mm)
Subtract Etched Dim. - 0.875 in. (22.220mm)
GAP 0.065 in. (1.620 mm)
Add constant + 0.002 in. (0.050 mm) FIGURE 6-7, MEASURING DEPTH FOR SHIMS
Required Shim Pack 0.066 in. (1.670 mm)
3. Reactor Retainer
1. Holes for Depth
Plate
20. Install shim pack (8, Figure 6-6) and retainer plate Measurement
(6) as shown. While rotating wheel hub, tighten 2. Lube Oil Transfer Holes (4)
capscrews (7) in successive steps as follows :
Tighten all capscrews to 100 ft. lbs. (136 N. m.)
Tighten all capscrews to 200 ft. lbs. (271. N.m)

Finally, tigten all capscrews to 300 + 30 ft. lbs.

(406. 8 ± 41 N.m.) torque.

Final Drive Planetaries and wheel hubs G6-7

 NOTES

G6-8 Final Drive Planetaries and wheel hubs

SUSPENSIONS
 SECTION H

HYDRAIR SUSPENTIONS

INDEX

FRONT SUSPENSION
Removal……….................................................................................................................……… H2-1
Installation………........................................................................................................……………H2-1
Disassembly…………........................................................................................................………H2-2
Inspection………..............................................................................................................……… H2-3
Assembly…….......................................................................................................................…. H2-4

REAR SUSPENSION
Removal …………...................................................................................................................….H3-1
Installation………........................................................................................................................H3-1
Disassembly……........................................................................................................................H3-2
Assembly……........................................................................................................................….H3-3

REAR SUSPENTION SPERICAL BEARING REPAIR

Disaasembly ….................................................................................................................... H3-4
Inspection…....................................................................................................................…..H3-4
Assembly….....................................................................................................................…. H3-4

OILING AND CHARGING PROCEDURES ……….. H4-1

GENERAL….............................................................................................................................. H4-1
EQUIPEMENT LIST…...........................................................................................................……H4-1
HYDRAIR SERVICE KIT……........................................................................................................H4-1
Installation of Charging Kit…......................................................................................…………H4-1
Removal of Charging Kit………....................................................................................………. H4-1
SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS H4-2
FRONT SUSPENTION ............................................................................................................... H4-2
Front Suspension Oiling …...............................................................................................…. H4-2
Front Suspention Nitrogen Charging ……................................................................................ H4-2
REAR SUSPENSION………........................................................................................................ H4-4
Rear Suspension Oiling……...............................................................................................… H4-4
Rear Suspension Nitrogen Charging …..........................................................................…….. H4-5
OIL AND NITROGEN SPECIFICATIONS CHARTS…..............................................................…….......H4-6

Index H1-1
 HIGH PRESSURE CYLINDER CHARGED WITH DRY NITROGEN
DO NOT REMOVE ANY HARDWARE INCLUDING CAPSCREWS, PLUGS, VALVE OR
VALVE CORE UNTIL ALL PRESSURE HAS BEEN RELEASED. REMOVAL OF ANY HARWAARE
WHILE CYINDER IS UNDER PRESSURE MAY RESULT IN HARWARE FLYING VIOLENTLY FROM
CYLINDER. TO RELEASE PRESSURE, REMOVE VALVE CAP, TURN TOP HEX ON VALVE THREE
TURN IN A COUNTER CLOCKWISE DIRECTION
DO NO TURN MORE THAN THREE TRUNS), THEN DEPRESS VALVE CORE DO NOT TURN
BOTTOM HEX UNTIL ALL PRESSURE HAS BEEN RELEASED.
1. CHECK OIL LEVEL ACCORDING TO INSTRUCTION MANUAL
2. CHARGE CYLINDER WITH DRY NITROGEN GAS ONLY.

TO CHARGE CYLINDER : SEE YOUR DUMPER DISTRIBUTOR WHO HAS ALL TOOLS
AND INFORMATION REQUIRED FOR CHARGING CYLINDERS.
955-Dz-21067

H1-2 Index
 FRONT SUSPENSIONS
The Hydrair II suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oild 1. Valve Cap
and gas in the four suspensions carry the gross truck 2. Seal
weight less wheels, spindles and final drive assembly. 3. Valve Core
The front suspension cylinders consists of two basic 4. Swivel Nut (Small Hex)
components ; a suspension housing attached to the truck 5. Rubber Washer
frame and a suspension rod attached to the front spindle. 6. Valve Body (Large Hex)
The front suspension rods also act as kingpins for steering 7. O-Ring
the truck. 8. Valve Stem
The HYDRAIR II suspension cylinder requires only 9. O-ring
normal care when handling as a unit. However, after
being disassembled these parts must be handled carefully
FIGURE 2-1. CHARGING VALVE
to prevent damage to the machined surfaces. Surfaces
are machined to extremely close tolerances and are
precisesly fitted. All parts must be completely clean
during assembly.

Removal
1. Park unloaded truck on hard level surface. Block
wheels and apply parking brake. Refer to Section
"G" "Frong Tire and Rim", and to "Front Wheel
Hub and Spindle", to remove front wheel, tire,
front wheel hub, and spindle.
2. Remove clamp and boot from around suspension.
3. Discharge nitrogen pressure from suspension by
removing charging valve guard (5, Figure 2-2) and
charging valve cap (1, Figure 2-1). Turn the
charging valve swivel nut (4, small hex)
counterclock wise three full turns to the unseat
valve seal (Do Not turn more than three turns) Do
not Turn large [3/4 in (19 mm)] HEX (see Danger
below). Wearing face mask or goggles, depress
valve stem (3) until all nitrogen pressure has
been relieved.

DANGER
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 thegas pressure inside.
4. After all nitrogen pressure has been relieved,
remove charging valve assembly (Figure 2-1) and
discard O-ring (9).
FIGURE 2-2. SUSPENSION REMOVAL/INSTALLATION
5. Attach lifting device to threaded holes (1 Figure
2-2) in suspension housing.
1. Threaded hole 4. Nuts
2. Mounting Capscrew 5. charging Valve
3. Washer 6. Guard

Front Suspensions H2-1

 6. Remove suspension mounting capscrews (2)
nuts (3) and washers (4)

Suspension weighs approximately 1,062 lbs. (482

kg.) Be certain that lifting device is of adequate
capacity.

7. Move suspension away from frame, Retract

suspension rod and install charging valve cap and
protector.

Installation
1. Clean all paints or protective coating from
mounting surface of suspension. Assure that
mount surfaces of suspension and frame are
smooth and free of any oil.
2. Install shear bar in slot on frame suspension
mount surface.
3. Attach lifting device to suspension housing to
raise into position on frame.

Suspension weighs approximately 1,062 lbs. (482

kg). Be certain that lifting device is to adequate
capacity.
4. Install mount bolts( 2) washers (3) and nuts (
4, Figure 2-2).
5. Tighten nuts to 750 ± 75 ft. lbx (1017 ± 101 N. m)
torque.
6. Install front spindle, hub, wheel and tire. Refer
to Section "G" for installation procedures.
7. After installation of suspension, it will be
necessary to check oil level and charge with
nitrogen gas. Refer to "Suspension Oiiling and
Charging" procedure, this section. Figure 2-3 Suspension Assembly

8. Install boot and boot clamp on suspension. 1. Valve Guard 8. Upper Bearing Retainer
2. Drain plug 9. Capscrews & Washers
3. Capscrew 10. Bearing Retainer Cap
4. Cap 11. Steel Ball
5. Housing 12. Capscrew
6. Tube 13. Lower Bearing Retainer
7. Upper Bearing 14. O-Ring /Backup Rings

H2-2 Front Suspensions

Disassembly
1. Suspension contains approximately 3.5 ga. (13.
25l) of oil.
2. Remove charging valve protector (1, Figure 2-3)
charging valve cap and loosen 5/8in. (16 mm) nut.
3. Depress valve core to be sure all nitrogen is vented
from suspension.. Use eye protection when venting
Nitrogen gas. After all nitrogen pressure has been
relieved, remove charging valve assembly (Figure
2-1) and discard O-ring (9)
4. With rod extended fully, remove plug (2, Figure 2-
3) from bottom of suspension tube and drain oil.
5. Remove capscrews (3) securing cap (4) to housing
Remove O-rings and backup rings (14).
6. Two threaded holes are provided in cap for up
FIGURE 2-4. LOWER BEARING RETAINER SEALS
removal from housing.
1. Lower Bearing 3. Double Lip Rod Seal
7. Remove cap and tube (6) from housing.
2. Step Seal and 4. Wiper
8. Remove upper bearing (7) from upper bearing Step Seal O-Ring
retainer (8).
9. Remove capscrews and washers (9) securing
upper bearing retainer cap (10) to tube, if
necessary.
10. Remove upper bearing retainer (8), as bearing
upper bearing retainer cap (10) to tube, if
necessary. Inspection

11. Remove capscrews (12) securing lower bearing
retainer (13) to houring.
12. Use puller holes in retainer flange to aid in removing
retainer from housing.
13. Remove lower bearing (1, Figure 2-4), step seal
(2), rod seal (3) and wiper (4) from lower bearing
retainer. Remove O-rings and backup rings from
O.D. of retainer.
1. If scratches or scores are found in housing or on
suspension tube, contact you DUMPER
Distributor..
2. Maximum clearance between new upper bearing
an housing is 0.020 in (0.50 mm)
3. Maximum clearance between new lower bearing
to suspension tube is 0.020 in (0.50 mm).

Front Suspensions H2-3

Assembly
1. Clean all components thoroughly.
2. Lightly coat all O-rings, backup rings, seals and
wiper with petroleum jelly or suspension oil.
3. Install O-rings and backup rings (1, Figure 2-5)
to pilot of suspension cap (2)
4. Install step seal O-ring (3) and step seal (4).
Position step seal lip toward bearing of lower
retainer.
5. Install rod seal (6) with lip toward bearing of lower
retainer (Figure 2-5).
6. Install wiper (7) with lip pointing away from
bearing.
7. Install bearing (8).
8. Install backup rings and O-ring on O.D. of lower
bearing retainer.
9. Install lower retainer (9) into housing. Install
washers and capscrews (5) . Tighten to standard
toque.
10. If removed, install retainer cap, washer (10) and
nut to suspension cap. Tighten nut to 800 ft. lbs.
(1084 N.m) torque.
11. Place two ¾ in. (19 mm) balls (11) in pockets of
tube. Install upper bearing retainer.
12. Install retainer cap (12), washers and capscrews
(13). Tighten to standard torque.
13. Install upper bearing (14) on upper retainer (18).
14. Insert tube (15) and cap (2) into housing. Install
capscrews (16). Tighten to standard torque.
15. Install plug (17) in bottom of tube. Tighten to 13
ft. 1bs (17.5 N.m)torque.
16. Add 3.5 ga. (13.25l ) of suspension oil thru
charging valve hole in cap of suspension.
17. Install charging valve assembly (Figure 2-1) with
new O-ring (9). Tighten ¾ in. (19 mm)
18. If new charging vavle is used, tighten 5/8 in. (16
Figure 2-5. Suspension Assembly
mm) nut 50 10.5 ft. lbs (14 N. m.) torque, loosen,
retighten to 10.5 ft. lbs. (14 N.m.) torque, loosen 1. O-Rings/Backup Rings 10. Washer
retighten to 4 ft. lbs. (5.5 N.m) torque. If oild valve 2. Cap 11. Steel ball
is reused, tighten 5/8 in. (16 mm) nut to 4 ft. lbs. 3. Step Seal O-Ring 12. Bearing Retainer Cap
(5.5 Nm) torque. 4. Step Seal 13. Capscrews & Washers
5. Capscrews 7 Washere 14. Upper Bearing
19. Correct oil level will be established when 6. Double Lip Rod Seal
suspension is mounted on truck. Refer to 15. Tube
7. Wiper 16. Capscrews
Suspension oiling and chargning procedure, this 8. Lower Bearing
section. 17. Drain Plug
9. Lower bearing Retainer 18. Uppe bearing retainer

H2-4 Front Suspensions

 REAR SUSPENSIONS

The HYDRAIR It suspensions are hydro-pneumatic 1. Valve Cap

components containing oil and nitrogen gas. The oil and 2. Seal
gas in the four suspensions carry the gross truck weight 3. Valve Core
less wheels, spindles and final drive assembly. The rear 4. Swivel Nut
suspension cylinders consists of two basic components (small hex)
; a suspension rod attached to the final drive cente case. 5. Rubber
Washer
The HYDRAIR II suspension cylinder requires only normal 6. Valve Body
care when handling as a unit. However, after being (large hex)
disassembled these parts must be handled carefully to 7. O-Ring
prevent damage to the machined sufaces. Surfaces ae 8. Valve Stem
machined to extremely close tolerances and are 9. O-ring
precisesly fitted. All Parts must be completely clean
during assembly.
FIGURE 3-1. CHARGING VALVE.
Removal
Raising the rear frame of the truck will be required for
rear suspension removal and installation. Jacking under 5. After all nitrogen pressure has been relieved, be
the hoist cylinder frame mounts is recomded. If jacks certain that frame as being solidly on blocks.
are unavailable, the frame can be raised and lowered as Remove charging valve assembly (Figure 3-1)
required by utilizing the suspension as a jack ; charging from top of rear suspension by nscrewing large
with nitrogen to raise the frame, and releasing the nitrogen hex and discard O-ring (9)
to lower the frame. 6. Remove suspension moun pin retainer bolts (1
Figure 3-2) and nuts from top and bottom pins.
1. Park unloaded truck on hard level surface. Block 7. Attach lifing device to suspensionon Suspension
wheels and apply parking brake. weighs approximately 315 lbs. (143 kg).
2. Raise rear of truck frame to fully extended piston 8. Remove top and bottom mount pins (2, Figure
of suspension to be removed. 3-2) and spacers (3) and remove suspension from
3. With suspension piston fully extended, place truck.
blocks between frame and final drive case bumber 9. Retract rod and replace charging valve cap and
pads. Be sure blocks will not shift. protector and move suspension to work area.
4. Discharge nitrogen pressure from suspension by
removing charging valve guard (1, Figure 3-3) and
charging valve cap (1, Figure 3-1). Turn the
charging valve swivel nut (4, small hex)
counterclock wise three full turns to unseat valve
seat (Do Not trun more than three turns.) DO
NOT TURN LARGE Hex (6), see DANGER below.
Wearing face mask or goggles, depress valve
stem until al nitrogen pressure has been relieved.

DANGER
Make certain only the swivel nut turns. Turning the
complete charging valve assmely may result in the
valve assembly being forced out of the suspension
by the gas pressure inside.

Rear Suspensions H3-1

 Installaton
1. Raise suspension into position with grease
fittings (16, Figure 3-3) in housing and lower piston
rod mount pointing away from rear of truck.
2. Install upper mount pin (2, Figure 3-2) and
spacers (3).
3. Remove charging valve protector (1, Figure 3-3)
and valve cap (2). Loosen swivel nut (small hex,
3) two turns only.
4. Extend or retract suspension rod. Install lower
mount pin (2, Figure 3-2) and spacers (3) between
final drive case and suspension rod mount.
5. Install mount pin retainer bolts and nuts (1)
Tighten to standard torque.
6. After installation of suspension it will be
necessary to check oil level and charge with
nitrogen gas. Refer to Suspension Oiling and
charging procedure, this section.

Disassembly
1. Remove charging valve protector (1, Figure 3-3
and valve cap (2) from charging valve.
2. Loosen swivel nut (small hex, 3) two turns only
Depress valve core and vent all nitrogen.
3. Remove charging valve body (3/4 in. (19mm) nut
(6, Figure 3-1) and discard O-ring (9)
4. The suspension contains approximately 2.75 ga.
(10.40 l) of suspension oil. Be prepared to catch
this amount of oil.
5. Remove capscrew and washers (9) securing
lower retainer (8) to housing (4).
6. Use puller holes in retainer (8) to aid removal.
7. Remove piston rod tube (14) and upper bearing
retainer (6) from housing
FIGURE 3-2 REAR SUSPENSION MOUNTING
8. Remove bearing (7) from retainer.
1. Retainer Bolt And Nut 3. Mount Pin
2. Spherical Bearing 4. Spacers 9. If nessary, remove capscrews and washers (5)
securing bearing retainer (6) to piston rod tube
(14). Two steel balls (15) will fall free. Retain
these.
10. If scratches or scores are found in housing or
suspension tube, contact your area DUMPER
Distructior.
11. Maximum clearance between new bearing and
housing is 0.020 in (0.50mm)
12. Maximum clearance between lower retainer and
tube is 0.020 in (0.50 mm)

H3-2 Rear Suspensions

Assembly
1. Clean all parts thoroughly
2. Lightly coat all O-rings, backup rings, seals and
wipers with petroleum jelly or suspension oil.
3. Install O-ring /back-upring and step seal (1.2
Figure 3-4) in seal retainer. Position lip of step
seal toward inside of suspension.
4. Install double lip rod seal (11) in retainer
5. Install wiper seal (10) in retainer.
6. Install backup rings and O-rings (13) on O.D. of
retainer.
7. If bearing retainer (6) was removed from piston
tube (14), install tow balls (15) and bearing
retainer to piston tube. Tighten capscrews to
standar toque.
8. Place bearing (7) on retainer (6).
9. Install piston tube and retainer assembly into
suspension housing (4).
10. Install seal retainer (8) over tube. Tighten
capscrews (9) to standard torque.
11. Pour 2 gal. (7.5l) of suspension oil into
suspension through charging valve hole.
12. Install charging valve (Figure 3-1) using new O-
ring (9). Tighten ¾ in. (19 mm) nut to 16.5 ft
lbs. (22.3 N. m) torque.
13. If a new charging valve is used, tighten 5/8 in.
(16 mm) swivel nut (3, Figure 3-3) to 10.5ft. Ibs.
(14 N. m.) release and retighten to 10.5 ft. lbs.
(14 N. m.) and release, retighten to 4.0 ft. Ibs.
(5.5) N.m.) if the old charging valve is reused,
tighten swivel nut to 4.0 ft. lbs (5.5 N.m) torque.
14. Install valve cap (2) and valve guard (1)

FIGURE 3-3, REAR SUSPENSION ASSEMBLY

1. Charging Valve Guard 9. Capscrews & Washer

2. Charging Valve Cap 10. Wiper Seal
3. Swivel Nut (Small Hex) 11. Double lip Rod Seal
4. Suspension Housing 12. O-Ring /Back -up ring
5. Capscrews & Washers 13. O-Rings / Back -up Rings
6. Upper Bmg. Retainer 14. Piston Rod Tube
7. Upper Bearing 15. Steel Ball
8. Lower Seal Retainer 16. Gease Fitting

Rear Suspensions H3-3

REAR SUSPENSION
SPHERICAL BEARING REPAIR
NOTE : It either top or bottom spherical bearings (2,
Figure 3-5) are to be replaced with suspension mounted
no truck, be sure truck frame is securely supported. Refer
to Suspension Removal and Installation for procedure.
Securely support suspension as bearing is being removed
and installed.

Disassembly
1. Remove retaining ring (2, Figure 3-5) from
mounting eye of housing or tube.
2. Remove bearing (2).

Inspection
1. Inspect mount pin (3), spacers (4) an mounting
eye bearing bores for damage. Replace as
necessary. Figure 3-4 Sperical Bearing Installation
2. Tolerance Dimensions : 1. Retaining Ring 3. Mount pin
Suspension frame and final drive mount pin bores 2. Spherical bearing 4. Spacers
I. D. to mount pin O.D: Assembly
+ 0.005 in (0.012 mm) to 0.0035 in. (0.088 mm)

Spherical bearing O.D. to suspension mount

bearing bore I.D.
- 0.0002 in (0.005 mm) to + 0.0018 in. (0.045mm).

Spherical bearing I.D. to mount pin O.D :

- 0.0001 in (0.002 mm) to + 0.0015 (0.038 mm).

Assembly
1. Install spherical bearing (2) in mount eye bore.
2. Install retaining ring (1)
3. Refer to Suspension installion. Be sure grease
is applied to bearing before operating truck.
4. After suspension is installed on truck, it may be
necessary to charge suspension with nitrogen.
Refer to Suspension Oling and Charging
procedure, this section.

H3-4 Rear Suspensions

 OILING AND CHARGING PROCEDURES
GENERAL
These procedures cover Oiling and Charging of Hydrair II
suspensions on DUMP TRUCKS. Hydrair If suspensions
which have been properly charged will provide improved
handling and a better ride while improving truck frame
fatigue life and better tire wear.
Note : Inflation pressures and exposed piston lengths
are calculated for a normal truck gross vehicle weight
(GVW). Additions to truck weight by adding body liners,
tailgates, water tanks, etc. should be considered part of
the payload, Keeping the truck GVW within the
specification shown on the Grade/Speed chart in the
operator cab will result in a better ride and will extend the
service life of the turck main frame and HYDRAIR II
suspensions.
EQUIPMENT LIST
HYDRAIR charging Kit
Jacks and / or Overhead crane
Support Blocks for Oiling height-Front
Support Blocks for Nitrogen Charging height -Front
Hydriar Oil (See Specifications Chart)
Dry Nitorgen (See Specifications Chart)
HYDRAIR CHARGING KIT
Assemble service kit as shown in Figue 4-1 and attach
to container of pure dry nitrogen (8).
Installation of Charging Kit
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

compressed nitrogen gas with sufficient pressure to cause
injury or damage if improperly handled. Follow all safety
instructions, Cautions, and Warmings provided in the
following procedures to prevent any accidents during
Oiling and Charging.

Proper charging of HYDRAIR If suspensions requires that

three (3) basic conditions be established in the following
order.
1. Oil level must be correct.
2. Suspension piston rod extension for nitrogen
charging must be correct and this dimension
be maintained during nitrogen charging.
FIGURE 4-1 HYDRAIR CHARGING KIT
3. Nitrogen charge pressure must be correct.
1. "T" Handle
For best results, HYDRAIR II Suspensions should be 2. Charging Valve Adapter
charged in pairs (fronts together and rears together). If 3. Manifold outlet Valves (fromn guage)
rears are to be charged, the fronts should be charged 4. Inlet Valve (to gauge)
first. 5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
NOTE : Set up dimensions specified in the charts must 8. Dry Nitrogen Gas (Specifictions Chart)
be maintained during oiling and charging procedures.
However, after truck has been operated, these Note : Arrangement of parts may vary from illustration
dimensions may vary. above, depending on Charging Kit PIN.

Oiling and Charging Procedures 140M/210M H4-1

 3. Be certain outlet valves (3) and inlet valve (4) are FRONT SUSPENSION
closed (turned completely clockwise).
1. Park unloanded truck on a hard level surface.
4. Attach charging valve adapters (2) to each Block wheels, apply paring brake.
suspension charging valve stem.
2. Thoroughly clean area around charging valve on
5. Turn "T" handles (1) clockwise (this will depress the suspensions. Remove protective covers from
core of charging valve and open gas chamber of charging valves.
suspentions).
6. Open both outlet valves (3).
By selective opening and closing of outlet valves (3), and
inlet have (4), suspensions may be chargod separately
or together. All HYDRAIAR if suspensions are charged with
compressed nitrogen gas with sufficient pressure to cause
Removal of Charging Kit. injury or damage if improperly handled. Follow all safety
1. Close both outlet valves (3). notes, cautions and warnings in these procedures to
prevent accidents during servicing and charging.
2. Turn "T" handles (1) counterclockwise to release
charging valve cores.
3. Remove charging valve adapters (2) from charging
valves. Front Suspension Oiling
4. Install charging valve caps and protective covers
on both suspensions.

SUPPORT BLOCKS FOR OILING AND

CHARGING DIMENSIONS
Prior to staring oiling and charging procedures, supports
should be fabricated which will maintain the correct
exposed piston rod extensions.
Exposed piston rod extensions are specified for both oil
level and nitrogen charging for Hydrair iI suspensions.
These dimensions are listed in tablets below Figures 4-
2 and 4-4 measure dimensions from face of cylinder
gland to machined surface on spindle or to top of bottom
support bracket as shown. Do Not c include capscres
had measurements.
Support blocks may be made in various forms. Mild
steel materials of 0.5 in (13 mm) minimum thickness is
recommended. Square bar stock or pipe segments may
be used. Blocks must be capable of supporting the
weight of the truck during oiling and charging procedures
while avoiding contact with plated surfaces and seals on
the suspension.
When blocks are in place on a suspension, they must
be secured with a strap or other means to insure the
blocks stay in place while being used. An
unsecured block could fly loose as weight is applied,
presenting the possibility of serious injury to nearby
personnel and or damage to the equipment.
1. Position and secure oiling height dimentsion
blocks in place (Figure 4-2) so when nitrogen
pressure is released, suspensions will lower to
seat on the blocks. Take care that blocks do not
mar or scratch plated surface of the piston nor
damage the wiper seals in the lower bearing
retainer. Support blocks must seat on the spindle
and the cylinder housing. Place 2 blocks (1800
apart) on each side of suspension to provide
stability.

Refer to Figure 4-2 for front suspension support block

placement.

As an aid for identification for next use, some operations

color code the support blocks to mark them as used for :
Wear a face mask or goggles while relieving nitrogen
Truck Model, Oiling, or Charging for Front or Rear
pressure.
suspensions.

H4-2 Oiling and Charging Procedures 140M/210M

 2. Remove charging valve cap. Turn the charging
valve swivel (4, Figure 4-3) counterclockwise
three full turns to unseat valve. Do not turn Large
Hex (6). The charging valve body has a bleeder
grovove in its mounting threads but for safety of
all personnel, the vlave body must not be loosened
until All nitrogen pressure has been vented from
the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
nitrogen has been vented to atmosphere, loosen
and remove the charging valve. The suspension
should have collapsed slowly and se seated
solidly on the support blocks.
4. Fill the suspension with clean HYDRAIR oil until
the cylinder is full to top of charging valve bore.
Drip pans should be used and all spillage cleaned
from outside of suspension.
Allow suspension to stand for at least 15 minutes to
clear any trapped nitrogen and /or bubble from the oil.
Add more suspension oil if necessary. Loosely install
charging valve.
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 it started.
1. With nitrogen charging blocks at hand (Figure
4-2), use crane or jacks to raise the truck to
provide clearance for the blocks.
2. Remove oiling blocks and install nitrogen
charging blocks. Secure blocks so they will not
fry free. Lower truck frame until the blocks are
firmly and squarely seated between the spindle
and the cylinder housing.
NOTE : Use caution to prevent damage to plated cylinder
surfaces and oil seals.
3. Install charging valve with new lubricated "O" ring
(9, Figure 4-3), use clean Hydrair oil .
4. 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 counterclockwise three
full turns.

Figure 4-3. Charging Valve

Figure 4-2 Front Suspension Dimensions.
TRUCK OILING Charging 1. Valve Cap 6. Valve Body (large hex
CHARGING
MODEL HEIGHT HEIGHT Pressure 2. Seal nut - 0.75 in)
SIZE In. (mm) In. (mm) psi (kPa) 3. Valve Core 7. O-Ring
4. Swivel Nut 8. Valve Stem
2.0 (50.8) 7.88 (200) 335 (2309) (small hex, 0.625 in.) 9. O-ring
210M 2.0 (50.8) 7.88 (200) 410 (2826) 5. Rubber Washer

Oiling and Charging Procedures 140M/210M H4-3


Dry nitrogen is the only gas approved for use in
HYDRAIR II suspensions. Charging of these
components with oxygen or other gases may result
in an explosion which could cause fatalities, serious
injuries and / or major property damage.
Use only nitrogen gas meeting the specifications
shown in charts (Figure 4-5)
6. Install Hydrair Charging Kit and bottle of pure
dry nitrogen, Charge the suspension with nitrogen
gas to the pressure shown below Figure 4-2. DO
NOT use an overcharge of nitrogen to lift the
suspension off the blocks.
7. Shut off gas and remove charging kit
components.
8. If charting valve is being reused, tighten swivel
nut (4, Figure 4-3) to ft. lbs. (5.4 N. m) torque.
9. 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. Replace protective guard over charging valve
11. Raise truck frame with crane or jacks to release
the nitrogen charging dimension blocks and
remove these blocks.
The DUMP TRUCK front suspensions are now ready for
operation. Visually check rod extensions both with truck
loaded and empty. Record extension dimensions.
Maximum downward travel is indicated by the dirt ring at
the base of the piston. Operator comments on steering
response and suspension rebound should also be noted.
H4-4 Oiling and Charging Procedures 140M/210M
REAR SUSPENSION
1. Park unloaded truck on a hard, level surface.
Block wheels, apply parking brake.
2. Throughly clean around charging valves on
suspensions. Remove protective covers from
charging valves
All HYDRAIR II suspensions are charged with
compressed nitrogen gas with sufficient pressure to
cause injury or damage if improperly handled.
Follow all safety notes, cautions and warning in
these procedures to prevent accidents during
servicing and charging.
Rear Suspension Oiling
Lifting equipment (Crane or Hydraulic Jacks) must
be of sufficient capacity to lift truck weight. Be certain
that all personnel are clear of lift area before lift is
started.
Note : Oiling and nitrogen charging dimensions for these
suspensions must be measured from centerline of upper
rear suspension mount pn to centerline of lower rear
suspension mount pin. Support blocks as described for
front suspensions cannot be used.
1. Use lifting equipment (crane or hydraulic jacks)
to raise truck to establish the dimensions shown
in the chart below Figure 4-4.
Make certain all personnel are clear and support
blocks are secure before relieving nitrogen pressure
from the suspension. Use a face mask or goggles
when venting nitrogen.
 2. Remove charging valve cap (1, Figure 4-3) Turn
the charging valve swivel nut (4) counterclock-
wise three full turns to unseat valve seat. Do
Not Turn large Hex (6). The charging valve body
has a bleeder groove in its mounting threads but
for safety of all personnel the valve body Must
Not be loosened until All nitrogen pressure has
been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension.
When nitrogen pressure has been vented to
atmosphere. Loosen and remove the charging
valve. The suspension should have collapsed
slowly as gas pressure was released. Truck
weight should now be supported by the crane or
jack.
4. Fill the suspension with clean HYDRAIR® oil
until the cylinder is full to top of fill plug bore.
Drip pans should be used and all spillage cleaned
from outside of suspension. Allow suspension
to stand for at least 15 minutes to clear any
trapped nitrogen and /or air bubbles from the oil.
Add oil if necessary. Loosely install charging
valve.
Dry nitrogen is the only gas approved for use in
HYDRAIR ® II suspensions. Charging of these
components with oxygen or other gases may result
in an explosion which could cause fatalities, serious
injuries and / or major property damage.
Use only nitrogen gas meeting the specifications
shown in charts (Figure 4-5).
4. Install Hydrair R Charging Kit and bottle of pure
dry nitrogen. Charging the suspensions with
nitrogen gas to the pressure shown below Figure
4-4.DO not use an overcharge of nitrogen to lift
the suspensions off of the jacks.
5. Shut off gas and remove charging kit
components.
6. If charging valve is being reused, turn swivel valve
nut (4, Figure 4-3) clockwise, tighten 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).

Rear Suspension Nitrogen Charging

Lifting equipement (crane of 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.

1. Raise rear of truck with crane or jacks to provide

dimensions shown in chart below Figure 4-4.
2. install charging valve with new lubricated "O"
ring (9, Figure 4-3). Use clean HYDRAIR® oil. FIGURE 4-4. REAR SUSPENSION DIMENSION
3. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small TRUCK OILING CHARGING CHARGING
hex, 4) must be unseated counterclockwise three MODEL HEIGHT HEIGHT PRESSURE
full turns. SIZE in. (mm) In. (mm) Psi (kPa )
140 M 31.6 (803) 34.5 (876) 190 (1310)
210 M 31.6 (803) 34.5 (876) 240 (1655)

Oiling and Charging Procedures 140M/210M H4-5

 7. If a new charging valve is being used, tighten The HAUPAK® rear suspentsions are now ready for
swivel nut to 10.5 ft. lbs (14.2 N. m) torque, then operation. Visually check piston rod extensions both with
loosen and retighten swivel nut to 10.5 ft. lbs. truck loaded and empty. Record extension dimensions.
(14.2 N.m) torque. Maximum downward travel is indicated by the dirt ring at
8. Loosen swivel nut again and retighten to 4ft. the base of the piston. Operator comments on steering
lbs., (5.4 N. m.) torque. Replace valve cap (1) and suspension rebound should should also be noted.
and tighten to 2.5 ft lbs. (3.3 N. m) torque (finger
tight).
9. Replace protective guard over charging valve.
10. Remove the lifting equipement (crane or hydraulic
jacl) from the truck.

OIL AND NITROGEN SPECIFICATIONS CHARTS

HYDRAIR® II OIL SPECIFICATIONS

Ambient Temperature Range Part No. Approved Source

Mobile 424 Sun fleet T Universal Tractor Fluid

0 0
-30 F & above (-34.5 C & above ) VJ3911 Mobile D.T.E. 15 Chevron tracor Hydraulic Fluid
Texaco TDH Oil Conoco Power Tran III Fluid
AMOCO ULTIMATE Petro Canada Duratran Fluid
Motor Oil 5W-30 Shell Canada Donax TDL
Petro Canada Super Arctic
Emery 2811, SG-Cd,
Motor Oil, OW -30
-550 F & above (-48.50 C & above) VJ925 5W-30
Conoco High Performance
Mobile Delvac I, 5W -30
Synthetic Motor Oil, 52-30
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

NITROGEN GAS (N2) SPECIFICATION

Nitrogen gas used in Hydrair R ® II Property Value

Suspension Cylinders must meet or exceed Nitorgen 99.9% Minimum
CGA specification G-10. 1 for Type 1, Grade Water 32 PPM maximum
Dew Point -680F (-550C) Maximum
F Nitrogen Gas Oxygen 0.1 % Maximum

FIGURE 4-5 SPECIFICATIONS CHART

H4-6 Oiling and Charging Procedures H04008 8/96

 SECTION J
BRAKE SYSTEM INDEX

BRAKE CIRCUIT……………………….............................................................………………………………………J2-1
Circuit Operation…………………........................................................................................………….....…..J2-1
Manual Application……………………….........................................................................................…….J2-1
HYDRAULIC OIL MANIFOLD………………................................................................……………......……….J2-2
BRAKE ACCUMULATORS…………………….............................................................................…..……….J2-2
ACCUMULATOR PRECHARGE………………………..........................................................................……….J2-2
LOW-PRESSURE BRAKE DETECTION MODULE……..................................................................………..J2-2
Low -Pressure Sensing Shuttle Valve……................................................................................………..J2-2
Brake Accumulator Pressure Checks……......................................................................………………J2-2
Accumulator Shuttle Valve………………................................................................................………………J2-2
Accumulator Discharge Valves (Bleeddown Valves)………....................................................................…….J2-3
Emergency Apply Valve …………………………............................................................................…….......J2-3
Brake Pressure Warming Switch……………………………...................................................................……..J2-3
BRAKE MANIFOLD ……………………………………...................................................................……....……….J2-3
Brake Lock Shuttle Valve ……………...................................................................……....…………………….J2-3
Brake Lock Solenoid Valve………...................................................................……....…………………….......J2-3
Brake Manifold Shuttle Valves………...................................................................................………………..J2-4
Steering Bleeddown Solenoid Valve ……….....................................................................................………..J2-4
Steering Accumulator Pressure Check …………..............................................................................………..J2-4
SERVICE BRAKE TREADLE VALVE……………........................................................................................…...J2-4
RETARDER TREADLE VALVE…………………………....................................................................................…J2-4
SERVICE BRAKE/ RETARDER SHUTTLE VALVE…………………………….......................................................J2-5
STOP LIGHT MANIFOLD AND TEE…………………...............................................................…………………….J2-5
REAR BRAKE SHUTTLE VALVE………..............................................................………………………………….J2-5
WET DISC BRAKE ASSEMBLY………………………........................................................…………………………J2-5

BRAKE CIRCUIT COMPONENT SERVICE…………………………................................................…………………J3-1

Low-Pressure Brake Detection Module …………….....................................................………………………….J3-1
Brake manifold ………………………………………………………….........................................................……J3-1
Brake Accumulator Repair (Refer to Section "L", Hydraulic system ….............................................……….J3-2
Service Brake Treadle Valve Repair …………..................................................................................……….J3-2
Removal……………………………………..........................................................................…….…………J3-2
Installation…………………………………………………….......................................................…………….J3-2
DISASSEMBLY OF TREADLE VALVE ASSEMBLY……………………….....................................…………J3-3
Removal Brake Manifold ………………………………........................................................................J3-3
Brake Valve Disassembly……………………………………....................................................……….J3-5
ASSEMBLY OF TREADLE VALVE ASSEMBLY……….....................................…………………………….J3-5
Brake Valve Assembly………………………...........................................................…………………..J3-5
Installation of Brake Manifold…………………………………...............................................……………J3-7
ADJUSTMENT FOR MAXIMUM DELIVERY PRESSURE…………………………................................……J3-7
Brake Pedal Adjustment………………………………………………........................................…………J3-8
Service Brake Treadle Pedeal………………………………………….............................……………………..J3-10
Pedal Disassembly…………………………………………………...................................……………….J3-10

Brake System Index J1-1

 Pedal Assembly……………………………………………….......................………………………………J3-10

Retarder Treadle Valve……………………….......................................................…………………………………….J3-11

Removal …………………………………………………………................................................………………….J3-11
Installation…………………………………………….........................................................………………………J3-11
Disassembly………………………………...............................................…………………………………………J3-12
Assembly………………………………………………………………..............................................………………J3-13
Retarder Treadle Pedal Disassembly……………………….....................................……………………...........J3-13
Retarder Treadle Pedal Assembly………………………………….............................…………………..………..J3-13
BREAK CIRCUIT CHECKOUT PROCEDURE ………………………………………………………….....................……J4-1
CIRCUIT TRACKING…………………………………………………………………….....................................……..J4-1
INITIAL SYSTEM SET-UP………………………………………………………….............................……………….J4-2
CHECK OF BRAKE CIRCUIT SHUTTLE VALVES …………………………....................…………………………..J4-3
BRAKE SYSTEM CHECKOUT ……………………………………………….........................………….………….J4-3
FAILURE MODE CHECKOUT…………………………………………………………........................………………J4-4
BRAKE VALVE LEAKAGE………………………………………………………………...................................…..J4-4
TROUBLESHOOTING………………………………………………………………….............................……………..J4-5
CHECKOUT DATA SHEET………………………………………………..................................…………………….J4-9
FRONT WHEEL SPEED DISC BRAKES ………………………………………………….............……………...……….J5-1
Lining Replacement On Truck ………………………………………………............................………......……J5-1
BRAKE CALIPER REPAIR…………………………………………………………….........................................…J5-2
Removal………………………………………………...............................................…………..............……J5-2
Installation……………………………………………………………............................................…....……….J5-2
Piston and Seal Removal …………………………………………......................................………................J5-2
Piston and Seal Installation…………………………………………….................................................……..J5-3
BRAKE CALIPER BENCH TEST ………………………………………................................……………....……...J5-3
FRONT BRAKE BLEEDING PROCEDURE……………………...............................………………………...........J5-4
FRONT SERVICE BRAKE BURNISHING PROCEDURE …………………...................…………....……………..J5-4

REAR WET DISC BRAKE ASSEMBLY……………………………………………………………….........................…..J6-1

Removal………………………………………………………..........................................……….........…………J6-1
Installation…………………………………………………………………...............................................………J6-2
Wet Disc Brake Disassembly………………………………………...............................………………...........J6-3
Brake Piston Disassembly……………………………………….................................………………………..J6-6
Brake Piston Inspection……………………………………………………….....................................………...J6-6
Floating Ring Seal Installation……………………………………….........................................……………….J6-7
Wet Disc Brake Assembly………………………………………................................………………………..J6-11
REAR WET DISC BRAKE BLEEDING PROCEDURE……………………................………………………………J6-13
REAR BRAKE DISC WEAR INDICATOR………………………………….....................…………………………..J6-13
Removal/Installation from one Brake to Another…………………….........................................……………J6-14

Park Brake ……………………………………………..............................................……………………………………J7-1

Removal /Installation............................................................................................................................J7-1
Park Brake Lining Adjustment……………………………………...................……………………………………J7-1
Park Brake Linkage Adjustment……………………………………………….............................………………J7-1

PARK BRAKE ACTUATOR ASSEMBLY REPAIR…………………………….........................……………………J7-2

Removal………………………………………………………………………………............................……………J7-2
Installation……………………………………………………………………….................................……………J7-2
Disassembly…………………………………………………………………...............................………………..J7-2
Assembly……………………………………………………………………................................………………..J7-2
Actuator Spring Pod Disassemly………………………………………............................………………………J7-3

J1-2 Brake System Index

 BRAKE CIRCUIT
FIGURE 2-1 BRAKE CIRCUIT
1. Hydraulic Oil Manifold
2. Low-Pressure Brake Detection Module
3. Accumulator Discharge Valves
4. Accumulator (Front and Rear Brakes)
5. Service Brake Treadle Valve
6. Brake Manifold
7. Retarder Treadle Valve (Rear Brakes Only)
The brake circuit is an all-hydraulic-actucated mineral oil
system, normally operating at 2750 psi (19.25 Mpa)
pressure. The manual apply system is controller by the
operator through the Service Brake Treadle Valve (5,
Figure 2-1). The operator can modulate applied pressure
to the front and rear brakes.
The separate Retarder Treadle Valve (7, Figure 2-1),
control the rear Brakes only. This pressure it also
modulated by the operator.
CIRCUIT OPERATION
Charging
When the engine is started with the brake circuit
completely bled down, oil from the steering / brake pump
(11, Figure 21) enters the Oil Manifold (1) and the to
each of two brake circuit accumulators (4), From the
accumulators the oil enters the Low - Pressure Brake
Detection Module (2) and all of its components. From
there, the oil enters the brake manifold (6) and its
components. The oil then enters the service brake treadle
valve (5) and the retarder treadle valve (7).
Brake Circute
8. Service Brake / Retarder Shuttle Valve
9. Wet Disc Brakes
10. Stop Light Manifold
11. Steering/Brake Hydraulic Pump
12. Front Brake Calipers
13. Rear Brake Shuttle valves
14. Tee
Two separate circuits : one from the front (right) brake
treadle valve/ retarder circuit, and one from the rear (left)
brake treadle valve circuit, provide a means of applying
the rear brakes in the event pressure is reduced or lost
in one of the circuits.
The system also features an automatic emergency
apply. If the system pressure decrease to 1650 psi
(11.6 MPa) or lower, all four wheel brakes will be applied
automatically, Refer to Hydraulic Schematic, Section
"R" for details of circuit operation.
As brake circuit pressure continues to increase, the
signal from the low pressure sensing shuttle valve release
the emergency apply valve, blocking the emergency
apply pilot signal to the pilot piston of the service treadle
valves, releasing the brakes, When system pressure
warming switch opens, turning off the instrument panel
warning light.
Anytime the emergency apply valve is activated, the
brake pedal will move freely through its normal travel
with little or no effort. It he emergency apply valve
deactivates while the pedal is depressed a slight "Kick"
of the pedal will be felt.
J2-1
ANNUAL APPLICATION Low-Pressure sensing shuttle Valve
With the system fully charged, apply pressure from the The Low-Pressure Sensing Shuttle Valve (1, Figure 2-
Service Brake Treadle Valve to the brake can be 2) is a replaceable cartridge spool-type valve that senses
modulated from 0-135 ± 100 psi (0-9.45 ± 0.7 MPa) by pressure from each accumulator. The lower of the tow
depressing the brake pedal. The Retarder Tested Valve accumulator pressures will be directed to the pilot end
can also be modulated from 0-150 ± 100 Psi (0-7.9 ± of the emergency apply valve (5) and brake pressure
warming switch (7). When accumulator pressures are
0.7 MPa) by depressing the retarder pedal .
equal, the shuttle is balanced, supplying oil to the
cirucuits mentioned above.
HYDRAULIC OIL MANIFOLD
The hydraulic oil manifold (1, Figure 2-1) is used as Brake Accumulator Pressure Checks
an oil distribution center for charging the steering and
Two quick disconnect pressure check points (2&6
both brake accumulators. Each of three outlet ports has
Figure -2) are provided for testing brake accumulator
a check valve that allows oil to flow only to the accumulator
pressures. Refer to “Brake Circuit Checkout”, this
it supplies.
section, for testing procedures.
BRAKE ACCUMULATORS
There are two brake accumulators (4, Figure 2-1) in
the brake circuit to supply pressure for emergency
operation and during normal application (an additional
inboard mounted large accumulator is used for the
steering circuit).

The accumulators are floating piston type with nitrogen

gas on the top side of piston. The nitrogen gas end of
each accumulator contains a precharge pressure switch
and charging valve. The outlet port directs oil to the low-
pressure brake detection module (2), and the brake
manifold (6).The accumulators are located on the back
of the right front deck support. The smaller outboard
accumulator supplies pressure to the front brakes and
also supplies an alternate apply line to the rear brakes.
The retarder circcuit is also supplied from this
accumulator. The larger (middle) accumulator supplies
pressure to the rear brakes only. Refer to Section “R”,
Schematics.

ACCUMULATOR PRECHARGE
When the key switch is first turned on before starting the
engine, the accumulator nitrogen precharge warning light
on instrument panel should be “Off”. If the light is “On” ,
the nitrogen charge on both accumulators should be
checked. Precharge is 1050 psi (7.3 mPa).
LOW-PRESSURE BRAKE DETECTION
MODULE
The low-pressure brake detection module (2, Figure 2-
1) is located under the accumulators and the brake
manifold in the brake circuit. Figure 2-2 outlines the
internal circuitry and components.
FIGURE 2-2 . LOW PRESSURE BRAKE DETECTION
MODULE
1. Low-Pressure sensing shuttle valve
2. Front Brake Accumulator Pressure Check
3. Accumulator Shuttle Valve
4. Brake Accumulator Discharge Valves
(Manual Bleeddown Valves)
6. Emergency Brake Apply Valve 1650 psi (11.4 MPa)
7. Brake Warning Pressure Swich 2000 psi (13.8 MPa)

J2-2 Brake Circuit

Accumulator Shuttle Valve
The accumulator shuttle (3, Figure 2-2) valve is a
replaceable cartridge ball type valve that senses
pressure from each accumulator. The higher of the two
pressures is directed to the supply port of the emergency
apply valve.
Accumulator Discharge Valves------
(Manual Bleed down Valves)
Two accumulator discharge valves (4, Figure 2-2) are
located on top of the low-pressure detection module and
are used for draining the brake accumulator (s). the right
valve controls the front accumulator, the left valve controls
the rear accumulator. Turning the valve handles
counterclockwise will allow stored accumulator oil
pressure to return to tank. Turning the valves clockwise
will close the drains and allow the accumulators to charge
when the engine is started.
Emergency Apply Valve
The emergency apply valve (5,Figure 2-2) is a
replaceable cartridge, spring operated, normally open
(N.O) spool type directional valve. When the pilot pressure
from the low pressure sensing shuttle valve (1) is higher
than the spring pressure of the emergency apply valve,
the valve will be held in the normal operating position
(pilot port to brake manifold is blocked).
When the pilot pressure on the spool of the emergency
valve (5) decreases to approximately 1650 psi (11.5 Mpa
)the spring moves the spool to the open position directing
accumulator pressure to the pilot ports of the service
brake treadle valves applying the brakes at all wheels.
Brake Pressure Warning Switch
The brake pressure warning switch (7, Figure 2-2) is
a normally closed, double pole, single throw switch
located in the pilot circuit between the low pressure
sensing shuttle valve (1) and emergency apply valve (5).
If emergency apply pilot pressure decreases to 2000 psi
(14 Mpa) or below, the switch closes, turning on the brake
pressure warning light and alarm on the instrument panel.

Brake Manifold
The brake manifold valve (6, Figure 2-1). Figure 2-3 outlines
the internal circuitry and components.
Refer to "Brake Circuit Component Service", this section,
for more information.

Brake Lock Shuttle Valve

The Brake manifold valve (5, Figure 2-3 ) is located
between the brake lock solenoid (6) and the emergency
apply valve port' (1) form the low- pressure brake detection
module.
z When the brake lock solenoid is energized,
accumulator oil pressure will shift the shuttle ball
to block the pilot port to the left brake valve will
be open and allow the oil pressure to apply the
rear brakes detection module.
FIGURE 2-3 BRAKE MANIFOLD z When the emergency apply valve is energized,
1. Emergency Apply Valve Port accumulator oil pressure will shift the shuttle ball
2. Return Tank to block the brake lock pilot port and allow both
3. Steering Bleed down Solenoid Valve pilot ports of the service brake valve to be open
4. Steering Accumulator Pressure Check to the oil pressure to apply all wheel brakes.
5. Brake Lock Shuttle Valve
6. Brake lock Solenoid Valve
7. Brake Manifold Shuttle Valve

Brake Circute J2-3

Brake Lock Solenoid Valve
The brake lock valve (6, Figure 2-3) is a replaceable
cartridge, solenoid operated, normally closed (N.C.)
directional spool valve. The valve receives a supply of
energized by the instrument panel mounted brake lock
switch. When energized, the solenoid moves the spool,
directing oil to the left pilot through a shuttle valve (5)
which then applies the rear brake pilot is open to tank,
releasing the rear brakes.
Brake Manifold Shuttle Valve
The brake manifold shuttle valve (7, Figure 2-3) is located
between the two accumulator circuits. It will sense the
higher of the Brake Lock Solenoid Valve. This will act as
a pilot when Brake Lock is applied, allowing oil to close
shuttle valve (5) in the emergency apply circuit to the
brake treadle valve pilot.
Steering Bleed down Solenoid Valve
The Steering Bleed down Solenoid Valve is a replaceable
assembly. Refer to "Steering Bleed down Solenoid Valve
and Low Steering Pressure Switch", Section "L" for more
information.
Steering Accumulator Pressure Check
A quick- disconnect (4, Figure 2-3) is provided for checking
steering accumulator pressure. Refer to "Steering Circuit
Test Procedure", Section "L".
J2-4
SERVICE BRAKE TREADLE VALVE
The Service Brake Treadle Valve (5, Figure 2-1) contains
two valve for brake application. A single pedal operates
both valves for manual brake application. The left valve
operates rear brakes only; the right operates the front
brakes and also supplies an alternate apply line to the
rear brakes. Each valve is a pressure modulating
directional valve made up of two sections; an apply
section and a modulating section.
The apply section is either pilot or manually operated.
The modulating section will deliver oil from accumulator
circuits to brake circuits. When a manual application is
made, the delivery pressure will be maintained as long
as the pedal is held at that position. Maximum apply
pressure is delivered when the pedal is completely
depressed.
Pilot application of treadle valve is activated, from two
sources; the brake lock valve and the emergency apply
valve.
z When the brake lock valve is activated, a pilot
signal enters the pilot section of the left treadle
valve. The pilot piston applies only the rear brakes
to maximum brake apply pressure.
z When approximately 1650 psi (11.4 Mpa) or less
is sensed by the emergency apply valve, a pilot
signal enters the pilot section of both brake treadle
valves and opens both accumulator circuits to
supply oil to apply all wheel brakes at accumulator
circuit pressure.
The service brake treadle pedal is non- responsive
when this occurs.
RETARDER TREADLE VALVE
The retader treadle valve (7, Figure 2-1) is located to
the left of the service brake treadle valve and applies the
rear brakes only. It is a manually operated pressure
modulating directional valve which delivers oil form the
front brake accumulator circuit to the rear brakes. When
an application is made, the delivery pressure will be
modulated by pedal travel. This delivery pressure will be
maintained as long as the pedal is held at that position.
Maximum apply pressure is 1150 psi (8.05 Mpa) when
the pedal is completely depressed.
Brake Circuit
SERVICE BRAKE / RETARDER WET DISC BRAKE ASSEMBLY
SHUTTLE VALVE
A Wet Disc Brake Assembly (9, Figure 2-1) is mounted
The Service Brake / Retader Shuttle Valve (8, Figure 2- on both sides of the differential on the final drive housing
1), is a two way valve mounted under the cab on a cross and inboard from the wheel hub and planetary drive. The
member near the brake and retarder treadle valves. It is assembly contains a shuttle valve assembly, a splined
located between the service brake treadle valve and the housing, two damper discs, ten separator plates, eleven
retarder treadle valve circuit. The purpose of the shuttle friction discs, a spacer, a piston assembly, and a splined
valve is to separate the oil flow from either the service rotating hub.
brake treadle valve or the retarder treadle valve from flowing
The housing is internally splined to retain the steel damper
into the other valve.
and separator discs. The separator discs are alternately
When the service brake treadle valve is applied, hydraulic placed between the friction faced discs which are splined
pressure from the small accumulator, through the right to the rotating hub. The inboard side of the assembly
side brake controller valve will cause the shuttle valve to contains the piston assembly which is activated by
shift, blocking the flow of oil to the retarder treadle valve, hydraulic pressure from either the service brake treadle
but allowing oil to apply the front and rear brakes. valve or the retarder treadle valve. As hydraulic pressure
is applied, the piston moves and compresses the rotating
When the retarder valve is applied, the shuttle valve will
friction faced discs against the stationary steel discs.
shift to the other side, preventing oil from entering the
The friction forces generated resist the rotation of the
service brake treadle valve, but will allow oil from the same
wheels. As hydraulic pressure increases, friction forces
small accumulator circuit to apply the rear brakes only.
are increased and wheel rotation is slowed until maximum
force is reached and the wheel is stopped.
STOP LIGHT MANIFOLD AND TEE
The complete brake disc pack is cooled by hydraulic oil.
A manifold (10, Figure 2-1) is mounted on the drive anchor
The cooling oil circuit is a low-pressure circuit which is
structure which contains the stop light pressure switch.
completely separate from the high- pressure piston apply
It receives brake apply pressure from the front (right)
circuit. The cooling oil flows from the pump, through two
brake treadle valve/ retarder circuit (small brake
12 micron (absolute) filters, through a heat exchanger,
accumulator) and activates the rear stop lights. It also
to the brake assembly housing (from the outside of the
distributes the apply pressure to one port of each rear
housing inward to the rotating hub for maximum cooling)
brake shuttle valve.
and then to the hydraulic tack.
A tee (14, Figure 2-1) is mounted above the manifold and
Dynamic retarding is also provided by the wet disc
receives brake apply pressure from the rear (left) brake
brakes. The dynamic retarding is used to slow the truck
treadle valve and distributes apply pressure to the other
during normal truck operation or to control speed coming
port of each rear brake shuttle valve.
down a grade. When the operator's retarder pedal is
depressed, front wheel brakes are not used; only the
REAR BRAKE SHUTTLE VALVES
rear wet disc brakes are applied.
A Shuttle Valve (13, Figure 2-1) is mounted at each rear
brake assemble. These shuttle valve normally receive
brake apply pressures from two separate circuits as
described above; one from the front (right) brake treadle
valve/ retarder circuit through the stop light manifold, and
one from the rear (left) brake treadle valve circuit and
through the tee. Having two separate circuits provides a
means of applying the rear brakes in the event pressure
is reduced or lost in one of the circuits. The shuttle valves
will move and close off the lower pressure side and the
rear brakes will be applied through the higher pressure
line.

Brake Circute J2-5

 NOTES

J2-6 Brake Circuit

 BRAKE CIRCUIT COMPONENT SERVICE

BRAKE MANIFOLD
The brake manifold is mounted to the service brake
treadle valves under the cab of the truck. It contains
Before removing any brake lines or brake circuit the following components which are individually
components, be sure brake accumulators are bled down. serviceable without removing the complete manifold from
To bleed down accumulators: the truck :
z BLOCK WHEELS OF TRUCK !
z Turn key switch 'Off", shut down engine and z Steering Bleed down Solenoid Valve
z Steering Accumulator Pressure Check
wait at least 90 seconds to bleed down
z Brake Lock Shuttle Valve
steering accumulator. Rotate steering wheel
z Brake Lock Solenoid Valve
back and forth; no front wheel movement
z Brake Manifold Shuttle Valve
should occur.
z Bleed down brake accumulators by turning Refer to "Service Brake Treadle Valve" for removal or
Accumulator Discharge Valve handles installation.
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down.
When brake accumulators are completely
bled down, close accumulator discharge
valves by turning handles clockwise. Do not
leave open.

LOW PRESSURE BRAKE DETECTION MODULE

The low-pressure brake detection module (Figure 3-1) is
a serviceable component and is mounted under the
accumulators on the right side of the truck. Refer to
"Brake Circuit Checkout", this section, for testing and
troubleshooting this valve and its internal components.
All components are individually serviceable without
removing the complete module from the truck.
Low-Pressure Sensing Shuttle Valve
The Low-Pressure Sensing Shuttle Valve (7, Figure 3-1) FIGURE 3-1. LOW-PRESSURE BRAKE DETECTION
is replaceable as a cartridge assembly. MODULE
Accumulator Shuttle Valve 1. Rear Accumulator Discharge Valve
The accumulator shuttle (6, Figure 3-1) valve is (Manual Bleed down Valve)
replaceable as a cartridge assembly. 2. Emergency Brake Apply Valve- 1650 psi(11.4Mpa)
3. Front Accumulator Discharge Valve
Accumulator Discharge Valves (Bleed down Valves) (Manual Bleed down Valve)
The Accumulator Discharge Valve (Manual Bleed down 4. From Front Brake Accumulator
Valve) are replaceable as a cartridge assemblies. 5. Mounting Cap screw
Emergency Apply Valve 6. Accumulator Shuttle Valve
The emergency apply valve (2, Figure 3-1) is replaceable 7. Low-Pressure Sensing Shuttle Valve
as a cartridge assembly. 8. Front Brake Accumulator Pressure Check
9. Return to Tank
Brake Pressure Warning Switch
10. Rear Brake Accumulator Pressure Check
The brake pressure warning switch (11, Figure 3-1) is a
11. Brake Warning Pressure Switch-2000 psi (13.8 Mpa)
normally closed, double pole, single throw switch and is
12. From Rear Brake Accumulator
replaceable as an assembly.
13. Manifold Housing

Brake Circute Component Service J3-1

BRAKE ACCUMULATOR REPAIR
Refer "Accumulator Repair", Section "L"

SERVICE BRAKE TREADLE VALVE

The Service Brake Treadle Valve Assembly (Figure 3-2)
consists of a pedal assembly and two modulating, pilot
applied valves to apply the front and rear brakes of the
truck. The right valve (as assembly is mounted in cab)
controls the front and rear brakes and the left valve
controls the rear brakes only. It receives oil supply from
the two brake accumulators, allowing the pressure to be
modulated from 0-1350 psi (0-9.3 Mpa).
The bushing mounted pedal is attached to a base using
two threaded studs, which allows the pedal to move when
depressed by the operator for brake application.
Two grunion mounted rollers are centered over the two
piston apply rods. When the pedal is depressed for brake
application, the piston apply rods push the pistons in
the valve body down, allowing pressurize oil to pass to
the front and rear brake assemblies.

Removal

Before removing any brake lines or brake circuit

components, be sure brake accumulators are bled
down. To bleed down accumulators:
z Turn key switch "Off", shut down engine and wait
at least 90 seconds to bleed down steering
accumulator. Rotate steering wheel back and
forth; no front wheel movement should occur.
z Bleed down brake accumulators by turning
Accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down. When
brake accumulators are completely bled down,
close accumulator discharge valves by turning
handles clockwise. do not leave open.
FIGURE 3-2 SERVICE BRAKE TREADLE VALVE
1. After draining accumulators, identify and tag all (As Viewed From Front Of Truck)
hose and wire connections to brake manifold and
service brake treadle valve assembly for correct 8. Rear Brake Apply Port
1. Pedal
installation during assembly. 9. Cap screws (eight)
2. Roller
2. Disconnect all hoses and wires form assembly. 3. Snap Ring 10. Plug (two)
Cap and plug all hoses and ports to prevent entry 4. Threaded Stud 11. Front Brake Apply Port
of contamination. 5. Push Rod Assembly 12. Cap screws (four)
6. Valve Body 13. Pedal Stop
7. Brake Manifold 14. Pin

J3-2 Brake Circuit Component Service

3. Support treadle valve assembly. Remove all cap Installation
screws, nuts and washers used to mount treadle
valve assembly to the cab deck. Lower valve and
brake treadle valve as an assembly. Move assembly
to a clean work area.
Brake pedal must be properly adjusted and delivery
pressure must be checked before placing truck in
service. Refer to 'Adjustment for Maximum Delivery
Pressure' procedure.
1. Position service brake treadle valve assembly
onto cab deck. Install cap screws, washers and
nuts securing valve assembly to cab deck. Tighten
cap screws to standard torque.
2. Connect wires to solenoids as previously tagged.
3. Uncap and connect hoses to all ports. Tighten
securely to prevent high pressure leakage.
4. Refer to steps 14 and 15, "Brake Circuit
Checkout Procedure", this section.
5. Start engine and allow system to fully charge.
Bleed both front and rear brakes. Refer to "Brake
Bleed both front and rear brakes. Refer to "Brake
Bleeding" procedures, this section.
6. Check brake circuit apply pressures. Refer to
steps 23-27, "Brake Circuit Checkout
Procedure", this section.

DISASSEMBLY OF TREADLE VALVE ASSEMBLY

Removal of brake Manifold
1. Before any disassembly and with Treadle Valve
Assembly positioned as mounted in cab (pedal
toe pointing up and away), make both valve and
their positions on the treadle base plate. Mark
valve as Right and left.
2. Remove the eight cap screws (9, Figure 3-2)
mounting treadle valve assembly (6) to brake
manifold (7). Place manifold in a clean work area.
Note : O-rings (3, Figure 3-3) are placed between the
brake manifold and treadle valve bodies. Remove and
discard.
3. Remove threaded studs (4) and pedal (1). Inspect
for worn or damaged parts, particularly pedal
bushings.
4. Remove four cap screws (12) and separate valve
bodies from pedal assembly.
FIGURE 3-3. REMOVING TREADLE ASSEMBLY 5. Brake valve(s) can now be serviced.
1. Cap screws and washers
2. Brake Manifold 3.O-Rings

Brake Circute Component Service J3-3

 FIGURE 3-6. VALVE DISASSEMBLY
1. Pilot Piston 3. O-Rings
2. Pilot Housing 4. Back-Up Rings

FIGURE 3-4. VALVE DISASSEMBLY

1. Boot 3. Pushrod
2. Spring

FIGURE 3-7. VALVE DISASSEMBLY

1. Apply Plunger 4. Modulation Housing

2. O-Ring 5. Shims
3. Spring

FIGURE 3-5. VALVE DISASSEMBLY

3. Cap screws FIGURE 3-8. VALVE DISASSEMBLY
1. Pilot Housing
4. O-Ring 1. Snap Ring 4. Regulation Piston
2. Modulating Housing
2. Spring Retainer 5. Sleeve
3. Snap Ring 6. Spring

J3-4 Brake Circuit Component Service

Brake Valve Disassembly
During servicing, the right and left brake valves should
be serviced separately and their components should not
be interchanged.
NOTE : During disassembly, do not scratch or mar
housing or O-ring grooves.
1. Remove boot (1, Figure 3-4) pushrod (3) and
spring (2).
2. Match mark pilot housing (1,Figure 3-5) and
modulation housing (2)
3. Remove cap screws (3) connecting the pilot
housing to modulating housing and separate the
housings.
4. Push pilot piston (1, Figure 3-6) from pilot
housing (2)
5. Remove O-rings (3) and backup ring (4) from
pilot hosing.
6. Remove apply plunger (1, Figure 3-7) O-ring (2)
and spring (3) from the modulation housing (4).
Observe shims (5) between spring and plunger
and maintain this arrangement.
7. Depress spring retainer (2,Figure 3-8), remove
snap ring (1), remove spring retainer.
8. Remove snap ring (3), regulating piston (4),
sleeve (5) and spring (6).
9. Remove plug (1,Figure 3-9), guide (4), washer
(6) and spring (3).
10. Pull out cage spacer (5) and ball assembly (9).
11. Remove all seals, O-ring and backup ring from
all pieces and discard.
ASSEMBLY OF TREADLE VALVE ASSEMBLY
Brake Valve Assembly

If repair of valve requires replacement of internal

components other than seals, test equipment will be
required for pressure.

NOTE: In following assembly, do not scratch or mar

housing or O-ring grooves.

1. Clean and inspect all parts for wear; replace any

damaged parts. Use all new O-ring and backup
ring. Lubricate all parts with clean C-3 hydraulic
oil.

2. Install O-ring (2, Figure 3-10) on ball assembly

guide (1). Install ball assembly into housing.

3. Install backup. Ring (4) on regulating piston

toward roll pin (7). Install seal (3) with lip pointing
away from roll pin.

4. Install regulating piston (6) inside of regulating

piston sleeve (5).

5. Place backup ring (8) and O-ring (9) on regulating

piston sleeve. Backup ring toward shoulder of
sleeve. Install spring (10) and regulating piston
assembly in housing. Retain assembly by
installing snap ring (1 Figure 3-11).
FIGURE 3-9. VALVE DISASSEMBLY
1. Plug 6. Washer 6. Install backup ring (8,Figure 3-9) toward head of
2. O-Ring 7. Seal plug (1). Install seal (7) with lip pointing away
3. Spring 8. Backup Ring from head of plug.
4. Guide 9. Ball Assembly
5. Cage Spacer

Brake Circute Component Service J3-5

 FIGURE 3-11. VALVE ASSEMBLY
1. Snap Ring 5. Shims
2. Washer 6. Apply Plunger
3. Snap Ring 7. O-Ring
4. Spring 8. Housing

FIGURE 3-10. VALVE 4. Backup Ring

ASSEMBLY 5. Reg. Piston Sleeve
1. Ball Assembly Guide 6. Regulating Piston
2. O-Ring 7. Roll Pin
3. Seal 8. Backup Ring

9. O-Ring
10. Spring
7. Place O-ring (2, Figure 3-9) on O.D. of plug (1).
8. Place washer, (6) spring (3) and guide (4) in plug
(1).
9. Insert cage (5) into housing. Install plug
assembly in housing.
10. Place washer (2, Figure 3-11)on regulating
piston, depress against spring, install snap ring
(3).
11. Install O-ring (7) in housing (8).
12. Place spring (4) shims (5) and apply plunger (6)
in housing (8).
If no valve components are replaced other than seals,
use same shim pack that came out of apply plunger.
If springs or components were replaced, refer to
'Adjustment for Maximum Delivery Pressure'
procedure to determine a new shim pack.
FIGURE 3-12. VALVE DISASSEMBLY
1. Pilot Piston 3. O-Rings
2. Pilot Housing 4. Back-Up Rings
13. Install backup rings (4, Figure 3-12) and O-rings
(3) in bore of pilot housing (2) and on pilot piston
(1) as shown.
14. Install pilot piston (1) in housing.
15. Install O-ring (4, Figure 3-13) is pilot housing.
Align match marks so pilot port from modulating
housing (2) matches pilot port of pilot housing(1).
16. Install the cap screws through pilot housing into
modulation housing. Tighten cap screws to 32-
37 ft. lbs. (43.4-50.2 N.m) torque.
17. Install push rod (3, Figure 3-14), spring (2) and
rubber boot (1).

J3-6 Brake Circuit Component Service

 Installation of Brake Manifold
1. Install both brake valve onto treadle assembly.
Install cap screws and washers (12, Figure 3-
2). Tighten cap screws to 35-40 ft. lbs. (47.5-
54.2 N.m) torque.
2. Install brake pedal (1), if removed. Install
threaded studs (4). Tighten cap screws to 30-50
ft. lbs.(40.7-67.8 N.m) torque. Do not over
tighten.
3. Brake pedal should travel freely and must be
properly adjusted. Refer to "Brake Pedal
Adjustment" procedure, this section.
4. Install new O-rings (3, Figure 3-3) between brake
valves and brake manifold (2).
5. Install the eight cap screws (9, Figure 3-2)
securing brake manifold to brake valves. Tighten
cap screws to standard torque.

ADJUSTMENT FOR MAXIMUM

FIGURE 3-13. VALVE DISASSEMBLY DELIVERY PRESSURE
1. Pilot Housing 3. Cap screws
2. Modulating Housing 4. O-Ring

If any valve components other than seals are

replaced, a new shim pack must be determined.
NOTE: A 2250-2400 psi (15.7-16.8 Mpa) regulated
hydraulic pressure source is required for this procedure.
1. Install original shim pack (2, figure 3-15) between
spring (4) and plunger (3).
2. Bolt an adapter block (5) and O-rings (7) to
modulation section of valve. Refer to Section "M"
for adapter block.
3. Attach pressure source to supply port (8) and a
return line to return port (6).
4. Using a C-clamp, vise or other means, apply
valve so that plunger (3) bottoms on valve section
housing.
5. Install a 0-3000 psi (0-21 Mpa) pressure gauge
in delivery port (1).
6. Direct supply pressure to brake valve. Observe
pressure in delivery port. Delivery port pressure
FIGURE 3-14. VALVE DISASSEMBLY should be 1300-1400 psi (9.1-9.8 Mpa) for either
ring or left valve. Pressures for both valves must
1. Boot 3. Pushrod be within 100 psi (0.7 Mpa) of each other.
2. Spring

Brake Circuit Component Service J3-7

 BRAKE PEDAL ADJUSTMENT

Brake pedal must be properly adjusted and delivery

pressure must be checked before placing truck in
service.
1. Remove plug (1, Figure 3-16), spring (3) and
guide (4) from both valves. Do not allow parts to
become intermixed between valves.

Note: Pedal free travel must be set if maximum delivery

can be determined by measuring the distance the apply
stem moves before the piston contacts the ball assembly.
By removing apply line, the free travel can be observed
and measured through the brake apply port.
FIGURE 3-15. VALVE PRESSURE ADJUSTMENT

1. Delivery Port 5. Adapter Block

2. Shim Pack 6. Return Port
3. Plunger 7. O-Ring
4. Spring 8. Supply Port

7. If delivery pressure is below these ranges, add

shims. If delivery pressure is above these ranges,
remove shims. Each 0.005 in. (0.127 mm) shim
will change the pressure approximately 100 psi
(0.7 Mpa).

FIGURE 3-16. VALVE ASSEMBLY

1. Plug 6. Washer
2. O-Ring 7. Seal
3. Spring 8. Backup Ring
4. Guide 9. Ball Assembly
5. Cage Spacer

J3-8 Brake Circuit Component Service

 2. Hold the ball (1, Figure 3-17) against the seat
(2) of one valve.
3. Depress pedal until internal contact is felt against
ball.
4. Through the open brake apply port, measure the
distance the apply stem (3) travels. It should travel
0.094 in. (2.4 mm) before contact is felt.
5. To make apply stem adjustment, unlock locknut
on stop screw located under heel of brake pedal.
Turning the stop screw in will increase the free
play; turning the stop screw out will decrease
the free play.
6. Repeat Steps 1 through 5 for other valve.
7. Install the plugs, springs, and guides into their
respective valves.
8. Hold pedal in fully apply position and maintain
pedal position. Observe, both plungers though
brake apply ports.

NOTE : When pedal is applied, both plungers must

bottom out together to be sure that full brake pressure
will be achieved.

FIGURE 3-17. BRAKE PEDAL ADJUSTMENT

1. Ball 3. Apply Stem

2. Seat

Brake Circuit Component Service J3-9

SERVICE BRAKE TREADLE PEDAL
Pedal Disassembly
Note: If any components in the service brake treadle
pedal are replaced. Maximum delivery pressure should
be checked and adjusted.
Refer to "Adjustment For Maximum Delivery Pressure",
this section.
1. Separate the pedal (9, Figure 3-18) and base (1)
by removing both studs (17) from base.
Thoroughly Inspect pedal assembly for worn or
damaged parts. Pay particular attention to the
bushings (8). If further disassembly is necessary,
continue with pedal disassembly procedures.
2. Loosen the set screw (6), but do not remove.
Remove shoulder bolt (7). Trunnion assembly
(11) and washers (10) can then be removed.
3. Remove the retaining rings (14) and rollers (13)
from pin (12). Remove pin (12) from trunnion (11).
4. Use an arbor press to replace bushings (8) with
new bushings.
5. It is not necessary to loosen or remove cap
screw (15) or jam nut (16).
6. Remove the push rod (5), and boots, (4) from
main assembly.
Pedal Assembly
NOTE : During assembly, coat the following parts with a
clean multi-purpose grease; push rids (5, Figure
3-18), bushing (8), shoulder bolt (7), washers
(10), and pin (!2).
1. Install new boots (4), push rod (5), in the valve
assembly.
2. Insert pin (12) into the trunnion (11). Attach rollers
(13) and the retaining rings (14) to both ends of
pin (12).
3. Attach trunnion assembly (11) and washers (10)
to pedal (9) using shoulder bolt (7).

NOTE: Shoulder both (7) must not be over tightened.

Trunnion (11) must be free to move.

4. Tighten set screw (6) locking the shoulder bolt

in place.
5. Use an arbor press to replace bushings (8) with
new bushings.
6. Apply a medium strength Loctite to threads of
studs (17).
7. Align pedal (9) between ears of base (1) and
install studs (17). Tighten cap screws to 30-50
FIGURE 3-18. SERVICE BRAKE TREADLE ft. lbs. (40.7-68 N.m) torque.
PEDAL ASSEMBLY

1. Base 10. Washer (Tow) 6. Shim stack can be reused, if only O-ring and
2. Washer (Four) 11. Trunnion backup rings are being replaced.
3. Cap screw (Four) 12. Pin
4. Rubber Boot (Two) 13. Rollers (Two)
5. Push Red (Two) 14. Retaining Rings (Two)
6. Set Screw 15. Cap screw
7. Shoulder Bolt 16. Jam Nut
8. Bushing (Tow) 17. Studs (Two)
9. Pedal

J3-10 Brake Circuit Component Service

RETARDER TREADLE VALVE
The retader treadle valve (Figure 3-19) is a single
modulating hydraulic valve used to apply rear brakes only.
When the pedal is depressed, the operator can modulate
appalled pressure from 0-1150 psi (0-8.05 Mpa). Oil from
the small brake accumulator will shift the service brake
treadle valve/retarder shuttle valve (blocking off passage
of oil back to the service brake treadle valve) and apply
the rear brakes only.
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled down.
To bleed down accumulators:
z Turn key switch "Off" and shut down engine and
wait at least 90 seconds to bleed down steering
accumulator. Rotate steering wheel back and
forth; no movement should occur.
z Bleed down brake accumulators by turning
Accumulator Discharge Valve handles
counterclockwise to open. wait at least 90
seconds to let accumulators bleed down. When
brake accumulators are completely bled down,
close accumulator discharge valves by turning
handles clockwise. Do not leave open.
Removal
1. Be certain accumulators have been bled down.
2. Tag all hydraulic lines and then ports (35,36,37
Figure 3-19).
3. Remove and cap hydraulic lines to prevent dirt
entry.
4. Support the valve from below cab, and remove
cap screws (30) from pedal mounting place.
5. Carefully remove valve from pedal assembly.
6. Shim stack can be reused, if only O-ring and
backup rings are being replaced.
NOTE: Maintain the shim stack as found and remove
from top of apply spring.
INSTALLATION
1. Support valve body and align holes with pedal
assembly base. Valve ports (35, 36, 37, Figure
Brake Circuit Component Service
3-19) will be facing towards the rear of truck.
2. Place cap screws and washers (30) into valve
body and tighten to 35-40 ft. lbs. (47.5-54.2 N.m)
torque.
3. Uncap hydraulic lines and connect to proper
ports. Tighten securely to prevent leakage.
4. Bleed rear brakes. Refer to "Rear Brake Bleeding
Procedure", this section.
5. Refer to Step 10. in "Check-out Procedure" for
retarded apply pressure setting.
Disassembly
1. Remove ring (1,Figure 3-20) and boot (2) from
housing (16).
2. Remove piston (3), shim or shims (4) and spring
(5) from housing bore. Note the number of shims
being removed from housing.
3. Remove O-ring (6) from housing bore.
NOTE: Do not scratch or mar housing bore.
4. Remove retaining ring (7), retainer (8), and
retaining ring (9) from housing bore.
5. Remove the piston and sleeve assembly (10 &
14) from housing bore. Separate piston (14) from
sleeve(10).
6. Remove O-ring (12) and the backup ring (11) from
sleeve (10).
7. Remove spring (15) from the piston (14).
8. Remove cup (13) from the piston (14).
A check ball is located inside the piston (14). Make
sure ball is clean and moving freely.
9. Remove plug (26) from the housing (16).
10. Remove O-ring (25), cup (23) and back-up ring
(24) from the plug (26).
11. Remove washer (22), spacer (21), spring (20)
and guide (19) from the housing bore.
12. Remove valve & ball assembly (18) from the
housing bore.
13. Remove O-ring (17) from the valve & ball assembly
(18).
J3-11
 Figure 3-19.
RETARDER TREADLE VALVE

1. Shims
2. O-Ring
3. O-Ring
4. Retaining Ring
5. Piston
6. Sleeve
7. Backup Ring
8. O-Ring
9. Spring
10. O-Ring
11. Sleeve
12. Spring
13. Cup
14. O-Ring
15. Plug
16. Backup Ring
17. Housing
18. Washer
19. Guide
20. Ball
21. Seat
22. Guide
23. Stem
24. Cup
25. Pin
26. Ball
27. Retainer Ring
28. Retainer
29. Spring
30. Cap screw and Washer
31. Apply Plunger
32. Pin and Retainer Ring
33. Pedal
34. Stop screw and Locknut
35. Drain Port
36. Brake Apply Port
37. Accumulator Port

J3-12 Brake Circuit Component Service

Assembly
1. Install O-ring (17, Figure 3-20) on the valve &
ball assembly (18) and insert into the housing
bore. Note the direction of valve & ball assembly.
2. Install spacer (21) into the housing bore.
3. Install O-ring (25) on plug (26).
4. Insert back-up ring (24) and cup (23) inside end
of plug (26). Note the order of back-up ring and
cup.
5. Install guide (19), spring (20) and washer (22) in
plug (26). Place plug in the housing bore.
6. Install cup (13) on piston (14) and insert into
sleeve (10). Note direction of piston and sleeve.
7. Install back- up ring (11) and O-ring (12) on sleeve
(10).
8. Install spring (15) on the piston (14).
9. Install piston and sleeve assembly (10&14) into
housing bore. Note the direction of assembly.
10. Install retaining ring (9), retainer (8), and retaining
ring (7) in the housing bore.
Note: Do not mar or scratch housing bore.
11. Install O-ring (6) into housing bore.
12. Install spring (5), shim or shims (4) and piston
(3) in housing bore.
13. Install boot (2) and ring (1) into housing (16).

FIGURE 3-20. RETARDER TREADLE VALVE

For proper brake pressure setting, install the same
1. Ring
number of shims that were removed during
2. Boot 15. Spring
disassembly.
3. Piston 16. Housing
4. Shims (as required) 17. O-Ring
5. Spring 18. Valve & Ball Assembly
6. O-Ring 19. Guide
7. Retaining Ring 20. Spring
8. Retainer 21. Spacer
9. Retaining Ring 22. Washer
10. Sleeve 23. Cup
11. Back-up Ring 24. Backup Ring
12. O-Ring 25. O-Ring
13. Cup 26. Plug
14. Piston

Brake Circuit Component Service J3-13

Retarder Treadle Pedal Disassembly
1. Separate the pedal (6, Figure 3-21) and base
(11) by removing one E-ring (4) from pin (5) and
sliding the pin from base.
2. Loosen the set screw (2) enough to slide pin (1)
from the pedal (6). Do not drop the roller (3) while
removing pin.
3. It is not necessary to loosen or remove cap screw
(9) or locknut (10) from base.

Retarder Treadle pedal Assembly

NOTE: Lightly coat pins (1 & 5, Figure 3-21) and roller
(3) with a clean multi- purpose grease.
FIGURE 3-21. RETARDER TREADLE PEDAL
1. Align the roller (3) between ears of the pedal (6)
and insert pin (1). Note direction of the pin. 1. Pin 7. Cap screws
Grooved end of pin should line up with set screw 2. Set Screw 8. Washers
(2). 3. Roller 9. Cap screw
4. E-ring 10. Locknut
2. Tighten set screw (2) so it hold pin (1) in place. 5. Pin 11. Base
3. Align pedal (6) between the ears of base (11) 6. Pedal
and insert pin (5). Install E-ring (4).
4. Assemble pedal assembly and valve assembly
using cap screws (7) and washers (8). Tighten
cap screws to 35-40 ft. lbs. (47.5-54.2 N.m)
torque.

J3-14 Brake Circuit Component Service

 BRAKE CIRCUIT CHECKOUT PROCEDURE
The brake circuit hydraulic pressure is supplied from the
steering pump and brake accumulators. Some brake
system problems, such as spongy brakes, slow brake
release, or abnormal operation of the instrument 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 Component 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.
The steering Circuit can be isolated from the brake circuit
by removing the brake supply line from the distribution
manifold to the brake accumulators (see Warning). Plug
the brake supply lines and cap the port in the distribution
manifold.
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 installing
test gauges, Always bleed down hydraulic steering
and brake accumulators.
Brake Circuit Checkout
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 low
pressure brake detection module to bleed down brake
accumulators.
Before disabling brake circuit, be sure truck wheels are
blocked to prevent possible rollaway.
Included as the last page of this Checkout Procedure
is a Data Sheet to record the information observed during
the hydraulic brake system checkout procedure. The
data sheet is designed to be removed, copied, and used
during the checkout procedure.
" Steps indicated in this manner should be
Recorded on the Data Sheet for reference.
The following equipment will be necessary to properly
check out the hydraulic brake circuit.
a. Hydraulic schematic, refer to Section "R".
b. Calibrated pressure gauges:
Three 0-5000 psi (0-35 mpa) range.
One 0-2000 psi (0-14 mpa) range.
c. One female quixk disconnect and hose long
enough to reach from rear brake housing to a
clean container.
d. Accumulator charging kit with gauges and dry
nitrogen.
Circuit "Tracking"
In any hydraulic circuit, it is important that hydraulic
lines be connected to the correct ports, connections
and fittings are free of leaks, valves operate correctly,
and in some cases, in a given sequence. The checking
of these points, along with flow, direction, and timing of
events in a circuit is referenced as "tracking".
J4-1
 INITIAL SYSTEM SET-UP
Prior to checking the brake system, the hydraulic
system must have proper accumulator nitrogen precharge
pressure and hydraulic oil must be at normal operating
temperature. Refer to Section "L" this manual for steering
system operation procedures and specifications. Also
prior to checking the brake system make sure the parking
brake is properly adjusted. Refer to parking brake
adjustment this section.
With the steering system functioning properly and
the parking brake adjusted, proceed as follows:
1. Turn engine and key switch "off". Wait 90 seconds
for the steering accumulator to bleed down.
2. Open both brake accumulator bleed down valves.
Verify nitrogen precharge in each accumulator.
Accumulator precharge should be 1050 psi (7.35
mpa). Charge accumulators if necessary.
* Record on data sheet.
NOTE: Always allow nitrogen gas temperature to
approach ambient temperatures before
completing precharge procedure. For best
resuits, charge accumulator in the ambient
temperature conditions in which the truck will be
operating.
3. Close both accumulator bleed down valves.
Brake Valve Leakage
4. Install a 5000 psi (35 mpa) gauge on to the right
hand quick disconnect on the low pressure brake
detection module.
5. Connect a 5000 psi (35 mpa) gauge to the left
hand quick disconnect on the low pressure brake
detection module.
6. Install a 5000 psi (35 mpa) gauge to the quick
disconnect on the left (rear) brake vavle of the
service brake treadle.
7. Install a 2000 psi (35 mpa) gauge to the quick
disconnect on the right (front) brake valve of the
service brake treadle.
NOTE : The 5000 psi (35 mpa) gauges attached in steps
4 and 5 are measuring front and rear brake
accumulator pressures.
7. Set park brake.
8. Release brake lock.
J4-2 Brake Circuit Checkout
9. Start engine and allow accumulator to charge to
full system pressure.
10. Shut down engine.
* Record Brake accumulator pressure readings on
data sheet.
11. Do not operate any controls 10 minutes. Record
brake accumulator pressure again. Maximum
pressure drop in 10 minutes should not exceed
450 psi (3.1 mpa).
* Record Pressure readings on data sheet.
Emergency Brakes
12. At this point, slowly bleed-off pressure from the
front brake accumulator, using the right hand
manual bled down valve. As front accumulator
pressure reaches 2000 ± 50 psi (14 ± 0.3 mpa),
the low brake warning light should illuminate and
buzzer should sound.
* Record pressure reading on data sheet.
13. Continue slowly bleeding-off pressure from the
front brake accumulator. As front brake
accumulator reaches 1650 ± 50 psi (11.6 ± 0.3
mpa), the emergency apply valve should active
14. Front and rear brakes should be fully applied
holding a steady 1275 to 1425 psi (8.8 to 9.8
mpa).
* Record pressure readings on data sheet.
NOTE : The brakes can only be released by bleeding off
the brake accumulators or establishing a safe
working pressure in each brake accumulator
circuit.
15. State engine and charge the system.
16. Shut down engine and repeat steps 12 thought
bleeding-off the rear brake accumulator using the
left hand manual bleed down valve. When the
emergency trigger pressure is reached, the front
brakes will be fully applied, holding a steady
pressure of 1275 to 1425 psi (8.8 to 9.8 mpa).
* Record pressure readings on data sheet.
Brake Lock
17. Start engine and charge the system.
18. Cycle brake lock several times to assure crisp
shift of solenoid valve and release of pressure.
 19. Apply brake lock and read brake pressures. Front
pressure should be zero, and rear brake pressure
should be 1275 to 1425 psi (8.8 to 9.8 mpa) with
brake lock status light illuminated.
BRAKE SYSTEM - FUNCTIONAL
Service Brake
Note: Unless otherwise instructed, perform the
Following check with the engine running at half
throttle, park brake applied, and brake lock
released.
21. Very slowly depress the service brake pedal and
check circuit tracking. The gauges installed in
steps 6 and 7 should begin to rise simultaneously.
22. With the service brake treadle fully applied, brake
apply pressure to both front and rear brakes
should be 1275 to 1425 psi (8.8 to 9.8 mpa).
Release service brake and the gauge readings
should return to 0 psi (0 mpa).
* Record pressure readings on data sheet.
Note : Brake pedal "feel" should be smooth with no
abnormal noise or mechanical roughness.
23. Slowly depress brake pedal and check to see that
stop lights come on at 100 ± 5 psi (0.7 ± 0.03 mpa).
* Record pressure on datasheet.
24. Quickly and completely depress the brake pedal
and check to see that front and rear brake
pressures rear pressure obtained in step 22 within
approximately one second and maintain that
pressure fore minimum of 20 seconds. Release
pedal and make sure that each circuit's pressure
is zero.
* Record gauge readings on data sheet.
25. Check to see that all front pads are not tight
against disc. Pads should be loose and moveable
by hand.
26. Check Brake pedal free play. Refer to "Brake
Pedal Adjustment", Brake Circuit Component
Service, this section.
Retarder
27. Shut down engine and open both brake
accumulator bleed down valves and allow both
accumulators to bleed down. Close both bleed
down valves after pressure in accumulators has
been reduced to zero.
Brake Circuit Checkout
20. Turn off brake lock switch and rear brakes should
release with pressure reducing to 0 psi (0 mpa).
* Record pressure readings on data sheet.
28. Remove both 5000 psi (35 mPa) gauges from
the low pressure brake detection module.
29. Install one 5000 psi (35 mPa) gauge onto
pressure tap provided on retarder treadle valve.
30. Install one 5000 psi (35 mPa) gauge in the park
brake circuit at the auxiliary manifold.
31. Start engine and charge the system.
32. With engine running at half throttle vary slowly
depress the retarder treadle valve and check
circuit tracking.
33. Retarded pedal fully depressed brake apply
pressure to rear brakes should be 1100 to 1200
psi (7.7 to 8.4 mPa).
* Record pressure reading on data sheet.
Note : The pressure gauge on the service brake
treadle valves should remain at 0. if not one of the
three shuttle valves in the circuit may not be
functioning propely.
34. Release the brakes and the brake apply pressure
in the retarder circuit should return to 0 psi (0
mpa).
* Record on data sheet.
Park Brake
35. With engine running and park brake switch in
the "off" position, the park brake should be
released and the warning light off. Read the
pressure on the 5000 psi (35 mpa) gauge which
was installed with step 30. park brake pressure
should be 2750 + 50 psi (9.1± 0.4 mpa).
* Record pressure on data sheet.
36. Check park brake to make sure there is a gap
between park brake lining and drum.
* Record gap measurement on data sheet.
Note : If park brake is not released, refer to "Parking
Brake Adjustment", this section, and repeat steps
35 and 36.
J4-3
 37. Shut Down engine and turn off key switch with 45. Apply service brake treadle valve and observe
the park brake switch in the "OFF" position. The pressure at full apply.
Steering bleed down circuit is activated,
46. Apply retarder brake treadle valve and observe
discharging the steering accumulator and the
pressure at full apply.
pump outlet pressure which automatically will
apply the park brake. 47. If pressures observed in steps 45 and 46
correspond to pressure previously recorded, then
38. Start the engine with the park brake in the "On"
operation of circuit shuttle valves is circuit.
position. The park brake will remain "ON" along
with the indicator as pressure builds. Note: Defective shuttle valves may affect circuit tracking
and pressures. Isolating individual valves will aid in
39 At low idle, apply the service brakes and slowly
locating a malfunction in that particular circuit.
shift the transmission into forward and / or reverse
gears. With the park brake switch in the "ON" 48. If any readings specified in the preceding
position forward and / or reverse will be inhibited. procedure were not with specifications, the
reason(s) for the incorrect pressure (s) must be
40. Turn the park brake switch "OFF" and forward
identified, corrected and checkout again verified.
and / or reverse gears should function after shifting
All readings must be correct and proper circuit
through neutral.
operation present before releasing truck for
41. Shut down engine and open both brake production.
accumulator bled down valves.
49. Shut down truck and open manual bleed down
42. Remove all pressure gauges from system. valves on both brake accumulators.
50. Remove all pressure gauges and fittings which
43. Install a 5000 psi (35 mpa) gauge in the quick
were installed for brake checkout procedures.
disconnects on both rear brake housings.
44. Close both brake accumulator bleed down valves,
start engine and charge system.

J4-4 Brake Circuit Checkout

 BRAKE CIRCUIT AND SERVICE BRAKE TREADLE VALVE TROUBLESHOOTING
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE : The Service Brakes are Locked

Connections to tank and pressure ports reversed. Correct the plumbing.

Tank line is plugged or restricted. Remove restriction.
Brake Lock Valve defective. Replace solenoid valve
Emergency Apply Valve defective. Replace valve.

TROUBLE: Both Brake Circuits are Dragging

Tank line back pressure.

Insure tank line has no back pressure.
Pedal return stop out of adjustment, residual pressure.
Adjust pedal return stop.
Service Brake Treadle Valve pilot port pressurized.
Verify proper operation of emergency apply valve.

TROUBLE: One Brake Circuit is Dragging

There is an obstruction in the dual control treadle

subassembly. Remove obstruction.

Service Brake Treadle Valve is out of balance. Adjust balance according to instructions.
Actuator piston defective. Replace actuator piston.
Service Brake Treadle Valve is defective.
Repair or replace Service Brake Treadle Valve.

TROUBLE: The Brakes are Not Going to Full Pressure

Pedal stop out of adjustment. Adjust pedal stop.

Internal malfunction of modulating section of Service Brake Remove, disassemble, clean, and reassemble Service
Treadle Valve. Brake Treadle Valve.
The supply pressure is low. Check pump system and accumulators.

Improper shimming inside Service Brake Treadle Valve.
Shuttle valve(s) in retarder/rear brake circuit defective.
Reshim Service Brake Treadle Valve according to
instructions.
Obstruction in shuttle valve. Isolate shuttle valves to
determine defective valve. Disassemble and clean or
replace valve.

Brake Circuit Checkout J4-5

 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: A Low Brake Pressure Warning Occurs When the Brake are Not Applied

Check wiring.
Short in electrical system.
Valve Open.
Brake accumulators bleed down.
Replace valve.
Low pressure sensing shuttle valve defective.

TROUBLE: A low Brake Pressure Warning Occurs When Brakes are Applied
There is a leak or other malfunction in one brake circuit. Inspect brake system.
Low pressure sensing shuttle valve defective. Replace valve.
Shuttle valve (s) in retarder/ rear brake circuit defective. Obstruction in shuttle valve. Isolate shuttle valves to
determine defective valve. Disassemble and clean or
replace valve.

TROUBLE: Low Retarder Brake Pressure

Retarder pedal stop out of adjustment. Adjust pedal stop.

Internal malhnction of modulating section of retarder Remove, disassemble, clean and reassemble retarder
valve. control valve.

Supply pressure low. Check pump system and accumulators.

Improper shimming inside retarder valve. Reshim retarder valve according to instructions.

Shuttle valve (s) in reatarder/rear brake circuit defective. Obstruction in shuttle valve. Isolate shuttle valves to
determine defective valve. Disassemble and clean or
replace valve.

TROUBLE: Indication of Excessive Brake Temperature (Warning Light On or Gauge Reading High)

Brakes dragging. See Trouble/Cause/action previous page.

Low oil level in hydraulic tank. Fill hydraulic tank to proper level.
High oil level in hydraulic tank. Drain hydraulic tank to proper level.
Restriction in heat exchanger. Repair or replace heat exchanger.
Truck being operated in improper transmission range. Refer to Grade/ Speed Chart and select proper
transmission operating range.

TROUBLE: Low Pressure Warning Light Not Operating Properly

The bulb is burned out. Replace the bulb.

The Circuit is open. Check the wiring.
Pressure switch defective. Replace the pressure switch.
Low pressure sensing shuttle valve defective. Replace valve.

J4-6 Brake Circuit Checkout

 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: Low Pressure Warning Light is On Even Though System Pressure is Proper

Short in electrical system. Check wiring.

Pressure switch is defective. Replace pressure switch.

TROUBLE: Low Pressure Warning Light Comes On and Pressure is Low

Accumulator Bleed down valves open. Close Valves.

Charging circuit is malfunctioning. Check charging circuit.

Restriction in hydraulic filter (s)/ heat exchanger. Repair or replace hydraulic filter (s) / heat exchanger.

The pump is worn. Rebuild or replace pump.

TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut off
Accumulator bleed down valve is open. Check plumbing.
Accumulator precharge is low. Close valve, check precharge.
Leak in one circuit, external or internal. Check plumbing; circuit leakage.
Malfunction in Service Brake Treadle Valve. Remove, disassemble, clean, reassemble; or replace.
Accumulator check valves leading. Replace check valve.

TROUBLE : A "Squeal" is Heard When Retarder or Service Brake Treadle Valve is Operated

Rapid operation of controller. Normal.

Service Brake Treadle Valve assembly is damaged. Replace the Service Brake Treadle Valve assembly.

Hydraulic oil is too hot. Check hydraulic system cooling.

TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Obstruction in shuttle valve. Isolate shuttle valves to
Shuttle valve(s) in Retarder/ Brake Circuit defective.
determine defective valve. Disassemble and clean of
Brake lines are blocked or improperly connected. replace valve.

Check plumbing.

TROUBLE: The Brake Pressure Drift Excessively While Pedal is Held Steady

Contamination in Service Brake Treadle Valve Will require disassembly and cleaning.

Damage in Service Brake Treadle Valve assembly. Replace Service Brake Treadle Valve assembly.

Brake Circuit Checkout J4-7

 POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Oil is Leaking Around the Pedal Base
Defective seal on the top of treadle valve. Replace the seal.

TROUBLE: Oil is Leaking Between the Service Brake Treadle Valve Body Sections
Service Brake Treadle Valve pilot and modulation sections Remove mounting plate from valve body and tighten
not bolted tightly together. capscrews joining pilot and modulating sections together.

Defective O-ring (s) between valve sections and brake Replace the O-ring(s).
manifold.

TROUBLE: The Pump Cycles Too After Or Low Pressure Warning Comes On At Low Engine RPM

Leak in hydraulic system. Check hydraulic system for leaks.

Accumulator precharge too high or too low. Check accumulator precharge.

Service Brake treadle Valve plumbed incorrectly. Correct plumbing.

Internal leakage in Service Brake Treadle Valve Replace Service Brake Treadle Valve assembly.
assembly. Rebuild or replace pump.
Pump is worn.

TROUBLE: The Parking Brake is Locked

Parking brake solenoid is de-energized. Check power to solenoid.

Parking brake solenoid coil defective. Replace coil.

Parking brake solenoid valve defective. Replace solenoid valve.

Park brake linkage improperly adjusted. Adjust park brake linkage according to instructions in
service manual.

J4-8 Brake Circuit Checkout

 DUMP TRUCK CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET

MACHINE MODEL ________ UNIT NUMBER ________ SERIAL NUMBER _____________

I. INITIAL SYSTEM SET-UP

Operate Hydraulic System to obtain normal operating temperature.

Refer to Check-Out Procedures.

STEP 2 __________ Brake Accumulators charged to 1050 psi (7.3 mpa).

II. SERVICE BRAKE SYSTEM CHECK-OUT

Refer to appropriate Service Manual procedures and Bleed brakes.

Brake Valve Leakage

STEP 10 ________ Front Brake accumulator pressure.

________ Rear brake accumulator pressure.
STEP 11 ________ Front brake accumulator pressure after 10 minutes.
Rear brake accumulator pressure after 10 minutes.
STEP 12 ________ Front accumulator- pressure for warning light.
STEP 14 ________ Front accumulator- pressure for emergency apply.
________ Front brakes- apply pressure.
________ Rear brakes - apply pressure.
STEP 16 ________ Rear accumulator- pressure for warning light.
________ Rear accumulator - pressure for emergency apply.
________ Front brakes- apply pressure.

Brake Lock

STEP 19 ________ Brake lock applied- front brake circuit.

________ Brake lock applied- rear brake circuit.
________ Brake lock off- front brake circuit.
________ Brake lock off-rear brake circuit.

Brake Circuit Checkout J4-9

 DUMP TRUCK CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
(Continued)

Service Brakes

STEP 22 _____________ Front brake circuit-full apply.

_____________ Rear brake circuit-full apply.

_____________ Front brake circuit- pedal released.

_____________ Rear brake circuit- pedal released.

STEP 23 _____________ Pressure at which stop lights come on.

STEP 24 _____________ Front brake pressure within one second.

Rear brake pressure within one second.

Retarder

STEP 33 _____________ Retarder circuit- full apply.

_____________ Retarder circuit- pedal released.

Park Brake

STEP 35 _____________ Park brake circuit- released.

_____________ Park brake indicator light off- released.

STEP 36 _____________ Gap between park brake lining and drum.

Name of Mechanic or inspector Doing Check-Out ________________________________________________________

J4-10 Brake Circuit Checkout

 FRONT WHEEL SPEED DISC BRAKES
The front brakes consist of two brake calipers per wheel.
Each caliper has two lining assemblies. There are no
adjusters in the caliper piston assembles. Each brake
caliper has three bleeders. The brake calipers with the
linings, weigh approximately 140 lbs. (63.6 kg).

Before removing any brake lines or brake circuit

components be sure brake accumulators are bled
down. To bleed down accumulators:
“ Turn key switch "off", shut down engine and
wait at least 90 seconds to bleed down
steering accumulator. Rotate steering wheel
back and forth; no front wheel movement
should occur.
“ Bleed down brake accumulators by turning
Accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down.
When brake accumulators are completely
bled down, close accumulator discharge
valves by turning handles clockwise. Do not
leave open.
FIGURE 5-2.DISC WEAR SPECIFICATIONS
6. Remove linings from caliper.
7. After linings have been removed, check wiper
seals, they should be soft and pliable. If hard or
torn, caliper must be removed for rebuild.
8. Install new linings.
9. Install retainer (2), apply Loctite 271 to retainer
cap screws (1). Tighten cap screws to 170 ft.
lbs. (230 N.m) torque.
10. Check that linings move freely between retainers.
11. Install tires. Refer to Section "G" for tire
installation.

Lining Replacement On Truck

1. Remove tires. Refer to "Tire Removal", Section
"G".
2. Inspect brake linings (1, Figure 5-1) for wear. Before placing truck in production, linings must be
Linings must be replaced when worn to minimum burnished. Refer to "Service Brake Burnishing"
of 0.100 in. (2.5 mm) from back plate. Procedure.
3. Observe brake disc wear. Refer to Figure 5-2 for
maximum disc wear. To replace brake disc, refer
to Section "G", Front Wheel Hub Removal.
4. Remove lining retainer cap screws (1, Figure 5-
3) and retainer (2) on each side of disc.
5. Pry against linings to force pistons back into
caliper.

Minimum
Thickness
0.1 inch FIGURE 5-3. BRAKE CALIPER ASSEMBLY
2.5 mm
1. Cap screw 3. Bleeder Valve
2. Lining Retainer
FIGURE 5-1. DISC BRAKE LININGS

Front Disc Brakes J5-1

BRAKE CALIPER REPAIR 3. Install lining assemblies (4) retainers (2) and
apply Loctite 271 to retainer cap screws (1).
Removal Tighten to 170 ft. lbs. (230 N.m) torque.
4. Check that linings move freely in retainers and
caliper assembly.
5. Connect brake lines to brake caliper.
6. Bleed brakes, refer to "Front Brake Bleeding
Before removing any brake lines or brake circuit Procedure", this section.
components be sure brake accumulators are bled
down. To bleed down accumulators: 7. Install tires. Refer to "Tire Removal", Section "G".
8. If new linings replaced the old linings, the new
“ BLOCK WHEELS OF TRUCK ! linings must be burnished before placing truck
back into service. See "Brake Burnishing
“ Turn key switch "off", shut down engine and Procedure" in this section.
wait at least 90 seconds to bleed down
steering accumulator. Rotate steering wheel
back and forth ; no front wheel movement
should occur.
“ Bleed down brake accumulators by turning
Bleeder Valve handles counterclockwise to
open. When accumulators are completely
bled down, close bleeder valves by turning
Bleeder Valve handles clockwise. Do not
leave open.
1. Clean brake caliper and spindle area thoroughly
before tire removal.
2. Remove tires. Refer to Section "G" for Tire
Removal Procedure.
3. Be sure brake accumulators are bled down.
Disconnect brake line to caliper and plug line to
prevent contamination.
4. Remove lining retainer cap screws (1, Figure 5-
4) and retainers (2). Remove linings (4). FIGURE 5-4. BRAKE CALIPER INSTALLATION
1. Cap screw 4. Lining
5. Install a lift eye bolt into retainer cap screw hole.
2. Lining Retainer 5. Cap screw
6. Brake calipers weigh approximately 140 lbs. 3. Bleeder Valve
(63.6 Kg). Attach lifting device to eye bolt which
was previously placed in retainer cap screw hole.
Take up slack.
7. Remove caliper mounting cap screws (5). PISTON AND SEAL REMOVAL

8. Lift caliper away from disc and take to work
bench.
Installation
1. Install caliper without lining onto mounting
structure. Tighten mount cap screws (5, Figure
5-4) to 1050 ft. lbs. (1424 N.m) torque. Remove
eye bolt.
2. Pry pistons back completely into caliper housing.
Do not damage dust covers.
1. Brake calipers must be removed for Piston and
Seal Removal. See "Brake Caliper Repair" for
removal procedure.
2. Remove cylinder heads (1, Figure 5-5) and
pistons (2).
3. Remove O-rings (3), from cylinder heads (1).
4. Remove all Wipers (4), O-rings (5) and back up
rings (6) from each piston bore of caliper and
discard.

J5-2 Front Disc Brakes

Piston and Seal Installation
1. Clean all parts thoroughly and inspect for
serviceability.
2. Polish any minor scratches from pistons and
caliper bores.
3. Using new O-rings, backup rings and wipers,
lightly coat all parts with clean C-3 hydraulic oil.
4. Install O-rings (5, Figure 5-5), backup rings (6)
and wipers (4) into each bore of caliper. Install
backup rings toward lining side of seal grooves.
5. Lightly coat pistons (2) with clean C-3 hydraulic
oil and install from lining side of bores.
6. Install O-rings (3) on cylinder heads.
7. Install cylinder heads (1) and tighten to 75 ft.
lbs. (101 N.m) torque.
8. Install bleeder valves (7), if removed.
BRAKE CALIPER BENCH TEST
The purpose of this test is to be certain that overhaul of
the calipers was performed satisfactorily. Any leakage
found during this test must be corrected before installing
on truck.
A hydraulic supply with sufficient volume and pressure
capacity to extend piston assemblies will be necessary.
A gauge of 0-2000 psi (0-14 mpa) should be placed in
the output line of the hydraulic source.
Fabricate a block to simulate brake disc. Use lining
backing plate as a template. Thickness of test block
should be 0.625 in. (18.8 mm) thick.
1. Secure brake caliper assembly in vise or other
holding fixture.
2. Install new linings and brake disc block.

Be sure test block is securely retained in caliper

head before applying pressure.

3. Attach hydraulic source to inlet port of caliper

assembly.

Oil used in the hydraulic source must be of the

same type as used in the Brake Circuit on the DUMP
truck.

4. Bleed air from caliper assembly.

FIGURE 5-5. BRAKE CALIPER ASSEMBLY During testing or bleeding procedure, DO NOT allow
1. Cylinder Heads oil to come into contact with brake linings.
5. O-rings
2. Pistons 6. Backup Rings 5. Gradually incrase hydraulic pressure to 1200
3. O-rings 7. Bleeder Valve psi (8.4 Mpa), observing piston assembly for
4. Wipers leakage.
6. Reduce pressure to 0 psi (0 Mpa).
7. Repeat step 5 and 6 three times. If no leakage
has been observed, reduce pressure to 0 psi
(0Mpa) and disconnect hydraulic source and
remove test block.

Front Disc Brakes J5-3

 8. Use adequate force to pry each piston fully into
caliper housing. Do not damage O-rings, wipers,
or backup rings.
9. Install brake calipers on truck. Refer to
"Installation" instructions.
FRONT BRAKE BLEEDING PROCEDURE
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
medial treatment by a physician familiar with this injury
is not received immediately.
Eye protection such as goggles or a face shield should
be used while performing the following procedures
1. Start engine and allow brake accumulators to
charge. After accumulators have charged, operate
engine at 1000 RPM.
2. Install a hose to top bleeder valve of caliper to
drain hydraulic oil into a container.
3. Depress service brake pedal and hold down.
Open bleeder only one turn maximum to prevent
hose from blowing off bleeder valve and oil spilling
onto ground. Do Not allow oil to come into contact
with brake linings.
4. Open bleeder valve for one minute or until a clear,
steady air-free flow of oil comes from bleeder
hose.
5. After air-free oil is observed, close bleeder and
release treadle valve. Remeve hose.
6. Repeat above procedure for each caliper.
7. After all calipers are bled, make three complete
brake applications by depressing treadle valve
down completely. Be certain the brake lining does
not bind, and that it works properly. Check for
leakage after applications have been made.
J5-4 Front Disc Brakes
FRONT SERVICE BRAKE
BURNISHING PROCEDURE
During Normal truck operation, the rear wet disc brakes
provide 70% of the braking effort. Therefore, to burnish
the front brakes, it will be necessary to Temporarily
disconnect the rear wet disc brakes from the Service
Brake Treadle Valve.
The Retarder pedal will still be operative.
Braking effort is seriously reduced without the rear
wet disc brakes. Prior to disconnecting rear brakes,
be certain truck body is unloaded and a level area
free of obstacles and other equipment is selected
to operate truck while burnishing front brakes.
Serious injury to personnel and property damage
may result if these precautions are not followed.
1. Park truck in a level area, block wheels and apply
parking brake.
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled down.
To bleed down accumulators:
“ Turn key switch "off", shut down engine and wait
at least 90 seconds to bleed down steering
accumulator. Rotate steering wheel back and
forth; no front wheel movement should occur.
“ Bleed down brake accumulators by turning
accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down. When
brake accumulators are completely bled down,
close accumulator discharge valves by turning
handles clockwise. Do not leave open.
2. Bleed down accumulator and disconnect the
rear brake apply line at the left service brake
treadle valve. Refer to Brake Circuit Component
Service, this Section, for location of brake apply
port.
3. Install an O-ring plug in the left brake apply port
of the service brake treadle valve and cap "tee"
connection on right service brake treadle valve
going to the service Brake/Retarder Shuttle valve.
Tighten all caps, plugs and brake lines securely
to prevent high pressure leakage.
 4. Remove wheel blocks and start engine. Be
certain truck body is unloaded and a level area
free of obstacles and other equipment is
selected to operate truck while burnishing front
brakes. Do not exceed 15 mph (24 kph).
5. Drive truck while applying brakes until disc
surface reaches temperature of 4500- 5500F
(232 0 - 287 0 ). Measure front brake disc
temperatures with a hand held pyrometer.
Note: Drive the burnishing procedure, the retarder
pedal may be used to apply the rear brakes if safety
or other circumstances require quick stoppage of
truck.
0 0
6. Let discs cool to 200 F (93 C).
7. Repeat Steps 4,5, and 6, three times to
complete burnishing procedure.
Front Disc Brakes
8. Repeat Step 1 and bleed down accumulators.
9. Remove O-ring plug (installed at step 3.) in brake
apply port of left service brake treadle valve and
remove cap from "tee" connection on right service
brake treadle valve. Connect brake apply line to
the left service brake treadle valve. Connect brake
apply line going from "tee" on right service brake
treadle valve to the Service Brake/ Retarder
Shuttle valve. Tighten all brake lines securely to
precent high pressure leakage.
10. Refer to Rear Brake Bleeding Procedures, this
Section, and bleed rear brakes to clear any air
trapped during brake line removal/ installation.
11. Be sure all steps outlined above have been
completed before releasing truck for operation.
J5-5
 NOTES

J5-6 Front Disc Brakes

 REAR WET DISC BRAKE ASSEMBLY
A Wet Dist Brake Assembly is mounted on both sides
of the differential on the final drive housing and inboard
from the wheel hub and planetary drive. The assembly
contains a splined housing, two damper discs, ten
separator plates, eleven friction discs, a spacer, a piston
assembly, and a splined rotating hub.
The housing is internally splined to retain the steel damper
and separator discs. The separator discs are alternately
placed between the friction faced discs which are splined
to the rotating hub. The inboard side of the assembly
contains the piston assembly which is activated by
hydraulic pressure from either the service brake treadle
valve or the retarder treadle valve. As hydraulic pressure
is applied, the piston moves and compresses the rotating
friction faced discs against the stationary steel discs.
The friction forces generated resist the rotation of the
wheels. As hydraulic pressure increase, friction forces
are increased and wheel rotation is slowed until maximum
force is reached and the wheel is stopped.
Rear Wet Disc Brake Assembly
The complete brake disc pack is cooled by hydraulic oil.
The cooling oil circuit is a low-pressure circuit which is
completely separate from the high-pressure piston apply
circuit. The cooling oil flows from the pump, through two
12 micron (absolute) filters, through a heat exchanger,
to the brake assembly housing (from the outside of the
housing inward to the rotating hub for maximum cooling)
and then to the hydraulic tank.
Dynamic retarding is also provided by the wet disc
brakes. When the operator's retarder pedal is depressed,
front wheel brakes are not used ; only the rear wet disc
brakes are applied. The dynamic retarding is used to
slow the truck during normal truck operation or to control
speed coming down a grade.
WET DISC BRAKE ASSEMBLY
Removal
Before removing any brake lines or bake circuit
components be sure brake accumulators are bled down.
To bleed down accumulators :
“ BLOCK WHEELS OF TRUCK !
“ Turn key switch "Off", shut down engine and wait
at least 90 seconds to bleed down steering
accumulator. Rotate steering wheel back and
forth ; no front wheel movement should occur.
“ Bleed down brake accumulators by turning
Accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down. When
brake accumulators are completely bled down,
close accumulator discharge valves by turning
handles clockwise. Do not leave open.
1. Remove rear wheels and tires, planetary drive,
and wheel hubs. Refer to Section "G", Drive
Axie Spindles and Wheels.
J6-1
 2. Install retaining brackets and capscrews (1, 4. Punch-mark final drive housing and brake
Figure 6-1), if not previously installed. Refer to assembly housing to aid in proper positioning
Special Tools, Section "M" for bracket during assembly.
description. Remove seal carrier (11, Figure 6-1)
5. Remove capscrews holding lower cooling-oil line
and floating ring seal (12), if not previously
(linlet), upper cooling-oil line (outlet) and rear
removed after wheel hub removal.
brake shuttle valve to brake housing. Cap/plug
3. To prevent hydraulic oil from siphoning from tank, all open lines and ports to prevent contamination.
loosen the plug above the return tube in the top
cover of the hydraulic tank. Refer to Hydraulic
Tank. Section “L”. Remove one of two drain plugs
(2) to drain excess oil into container.

Brake Assembly weighs approximately 1200 lbs.

(545 kg.) Use adequate lifting devices.
6. Install lifting device and take up slack. Remove
capscrews (6) and carefully slide brake assembly
off of final drive housing.
7. Move assembly to a clean, dry working area.
Place on wooden blocks for disassembly/
storage.

Installation
1. Inspect and clean brake mounting surface (4
Figure 6-1), particularly around O-ring (5) sealing
surface. If O-ring sealing surface is nicked or
scratched, repair area before installing brake
assembly.
2. Install O-ring (5) into brake assembly.
3. Attach lifting device (see Warning above) and lift
assembly into position. Slide into final drive
mounting surface, taking care not to damage O-
ring.
4. Position housing assembly so match-marks line
up and hydraulic ports are in correct position.
Install capscrews (6). Tighten capscrews to
standard torque.
5. Remove caps and plugs from lines and ports and
install new O-rings on fittings. Connect lower
cooling-oil line (inlet), upper cooling-oil line (outlet)
and rear brake shuttle valve to brake housing.
Tighten capscrews to standard torque. Tighten
plug above the return tube in the top cover of the
hydraulic tank.
FIGURE 6-1. WET DISC BRAKE ASSEMBLY
6. Capscrew 6. Inspect floating ring seal (12). Replace if nicked
1. Retaining Bracket &
7. Floating Ring Seal or scratched. Refer to "Floating Ring seal
Capscrews
8. O-Ring Assembly / Installation", this Section.
2. Drain Plug
3. Cooling oil Port 9. Pin
4. Axle Housing Mount 10.O-Ring
Surface 11.Seal Carrier
5. O-Ring 12.Floating Ring Seal

J6-2 Rear Wet Disc Brake Assembly

 7. Install O-ring (10) and pin (9) into seal carrier
(11) Slide carrier onto housing. Pin must engage 11
into slot of case structure. To determine correct
pin engagement, measure distance from face of 16.06 ± 0.06 in.
seal structure to face of housing (Figure 6-2). 0.75 in.
REF. (40.79 ± 0.15 cm)
Dimension should be 16.06 ± 0.06 in. (40.79 ±
0.15 cm).

8. Refer to Section "G", for installation of Wheel 09

Hub, Planetary Drive, Wheels and Tires.
Note : If news seal rings were installed in oil brake
housing, truck speed must not exceed 25 MPH (40 KPH)
during the first 4 hours of operation. See "Break in
Procedure" CAUTION decal in cab.
10
FIG 6-2 SEAL CARRIER DIMENSION
THIS DIMENSION IS ONLY FOR ASSURING PIN
ENGAGE INTO SLOT OF AXLE CASE STRUCTURE.

Wet Disc Brake Disassembly

1. Disassemble rear brake assembly in a clean and 2. Place assembly (Figure 6-3), piston (1) side up
dry work area. Match mark all components. and hub (8) down on wooden blocking.

FIGURE 6-3, WET DISC BRAKE ASSEMBLY

1. Piston Assembly 5. Damper 9. Floating Ring Seal Assembly

2. Brake Housing 6. Retaining Bracket & Capscrews 10. Spacer
3. Damper 7. O-Ring Seal Bore 11. Capscrews
4. Disc Pack 8. Rotating Hub
Rear Wet Disc Brake Assembly J6-3
 FIGURE 6-4. PISTON REMOVAL /INSTALLATION

1. Eyebolt 4. Retaining Bracket & Capscrews 7. Disc Pack

2. Piston Assembly 5. O-Ring Seal Bore 8. O-Ring
3. Brake Housing 6. Rotating Hub 9. Capscrews

3. Remove capscrews (11, Figure 6-3) and install
two threaded eyebolts (1, Figure 6-4) for lifting.
4. Attach lifting device and lift piston assembly (2)
out. Set off to one side on wood blocks or
workbench.
5. Remove disc pack (1, Figure 6-5) and spacer
(2). Note the order of pack assembly. Place pack
off to one side for cleaning and further inspection.

FIGURE 6-5. DISC PACK REMOVAL/INSTALLATION

1. Disc Pack 3. Housing 5. Retaining Brackets and Capscrews
2. Spacer 4. Rotating Hub

J6-4 Rear Wet Disc Brake Assembly

 FIGURE 6-5 HUB AND BRAKE HOUSING ASSEMBLY

1. O-Ring Bore 4. Floating Ring Seal 6. Retaining Bracket

2. Rotating Hub 5. Brake Housing 7. Capscrews
3. Floating Ring Seal

6. Lift brake housing and invert housing so hub (2,
Figure 6-6) is facing up. Remove capscrews (7)
holding the three retaining brackets (6)
7. Attach lifting device to hub and lift and ring seal (3)
away from brake housing (5). Be careful not to
damage ring seal (4).
8. Inspect seals (3 & 4). Clean mounting areas and
seals thoroughly. If any damage is found, seal
assembly must be replaced. Install new seals
according to "Floating Ring Seal Installation", this
section.

Rear Wet Disc Brake Assembly J6-5

Brake Piston Disassembly
1. Position piston with hydraulic ports (6, Figure 6-7)
down, onto a wooden or padded work area.
2. Remove eight capscrews (1), springs (3) and spring
guides (2) Separate piston (4) from piston housing.
3. Remove seal rings and O-rings (8 & 9) and discard.
Brake Piston Inspection
The work area must be clean All parts must be
carefully handled so that no damage occurs to
polished sealing surfaces.
3. Check piston return springs for wear as follows :
Wire Size : 0.1777± 0.001 in. (4.50 ± 0.025 mm)
Coil I.D. : 0.646 ± 0.020 in (16.40 ± 0. 508 mm)
Coil O.D. : 1.00 ± 0.020 in (25.40 ± 0.508mm)
Total Number of Coils : 9.93
Free Length :
2.825 in. ± 0.283 in (71.75 ± 7.20mm)
Working Length Under Load :
2.380 in. (60.45mm) @ 142 ± 14 lbs (64.5 ± 6 kg)
1.758 in. (44.7mm) @ 340 ± 34 lbs. (154 ± 15kg)
Replace springs if they do not meet
specifications. Weak springs may not allow
complete return of the piston, causing rapid wear
of the brake discs and over heating of hydraulic
oil.

1. Check housing bore (5, Figure 6-7) to be sure
that no nicks or scratches are present. If nicks
or scratches cannot be removed by polishing,
replace piston housing.
Note : Inboard and outboard O-ring grooves are different
diameters.
2. Inspect piston seal ring grooves for any nicks or
scratches. If nicks or Scratches cannot be
removed by polishing, replace pisto.
Brake Piston Assembly
1. Install O-rings (8 & 9, Figure 6-7) into grooves of
piston (4), then insert seal rings (see detail # 9).
Using fingers or a smooth, rounded object, work
seal assembly into piston grooves, Do not nick
or scratch seal ring.
2. Lubricate piston and O-ring/seal ring assembly
with clean C-3 hydraulic oil.
3. Lubricate housing bore (5) with clean C-3
hydraulic oil. Install two equally spaced 6.0 "long
x 3/8"- 16 NC guide studs in piston return spring
holes to properly position piston.

FIGURE 6-7 PISTON ASSEMBLY

1. Capscrews with Washers 4. Piston 7. O-Ring

2. Spring Guide 5. Piston Housing Bore 8. O-Ring /Seal Ring (see detail # 9)
3. Spring 6. Apply Port 9. O-Ring/ Seal Ring

J6-6 Rear Wet Disc Brake Assembly

 4. Place piston carefully (O-ring side down) into
piston housing. Align holes of piston with guide
studs in the housing. Firmly tap piston into
housing (using nonmetallic mallet) until seated
or bottomed out. Remove guide studs.
5. Assemble spring guides (2, Figure 6-7) into
springs (3). Apply LOCTITIE to threads of 3/8-
16NC capscrews with washers (1). Insert
capscrews/ washers into spring assemblies and
place into guide holes of piston and piston
housing. Tighten capscrews to standard torque.
6. Pressure check piston assembly by attaching
a clean, C-3 hydraulic oil supply to one apply
port (6) and a pressure gauge to the other. Apply
100 psi. (0.69 Mpa) of hydraulic pressure. Check
for leaks and proper operation of piston before
final assembly.
Floating Ring Seal Assembly/ Installation
Failure are usually caused by combinations of factors
rather than one single cause, but many failures have one
common denominator: - Assembly Error !
FIGURE 6-8 FLOATING RING SEAL TEMINOLOGY
1. Seal Ring 6. Seal Ring face
2. Rubber Toric 7. Seal Ring Ramp
3. Housing Retainer Lip 8. Seal Ring Retainer Lip
4. Housing Ramp 9. Installation Tool
5. Seal Ring Housing
Rear Wet Disc Brake Assembly
Floating ring seals should ALWAYS be installed in
MATCHED pairs : that is, 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
rubber seal rings. Hone smooth and clean, If
required. Remove any oil, dust, protective coating
or other foreign matter from the metal seal rings,
the toric rings, and both the housing and sal ring
ramps. Use tri-chloroethane # 111 which is a non
petroleum base, rapid drying solvent leaving no
film. Allow surfaces to dry completely. Use clean,
lint-free material such as "Micro-Wipes # 05310"
for cleaning and wiping.
When using tri-chloroethane or any solvent, avoid
prolonged skin contact. Use solvents only in well
vetilated areas and use approved respirators to
avoid breathing fumes. Do not use near open flame
or welding operation or other heated surfaces
exceeding 9000 F (4820 C). Do not smoke around
solvents.
Both ramps must be dry. Use clean, ling-free
cloths or ling-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 postion.
2. Install the rubber toric on the seal ring.
J6-7
Make sure it is Straight ! Make sure the toric ring is not
twised 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.
5. Check with sight Gage. Check variation in seal ring
"assembled height" in four places 900 apart. Height
variation around the assembled 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 ± 0.01mm) for the wheel hub seal.

NOTE : Handle seal carefully ; nicks and scratches on 6. If small adjustments are necessary, DO NOT PUSH
the seal ring face cause leaks. DIRECTLY ON THE SEAL RING make any required
adjustments with installation tool.
3. Place installation tool into seal ring with toric. Refer
to Special Tools, Section " M " for installation tool.
Lower the rings into a container of trichloroethane
until all surfaces of toric ring are wet.

7. Toric can twist if it is dry on one sport or if there are

ALTERNATE PROCEDURE :
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying with tr-
chloroethane # 111.
burrs of fins on the housing retaining lip.
A bulging toric or cocked seal can contribute to
eventual failure.

DO NOT USE Stanosol or any other liquid that leaves

as oily film or does not evaporate quickly.

4. With all surfaces fo toric ring wet, use installation

tool to position seal ring and toric ring squarely
against the seal housing.
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 though 6.

APPLY SUDDEN AND EVEN PRESSURE to pop (push)

toric under housing retaining lip.

J6-8
 Before assembling both seals & housing together
- WAIT - at least two minutes. Let all
trichloroethane evaporate. (Some may still be
trapped between toric and housing ramp.)

10. Be certain both housing are in correct alignment

and are square and concentric. Move the parts
slowly and carefully toward each other.

INCORRECT ASSEMBLIES

8. Wipe the polished metal seal surfaces with clean

tri-chloroethane to remove any foreign material
or fingerprints. No foreign particles of any king
should be on the seal ring faces.
NOTE : Do not slam, bump or drop seals together. High
impact can damage the seal face and cause leakage.

Something as small as a paper towel raveling

will hold the seal faces apart and cause leakage.

9. Apply a thin film of clean oil on the seal faces.

Use an lint-free applicator or a clean finger to
distribute the oil evenly. Make sure no oil comes
in contact with the rubber toric rings or their
mating surfaces.

Rear Wet Disc Brake Assembly J6-9

“ A wet spot between housing
and ramp can cause sliding
and cock the seal.
“ Cocked seals cause uneven
pressure on the seal face and
may cause seal to wobble.
“ Uneven pressure causes
leakage or scoring.
“ Wobbling seals can cause dirt
entry problems is the field.

RESULTS OF INCORRECT ASSEMBLY

Points "A" & "B" Remain Stationary Points "X" & "Y" Rotate 1800

This causes high

pressure at "A" "Y" and
possible galling.

Whereas at "B" "X" there is

low pressure and
possible leakage.

ORIGINAL POSITION "AS ASSEMBLED" ROATED 1800 FROM "ORIGINAL POSITION"

J6-10 Rear Wet Disc Brake Assembly

Wet Disc Brake Assembly

FIGURE 6-9, HUB AND BRAKE HOUSING ASSEBLY

1. O-Ring Bore 4. Floating Ring Seal 6. Retaining Bracket

2. Rotating Hub 5. Brake Housing 7. Capscrews
3. Floating Ring Seal

1. Position hub (2, Figure 6-9) and brake housing (5) 5. Invert the housing and hub assembly with the hub
each with seal cavity (3 & 4) facing up. Clean seal side facing down (4, Figure 6-10). Position the hub
cavities and Inspect for any damage. mounting surface on wood blocks.
2. If no damage is found in seal cavity refer to "Floating
Ring Seal Installation" procedure and install new
seal halves (3 &4)
3. After seals have been properly installed, attach lifting
device to hub (2) and position over housing (5). Very
carefully lower hub into housing. Do not damage
the seal or surfaces. Align the drilled holes in the
hub with the three raised bracket pads on housing.
4. Secure retaining brackets (6) to hub (2) and housing
(5) with capscres (7). Tighten capscrews to standard
torque.

FIGURE 6-10 DISC PACK RE-OVAL / INSTALLATION

The three brackets are the TEMPORARY USE ONLY 1. Disc Pack 4. Rotating Hub
while assembling and installing the Wet Disc Brake 2. Spacer 5. Retaining Brackets and
Assembly. They must be removed before final wheel 3. Housing Capscrews
bearing adjustment takes place.

Rear Wet Disc Brake Assembly J6-11

6. Prior assembling disc pack, wipe each plate with a 9. Disc pack must be compressed using a minimum
lint-free cloth. Inpsect and measure all dampers, of 50 lbs. (22.7 kg) of weight distributed evenly
separator plates, friction discs and spacer for wear over disc pack. Keep weight applied during
or damage. If any damage is found or it s part does measurement of disc pack thickness (step 10).
not meet specifications, replace part. 10. Using a 3" - 4" micrometer, take three
measurements on the outside edge of disc stack
Plate Measurement are : in equally spaced location. Record each
Quantity Description New Plate Thickness measurement and average the three reading. The
total disc pack average thickness must be between
2 Dampers 0.272 ± 0.020 in 3.720 in. (94.50mm) minimum and 3.819 in (97.00
(6.9 ± 0.5 mm) mm) maximum.
10 Separator 0.094 ± 0.004 in “If average thickness is less than 3.720 in
Plates (2.4 ± 0.1mm) (94.50 mm.), an additional separator plate will be
required during assembly (see Note below).
11 Friction 0.200 ± 0.005 in
Discs (5.08 ± 0 13 mm) “If average thickness is greater than 3.819
in. (97.00 mm), check individual plates for correct
1 Spacer 0.438 + 0.005 in quantity and thickness (step 6).
(11.13 + 0.13 mm)
NOTE : If an extra separator plate is required, place
7. Place spacer (2) into the brake housing (3). It is extra separator plate in the brake housing between the
not included in the disc pack measurement. spacer and first damper.
8. Assemble disc pack in a clean, dry area away from
11. When disc pack stacked dimension has been
brake housing. Using two wooden blocks of equal
determined, place discs into braks housing in the
thickness and of suitable length to support the disc
same order as stated in step 8 (spacer should have
pack during measurement, assemble the plates as
been placed in housing previously). Be certain that
follows :
first damper has cork side feeling spacer and last
damper has cork side facing piston ; unfaced steel
1- Damper - Cork material facing down.
side always faces friction disc.
(Unfaced steel side always faces friction disc.)

1 - Friction disc (Internal splines)

1- Separator plate (external splines)

Continue to alternative friction discs and

separator plates until all eleven friction discs
and ten separator plates are used : finish with :

1- Damper -Cork material facing up.

(Unfaced steel side always faces friction disc.)

J6-12 Rear Wet Disc Brake Assembly

 FIGURE 6-11. PISTORN REMOVAL/ INSTALLTION
1. Eyebolt
4. Retaining Brakcket & Capscrews
2. Piston Assembly
5. O-Ring Seal Bore
3. Brake Housing
6. Roating Hub
12. Attach lifting device to the assembled piston
assembly (2, Figure 6-11) making sure new O-ring
(8) is in place and lubricated with clean C-3 hydraulic
oil. Position piston assembly over housing (3) and
align match marks. Lower piston assembly into
housing.
13. Install capscrews (9) securing piston assembly to
housing. Tighten capscews to standard torque. Refer
to "Installation" procedure to install assembly on final
drive.
REAR WET DISC BRAKE
BLEEDING PROCEDURE
If hydraulic lines were removed from brake housing, be
certain suction plug on hydraulic tank has been tightened.
If plug is left loose and engine is started, hydraulic oil
will leak from the plug.
Rear Wet Disc Brake Assembly
7. Disc Pack
8. O-Ring
9. Capscrews
1. Block wheels of truck.
2. A male quick-disconnect fitting is installed on the
back of each wet disc brake housing, adjacent to
the rear brake shuttle valve. Locate both fittings and
clean thoroughly.
3. Assemble an open-close valve with adrain hose and
a female quick-disconnect fitting on one end.
4. Attach hose/ valve and quick-disconnect assembly
onto brake housing quick-disconnect fitting.
5. Start engine and allow accumulators to charge.
Operate engine at 1000 rpm and apply brake lock
valve. Slowly open valve attached to rear brake and
drain oil into a clean container (5 gal. minimum) for
one minute or until a clear, steady flow oil is obtained.
6. Shut off engine and remove hose/ valve and quick-
disconnect assembly from brake assembly.
7. Repeat steps 4 and 5 with other rear brake.
8. After bleeding procedure is completed, fill hydraulic
tank if needed.
J6-13
REAR BRAKE DISC WEAR INDICATOR
Rear brake disc wear should be checked every 1000
hrs. using the wear indicator tool (Figure 6-12) mounted
in one of the rear brake housings. On a new truck, the
wear indicator tool is located in the lower left brake
housing near the cooling oil line.
FIGURE 6-12 WEAR INDICATOR TOOL
1. Protective Cover
5. O-ring
2. indicator Rod Shoulder 6. Tool Housing
3. Housing Face (Ref.) 7. O-ring
4. O-ring 8. Indicator Rod
1. Park truck on a level surface and apply park brake.
Shut engine down and block rear wheels.
2. Thoroughly clean both rear brake assemblies,
especially the area surrounding the lower cooling oil
lines.
3. Place the transmission in neautral and start engine.
Apply brake lock and keep parking brake applied.
4. Remove wear indicator cover (1, Figure 6-12).
5. Operate engine at 1000 RPM.
6. Push rod (2) in until it stops against brake piston.
7. Measure the distance from rod shoulder (2) to
housing face (3)
“ If rod shoulder (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 rod shoulder (2) does not go to housing face
(3), brake disc wear is still within allowance limits.
8. Pull rod (8) out until it stops against tool housing (6)
and install protective cover (1)
9. Release brake lock. Shut engine down.
Note : Checkings disc wear in both brake assemblies in
recommended. Disc wear in one brake assembly may
be different from the other due to dissimilar operation of
parts and lor haul profiles which require repeated braking
retarding while steering in one direction only.
J6-14 Rear Wet Disc Brake Assembly
Removal/ Installation
From One Brake to Another
The brake disc wear indicator tool is inserted in a port
which is open to cooling oil. Removal of the brake disc
wear indicator will cause the loss or some of this oil.
Advance planning will help to minimize oil loss.
1. Consider scheduling brake disc wear inspections
along with the recommended 1000 hr. Change of
hydraulic oil and filters. Also consider obtaining
an additional brake disc wear indicator tool for
permanent installation on truck. If both brade
assemblies are equipped with disc wear
indicators, future checks will not require removal.
2. Perfomr steps 1 and 2, "Rear Brake Disc Wear
Indicator."
3. To prevent hydraulic oil from siphoning from tank,
loosen the plug above the return tube in the top
cover of the hydraulic tank. Refer to Hydraulic
Tank, Section "L".
4. Obtain a VM0315 (0.750 -16 UNF -2B) O-ring
plug and be prepared to insert in hole as indicator
tool is removed. Position container to catch oil.
5. Remove the brake disc wear indicator tool, install
O-ring plug in place of tool. Inspect brake disc
wear indicator and replace O-rings (4, 5 & 7,
Figure 6-12)
6. Move to other brake assembly. Locate O-ring
plug in the lower part of brake housing near the
cooling oil line. Be prepared to insert indictor
tool in hole as O-ring plug is removed. Position
container to catch oil.
7. Remove the O-ring plug, install brake disc wear
indicator tool in place of plug.
8. Refill hydraulic tank as required. Tighten the plug
above the return tube in the top cover of the
hydraulic tank. Refer to Hydraulic Tank, Section
"L".
9. Perform steps 3 through 9, "Rear Brake Disc
Wear Indicator."
10. If brale rebuild is necessary, refer to Removal,
Disassebmly, Assembly, Installation this section.
Note : If any leakage is observed around the brake disc
wear indicator tool, replace O-rings (4, 5, and 7 Figure 6-
12).
 PARKING BRAKE
The parking brake assembly is mounted to the final drive.
Brake is spring applied and hydraulically released.
Park brake adjustment procedure
1. Shut down engine. Securely block all wheels.
2. Brake is spring applied, hydraulically released and
designed for parking and emergency stopping only.
3. Brake will fully released at 1500 PSI, approximate
disc to lining total clearance at 1500 PSI, IS 1.65
mm (with factory adjustment)
NOTE : This stud & nut may also be used to remove the
load from the spring retaining cap threads (see NOTE 4
D through 4 G above). To aid in brake adjustment on the
disc.
6. Mounting pins must be securely attached to mounting
bracket (is using set screws), apply Antisieze
compound as per Company Std. C6003-03-000 to
pins. Brake must slide freely on pins.
7. Estimated displacement 24.58 cm3 (1.50 CU.in)

4. Bleed and apply hydraulic pressure to brake and

install over disc on vehicle.

A. Brake is factory adjusted to 5.75 turn.

B. Verify brake moves freely on slide pins, slide brake

so on one lining is against disc. Measure total lining
to disc clearance.

C. If lining to disc clearance is more than 2.54 mm,

reduce hydraulic system release pressure or else FIG NO..1
readjust parking brake to less than 2.54 mm
clearance as follows (to enhance spring life)

D. While hydraulics are applied, remove cotter pin from

parking brake's stud & nut, Turn nut until snug
against spring retaining cap, do not torque nut.

E. Release hydraulic pressure, tighten spring retaining

cap ¼ turn with the spanner wrench to reduce the
clearance by 0.381mm, to eliminate change of thread
galling. The spring retaining cap should never be
adjusted with the load on cap threads. FIG NO.2 FIG NO.3
F. Verify lining to disc clearance is less than 2.54 mm.
If more than 2.54mm repeat ¼ turn tightening
adjustment in 'E' above.

G. Apply hydraulic pressure, loosen caging nut, reinstall

cotter pin I holes through caging stud and nub,
adjustment is complete.

5. May be used for mechanical, brake released when

pressure is not available for conventional release.
This is accomplished by removing the cotter pin and
turning the release nut to the left until the spring
retaining cap also turn to the left.

FIG NO.4 FIG NO.5

Parking Brake J7-1

Sl. Descripion Before removing any hydraulic lines or components, be
No. sure steeting accumulator is bled down. Turn key switch
'OFF' shut down engine and wait at least 90 seconds.
1. Brake Disc
Rotate steering wheel back and forth ; no front wheel
2. Brake Assembly movement should occur.
3. C/S 0.625-11UNC X 1.75
4. F/W 0.625
3. After steering accumulator is completely bleed down,
5. C/S 0.75 -10 UNC X 3.75
remove hydraulic line at brake assembly. Cap/plug
6. F/W 0.75 hydraulic line to prevent dirt entry.
7. Fitting Straight
8. Hose Assembly 4. Release the brake Ref point no.5 park brake
adjustment procedure.
9. Diagnostic coupling
10. Dust Cap 5. Remove roll pin (16) Ref Fig 5, pin grooved (15) and
11. Hose Assembly brake assembly (2)
12. O-Ring
6. Remove cap screw (3) and flat washer (4) and brake
13. Hose Assembly disc (1) Ref Fig 4.
14. Fitting Straight
15. Pin Grooved 7. Remove all connected hoses and adopter from
16. Roll in regulating valve and auxiliary manifold.
17. Retainer Brake
18. Regulating Valve
19. Companion Flange Parking brake installation
20. O-Ring
1. Assemble regulating valve (18) using Cap screw &
21. Bush Flat washer item 25 & 26. Torque to standard valve,
22. Bush regulating valve is present at 2300 PSI Ref. Fig. 1.
23. Bush
2. Assemble diagnostic coupling (9) and dust cap (10)
24. Auxiliary Manifold
25. C/S M6 X 50 3. Assemble fitting, O-Ring & hose to item 7, 12, 20 &
26. F/W M6 13 to regulating valve (18) Ref Fig 1.
27. Fitting Straight
4. Assemble fitting straight, O-Rings hose assembly
28. Fitting Tee
7, 12, 20 & 8 to auxiliary manifold 24 Ref Fig 2.
29. Hose Assembly
30. O-Ring 5. Assemble hose assembly (8) regulating valve (18)
31. Screw Bleeder from auxiliary manifold 24 Ref fig 2.

Parking Brake removal
1. Block wheels of truck securely before disconnecting
park brake
2. Move parking brake switch to 'ON' position, turn key
switch 'OFF' and shut engine down.
6. Assemble fitting straight, fitting tee, O-Ring 27, 12
& 28 to section tube connect hose (11) from
regulating valve to section tube Ref Fig 3.
7. Assemble brake disc (1) to companion flange (IS)
Reference and assemble cap screw (3) and flat
washer (4) and tighten to standard torque Ref. Fig 4.

8. Assemble brake assembly (2) pin grooved (15) and

Hydraulic fluid escaping under pressure can have roll pin (16) Ref Fig (5)
sufficient force to enter a person's body by penetrating
the skin and cause serous injury and possibly death if
proper medical treatment by a physician familiar with this
injury is not received immediately.

J7-2 Parking Brake

9. Bush 21, 22 & 23 to be used in combination as
required to suit the gap on assembly between brake
assembly (2) and retainer brake (17) Ref Fig 5.

10. Bleed screw (31) can be used for bleeding air and
bleeding screw to be tighten after completing
bleeding. Refer Fig. 4.

Parking Brake J7-3

4. Install washer (3). Nut (4) to spring retainer end of PARK BRAKE BURNISHING
compression rod. NOTE : New brake drum and brake shoe linings need to
be burnished before truck is placed in production.
5. Tighten nut (4) enough to relieve force on retainer
rod nuts (5).
1. When burnishing brake, operate truck in a level
area free of obstacles and other equipment.
2. Place range selector in "Drive position and
Position spring assembly so the retainer plate is not accelerate truck to a maximum speed of 10 MPH
pointed at anyone. (16 km/ph). With truck in motion, release throttle
and move range selector to "Neutral" position and
move park brake switch to "On" position.
6. Remove retainer rod nuts (5)
3. Repeat Step 2 five times at one minute Intervals.
7. Hold nut (4) of compression rod (1) and unscaw rod
by the welded nut on compression rod. 4. After burnishing, check that lining to drum
clearance is correct. Adjust as required. Refer
8. Free length of spring is approximately 14.8 in.
to "Park Brake Lining Adjustment."
(375mm).
9. After all spring pressure is released, removing spring
compression rod.
10. Separate retainer plate (2), spring (9) and actuator
base (10).

Actuator Spring Pod Assembly

1. Install spring compression rod (1, Figure 7-5) with
welded nut in recess of actuator base (10).
2. Install spring (9) and retainer rods (7) to actuator base.
3. Place spring retainer plate (2) on end of spring with
compression rod through center hole. Install washer
(3) and nut (4) to compression rod.
4. Hold nut (4) on retainer place end of spring.
5. Align retainer rods with holes of retainer plate. Tighten
welded nub to compress spring.
6. Compress spring until retainer rod nuts (5) can be
installed.
7. The assembled length of spring pod (Dimension "A",
Figure 7-6) should be 8.312 in. (211 mm)
8. Remove spring compression rod.
9. install boot (8, Figure 7-5) and clamp (6) .

FIGURE 7-6 ASSEMBLED SPRING LENGTH

J7-4 Parking Brake

HYDRAULIC SYSTEM
 SECTION L
HYDRAULIC SYSTEM
INDEX

HYDRAULIC SYSTEM.................................................................................................................................. L2-1

HYDRAULIC SYSTEM DESCRIPTION......................................................................................................L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR................................................................................................L3-1
TANDEM HYDRAULIC PUMP.................................................................................................................. L3-1
Removal.......................................................................................................................................L3-1
Installation................................................................................................................................... L3-1
Pump Disassembly............................................................................................................................L3-2
Pump Assembly................................................................................................................................L3-4
Cartridge Disassembly...................................................................................................................... L3-5
Inspection.................................................................................................................................... L3-5
Cartridge Assembly............................................................................................................................L3-7
HYDRAULIC TANK................................................................................................................................. L3-9
Filling Instructions............................................................................................................................. L3-9
Removal.......................................................................................................................................L3-9
Installation..................................................................................................................................L3-10
HYDRAULIC TANK BREATHERS...........................................................................................................L3-10
HYDRAULIC FILTER............................................................................................................................. L3-10
Removal.....................................................................................................................................L3-11
Installation..................................................................................................................................L3-11
DIFFERENTIAL PRESSURE SWITCH TESTING................................................................................ L3-12
Test Procedures..........................................................................................................................L3-13
STEERING CIRCUIT......................................................................................................................................L4-1
STEERING CIRCUIT OPERATION.............................................................................................................L4-1
STEERING CIRCUIT COMPONENT DESCRIPTION....................................................................................L4-1
STEERING CONTROL VALVE........................................................................................................................L5-1
Removal...................................................................................................................................... L5-1
Installation................................................................................................................................... L5-1
Disassembly.................................................................................................................................L5-2
Cleaning and Inspection................................................................................................................ L5-5
Assembly.....................................................................................................................................L5-5
Alternate Method.......................................................................................................................... L5-5
STEERING CIRCUIT COMPONENT REPAIR....................................................................................................L6-1
ACCUMULATORS.................................................................................................................................. L6-1
Removal...................................................................................................................................... L6-1
Installation................................................................................................................................... L6-2
Disassembly................................................................................................................................ L6-2
Cleaning and Inspection................................................................................................................ L6-2
Assembly.................................................................................................................................... L6-3
LOW PRESSURE ACCUMULATOR PRESSURE SWITCH....................................................................... L6-3
ACCUMULATOR CHARGING PROCEDURE............................................................................................ L6-4
INLINE FILTERS..................................................................................................................................... L6-5
Service............................................................................................................................................. L6-5
STEERING CYLINDERS......................................................................................................................... L6-6
Disassembly.................................................................................................................................L6-6

Index L1-1
 Assembly..........................................................................................................................................L6-6
BRAKE/ STEERING PUMP REPAIR.........................................................................................................L6-7
Removal............................................................................................................................................L6-7
Installation........................................................................................................................................L6-7
Disassembly..................................................................................................................................... L6-7
Assembly........................................................................................................................................L6-13
PUMP SPECIFICATIONS CHART...........................................................................................................L6-21
HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION......................................................................L7-1
CIRCUIT OPERATION..............................................................................................................................L7-1
Hoist Valve........................................................................................................................................L7-1
Auxiliary Manifold..............................................................................................................................L7-2
Counter Balance (over center) Valve.....................................................................................................L7-2
Hoist Cylinders..................................................................................................................................L7-2
Check Valves....................................................................................................................................L7-2
HOIST CIRCUIT COMPONENT REPAIR..........................................................................................................L8-1
HOIST VALVE........................................................................................................................................L8-1
Removal........................................................................................................................................... L8-1
Installation........................................................................................................................................L8-1
Disassembly..................................................................................................................................... L8-2
Assembly..........................................................................................................................................L8-3
HOIST CYLINDER...................................................................................................................................L8-4
Removal........................................................................................................................................... L8-4
Installation........................................................................................................................................L8-4
Disassembly..................................................................................................................................... L8-6
Cleaning and Inspection.....................................................................................................................L8-6
Assembly..........................................................................................................................................L8-6
Hoist Cylinder Mounting Bearing Replacement......................................................................................L8-6
HYDRAULIC CHECK-OUT PROCEDURE......................................................................................................L10-1
GENERAL INFORMATION.....................................................................................................................L10-1
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE...........................................................L10-1
INITIAL SYSTEM SET-UP...................................................................................................................... L10-1
Accumulator And Piston Pump Checks............................................................................................ L10-1
Steering Valve Leakage Check......................................................................................................... L10-3
Steering Cylinder Leakage Check..................................................................................................... L10-3
TROUBLESHOOTING CHART (STEERING SYSTEM)............................................................................. L10-4
HOIST CIRCUIT CHECKOUT & ADJUSTMENT PROCEDURE.................................................................. L10-6
AUXILIARY VALVE.......................................................................................................................... L10-6
Pressure Check......................................................................................................................... L10-6
Leakage Check.......................................................................................................................... L10-6
Checking And Adjusting Hoist System Pressure Relief Valve...............................................................L10-7
Checking And Adjusting "Power Down" Pressure................................................................................L10-7
TROUBLESHOOTING CHART (HOIST SYSTEM).......................................................................................... L10-8
STEERING SYSTEM DATA SHEET.............................................................................................................L10-11
HOIST SYSTEM DATA SHEET................................................................................................................... L10-12
HYDRAULIC SYSTEM FLUSHING PROCEDURE........................................................................................ L10-13

L1-2 Index
 HYDRAULIC SYSTEM
HYDRAULIC SYSTEM DESCRIPTION
The hydraulic system consists of the hoist, steering,
brake apply and brake cooling circuits. The following
Information discusses basic operation and oil flow
through the entire system when the engine is running
and all controls are in the neutral position. Additional
and more detailed information regarding the brake
system can be found in Section "J". Additional
information regarding the operation of individual hoist
and steering circuit components can be found in this
Section. Refer to Figure 2-3 for the location of individual
components on the truck and to the hydraulic system
schematic in Section "R".
The hydraulic tank (Figure 2-1), located on the left side
of the frame provides the oil supply for the entire system.
The tandem pump (2, Figure 2-2) is supplied oil through
the strainer (3, Figure 2-1).
FIGURE 2-1. HYDRAULIC TANK ASSEMBLY
1. Fill Cap 4. Diffuser
2. Drain Plug 5. Sight Gauge
6. Breather
3. Suction Strainer
Hydraulic System
The shaft end of the tandem pump (2, Figure 2-2),
mounted on the rear of the transmission PTO drive (3)
provides oil to the open center hoist valve. Oil leaving the
hoist valve is routed to the rear, dual filter located behind
the left front wheel. The outlet of the cover end cartridge
of the tandem pump is routed to the front filter. The two
supplies are combined after the oil is filtered. The oil is
then routed to the heat exchanger located under the
radiator. A "Tee", ahead of the heat exchanger, routes
the oil back to the hydraulic tank through an externally
mounted relief valve, if the pressure exceeds 65 psi (448
kpa).
After the oil is cooled in the heat exchanger, the oil is
routed to the rear brake system and used to cool the
disc brakes during truck operation and then is returned
to the hydraulic tank. A portion of the oil leaving the heat
exchanger is routed though an inline filter screen to the
inlet of the steering/brake supply pump (4) mounted on
the front of the transmission PTO drive.
The brake/ steering pump is a piston type pump. It
contains an external pressure compensator to provide
"Standby" oil pressurized to 2750 psi (18.9 Mpa) at all
times to the steering and brake circuits. There is no oil
flow from the pump unless there is a demand for oil from
one of the circuits.
FIGURE 2-2. HYDRAULIC PUMPS
1. Fuel Tank 3. PTO
2. Tandem Pump 4. Brake/Steering Pump
L2-1
 ACCUMULATOR LOW BRAKE PRESSURE
SUPPLY MANIFOLD DETECTION MODULE

CHECK VALVE

BRAKE HEAT EXCHANGER

STEERING
TREADLE
CONTROL
VALVE
VALVE
FRONT BRAKE ACCUMULATOR
REAR BRAKE ACCUMULATOR
SHUTTLE STEERING ACCUMULATOR
VALVE

BRAKE
REATRDER MANIFOLD
TREADLE STEERING CYLINDERS
VALVE

DUAL FILTER

BRAKE/STEERING PUMP

TRANSMISSSION PTO

TANDEM PUMP

HOIST VALVE

HYDRAULIC TANK FUEL TANK

OVERCENTRE
VALVE
MANIFOLD AUXILIARY MANIFOLD

HOIST CYLINDERS

FIGURE 2-3. HYDRAULIC SYSTEM COMPONENT LOCATION

L2-2 Hydraulic System

Pressure oil from the brake/steering pump is routed to
the auxiliary valve, steering system components and
brake system components.
A pressure reducing valve in the Auxiliary manifold
reduces the 2750 psi (18.9 Mpa) pressure to provide
125 psi (862 kpa) oil pressure to the hoist pilot control
valve to control the hoist valve is actuated, on the fuel
tank. When the hoist valve is actuated, oil flows from
the hoist valve to extend the hoist cylinders. An Over
center valve provides a hydraulic "cushion" to prevent
damage to the cylinders when reaching the end of the
fully extended stage. A pressure switch mounted on the
Auxiliary Manifold activates a Low Steering Pressure
warning light and horn if steering circuit pressure
decreases to 1800 psi (12.4 Mpa).
This oil supply is used for releasing the parking brake
actuator, operation of the hoist valve and steering circuit
pressure detection.
The remainder of the volume of oil from the brake/steering
pump is routed to a manifold and through check valves
to the three accumulators as shown in figure 2-3. The
check valves maintain oil pressure in the accumulators FIGURE 2-4. ACCUMULATOR INSTALLATION
in the event of a loss of oil supply form the brake/ steering 1. Steering Accumulator
pump. This supply of pressurized oil is available to steer
the truck and bring it to safe stop. 2. Rear Brake Accumulator
3. Front Brake Accumulator
The smaller, outboard accumulator and the center 4. Brake Accumulator Bleed own Valves
accumulator provide oil to the Low Brake Pressure 5. Low Brake Pressure Detection Module
Detection Module located under the accumulators. This 6. Pressure Test Port
module senses brake pressure to provide a warning if 7. Brake System Warning Pressure Switch
the brake system pressure falls below 2000 psi (13.8 8. Oil Supply to Accumulator
Msa) and automatically applies the brakes if pressure 9. Manifold
falls below 1650 psi (11.4 Mpa). This module also 10. Accumulator Check Valves
contains valve used to manually bleed the hydraulic
pressure from the brake system accumulators for system
maintenance and repair.
Oil is routed from the Low Brake Pressure Detection
Module to the Brake Manifold to provide an oil supply for
the retarder, front and rear brake treadle valves and the
brake lock circuit.
The inboard accumulator supplies oil to the steering
circuit. A portion of the oil is routed from the accumulator
to the Brake Manifold containing the accumulator bleed
down solenoid. When the engine is shut down and the
key switch turned "Off", oil pressure stored in the steering
accumulator is drained back to the tank. Oil flow is also
routed through a filter screen to the closed center Steering
Control Valve. If the operator turns the steering wheel,
the oil supply is directed to the steering cylinders to
extend one cylinder and retract the opposite cylinder.

Hydraulic System L2-3

 This hydraulic system contains stored energy. Always relieve pressure before
disconnecting any hydraulic line. Tighten all connections securely before starting the
engine.

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.

The following procedure should be observed prior to any

repairs and maintenance to hydraulic system components:

“ Block Wheels of Truck!

“ Turn key switch "Off" and shut down engine. Wait at least 90 seconds to bleed down the steering
accumulator. Rotate the steering wheel back and forth; no movement should occur.
“ Bleed down the brake accumulators by turning the Bleeder Valve handles counter clock-wise to open
and wait at least 90 seconds. When accumulators are completely bled down, close bleeder valves by
turning Bleeder Valve handles clockwise. Do not leave open.

Always maintain complete cleanliness when opening any hydraulic

connection. Insure that all system lines and components are capped to
prevent contamination.

L2-4 Hydraulic System

 HYDRAULIC SYSTEM COMPONENT REPAIR
TANDEM HYDRAULIC PUMP
Removal
1. Block the wheels of the truck. Turn the key switch
"Off" and allow at least 90 seconds for the steering
accumulator to bleed down. Open the valves located in
the Low Brake Pressure Detection Module to manually
bleed the pressure from the brake accumulators.
Relieve pressure before disconnection hydraulic 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 Installation
the skin and cause serious injury and possibly death if
proper medical treatment by a physician familiar with
this type of injury is not received immediately.
2. Loosen the center plug (4, Figure 3-1) on the
top cover (2) of the hydraulic tank.
1.
FIGURE 3-1. HYDRAULIC PUMP INSTALLATION 2.
1. Fuel Tank 3. Transmission PTO 3.
2. Tandem Hydraulic Pump 4. Steering/Brake Pump 4.
5.
Hydraulic System Component Repair
3. Place a container under the pump (2, Figure 3-1).
Be prepared to catch approximately 10 gal (38 I)
of oil.
4. Remove the pump inlet and outlet hose flanges
and remove hoses. Cap hoses to prevent
contamination.
5. Remove capsrews and remove the pump from
the PTO.
6. Remove the oil filter elements and inspect for
contamination. If excessive amounts of
caontamination are found, the hydraulic tank
should be completely drained and thoroughly
cleaned.
7. Move pump to a clean work area for disassembly.
1. Install a new O-ring on pump mounting flange.
Align splines on pump with splines in PTP.
Secure pump to PTO housing with capsrews and
lockwashers. Tighten to standard torque.
FIGURE 3-2.HYDRAULIC TANK
Cover Gasket
Cover
Cap screws
Vent Plug
Filler Tube
L3-1
 2. Uncap outlet lines and attach to the proper
connections using new O-rings.
3. Install new O-ring and install inlet hose on pump
and secure with capscrews.

NOTE : If filling is required, use clean hydraulic oil only.

Refer to the lubrication chart in Section "P", Lubrication
And Service for proper oil.
4. Remove the cover (2 Figure 3-2) from the
hydraulic tank and fill the suction tube for the
tandem pump with clean hydraulic oil. Loosen
the capscrews on the pump inlet to remove
trapped air in line. After air is bled from line,
tighten capscrews to standard torque.
FIGURE 3-4 REMOVAL OF COVER END
5. Refill tank to top of the filler tube (5). Tighten the
plug (4) in the tank cover. 5. Set cover end cartridge aside for disassembly.
6. Install new oil filter elements. 6. Separate inlet housing and outlet body as shown
in Figure 3-5. This will expose shaft end cartridge.
Pump Disassembly Discard square cut seal and O-ring (5 & 6, Figure
3-6).
1. Support the pump on blocks or clamp the body
in a vise as shown Figure 3-3. If a vise is used, 7. Rotate shaft to loosen shaft end cartridge then
use protective jaws to avoid damage to outlet remove the cartridge form outlet body (25). Set
body and its machined surfaces. aside for disassembly during Step 11.
2. Mark the pump inlet, outlet and cover for correct 8. Remove Spiro lox ring (19). Slide shaft (22) and
reassembly (Figure 3-3). bearing (21) from outlet body (25).
3. Remove the cover screws (1, Figure 3-6) and lift
end cove (2) from the pump. This will expose the
cover end cartridge. Discard square cut seal(5)
and O-ring (6).
4. Pull cover end cartridge from the inlet housing
(Figure 3-4)

FIGURE 3-3. REMOVAL OF COVER SCREWS

L3-2 Hydraulic System Component Repair

 FIGURE 3-6. HYDRAULIC PUMP
1. Screw 8. Seal Pack Sub- Assemblies 15. Inlet Support Plate 21. Bearing
2. End Cover 9. Flex Side Plate 16. Locating Pins 22. Shaft
3. Backup Ring 10. Rotor 17. Screw 23. Washer (Spacer)
4. O-Ring 11. Vanes &Inserts 18. Inlet Housing 24. Primary Shaft Seal
5. Square Cut Seal 12. Ring 19. Spiro lox Retaining Ring 25. Outlet Body
6. O-Ring 13. Flex Side Plate 20. Retaining Ring 26. Seal
7. Outlet Support Plate 14. Seal Pack Sub-Assemblies
10. Remove spacer (23) and shaft seal (24) from the
outlet body (25). Be careful not damage the bore
9. If bearing (21) is worn, remove retaining ring (20) areas where the seals are located.
and press bearing from an arbor press.
NOTE : Preassembled and tested pump cartridges are
available as service items, if needed.

Hydraulic System Component Repair L3-3

Pump Assembly
1. Clamp outlet body (25, Figure 3-6) in a vise or
place on 2x4 wood blocks to facilitate assembly.
2. Lubricate primary shaft seal (24) with petroleum
jelly and place in position within outlet body (25),
garter spring up. See Figure 3-7 for seal
arrangement.
3. Use seal installation tool shown in Figure 3-8 to
prevent damage to the seal. Press seal (24,
Figure 3-6) into the body until it bottoms out
against the shoulder.
4. Press shaft (9) into the new bearing with an arbor
press while supporting the bearing inner race.
Refer to Figure 3-7 for correct location of bearing
on the shaft. Install a small retaining ring (20,
Figure 3-6) behind the bearing on the shaft.
5. Place the bearing spacer washer (23) over the
shaft, against the front of the bearing. Use plastic
tape over the shaft end to prevent damage to the
seal. Lubricate with petroleum jelly and carefully
push the shaft through the seal until the bearing
and spacer are in location within the body.
FIGURE 3-7. SHAFT SEAL ARRANGEMENT
1. Primary Seal 3. Steel Ball
2. Standard Shaft
L3-4 Hydraulic System Component Repair
FIGURE 3-8. PRIMARY SHAFT SEAL DRIVE
6. Install the large spiro lox ring (19) into the outlet
body retaining ring groove located just behind the
bearing.
7. Install square cut seal (5) into outlet body (25).
8. Install O-ring (4) and backup ring (3) on the
cartridge outlet support plate hub.
9. Carefully install shaft end cartridge over shaft (22)
and into outlet body (25) with one of the chamfers
on the ring in alignment with the outlet port.
10. Lubricate and install O-ring (6) between the large
inlet housing (18) and outlet body (25). Locate
O-ring in O-ring groove of the outlet body.
11. Install inlet housing (18) in position; move back
and forth until the cartridge pins drop in to the
alignment holes located within the housing.
12. Turn the inlet housing slightly until the alignment
marks are in line and the large screw holes are
aligned.
13. Turn pump shaft by hand to check for free rotation
of the cartridges.
14. Install a square seal (5) into the outlet cover (2).
15. Install O-ring (4) and backup ring (3) on the cover
end cartridge outlet support plate hub.
16. Carefully install cover end cartridge over shaft
(22) and into the inlet housing.
17. Turn cartridge slightly to bring into alignment the
pin holes and cartridge alignment pins.
18. Install outlet cover to inlet housing O-ring seal
(6) over the cartridge alignment pins.
19. Make sure square cut seal is in place within the
cover. Align the cover to agree with the alignment
marks and gently slide the cover the outlet
cartridge.

Be careful not to cut square cut seal (5) or pinch O-ring
(6) during cover installation.
20. Oil and install capscrews (1). Tighten cap screws
to 255-275ft.lbs. (346-373 N.m) torque.
21. Turn the pump shaft to check for free rotation of
the cartridges.
Cartridge Disassembly
Disassemble the two cartridge kits, one at a time,
according to the following instruction. Keep parts
separated from each other during inspection, repair, and
assembly.
1. Remove O-ring (4,Figure 3-6), backup ring (3)
and square cut seal (5) from the outlet support
plate.
2. Scribe a line across the outer surface of the
cartridge kit. (Refer to Figure 3-9). The scribe
marking will provide a reference for parts
alignment during assembly.
FIGURE 3-9. SCRIBING THE CARTRIDGE
Hydraulic System Component Repair
3. Place the cartridge on a flat surface (outlet
support plate down) and remove the two socket
head screws (17, Figure 3-6).
Do not slide flex plates across the ring and rotor.
Burrs on the ring or rotor can cause deep scratches
in the soft bronze surface.
4. Slide inlet support plate (15) and seal pack
subassemblies (14) off the cartridge. Do Not allow
the flew side plate (13) to slide with the support
plate.
5. Move flex side plate (13) off center just enough
to lift up and away without sliding. Refer to Figure
3-10.
6. Place a small clean piece of wood over the
exposed ring and rotor. Turn cartridge and wood
upside down as show in Figure 3-11.
7. Slide outlet support plate (7, Figure 3-6) and seal
pack sub- assemblies (8) off flex side plate (9).
Do Not permit flex side plate (9) to move across
the ring and rotor.
8. Move flex side plate (9,Figure 3-6) off center just
enough to lift up and away without sliding. Refer
to Figure 3-10.
9. Lift ring (12, Figure 3-6)away from rotor (10) and
vanes (11). Locate the arrow stamped into the
rotor periphery.
10. Remove the vanes and inserts in order, starting
at the arrow. Keep them in order for inspection.
NOTE: Do not remove cartridge locating pins (16, Figure
3-6) from the inlet support plate unless they are damaged.
The pins are of a drive-loc type and can be difficult to
remove.
Inspection
1. All parts must be thoroughly cleaned and kept
clean during inspection and assembly. The close
tolerance of the parts makes this requirement
very important.
2. Clean all removed parts, using a cleaning solvent
that is compatible with the system oil.
L3-5
When using cleaning solvents follow solvent Do Not use a dry stone on bronze surface or scratches
manufacturers instructions. will result.

NOTE: Compressed air may be used in cleaning, but it 5. Inspect both sides of each vane (11, Figure 3-6)
must be filtered to remove water and contamination. and insert in order. If pickup, heavy wear or scoring
is found, inspect the appropriate rotor (10) slot.
3. Discard the square cut seals, O-ring, backup ring Replace scored parts.
and seal sub-assemblies. Use new seal kits for
assembly. NOTE: Inspect each vane tip for excessive wear.
Excessive vane tip wear will reduce pump efficiency.
4. Check the cartridge wear surfaces for pickup,
scoring and excessive wear. Slight heat
6. Inspect ring (12) for vane chatter marks, wear
discoloration of the flex side plate bronze surface
and/ or scratches. Replace if scoring is evident.
is normal. Score marks deeper than 0.001 in.
(0.025 mm) and scratches deeper than 0.002 in.
(0.050 mm) indicate a new part is needed. Slight
scoring and /or scratches can be removed with
an oiled honing stone.

L3-6 Hydraulic System Component Repair

 FIGURE 3-11. CARTRIDE DISASSEMBLY
Replacement ring width must be identified to the ring
being replaced or reduced life of output flow will
result. The minimum ring to rotor clearance limit is
0.0016 in. (0.0406 mm).
Note: All cartridge kit parts must be free of burrs. Stone
the mating surfaces of each part with an oiled honing
stone prior to assembly. Clean parts after stoning.
7. Vane to rotor wear can be checked by inserting
the vane in the rotor slot and checking for
excessive play. Replace rotor (10, Figure 3-6)
and vanes (11) if wear is evident.
8. Rotate bearing (21) while applying pressure to
check for wear, looseness and pitted or cracked
races.
9. Inspect the seal and bushing mating surfaces
on shaft (22) for scoring or wear. Replace the
shaft if wear exceeds 0.005 in. (0.127 mm)
diametrical change, or if marks cannot be
removed by light polishing. If wear is found in the
bushing area a new bushing will be required.
Hydraulic System Component Repair
Cartridge Assembly
NOTE: Coat all parts except seals and backup rings
with clean hydraulic oil to facilitate assembly and provide
initial lubrication. Use small amounts of petroleum jelly
to hold the O-rings in place during assembly.
1. The direction of rotation is viewed from the shaft
end. Right hand rotation is clockwise; left hand
rotation is counter clockwise. Be certain pump
assembly.
NOTE : Assemble shaft end cartridge in the direction of
rotation noted at disassembly. Assemble cover end
cartridge in reverse of the shaft end cartridge.
NOTE : If locating pins (16, Figure 3-6) were removed
from inlet support plate (15), install new pins with locking
flutes located within the inlet support plate. Drive the new
pins into the support plate with a soft tipped hammer.
2. Place the inlet and outlet support plates on a flat
surface. Install seal pack sub- assemblies (8&14)
into cavities with seal retainer surface up (O-rings
facing downward into the cavities).
L3-7
 3. Place flex side plates (9 & 13) over each of the
support plates with bronze wear surface facing
up. Align scribe marks to make sure the correct
flex side plate is used with the correct support
plate (bronze wear surfaces must face rotor when
Note : The O.D. of all component parts of the cartridge
assembled).
kit must be in line with each other or the cartridge will
bind during assembly. Align the cartridge as follows :
Note : Flex side plates develop a wear pattern with
the rotor and vanes and should not be interchanged.
4. For right hand rotation units, set the rotor on a
flat wooden board with the arrow pointing right
(for left hand rotation, the arrow should point left).
5. Assemble the vanes and inserts into the rotor in
reverse order of disassembly. Make sure the
sharp chamfer edge of each vane leads in the
direction of rotation. All vanes must move freely
in the rotor slots with no evidence of bind.
6. Assemble the ring (12, Figure 3-6) over rotor (10)
and vanes (11) with arrow pointing in the same
direction as the rotor. Lubricate the top surface
of the rotor and vanes liberally with clean
hydraulic oil.
7. Locate the scribe mark on ring (12), outlet
support plate (7) and flex side plate (9). Hold the
outlet support plate and flex plate together and
assemble over the ring and rotor with the scribe
marks in line.
8. Hold the cartridge together to prevent movement
and turn the assembly over so the outlet support
plate rests on a flat surface.
9. Lubricate the exposed surface of the rotor and
vanes with system oil. Locate the scribe mark
on inlet support plate (15) and flex side plate (13).
10. Hold the inlet support plate and flex side plate
together and assemble over the exposed ring,
rotor and vanes. Make sure the scribe marks are
in line.
a. Build a "V" block from hardwood (Reference
Figure 3-12) or use a metal "V" block if it is
available.
b. Place the cartridge into the "V" block on its side.
c. Loosen socket head screws (17, Figure 3-6)
enough to allow each section of the cartridge to
come into alignment within the "V" block.
d. Tighten the socket head screws (17) to 100 in.
lbs. (11.29. N.m) torque.
e. Check alignment again after tightening.
11. Check rotor (10) for bind by inserting the index
finger through the shaft opening of inlet support
plate (15). Hold the cartridge kit in a horizontal
shaft position and lift the rotor with the finger.
The rotor should move freely back and forth within
the cartridge. If the rotor binds, open the kit, clean
and stone all possible areas of bind, then
reassemble using the aforementioned procedure.
The rotor MUST move freely within the cartridge
when assembled.
12. Repeat Steps 1 thru 11 for assembly of other
cartridge kit.

FIGURE 3-12.
CARTRIDGE
ALIGNMENT
BLOCK

L3-8 Hydraulic System Component Repair

HYDRAULIC TANK
Filling Instructions
NOTE : When filling, use clean Type C-4 hydraulic oil
only.
Prior to opening the hydraulic tank, allow at least 90
seconds for the accumulators to bleed down after
engine shutdown with the key switch "off".
1. With the body down, shut down engine and turn
key switch "off". Wait at least 90 seconds.
3. Loosen the filler cap (1, Figure 3-13). Drain the
hydraulic tank by use of the drain (2) located in
the bottom of the take. Be prepared to catch
approximately 95 gal (3601) of oil.
4. Thoroughly clean the outside of the hydraulic
tank.
5. Disconnect hydraulic lines. Plug lines to prevent
spillage and possible contamination to the
system. Tag each line as removed for proper
identification during installation. Disconnect wires
on thermostat switch (4,Figure 3-14) and
temperature sender (5) on inboard aide of tank.
Remove the transmission filler pipe (14) and
position to allow tank removal.
6. Attach a lifting device to lifting eyes on the tank.

2. Remove cap from fill tube (1, Figure 3-13) and 7. Remove the nuts, washers, cap screws, lock
add clean, filtered Type C-4 hydraulic oil until oil washers and U-bolts securing the hydraulic tank
is at the top of fill tube. to the frame.
8. Move hydraulic tank to a clean work area for
NOTE : The final filter in the filling apparatus must be 3 disassembly or repair.
micron.
3. Replace fill cap.
4. Start the engine, raise and lower the dump body
three times.
5. Continue to repeat Steps 1 through 4 until oil
level is maintained at the fill tube.

NOTE : When engine is shutdown, oil should be visible

in sight glass.

If a component in the hydraulic system should fail, and

foreign parties are evident, the system must be flushed.
Refer to "Hydraulic System Flushing Procedure"
instructions in Section L 10.

Removal
1. Block the wheels of the truck. Turn key switch
"off" and allow at least 90 seconds for the steering
accumulator to bleed down.
2. Open the manual bleed down valves on the Low
Brake Pressure Detection Module to relieve the
oil pressure in the brake system accumulators.
Close valves after brake accumulators have bled
down.

FIGURE 3-13, HYDRAULIC TANK

4. Diffuser
1. Filler Tube
Take care to avoid contact with hot oil if truck has 5. Sight Gauge
2. Drain Plug
been operating. Avoid spillage and contamination. 6. Breather
3. Suction Strainer

Hydraulic System Component Repair L3-9

Installation 3. Attach transmission filler pipe assembly (14) to
1. Install hydraulic tank and secure with U-bolts, the tank. Reconnect wiring to temperature
washers and nuts at upper mounts. Install cap sending unit (5) and thermostat switch (4) on
screw, washers, rubber mount and nut in lower inboard side of tank.
mount (10, Figure 3-14). Tighten to standard
4. Install the tank cover (12) using a new gasket
torque.
(11). Tighten the cover cap screws to assure a
2. Remove caps from hydraulic lines and attach to positive seal.
the proper connections using new O-rings and
5. Fill the hydraulic tank with C-4 hydraulic oil. Bleed
gasket where applicable. Refer to Figure 3-14.
all air from hydraulic lines.
for connection locations.
6. Refer to "Filling Instructions " and refill tank to
obtain proper oil level.

HYD. TANK RELIEF CHECK VALVE

A "Tee", ahead of the heat exchanger, routes the oil from
the high pressure filters back to the hydraulic tank through
an externally mounted relief valve (5, Figure 3-14A), if
the pressure exceeds 65 psi (44 kpa).
When installing the relief check valve, install valve with
the O-ring groove towards tank.

FIGURE 3-14. HYDRAULIC TANK CONNECTIONS

1. Brake Treadle Valve Return
2. Steering Control Valve Return
3. Plug
4. Thermostat Switch
5. Temperature Sender
6. High Pressure Filter Return
7. Pump Supply / Suction
8. R.H. Wet Brake Cooling Oil Return FIGURE 3-14A. HYD. RELIEF CHECK VALVE
9. L.H. Wet Brake Cooling Oil Return 1. Hydraulic Tank (Ref.) 6. Hydraulic Oil Return Hose
10. Lower Mount 2. Cap screws (4) 7. Pump Supply / Suction
11. Gasket 3. Lock Washers (4) 8. Right Brake Oil* Return
12. Cover 4. O-ring (2) 9. Left Brake Oil* Return
13. Breather 5. Relief Check Valve *(Cooling Oil)
14. Transmission Filler Tube

L3-10 Hydraulic System Component Repair

HYDRAULIC TANK BREATHER
The hydraulic tank breather (13, Figure 3-14) maintains
atmospheric pressure inside the hydraulic tank oil is
pumped from and returned to the tank.
Hydraulic system malfunctions such as overheating,
erratic operation, and pump failure can result if truck is
operated with a plugged or restricted breather. Be sure
that breather is kept clean and is not covered with mud
or debris.
The breather is a replaceable assembly that should be
changed at 1000 hour intervals under normal operating
conditions.
Hydraulic System Component Repair
DUAL HYDRAULIC FILTERS
Two oil filters are located behind the left front tire as shown
in Figure 3-15. Oil is filtered through 12 micron filters to
remove contamination from the system and reduce the
possibilities of large particles damaging system
components.
Included in the front filter assembly is a differential
pressure (ΔP) switch to indicate when oil passing through
the filter element is restricted. The differential pressure
switch is factory preset to actuate at 35±5 psi (241 ± 35
kpa) and is designed to give the operator an alert before
the filter begins to by - pass. Actual filter by - pass will
occur at 50 psi (345 kpa).
NOTE: Upon start-up with cold oil, the restriction caused
by cold oil may cause the warning indicator light to turn
on. Hydraulic oil should be warmed up to normal
operating temperature before using the warning light
as an indicator to change elements.
The filter elements should be changed every 250 hours
or when the warning light comes on.
Premature filter restriction may indicate a system
component failure and signal a service requirement before
extensive secondary damage can occur.
FIGURE 3-15. FILTER INSTALLATION
1. LH Frame Rail 3. Front Suspension
2. Filter Assemblies
L3-11
Removal

Relieve pressure before disconnecting hydraulic and

other lines. Tighten all connections before applying
pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person's body by
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.
The following instructions are applicable to either filter
assembly. Only the front filter is equipped with a differential
pressure switch.

1. With engine shut down and key switch "off", allow

at least 90 seconds for the accumulator to bleed
down.

Take care to avoid contact with hot oil truck has been
operating. Avoid spillage and contamination!

2. Remove rotor lock and bowl (8, Figure 3-16) and

element (7) and drain the oil from the filter housing
into a suitable container. Remove filter element(7)
from bowl.
3. Before discarding element (7), inspect closely.
Evidence of debris may signal a component
problem within the system.
4. Remove O-ring (5) in filter head and discard.

Installation FIGURE 3-16. FILTER ASSEMBLY

1. Install new O-ring (5) in filter head (4) and check
for new O-ring (6) on new filter element (7). 1. Differential Pressure 5. O-Ring (Head)
Switch 6. O-Ring (Element)
2. Install new filter element (7) in rotor lock and bowl 2. O-Ring 7. Filter Element
(8). Install complete assembly onto filter head 3. O-Ring 8. Rotor lock and Bowl
(4) and tighten securely. 4. Filter Head Assembly

NOTE : The differential pressure switch (1, Figure 3-16)

and the warning light circuit it activates should be tested
periodically for proper operation. Refer to the following
instructions and equipment necessary to test differential
pressure switch.

L3-12 Hydraulic System Component Repair

DIFFERENTIAL PRESSURE SWITCH
TESTING
The differential pressure switch and warning light circuit
should be routinely tested as a part of the regular vehicle
preventative maintenance. Figure 3-17 shows a pressure
switch tester and Figure 3-18 shows a test block to
accept the switch during testing. The test block may be
fabricated as shown.

Test Procedure:
1. Remove differential pressure switch from filter
head and install in test block or pressure switch
tester.
2. Reconnect wiring harness to switch.
3. Pump up pressure to test block and watch for
warning light indication.
If the differential pressure switch does not operate within
4. Differential Pressure switch should turn on the specified range, replace the complete component.
warning light at 35 ± 5 psi (241± 35 kPa). Switch adjustment is not recommended.

TEST BLOCK FOR DIFFERENTIAL PRESSURE SWITCH

DRILL 1/8 X 1.26 in. DEPTH

DRILL FOR 1/8 NPTF X 0.5 in. DEPTH

1.26 in
(31.75 mm)

15°

2.25 in.
FULL THREAD DEPTH

(57.15 mm)
0.100 in.
(14.276 mm)
MINIMUM

2.54 mm
0.562 in.
(2.54 mm)

0.705-16 STRAIGHT THREAD

0.100 in

(PORT COUNTER CUTTER)

45° 0.611 in.

(20.599mm)

1/8 in NPTF NIPPLE 1.26 in

(1 REQUIRED)
(31.75 mm)

0.656 in
0.640 in (10.662 mm)
(16.256 mm) MAXIMUM
TAP DRILL DEPTH

FIGURE 3-18. DIFFERENTIAL PRESSURE SWITCH BLOCK

Hydraulic System Component Repair L3-13

 The following information is provided to assist in making (if desired)
a temporary wiring harness for testing purposes.

FIGURE 3-19. INDICATOR LIGHT TEST WIRING HARNESS

Male Electrical Connector (on switch):

… MS3102R-10SL-3P (revised)

Female Mating Electrical Connector:

… MS 3106-A10SL-3S (straight Plug)
Or
… MS 3108-A10SL-3S (900 angle plug)

L3-14 Hydraulic System Component Repair

 STEERING CIRCUIT
STEERING CIRCUIT OPERATION
Oil from the outlet of the steering / brake pump is directed
to both the accumulator oil supply manifold and the
auxiliary manifold. Oil going to the auxiliary manifold is
used for control functions. Oil going to the accumulator
supply manifold passes through the manifold and through
the three check valves to fill the steering accumulator
and the two brake accumulators. Oil from the steering
accumulator is directed to the steering valve inlet port
and steering bleed down solenoid valve located no the
brake manifold. With the engine running and no movement
of the steering wheel, oil flow is blocked. When the engine
is first started, the Emergency Steering warning light and
alarm will be on until steering circuit pressure reaches
1800 psi (12.5 Mpa). Steering circuit pressure will
continue to increase until 2750 ± 50 psi (19.25 ± 0.35
Mpa) maximum circuit pressure is reached.
When the steering wheel is turned, the attached steering
control valve directs oil from the steering accumulator to
the steering cylinders. As circuit pressure drops, pump
flow increases, supplying oil to the accumulator to be
directed to the rod end of one steering cylinders and
head end of the other cylinder. The other port of each
cylinder is connected through the steering valve to the
tank. When oil flow to the steering cylinders is stopped
by the steering control valve, circuit pressure increases
again to maximum.
If the pump supply is removed while the truck is operating,
the accumulator will supply oil steering until the truck
can be stopped. As steering circuit pressure decreases,
the steering system pressure switch closes at 1800 psi
(12.6 Mpa), turning on the warning light and alarm on the
instrument panel, warning the operator,
When shutting down the engine, turning off the key switch
activates a timer that energizes the solenoid of the
normally closed bleed down valve. The valve is open for
90 seconds allowing nitrogen to force oil out of
accumulator back to tank. Refer to the Hydraulic
Schematic in Section "R".
Steering Circuit
STEERING CIRCUIT COMPONENT
DESCRIPTION
STEERING CONTROL VALVE
The steering control valve (Figure 4-1) is mounted below
the floor of the cab. Rubber mounting bushings are utilized
to minimize noise and vibration. The steering column is
connected to the valve through a vibration isolation
coupling.
The unit consists of a rotary directional valve and gerotor.
The directional valve is closed center, blocking the cylinder
ports and inlet port from tank. The spool of the directional
valve is connected to the steering wheel through the
steering column. The control sleeve of the unit is linked
to a gerotor. Leaf springs are located between the spool
and sleeve to center the two when steering wheel rotation
stops.
Turning the steering wheel in either direction rotates the
spool in relation to the sleeve allowing supply oil to the
gerotor. Supply oil drives the gerotor which delivers oil
back through the sleeve and out to the steering cylinders.
Return oil from non-pressurized cylinder ports return
through the sleeve and back to tank. As long as the
steering wheel is rotated, the gerotor and sleeve are trying
to catch up to the spool. When steering wheel rotation
stops, the spool and sleeve return to center shutting off
oil to the gerotor and stopping flow to the steering
cylinders.
FIGURE 4-1. STEERING CONTROL VALVE
L4-1
BRAKE / STEERING PUMP
The axial piston brake / steering pump is a swash plate
design, variable displacement type used to provide high
pressure oil for truck steering and brake application
components.
Components of the pump are shown in figure 4-2 They
consist of the housing (1), counter piston (2) and spring
(4), cylinder barrel (3), lens plate (5), cover (60,
compensator control valve (7), control piston (10), piston
and shoe assemblies (11), cradle assembly (Swash plate)
(12), shaft seal (13) and drive shaft (14).
At maximum piston retraction, shaft rotation moves
the piston and barrel assembly beyond the suction slot
and into alignment with the lens plate pressure slot. At
this point, the piston reverses its direction of travel and
begins to move into the cylinder bore, forcing oil through
the lens plate pressure slot, into the pressure port "P"
The stroke length of the piston is determined by the
angle of the cradle assembly which swivels up to a
maximum of 17 degrees for steeples flow adjustment.

Rotation of the drive shaft causes a linear motion of the

piston as the shoe slides along the tilted cradle assembly.
As the piston retracts out of the cylinder bore, fluid fills
the developing cavity from the suction port "S" via the
suction slot in the lens plate (5).

FIGURE 4-2 BRAKE / STEERING PUMP ASSEMBLY

1. Housing 6. Cover 11. Piston & Shoe Assembly
2. Counter Piston 7. Compensator (Control) Valve 12. Cradle Assembly
3. Cylinder Barrel 8. Pressure Adjustment 13. Shaft Seal
4. Counter Piston Spring 9. Flow Adjustment (Not Functional) 14. Drive Shaft
5. Lens Plate 10. Control Piston

L4-2 Steering Circuit

Pressure Compensator
The compensator valve maintains a constant pressure in
the steering and steering and brake systems. The pump
supplies only the amount of oil required.
Note : The flow control portion (7, Figure 4-3) of the
compensator valve is not functional on this model
pump.
point sufficient to maintain compensator set pressure
and lubrication oil flow.
When the pressure setting is reached, only the amount
of oil necessary to satisfy the load condition is delivered.
If the load condition is such that no flow is required, only
cooling and lubricating oil is delivered. Power usage and
heating of the oil are thus minimized.

The cradle assembly is normally held at maximum swivel
angle by a spring (4, Figure 4-2) as well as system
pressure applied to the counter piston (2).
System pressure is also applied to the pressure
compensation against a setting spring (3, Figure
4-3). When system pressure overcomes the
spring force, the spool (4) shifts allowing system
pressure in the control piston (10, Figure 4-2).
This causes the pump to destroke to a regulating
When system pressure falls below the compensator
setting, spring force returns the spool back to its normal
position, which drains the control piston to the pump
housing. The cradle assembly is then forced on stroke
by the spring and counter piston.
STEERING ACCUMULATOR
The steering accumulator is a floating piston type with
nitrogen on top of the piston. Oil from the brake / steering
pump enters the accumulator though a check valve and
fills the bottom of the accumulator until pressure on the
nitrogen side of the piston equals maximum circuit
pressure established by the compensator of the brake /
steering pump. The outlet port is connected to the steering
control valve. The top of the accumulator contains a
nitrogen charge pressure switch and a nitrogen charging
valve.

STEERING BLEED DOWN SOLENOID VALVE

The bleed down solenoid valve is normally closed valve

mounted on the brake manifold. The solenoid is energized
by a timer that is turned on when the key switch is turned
"Off" and engine shut down. The time energizes the
solenoid for 90 seconds, allowing oil in the bottom of the
accumulator to return to tank when the truck is shut down.

STEERING PRESSURE SWITCH

The steering pressure switch turns on a warning light

and alarm on the instrument panel when steering circuit
pressure is below 1800 psi (12.5 Mpa).

STEERING CYLINDERS
FIGURE 4-3. COMPENSATOR VALVE Double acting cylinders are connected between the frame
1. Valve Body 5. O-Rings rails and each front spindle.
2. Adjustment Screw 6. Plugs
3. Pressure Set Spring 7. Spool (Not Functional)
4. Pressure Control Spool 8. Orifice

Steering Circuit L4-3

 NOTES

L4-4 Steering Circuit

 STEERING CONTROL VALVE

Removal
1. Shut down engine and bleed down steering
circuit. Allow at least 90 seconds for system to
bleed. Open the manual bleed down valves to
release the pressure from the brake
accumulators.
NOTE : To insure the hydraulic oil has completely drained
from the accumulator, turn the steering wheel. If the
wheels do not turn, all the hydraulic pressure has been
drained from accumulator.
2. Clean exterior of steering control valve thoroughly.
3. Tag and disconnect hydraulic lines. Plug lines
and ports securely to prevent spillage and
possible contamination to the system.
4. Remove nuts (4), washers (3&7) and cap screw
at each rubber bushing. Lower and remove valve.
Installation
1. Assemble steering control valve (10, Figure 5-1)
to mounting place (5). Insert assembly through
bottom of cab floor an align spines on valve column
(19). Install cap screws (2), from bottom side of
mountings (6). Install flat washers, lock washers
ad nuts. Tighten to standard torque.
2. Remove caps from hydraulic lines. Be certain
that previously tagged lines are connected to their
respective ports according to their respective
ports according to the markings on the steering
control valve assembly.
Ports on steering control valve are marked :
"T"- Tank (Return to tank) -Upper Left Port

"L"- Left Steering Cylinder - Upper Right Port

"P"- Pressure (In from Pump) - Lower Port*

"R"- Right Steering Cylinder - Lower Port*

* See "Note" on next page

FIGURE 5-1
STEERING CONTROL VALVE
1. VALVE STEERING 11. NUT M10
2. CAP SCREW 12. CAP SCREW
3. LOCK WASHER M12 13. NUT
4. NUT M12 14. LOCK WASHER
5. PLATE MTC. 15. STC. DRIVE ASSY
6. MOUNT 16. LOCK WASHER
7. FLAT WASHER 17. NUT
8. PLATE MTC 18. CAP SCREW FIGURE 5-2. INLINE FILTER INSTALLATION
9. CAP SCREW M10X25 19. SHAFT STUB 1. Steering Control Valve 2. Filter
10. LOCK WASHER M10 20. GASKET

Steering Control Valve L5-1

NOTE : DUMP trucks use an inline filter to provide
additional protection to the steering control unit (see
Figure 5-2). This filter must be installed in the port
marked "P" on the steering control housing.
NOTE : The steering control valve is a precision assembly
manufactured to vary close tolerances, there fore
complete cleanliness is a must when handling control
valve. Work in a clean area and use lint free wiping
materials or dry compressed air. Use a wire brush to
remove foreign material and debris from around exterior
joints of valve before disassembly. Fresh solvent and
Type C-4 oil should be used to insure cleanliness and
initial lubrication.

Serious personal injury to the Operator or to anyone NOTE : Although not all drawings show the control valve
positioned near the front wheels may occur if a truck in a vise, the valve housing should be kept in the vise
is operated with the hydraulic steering lines can result during disassembly. Follow the clamping procedures
in uncontrolled steering and Sudden and Rapid explained throughout the procedure.
rotation of the steering wheel as soon as the steering
1. Clamp control valve in vise, meter end up.
wheel is moved. It will turn rapidly and cannot be
Clamp lightly on edges of mounting area (See
stopped manually.
Figure 5-4).
After servicing the steering control assembly,
hydraulic steering lines should be checked for correct
hook-up before stating the engine.

Disassembly

Tools required for disassembly and assembly: Use protective material on vise jaws and DO NOT over
tighten jaws.
“ 2- Screwdrivers (4-6 in. (100-150 mm) long,
1/8 in. (3 mm) flat blade) 2. Remove cap screws (18, Figure 5-5) from end
cap (17). Remove end cap.
“ ½ inch Socket (12 point)
3. Remove seal (16) from meter (15). Remove meter
“ Breaker Bar wrench being careful not to drop the star from inside of
“ Torque Wrench, 90 ft. lbs. (120 N.m) Capacity meter.
“ Plastic Hammer or Rubber Hammer
“ Tru-ArcTM Retaining Ring Pliers
The tool shown in Figure 5-3 is not necessary for
disassembly and assembly, but is extremely helpful.

0.275 in.(7mm)
0.415 in.(10mm)
0.070 in.(2mm)

0.44 in.(11mm)
6.5in.(165mm) 0.25 in.(6mm)

FIGURE 5-3. SPRING INSTALLATION TOOL

FIGURE 5-4 CLAMPING VALVE ASSEMBLY

L5-2 Steering Control Valve

 FIGURE 5-5. STEERING CONTROL VALVE ASSEMBLY

1. Retaining Ring 7. Needle Thrust Bearing 12. Control Sleeve 17. End Cap
2. Dust Seal 8. Housing 13. Pin 18. Cap screw
3. Front Retainer 9. Seal 14. Drive 19. Backup Ring
4. O-Ring Seal 10. Control Spool 15. Meter (Gerotor) 20. Teflon Seal
5. Seal 11. Centering Springs 16. Seal 21. Wear Plate
6. Bearing Race

9. Position screwdrivers 180% apart in groove of

4. Remove seal (9) from meter (15). retainer. (See Figure 5-7). Pry retainer upward
5. Remove wear plate (21). until flush with housing. Be careful not to damage
ring groove of front retainer. Remove screwdrivers
6. Remove seal (9). From housing and push spool down while removing retainer from
7. Remove drive (14). housing by hand.

8. Remove housing from vise. Place housing on a
cleansoft cloth to protect the finish. Use Tru-Aru
retainer ring pliers and remove retaining ring from
housing as shown in figure 5-6.
10. Remove Teflon seal (20, figure 5-5), O-ring seal
(5), backup ring (19), O-ring seal (4) and dust
seal (2) from front retainer (3).
11. Remove bearing races (6) and the needle thrust
bearing (7) from spool and sleeve assembly.

Steering Control Valve L5-3

 FIGURE 5-6. RETAINER RING REMOVAL FIGURE 5-8. SPOOL, SLEEVE & PIN REMOVAL
1. Spool & Sleeve 2. Pin

12. Remove spool and sleeve assembly (10 & 12)

from meter end of housing. (See Figure 5-5). Push
pin (13) from spool and sleeve assembly.
Avoid binding spool and sleeve in housing. A very
slight back and forth rotation of spool and sleeve 13. Remove spool from sleeve and then carefully
helps reduce binding. Keep pin in a nearly horizontal remove eight centering springs from spool. (See
position when removing spool and sleeve from Figure 5-9).
housing. If pin becomes vertical during removal, it
may drop from spool and sleeve into an oil passage
inside the housing.

FIGURE 5-9. SPOOL AND SLEEVE

1. Spool 3. Sleeve
2. Centering Springs
FIGURE 5-7. FRONT RETAINER REMOVAL

L5-4 Steering Control Valve

Cleaning and Inspection
1. Clean all mating surfaces. Replace any parts that
have scratches or burrs, or show signs of wear.
2. Clean all metal parts with clean solvent such as
Trichlorethylene, Acetone or Lacquer Thinner.
Spool and sleeve in this unit have been material
may be damaging.
When using cleaning agents follow solvent
manufactures warnings.
3. Blow dry with air. Do Not wipe dry with cloth or
paper towel. Lint or other foreign material could
get into the hydraulic system and cause damage.
4. Do Not use grit or try to file or grind steering
control unit parts.
5. Lubricate all seals (except new quad ring seal)
with clean petroleum jelly, such as Vaseline. Do
not use excessive lubricants on seals for meter
section.
NOTE : Refer to Parts Catalog when ordering replacement
parts. A good service policy is to replace all old seals
with new seals whenever unit is disassembled.
Assembly
1. Assemble spool and sleeve carefully so that the
centering spring slots line up.
2. Apply a light film of clean oil to the outside
diameter of the spool. Rotate spool while sliding
parts together.
Because of close tolerances between spool and
sleeve, Do Not use force when rotating parts together.
Be careful not to burr the sleeve.
3. Test for free rotation. Spool should rotate smoothly
in sleeve with finger tip force applied at splinted
end.
Steering Control Valve
4. Align spring slots of spool and sleeve, then stand
parts on bench. Insert spring installation tool (see
Figure 5-4) through spring slots of both parts.
NOTE : If spring installation tool is not available, use
Alternate Method, as described below.
5. Position centering springs (two sets of four each)
on the bench so that the extended edge is down
and center section is together.
6. In this position, insert one end of the entire spring
set into spring installation tool (Figure 5-10).
7. Compress expanded end of centering spring set
and push into spool and sleeve assembly. Keep
pressure on spring ends when withdrawing
installation tool, push forward on spring set at
the same time.
8. Center spring set in spring slots. Seat springs
down evenly and flush with upper surface of the
spool and sleeve.
Alternate Method:
Carefully follow these instructions when installing
centering springs without the aid of a spring installation
tool:
a. Insert one centering spring, with extended edge
down, in spring slot of spool (raise spool from
sleeve slightly for more spring clearance).
b. Insert one centering spring opposite spring
located in slot spool. Makes sure center section
of both springs are together and that the
extended edge of the springs are down.
FIGURE 5-10. CENTERING SPRINGS INSTALLATION
1. Spring Installation Tool 2. Centering Springs
L5-5
 c. Push one set of three centering springs between
the two springs in the spool (Figure 5-10).
d. Push remaining set of three centering springs
opposite four centering springs in spool.
e. Push spool in sleeve until springs seat flush with
top and sides of sleeve.
9. Install pin through spool and sleeve assembly
until pin becomes flush with both sides of sleeve.
10. Position spool and sleeve assembly so splinted
end of spool enters meter end of housing first
(see Figure 5-11).
Be extremely careful that spool and sleeve Does Not
tilt out of position while inserting into housing.
Lubricate O.D. of sleeve. Push parts gently into place
with slight rotation. Keep Pin Horizontal Bring the
spool assembly entirely within the housing bore until
the parts are flush at the meter end of housing. Do
not pull the spool assembly beyond this point to
prevent the cross pin from dropping into the
discharge groove of the housing. With the spool
assembly in this flush position, check for free rotation
within the housing by turning with light finger force
at the splinted end.
1. Retaining Ring
2. Front Retainer (with Seals)
FIGURE 5-11. SPOOL AND SLEEVE INSTALLATION
L5-6 Steering Control Valve
11. Place housing on a clean lint free cloth (meter
end down). Install bearing races and needle thrust
bearing (3&4, Figure 5-12).
12. Install dust seal (4, Figure 5-13) in front retainer,
flat or smooth side of dust seal must face down
toward retainer. Install backup ring (19, Figure 5-
5), O-ring seal (5) and Teflon seal (20) in front
retainer. Do Not use any seal that falls freely into
pocket of retainer.
13. Install O-ring seal on front retainer.
14. Install front retainer (2, Figure 5-13) over the spool
end with twisting motion. Tap the retainer in
housing with a rubber hammer making sure
retainer is seated flush on the bearing race.
15. Using Tru-Arc retaining ring pliers, install retaining
ring in housing (see Figure 5-13). After installing
ring, tap ring to make sure it is properly seated
in groove.
16. Clamp housing in vise. Install seal (9, Figure 5-
5) in housing.
FIGURE 5-12. BEARING INSTALLATION
3. Needle Thrust
Bearing
4. Bearing Race
 FIGURE 5-13. RETAINER INSTALLATION
FIGURE 5-14. DRIVE AND PIN INSTALLATION
1. Retaining Ring 4. Dust Seal
5. O-ring Seal 1. Port Face 3. Pin
2. Front Retainer
6. Thrust Bearing 2. Drive
3. Seal

Do not over tighten jaws when clamping valve

housing in vise. Clamp lightly on edges of mounting
area.

17. Rotate spool and sleeve assembly until pin is

parallel with port face (Figure 5-14). Install drive
(2), making sure drive is engaged with pin (3).

NOTE: To assure proper alignment, mark one of the two

drive tooth slots that are parallel with slot in the end of
drive (see Figure 5-15, Reference B & C).

A timing make made on drive must fall on the parallel

line between any two meter star valleys. Note the
parallel relationship of reference lines A, B, C and D
(Figure 5-15 & 5-16).

NOTE : Check to insure that the spool and sleeve are

flush or slightly below the meter end of the housing. Clean
the upper surface of the housing by wiping with the palm
of a clean hand. Clean each of the flat surfaces of the
meter end parts in a similar way when ready for
reassembly. Do Not use cloth paper towel to clean FIGURE 5-15. GEROTOR TIMING
surfaces. 1. Star Meter Valley (Gerotor) 3. Pin
2. Drive Marked as Shown

Steering Control Valve L5-7

 FIGURE 5-16. GEROTOR ORIENTATION

1. Port Face 4. Housing 7. Drive

2. Meter (Gerotor) Star Valley 5. Meter (Gerotor) Star 8. Wear Plate
3. Pin 6. Drive Spline

18. With seal groove side of meter down, install meter

on drive (Figure 5-16).
19. Align bolt holes without disengaging meter from
drive. Carefully adjust meter on housing,
excessive turning of meter may disrupt seal
between meter and housing.
20. Install seal (16, Figure 5-5) in meter. Install end
cap on meter. Carefully align holes as not to
disrupt seal from meter.
21. Install lubricated cap screws in end cap. Tighten
cap screws to 15-20 ft. lbs. (20.3-27.1 N.m)
torque. Then torque screws to 75 ft. lbs. (100
N.m) torque. Pretighten and toque cap screws
in order shown. (figure 5-17).

FIGURE 5-17 TIGHTENING SEQUENCE

L5-8 Steering Control Valve

 STEERING CIRCUIT COMPONENT REPAIR

ACCUMULATORS
The following removal, installation, disassembly and
assembly procedures are applicable to both the steering
and brake accumulators.
Do not loosen or disconnect any hydraulic line or
component connection until engine is stopped and key
switch has been "Off" for at least 90 seconds.
Hydraulic fluid escaping under pressure can have sufficient
force to enter a person's body by penetrating the skin
and cause serious injury and possibly death if proper
medical treatment by a physician familiar with this injury
is not received Immediately.
Removal
1. Block the wheels of the truck.
2. Insure key switch has been "Off" for at least 90
seconds to allow accumulator oil to drain back
to tank. Check by turning steering wheel.
3. Bleed the pressure form the brake accumulators
by tuning the bleeder valves (4, Figure 6-2) located
on the low Brake Pressure Detection Module (5)
counterclockwise. When the accumulator are
completely bled down, close bleeder valves by
turning the bleeder valve handles clockwise. Do
not leave valves open.

FIGURE 6-2. ACCUMULATOR PIPING

1. Steering Accumulator Detection Manifold
FIGURE 6-1. ACCUMULATOR INSTALLATION 2. Rear Brake Accumulator 6. Pressure Test Port
3. Front Brake Accumulator 7. Low Brake Pressure
1. Steering Accumulator 5. Front Bumper 4. Brake Accumulator Bleed Switch
2. Rear Brake Accumulator 6. Low Brake Pressure Valves 8. Oil Supply Hose
3. Cover Detection Manifold 5. Low Brake Pressure 9. Manifold
4. Front Brake Accumulator 7. Accumulator oil Supply 10. Check Valve
Manifold

Steering Circuit Component Repair L6-1


FIGURE 6-3. ACCUMULATOR CHARGING VALVE
1. Low Accumulator 3. Small Hex Nut
Pressure Switch 4. Accumulator
2. Charging Valve 5. Mounting Strap
4. Remove charging valve cover (3, Figure 6-1).
DANGER
Make certain only the small swivel hex nut turns. Do
Not Turn More Than 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 discharging
nitrogen gas.
5. Remove charging valve cap and loosen small hex
on charging valve (3, Figure 6-3) three turns.
Depress the valve core until all nitrogen pressure
has been relieved.
6. Remove oil lines from bottom of accumulator. Plug
all hoses and openings to prevent possible
contamination of the system. Disconnect and
mark electrical wiring to pressure switch (1).
7. Attach a handling device to the accumulator.
L6-2 Steering Circuit Component Repair
SteeringCircuit Component Repair
8. Remove nuts and lock washers securing the
accumulator mounting straps (5, Figure 6-3) to
the mounting bracket.
9. Remove accumulator from the mounting bracket
and move to a clean work area for disassembly.
Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the warning label positioned to the rear of the
truck.
2. Secure the accumulator to the mounting bracket
using mounting straps, lock washers and nuts.
Do not over tighten nuts, as this could distort the
accumulator.
3. If pressure switch was removed, install at this
time. Connect electrical wiring to pressure switch
and reconnect oil lines to the bottom of the
accumulator.
4. Precharge accumulator with pure dry nitrogen
as outlined in "Accumulator Charging Procedure"
Disassembly
1. Remove charging valve (1, Figure 6-4).
2. Use a spanner wrench to remove head (2) at top
of accumulator.
3. Push piston (8) out of housing (5).
Cleaning and Inspection
1. Replace O-rings (4, Figure 6-4), backup ring (3)
and "T" ring (7).
2. Clean parts using frosh cleaning solvent, lint free
wiping cloth and filtered compressed air. All parts
must be absolutely free of any foreign matter
larger than 3 microns.
3. Check piston bearings (6) for excessive wear.
4. Minor defects may be corrected by lapping or
stoning. Clean parts to remove abrasive residue
after lapping or stoning.
 2. If bearings (6, Figure 6-4) need replacing, specific 7. Check nitrogen pressure with charging kit.
bonding instructions are required to properly Charge accumulators if necessary or replace
replace the bearings. If replacement is necessary defective pressure switch.
contact the DUMPER Distributor for proper
8. Key "Off". Reconnect all disconnected pressure
procedure.
switches.
3. Install "T" ring (7) on piston and install the piston
with the concave side toward gas end of
accumulator cylinder housing (5).

4. Install new O-ring (4) and new backup ring (3) on

the head (2). Backup ring should be positioned
toward threads on head.

NOTE : Pour 24 oz. (710 ml) of SAE-10/ Rust Preventive

Oil in the gas end of the accumulator. This will insure a
gas tight seal between each end of the accumulator.

5. Install head (2) on the housing (5) and tighten to

500 ft. lbs. (22.3 N.m) torque.
6. Install charging valve (1) with a new lubricated
O-ring. Tighten charging valve large hex nut to
16.5 ft.lbs.(22.3 N.m) torque.

LOW PRESSURE ACCUMULATOR

PRESSURE SWITCH
One switch is located in the top of each accumulator. A
normally closed (N/C) switch, it has contacts set to close
at 850 psi (5861 Kpa) decreasing pressure. When
closed, it provides ground for pressure switch are
connected together in parallel and will actuate the dash
mounted pre-charge light when a switch is defective or
accumulator is not recharged correctly.

Check for defective pressure switch as follows :

1. Engine stopped.
2. Accumulator oil pressure bled down.
3. Key turned "ON" and precharge light "ON".
4. Key turned "OFF"
5. Disconnect one switch on a accumulator.
6. Key turned "ON", if light does not come on, this
is the accumulator with low nitrogen pressure or
FIGURE 6-4. ACCUMULATOR ASSEMBLY
a, defective pressure switch. If light comes on
1. Charging Valve 5. Housing Structure
repeat steps 4, 5 & 6 by disconnecting additional
2. Head 6. Bearings
switches until the accumulator with low nitrogen
3. Backup 7. "T" Ring
pressure or a, defective pressure switch is found.
4. O-Ring 8. Pistons

Steering Circuit Component Repair L6-3

ACCUMULATOR
CHARGING PROCEDURE DANGER
The following procedures are applicable to both the
steering system and the brake system accumulators.
If nitrogen pressure is present in the accumulator,
make certain only the small swivel hex nut is turned
during the next step. Do Not Turn More Than Three
Turns. Tuning the compete valve assembly may result
Do not loosen or disconnect any hydraulic line or in the valve assembly being forced out of the
component until engine is stopped, key switch has accumulator by the nitrogen pressure inside.
been "Off" for at least 90 seconds and brake
accumulators are bled.

Pure dry nitrogen is the only gas approved for use in

the accumulators. The accidental charging of oxygen
or any other gas in this compartment may cause an
explosion. Be sure pure dry nitrogen gas is being
used to charge the accumulator.

When charging or discharging the nitrogen gas in

the accumulator, be certain the Danger and Warning
labels are observed and the instructions regarding
the charging valve are carefully read and understood.

1. Block the Wheels of the truck.

2. Insure key switch has been "Off" for at least 90

seconds to allow accumulator oil to back to tank.
Check by turning steering wheel. FIGURE 6-5. CHARGING VALVE

3. Bleed the pressure from the brake accumulators 1. Valve Cap 6. Valve Body
by turning the bleeder valves (4, Figure 6-2) 2. Seal 7. O-Ring
located on the Low Brake Pressure Detection 3. Valve Core 8. Valve Stem
Module (5) counterclockwise. When the 4. Swivel Nut 9. O-Ring
accumulator are completely bled down, close 5. Rubber Washer
bleeder valves by turning the bleeder valve
handles clockwise. Do not leave valves open.
5. Remove charging valve cap (1, Figure 6-5). Turn
NOTE : If a loss in nitrogen pressure occurred during small swivel hex nut (4) three complete turns
operation, oil may still be present in the accumulator counterclockwise.
below the piston. This oil can be bled off during the
6. Insert the tip of a screwdriver against the charging
nitrogen charging procedure. If the steering accumulator
valve stem and depress stem. Hold down until
is being charged, turn the steering wheel back and forth
all nitrogen has been released.
or actuate the bleed down solenoid by turning the key
switch "On" and "Off". If a brake accumulator is being 7. If a loss in nitrogen pressure is the reason for
charged, open the appropriate bleeder valve during recharging, inspect the charging valve and
initial charging. Close the bleeder valve after pressure accumulator for damage. Replace or repair items,
has forced the piston to the bottom of housing. as necessary, before attempting charging
procedure.
4. Remove charging valve guards. 8. Connect the nitrogen charging kit to the charging
valve. Open the regulator and charge the
accumulator to 1050 psi (7.2 MPa).

L6-4 Steering Circuit Component Repair

NOTE : When charging the accumulator, allow adequate
time for the system to fully charge. Insure all oil has
returned from the accumulator to the hydraulic tank.
9. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 1050 psi (7.2
Mpa) continue charging procedure until pressure
is stabilized.
10. Remove the 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. Tight 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
3. Bleed the pressure from the brake accumulators
by turning the bleeder valves (4, Figure 6-2)
located on the Low Brake Pressure Detection
Module (5) counterclockwise. When the
accumulators are completely bled down, close
bleeder valves by turning the bleeder valve
handles clockwise. Do not leave valves open.
4. Disconnect hose attached to filter. remove filter.
5. Clean the filter in fresh solvent and dry with
compressed air.
6. Inspect the filter disc for trapped contaminants
or damage. If filter disc cannot be cleaned as
above or appears damaged, discard assembly
and replace with a new part.
7. Install filter using a new O-ring if necessary.
Attach house and tighten securely.
8. After the engine has been started, inspect
connections and repair leaks if found. Service
the hydraulic tank, if found. Service the hydraulic
tank, if necessary.

11. Install charging valve cap (1) and tighten finger

tight. Install charging valve guard and tighten cap
screws to 25 ft. lbs. (40 N.m) torque.
12. Operate truck and check steering and brake
system operation.

INLINE FILTERS
Two inline hydraulic oil filters (Figure 6-6) are used on
the DUMP truck. One filter is located at the inlet port of
the steering control valve ("P" port). The other filter is
located at the branch of the "Tee" supplying oil to the
brake / steering pump. This "Tee" is inside the right hand
frame rail, above the steering pump.

Service
The inline filters should be serviced at 5000 hour intervals
or sooner if contamination of the hydraulic system is
suspected.
1. Block the wheels of the truck.
2. Insure key switch has been "Off" for at least 90
seconds to allow accumulator oil to drain back
to tank. Check by turning steering wheel.

FIGURE 6-6 INLINE HYDRUALIC OIL FILER

Steering Circuit Component Repair L6-5

STEERING CYLINDERS
The steering cylinders are mounted to the spindle and
frame on ball studs to allow for angular movement as the
front wheels turn and the steering cylinders extend and
retract. Removal and installation and ball stud
replacement instructions can be found in Section "G".
Disassembly
1. Use a spanner wrench and remove gland (6,
Figure 6-7). Pull rod (11) and gland out of housing
(1).
2. Remove locknut (2) and piston (3). Remove piston
bearing (4) and piston seal (5) from piston.
Assembly
1. Lubricate all internal parts with type C-4 oil before
assembly.
2. Install new rod seal (9, Figure 6-7), rod wiper
(10), backup ring (8) and O-ring (7) in gland (6).
3. Push rod (11) through top of gland, slowly
advancing rod over rod seal and rod wiper.
4. Install seal assembly (5) as follows:
a. Place piston (3) on workbench with seal
groove at top. Install O-ring.

3. Pull rod (11) free of gland (6). Remove O-ring (7)
and backup ring (8). Remove rod seal (9) and rod
wiper (10).
4. Inspect cylinder housing, gland, piston and rod
for signs of pitting, scoring or excessive wear.
Clean all parts with fresh cleaning solvent.
b. Heat seal several minutes in boiling water.
c. Remove seal ring from water and install
Immediately. (Ring will take a permanent set
in approximately 5 seconds). If seal has taken
a slightly large set, tighten using a piston
ring compressor.

5. Install new bearing (4) on piston (3). Secure piston

to rod with locknut (2). Tighten locknut to 850 ft.
lbs. (1153 N.m) torque.

6. Carefully install rod and gland assembly into

housing (1). Insure backup ring (8) and O-ring (7)
are not damaged during installation of gland.

7. Using a spanner wrench, tighten gland to 500 ft.

lbs. (675 N.m) torque.

FIGURE 6-7. STEERING CYLINDER

1. Housing 5. Seal Assembly 8. Backup Ring

2. Locknut 6. Gland 9. Rod Seal
3. Piston 7. O-Ring 10. Wiper
4. Bearing 11. Rod

L6-6 Steering Circuit Component Repair

BRAKE / STEERING PUMP REPAIR

Removal

1. Block the wheels of the truck.

2. Insure key switch has been "Off" for least 90
seconds to allow accumulator oil to drain back
to tank. Check by turning steering wheel.
3. Bleed the pressure from the brake accumulators
by turning the bleeder valves by turning the
bleeder valve handles clockwise. Do Not leave
valves open.
FIGURE 6-8. HYDRAULIC PUMP

1. Pto Drive 4. High Pressure

2. Cap screws & Port
Lock washers 5. Drain Port
Escaping fluid under pressure can penetrate the skin 3. Suction Port
causing serious injury and possibly death if proper
medical treatment by a physician familiar with this
type of injury is not received immediately. Installation
Relieve pressure before disconnecting hydraulic or 1. Install a new O-ring in the bore of the pomp
other lines. Tighten all connections before applying mounting flange.
pressure.
2. Align pump shaft splines with Pto drive and slide
4. Loosen the hydraulic tank filler cap to relieve any pump in to position againt the adapter flange.
pressure in tank.
3. Install cap screws and lock washers (2, Figure
5. Clean dirt accumulation from the pump and PTO 6-8). Tighten to standard torque.
drive area.
4. Fill pump case with oil through case drain port
6. Remove suction hose (3, Figure 6-8), high (5).
pressure (4) and drain hoses (5) from pump. Cap
5. Connect hoses to suction, high pressure and
all lines to prevent possible contamination.
drain ports.
7. Support pump, remove cap screw and lock
6. Close vent plugs in hydraulic tank cover Refill
washers (2) securing pump to PTO (1).
hydraulic tank as required.
8. Slide pump shaft out of PTO drive spines and
7. Refer to "Steering Circuit Checkout Procedure"
remove
and adjust pump compensator pressure".

Steering Circuit Component Repair L6-7

 FIGURE 6-9. PUMP SHAFT SEAL FIGURE 6-10. SHAFT SHAFT SEAL REMOVAL

1. Pump Assembly 3. Retainer Ring

1. Pump Assembly 3. Retainer
2. Shaft Seal 2. Retainer Ring Removal Tool

SHAFT SEAL REPLACEMENT

Occasionally pump leakage occurs around the shaft seal. SEAL INSTALLATION
If the pump produces the correct pressure and flow rates
are within specifications, seal replacement may be the 1. Apply petroleum jelly to new seal prior to
only repair required. Instructions below describe seal installation.
replacement only. If total pump rebuild is necessary, refer
to pump rebuild instructions on the following pages. 2. Carefully slide seal over shaft spines and align
with housing bore.
SEAL REMOVAL 3. Use a seal installation tool (1, Figure 6-11) of the
correct diameter and tap seal into housing until
seated properly.
1. Thoroughly clean outside surface of pump.
2. Drain off excess hydraulic oil from pump suction,
pressure and drain ports.
3. Cap open ports to prevent contamination.
4. Remove shaft seal retainer ring (2, Figure 6-9)
from pump housing.
5. Carefully remove seal (2, Figure 6-9) from pump
housing.
a. Inspect seal bore in housing for damage.
b. Inspect sealing area of shaft for excessive
wear or damage.
c. Inspect shaft spines and remove any sharp
edges which could damage seal during
installation.

FIGURE 6-11. SEAL INSTALLATION

1. Seal Driver 2. Soft- Tipped Mallet

L6-8 Steering Circuit Component Repair

 FIGURE 6-12. PUMP ASSEMBLY

19. Snap Ring

1. Splined Shaft 10. Disc Retainer Clip
20. Shim
2. Seal Retainer Ring 11. Spring
21. Lens Plate
3. Seal 12. Barrel
22. Control Piston Guide
4. Tapered Roller 13. Counter Piston Guide
23. Control Piston
Bearing 14. O-Ring
24. Pin
5. Pump Housing 15. Cover
25. Retaining Plate
6. Pump Housing 16. Washer
26. Ball
7. Spring 17. Tapered Roller Bearing
27. Cradle Bearing
8. Counter Piston 18. Shim
9. Piston

Steering Circuit Component Repair L6-9

 FIGURE 6-13. CONTROL VALVE REMOVAL FIGURE 6-15. COVER REMOVAL
1. Pump Cover 3. Control Valve
1. Cover Assembly 2. Pump housing
Assembly
2. Socket Heat Capasrews

PUMP DISASSEMBLY

NOTE : No special tolls are required for pump

disassembly except metric Allen wrenches.
1. Drain trapped oil from pump ports. Thoroughly
clean the outside surface of pump.
2. Setup pump on workbench fixture if available.
3. Remove four socket head cap screws (2, Figure
6-13) and remove compensator control valve
assembly (3).
Pump end cover is under spring pressure. Press down
on end cover while removing cover retaining socket
head cap screws during the next step.
5. Remove socket head screws (3) securing cover
assembly to housing.
6. Lift cover assembly (1,Figure 6-15) until all parts
are clear of housing. Set cover assembly aside.
7. Remove tapered roller bearing (1. figure 6-16) and
Shims (2).

4. Mark cover and pump housing with a marker or

punch as shown in Figure 6-14 for alignment of
parts during reassembly. Also mark the pressure
and suction ports.

FIGURE 6-16 BEARING & SHIM REMOVAL

FIGURE 6-14. COVER REMOVAL
1. Tapered Roller Bearing 2. Shims
1. Cover assembly 3. Socket Head
2. Alignment Mark Cap screws

L6-10 Steering Circuit Component Repair

 FIGURE 6-17. ROTARY GROUP REMOVAL FIGURE 6-19. FRONT BEARING RACE
1. Pump Housing 2.Rotary Group Assembly REMOVAL
1. Bearing Puller 2. Pump Housing

11. Using a bearing puller (1, Figure 16-19), remove

8. Remove pump housing from fixture and lay
horizontally on work bench.
9. Remove rotary group assembly (2, Figure 6-17)
and shaft from pump housing (1).
10. Remove and discard O-ring (3, Figure 6-10) and
bearing shells (2). Set pump housing back in
fixture.
outer race of front tapered roller bearing from
pump housing.
12. Carefully insert a screwdriver or similar tool under
the control lens plate (1, Figure 6-20) and lift it
off the Cover (2). Note dowel pin in cove used to
position lens plate.
13. Remove and discard the four O-rings (3) from
cover mounting cap screw holes

FIGURE 6-20. FRONT BEARING RACE

FIGURE 6-18. BEARING SHELL REMOVAL REMOVAL
1. Pump Housing 3. O-Ring 1. Lens Plate 3. O-Ring
2. Bearing Shell 2. Cover

Steering Circuit Component Repair L6-11

 FIGURE 6-21. REAR BEARING RACE FIGURE 6-23. SHAFT REMOVAL
REMOVAL 1. Rotating Assembly 2. Shaft
1. Cover 2. Bearing Puller

14. Setup bearing puller tool (2, Figure 6-21) on cover

and remove rear bearing outer race from cover
bore.

15. If necessary, the control piston and counter

piston guides may be removed (Figure 6-22)

16. Remove the shaft (2, Figure 6-23) from the

rotating assembly.

17. Lift pistons, ball and retaining plate from barrel.

18. Remove ball (1, Figure 6-25).

FIGURE 6-24. PISTON ASSEMBLY REMOVAL
19. Remove plugs from pump housing and cover.
1. Retaining Plate 3. Barrel
2. Piston
The pump disassembly is complete. Inspect all parts
prior to reassembly.

FIGURE 6-25. BALL REMOVAL

FIGURE 6-22. PISTON GUIDE REMOVAL 1. Ball 2. Barrel
1. Pump Cover 3. Counter Piston
2. Control Piston Guide Inspection
Guide
Thoroughly clean and dry all parts prior to inspection.

L6-12 Steering Circuit Component Repair

 FIGURE 6-26. LAPPING CRADLE ASSEMBLY FIGURE 6-28. CHECKING PISTON FIT
1. Cover 3.Control Piston
1. Cradle Assembly 3. Lapping Tool
2. Counter piston
2. Piston Running Area
4. Check fit of control piston (3, Figure 6-28) and
counter piston (2) in the piston guides If
excessive wear or resistance is evident the
1. Inspect pistons and mating piston shoe running pistons and guides should be replaced
area of the cradle assembly; no scratches or
surface imperfections are allowable.

2. If necessary, lap cradle as shown in Figure 6-26.

3. Inspect mating surfaces of barrel and lens plate

and lap if necessary as shown in Figure 6-27.

FIGURE 6-27. LAPPING LENS PLATE / BARREL

1. Barrel 2. Lens Plate

Steering Circuit Component Repair L6-13

PUMP ASSEMBLY

Prior to pump assembly, the bearing shim thickness must

be determined to provide the proper preload on the shaft
bearings.

Bearing Shim Requirement

1. Install shaft bearing outer races in the pump
housing and cover.
2. Setup the pump housing vertically in the rebuild
fixture.
3. Install the bearing cones on the shaft without a
spacer shim insert assembly in to bearing cup
in pump housing.
4. Place cover over upper bearing and hold in place
with two head cap screws. Reposition pump with
the shaft vertical, splinted end on top.
5. Using a soft tipped mallet, tap the shaft to seat
the bearing in the pump housing. FIGURE 6-30. CRADLE LUBRICATION GROOVES

6. Setup a dial indicator as shown Figure 6-29 to 1. Cradle 3. Suction Side

measure end play of shaft. 2. Pressure Side Groove

a. Zero the dial Indicator.

b. Using pliers, pry the shaft upwards and record
dial indicator reading. Assembly

7. Determines shim thickness required to provide
from 0.00 to 0.002 in. (0.00 to 0.05 mm) preload.
(Shim thickness should equal end play
measurement or may range up to a maximum
0.002 in. (0.05 mm) less than end play
measurement.)
1. Install cradle bearings into housing being certain
they are properly seated.
2. Inspect cradle lubrication holes for obstructions.
3. Install cradle; position the large lubricator groove
(2,Figure 6-30) to the pressure of the housing.

8. Remove cover cap screws, cover, and rear 4. Check to be certain cradle rocks smoothly in
bearing cone. the bearings.
5. Apply a liberal amount of hydraulic oil to lubricate
the piston sliding surface of the cradle.
6. Assemble the rotary group- piston set, retaining
plate and ball, and insert in barrel. Be certain
pistons operate freely in barrel bores.
7. With the pump housing horizontal on the
workbench, slide the rotary group over the shaft
and into the pump housing
8. Set up the pump vertically in the rebuild fixture

FIGURE 6-29. MEASURING SHAFT ENDPLAY

1. Dial Indicator 3. Pump housing & shaft
2. Pliers assembled without shim

L6-14 Steering Circuit Component Repair

 FIGURE 6-33. INSTALLING COVER ASSEMBLY
FIGURE 6-31. BEARING INSTALLATION 1. Cover Assembly 2. Pump Housing
1. Bearing Cone 3. O-Ring
2. Shim
13. Carefully lift the cover assembly (1, Figure 6-33).
Turn it over and while aligning the counter piston
and spring with its guide, lower onto housing
9. Install the bearing spacer shim (2, Figure 6-31)
determined previously and the (3) and insert in 14. While applying steady pressure to cover to
groove. compress the piston spring, install and tighten
the four cover retaining cap screw.
10. Insert the counter piston and spring into position
in the pump housing. 15. Install all plugs in pump housing and cover using
Loctite Tm No. 601 or equivalent (Figure 6-34).
11. Apply petroleum jelly to the lens plate. Note
position of slots as show in Figure 6-32 and
position over locating dowel pin in cover.

12. Grease and install O-rings (3) at cover mounting

cap screw holes. Be certain control piston is
installed.

FIGURE 6-32. LENS PLATE INSTALLATION FIGURE 6-34. PLUG INSTALLATION

1. Lens plate 3. O-Ring 1. Cover 2.Plug
2. Counter Piston Location

Steering Circuit Component Repair L6-15

CONTROL (COMPENSATOR) VALVE
The control valve (also referred to as compensator valve)
contains two spool assemblies. The large spool controls
pump pressure. The smaller spool controls pump flow in
some pump models, however this spool is not functional
in this model pump.
A seal kit is available for repairing leakage problems or
for use when disassembling the control valve for inspection
and / or cleaning. Always install new seals when the
valve is re-assembled.
NOTE : Metric wrenches are required for control valve
disassembly.

FIGURE 6-36. CONTROL VALVE REMOVAL

1. Cover 3. Control Valve

2. Socket Head Capscrew Assembly

Disassembly
1. Remove socket head cap crews (2, Figure 6-36)
securing control valve assembly (3) to pump cover.
2. Setup control valve in bench vise for disassembly.
Remove O-ring (2, Figure 6-37) and discard.
3. Remove caps (1, Figure 6-35) and cap seals (2).

FIGURE 6-35. CONTROL VALVE ASSEMBLY

1. Cap 5. O-Ring
2. Seal 6. Plug FIGURE 6-37. PROT O-RING SEALS
3. Jam Nut 7. Cap screw 1. Control Valve 2. O-Rings
4. Adjusting Screw 8. Plug

L6-16 Steering Circuit Component Repair

 FIGURE 6-38. PRESSURE CONTROL FIGURE 6-40. SPRING & SPRING CUP
DISASSEMBLY 1. Plug 3. Spring
2. Spring Cup
1. Plug 3. Adjusting Screw
2. Jam Nut 4. Flow Control

7. Remove spring (3, Figure 6-40) and spring cup

(2) from plug (1).
8. Remove spool plugs (2, Figure 6-41) from valve
4. Loosen jam nut (2, Figure 6-38) on pressure
body (1).
control. Remove adjusting screw (3).

5. Remove plug (1) and spring

6. Remove disk (2, Figure 6-39).

FIGURE 6-39. DISK REMOVAL

1. Valve body Disk 2.Spring Compression FIGURE 6-41. PLUG REMOVAL
1. Valve Body 2. Plugs

Steering Circuit Component Repair L6-17

 FIGURE 6-42. CHECKING SPOOL MOVEMENT FIGURE 6-43. ORIFICE INSPECTION

1. Valve Body 2. Spool 1. Control Valve Body 3. Pressure

2. Flow Control Orifice Control Orifice

9. Carefully slide out of housing bore.

Assembly
10. Repeat steps 4 through 9to disassemble the flow
control components.
After all parts are thoroughly cleaned and Inspected, re-
assemble the control valve components in reverse order.
Inspection Lubricate parts with hydraulic oil and install new seals
and O-ring as required.
1. Thoroughly clean and dry all components.
Note : Reassemble the flow control spool components
2. Inspect spools and mating housing bores for
and tighten the adjustment screw to lightly compress
scratches or other damage that could cause
the spring. As this section of the valve is not functional
internal leakage. Place spools in bores and check
on this model pump, no adjustment is required.
for free movement (figure 6-42). Inspect internal
spool passages for blockage. Refer to "Hydraulic Check - Out Procedure" for
3. Inspect flow control (2, Figure 6-43) and pressure compensator pressure control adjustment.
control (3) orifices for obstructions. Blow out
passages with compressed air.

L6-18 Steering Circuit Component Repair

 HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION
CIRCUIT OPERATION
Flow from the shaft end cartridge of the tandem pump enters
the hoist valve inlet port. Return oil flows from the open
center hoist valve to the hydraulic filter (s). At the hydraulic
filter (s), oil is combined with flow from the cover end
cartridge of the tandem pump and routed to the heat
exchanger to remove heat generated during retarding or
service brake application. This combined oil supply is routed
to the rear brakes for cooling and returned to tank. A ported
to this cooled oil is supplied to the brake / steering pump.
When the body is on the frame, empty or loaded, the
hoist valve spool should be in the "float" position. Both
"extend" and "retract" sides of the hoist cylinders are
open to tank, and the frame is carrying all the load.
HOIST VALVE
The hoist valve is controlled by pilot pressure from the
hoist pilot control valve in the Auxiliary Manifold and orifice
check valves located in the pressure lines and hoist up /
return line.
If the operator selects "Raise" to raise the dump body,
pilot pressure from the Auxiliary Manifold repositions the
spool in the hoist valve to direct oil flow through the over
center valve to the hoist cylinder "Raise" ports. An internal
relief valve (in the hoist valve) is adjusted to limit maximum
hoist pressure to 2750 psi (19.3 Mpa).
FIGURE 7-1. HOIST VALVE
Hoist Circuit Operation and Component Description
The load can be held in position by placing the hoist
valve in "Hold" when the operator releases the hoist lever.
The hoist valve will go to the "Hold" position when pilot
pressure is removed and the internal spring and detent
assembly repositions the spool to block oil flow to and
from the hoist cylinders and tank return. An internal load
check valve is used to hold pressure in the hoist cylinders
if the operator selects the "Raise" position after the valve
has been in the "Hold" position. The check valve allows
the pump to attain a pressure equal to or greater than
the pressure in the hoist cylinders to prevent the body
form dropping as the spool is shifted from the "Hold" to
"Raise" position.
To lower the dump body, the operator selects the "Power
Down" position which directs pilot pressure to the opposite
end of the hoist valves spool. Oil then flows to the annulus
area of the hoist cylinders to cause them to retract.
Maximum "Power Down" pressure is limited to 1000 psi
(6.9 Mpa) by the adjustment on the end of the valve.
After the body has started to descend, the operator can
select the "Float" position by releasing the hoist lever.
And allows the internal spring and detent assembly to
reposition the spool to allow oil to return from the hoist
cylinders to the tank.
L7-1
AUXILIARY MANIFOLD
The Auxiliary Manifold, to the rear of the fuel tank, provides
several system functions. Oil flows from the brake /
steering pump to the manifold inlet and provides 2750
psi (19.0 Mpa) oil pressure to the parking brake solenoid.
When the solenoid is energized, oil flows to the parking
brake actuator to release the spring applied parking
brake. A switch monitoring this oil pressure illuminates
a warning lamp on the instrument panel to indicate the
parking brake is applied. A second pressure switch
monitoring pump oil pressure illuminates the Emergency
Steering warning light and horn if pressure decreases to
1800 psi (12.4 Mpa).
Oil for the hoist pilot circuit flows through a pressure
reducing valve to reduce the pressure from 2750 psi (19.0
Mpa) to 125 psi (862 kpa).
When the operator selects the "Raise" position on the
hoist lever, a switch energizes the "Up" solenoid shifting
the hoist pilot control valve spool to direct oil to the hoist
valve and move the spool to the "Raise" position. When
the operator selects "Power Down", the "Down" solenoid
is energized to direct oil to the opposite end of the hoist
valve spool.
FIGURE 7-2. AUXILARY MANIFOLD
L7-2 Hoist Circuit Operation and Component Description
OVER CENTER VALVE
The over center valve is located on the final drive frame
cross tube. This valve provides a "cushion" of oil in the
hoist cylinder annular area to prevent damage to the
cylinders as they approach maximum extension and the
weight of the load is at the rear of the dump body.
There are no serviceable parts in the over center valve. If
the valve is defective, it must be replaced.
HOIST CYLINDERS
Tow stage, double acting cylinders with sealed stages
raise and lower the body. Hoist circuit oil enters and leaves
the cylinders at the extend ("EXT") port and flows through
a tube in the second stage to extend the hoist cylinder.
When in "Power down", oil enters and leaves the
cylinders at the retract ("RET") port and flows between
the hoist oil tube and inside of the second stage. Orifices
in the first and second stage tubes stage. Orifices in the
first and second stage tubes direct oil to the annular
area to retract the cylinders.
CHECK VALVES
Three orifice check valves are used in the hoist circuit.
Their purpose is to restrict oil flow during body down
operation and eliminate the possibility of high oil pressure
surges in the hydraulic system.
Two of the check valves are located in the "power up"
and "power down" pilot lines in circuit between the
auxiliary manifold and the hoist valve.
A third check valves is located in the hoist up/ return line
which is attached to a junction block mounted to the
final drive frame cross tube.
When the operator raises the body, hydraulic oil will unseat
the check valves and allow unrestricted flow of oil to the
hoist cylinders. When hoist down is selected the check
valves in the pilot lines will close sending oil flow through
0.040 in. (1.016 mm) orifice. The orifice will restrict oil
flow, slowing down the movement of the hoist spool valve
and allowing hydraulic oil to drain slowly back to tank.
The check valve in the hoist up / return line will close
during "power down". Oil will flow through a .375 (9.525
mm) orifice. This will restrict oil flow back to tank to tank
and allow the body to lower at a slower rate of speed.
 HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE
Installation
Removal
1. Position hoist valve (4, Figure 8-1) on tank
1. Be certain the engine is shut down and the key mounts. Install mount cap screws and lock
switch has been "off" for at least 90 seconds to washers (3). Tighten to standard torque.
allow the steering accumulator to automatically
bleed down. Open the brake accumulator bleed 2. Remove caps and connect all hoses using new
down valves on the Low Brake Pressure Detection O-rings at split flange clamp connection. Tighter
Module and bleed the pressure from the brake cap screws to standard torque.
accumulators. Close the valves after pressure had 3. Tighten vent plugs on top of tank. Refill hydraulic
been released. tank as required.
2. Loosen vent plugs above suction and return tubes 4. Refer to "Hoist Circuit Checkout" procedure for
on hydraulic tank. power down and hoist pressure relies settings.
3. Clean dirt accumulation from the area of the hoist
valve.
4. Remove all hoses connected to hoist valve (4,
Figure 8-1). Cap all lines and valve ports to prevent
contamination.
5. Remove cap screws and lock washers (3).
Remove valve from mount on fuel tank.

FIGURE 8-2. HOIST VALVE

FIGURE 8-1. HOIST VALVE INSTALLATION 1. Socket Head 3. "Power Down" Pressure
Cap screw & Washer Adjustment
1. Fuel Tank 4. Hoist Valve 2. Socket Head 4. Hoist Circuit Pressure
2. Auxiliary Manifold 5. Check Valve Cap screws & Washer Relief Adjustment
3. Cap screw & 5. Hoist Pressure Test Port
Lock washers
Hoist Circuit Component repair
Disassembly
NOTE : The valve body and spool are matched. If at
disassembly, one is found damaged, both must be
replaced.
1. Remove socket head cap screws (1, Figure 8-
2). Remove cover (1, Figure 8-3), space (2), and
O-ring (3).
2. Remove socket head cap screws and remove
detent housing (17).
3. Hold cap (9) and unscrew detent socket (11).
4. Remove centering spring (8), spring guides (7)
plate (6), and O-rings (5 & 26).
5. Pull valve spool assembly out of valve body from
spring cover end.
6. Hold spool to prevent damage to O.D. surface.
Unscrew cap (1, Figure 8-4), remove spring (2)
and load check valve (3).
7. Remove plug (5) and discard O-ring (4).
8. Depress cap nut (19, Figure 8-3), remove snap
ring (22). When spring tension is released, eleven
detent balls (14) will be released from between
ball retainers.
9. Remove spring (16), spring retainer retainer (25),
sleeve (13) and ball retainers (12) housing (17).
10. Remove relief valve cap nut (27), jam nut, washers
(29) and adjusting screw (28).
11. Remove spring (32) and pop pet (33) from cap
(30).
12. Remove cap (30) and pilot seat (35).

FIGURE 8-3. HOIST VALVE ASSEMBLY

1. Cover 11. Detent Socket 23. O-Ring 35. Pilot Seat
2. Plate 12. Ball Retainer 24. Adjusting Screw 36. Spacer
3. O-Ring 13. Sleeve 25. Spring Retainer 37. Spring
4. Spool Assembly 14. Ball 26. O-Ring 38. Pop pet
5. O-Ring 15. Detent 27. Cap Nut 39. Seat
6. Plate 16. Spring 28. Adjusting Screw 40. O-Ring
7. Spring Guide 17. Housing 29. Washer 41. Cap
8. Spring 18. Jam Nut 30. Relief Cap
9. Cap 19. Cap Nut 31. O-Ring
10. Roll Pin 20. Washer 32. Spring
21. Plug 33. Pop pet
22. Snap Ring 34. O-Ring

L8-2 Hoist Circuit Component Repair

 FIGURE 8-4. HOIST VALVE SPOOL ASSEMBLY
1. Cap 2. Spring 3. Load Check Valve
13. Remove spacer (36), spring (37) and relief pop
pet (38).
14. Remove plug (40) and seat (39).
Assembly
1. Inspect all components, replace damaged parts
as necessary. If spool or main housing is
damaged, both must be replaced as they are a
matched set.
2. Install new O-rings as valve components are
assembled.
3. Install relief seat (39, Figure 8-3), O-ring (40) and
cap (41).
4. Install relief pop pet (38), spring (37), spacer (36),
pilot seat (35), O-ring (31) and cap (30).
5. Install pop pet (33), spring (32) and adjusting
screw (28) into cap.
6. Install washers (29), jam nut and cap nut (27).
Screw adjusting screw in to plug enough to just
bottom on pilot pin spring. Final adjustment will be
made when valve is mounted on truck.
7. Insert load check valve (3, Figure 8-4), spring (2)
and cap (1) in valve spool.
Hoist Circuit Component Repair
4. O-ring 5. Cap
8. Install O-ring (4) and plug (5) in other end of spool.
9. Lubricate spool and carefully slide spool in valve
body.
10. Place O-ring, (5, Figure 8-3) plate (6), spring
guide (7), and spring (8) on cap(9).
11. Support spool to prevent it from sliding out of
valve body. Install remaining spring guide (7) and
detent socket (11).
12. Compress spring and screw detent socket (11)
into cap. Place one drop of medium strength
Loctite to threads of detent socket (11) before
placing into cap (9).
13. Position O-ring (26)and housing (17) over
centering spring. Install socket head cap screws
and lock washers. Tighten to 10 ft. lbs. (13.8
N.m) torque.
14. Install ball retainer (12), balls (14), remaining ball
retainer, sleeve (13), spring retainer (25) and
spring (16) in housing (17).
15. Install new O-ring (23) on plug (21).
16. Insert plug in housing, compress spring and insert
snap ring (22).
17. Install power down adjustment screw (24),
washers (20), jam nut (18) and cap nut (19).
18. Adjustment of power down will be made after valve
is installed on truck.
19. Install O-ring (3), plate (2) and end cap (1). Install
socket head cap screws and washers. Tighten
cap screws to 10 ft. lbs. (13.8 N.m) torque.
L8-3
HOIST CYLINDER

Removal

1. Be certain the engine is shut down and the key

switch has been "off" for at least 90 seconds to
allow the steering accumulator to automatically
bleed down.
2. Be sure body is on frame and hoist valve spool is
in "float" position.
3. Mark hose to cylinder port location on bottom of
cylinder.
4. Disconnect hoses and plug lines to prevent
contamination.
5. Remove nut (2, Figure 8-5) and cap screw (1)
from pin (3) on upper mount.
6. Remove cap screws (7), lock washers (8), and
retainer plate (6) from lower mount.
7. Attach lifting device and support hoist cylinder.
8. Remove upper mount pin (3).
9. Move cylinder out of body mount ears and slide
off lower frame mount.

Installation
1. Raise cylinder, slide cylinder onto lower mount.
2. Move cylinder between upper mount ears. Install
upper pin (3,Figure 8-5).
3. Install cap screw (1) and nut (2).
4. Install retainer plate (6), lock washer (8) and cap
screws (7). Tighten to standard torque.
5. Connect hoses to proper port on lower cylinder
eye.

FIGURE 8-5. HOIST CYLINDER INSTALLATION

1. Cap screw 5. Bearing

2. Nut 6. Retainer Plate
3. Pin 7. Cap screw
4. Snap Ring 8. Lock washer

L8-4 Hoist Circuit Component Repair

 FIGURE 8-6. HOIST
CYLINDER ASSEMBLY
1. Cap screw
2. Flat washer
3. Bearing Retainer
4. Housing
5. Tube
6. Tube
7. Bearing
8. Buffer Seal
9. Rod Seal
10. Rod Wiper
11. Rod Wiper
12. Rod Seal
13. Buffer Seal
14. Bearing
15. Backup Ring
16. O-Ring
17. Cap screw
18. Flat washer
19. Bearing
20. Seal
21. Bearing

Hoist Circuit Component Repair L8-5

Disassembly
1. Remove cap screws (1, Figure 8-6) and flat
washers (2) securing bearing retainer (3) to
housing (4).
2. Pull housing (4) from tube (5) and rod eye tube
(6).
3. Remove cap screws (17), flat washers (18) and
rod bearing retainer (22) from tube (6).
4. Pull tube (5) and bearing retainer (3) from rod (6).
5. Remove all seals, bearings, O-Ring and wipers.
Cleaning and Inspection
NOTE : Use only clean solvent, lint free wiping cloth,
and dry, filtered compressed air when cleaning and
handling hydraulic cylinders. Immediately after cleaning
and inspection, coat all surfaces with clean Type C-4
hydraulic oil.
1. Remove and discard all seals and O-rings.
2. Thoroughly clean and dry all parts.
3. Visually inspect parts for damage or excessive
wear.
4. If cylinder bores and plated surfaces are
excessively worn or grooved, the cylinder parts
must be replaced or related and machined to
original specifications. For assistance on wear
limits and specifications, contact your DUMPER
Distributor.
Assembly
1. Install bearing (14, Figure 8-6), buffer seal (13),
rod seal (12) and wiper (11) in bearing retainer
(3). Lip of buffer seal and rod seal point toward
bearing. Lip of wiper points away from bearing.
2. Install O-ring (16) and backup ring (15) on retainer
with backup ring toward bolt flange.
3. Install bearing (7), buffer seal (8), rod seal (9)
and wiper (10) in tube (5). Lip of buffer seal and
rod seal point toward bearing. Lip of wiper points
away from bearing.
4. Lightly coat all seals and bearings with hydraulic
oil.
5. Position bearing retainer (3) on tube (5). Slide
tube onto rod eye tube (6).
L8-6 Hoist Circuit Component Repair
6. Install bearings (19) and seal (20) on bearing
retainer (22).
7. Install bearing retainer (22) into tube (5) and over
end of rod (6).
8. Install cap screws (17) and flat washers (18).
Tighten to standard torque.
9. Install bearings (21) on tube (5). Slide housing
over tube. Install gland (3), cap screws (1) and
washers (2) to housing (3). Tighten to standard
torque.
10. If test equipment is available for testing after
assembly, the following values should be present:
… Extended at 2500 psi (17 238 kPa), leakage
at "RET" port should not exceed 20 cu. In.
(321) per minute.
… Retracted at 2500 psi (17 238 kPa), leakage
at "EXT" port should not exceed 40 cu. In.
(0.64 l) per minute.
11. Plug ports at rod eye to prevent contamination
during handling of cylinder.
Hoist Cylinder Mounting Bearing Replacement
The following procedure is applicable to either end of
cylinder:
1. Remove one snap ring (4, Figure 8-5) retaining
bearing (5).
2. Remove bearing.
3. Repeat Steps 1 and 2 for other bearing.
4. Inspect bearing bores, pin and lower frame mount
for damage.
5. Press spherical bearing (5) into bore of cylinder
eye.
6. Install snap ring (4).
7. Repeat Steps 5 and 6 for other end.
 HYDRAULIC CHECK- OUT PROCEDURE
GENERAL INFORMATION
The hydraulic check-out procedure is intended to help
the technician to check, adjust, and diagnose problems
in the steering and hoist circuits. The technician 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 components.
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.
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT
PROCEDURE
The steering circuit hydraulic pressure is supplied from
the piston pump and steering accumulator. Some steering
system problems, such as spongy or slow steering or
abnormal operation of the "Low Steering Pressure"
warning light can sometimes be traced to internal leakage
of steering components. If internal leakage is suspected,
refer to "Steering Circuit 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 removing the brake supply line from the distribution
manifold to the brake accumulators (see WARNING)
plug the brake supply lines and cap the ports in the
distribution manifold to prevent high pressure leakage.
Hydraulic Check-out Procedure
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 his type of injury is not
received immediately.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or installing
test gauges, Always bleed down hydraulic steering
accumulator.
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 move - ment
should occur.
INITIAL SYSTEM SET-UP
Accumulator and Piston Pump Checks
The following equipment will be necessary to properly
check - out the hydraulic steering circuit
a. Hydraulic schematic, refer to Section "R"
b. Two 0-5000 psi (0-35 000 kpa) range calibrated
pressure gauges and hoses.
c. Accumulator charging kit with gauges and dry
nitrogen
d. One oz/ ml graduated container.
NOTE : The following procedures may be easier if the
gauges are connected such that they can be read in the
cab or where the technician can communicate with person
operating the controls.
Prior to checking the steering system, the hydraulic
steering and brake systems must have the correct
accumulator precharge and be up to normal operating
temperatures. Also prior to checking the system make
sure the parking brake is properly adjusted. Refer to
Parking Brake Sdjustment, Section “J” with the brake
system functioning properly and the parking brake on.
Proceed as follows:
L10-1
NOTE : Always allow nitrogen gas temperature to
approach ambient temperatures before completing
precharge procedure. For best results, charge
accumulator in the ambient temperature conditions in
which the truck will be operating
1. Shut down engine and turn key switch off. Wait 90
seconds for the steering accumulator to
completely bleed down before opening circuits
to take measurements, to make repairs, or to
install or remove a gaug.
Be sure steering accumulator oil pressure has been
bled down. Turn the steering wheel; the wheels should
not move if all oil pressure has been relieved.
2. Check hydraulic oil level in tank, add if required.
3. Check nitrogen charge pressure in steering
accumulator before preceding. (Follow the
accumulator nitrogen service procedure in this
Section.)
* Record pressure reading on data sheet.
4. Install a reliable 5000 psi (35 000 kpa) minimum
pressure gauge at the pressure tap (2, Figure
10-1) on the brake manifold.
5. Install a reliable 5000 psi (35 000 kpa) minimum
pressure gauge at the pressure tap (1, Figure
10-2) on the piston pump.
6. Start engine and cycle the oil through the circuits
to bring the oil temperature up to normal operating
temperature. Steer slowly both left and right
several times to stabilize the steering circuit
temperatures (both nitrogen and oil).
FIGURE 10-1 BRAKE MANIFOLD
1. Brake Manifold 2. Pressure tap
L10-2 Hydraulic Check-out Procedure
7. The pressure gauge on the piston pump should
indicate 2750 ± 50 psi (18 901 ± 345 kPa) at
1500 rpm.
* Record pressure reading in data sheet.
8. If pressure is not correct, adjust as follows:
a. Shut down engine and turn key switch off.
Wait 90 seconds for the steering accumulator
to completely bleed down before opening
circuits to take measurements, to make
repairs, or to install or remove a gauge
b. Loosen jam nut, turn adjusting screw (3)
clock wise to increase pressure or
counterclockwise to decrease pressure.
Tighten jam nut.
c. Continue checking and adjusting until correct
pressure is obtained.
NOTE: If the piston pump pressure or volume is low,
check charge pressure at port (2). Pressure should be
greater than 10 psi (69 kpa) at high idle.
9. Shut down engine and turn key switch off. Wait
90 seconds, then observe the brake manifold
pressure gauge. It should indicate zero pressure.
10. Start the engine. Immediately after starting,
check brake manifold pressure gauge. It will
quickly build to nitrogen pressure of
approximately 1050 psi (7240 kPa), pause
momentarily, and then increase to the adjusted
steering pressure of 2750 ± 50 psi (18961± 345
kPa).
* Record pressure reading on data sheet.
FIGURE 10-2 PISTON PUMP
1. High Pressure Tap 3. Adjusting Screw
2. Charge Pressure 4. Alien Wrench
 11. Shut down engine and turn key switch off. Wait
90 seconds for steering accumulator to bleed
down.
12. Remove pressure gauge from piston pump.
Steering Valve Leakage Check
Never shut off key switch to activate accumulator
bleed down or turn the steering wheel when steering
return lines or ports are open. Return port will see
accumulator oil flow during the bleed down cycle or
turning of the steering wheel.
13. Disconnect steering valve return hose at steering
valve and cap hose.
14. Install a hose into return port of steering valve
and place other end into a suitable measuring
container.
15. Start engine and allow steering pressure to
stabilize.
Never shut off key switch to activate accumulator
bleed down or turn the steering wheel when steering
return lines or ports are open. Return port will see
accumulator oil flow during the bleed down cycle or
turning of the steering wheel.
16.Shut down engine, leave key switch in the run
position.
17.Record the system volume loss from the steering
valve. Maximum leakage should not exceed
111oz/ 10 min (3.31/10min).
* Record on data sheet.
18.If leakage is within specifications, go to step 20.
if leakage is excessive, go to step 19.
19.If excessive leakage from the control valve is
found:
a. Connect return hose back to the steering
valve.
b. Turn key switch off and wait 90 seconds for
steering accumulator to bleed down.
Hydraulic Check-out Procedure
c. Inspect steering linkage for binding. This may
cause the steering control valve to be held in
an open position. If this occurs, the allowable
leakage will be greatly affected.
d. Start engine and turn steering wheel to allow
valve to recenter itself again.
e. Shut down engine and turn key switch off,
wait 90 seconds for steering accumulator to
bleed down.
f. Check leakage rate again, starting at Step
13. if leakage is still excessive, rebuild unit
according to the instructions in this Section
20. Connect return hose to steering control valve.
21. Turn key switch off to bleed down accumulator.
Steering Cylinder Leakage Check
22. Start engine and turn steering wheel to full lock.
23. Shut down engine and turn key switch off, wait
90 seconds for steering accumulator to bleed
down.
24. Remove hose on left steering cylinder on the end
near the frame attachment point. Plug hose end
to prevent high pressure leakage.
25. Start engine and hold pressure on steering wheel
against left lock to pressurize the end of the
steering cylinder still connected to the truck.
26. Measure cylinder leakage at the open steering
cylinder port while holding steering wheel against
left lock.
27. Maximum cylinder leakage must not exceed 0.6
oz/ min (17.7 ml / min).
* Record leakage on data sheet.
28. Shut down engine and turn key switch off, wait
90 seconds for steering accumulator to bleed
down. Reconnect hose to steering cylinder.
29. Repeat procedure for the right steering cylinder
while holding pressure on the steering wheel
against the right lock.
30. If the steering cylinders have excessive leakage,
they must be repaired or replaced.
31. Check hydraulic oil level in tank, add if required.
L10-3
 TROUBLESHOOTING CHART

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: Slow Steering, Hard Steering or Loss of Power Assist

Overloaded Steering Axle. Reduce Axle loading.

Piston pump pressure lower than specified. Adjust pump pressure. See "Steering Circuit Check-Out
Procedure".
Worn or malfunctioning pump. Replace pump.
Restricted inlet screens in piston pump or steering valve. Clean or replace screens.

TROUBLE: Drift - Truck Veers Slowly in one Direction.

Rod end of cylinder slowly extends without turning the
A small rate of extension may be normal on a closed
steering wheel.
center system.
Worn or damaged steering linkage.
Replace linkage and check alignment or toe-in of the
front wheels.
TROUBLE: Wander - Truck Will Not Stay In Straight Line.
Air in system due to low level, pump cavitations, Correct oil supply problem and / or oil leakage.
leaking fitting, pinched hoses, etc.
Repair or replace defective components.
Loose cylinder piston.
Broken centering springs (Steering Valve) Replace centering springs.

Worn mechanical linkage. Repair or replace.

Bent linkage or cylinder rod. Repair or replace defective components.
Severe wear in steering control valve. Repair steering control valve

TROUBLE: Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered Wheels
Leakage of cylinder piston seals. Replace seals.
Worn steering control valve. Repair or replace steering control valve.

TROUBLE: Spongy or Soft Steering

Service hydraulic tank and check for leakage.
Low oil level.
Bleed air from system. Placing port on top of cylinder
Air in hydraulic system. Most likely air trapped in cylinders will help avoid trapping air.
or lines.

TROUBLE : Erratic Steering

Air in system due to low oil level, cavitations pump, leaky Correct condition and add oil as necessary.
fittings, pinched house, etc.
Loose piston in steering cylinder.
Repair replace cylinder.

L10-4 Hydraulic Check-out Procedure

 TROUBLESHOOTING CHART (Continued)

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the Front
Wheels
Repair or replace steering column.
Lower splines of column may be disengaged or damaged.

No flow to steering control valve can be caused by: 1. Add oil and check for leakage.

1. Low oil level. 2. Replace hose

2. Ruptured hose. 3. Replace drive pin.

3. Broken gerotor drive pin.

TROUBLE : Excessive Free Play at Steered Wheels Check for loose fitting bearings at anchor points in steering
Broken or worn linkage between cylinder and steered linkage between cylinder and steered wheels.
wheels.

Leaky cylinder seals.

Remove and replace cylinder seals.

TROUBLE : Binding or Poor Centering of Streered Wheels

Binding or misalignment in steering column or splined
input connection.
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 (units over 15 inch).
Severe wear and / or broken pin.
Align column pilot and saline to steering control unit.
Reduce restriction in the lines or circuit by removing
obstruction or pinched lines, etc.
Clean the steering control valve and filter the oil. If another
component has malfunctioned generation contaminating
materials, flush the entire hydraulic system.
Clean the steering control valve.
Check hydraulic power supply.
Replace the steering control valve.

TROUBLE: Steering Wheel Oscillates or Turns By Itself

Lines connected to wrong ports. Check line routing and connections.

Parts assembled wrong. Steering control valve improperly Reassemble correctly and retime control valve.
timed.

TROUBLE : Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel

Lines connected to wrong cylinder ports. Check proper line connections.

Hydraulic Check-out Procedure L10-5

HOIST CIRCUIT CHECKOUT &
ADJUSTMENT PROCEDURE
The following equipment be necessary to proper check
the hydraulic hoist circuit.
a. Hydraulic schematic, refer to Section "R"
b. One 0-500 psi (0-3448 kPa) range calibrated
pressure gauge and hose.
c. One 0-5000 psi (0-35 000 kPa) range calibrated
pressure gauge and hoses.
d. One oz / ml graduated container.
NOTE : The following procedures may be easier if the
gauges are connected such that they can be read in the
cab or where the technician can communicate with person
operating the controls.
Auxiliary Valve
Pressure Check
1. Install 0-500 psi (0-3448 kpa) pressure gauge to
pressure tap on auxiliary valve (Figure 10-3).
2. Start engine and operate at low idle.
3. Check hoist valve pilot pressure in "float, power
down, power up and hold" positions. Pressure
should be 125 psi (862 Kpa).
* Record pressure reading on data sheet.
4. To adjust pilot pressure reducing valve, loosen
jam nut on pressure regulator screw and turn
adjusting screw clockwise to increase pressure.
Tighten jam nut.
5. Shut down engine and turn key switch off, wait
90 seconds for steering accumulator to bleed
down.
6. Remove pressure gauge.
L10-6 Hydraulic Check-out Procedure
Leakage Check
Excessive leakage in the auxiliary manifold can affect
the operation of the hoist circuit, park brake circuit, and
other circuits connected to the manifold.
1. Disconnect piston pump vent hose at auxiliary
manifold port and can port at valve to prevent
leakage.
NOTE : Before disconnecting any lines from the suction
line, remove center plug on top of hydraulic tank to
prevent siphoning of the hydraulic oil from the hydraulic
tank. Any time the siphon is broken and oil is drained
from the suction line, the hydraulic tank top cover must
be removed and the suction line filled with clean oil. Also
loosen the cap screws at the pump inlet line to remove
trapped air in the line. This prevents aeration and possible
pump damage during start up.
2. Disconnect auxiliary manifold drain line at hoist
pump suction line and place end in a container
suitable for measuring oil volume.
3. Connect the piston pump vent hose to the hoist
pump suction line in place of the auxiliary
manifold drain line.
4. Start engine and operate at low idle.
5. Measure leakage from open auxiliary manifold
drain line. Maximum leakage is 3.2 oz / min (95
ml/min).
* Record leakage on data sheet.
6. Shut down engine and turn key switch off, wait
90 seconds for steering accumulator to bleed
down.
7. If leakage is within specifications, go to step 11.
if leakage is excessive, go to step 8.
8. Excessive leakage can be caused by the
following:
a. Defective park brake solenoid valve.
b. Defective raise / lower solenoid valve.
c. Defective pressure reducing valve.
d. Defective O- rings.
e. Defective auxiliary valve housing.
9. Remove each component and inspect for
damage, imperfections or defective O- rings.
Repair or replace as necessary.
10. Check for excessive leakage again by starting
at step 5.
11. Connect hoses to original locations.
Checking and Adjusting Hoist System Pressure
Relief Valve
1. Install 0-5000 psi (0-35 000 kPa) pressure gauge
to pressure tap (5, Figure 10-4) on hoist valve.
FIGURE 10-4 HOIST VALVE
1. Cap screw & Washer 4. Hoist Circuit Pressure
2. Cap screw & Washer R e l i e f Va l v e
3. Power Down Pressure Adjustment
Adjustment 5. Hoist Pressure Test
Port
NOTE : If hoist valve assembly or relief valve cartridge
has been replaced or rebuilt, remove relief valve acorn
nut, loosen jam nut and back out adjustment screw.
Before raising body to full up position be sure there is
adequate clearance between body and any overhead
structures or electric power lines.
2. Start engine and allow accumulators to charge.
Raise dump body to full up position. Hold hoist
control valve lever in power "UP" position and
adjust engine speed to 1500 Rpm.
NOTE : Do not hold in power up position any longer than
necessary to obtain an accurate reading and heating of
hydraulic oil may result.
3. pressure gauge should indicate 2750 ± 50 psi
(18 961 ± 345 kPa).
* Record pressure reading on data sheet.
4. If pressure is within specifications, go to step 7.
if pressure is within specifications, go to step 5.
Hydraulic Check-out Procedure
5. Remove acorn nut (4) and loosen jam nut. Turn
relief valve adjusting screw clockwise to increase
pressure or counter clockwise to decrease
pressure.
NOTE : Turning adjusting screw 1/16 of a turn will change
pressure approximately 100 psi (690 kpa).
6. Hold adjusting screw and tighten jam nut. Check
pressure again. Install acorn nut after correct
pressure is obtained.
7. Lower dump body completely.
8. Shut down engine and turn key switch off, wait
90 seconds for steering accumulator to bleed
down.
9. remove pressure gauge from hoist valve.
Checking and Adjusting "Power Down" Pressure
After completing hoist relief valve setting, it is necessary
to adjust power "Down" pressure. This adjustment is
required to provide proper hoist circuit operation.
1. Install 0-5000 psi (0-35 000 kpa) pressure gauge
to test port (5, Figure 10-4) on hoist valve.
2. Start engine and charge accumulator. Move hoist
control lever to power "Down" position and hold
lever in this position. Increase enrine Rpm to high
idle.
Note : Do not hold in power down position any longer
than necessary to obtain an accurate reading. Over
heating of hydraulic oil may result.
3. Pressure gauge should indicate 1000 ± 50 psi
(690 ± 345 kPa).
* Record pressure reading on data sheet.
4. Return engine to low idle and release hoist control
valve lever.
5. Shut down engine and turn key switch off, wait
90 seconds for steering accumulator to bleed
down.
6. If pressure is within specifications, remove
pressure gauge and stop here. If pressure is not
within specifications, go to step 7.
7. Remove acorn nut (3) and loosen jam nut. Turn
adjusting screw in to increase pressure or out to
decrease pressure. Tighten jam nut.
8. Remove steps 2 thru 6 until correct pressure is
obtained. Install acorn nut (3).
L10-7
 TROUBLE SHOOTING CHART FOR HOIST CIRCUIT
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Trouble : Pump Not Delivering Oil

Low oil level. Fill to proper level.

Siphon plugs on hydraulic tank leaking or missing. Tighten or install plugs.

Tank vent breathers restricted. Replace filters.

Pump not priming. Air leak in suction line. Tighten clamp connections.

Check minimum engine low idle speed.

Adjust idle speed, if necessary.

PTO drive inoperable. Inspect Pto drive assembly. Refer to Section "F"

Pump shaft broken. Remove pump and inspect,

Vane (s) stuck in the rotor slot(s). Check pump for free rotation.

Disassemble the pump. Check for dirt or metal chips.

Clean the parts thoroughly and replace any damaged
pieces. If necessary , flush the system and refill it with
clean hydraulic oil. Repair as required.

Driven in the wrong direction of rotation. Pump cartridge installed incorrectly. Disassemble pump
and check cartridge for proper installation according to
drive shaft rotation.
TROUBLE : Slow Hydraulic Functions

Low oil level. Fill to proper level.

Warm oil to normal operating temperature.

Cold oil.

Air leak in suction line. (Foamy oil in tank.) Tighten clamp connections. Check pump shaft seal for
air leak. Replace seal if necessary.

Incorrect oil viscosity. Completely drain hydraulic system. Refill with filtered oil
of proper viscosity.

Slow engine speed. Increase engine speed. Check high idle speed, adjust if
necessary.

Low pilot oil pressure. Check or adjust pilot pressure. (See auxiliary valve
adjustment).

L10-8 Hydraulic Check-out Procedure

 TROUBLESHOOTING CHART (Continued)

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE : Slow Hydraulic Functions (Continued)

Check valves in pilot lines and / or hoist-up / return lines Remove check valves and clean. Be certain valves are
sticking or not install with correct direction of free flow. install with correct direction of free flow.

Hoist valve spool binding. Inspect spool for free movement.

Defective hoist relief valve. Refer to "Checking and Adjusting Hoist System Pressure
Relief Valve", this section.
Remove and inspect relief valve. Repair or replace.

Excess leakage past cylinder seals. Repair cylinder.

Low pump output. Refer to "Checking and Adjusting Hoist System Pressure
Relief Valve", this section. If pressure does not reach
2,750 Psi and oil is not being bypassed at the relief valve,
remove and repair pump.
TROUBLE : Low Lifting Capacity of Hoist Circuit

Low oil level. Fill to proper level.

Excessive load Remove excessive load.

Low pilot oil pressure. Refer to "Hoist Circuit Checkout and Adjustment
Procedure".
Defective hoist relief valve.
Refer to “Checking and Adjusting Hoist System Pressure
Relief Valve.”, this section. Remove and inspect relief
valve. Repair or replace.

Low pump output. Refer to "Checking and Adjusting Hoist System Pressure
Relief Valve". This section. If pressure does not reach
2,500 Psi and oil is not being bypassed at the relief valve,
remove and repair pump.

Excessive leakage around hoist spool valve. Inspect hoist valve. Repair or replace.

Hoist-up / return check valve stuck, orifice restricted or Remove check valve and clean. Inspect for 0.375 in. (9.53
installed backwards. mm) orifice. Replace if necessary. Install check valve
with correct direction of free oil flow.

Pilot line check valves stuck, orifice restricted or installed Remove check valves and clean. Inspect for 0.040 in.
backwards. (1.016 mm) orifice. Replace if necessary. Install check
valves with correct direction of free oil flow.

Hydraulic Check-out Procedure L10-9

 TROUBLESHOOTING CHART (CONTINUED)

POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

TROUBLE: Pump Making Noise

Low oil level. Fill to proper level.

Wrong viscosity oil. Fill with proper oil.

Suction line restricted. Check all strainers and filters for dirt and sludge. Clean if
necessary.
Suction line air leak.
Inspect inlet hose and fittings.
Pump drive speed too slow or too fast.
Check and adjust engine Rpm.
Broken vanes or vane ring.
Remove and rebuild / replace pump.

TROUBLE: Hot oil

Fill to proper level.

Low oil level.

High pressure leak in steering circuit. Refer to "Steering Circuit Test Procedure",

Partial restriction in hoist valve.

Check pilot pressure. Defective relief valve or O-rings in
relief valve.
Restricted heat exchanger.
Remove and clean.
Improper gear range during retarding.
Select proper gear range.

Worn pump. Remove pump and repair.

Hoist-up/ return check valve orifice restricted. Remove check valve and clean. Inspect for 0.375 in. (9.53
mm) orifice. Replace if necessary.

Pilot line check valves installed incorrectly for free flow Remove check valves and clean. Inspect for 0.040 in.
or orifice restricted preventing free flow of hydraulic oil (1.016 mm) orifice. Replace if necessary. Install check
back to tank valves with correct direction of free oil flow.

L10-10 Hydraulic Check-out Procedure

 DUMP TRUCK CHECK-OUT PROCEDURE
STEERING SYSTEM DATA SHEET

MACHINE MODEL _____________________ UNIT NUMBER _________________SERIALNUMBER

______________________

STEERING SYSTEM

Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-Out
Procedures.

STEP 3 ______________ Steering Accumulator charged to 1050 psi (7240 kpa).

STEP 7 ______________ Steering Pressure at Poston Pump.
STEP10 ______________ Steering Pressure at Brake Manitold.
STEP17 ______________ Steering Valve Leakage.
STEP17 ______________ Steering Valve Leakage (Second Test If Needed).
STEP27 ______________ Steering Cylinder Leakage (Left Cylinder).
STEP28 ______________ Steering Cylinder
Leakage (Right Cylinder).

Name of Technician or Inspector Performing Check-Out____________________________________

DATE____________________

Hydraulic Check-out Procedure L10-11

 DATE __________
DUMP TRUCK CHECK-OUT PROCEDURE
HOIST SYSTEM DATA SHEET

MACHINE MODEL__________________UNIT NUMBER_________________SERIAL NUMBER __________________

HOIST SYSTEM

Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-Out
Procedures.

Auxiliary Valve
STEP 3 _____________ Auxiliary Valve Pilot Pressure.
STEP 5 _____________ Auxiliary Valve Leakage.

Hoist Valve
STEP 3_____________ High Pressure Relief Valve.

Power Down Pressure.

STEEP 3 _____________ Power Down Pressure.

Name of technician or Inspector Performing Check-Out _____________________________________

DATE____________________

L10-12 Hydraulic Check-out Procedure

 HYDRAULIC SYSTEM FLUSHING PROCEDURE
The following instructions outline the procedure for flushing
the hydraulic system.
1. Shut down engine and turn key switch "Off". Allow
at least 90 seconds for the steering accumulator
to bleed down. Open the brake accumulator bleed
down valves on the low brake pressure detection
manifold. This will return all contaminants in the
brake accumulators to the hydraulic tank.
2. Thoroghly clean the exterior of the tank. Drain
the hydraulic tank and remove top cover. Flush
the interior of hydraulic tank with a cleaning
solvent. Inspect all hydraulic hoses for
deterioration or damage.
NOTE : If a system component fails, all flexible houses
should be removed and back flushed with a cleaning
solvent. Inspect for small particles which may be trapped
inside the hose.
3. Change high pressure filter elements.
4. Clean or replace the inline hydraulic screens at
the inlet to the brake / steering pump and steering
valve.
NOTE : The final Filter in the filling apparatus must be 3
micron.
NOTE : Refer to the lubrication chart in Section "P".
lubrication And Service, for proper oil selection.
5. Fill the hydraulic tank with clean filtered hydraulic
oil.
6. Fill the center tube in the hydraulic tank with oil
to prevent aeration of hydraulic oil during start
up. Replace top cover.
7. Set all controls in the "Neutral" position. Do not
steer the truck or operate controls until the next
step is completed.
8. Start the engine and run at 1000 RPM for four
minutes. This will circulate oil with all valves in
the neural position.
Hydraulic Check-out Procedure
9. To increase flow and turbulence in the system,
increase engine speed to full throttle and maintain
for four minutes. This will carry contaminates to
the hydraulic tank.
10. Shut down engine and turn key switch "off". Allow
at least 90 seconds for the accumulator to bleed
down. Open the brake accumulator bleed down
valves on the low brake pressure detection
manifold. This will return all contaminants in the
brake accumulators to the hydraulic tank.
11. Close brake accumulator bleed down valves.
NOTE : Hydraulic tank oil temperature should be 1100 -
1300F (430 - 540C) after accomplishing Step 12. If not,
repeat Step 10 to increase oil temperature to the proper
operating range.
12. Start engine and run at 1000 RMP while
performing the following:
a. Steer truck full left then full right - repeat four
times.
b. Steer full left (keeping pressure against the
steering wheel) and hold for 10 seconds.
c. Steer full right (keeping pressure against the
steering wheel) and hold for 10 seconds.
13. Increase engine speed to full throttle and steer
full left and full right.
14. Return all controls to "Neutral".
15. Reduce engine speed to 1000 RPM and perform
the following:
a. Extend hoist cylinders fully and "FLOAT" down
- repeat four times.
NOTE : As second stage starts out of hoist cylinder in
the Power Up mode, slowly decrease engine spend to
prevent sudden bottoming of the second stage.
b. Extend hoist cylinders and hold at full
extension for 10 seconds. Hoist control lever
must be held in the "Up" position.
c. Lower hoist cylinders and hold lever in
"Down". Position for 10 seconds after
cylinders are fully retracted.
L10-13
 16. Increase engine speed to full throttle and pertorm 18. Remove hydraulic filters, clean housings and
the following: install new filters.

a. Hoist up to full extension (see NOTE above), 19. With hydraulic system charges, inspect all
then allow cylinders to float down. connections and fitting for leaks. Tighten or repair
any leaking connections.
b. Return hoist control to "Neutral"

17. Shut down engine and turn key switch "Off". Allow
at least 90 seconds for the accumulator to bleed
down.

L10-14 Hydraulic Check-out Procedure

OPTIONS & SPECIAL TOOLS
 SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX

SPECIAL TOOLS..................................................................................................................................... M8-1

AIR CONDITIONING SYSTEM................................................................................................................... M9-2

PRINCIPLES OF REFRIGERATION........................................................................................................... M9-2
AIR CONDITIONER SYSTEM COMPONENT............................................................................................... M9-3
ELECTRICAL CIRCUIT............................................................................................................................. M9-5
SYSTEM SERVICING.............................................................................................................................. M9-6
Installing Manifold Gauge Set.........................................................................................M9-9
System Stablilization.................................................................................................... M9-10
Adding R-12 (Prior performance test).............................................................................. M9-11
System Performance Test............................................................................................. M9-12
Discharging System..................................................................................................... M9-13
Flushing Air Conditioner Components............................................................................ M9-14
SYSTEM REPAIR...................................................................................................................... M9-15
Hoses, Fittings, and Lines............................................................................................ M9-15
Expansion Valve........................................................................................................... M9-15
Receiver Drier............................................................................................................... M9-15
Thermostat.................................................................................................................. M9-15
Clutch........................................................................................................................ M9-16
Compressor................................................................................................................ M9-16
CHECKING COMPRESSOR OIL LEVER.................................................................................... M9-16
EVACUATING THE SYSTEM..................................................................................................... M9-19
CHARGING THE SYSTEM........................................................................................................ M9-20
TROUBLESHOOTING................................................................................................................ M9-22
Preparing For Diagnosis............................................................................................... M9-22
TROUBLESHOOTING CHART.................................................................................................... M9-23

AUTOMATIC POSITIVE LOCKING DIFFERENTIAL....................................................................... M12-1

RADIATOR SHUTTERS.............................................................................................................. M19-1

Index M1-1
 NOTES

M1-2 Index
 SPECIAL TOOLS
Special tools have been referenced throughout this Unless noted for a specific application, tools may be
manual. The tools shown here will be listed under the used for both the 140M and BH60M DUMP trucks.
section where they were used. Dimensioned tools may
be manufactured locally and non- dimensioned tools may
be purchased under the indicated part number.

SECTION C

FIGURE 8-1. CUMMINS ENGINE LIFTING TOOL

Special Tools M8-1

 SECTION G

1/4”

3/8”
3/4”
ONE.M.STL
1/4” LOOSE DET.
TWO-FLAT STOCK

11/32” DIA. DRILL THRU

11/16”
1/4” (2) HOLES.LOC.AS SHOWN

21/32” DIA. DRILL. THRU 2”

LOOSE DET. (1) HOLE..LOC.AS SHOWN
1”

11/16”
ONE. M. STL
15” REF.
ONE - 1” X 2”X 1/8”
WALL X 15” LG

1/4”
1/2”
RECT. TUBING 1/2”

7/8”
1 3/4”

ONE. M. STL 5/16” - 18 TAP- 1” DEEP

11/16”
(2) HOLES - LOC AS SHOWN

5/8” - 11 TAP. THRU

(1) HOLE .LOC. AS SHOWN 2”

11/16”
1/4” 1”
1/4” 1/2”
ONE. M. STL
DRILL (1) SLOT-LOC.
60° FROM A - 1 1/4” WIDE 1 1/8” 1 3/8”
SLOT AS SHOWN 1/16” X 45°
7/8”
1 3/4”

1/16” X 45°
1/2”
1 1/4” FAR
SIDE

5/8”
ONE- WELDMENT
- FILLET WELD 100%
7 7/8” TYP

MILL (3) SLOTS

4 1/4”

EQ. SPACED 25” RAD.

LOC. AS SHOWN 64” TYP.

1 3/8”
THREE .M. ST’L

25/64”
5/16”
1/4” X 45°

25/32”
TYP

5/8”
1 1/4”

FIGURE 8-2

M8-2 Special Tools

 SECTION G

TWO. FLAT STOCK

1/4” 1/4” LOOSE DEPT.

1”

1 1/2” 1”

LOOSE DEPT. 1/4”

3/4”
3/8”

ONE. 1”X 2” X 1/8” WALL X 11” LONG RECT. TUBING

11 REF.

11/32” DIA. DRILL THRU

11/16”
(2) HOLES.LOC.AS SHOWN

2 1/2”
TWO. FLAT STOCK 21/32” DIA. DRILL. THRU 2”
(1) HOLE..LOC.AS SHOWN 1”

11/16”
1/4”
1 1/2”
ONE. M. STL

1/4”
1/2”

1/2”
1/4” 9 3/4” 1/4”
7/8”
1 3/4”

5/16” - 18 TAP- 1” DEEP

11/16”
(2) HOLES - LOC AS SHOWN

5/8” - 11 TAP. THRU

(1) HOLE .LOC. AS SHOWN
2”
11/16”

1”
ONE. M. STL 1/2”

1 1/8” 1 3/8”

7/8”
1 3/4”

2”

1/2”
11 7/16” RAD.
1/2”
3/8”
2”
4”

PLANETARY ASSEMBLY LOADING FIXTURE.

FIGURE 8-3

Special Tools M8-3

 SECTION G

45° 45°

45°

34 1/2” 35 1/2”

63/64” REF 34 1/2” DIA

1/4” TYP
BC REF.

63/64” REF
6 1/2”

45°
6 1/2” 1/4” TYP 45°

FOUR - 2”X 2” X 1/4”- ANGLE IRON 3/4” .10 TAP . THRU

(4) HOLES. EQ.SPACED FOUR - 2”X 2” X 1/4”- ANGLE IRON
LOC AS SHOWN
SPOT WITH DET NO.107
FOUR. M.ST’L

DIFFERENTIAL CARRIER STAND

(Requires SS1129 Plate for BH60M/BH50M-1)
SS1123

8”
1/4” TYP 1/4” TYP
FOUR. M.ST’L

2 1/2” 2 1/2”
1/2”

FIGURE 8-4

M8-4 Special Tools

 SECTION G

25/32” DIA DRILL . THRU

3/16” DIA CO. BORE - 7/8” DEEP

1 1/2”
(4) HOLES - EQ. SPACED
LOC 45° FROM A
TAPPED HOLE
1/8” X 45°

34 1/2” DIA BC
32” DIA BC
30 1/2” DIA

36

3/4” .10 TAP- THRU

(4) HOLES. EQ. SPACED
LOC AS SHOWN

ONE - M. ST’L

ADAPTER PLATE FOR SS1123 STAND (BH60M ONLY)

SS1129

FIGURE 8-5

Special Tools M8-5

 SECTION G

25/32” DIA DRILL . THRU

3/16” DIA CO. BORE - 7/8” DEEP

1/2”
(4) HOLES - EQ. SPACED
LOC 45° FROM A
TAPPED HOLE 1/8” X 45°

27 1/8” DIA

28 1/2” DIA

34 1/2” DIA

36” DIA

5/8”- 11 TAP. THRU

(4) HOLES. EQ. SPACED
LOC. AS SHOWN

ADAPTER PLATE FOR DIFFERENTIAL CARRIER STAND (140M ONLY)

SS1124
FIGURE 8-6

M8-6 Special Tools

 SECTION G

3/8 - 16 TAP 3/4” DEEP

2 HOLES @ 180° APART
LOC. AS SHOWN
(4) LUGS EQ. SPACED
1/2” 1/4” AS SHOWN
WELD 100% FILLET 1 13/16”

TO BE LOOSE FIT WITH

SOCKET WELD IN PLACE
TYP

7/32”TYP

3 1/4”DIA
2 3/4”DIA
2 1/4”DIA
7/64”

3/4” DRIVE SOCKET 1/16” X 45°

1/8”
ONE 0.4140 ST’L. HDN. DRAW TO
3”
ROCKWELL “C” 40-45

DIFFERENTIAL LOCKNUT WRENCH (BH60M ONLY)

SS1119

(USED WITH TORQUING BASE SS 1122)

FIGURE 8-7

Special Tools M8-7

 SECTION G

0.305”
0.300”
0.150”

.38” .88” 1.25”

.38” 2.50”
.500” S. FIT TO DEPT.NO.101

.343” DIA DRILL THRU

ONE HOLE. LOC AS SHOWN

0.500 S FIT TO
DET. NO.102
.250”

0.19
0.531 DIA. DRILL THRU 1.5
TWO HOLES - 180° APART 5.0” DIA
LOC AS SHOWN 2.38” DIA
1.747” DIA
1.743”
TURN SMOOTH

2.94” 0.312 -18 TAP. THRU

ONE HOLE - LOC AS SHOWN

1.0” 0.94” 0.50

0.50

1.00 DIA
6.00 DIA B.C
6.88 DIA

DIFFERENTIAL PINION ASSEMBLY TORQUING BASE (BH60M ONLY)

SS1122
FIGURE 8-8

M8-8 Special Tools

 SECTION G

DIFFERENTIAL LOCKNUT WRENCH (140M ONLY)

SS1126

(USED WITH TORQUING BASE SS 1121)

FIGURE 8-9

Special Tools M8-9

 SECTION G

DIFFERENTIAL PINION ASSEMBLY TORQUING BASE (140M ONLY)

SS1121
FIGURE 8-10

M8-10 Special Tools

 SECTION G

FIGURE 8-11, SS1128 DIFFERENTIAL LIFTING BRACKET

TZ6318 BALL STUD WEDGE TOOL

FIGURE 8-12

Special Tools M8-11

 SECTION G

FRONT SPINDLE NUT WRENCH ANCHOR PIN NUT WRENCH (140M ONLY)
TBO900 JG9389

FIGURE 8-13 FIGURE 8-15

ANCHOR PIN NUT WRENCH (BH60M ONLY) SUSPENSION RETAINING NUT WRENCH
SS0967 TCO 545

FIGURE 8-14 FIGURE 8-16.

M8-12 Special Tools

SECTION H SECTION J

[+0.012 in. DIA SPOT FACE

0.750 -0.004] TO DEPTH SHOWN

[+0.012
in. DIA TWO HOLES
0.438 -0.004]

1.50 in.
1.0 in.
(± .02)

2.06( ± .02 in) 1.0 in.

(± .02)
0.25( ± .02 in)
2.0 in.

1.50 x 2.50 x 0.3125 in. ANGLE LW1020A

BRAKE HUB RETAINING BRACKET

(140M AND BH60M)

FIGURE 8-19
FIGURE 8-17. VD4665 NITROGEN CHARGING KIT

SECTION J SECTION J

SEAL INSTALLATION TOOL (140 M & BH60M)

TA8546 & TX 1248 FIGURE 8-20, EBI 1722 WAER INDICATOR
FOR OIL DISC BRAKES
FIGURE 8-18

Special Tools M8-13

 SECTION J

ADAPTER BLOCK FOR BRAKE VALVE ADJUSTMENT

SS1130

FIGURE 8-21.

M8-14 Special Tools

 SECTION L

PRESSURE SWITCH TEST BLOCK

FIGURE 8-23

Special Tools M8-15

 SECTION L

ACCUMULATOR TOP WRENCH

SS1128
SEITZ PART NUMBER 305-0220

FIGURE 8-24

M8-16 Special Tools

 SECTION L

SPLINE PROTECTOR TOOL

JOHN DEERE PART NUMBER JDG -494
OUTLET VALVE SEAT TOOL
FIGURE 8-25. JOHN DEERE PART NUMBER JDH -398-1

FIGURE 8-27.

SHAFT SEAL SIZER TOOL

JOHN DEERE PART NUMBER JDG -493

CHARTING VALVE STEM EXTENSION

FIGURE 8-26. THO216

FIGURE 8-28.

Special Tools M8-17

 NOTES

M8-18 Special Tools

 AIR CONDITIONING SYSTEM
The products in mining or construction work have their automotive or highway truck engineering is not sufficient
own unique characteristics of vibration, shock-loading, to provide the reliability to endure the various work cycles
operator changes, and climate conditions that present encountered.
different design and installation problems. The off-highway The cab tightness, insulation, and isolation from heat
equipment, in general, is unique enough that normal sources is very important to the efficiency of the system.

FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL)

1. Blower Switch 6. Temperature Sensor 10. Test gauges & Manifold 14. Compressor Drive
2. Thermostatic Switch 7. Evaporator 11. Compressor Pulley
3. Battery Supply 8. Expansion Valve 12. R-12 Container 15. Receiver / Dryer
4. Circuit Breaker 9. Suction Line 13. Magnetic Clutch 16. Discharge Line
5. Blower 17. Condenser

Air Conditioning System M9-1

It is advisable to close all vents, even the intakes of
pressurization system, when there are high humidity
conditions.
The general cleanliness of the system and components
is important. Dust or dirt collected in the condenser,
evaporator, or air filters decreases the system's cooling
capacity.
The refrigerant pump, condenser, evaporator units, houses
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-conditioning systems.
(Cleaning, checking belt tightness, and operation of
electrical components).
PRINCIPLES OF REFRIGERATION
A brief review of the principles of air conditioning is
necessary to relate the function of the components, the
technique of trouble shooting and the corrective action
necessary to put the A/C unit in top operating efficiency.
Too frequently, the operator and the serviceman overlook
the primary fact that no A/C system will function property
unless it is operated within a completely controlled cap
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 maintained for cleanliness,
bust, and dirt which, if picked up in the air system, will
clog the intake side of the evaporator coil.
AIR CONDITIONING
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of temperature,
humidity, cleanliness, and circulation of air. In the broad
sense, a heating unit is as much an air conditioner as is
a cooling unit. The tern "Air Conditioner" is commonly
used to identify an air cooling unit. To be consistent with
common usage, the tern "air Conditioner" will refer to the
cooling unit utilizing the principles of refrigeration;
sometimes referred to as the evaporator unit.
M9-2 Air Conditioning System
REFRIGERATION - THE ACT OF COOLING
“ There is no such process known for producing cold;
there is only heat removal.
“ Heat is always drawn toward cold objects. This
principle is the basis for the operation of a cooling
unit. As long as the cold object has a temperature
lower than the heat source, 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 unit vapor is formed. Boiling is a rapid from
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
absurd heat without changing pressure. This gas is
in a superheated condition.
“ Reversing the process, when heat is removed from
water vapor, it will return to the liquid state. Heat
from air is attracted to a cooler object. Usually the
moisture in the cooled air will condense on the cooler
object.
“ Refrigerant - Only R- 12 should be used in mobile
systems. The characteristics of R - 12 lend
themselves to the refrigeration process. It has a
boiling point of -210F (atmospheric pressure). If
released in a room, it would absurd heat from the air
and immediately vaporize. R -12 , because of its low
boiling point, has a great capacity for heat absorption.
THE REFRIGERATION CYCLE
In an air conditioning system, the refrigerant is
circulated under pressure through the five major
components in a closed circuit. At these points in the
system, the R -12 undergoes predetermined pressure
and temperature charges.
The compressor (refrigerant pump) takes in low
pressure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressurizes
the heat laden R - 12 and forces it through the discharge
valve (high side) on to the condenser.
Ambient air, passing through the condenser removes the
heat from the circulating refrigerant resulting in the
conversion of the R - 12 from gas to liquid.
The liquid refrigerant moves on to the filter - receiver drier
where impurities are filtered out, and moisture removed.
This component also serves as the temporary storage
unit for the liquid R - 12.
The liquid R - 12, still under high pressure, then flows to
the expansion valve. This valve meters the amount of
refrigerant entering the evaporator. As the R - 12 passes
through the valve, it becomes a low temperature, low
pressure liquid and saturated vapor.
The low pressure liquid immediately stares to boil and
vaporize as it enters the evaporator. The hot, humid air of
the cab is polled through the evaporator by the evaporator
blower. Since the R-12 is colder than the air, it absorbs
the heat from the air producing cool air which is pushed
back into the cab. The moisture in the air condenses
upon movement into the evaporator and drops into the
drain pan from which it drains out of the cab.
The cycle is completed when the heated low pressure
gas is again drawn into the compressor through the
suction side.
This simplified explanation of the principles of refrigeration
does not call attention to the fine points of refrigerant
technology and the design of air conditioning systems.
This will be revealed in the remainder of the text in the
study of the components, controls, and techniques
involved in preparing the unit for efficient operation.
AIR CONDITIONER SYSTEM
COMPONENTS
COMPRESSOR (Refrigerant Pump)
Heat Concentration
The compressor separates the low pressure and the high
pressure sides of the system. It concentrates the
refrigerant returning from the evaporator (low side) creating
a temperature much higher than the outside air
temperature. The high temperature differential 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.
Air Conditioning System
To create high pressure concentration, the compressor
draws in refrigerant through the suction valve and forces
it out through the discharge valve. During the suction
part of the cycle, the reed valve is opened to allow low
pressure gas to enter. During discharge, refrigerant is
forced through the discharge valve which divides the high
and low sides of the system.
The compressor should be mounted in a position that
allows easy checking of the oil level. In most models,
the oil must be checked with a wire gauge, specially
built into the compressor crankcase. On certain models,
it is necessary to align the shaft to a predetermined
position for checking.
SERVICE VALVES
Service valves are provided for servicing the unit. The
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
carried on through the service valves.
CONDENSER
The condenser receives the high pressure, high
temperature refrigerant vapor from the compressor and
condenses it to high pressure liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling of
the refrigerant changes the vapor to liquid. Heat exchange
is accomplished using cooler air flowing through the
condenser. Condenser cooling can be with ram air
provided by vehicle movement and sometimes aided by
electric or hydraulic fans or by using the air movement
provided by the radiator fan.
Ram air condensers depend upon the vehicle movement
to force a large volume of air past the fine and tubes of
the condenser. The condenser is usually located in front
of the radiator or on the roof of the truck. Refrigerant
temperature in the condenser varies from 1200 to 1700 F
(490 to 770 C) with pressure ranging from 150 to 3000 psi
(27 to 54 kg/cm2).
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 condenser. Condensing pressure in an
A/C system is the controlled pressure of the refrigerant
which affects the temperature at which it condenses to
liquid, giving off large quantities of heat in the process.
The condensing point is sufficiently high to create a wide
M9-3
temperature differential between the hot refrigerant vapor
and the air passing over the condenser fins and tubes.
This difference permits rapid heat transfer from the
refrigerant to ambient air.
FILTER RECEIVER - DRIER
The receiver-drier is an important part of the air
conditioning system. The drier receives the liquid
refrigerant from the condenser and removes any moisture
and foreign matter present which may have entered the
system. The receiver section of the tank is designed to
store extra refrigerant until it is needed by the evaporator.
The storage of this refrigerant is temporary and is
dependent on the demand of the expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place within
the receiver between two screens, which also act as
strainers. Sometimes it is simply placed in a metal mesh
or wool felt bag. Filtering is accomplished by a separate
strainer screen on the pickup tube.
Fusible Pressure Relief Plug
Some receiver driers have a fusible plug which melts
between 0100 0300 F (1030 100C). this plug serves as a
safety vale in the event the condenser safety switch
malfunctions, allowing the relief of excessive internal
pressures which would damage the system. Some
system employ a spring loaded pressure relief valve which
performs the same function.
THERMOSTATIC EXPANSION VALVE
The thermostatic expansion valve controls the amount of
refrigerant entering the evaporator coil. Both internally
and externally equalized valves are used.
The expansion valve is located near the inlet of the
evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to the
evaporator coil.
The refrigerant flow is restricted creating a pressure drop
across the valves. Since the expansion valve also
separates the high side of the system from the low side,
the state of the refrigerant entering the valves is high
pressure liquid; exiting it is low pressure liquid.
The amount of refrigerant metered in to the evaporator
varies with different heat loads. The valve modulates from
wide open to the nearly closed position, seeking a point
between for proper metering of the refrigerant.
The expansion valve is controlled by both the
temperature of the power element bulb and the pressure
M9-4 Air Conditioning System
of the liquid the evaporator. As the load increases, the
valve responds by opening wider to allow more refrigerant
to pass into the evaporator. As the load decreases, the
valve reacts and allows less refrigerant into the evaporator.
It is this controlling action that provides the proper
pressure and temperature control in the evaporator.
NOTE : It is important that the sensing bulb is tight
against the output line and protected from ambient
temperatures with insulation tape.
EVAPORATOR
The evaporator cools and dehumidifies the air before it
enters the cab. Cooling a large area requires that large
volumes of air be passed through the evaporator coil for
heat exchange. Therefore, a blower becomes a vital part
of the evaporator assembly. It not only draws heat laden
air into the evaporator, but also forces this air over the
evaporator fins and coils where the heat is surrendered
to the refrigerant. The blower forces the cooled air out of
the evaporator in to the cob.
Heat exchange, as explained under condenser operation,
depends upon a temperature differential of the air and
the refrigerant. The greater the temperature differentia,
the greater will be the amount of heat exchanged between
the air and the refrigerant. A high heat load condition, as
is generally encountered when the air conditioning
system is turned on, will allow rapid heat transfer between
the air and the cooler refrigerant.
The change of state of the refrigerant in the evaporator
coil is as important as that of the air flow over the coil.
When low pressure liquid refrigerant enters the evaporator,
it boils (expands) and vaporizes immediately. The latent
head of evaporation is the heat absorbed by the
expanding refrigerant must be supplied throughout the
total length of the evaporator coil for full capacity of the
air to the evaporator coil surface is taking place, any
moisture (humidity) in the air condenses on the outside
surface of the evaporator coil and is drained off as water.
At atmospheric pressure, refrigerant boils at a point lower
than water freezes. Therefore, the temperature in the
evaporator must be controlled so that the water collecting
on the coil surface dies not freeze on and between the
fins and restrict air flow. The evaporator temperature is
controlled through pressure inside the evaporator, and
temperature and pressure at the outlet of the evaporator.
Superheat
The liquid refrigerant admitted to the evaporator coil is
usually completely vaporized before reaching the coil
outlet. Since liquid R - 12 vaporized at relatively low
temperature, it can be seen that vapor remains cold, even
though the liquid is completely evaporated.
The cold vapor flowing through the remainder of the coil
continues to absorb heat, becoming superheated. This
means that the temperature of the refrigerant has been
raised above the point at which it evaporated without an
increase in pressure.
As the refrigerant vaporizes through the absorption of
the heat in the evaporator, the temperature of the vapor
rises at the coil outlet and reaches a difference of about
50F (30C) between the vaporizing temperature and outlet
refrigerant temperature.
The difference in this temperature is called superheat.
All expansion valves are adjusted at the factory to operate
under superheat conditions present in the particular type
of unit for which they are designed.
ELECTRICAL CIRCUIT
The air conditioner's electrical circuit is fed from an
accessory circuit and is fused with a 30-ampere fuse or
circuit breaker.
The blower control is a switch which provides a range of
blower speeds from fast to slow. When the blower switch
is turned on, current is fed to the thermostat. Once the
blower is turned on, fan speeds may be changed without
affecting the thermostat sensing level.
The thermostat reacts to changing temperatures which
cause electrical contacts to open and close. The
thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the points are closed, current flows to the clutch
field and energized the clutch, causing the crankshaft to
turn which starts the refrigeration cycle. When the
temperature of the evaporator coil drops to a
predetermined point, the points open and the clutch
disengages.
When the clutch is disengaged, the blower remains at
the set speed. After the evaporator temperature rises
about twelve degrees above the cutout point, the points
in the thermostat again make contact and the refrigeration
cycle resumes.
Air Conditioning System
THERMOSTAT
An electromagnetic clutch is used on the compressor to
provide a means of constant temperature control of the
cob, the clutch is controlled by a thermostat in the
evaporator which is set initially by the driver to a
predetermined point. Coil temperature is then maintained
by the cycling action of the clutch.
The thermostat is simply a thermal device which controls
an electrical switch. When warm, the switch is closed;
when cold, it is open. Most thermostats have a positive
Off position as a means to turn the clutch Off regardless
of temperature.
The bellows type thermostat has a capillary tube
connected to it which is filled with refrigerant. The capillary
tube is attached to the bellows inside of the thermostat.
Expansion of the gases inside the capillary tube exerts
pressure on the bellows, which in turn closes the points
at a predetermined temperature.
MAGNETIC CLUTCH
An electromagnetic clutch is used in conjunction with
the thermostat to disengage the compressor when it is
not needed, such as when a defrost cycle is indicated in
the evaporator, or at other times when the air conditioner
is not being used.
The stationary field clutch is the most desirable type
since it has fewer parts to wear out. The field is mounted
to the compressor by mechanical means depending on
the type field and compressor. The rotor is held on the
armature by means of a bearing and snap rings. The
armature is mounted on the compressor crankshaft.
When no current is fed to the field, there is no magnetic
force applied to the clutch and the rotor is free to turn on
the armature, which remains stationary on the crankshaft.
When the thermostat or switch is closed, current is fed
to the field. This sets up a magnetic force between the
field and armature, pulling it into the rotor. When the
armature becomes engaged with the rotor, it becomes
as one piece and the complete unit turns while the field
remains stationary. This complete unit turns while the
field remains stationary. This causes the compressor
crankshaft to turn, starting the refrigeration cycle.
When the switch or thermostat is opened, current is cut
off. The armature snaps back out and stops while the
rotor continues to turn. Pumping action of the compressor
is stopped until current is again applied to the field.
M9-5
SAFETY SWITCHES (Not Used In All Systems)

Condenser Safety Switch (Overheat Switch) Provide appropriate protection for your eyes (goggles or
face shield) when working around R- 12.
The condenser safety switch shuts off the air conditioner
when the refrigerant temperature reaches approximately Because R - 12 boils at a normal seal level temperature
1900F (880C) at the outlet of the condenser. of -12.60F (-300C), a drop of the liquid on your skin will
produce a case of frostbite. Wear gloves and exercise
Since the refrigerant will break down at about 2320F
extreme care when handling R -12.
(1110C), the 190%F (880C) cut off point gives ample
protection. The switch is fully automatic and will turn the If even the slightest trace of R - 12 enters in your eye,
unit back on when the refrigerant temperature reaches flood the eye immediately with cool water and seek
1500F (660C). medical attention as soon as possible.
Ensure sufficient ventilation whenever R-12 is being
discharged from a system, keeping in mind R-12 is
Refrigerant loss switch
heavier than air and will seek low areas of shop.
The refrigerant loss switch prevents the clutch from
When exposed to flames or sparks, the components of
engaging in the event the system loss its refrigerant
R-12 change and become deadly phosgene gas. This
charge or if the refrigerant pressure drops below 5 psi
poison gas will damage the respiratory system if inhaled.
(0.89 Kg / cm2). This is a simple breaker type switch at
Never smoke in area where R-12 is used or stored.
5 psi (0.89 kg / cm2).
Never direct steam cleaning hose or torch in direct
contact with components in the air conditioning system.
SYSTEM SERVICING Localized heat can raise the pressure to a dangerous
Servicing an air conditioning system really means closely level.
monitoring the basic ingredient in the system refrigerant Do not heat or store containers above 1200F (490C).
flow. For this reason, the following procedures deal
extensively with the proper use, handling, care and safety
factors involved in the R-12 quality and quantity in an air
conditioning system.
Because the R -12 in 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 consideration when
anything causes this pressurized, sealed condition to
change. The following warnings are provided here so as
to alert you to their importance BEFORE you begin
learning the correct procedures. Read, remember, and
observe each warning as you begin actual system
servicing.

FIGURE 9-2. R-12 CONTAINERS

1. 14 Ounce Can 3. 60 Pound Cylinder
2. 30 Pound Cylinder

M9-6 Air Conditioning System

R-12 Containers
Two basic, readily available containers are used to hold
R-12: the 14 ounce disposable, sealed can, and 15,30
or 60 pound bulk canisters (Figure 9-2).
R-12 Dispensing Valve
A can valve is required to dispense R-12 from the 14
ounce cans. Bulk canisters are equipped with a Schrader
valve.
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 gauge measures pressure on the high side only.
The scale is calibrated from 0 to 500 psi, though pressures
in excess of 400 psi are uncommon.

FIGURE 9-3. DISPENSING VALVE

Manifold Gauge Set
The manifold gauge set consists of a manifold with
two screw-type hand valves, one for low side and one for
the high side of an if conditioning system, situated one
at each end of the manifold (Figure 9-4).each is capable
of being turned either clockwise or counterclockwise. In FIGURE 9-4. MANIFOLD GAUGE SET
addition, three fittings are provided between these two
valves. The first fitting connects the low side hose to the
suction side of the compressor or the evaporator outlet.
The second (center) fitting is provided to connect to the
Service Valves
servicing canister to charge the system or for other service
procedures. The third fitting connects to the system high Because an air conditioning system is a sealed
side (discharge) hose leading from the compressor. system, two service valves are provided on the
compressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from the
Low Side (Compound) Gauge manifold gauge set to the compressor service valves
This gauge, designed to measure vacuum and pressure, enables each of these to be readily performed.
is calibrated in inches of mercury (in. hg), from one to 30 Service vales may be one of two types. The stem
inches. Normal pressures on the low side in the system type valve (Figure 9-5) is capable of being placed in three
seldom exceed 75 or 80 psl; however, the gauge scale is positions: front seat; intermediate (mid); and back seat.
calibrated to 150 psi. Each position represents a specific function desired when
testing the system.

Air Conditioning System M9-7

 Protective caps are provided for each service valve when
not being for servicing purposes. These caps must be
kept on each valve to prevent contamination or damage
to the valve core.

Vacuum Pump
The vacuum pump is used to completely evacuate all R-
12, air, and moisture from the system by deliberately
lowering the pressure within the system to the point where
water (boils) turns to a vapor and together with all air and
R-12 is withdrawn (pumped) from the system Normally
the vacuum pump is only used when a system has
completely lost its charge of R-12.

Leak Detector
Two basic types of leak detectors are used on air
conditioning systems today to locate suspected leaks.
The propane, or halide type detector (Figure 9-7) uses a
flame which changes colors (from pale blue - normal to
purple / blue / violet for a large leak to light green / yellow
for a small leak) to successfully detect leaks.
The halide type consists of a hose for leak searching, a
burner, tank, and a control valve. Safety is a vital concern
with this type, as the fumes can be poisonous. See
WARNING on page M9-6.

FIGURE 9-5. STEM TYPE SERVICE VALVE

The Schrader type service valve (Figure 9-6), similar in

appearance and function to the valve in a truck tire (the
rubber compound and spring pressures being quite
different) is becoming more common due to its capacity
for easier accessibility. The Schrader valve can be
mounted almost anywhere in the system. Two positions
are possible with this valve: Closed and Open, each
serves a specific function during testing.

FIGURE 9-7. HALIDE (PROPANE) LEAK DETECTOR

1. Burner 3. Cylinder
FIGURE 9-6. SCHRADER TYPE SERVICE VALVE 2. Search Hose 4. Shut-off Valve

M9-8 Air Conditioning System

 1. Tighten down (turn clock wines) both high and
low side hand valves on manifold to the closed
position. Remove protective caps on service
ports.
2. Connect the two service hoses from the two
fittings on the bottom of the manifold to the correct
service valve on the compressor. (High side to
compressor discharge valve-smaller hose; low
side to compressor suction valve-larger hose,
center service hose vented to the atmosphere).
Hand tighten only!
3. Purge air from service house.

Purging Air From Service Hoses

The purpose of this procedure is to remove all the air
trapped in the hoses prior to actual system testing (Figure
9-9).
1. If stem type valves are used, position to "mid-
seat" position.
FIGURE 9-8. TYPICAL ELECTRONIC LEAK
DETECTOR 2. Crack the high side hand valve enough to allow
R-12 to escape out of the center service hose for
One of the most common types is the electronic detector 3 to 4 seconds. Close hand valve tightly.
(Figure 9-8) which tends to be safer, more accurate and
involves less concern for safety. It is a small handheld 3. Repeat step 2 for the low side.
device with a flexible probe used to seek leaks. A buzzer,
alarm or light will announce the presence of even the
smallest leak.

INSTALLING MANIFOLD GAUGE SET

Before attempting to service the air conditioning system,
a visual inspection of both the engine and system
components is recommended. Particular attention should
be paid to the belts, hoses, tubing and all attaching
hardware plus the radiator cap, fan clutch, and thermostat.
Inspect both the condenser and the radiator for any
obstructions or potential contamination. In short, minimize
all the possibilities for error or malfunction of components
in the air conditioning system.

Shut off engine. No attempt should be made to connect

servicing equipment any time the engine is running. FIGURE 9-9. SERVICE HOSE PURGING

Air Conditioning System M9-9


FIGURE 9-10. SERVICE HOSE PURGING
(ALTERNATE)
Purging Air (Alternate Method)
This method is used when R-12 is known to be added to
the system (Figure 9-10).
1. Set up connections same as the previous method,
but do not tighten hoses completely at the
compressor service valves.
2. Attach R-12 can to center service hose and
securely tighten.
3. Crack the high side hand valve for 3-4 seconds,
simultaneously opening can valve. Purging of air
will take place as the R-12 from the can forces
air out of the hoses at the compressor service
valve loosened connections.
4. Tighten the hose connection at the compressor.
Close the R-12 can valve and the high side hand
valve.
5. Repeat steps 1 through 4 for the low side.
M9-10 Air Conditioning System
SYSTEM STABILIZATION
Operating the system at full cooling capacity for a few
minutes after purging ensures that temperatures and
pressures within the system will stabilize, allowing
system testing.
During this stabilization period, do not open hand
valves on manifold for and reason. Equipment
damage and personal injury may result.
1. Leave test equipment attached to the system
but ensure it is clear of any moving components.
2. Start engine. Allow to operate approximately
1200-1500 RPM.
3. Set air conditioning system to maximum cooling
capacity (blower at full speed, temperature setting
at coldest point).
4. Open all truck windows and doors briefly to
exhaust any buildup heat in cab. Close windows
and doors.
5. Allow to operate in this manner for a minimum of
five minutes. System should stabilize.
NOTE : If necessary, provide a fan in front if condenser
coils large enough to develop air flow comparable to
normal ram air.
6. Close truck cab windows and doors tightly; place
thermometer in the air conditioning vent closest
to the evaporator. Wait five minutes to establish
that thermometer reflects temperature inside cab,
then check thermometer. At outside ambient
temperature of 800 to 1000 F, reading should be
between 300 and 450F.
7. Check sight glass; bubbles may indicate system
is low on R-12.
NOTE : If low R-12 is indicated by lower than normal
pressure readings and bubbles in sight glass, add R-12
to enable adequate system testing.
 FIGURE 9-11. CHARGING HOOKUP

1. Gauge Manifold 4. High Side Service Valve 6. Service Hose

2. Low side Hand Valve 5. Low Side Service Valve 7. R-12 Charging Container
3. High Side Hand Valve

3. Start engine and allow idle speed of 1200-1500 RPM.

ADDING R-12 (PRIOR TO PERFORMANCE TEST)
Turn air conditioning system to maximum cooling.
NOTE: Loss of some R-12 is normal over an extended
period of time. If several months to a year have passed
and system has not had R-12 added, charging the system
will normally return it to full operational capability.
Manifold gauge readings which read low for both low and
high side gauges normally indicate that the system needs
recharging. Do not open high side hand valve. High side system
pressure is greater than R-12 container, and serious
1. Install can valve on R-12 can and / or attach R- personal injury may result should the container
12 can to center service hose (6, Figure 9-11). explode.
2. On manifold, loosen (but do not remove) the
center service hose and then open R-12 can valve
to purge center service hose of air. Wait 8 to 10
seconds, then tighten hose.

Air Conditioning System M9-11

 4. Keeping R-12 container in upright position (vapor
discharge), Slowly open low side hand valve,
(2) allowing R-12 to enter the system.
Regulate hand valve allowing a maximum 40 psi
low side reading during charging. Exceeding this
may cause compressor component failure.
5. Add R-12 until gauge readings are normal, close
low side hand valve and the R-12 can valve.
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 1200-1500RPM.
2. Place fan in front of condenser to simulate normal
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
against those in Figure 9-20. in addition, consult
each applicable "diagnosis" situation in this
section.
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 to high speed operation.
3. Read indication on the two manifold gauges.
Readings should be within normal range, adjusted
for current ambient temperature.
4. Observe sight glass. It should be clear of bubbles.
5. Compare evaporator discharge air temperature
reading against specifications shown in Figure
9-20.
6. 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.
M9-12 Air Conditioning System
7. 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-cold on the outlet side.
8. Check the operation of the temperature control
switch to ensure the compressor dive clutch
engages and disengages. A50-100F evaporator
air temperature rise between the cut-off and cut-
in points of control switch is not uncommon.
9. If these conditions are met, the system is
considered normal. Shut down engine. Backseat
service valves, if used. Remove gauges and install
the caps on the service valves.
10. If conditions are not met. Refer to "Diagnosis"
section.
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
system is operated and lubricant wets the sea; the leak
may stop. Such leaks can often be located visually, or
oil. (the R-12 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 or 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 long the bottom
of the condenser and evaporator, particularly near the
drain hole for the condensate will quickly indicate the
condition of the evaporator. Any trace of fresh oil here is
a clear indication of a leak.
To locate and establish a leak, four common types of
leak detectors are used. Usually, a 50% charged system
is enough to find most leaks. If not, restricting the air
flow across the condenser (placing cardboard over fins)
will raise system pressures and prevent some of the
turbulent engine compartment air from displacing R-12
from leak source.

Use extreme caution leak testing a system while
the engine is running. Stay clear of all moving
components, and don't allow high side pressure to
exceed 300 psi.
In its natural state, R-12 is a harmless, colorless gas,
but when combined with an open flame, it will
generate toxic fumes (phosgene gas), which can
cause serious injuries or death. When using a halide
torch for detecting air conditioning system leaks,
always insure that the area is adequately ventilated.
Do not breathe fumes from the torch and keep
flames away from flammable material.
NOTE : The R-12 is heavier than air and will move down
when it leaks. Apply pickup hose or test probe on the
undersurface of all components to locate leak.
Electronic leak detector
(Refer to Figure 9-8). As the test probe is moved into an
area where traces of R-12 are present, a visual or audible
announcement indicates a leak. Audible units usually
change tone or speed as intensity changes.
Halide (propane) Torch
1. Light the torch (Figure 9-7) by opening the propane
can and igniting the flame; carefully adjust the
plate to a cherry red color.
2. As plate turns red, adjust flame to a height
slightly above the plate and high enough to sustain
the cherry red color.
Too high a flame will overheat and destroy the
reaction plate.
3. Slowly and carefully move the pickup hose around
the various components of the system. Don't rush
testing as R-12 must travel length of hose to
reach flame.
4. Observe the flame for any noticeable change in
color.
Air Conditioning System
Tracer dyes
Tracer dyes are available that can be added to the system
just as R-12 is. The system is then operated to
thoroughly circulate the dye. As R-12 escapes, it leaves
a trace of the dye at the point of leakage, which is then
detected using an ultraviolet light, revealing a bright
fluorescent glow.
Soap and water
Soap and water can be mixed together and applied to
system components. Bubbles will appear to pinpoint the
specific location of leaks.
After determining the location or source of leak(s), repair
or replace leaking component(s).
DISCHARGING SYSTEM
Any material or substance which cannot change its state
readily (absorb or give off heat) is considered an
undesirable item inside a sealed air conditioning system.
Any amount of dirt, air, and moisture are three such
common and undesired elements.
To eliminate these items from an air conditioning system
requires discharging the entire system. This means
removing all R-12 and evacuating all contamination (air
and moisture particularly) from all components. If any
one of the major system components - compressor,
condenser, receiver- drier, expansion valve, or evaporator-
is repaired, replaced or removed, the system must also
be completely discharged. Exception: any compressor
which has stem-type service valves. This can be isolated
and serviced separately.
Engine must not be running during this procedure.
Supply adequate ventilation and extinguish any
nearby burning or flame sources.
1. Refer to "Installing Manifold Gauge Set" this
section if not previously installed.
2. Place center service hose into a container (Figure
9-12).
3. If stem- type service valves are used, position
them to mid-seat by turning stare clock wise 1
½ to 2 turns.
M9-13
 FIGURE 9-12. DISCHARGING THE SYSTEM
4. Open the high side hand valve on the manifold
vary slowly. Observe the center hose inside
container for evidence of any refrigerant oil.
Carefully adjust hand valve to prevent oil from
escaping.
NOTE : Any lost oil must be replaced with new oil before
charging the air conditioning system. Refer to "Check
Compressor Oil Level", this section, for proper level
required for your compressor.
5. When the high side manifold gauge reading moves
below 50 psi, open the low side hand valve very
slowly. The R-12 should flow at a fairly even rate
from both high and low sides of the system. As
necessary, continue to monitor the hand valves
to prevent any oil leakage.
6. When 0 psi is reached (both gauges), close each
hand valve to prevent air and moisture entry.
System should now be completely discharged.
M9-14 Air Conditioning System
FIGURE 9-13. FLUSHING COMPONENTS
FLUSHING AIR CONDITIONER COMPONENTS
Flushing process is used to remove contaminants from
hoses, lines and some of the other system components.
DO NOT flush the compressor, expansion valve or
metering device or screens. These are bench checked,
cleaned and repaired or replaced. A receiver aver,
accumulator, expansion valve and tube are never flushed,
they are replaced. When you disassemble and flush
components and hoses (lines), it is best to REVERSE
FLUSH. Flush in the opposite direction of R-12 flow. Flush
the system using R-11 or R-13 or other commercial
solvent sold for that purpose. Figure 9-13 illustrates the
use of a flushing kit.
Always wear protective goggles and provide
adequate ventilation when flushing components.
Never use R-12 as a flushing agent.
When you open the AC system, plug any open lines
except when flushing. Fill the cylinder of the flushing gun
with solvent. Insert the rubber gun probe into the outlet of
each component and dispense solvent (reverse flush).
Unless there is a serious blockage, the solvent will
appear at the other end of the components. Flush the
next component in turn until all parts are flushed. Allow
solvent to evaporate completely (about 30 minutes) and
then assemble the system replacing parts where
necessary.
NOTE : It is recommended that the high pressure hose
connecting the receiver-drier and evaporator be replaced
if the system requires flushing. Always replace the
receiver-drier when assembling the AC system after
flushing.
Before system assembly, check the compressor oil
level and fill to manufacturer specs.
SYSTEM REPAIR
The following service and repair procedures are not any
different than typical vehicle service work. However, AC
system components are made of soft metals (copper,
aluminum, brass, etc). comments and tins that follow
will make your job easier and reduce unnecessary
component.
All of the service procedures described are only
performed after the system has been discharged.
Never use regular shop oil or joint compound to
lubricate or seal any AC connections.
NOTE : To help prevent air, moisture or debris from
entering an open system, cap or plug open lines, fittings
or components as soon as they are disconnected. Keep
all connections clean (also caps and plugs used) so
debris can't enter accidentally. As a general rule, replace
any gaskets and o-rings with new ones. Use fresh
refrigeration oil to lubricate connections, gaskets and o-
rings.
Hoses and fittings
When replacing hoses, be sure to use same type and ID
hose you removed. After lubricating the hose and fitting,
slide the hose over the fitting. The hose clamp should be
on the hose before it is pushed onto the fitting and seated.
Air Conditioning System
The hose should be fully seated or pushed in to a locating
bead if present. When hoses or fittings are shielded or
clamped or clamped to prevent vibration damage, be sure
these are in position or secured.
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. Tube O-ring type fittings require only 18ft.
lbs. (24.4N.m) of torque for correct sealing. When
grommets or clamps are used to present line vibration,
be certain these are in place and secured.
Expansion Valve
When removing the expansion valve from the system,
remove the insulation, clean the area and disconnect
the line from the receiver-drier. Detach the capillary (bulb)
and external equalizer tube (if present) from their
mounting locations. Remove the expansion valve from
the evaporator inlet. Expansion valve service is limited to
cleanings or replacing the filter screen. If this is not the
problem, replace the valve. Secure the capillary and
equalizer, if used, to clean surfaces and replace or attach
any insulating material.
Receiver-Drier
The receiver-drier can not be serviced or repaired. It should
be replaced whenever the system is opened for any
service. If the receiver-drier has a pressure switch to
control the clutch, it should be removed and installed on
the new unit.
Thermostat
A thermostat can be stuck open or closed due to contact
point wear or fusion. The thermostat temperature sensing
element (capillary tube) may be broken or kinked closed
and therefore unable to sense evaporator temperature.
When thermostat contact points are stuck open or the
sensing element can not sense temperature in the
evaporator, the clutch will not engage (no AC system
operation). Causes are a loss of change in the capillary
tube or a kink, burned thermostat contact or just no
contact. A quick method of troubleshooting is to bypass
the thermostat by hot wiring the clutch coil with a fused
lead. If the clutch engages, replace the thermostat.
M9-15
Thermostat contact points may be fused (burned) closed
and the clutch will not disengage. Causes are a faulty
switch that could be due to fatigue. The thermostat must
be replaced. When the clutch will not disengage you
may also note that condensate has frozen on the
evaporator fins and blocked air flow. There will also be
below normal pressure on the low side of the system.
Side effects can be compressor damage caused by oil
accumulation (refrigeration oil tends to accumulate at
the coolest spot inside the system) and lower than normal
suction pressure that can starve the compressor of oil.
Clutch
Clutch problems include electrical in the clutch coil or
lead wire, clutch pulley bearing failure, worn or warped
clutch assembly parts may be replaced or the whole
assembly replaced. If the clutch shows obvious signs of
excessive heat damage, replace the whole assembly.
The fast way to check electrical failure in the lead wire or
clutch coil is to hot wire the coil with a fused lead. This
procedure enables you to bypass clutch circuit control
devices.
Clutch pulley bearing electrical failure is indicated by
bearing noise when the AC system is off or the clutch is
not engaged. Premature bearing failure may be caused
by poor alignment of the clutch and clutch drive pulley.
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 gap between the
clutch pulley and the clutch plate is 030 to 040, with 060
maximum. 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.
M9-16 Air Conditioning System
Compressor
The compressor can fail due to shaft seal leaks (no R-12
in the system), defective valve plates, bearings, other
internal parts or problems associated with high or low
pressure, heat or lack of lubrication. Be sure the
compressor is securely mounted and the clutch pulley
is properly aligned with the drive pulley.
You may use a mechanics stethoscope to listen for noises
inside the compressor, loose wrist pins, piston slap, noisy
valves or bearings. Feel the compressor body and note if
the lower part of the crankcase is extremely hot. This
indicates the compressor is low on or may be starved for
oil. Compressor lockup is an indication of a broken piston
or connecting rod.
CHECKING COMPRESSOR OIL LEVEL
Every air conditioning system and compressor depends
on refrigeration oil for lubrication and safe operation.
Refrigerant oil, under normal circumstances inside the
sealed system, cannot go anywhere, and there is no
need to check the oil at such times. It is a highly refined,
pure mineral oil, containing no additives, wax free and
contained in a dehydrated from. For this reason, always
keep a cap on an oil container except when in use.
Moisture is quickly absorbed by the oil.
Whenever a system is opened for service, the compressor
oil level should be checked and clean refrigeration oil
added as required by manufacturer specs (usually located
on compressor).
York Compressor Oil Level Check
(2 cylinder model).
NOTE : The york compressor need not be removed from
the system to be checked. If system has been
discharged, steps 1 through 4 will not apply.
1. Run compressor for 10 to 15 minutes to allow oil
to thoroughly circulate through the system.
2. Connect manifold gage set to compressor service
valves.
3. Slowly close low side (suction) hand valve until
pressure gage reads 0 (or slightly below). Stop
the compressor. Close low side (suction) hand
valve quickly all the way.
 OIL CHARGE VS. DIP STICK DEPTH
OIL CHARGE FIGURE 9-15. OIL LEVEL CHECK
OUNCES 6 8 10 12 16 (York Compressor)
HORIZONTAL
MOUNT 13/160 10 1-3/160 1-5.80 1-15/160
Sankyo Compressor Oil Level Check
VERTICAL
MOUNT 7/80 10 1-1/80 1-7/160 1-7/80 (5-Cylinder)

NOTE : This check can be better better performed with

FIGURE 9-14. DIPSTICK DIMENSIONS AND the compressor out of the system and on the bench. If
DETAILS system has been discharged, steps 1 and 2 will not apply.
(2 CYLINDER YORK)

1. Run compressor for 10 minutes to allow oil to

4. Close the high side (discharge) hand valve. thoroughly circulate through the system.

2. Stop engine; discharge system slowly.

NOTE : Suction pressure will rise slowly to 5 psi gage
pressure after both valves are closed.
5. Unscrew oil check plug five full turns to bleed off
remaining pressure and until gage reads 0.
6. Remove oil check plug and o-ring to check oil
level with dipstick. (See Figure 9-14 for details
and Figure 9-15 for location.)
7. Check your findings against the figures in the
table in Figure 9-14.
8. If necessary to add oil, add only the type
specified by the system manufacturer (never more
than 10 ounces).
9. Slip the o-ring over the oil plug threads, being
careful not to twist the o-ring. Insert oil plug in oil
filler opening and snug-tighten.
3. Remove compressor from the system by
loosening mounting bolts and removing drive belt.
Place compressor on bench with oil fill plug at
top dead center.
4. Using an angle gage, determine the mounting
angle across the two mounting ears flat surfaces.
After centering the bubble on the gage, check
the angle of mounting to the closest degree.
5. Remove oil filler plug slowly to release pressure.
Using figure 9-16 as a guide, peer through oil
filler hole to rotate the clutch front plate to plate
to place internal parts of compressor as shown
in illustration.
6. If the compressor is right-mounted (facing clutch)
(See Figure 9-17), position the parts as though
they were moving toward the rear of the
compressor (equal to the discharge stroke of
piston).

Air Conditioning System M9-17

 FIGURE 9-16 LOCATING INTERNAL PARTS
FIGURE 9-17MOUNTING ANGLE FOR DISSTICK
FOR DIPSTICK INSERTION
INSERTION
7. If the compressor is left-mounted (facing the
clutch) (See Figure 9-17), position the parts as MOUNTING ANGLE ACCEPTABLE OIL LEVEL
though they were moving to the front of the (Degree) IN INCREMENTS
compressor (equal to the suction stroke of Model 505 507 508 510
piston). 0 4-6 3-5 4-6 2-4
10 6-8 5-7 6-8 4-5
20 8-10 6-8 7-9 5-6
NOTE : Either step will clear the path of internal parts so 30 10-11 7-9 8-10 6-7
as to allow dipstick insertion to its full depth. 40 11-12 8-10 9-11 7-9
8. Insert dipstick (Sanden p/n 32447) through oil 50 12-13 8-10 9-11 9-10
filler hole until stop point is reached. (See Figure 60 12-13 9-11 9-11 10-12
9-17). Use the following as a guide to determining 90 15-18 9-11 9-12 12-13
the correct angle of the dipstick for each type of
mounting (right or left): FIGURE 9-18. MOUNTING ANGLE/OIL LEVEL
DETERMINATION
† If mounting angle is to the RIGHT, point of angle
should be to LEFT.
† If mounting angle is to the LEFT, point of angle
should be to RIGHT.
† In both, bottom surface of angle must be flush
with surface of oil filler hole.
Exercise care not to over tighten plug to stop a leak
in step 11. Remove plug instead and install new o-
9. Remove the dipstick and count the increments ring.
of oil (numbers on dipstick). (Refer to Figure 9-
11. Insert the oil filler plug, checking that o-ring is
18 for correct mounting angle / oil level
not twisted. Torque the plug to 6 to 9 ft. lbs. (8-
determination).
12 N.m).
10. Add or subtract oil to reach a mid-range of valve
if the actual reading is not exactly I\on the dipstick
increment.

M9-18 Air Conditioning System

EVACUATING THE SYSTEM
Evacuating the complete air conditioning system is
required in all new system installation. Also, when repairs
are made on systems requiring a component replacement
(system opened) or a major loss of R-12 has occurred.
All 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 with R-12 again.
Using a pump to create a vacuum in the air conditioning
system effectively vaporizes any moisture, allowing the
water vapor to be easily drawn out by the pump. The
pump does this by reducing the point at which water
boils (2120F 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
750F at sea level, by creating a vacuum in the system so
that the pressure in inches of mercury is below that of
the outside air (in this case, at least 29.5 inches is
needed), the boiling point of water will be lowered to 720F.
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 9-19. VACUUM PUMP HOOKUP

1. Low Pressure Hand Valve 3. Vacuum Pump

2. High Pressure Hand Valve

4. Observe gauge reading and wait 10 minutes.

Reading should not vary more than 1-2 in. hg.
Do not use the air conditioning compressor as a
After waiting, if more vacuum is lost than this, a
vacuum pump or the compressor will be damaged.
serious leak is indicated and the system must
be recharged, leak tested, repaired and
evacuated.
NOTE : Lower the vacuum requirement one inch for every
1000 feet above sea level at your location.
1. With the manifold gauge set still connected (after 5. Turn on pump. Open hand valves and continue
discharging the system), connect the center hose evacuation for at least one hour.
to the inlet fitting of the vacuum pump. Then open
the low side hand valves to maximum.
NOTE : If system has excessive amounts of moisture,
2. Open the discharge valve on the vacuum pump
60 minutes evacuation may not be sufficient since the
or remove the dust cap from the discharge outlet.
water must turn to a vapor to be drawn out of the system.
Turn the pump on and watch the low side gauge.
If a sealed system is known to be, and gauge readings
The pump should pull the system into a vacuum
increase after 1 hour, extend the evacuation time to
(if not, the system has a leak).
ensure total moisture removal.
3. Run the pump for five minutes and close the hand
valves and shut off the pump.

Air Conditioning System M9-19

 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.
CHARGING THE SYSTEM
After the system has been evacuated long enough to
remove moisture and the gauge set hand valves closed,
it is time to charge the AC system. When adding a full
charge of R-12, you can put it in as a gas or most of the
charge can be added as a liquid. Adding R-12 as a liquid
is faster but can damage the compressor if not done
right, the procedure you use, plus where you add the R-
12 makes a difference. Both procedures are explained.
Never add more than the amount of R-12 recommended
by the manufacturer (in pounds and ounces). With a
charging meter or station you can select the exact amount
of R-12 required. The other alternative is to use one pound
(13-15 ounce)cans or a container and scale. When using
R-12 as a liquid, never add more than two thirds of system
requirements as a liquid. Charging is finished using gas.
In any charging procedures you begin by connecting the
center service hose from the gauge set to the R-12
container dispensing valve. Always purge the hose of
any air using R-12 gas pressure from the container.
Charging Procedure : 30-or 60- Pound R-12
container
Do not run the engine while charging with liquid R-
12. also, only charge the system through the high
side (discharge) service valve fitting. Keep all R-12
containers away from direct heat.
1. Place R-12 Container in a receptacle containing
water heated to 1250F.
NOTE : If using an R-12 bulk container, weigh container
first and record weight.
2. Connect manifold gauge charging hose to R-12
container valve.
M9-20 Air Conditioning System
3. Loosen charging hose (center connection) at
manifold connection to allow air to be purged from
charging line by opening the R-12 container valve
slowly. This allows R-12 to vent through the
loosened connection. Tighten connection almost
immediately (2 to 3 seconds) and shut off valve
on R-12 container.
4. Determine full weight of the R-12 container by
placing it on a scale and establishing its exact
weight. Then open the high side (discharge) hand
valve and the R-12 container valve and allow
system to begin charging.
5. As weight charges (decreases) in the R-12
container, and reaches the desired amount
(increases) of R-12 in the system, close both
valves. (Capacity will vary dependent upon type
of system being charged and system
requirements).
6. Close the high side (discharge) hand valve if the
full R-12 charge is not accepted by the system.
Positing the R-12 container in an upright stance
to allow the vaporous portion of the container to
enter the system.
Ensure that high side (discharge) hand valve is
completely turned off before performing step 7.
Allow sufficient time (15-20 minutes) for liquid R-12
to vaporize inside compressor before starting
engine.
7. Start vehicle and set idle to 1200-1500 RPM.
Place air conditioning control panel lever to the
"A/C" position.
8. After the low side pressure drops and the system
has stabilized, open the low side hand valve
slowly, drawing R-12 into the system as a vapor.
9. Monitor the low side gauge and adjust manifold
hand valve so 40 psi is not exceeded during
charging.
10. Charge system until bubbles disappear from sight
glass or when system capacity is reached.
11. When charging is completed, close hand valve
and R-12 charging valve and shut off engine.
12. If stem type service valves are used, turn stem
counterclockwise until seated. Remove manifold
gauges and install protective caps.
 13. System should be leak tested and performance
tested to ensure satisfactory completion, refer
to procedures this section.
Charging Procedure : 14-Ounce R-12 Containers
Do not charge the system through the high side
(discharge) service valve fitting. Keep R-12
containers away from direct heat.
1. Place R-12 containers in a receptacle containing
water heated to 125%F.
2. Connect manifold gauge set to applicable
connections on compressor service valves.
3. Connect R-12 container to the center hose
connection on the gauge manifold and close both
high side (discharge)and low side (suction) hand
valve.
4. Loosen charging hose (center connection) at the
manifold connection to allow air to be purged from
the charging line by opening the R-12 container
valve slowly. This allows R-12 to vent through the
loosened connection. After 2 to 3 seconds,
immediately tighten hose connection.
Air Conditioning System
Truck engine and air conditioning system must not
be operating and high side (discharge) hand valve
closed to perform step 5.
5. Open the low side (suction) hand valve and the
R-12 container valve. The R-12 should
immediately flow into the system.
6. Close the R-12 container valve if the full R-12
charge is not accepted by the system, and start
engine. Place air conditioning control panel level
at the "A/C" position.
7. Open the R-12 container valve and observe that
with the compressor now running, the R-12 is
drawn into the system. Monitor the pressure
gauge and adjust the low side (suction) hand valve
to prevent pressure exceeding 40 psi. observe
that high side gauge reading does not exceed
240 psi.
Note : Pressure could be higher if vehicle is equipped
with an automatic fan.
8. Charge system until bubbles disappear from sight
glass or when system capacity is reached.
9. When charging is completed, close hand valve
and R-12 charging valve and shut off engine.
10. If stem type service valves are used, turn stem
counterclockwise until seated. Remove manifold
gauges and install protective caps.
11. System should be leak tested and performance
tested to ensure satisfactory completion. Refer
to procedures this section.
M9-21
 TROUBLESHOOTING

PRE-DIAGNOSIS CHECKS † System Ducts and Doors-Check the ducts and

A lot of time and frustration can be saved if obvious causes
of system problems are checked before connecting the
manifold gauge set. If the system indicates Insufficient
cooling or no cooling, the following points should be
checked before proceeding with the system diagnosis
procedures.
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.
doors proper function.
† 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.

A good working knowledge of the manifold gauge set is
required to correctly test and diagnose an air conditioning
system. An accurate testing sequence is usually the
quickest way to diagnose an internal problem. When
correctly done, diagnosis becomes an accurate procedure
rather than guesswork.
† Compressor Belt-Must be tight, and properly
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 an R-
12 leak.
† Electrical Check-Check all wires and
connections for possible open circuits or shorts.
Check all system fuses.
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
operating temperature, conduct a Performance
Test as outlined in this section.
DIAGNOSIS OF GAUGE READINGS & SYSTEM
PERFORMANCE
The following Troubleshooting Chart lists typical
malfunctions encountered in air conditioning systems.
Indications and or problems may differ from one system
to the next. Read all applicable situations, service
procedures, and explanations to gain a full understanding
of the system malfunction. Refer to sections herein listed
under suggested service procedures.

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,
clamps, belts, water pump, thermostat and the
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.

M9-22 Air Conditioning System

 TROUBLESHOOTING CHART
Possible Causes Suggested Corrective Action
TROUBLE: Insufficient Cooling
Indications:
Low side pressure Low
High side Pressure Low
Discharge air is only slightly cool
Bubbles observed in sight glass

Low R-12 charge, causing pressures to be slightly Check for leaks by performing leak test.
lower than normal.
1. Charge System
No Leaks Found:
2. Performance Test System

Leaks Found:
1. Discharge R-12 from system.
2. Repair leaks as necessary.
3. Check and replace any compressor oil lost
due to leakage.
4. Evacuate System
5. Charge System
6. Performance Test System

TROUBLE: Little or No Cooling

Indications:
Low side pressure Very Low 1. Add Refrigerant (make sure system has at least 50%
High side pressure Very Low of its normal amount) and leak test system.
Discharge Air Warm 2. it may be necessary to use a jumper wire to enable
No bubbles observed in sight glass, the compressor to operate if it has shit down due to
May show oil streaks. pressure sensing switch.
3. Discharge system, and repair leak.
R-12 sensing pressure switch may have compressor 4. Check and replace any compressor oil lost due to
stopped. leakage.
5. Evacuate System
R-12 Refrigerant excessively low; leak in system. 6. Charge System
7. Performance test system.

Air Conditioning System M9-23

TROUBLE: Insufficient or No Cooling
Indications:

Low side pressure too high

High side pressure too high
Discharge air not cool
Occasional bubbles appear in sight glass

1. Since system is saturated with air/moisture.

Air and/or moisture in system Discharge R-12
2. Replace receiver-drier (desiccant)

Large amounts of air will indicate higher gauge readings 3. Charge refrigerant oil
since the air is non-condensable under these pressures. 4. Flush system components
Hot gas (air) enters the evaporator, taking space of R-
12, causing temperature and pressure to increase. 5. Evacuate system thoroughly
6. Charge system

NOTE: Excessive moisture may be indicated with normal 7. Performance test system
gauge readings and then low side dropping into a vacuum
and high side lowering also. This usually occurs during
the hottest part of a hot day when system demand is
increased. R-12 freezers at the expansion valve, blocking
R-12 compressor evacuates low side, into high side.
Since R-12 can't flow past expansion valve, it super cools
in condenser causing temperatures and pressures to
decrease on the high side.

TROUBLE: Insufficient or No Cooling

Indications:

Low side pressure High

High side pressure Normal To High 1. Operate system and spray liquid R-12 onto the
Discharge air is warm capillary tube (thermal bulb) or the head of the
Suction hose shows heavy sweating expansion valve. Low side should drop into a
(considerable moisture) vacuum, indicating valve is all right. Clean
surfaces of thermal bulb and contact area, secure
in place and install insulating material.
Expansion Valve Malfunction (stuck open)
2. If low side does not drop into a vacuum when
valve is cooled, discharge system and replace
Expansion Valve isn't providing the restriction needed expansion valve.
for a proper pressure drop, R-12 flow is excessive and
condenser cannot remove enough B.T.U.'s causing higher 3. Evacuate System
pressures and temperatures.
4. Charge System

5. Performance test system

M9-24 Air Conditioning System

TROUBLE: Insufficient Cooling
Indications:
Low side pressure Too Low (Vacuum)
High side pressure Normal To Low
Discharge air only slightly cool
Expansion valve outlet frosty or sweaty

1. Operate system and warm up expansion valve &

Expansion valve malfunction (stuck closed)
Restriction near expansion valve (valve itself, inlet or
outlet screen clogged) or lost charge in thermal bulb
causing compressor to evacuate low side, R-12 super
cools in condenser because of restricted flow, lowering
temperature and pressure.
thermal bulb area (hair dryer or with hand). Low
side pressure should increase, indicating valve
is all right. Clean surfaces, secure in place and
insulate.
2. If no change is observed, discharge system and
replace expansion valve.

3. Evacuate system

4. Charge system

5. Performance test system

Air Conditioning System M9-25

 AMBIENT MANIFOLD GAUGE READING (PSI) EVAPORATOR
TEMPERATURE OUTLET TEMP.
(0F) Low Side High Side (0F)

60 0-4 95-115
65 4-8 105-125
70 8-12 115-135
75 12-14 130-150
80 12-18 150-170
85 16-20 165-185
90 18-22 175-195 35-55
95 22-24 185-205
100 24-27 210-230
105 25-29 230-250
110 26-32 250-270
115 30-36 265-285
120 32-42 285-310

FIGURE 9-20. TEMPERATURE/PRESSURE RELATIONSHIP

NOTE: The pressures shown in this table are representative. They will
vary depending upon system configuration, components and operating
conditions. Evaporator outlet temperatures will vary depending upon
thermometer placement location, blower fan speed and system conditions.

M9-26 Air Conditioning System

 AUTOMATIC POSITIVE LOCKING DIFFERENTIAL
The automatic positive locking differential is an Option
which may be installed when truck is originally
manufactured or may be installed in the truck to replace
the standard DUMPER differential.
Installation of Locking Differential To Replace The
Standard DUMPER Differential
1. Refer to Section "G" for Differential Carrier
Assembly Removal, Differential Cage Removal,
and Differential Cage Disassembly.
2. Remove all roll pins from differential cage.
3. None of the internal parts of the Haulapak
differential cage will be used at assembly.
4. Install complete locking differential (3, Figure 12-
1) with retainer (1). Install differential cage cap
(4), tighten cap screws (2) to standard torque
and safety wire.
5. Be sure to remove retainer (1) before differential
carrier assembly is installed in final drive case.
6. Refer to Section "G" for Differential Assembly to
Carrier, Backlash Adjustment Bearing, Bearing
Preload and Installation into final Drive Case.
Automatic Positive Locking Differential
Locking Differential Disassembly
The positive locking differential contains compressed
springs. Install retainer (1, Figure 12-1) before
separating differential cage. Place differential
assembly in press and maintain pressure on assembly
as retainer is removed. Carefully release press until
springs are no longer compressed. Failure to observe
this warning can cause personal injury.
1. Refer to Section "G" for Differential Carrier
Assembly Removal, Differential Cage Removal,
and Differential Cage Disassembly.
2. Install retainer (1, Figure 12-1) before removing
differential cage cap (4).
3. After locking differential has spring pressure
released, inspect all parts for chipped splines
and teeth. If splines or teeth are chipped, replace.
4. Check spring rate. At a length of 1.43 in. (36.3
mm), the load should be 220 ± 22 lbs. (99.8 ± 9.9 kg).
FIGURE 12-1. LOCKING DIFFERENTIAL
1. Retainer 3. Locking Differential
2. Cap screws 4. Differential Cage Cap
M12-1
Automatic Locking Differential Assembly

1. Be sure all parts are clean.

2. Assemble components to allow for compression

of springs (2, Figure 12-2) and installation of
retainer (1, Figure 12-3).

3. Place one spring (2, Figure 12-2) over hub of side

gear (1). Be sure spring is fully seated on side
gear.

4. Install cup end of spring retainer (3) on spring.

5. Place driving clutch (4) on spring retainer with

teeth pointing away from spring.

6. Be sure that these components freely engage

as drive clutch is pushed against spring and
splines engage side gear splines.

7. Install spider and center cam (5) on driven clutch.

Check that long tooth on spider indexes slot in
hold out ring of driven clutch and lugs of hold out
ring engage slots in center cam.

8. Install second driven clutch (4), spring retainer

(3), spring and side gear.

9. Compress assembly and install retainer (1, Figure

12-3).

LOCKING DIFFERENTIAL INSTALLATION IN CAGE

The locking Differential can be assembled as a unit with FIGURE 12-2. LOCKING DIFFERENTIAL ASSEMBLY
retainer installed and placed in differential cage, or the
1. Side Gear 4. Drive Clutch
individual components can be installed in differential cage
2. Spring 5. Spider and Center Cam
and assembly compressed for installation of cage
retaining cap screws. 3. Spring Retainer

1. Place locking differential in ring gear end of

differential cage.
2. Install differential cage cap (4, Figure 12-3) and
retaining cap screws (2). Tighten to standard
torque and safety wire.

Be sure to remove retainer (1) before installing

differential cage in carrier.
3. Refer to Section "G" for Differential Assembly
Installation to Carrier, Backlash Adjustment FIGURE 12-3. LOCKING DIFFERENTIAL
Bearing Preload and Installation Into Final Drive 1. Retainer
Case. 3. Locking Differential
2. Cap screws 4. Differential Cage Cap

M12-2 Automatic Positive Locking Differential

 RADIATOR SHUTTERS
TEMPERATURE CONTROL CIRCUIT
The temperature control system contains a solenoid valve,
temperature switch and relay, shutter control cylinder,
radiator shutter assembly and the necessary hoses and
wiring for operation.
OPERATION
Hydraulic pressure to operate the shutters is supplied
from a pilot port on the auxiliary manifold and directed to
the solenoid valve located on the right side of the radiator
top tank.
On engine start up, the solenoid valve will be in its normally
open position, allowing oil pressure to be applied to the
shutter control cylinder to move the shutters to a fully
closed position. This blocks air flow through the radiator
to speed the warm up of coolant through the system.
The 24 volt unswitched side of the engine oil pressure
switch supplies 24 volts to the solenoid switch.
Radiator Shutters
As the system coolant temperature approaches normal
operating levels, the temperature switch on the engine
thermostat housing will, at approximately 1850F (850C),
close and provide a ground for the solenoid valve. The
solenoid valve will then shift and redirect pressure oil to
the cylinder, opening the shutters.
To maintain proper pressures in the air conditioning
system, an over ride circuit to open the shutters is
provided by using the trinary switch located on the
receiver-dryer reaches approximately 200-230 psi (1.38-
1.59 Mpa), twenty-four voits from the engine oil pressure
switch will be allowed through the trinary switch to the
coil side of the relay. The relay (located on the top side
of the radiator shroud). Will close the normally open
contacts and provide a ground for the shutter solenoid
valve. The solenoid valve will then shift and redirect
pressure oil to the cylinder, opening the shutters.
M19-1
 NOTES:

M19-2 Radiator Shutters

OPERATOR CAB
 SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX

TRUCK CAB............................................................................................................................................. N2-1

Removal..................................................................................................................................... N2-1
Installation................................................................................................................................. N2-4

OPERATOR COMFORT..............................................................................................................................N4-1
OPERATOR SEAT................................................................................................................................N4-1
Adjustment Instructions................................................................................................................N4-1
Removal................................................................................................................................ N4-1
Installation.............................................................................................................................N4-1
Disassembly..........................................................................................................................N4-2
Inspection..............................................................................................................................N4-2
Assembly.............................................................................................................................. N4-2
HEATER CONDITIONER....................................................................................................................... N4-4
Water Control Valve......................................................................................................................N4-4
Heater / Air Conditioner.................................................................................................................
Removal................................................................................................................................ N4-4
Installation.............................................................................................................................N4-6
Disassembly..........................................................................................................................N4-7
Inspection............................................................................................................................. N4-7
Assembly.............................................................................................................................. N4-7

OPERATOR CONTROLS AND INSTRUMENT PANEL...................................................................................N5-1

OPERATOR CONTROLS...................................................................................................................... N5-1
INSTRUMENT PANEL.......................................................................................................................... N5-4
Retarder Operation.......................................................................................................................N5-8
INSTRUMENT PANEL (Right Side).........................................................................................................N5-9
HEATER / AIR CONDITIONER CONTROLS...........................................................................................N5-12
BREAK PEDAL..................................................................................................................................N5-12
RANGE SELECTOR...........................................................................................................................N5-13
TURN SIGNAL SWITCH......................................................................................................................N5-14
THROTTLE CONTROL PEDAL.............................................................................................................N5-15
Removal....................................................................................................................................N5-15
Installation.................................................................................................................................N5-15
Disassembly..............................................................................................................................N5-16
Inspection..................................................................................................................................N5-17
Assembly.................................................................................................................................. N5-17

Index N1-1
 TRUCK CAB
Removal
1. Raise the truck body and install the body-up re-
taining pin (1, Figure 2-1) to secure body in the
fully raised position.
2. Block the wheels of the truck.
3. Insure key switch has been "Off" for at least 90
seconds to allow steering accumulator oil to drain
back to tank. Check by turning steering wheel.
4. Bleed the pressure from the brake accumulators
by turning the bleeder valves located on the low
Brake Pressure Detection Module counterclock-
wise. When the accumulator are completely bled
down, close bleeder valves by turning the bleeder
valve handles clockwise. Do not leave valves
open.

FIGURE 2-1. BODY-UP PIN INSTALLATION

1. Body-up Retaining Pin 3. Body Pivot Pin

2. Body
Make certain the steering and brake accumulators
are completely bled down before any components
are disconnected. Rotate the steering wheel, no move-
ment should occur.
NOTE: The hydraulic hoses on the steering control valve
and the brake manifold do not need to be disconnected
to remove the cab. The steering control valve and brake
manifold can be removed as assemblies with hoses at-
tached. If necessary to remove these components from
the truck for repairs etc., mark all hoses prior to removal
and cap all openings to prevent contamination.
5. Disconnect battery cables using the following se-
quence:
a. Turn the ATEC power switch "off".
b. Remove the battery positive (+) cable.
c. Remove the battery negative (-) cable.
NOTE : Identify all electrical connection points and wires
before disconnecting.
4. Frame
6. Disconnect required transmission and engine cir-
cuit wiring inside the cab and pull wires through
routing holes from under the rear portion of the
cab, near the horse collar. Make certain all wir-
ing is disconnected and retaining devices re-
moved.
7. Disconnect the four cannon plugs and any other
single harness connectors from under the front
part of the cab bottom. A "T" connection is pro-
vided underneath the cab for disconnecting the
power cable leading to the instrument panel.
8. Remove all retaining clamps securing hoses and
wiring to the cab.
9. Protect the ends of the electrical cables and wires
from damage and contamination and secure them
to prevent interference with the cab removal.

Truck Cab N2-1

 FIGURE 2-3. HEATER / AIR CONDITIONER
MOUNTING
FIGURE 2-2. 1. Cap screws 4. Heater / Air
STEERING CONTROL VALVE 2. Filter Assembly Conditioner Assembly
3. Slotted Head Capscrews 5. Cap screw
11. Nut M10
1. Valve Steering
12. Cap Screw
2. Cap Screw
13. Nut 13. Lower the brake manifold treadle valve and hoses
3. Lock Washer M12
14. Lock Washer away from the cab floor and support assembly
4. Nut M12
15. Stg. Drive Assy to prevent damage to hoses if still attached.
5. Plate MTG
16. Lock Washer
6. Mount
17. Nut NOTE : If repairs are required on the assembly, refer to
7. Flat Washer
18. Cap Screw "Brake Circuit Component Service". Section "J"
8. Plate MTG.
19. Shaft Stub
9. Cap Screw M 10x25
20. Gasket 14. Disconnect the cable from throttle control by re-
10. Lock Washer M10
moving the clevis pin and cable anchor. Secure
cable out of the way.
Remove nuts (4), washers (3&7) and cap screw 15. Remove cap screws retaining the section of hood
(2) at each rubber bushing. Lower the valve as- nearest the right side of the cab and set the hood
sembly from the mount and support assembly section aside.
to prevent damage to hoses if still attached.

NOTE: If the steering control valve is to be removed for

repairs, refer to Hydraulic System "L", Steering Control
Valve.

11. Tag and remove hoses from the retarder treadle Do not disconnect any heater or air conditioning hoses
valve. Cap openings to prevent contamination. from assembly for removal of cab.
12. Remove cap screws securing brake manifold and
treadle valve to the cab floor.

N2-2 Truck Cab

 FIGURE 2-5. LIFTING CAB ASSEMBLY
FIGURE 2-4. HEATER / AIR CONDITIONER ASSEMBLY
1. Eye Bolts 2. Lifting Device
REMOVAL
1. Hood Structure 3. Hinges
2. Heater /Air Conditioner Assembly 20. Slide the assembly off the hinges and secure it
out of the way of cab.

21. Loosen the cab screws holding the deck struc-

16. Remove cap screws (5, Figure 2-3) and filter as- ture on the left side of the cab.
sembly (2) to provide the necessary clearance
22. Position a lifting strap around the center of deck
of heater / air conditioner removal.
structure so that its weight is evenly distributed
17. Release the two latches on the emergency exit and take up slack.
window (right side) and raise it. Remove slotted
23. Remove the cap screws and the left deck from
head cap screws (3).
the truck.
18. Remove the cap screws (1) retaining the heater
24. Disconnect electrical wires on the headlights and
/ air conditioner assembly and carefully lower
turn signal mounted on the left deck structure.
assembly onto the remaining hood structure.
25. Loosen the cap screws holding the front left deck
19. Remove rear cover plate near the heater / air
structure to the cab and attach lifting strap around
conditioner controls and disconnect the neces-
structure so its weight is evenly distributed. Take
sary electrical wires from the cab circuit.
up slack.

26. Remove cap screws and front deck and railing

from truck position deck structures out of the
way.

The heater lair conditioner assembly weighs approximately 27. Install four eyebolts (1, Figure 2-5) in tapped pads
100 lbs. (45.36 Kg). Use caution while removing assem- welded in the roof of the cab. The threads of the
bly. Make certain heater lair conditioner hose retaining tapped pads are 0.62-11 UNC.
clamps are removed form cab section before attempt-
ing assembly removal. It is not necessary to disconnect
any heater or air conditioner hoses from assembly to
remove from cab.

Truck Cab N2-3

The integral Rops cab assembly weighs approxi-
mately 2800 lbs. (1271.2 kg). Make certain lifting ap-
paratus is of adequate capacity.

28. Install lifting device to the four eyebolts in cab

roof. As illustrated in figure 2-5. Take up slack.
29. Remove cap screws (3,5 and 8, Figure 2-6) from
cab mounting pins under the cab.
30. Drive out pins (2,6 and 7) from mounting pads
and strut and remove cab assembly from the
truck.

Secure the strut to prevent it from swinging down

during pin removal.

Installation

The integral Rops cab assembly weighs FIGURE 2-6. CAB MOUNTING POINTS
approximately 2800 lbs. (1271.2 kg). Make certain
lifting apparatus is of adequate capacity. 1. Clamp Structure (two) 5. Cap screw
2. Threaded Shaft 6. Pin
3. Locknuts (two) 7. Pin
1. Install four eyebolts in tapped pads welded in the 4. Strut 8. Cap screw
roof of the cab. The threads of the tapped pads
are. 62-11 UNC
9. Install cap screws that retain the deck structure
2. Install lifting device to the four eyebolts in cab
in place. Tighten to standard torque.
roof and take up slack.
3. Lift cab into position and install threaded shaft 10. Connect electrical wires on headlights and turn
(2, Figure 2-6) and pins (6 and 7). signal mounted on front deck structure.
4. Install cap screws (5 and 8) and tighten to stan-
dard torque. Install clamp structures (1) and lock-
nuts (3) and tighten to 300 ft. lbs. (407 N.m)
torque.
5. Remove lifting device and four eyebolts from the
The heater lair conditioner assembly weighs ap-
cab roof.
proximately 100 lbs. (45.36 kg). Use caution while
6. Install lifting device around the front deck and installing assembly.
railing and lift deck into position on truck.
7. Install all cap screws that retain the deck and 11. Slide the heater / air conditioner assembly onto
railing in place. Tighten to standard torque. the hinges on the right side of the cab and allow
the assembly to rest on hood structure.
8. Install lifting device around the left deck and po-
sition it on the left side of the cab.

N2-4 Truck Cab

 12. Connect electrical wires into the rear portion of 23. Install all harness and hose retaining devices in-
the assembly to the control switches and install side cab and under cab to prevent abrasion and/
the rear cover plate. or damage.
13. Swing the assembly up into position on the cab 24. Connect battery cables in the following sequence:
and install cap screws (1, Figure 2-3). Tighten to a. Install battery negative (-) cable.
standard torque. b. Install battery positive (+) cable.
c. Turn ATEC power switch "On".
14. Install the slotted head cap screws (3) into the
upper portion of the assembly and tighten to stan- 25. Start the engine check for any hydraulic leaks
dard torque. and for proper operation of instrument panel com-
ponents.
15. Install filter assembly (2) and cap screws (5).
Tighten to standard torque. 26. Remove body-up retaining pin and lower body.
16. Install the left section of the hood into position 27. Check hydraulic oil; add oil if needed. Refer to
near right side of cab and cap screws. Tighten to Section "P", Lubrication and Service.
standard torque.
17. Install brake manifold and treadle valve. Tighten
cap screws to standard torque.
18. Remove caps and attach hoses to retarder valve.
Refer to Brake System, Section "J" to bleed the brake
19. Install throttle control and tighten cap screws to
system and to checkout brake circuit before releasing
standard torque. Connect cable and install clevis
the truck for operation.
pin and cable anchor.
28. Bleed and check operation of brakes.
20. Insert steering control valve (10, figure 2-2) through
cab floor and align splines on valve column with
the isolator flange assembly. Install cap screws
(9) through the rubber bushings from the bottom
side of the mounting plate (11). Install flat wash-
ers, lock washers, and nuts. Install cap screws Refer to Hydraulic System, Section "L", Steering Cir-
in isolator flange (3) and tighten to standard cuit to checkout steering circuit before releasing the
torque. truck for operation.
21. Connect the four cannon plug connectors and
any other single harness connectors under the 29. Check the operation of the steering circuit.
front part of the cab bottom.

NOTE : Make certain connections are clean and se- 30. Check the operation of the throttle and retarder
curely hand tightened. controls. Refer to procedures in Section "C" for
the throttle and Section "J" for the retarder if ad-
22. Connect transmission and engine circuit wiring justments are required.
inside the cab.

Truck Cab N2-5

 NOTES

N2-6 Truck Cab

 OPERATOR COMFORT

OPERATOR SEAT

The operator's seat provides a fully adjustable cushioned

ride for the driver's comfort and ease of operation. The
seat is independently mounted from the cab for easy
maintenance and repair.

Adjustment

The following adjustments must be made while sitting in

the seat.

1. To adjust fore/aft location of seat:

a. Raise slide adjustment lever (2, Figure 4-1)
b. Move seat backward or forward as desired.

2. To adjust seat height:

a. Depress the "Height Adjust" lever (1).
b. Adjust seat assembly to desired height.

FIGURE 4-2. STOP CABLE & TILT LATCH

1. Cap Screw, Washer & Nut 3. Tilt Latch

2. Back Rest Adjustment

3. To adjust seat cushion:

a. Raise "Cushion Tilt Latch" lever (3, Figure 4-
2) on left side of seat.
b. When lever is unlatched, choose between two
different positions.

Removal
1. Remove cap Screws, lock washers and nuts
(7, Figure 4-1) that secure seat base to seal
riser

2. Remove seat assembly from cab to clean work

area for disassembly.
Seat-Weight: 102 lbs. (46.9 kg).

Installation

FIGURE 4-1. SEAT ADJUSTMENT CONTROLS 1. Mount seat assembly to seat riser. Install cap
1. Height Adjustment 4. Cap Screw, L/W, Nut screws, lock washers and nuts. Tighten can
2. Slide Adjustment 5. Tilt Latch screws, to 35 ft. lbs. (47.5 N.m) torque.
3. Boot 6. Bak Rest adjustment

Operator Comfort N4-1

 OPERATOR SEAT

N4-2 Operator Comfort


REF DESCRIPRION
01. ASSY. B/SR FRAME COMP.
02. FLAT SPRIAL SPRING
03. SPRING HOOK
04. CONTROL SPRING
05. BRAKE RUST CUSHION
06. BRAKE RUST COVER COMP
07. BRAKE TUBULAR FRAME COMP
08. SPECIAL BOLT
09. TOOTHED BLOCK
10. SPRING DOWEL PIN
11. TORSION PIN
12. RIVET
13. RECLINING ADJUST LEVER
14. KNOB
15. SEAT CUSHION COMP
16. SEAT COVER COMP
17. HOG RING
18. NYLOCK NUT MB
19. SPECIAL BOLT
20. SPECIAL BOLT
21. NYLOCK NUT M10
22. CIR CLIP C10
23. PIVOT PIN GROOVED
24. SLIDING PIN TOOTHED
25. ASSY! LINK COMP.
26. SLIDE PIECE
27. TOP FRAME ASSY. COMP
OPERATOR SEAT DESCRIPTION
REF DESCRIPRION REF DESCRIPRION
28. CONTROL SPRING 55. ASSY. STRAP BELLOW
29. TOOTHED BLOCK 56. BUTTON BELLOW
30. SPACER TUBE 57. BOTTOM PLATE ASSY.
31. SPRING DOWEL PIN 58. HEX. HEADED BOLT M8X20
32. LEVER H.T ADJUST REAR 59. SPACER
33. LEVER H.T ADJUST FRONT
60. SLIDE RAIL PASSIVE ASSY
34. SPECIAL BOLT
61. SLIDE RAIL ACTIVE ASSY
35. SPACER
62. MTG. BRACKT ASSY.
36. TOPPLATE ASSY.
63. SPECIAL BOLTSS
37. KNOB WEIGHT ADJUST ASSY
38. WASHER
39. GEAR WHEEL ASSY.
40. SLIDING GEAR ASSY.
41. TIGHTENING NUT
42. STOPPER ASSY
43. SPIRAL SPRING
44. BUFFER
45. SLIDE RING
46. SENSOR MECH. ASSY
47. BEARING BUSH
48. SPECIAL BOLT TOP
49. SPINDLE SWING ARM
50. SHOCK ABSORBER
51. PIN S/B BOTTOM
52. PIN S/B TOP
53. CIRCLIP
54. BELLOW
Operator Comfort N4-3
HEATER / AIR CONDITIONER
Heat for the cab is provided by passing coolant from the
engine cooling system through a heater core. Blowers
move air across the heating core which warms the air for
heating or defrosting.
For heater operation, start the engine and allow it to warm
up. Move the toggle switch to the "Heat" position, pull
the (push-pull) temperature control knob out and turn the
blower to high, medium or low speed for desired air flow.
The temperature control will provide maximum heat out-
put when pulled out as for as possible. To decrease tem-
perature, push the knob in until desired temperature is
attained.
For air condition operation, place the toggle switch in
the "A/C" position and push the temperature knob in.
Adjust the air temperature using the "A/C Temp" knob.
WATER CONTROL VALVE
The water control valve is controlled by a cable leading
to the push-pull temperature control. The lever opens or
closes the valve in varying degrees according to the po-
sition of the control knob.
A leaky control valve will allow heated water to pass
through the hose between the valve and the heater core.
If the hose is warm and the push-pull temperature con-
trol knob is the "cool" position, check cable adjustment
to be certain that the control valve is being completely
closed.
If the hose is still warm after these checks, the control
valve is leaking and should be replaced. The control valve
has a directional arrow stamped on the body, this arrow
must point in the direction of flow for valve to operate
properly.
N4-4 Operator Comfort
Heater / Air Conditioner Removal
The coolant system is pressurized by thermal expan-
sion of the water. Do Not remove radiator cap while
engine is hot. Severe burns may result.
1. Relive radiator pressure by slowly loosening radiator
cap.
2. To minimize coolant inside operator's cob, place tem-
perature control in "Off" position. Close shut off valve
on engine block attached to heater inlet hose. Re-
move hose from valve.
3. Remove cap screws retaining the section of hood
nearest the right side of the cab and set the hood
section aside.
4. Remove cap screws (5, Figure 4-4) and filter assem-
bly (2) to provide the necessary clearance of heater
/ air conditioner removal.
5. If removal of heater / air conditioner assembly re-
quires the assembly to be completely removed from
truck, refer to section "M", air Conditioning Discharg-
ing, to discharge the R-12.
DO NOT disconnect any air conditioning hoses from as-
sembly until system is properly discharged. Refer to dis-
charging procedures in Section "M".
6. If required, discharge the air conditioning system
and disconnect hoses to the evaporator. Tightly cap
hoses and connections.
 FIGURE 4-4. HEATER/AIR CONDITIONER FIGURE 4-5. HEATER /AIR CONDITIONER
MOUNTING ASSEMBLY REMOVAL

10. Remove rear cover plate near the heater/air con-

ditioner controls and disconnect the necessary
7. Loosen clamp securing heater return line (line electrical wires from the cab circuit.
without valve) to heater core. Loosen line until it
starts to leak, then move "Pussh- Cool/Pull-
Heat" control knob to "Heat" position. Heater
core will drain through hose removed from the
shut- off valve on the engine block.

NOTE: Make certain return line, loosened in step 7, is
sucking air prevent siphoning of coolant from radiator
and engine.
8. Release the two latches and raise the emer-
gency exit window (right side) to provide ac-
cess to the slotted head cap screws (3).
The heater / air conditioner assembly weighs approxi-
mately 100 lbs. (45.36 kg). Use caution while remov-
ing assembly. Make certain heater / air conditioner
hose retaining clamps are removed from cab section
before attempting assembly removal.
11. Slide the assembly off the hinges.

9. Remove the cap screws (1, Figure 4-4) retain-

ing the heater / air conditioner assembly and
carefully lower assembly onto the remaining
hood structure as illustrated in Figure 4-5.

Operator Comfort N4-5

 FIGURE 4-6. HEATER ASSEMBLY
1. Air Intake Cover 9. Motor Retainer 16. Evaporator 23. Bezel Nut
2. Housing Assembly 10. Panel 17. Expansion Valve 24. Switch (Heat-A/C)
3. Core Cover 11. Water Control Valve 18. Drain Hose 25. Thermostat
4. Entry Ring 12. Heater Core 19. Air Diffuser 26. Knob
5. Blower Assembly 13. Resistor 20. Control Panel 27. Louver
6. Motor 14. Cover Assembly 21. Switch (HI, MED, LO) 28. Filter
7. Blower Assembly 15. Plate 22. Control Cable 29. Clip Filter (Not Shown)
8. Blower Wheel

Installation 1. Slide the heater/air conditioner assembly onto

the hinges on the right side of the cab and allow
the assembly to rest on hood structure.
2. Connect electrical wires into the rear portion the
assembly to the control switches and install the
rear cover plate.
The heater / air conditioner assembly weighs
approximately 100 lbs. (45.36 kg). Use caution while
installing assembly.

N4-6 Operator Comfort

 3. Connect heater hoses, tighten clamps securely
to prevent leaks.
4. If removed, connect heater hose to shut-off valve
on engine block. Open the shut-off valve.
5. If removed, connect air conditioning hoses to
evaporator. Refer to Section M to charge and per-
formance test the system.
6. Swing the assembly up into position on the cab
and install cap screws (1, Figure 4-4). Tighten to
standard torque.
7. Install the slotted head cap screws (3) into the
upper portion of the assembly and tighten to stan-
dard torque.
8. Install filter assembly (2) and cap screws (5).
Tighten to standard torque.
9. Install the left section of the hood into position
near right side of cab and cap screws. Tighten to
standard torque.
10. Check coolant level in radiator and refer to sec-
tion "P", lubrication and service for appropriate
mixture of antifreeze.
11. Start engine and move the "Push-Cool/Pull-Heat"
control knob the "Heat" position. Run engine for
a short time for coolant to completely fill the
heater circuit and lines.
12. Shut down engine, recheck coolant level and add
coolant mix, if necessary.
13. Start engine. When unit is up to operating tem-
perature, check out heter/air conditioner system.
14. Shut down engine.
Disassembly
1. Remove cover (3, Figure 4-6) from heater assem-
bly by removing screws on each side and at up-
per front of the cover.
2. Remove both hoses and clamps from heater core
fittings.
3. Slide heater core (12) from unit.
4. Remove screws holding motor retainer (9) in
place.
5. Disconnect electrical wiring from blower motor.
Wires are color coded for easy identification. Note
proper connection location.
6. Slide out motor and blower assembly from hous-
ing (2, Figure 4-6).
N04007 4/92 Operator Comfort
7. Remove screws holding entry ring (4) to blower
housings (5&7).
8. Remove entry ring (4).
9. Loosen setscrews on blower motor shafts hold-
ing blower wheels (8) in place.
10. Remove blower wheels (8).
11. Remove two nuts holding each end of motor (6)
to blower housings (5&7).
Note: Mark position of blower housing and fan with
respect to motor to insure proper fan rotation at
assembly.
12. Remove blower housings.
Inspection
1. Clean and check blower wheels.
2. Check operation of blower motor.
a. If noisy oil bearing.
b. If bearings are loose, repair or replace motor.
3. Clean blower housings (5&7).
4. Clean filter (28, Figure 4-6).
5. Clean drain hose (18).
ASSEMBLY
1. Install blower housings (5&7) on each end of
motor and secure in place with two machine nuts
on each side.
Note: To insure proper fan rotation, reassemble unit
using match marks made at disassembly.
2. Install blower wheels (8) on blower motor shafts.
Position blower wheels and tighten setscrews.
3. Spin blower wheels to make sure wheels do not
rub on blower housings.
4. Install entry rings (4) on sides of blower housing
(5&7). Install and tighten screws.
5. Install motor and blower assembly into housing
(2, Figure 4-6).
N4-7
 6. Connect electrical wiring to blower motor. Wires 10. Install filter (28) in bottom of housing (2).
are color for easy identification (Orange, Black).
11. Install cover (3) to heater assembly mount screws
7. Install motor retainer (9) in place and install and tighten.
machine screws and tighten securely.
12. Check operation of "Push-Cool/Pull-Heat" control
8. Slide heater core (12) into housing (2). knob to see that it works freely.
9. Install both hoses and clamps to heater core (12)
and tighten.

N4-8 Operator Comfort N04007 3/90s

1. BRAKE OIL TEMP GAUGE : The pointer on the green range indicates normality of the
oil temperature. When the pointer goes beyond the green range into the red range during
operation of the engine, stop the machine(with the engine running) & hold the engine at 2000
RPM with gear shift lever in neutral until the pointer goes back to green range & brake oil
temperature indicator lamp goes off.
2. TURN SIGNAL SWITCH : The turn signal switch is used when the vehicle changes its
traveling direction. To activate the left side turn signal lamp the switch lever is moved
towards the operator. To activate the right side turn signal lamp, the switch lever is moved
forward away from the operator. With the above mentioned operation the respective front &
rear turn signal lamps starts to blink. Simultaneously, the signal pilot lamp on the warning
cluster starts to blink & led on the front & rear goes ON along with blinking.
3. VOLTMETER : The voltmeter has a range of 16-32V and it shows the operating voltage of
the electrical system . The recommended voltage is shown in green band. The operating
voltage after starting the engine should be greater than the voltage, before starting, which
shows good condition of the charging system.
4. TRANS OIL PRESSURE GAUGE : The range of this gauge is 0-28 kg/sq cm. The
transmission oil pressure gauge indicates the pressure of the hydraulic fluid in the Allison
transmission in kg/sqcm. Refer to Allison Transmission manual for operating pressure.
5. LOWER SWITCH: The lower switch is pressed to bring the body to lower position after
dumping of material.
6. & 8 CENTRAL WARNING BUZZER & LAMP : The alarm buzzer is signaling device
used to alert the operator about malfunction with in a system. When the alarm sounds during
operation, a warning light will come ‘ON’ in the warning cluster along with the SAE symbols
corresponding to respective warning. The warning light will be the operator’s visual
indication for determining system malfunctioning.
WARNING : If the light comes ON stop the truck immediately and check systems
thoroughly. Do not attempt further operation until malfunction is located and corrected.
7. TRANS OIL TEMP GAUGE : The range of this gauge is 40˚ - 180˚C. This gauge
indicates the temperature of the hydraulic fluid in the Allison transmission. Refer to Allison
Transmission manual for operating temperature
8. –

OPERATOR CONTROLS, INSTRUMENT & INDICATORS HB4-2

 9. SPEEDOMETER : The range is 0 – 140 km/hr. The speedometer indicates the truck
speed in kilometers per hour.
10. WARNING CLUSTER – I : The antiglare cluster shows the SAE symbols when
corresponding warning/pilot signal appears. This cluster shows high beam, trans oil cooler
filter, left turn, reverse, body up emergency steering, low dump brake, right turn.
11. WARNING CLUSTER – II : The antiglare cluster shows the SAE symbols when
corresponding warning signal appears. This cluster shows hydraulic oil filter, engine oil
pressure, accumulator pressure, engine water temperature, trans oil filter clog, parking
brake, hydraulic oil temperature & dump brake.
12. OVER RIDE SWITCH: The over ride switch is used to raise the body beyond the
specified limit during body removal/servicing of the equipment.
13. RHEOSTAT : This is used to control the brightness of gauge lamps & rear tail lamps.
14. EMERGENCY STEERING SWITCH & LIGHT : The emergency steering switch
controls a secondary hydraulic system for emergency steering in case of failure of main
power steering system. A red warning light indicates that the emergency steering system is
in use.
15. KEY SWTICH : Key switch is a locking device that prevents machine use by
unauthorized persons. The Key switch has 6 key positions namely ON ,OFF, pre-heat and
start positions. Each switching position may be selected only by turning the key switch to
any desired position as designated on the switch panel plate.
When the key switch is turned to ON position, it allows the current to flow to any desired
circuit, When the key is held in ON position, it remains at that position even after it is
released from holding on the contrary, releasing the key kept in start position allows it to
spring back to ON or OFF position.
16. AUTO LUB INDICATOR : When auto lube switch is operated, then an indication of auto
lube functioning is indicated by this red Led
17. ENGINE SHUT OFF SWITCH : This is a momentary On switch. When Engine is to be
shut off, the switch has to be pressed and held for few seconds then fuel will be stopped to
the engine & engine goes OFF.
18. WIPER MOTOR SWITCH : Turning the wiper motor switch ON will operate the wiper
motor

HB4-3 OPERATOR CONTROLS, INSTRUMENT & INDICATORS

19. WIND SHIELD WASHER SWITCH : Turn ON the wind shield washer switch to
sprinkle water on the wind shield for cleaning purpose.
20. PARKING BRAKE SWITCH : This switch is used to position the truck in park condition
To apply parking brake, move the switch to `ON' position. To release, move switch to
`OFF' position.
21. HEAD LIGHT SWITCH : This switch is used to turn on the head lights. The high beam
and low beam operation of head lights is controlled by turn signal switch with dimmer
switch mounted on the steering column.
22. AMMETER : The range is 0 ± 50 Amps. The ammeter indicates the rate of charge or
discharge of the storage batteries. With the engine running at high idle, and no load on the
electrical system, ammeter should register a charge. (needle on plus side of meter)
23. FUEL LEVEL GAUGE : This gauge indicates the fuel level in the tank. It shows
E(empty), 1/4,1/2 & Full of the tank. Empty to ¼ range is indicated in Red Color. ¼ to Full
range is indicated in green color.
24. GAUGE LIGHT SWITCH : The gauge light switch provides the necessary illumination
of the instrument panel during night time operation.
25. FOG LIGHT SWITCH : This switch operates the fog lights and should be used when
visibility is poor due to fog conditions.
26. HAZARD LIGHT SWITCH : This switch operates the Hazard lights ( 4 nos. of turn
signal lights are used as hazard light ) and should be used when equipment is in parking
condition.
27. RAISE SWITCH : When raise switch is pressed the body is raised to the desired
position.
28. FLUID lamp (White) : The engine protection system will illuminate this lamp when an
abnormal condition occurs. If the engine protection system FLUID lamp illuminates during
operation, it means that a fault code has been recorded. The lamp will remain on as long as
the fault is occurring. The lamp will begin to flash if the fault condition continues to get
worse. The engine power and/or speed will be gradually reduced. If the engine protection
shutdown feature is enabled in the calibration, the engine will shutdown to prevent engine
damage.
29. DIAGNOSTIC LIGHT& SWITCH INDICATOR : The Diagnostic Request Switch is

OPERATOR CONTROLS, INSTRUMENT & INDICATORS HB4-4

 used to activate the Stop lamp and warning lamp to flash codes. In addition to alerting the
operator of system faults, the two diagnostic lamps ( Stop and Warning ) are used in the
diagnostic operation of QSK19C. The diagnostic mode begins when the vehicle key and
diagnostic test switch are on and the engine is not running. Refer Cummins enigine manual
for error codes
30. ENGINE OIL PRESSURE GAUGE : The range is 0 - 10 Kg/sqcm. The engine oil
pressure gauge indicates the pressure of the engine’s lubricating system in Kg/sqcm.
Normal operating pressure after engine warm up and machine in operation should be 3 - 5
Kg/sqcm. Pressure should be 1.2 Kg/sqcm m
31. ENGINE WATER TEMP GAUGE : The range of this gauge is 40˚ - 120˚C. The water
temperature gauge indicates the temperature of the coolant in the engine cooling system.
The temperature range after engine warms up & the machine operating under normal
conditions should be from 74˚ - 85˚C.
32. TACHO METER : The range of the meter is 0-3000 RPM. The tachometer registers in
hundreds the number of revolutions the engine is running per minute.
33. ENGINE GAUGE CLUSTER :The Engine related critical parameters can be viewed
through the gauge cluster panel on RH side of LH panel. Four gauges (Engine oil pressure
gauge, Engine water temperature gauge, Tachometer with built in hourmeter ) are provided.
The CANdrive module mounted in the cluster panel reads valid J1939 data from Engine
ECM through a 3 pin deutsch connector for Engine Oil Pressure, Water Temperature and
Engine speed.
34. ALTERNATOR WARNING INDICATOR RED : This indicates the condition of
alternator. If alternator indicator is ‘ON’ when engine is operating, this indicates alternator
is fault. Alternator Warning lamp ‘OFF’ when engine is operating, indicates alternator is in
good condition.
35. ENGINE OVER SPEED INDICATOR : This lamp indicates that engine speed is more
than the specified limit.
36. & 37 ENGINE ECM DATA DOWNLOAD CONNECTOR : To download the data
from Engine ECM, PLMS & VIMS, the related data link connectors are provided on RH
side of the dash board. The connector is used to connect the data links(ECM) are a 9-pin

HB4-5 OPERATOR CONTROLS, INSTRUMENT & INDICATORS

 Deutsch connector.Connectors used to download the PLMS data is 9 pin D-sub male
connector Laptop for downloading the data.
38. STOP LAMP : STOP LAMP (red) will illuminate to indicate a fault condition that can be

engine disabling. The engine operation should be stopped as soon as possible.

39. ENGINE WARNING LAMP:WARNING lamp (yellow) will illuminate to indicate a

fault condition that allows the engine to continue to be operated. The failure must be
repaired as soon as convenient.
40. WAIT LAMP (Blue) If necessary, the WAIT lamp will illuminate prior to starting to

allow time to activate the air intake grid heaters.

41. CAN DRIVE : The CAN drive module mounted in the cluster panel reads valid J1939
data from Engine. ECM through a 3 pin deutsch connector for Engine Oil Pressure, Water
Temperature and Engine speed. If CAN drive module stops receiving the valid data, the
gauge outputs are maintained at the last known value for approximately 5 seconds, after
which time the outputs are turned off.

OPERATOR CONTROLS, INSTRUMENT & INDICATORS HB4-6

1. BRAKE OIL TEMP GAUGE : The pointer on the green range indicates normality of the
oil temperature. When the pointer goes beyond the green range into the red range during
operation of the engine, stop the machine(with the engine running) & hold the engine at 2000
RPM with gear shift lever in neutral until the pointer goes back to green range & brake oil
temperature indicator lamp goes off.
2. TURN SIGNAL SWITCH : The turn signal switch is used when the vehicle changes its
traveling direction. To activate the left side turn signal lamp the switch lever is moved
towards the operator. To activate the right side turn signal lamp, the switch lever is moved
forward away from the operator. With the above mentioned operation the respective front &
rear turn signal lamps starts to blink. Simultaneously, the signal pilot lamp on the warning
cluster starts to blink & led on the front & rear goes ON along with blinking.
3. VOLTMETER : The voltmeter has a range of 16-32V and it shows the operating voltage of
the electrical system . The recommended voltage is shown in green band. The operating
voltage after starting the engine should be greater than the voltage, before starting, which
shows good condition of the charging system.
4. TRANS OIL PRESSURE GAUGE : The range of this gauge is 0-28 kg/sq cm. The
transmission oil pressure gauge indicates the pressure of the hydraulic fluid in the Allison
transmission in kg/sqcm. Refer to Allison Transmission manual for operating pressure.
5. LOWER SWITCH: The lower switch is pressed to bring the body to lower position after
dumping of material.
6. CENTRAL WARNING BUZZER & LAMP : The alarm buzzer is signaling device
used to alert the operator about malfunction with in a system. When the alarm sounds during
operation, a warning light will come ‘ON’ in the warning cluster along with the SAE
symbols corresponding to respective warning. The warning light will be the operator’s visual
`ndication for determining system malfunctioning.
WARNING : If the light comes ON stop the truck immediately and check systems thoroughly.
Do not attempt further operation until malfunction is located and corrected.
7. TRANS OIL TEMP GAUGE : The range of this gauge is 40˚ - 180˚C. This gauge indicates
the temperature of the hydraulic fluid in the Allison transmission. Refer to Allison
Transmission manual for operating temperature

OPERATOR CONTROLS, INSTRUMENT & INDICATORS HB4-8

 8. TACHO METER : The range of the meter is 0-3000 RPM. The tachometer registers in
hundreds the number of revolutions the engine is running per minute
9. SPEEDOMETER : The range is 0 – 140 km/hr. The speedometer indicates the truck speed
in kilometers per hour.
10. WARNING CLUSTER – I : The antiglare cluster shows the SAE symbols when
corresponding warning/pilot signal appears. This cluster shows high beam, trans oil cooler
filter, left turn, reverse, body up emergency steering, low dump brake, right turn.
11. WARNING CLUSTER – II : The antiglare cluster shows the SAE symbols when
corresponding warning signal appears. This cluster shows hydraulic oil filter, engine oil
pressure, accumulator pressure, engine water temperature, trans oil filter clog, parking brake,
hydraulic oil temperature & dump brake.
12. OVER RIDE SWITCH: The over ride switch is used to raise the body beyond the specified
limit during body removal/servicing of the equipment.
13. RHEOSTAT : This is used to control the brightness of gauge lamps & rear tail lamps.
14. EMERGENCY STEERING SWITCH & LIGHT : The emergency steering switch
controls a secondary hydraulic system for emergency steering in case of failure of main
power steering system. A red warning light indicates that the emergency steering system is in
use.
15. KEY SWTICH : Key switch is a locking device that prevents machine use by unauthorized
persons. The Key switch has 6 key positions namely ON ,OFF, pre-heat and start positions.
Each switching position may be selected only by turning the key switch to any desired
position as designated on the switch panel plate.
a. When the key switch is turned to ON position, it allows the current to flow to any
desired circuit, When the key is held in ON position, it remains at that position even
after it is released from holding on the contrary, releasing the key kept in start
position allows it to spring back to ON or OFF position.
16. AUTO LUB INDICATOR : When auto lube switch is operated, then an indication of auto
lube functioning is indicated by this red Led
17. ENGINE SHUT OFF SWITCH : This is a momentary On switch. When Engine is to be

HB4-9 OPERATOR CONTROLS, INSTRUMENT & INDICATORS

18. shut off, the switch has to be pressed and held for few seconds then fuel will be stopped to
the engine & engine goes OFF.
19. WIPER MOTOR SWITCH : Turning the wiper motor switch ON will operate the wiper
motor
20. WIND SHIELD WASHER SWITCH : Turn ON the wind shield washer switch to sprinkle
water on the wind shield for cleaning purpose.
21. PARKING BRAKE SWITCH : This switch is used to position the truck in park condition
To apply parking brake, move the switch to `ON' position. To release, move switch to `OFF'
position.
22. HEAD LIGHT SWITCH : This switch is used to turn on the head lights. The high beam
and low beam operation of head lights is controlled by turn signal switch with dimmer switch
mounted on the steering column.
23. AMMETER : The range is 0 ± 50 Amps. The ammeter indicates the rate of charge or
discharge of the storage batteries. With the engine running at high idle, and no load on the
electrical system, ammeter should register a charge. (needle on plus side of meter)
24. FUEL LEVEL GAUGE : This gauge indicates the fuel level in the tank. It shows E(empty),
1/4,1/2 & Full of the tank. Empty to ¼ range is indicated in Red Color. ¼ to Full range is
indicated in green color.
25. GAUGE LIGHT SWITCH : The gauge light switch provides the necessary illumination of
the instrument panel during night time operation.
26. FOG LIGHT SWITCH : This switch operates the fog lights and should be used when
visibility is poor due to fog conditions.
27. HAZARD LIGHT SWITCH : This switch operates the Hazard lights ( 4 nos. of turn signal
lights are used as hazard light ) and should be used when equipment is in parking condition.

28. RAISE SWITCH : When raise switch is pressed the body is raised to the desired position.

29. ENGINE OVER SPEED INDICATOR : This lamp indicates that engine speed is more
than the specified limit

OPERATOR CONTROLS, INSTRUMENT & INDICATORS HB4-10

 30. ALTERNATOR WARNING INDICATOR RED : This indicates the condition of
alternator. If alternator indicator is ‘ON’ when engine is operating, this indicates alternator is
fault. Alternator Warning lamp ‘OFF’ when engine is operating, indicates alternator is in
good condition.
31. ENGINE OIL PRESSURE GAUGE : The range is 0 - 10 Kg/sqcm. The engine oil
pressure gauge indicates the pressure of the engine’s lubricating system in Kg/sqcm. Normal
operating pressure after engine warm up and machine in operation should be 3 - 5 Kg/sqcm.
Pressure should be 1.2 Kg/sqcm minimum with engine idle.
32. ENGINE WATER TEMP GAUGE : The range of this gauge is 40˚ - 120˚C. The water
temperature gauge indicates the temperature of the coolant in the engine cooling system. The
temperature range after engine warms up & the machine operating under normal conditions
should be from 74˚ - 85˚C.

HB4-11 OPERATOR CONTROLS, INSTRUMENT & INDICATORS

 The Brake Light is on only when the
brake lock switch has been activated by the
operator. The light indicates that only the rear
The Parking Brake light indicates that
brakes have been applied. The brake lock
the parking brake switch has been moved to
switch is to be used only at the shovelor dump
the “On” position or thet the park brake is
area.
“On”. Do not use the parking brake while
loading or dumping.

This light indicates a malfunction within

the hydraulic brake circuit. The low brake
pressure warning light indicates that the
hydraulic pressure in the brake system is
decreasing and is below 2000 psi (13.8
Mpa).
WARNING: If this light comes “on” when the
brake pedal is depressed or comes “On”
continuously, bring truck to a safe stop as
soon as possible out of way of traffic. Move
transmission range selector to Neutral, shut
engine down, apply parking brake and call
maintenance personnel to correct problem.
This waning light indicates that the
engine coolant temperature has exceeded
200 deg.F (93 deg.C)
WARNING: If light comes on, bring truck to a
safe stop as soon as possible out of way of
traffic. MOve trransmission reange selector to
Neutral, shut engine down, apply parking
brake and call maintenance personnel to
correct problem.

WARNING: When the pressure drops to

1650psi (11.4MPa), all brakes will automati-
cally be fully applied to stop the truck.

Operator Controls, Instruments and Indicators HB4-12

 The transmission Mian Filter warning
light alerts the opearator that oil passing
through the filter elements is being restricted.
The transmission electronic control system
monitors the data supplied by the transmis-
sion filter differential pressure switch. When
filter restriction is detected, transmission
operation is limited to 1st, Neutral, or Reverse
ranges, Until the restriction is eliminated. Cold
transmission oil will produce a temporary oil
restriction, but normal transmission operation
will be restored as oil temperature rises to an
acceptable operating temperatue. If normal
transmission operation is not restored as oil
temperature rises, then transmission filter
elements are likely clogged and service is
required.
The Engine Oil Pressure Warning light
will come “On” indicating engine oil pressure
is belownormal operating range.
If light comes On, bring truck to a safe
stop as soon as possible out of way of traffic.
Shut engine down immedaitely and call main-
tenance personnel to correct problem. Seri-
ous damage may result to engine if operated
without sufficient lubricating oil pressure.
HB4-13 Operator Controls, Instruments and Indicators
The Hydraulic Oil Filter warning light
indicates that the oil passing through the filter
element is being restricted. Due to cold oil,
the light may come no at startup and remain
until the hydraulic oil is warm. Occasionally,
during operation the light may flickers on and
off; but when the light comes on and remains
on, the filters should be changed as soon as
possible.
Hydraulic Oil Temperature Waring light
will turn on if the hydraulic oil temperature
exceeds 250 deg.F (121 deg.C)
WARNING: As quickly as safety will permit ,
bring the truck to a complete stop away from
traffic, move transmission range selector to
“Neutral” apply the parking brake, and run th
eengine at high idle. Continue to run engine at
high idle until hydraulic oil Temperature
Warnig light turns off and brake oil tempera-
ture cools to below 250 deg.F (121 deg.C). If
temperature does not return to this range
within a few minutes, report the condition
immediately ot maintenance personnel and
wait for further instructions before moving
truck.
 The fan switch controls the heater/air
condition three speed blower motor the
speeds are High, Medium and Low.
The transmission Cooler Filter light
alerts the operator that oil passing through the
elements in the filter assembly is being re-
stricted. Due to cold oil, the warning light may
come on at startup and remain lit until the oil is
warm. Occasionally, during opeartion the
warning light may flivker on and off; but when
the light comes on and remains on, the filter
should be changed as soon as possible.

The low Accumulator Precharge warn-

ing light indicates a low sterring accumulator
nitrogen; precharge. If the nitrogen precharge
within the accumulators falls below 850 psi
(5.9 Mpa) the warning light will illuminate . Temperature Control Knob
Stop the truck. Do not attempt further opera-
tion until the accumulator has been recharge The push/pull knob controls the amount of hot
to 1050+/-25 psi (7.2-7.5Mpa). water that will flow through the heater core to
heat the air as it passes through the core and
circulates through the cab.

Operator Controls, Instruments and Indicators HB4-14

Louvers
The louvers can be rotated or adjusted
to direct the flow of air to any part of the cab for
the operator’s comfort.
Heater/Air conditioner Switch
The heater/air conditioner switch is a
three position toggle switch. When the switch
is moved to the “Heat” position; the blower
motor is “ON” and can be controlled by the three
position fan switch. If the switch is moved to
the air conditioning position, the compressor
magnetic clutch is turned “ON” and the com-
pressor will deliver R-12 refrigerant to the
evaporator coil in the heater/air conditioner unit
in the cab.
pedal which allows the operator to apply the rear,
oil cooled brakes only; the front brakes are not
applied. The retarder should be used to control
the speed of the truck and for non-emergency
stops whenever speed and load conditions per-
mit.
Brake Pedal:
The brake pedal is a foot operated pedal
controlling a hydraulic valve, which applied both,
the front dry disc brakes and the rear wet disc
brakes. The service brakes should be used to
slow or stop the truck whenever safety and/or
truck speed/load conditions exceed the capa-
bility of the retarder.

Air-Conditioning Temperature Control

The thermostatic switch controls the tem-

perature of the air entering the truck cab. The
control is set by the operator as desired.

Inside/ Outside Air Control Knob:

The inside/outside air control knob is connected

to a vent, which allows either outside or inside
air to be circulated through the heater assem-
bly. Pulling the knob out permits inside air to
be recirculated through the heater. Pushing the
knob all the way in permits outside air to be
circulated through the heater assembly.

Steering Column and controls

The steering column will tilt up and down

and telescope in and out to provide a comfort-
able drive position for the operator, or move up
and away for easy entry and exit.

Retarder pedal

The Retarder Pedal is a foor operated

HB4-15 Operator Controls, Instruments and Indicators
 Range Selector (46)
The lever-type range selector has eight positions
(R2, R1, N, D, 5, 4, 3, 2, and 1). To change
positions, release the range holding mechanism
on the lever (just below the knob) and move lever to the
desired range.
"N" NEUTRAL - used when starting engine. The truck
cannot be started unless the Range Selector is in Neutral
position.
"R1/R2" REVERSE - use this position to back the truck.
The Reverse Warning Horn is activated when this gear is
selected.
COMPLETELY STOP the truck before
shifting from FORWARD to REVERSE or
vice-versa.
FIGURE 5-3. RANGE SELECTOR
"D" Drive - position. The transmission will shift to fist
11. Range Selector Knob
gear and as truck speed increases, the transmission
12. "Do Not Shift" Light
will automatically up shift through each gear to sixth gear
operation. As the truck slows down, the transmission
will automatically downshift to the correct gear.

5,4,3,2 - positions. Road and load conditions sometimes
make it desirable to limit the automatic shifting to lower
range. These positions provide greater engine braking
on grades. The transmission will not shift above the
highest gear selected. When conditions improve, select
position D for full range operation.
1-Use this gear when pulling through mud and deep snow,
or when maneuvering in tight spaces, when driving up or
down steep grades where maximum driving power and
maximum engine braking is needed.
NOTE : As engine and ground speed increases, the
transmission will automatically Up shift to the gear range
required up to the highest range selected. How ever,
DOWNSHIFTS will not occur, regardless of gear range
selected, until engine and ground speed are reduced,
until engine and ground speed are reduced to match the
next lower gear range requirements.
Do Not Shift Light (47)
This light comes on anytime the on-board computer finds
a potentially serious problem in the system. The computer
will cause the transmission to lock-in-gear and also to
disengage the lockup clutch. These actions by the
computer reduces the possibility of damage to the truck
and transmission. The hold-in-gear feature prevents up
shifts and downshifts when a problem is detected in the
operation of the transmission to continue to operation in
the gear it was in at the time the DO NOT SHIFT light
and buzzer came "On". Selection of a different gear range
will have on effect on the transmission. The hold-in-gear
circuit is released when the engine is shut-off. It the
problem causing the DO NOT SHIFT light is still present
when the engine is restarted, the transmission will be in
"Neutral" and will remain in "Neutral" until the problem is
corrected.
RESET PROCEDURE
When the DO NOT SHIFT LIGHT and / or CHECK Trans
light (on instrument panel) comes "On", the system can
be cleared, or reset, bring the vehicle to a stop at a safe
location and shutdown engine. Wait about 10 seconds
and restart engine. If the problem is temporary, the DO
NOT SHIFT (11) and CHECK TRANS lights will not come
back "On" and the truck can be operated in a normal
manner.

Operator Controls & Instrument Panel N5-11

TURN SIGNAL SWITCH

Right turn The turn signal switch used when the vehicle changes its traveling direction. To activate the left
side turn signal lamp the switch lever is moved towards the operator. To activate the right side
turn signal lamp, the switch lever is moved forward away from the operator.
Left turn With the afore mentioned operation the respective lamps starts to blink. Simultaneously, the
signal pilot lamp on the instrument panel starts to blink.

HORN BUTTON
Depress the button at the end of the turn signal lever to actuate the horn.

N5-12 Operator Controls & Instrument Panel

THROTTLE PEDAL
The Throttle Pedal (1, Figure 5-7) is a foot operated pedal
which allows the operator to control engine RPM. The
treadle is mechanically connected by cable to the engine
fuel pump. The movement of the fuel pump lever
corresponds directly to travel of the pedal as it is applied
by the operator. The fuel pump lever controls fuel to the
engine to control engine RPM. When the pedal is
released, the return spring returns the pedal and fuel lever
to their original position and the engine speed returns to
low idle.

Removal
1. Remove cotter pin (3, Figure 58) and clevis pin
(2) from clevis (4).
2. Remove cable anchor (1) and separate cable from
pedal assembly.
3. Roll cable in a loop and position it in an out-of-
the way place.
4. Remove cap screws, lock washers and nuts FIGURE 5-7. THROTTLE PEDAL ASSEMBLY
holding pedal assembly to cab floor.
5. Remove pedal assembly to maintenance area for
inspection and repair.

Installation
1. Install pedal assembly on cab floor using cap
screws, lock washers and nuts. Tighten cap
screws to standard torque.
2. Inspect control cable for corrosion and any
deterioration that could cause the cable to bind.
Replace if necessary.
3. Install cable clevis (4) into pedal assembly. Insert
clevis pin (2) and cotter pin (3) into place.
4. Tighten jam nut to secure clevis in place.
5. Secure cable onto pedal assembly by installing
cable anchor (1) in place.
6. Check operation of linkage and adjust if
necessary. Refer to Section C, "Engine
Components" for cable adjustment.

FIGURE 5-8 CONTROL CABLE REMOVAL

1. Cable Anchor 3. Cotter Pin
2. Clevis Pin 4. Clevis

Operator Controls & Instrument Panel N5-13

1. Bearing 9. U-Bolt 17. Bracket 25. Bolt
2. Clip 10. Lock washer 18. Cap screw 26. Nut
3. Pin 11. Nut 19. Nut 27. Bolt
4. Block 12. Lever 20. Washer 28. Travel Stop
5. Spring 13. Fork 21. Hanger 29. Clevis
6. Pin 14. Pedal 22. U-Bolt 30. Cotter Pin
7. Spring 15. Pin 23. Shim 31. Clevis Pin
8. Bracket 16. Spring Clip 24. Nut

Disassembly 4. Remove nuts (110) and lock washers (10) from

U-bolt (9) and bracket (8).

NOTE : Orientation of the cable hanger assembly during
disassembly to insure correct cable routing when
installed.
1. Remove Spring Clip (5, Figure 5-9) from pin (3)
and remove pin (3) from block (4) and pedal.
2. Remove spring slip (16) from pivot pin (15) and
separate pivot pin from pedal (14).
3. remove block (4) from fork (push-rod) (13).
5. Separate fork (13) from pedal base and remove
bellows (32).
6. Remove clip (2) from plate hanger (21). Separate
bearing (10, lever (12) and spring (7) from pate
hanger. Remove bolt (27) and travel stop (28)
from lever (12).
7. Remove spring clip (5) from pin (6) and separate
fork from lever (12).

N5-14 Operator Controls & Instrument Panel

Inspection
1. Wash all parts in cleaning solvent and blow dry.
2. Check bellows (32) for cracks or cuts.
3. Inspect all parts for excessive wear.
4. Check spring (7) for corrosion.
5. Replace any damaged or worn components.
Operator Control & Instrument Panel
Assembly
1. Mount fork (13, Figure 509) to lever (12) using
pin (6) and spring clip (5).
2. Assemble plate hanger (21), bearing (1), spring
(7) and lever (12) together and secure in position
with clip (2). Mount bolt (27) and travel stop (28)
to lever, if removed.
3. Mount rubber bellows (32) on pedal base and lever
(12) assembly to pedal base using U-bolt (9),
bracket (8), lock washers (10) and nuts (11).
Tighten nuts securely.
4. Mount plate hanger (21) and lever (12) assembly
to pedal base using U-bolt (9), bracket (8), lock
washers (10) and nuts (11). Tighten nuts
securely.
5. Thread block (4) onto fork (push-rod) (13).
6. Mount pedal (14) onto pedal base using pivot pin
(15) and spring clip (16).
7. Slide pin (3) through block (4) and pedal and install
mount spring clips (5).
8. Lubricate treadle mechanism with a light weight
oil and check operation of unit.
N5-15
 NOTES

N5-16 Operator Control & Instrument Panel

LUBRICATION & SERVICE
 SECTION P
LUBRICATION AND SERVICE
INDEX

LUBRICATION AND SERVICE.......................................................................................................................P2-1

LUBRICATION SPECIFICATIONS CHARTS.....................................................................................................P2-1

SERVICE CAPACITIES...........................................................................................................................P2-1
ANTI-FREEZE SPECIFICATIONS.............................................................................................................P2-1
OIL AND GREASE SPECIFICATIONS......................................................................................................P2-2

10 HOUR LUBRICATION AND MAINTENANCE CHECKS.................................................................................P2-3

100 HOUR LUBRICATION AND MAINTENANCE CHECKS...............................................................................P2-5
250 HOUR LUBRICATION AND MAINTENANCE CHECKS................................................................................P2-7
1000 HOUR LUBRICATION AND MAINTENANCE CHECKS.............................................................................P2-9
5000 HOUR LUBRICATION AND MAINTENANCE CHECKS.............................................................................P2-11

Index P1-1
 LUBRICATION AND SERVICE
Preventive Maintenance will contribute to the long life Periodic routine maintenance should include a thorough
and dependability of the DUMP truck and its components. cleaning and washing of the complete truck. Periodic
The use of proper lubricants and the performance of thorough cleaning is necessary to keep breathers free of
checks and adjustment at recommended intervals is most mud build-up, linkage free moving, and to allow for careful
important. inspection of all components (including main frame) for
evidence of cracks, deterioration of rubber parts (deck
The service intervals presented here are in hours of
bushings) and leakage. Local conditions should dictate
operation and are recommended intervals in lieu of an oil
the frequency of such periodic cleaning and inspection,
analysis program which may determine different intervals.
but every 1,000 hours should be considered a minimum.
However, if truck is being operated under extreme
conditions, some or all of the intervals may need to be Refer to manufacturer's service manual when servicing
shortened and the service performed mere frequently. the engine or any components of the Allison transmission
system.
Lubrication requirements are referenced to the lube key
210M SERVICE CAPACITIES found in the Truck Lubrication Specifications Chart. For
detailed service requirements for specific components,
Gallons Liters refer to the service manual section for that component
(i.e. Section "G" for Final Drive, Section "H" for
Cooling System 48 181.7 Suspensions, etc).
Crankcase-Cummins 14.2 53.8
(includes lube oil filters)
Hydraulic System (incl tank) 144 545
Hydraulic Tank 95 360
Fuel Tank 203 770 GREASE
Final Drive 56 212.2
Front Spindle - 6.5Kg
Transmission 22 83.4

COOLING SYSTEM
ANTI-FREEZE RECOMMENDATIONS
Ethyl one Glycol Permanent Type Anti-Freeze

Percentage of Protection to:

Anti-Freeze 0
F 0
C
10 +23 -5
20 +16 -9
25 +11 -11
30 +4 -16
35 -3 -19
40 -12 -24
45 -23 -30
50 -34 -36
55 -48 -44
60 -62 -52

Use only antifreeze that is compatible with engine as

specified by engine manufacturer.

Lubrication and Service P2-1

P2-2 Lubrication and Service
 10 HOUR (DAILY) INSPECTION
Prior to each operating shift, a "walk around" inspection Truck Serial Number ____________________________
should be performed. Check the truck for general Site Unit Number _______________________________
condition. Look for evidence of hydraulic leaks; check
all lights and mirrors for clean and unbroken lenses; check Date: _______________ Hour Meter _______________
operator's cab for clean and unbroken glass; check frame, Serviceperson Name ____________________________
sheet metal and body for cracks. Notify the proper
maintenance authority if any discrepancies are found.
Give particular attention to the following:

COMMENTS 9'D INITIALS

CHECK ALL FLUID LEVELS
a. Engine oil-
NOTE: Refer to engine manufacturer service manual
for oil recommendations.
b. Radiator- Check coolant level and fill with proper
mixture as shown in Cooling System
Recommendation Chart.
c. Battery -Check electrolyte level and add water if
necessary.
d. Hydraulic tank - Check oil level in tank, add if
necessary. Lube key "D", C-4 hydraulic fluid.
NOTE : Check hydraulic oil level with truck level, engine
idling, body down, and oil warm. Oil should be visible in
sight glass.
-DO NOT OVERFILL-
Check that breathers are open to atmosphere.
Remove any debris or mud build-up.
e. Transmission
Check oil level. If necessary, add oil. Refer to Section
"F" for "Transmission Fill instructions". Lube Key
"D", C-4 hydraulic fluid.
NOTE: Check transmission oil level with truck level,
engine running, oil at operating temperature, and
transmission in neutral. Oil level should be not more
than half full in sight glass of just trickle from top (full)
petcock (or should be just below the Full mark). DO
NOT OVERFILL.
f. Fuel Tank- Fill as required.
g. Final drive- Check oil level in sight glass. Truck
should be on level surface; oil should fill sight
glass.
Check that breather is open to atmosphere.
Remove any debris or mud build-up.

Lubrication and Service P2-3

 10 HOUR (DAILY) INSPECTION
(Continued)
AIR CLEANERS
COMMENTS 9'D INITIALS
a. Check service indicator. If indicator shows red,
replace with clean filters. Reset indicator by
pressing button on top of indicator.
b. Empty air cleaner dust cups. See Section "C" of
the service manual. Remove and empty air
cleaner dust cups.

DRIVE BELTS
a. Check alternator and fan belts for proper tension
and condition.
b. Inspect for alignment.

ENGINE AND TURBOCHARGERS

Inspect for leaks, vibrations or odd noises.

TIRES

After each wheel mounting operation, recheck wheel

mounting cap screw tightness after about five hours
operation. Check again at the end of the shift and
then periodically until all cap screws hold at the
prescribed 300 ft. lbs. (407 N.m) torque. This
requirement is prescribed for both front and rear
wheels.
a. Inspect for proper inflation and wear.
b. Inspect for debris embedded in cuts or tread.

LUBRICATION
a. Panhard Rod-Grease pins and bushings at
grease fittings. Lube Key "E". (2 pts.)
b. Final Drive Pivot Pin - Grease bushing at
grease fitting. Lube Key "E". (1pt.)
c. Body Hinge Pins- Grease pins and bushings at
grease fittings. Lube Key "E" (2pts.)
d. Hoist Cylinder Pivots - Grease pins and
bushings at grease fittings. Lube Key "E" (4pts)
e. Steering Ball Studs / Pivot and Tie Rod -
Grease bearings and pins at grease fittings. Lube
Key "E". (6pts)
f. Suspension Bearings- Grease pins and
bushings at grease fittings. Lube Key "E" (4pts)

P2-4 Lubrication and Service

 100 HOUR LUBRICATION AND MAINTENANCE CHECKS
NOTE: 10 Hour service should be included with the Truck Serial Number ____________________________
following:
Site Unit Number ________________________________

Date: _________________ Hour Meter ______________

CAB
Service person Name ____________________________
a. Steering Column Linkage- Use hand gun and
lubricate with grease. Lube Key "E". (2pts)
b. Cab Door Hinges - Oil hinges as necessary.
Lube Key "AA" (Sae 10 W). Check door & COMMENTS 9'D INITIALS
windows for proper operation, corrects as
required.
c. Cab Air Filter - Clean or replace.
d. Cab Mounts - Check rubber cab mounts,
replace as required.
e. Outside Mirrors And Lights - Check for
damage and operation, repair as required.
f. Instrument Panel- Check instruments for
proper operation. Verify operation of all lights
and warning devices. Check alternator charging
rate. Correct as required.

THROTTLE CABLE LINKAGE -

Oil linkage with Sae 10w oil (Lube Key "AA").

BRAKES -
Check hydraulic brake control valve, brake
calipers, brake pads, hoses and tubes for leaks
or wear, repair as required.

U-JOINTS / DRIVE SHAFTS-

Use hand gun and lubricate at grease fittings
on the cross and beating assemblies and
splines. Lube Key "E" (6pts)

FUEL TANK -
Drain water and sediment from fuel tank.

HYDRAULIC TANK BREATHER -

Remove spin-on breathers and check breathers for
cleanliness. Replace as necessary.

Lubrication and Service P2-5

 100 HOUR LUBRICATION AND MAINTENANCE CHECKS
(continued)

FINAL DRIVE - COMMENTS 9'D INITIALS

Check oil level. Add oil as required. Lube Key "C".

FINAL DRIVE BREATHER _

Remove and clean.

REAR HYDRAIR SUSPENSION-

Grease bearings. Lube Key "E". (4pts).

SUSPENSIONS -
Check suspension cylinders for leaks (more than
50% of dirt ring washed away). Check for proper
extension. Refer to service manual, Section "H" if
servicing is required.

P2-6 Lubrication and Service

 250 HOUR LUBRICATION AND MAINTENANCE CHECKS

NOTE : 10 Hour and 100 Hour service should be included Truck Serial Number _____________________________
with the following:
Site Unit Number _______________________________

ENGINE Date: ________________ Hour Meter ______________

a. Crankcase Oil - Change engine oil (use Lube Service person Name ____________________________
Key "A" on Lubrication and Specification chart)
and corrosion filters. COMMENTS 9'D INITIALS
b. Lube Oil Filter- Change.
c. By-Pass Filter - Change.
d. Other Engine Checks -
“ Remove primary air filters if Indicator shows RED.
Clean or replace as required.
“ Change safety filter when green dot disappears
from wing nut on safety element. If safety element
is disturbed, replace O-ring seal.
“ Check air filter cover gasket, replace as required.
“ Check radiator, water pump, hoses and pipes
for leaks, replace or repair as required.
“ Check cooling system for correct coolant
mixture. Add mixture as required.
“ Check exhaust manifolds, gaskets, pipes &
exhaust box for leaks, repair as required.
“ Check lubrication hoses and pipes for leaks,
replace or repair as required.

FUEL FILTER AND STRAINER -

Change filter and strainer element.

HYDRAULIC FILTERS -
Change 2 filter elements.

OTHER CHECKS AND ADJUSTMENTS-

Check hydraulic tank, lines, valves and cylinders
for leaks and/or wear, repair as required.
Check orbitrol steering control unit for binding,
steering column for excess play, hoses and
tubes for wear or leaks, steering cylinders for
excessive play or leaks, repair as required.
Check parking brake actuator, hoses and tubes
for leaks or wear, repair as required.
Check parking brake adjustment (lining and
linkage), adjust/ repair as required.

Lubrication and Service P2-7

 300 HOUR MAINTENANCE CHECKS

ENGINE : Truck Serial Number ____________________________

a. Lube oil filter - change Site Unit Number _______________________________
b. By-pase filter - change
Date: _______________ Hour Meter _______________
c. Crank case oil - Change
Service person Name _________________________

FUEL FILTER AND STRAINER : COMMENTS 9'D INITIALS

Change filter and strainer element.

NOTES

P2-8 Lubrication and Service

 1000 HOUR LUBRICATION AND MAINTENANCE CHECKS
NOTE : All 10, 100, and 250 hour service points should Truck Serial Number ____________________________
be included with the following ;
Site Unit Number ______________________________

ENGINE - Date: __________________ Hour Meter ____________

Remove and clean breather elements.
Service person Name ___________________________
Check engine mounts, repair as required.
Adjust / replace fuel injectors as required.
Adjust intake and exhaust valves as required
COMMENTS 9'D INITIALS
(Cummins recommends 1500 hours).

FUEL TANK -
Remove breather and clean in solvent. Dry with air
pressure.
Drain water and sediment from fuel tank.

TRANSMISSION-
Remove and clean magnetic plug and drain
transmission oil.
Remove and clean sump strainer.
Remove, clean, oil and replace breather.
Refill transmission oil. Lube Key "D".

TRANSMISSION FILTERS -
Change transmission oil and oil cooler filter elements.

HYDRAULIC TANK -
Drain hydraulic oil. Remove, clean magnetic plug.
Change filter elements. Refill with oil. Use Lube Key
"D", C-4 hydraulic fluid.

HYDRAULIC TANK BREATHER -

Install new breather.

FINAL DRIVE -
Change final drive oil. Lube Key "C". fill final drive
housing at rear fill plug unit oil level is at bottom of fill
hole. Oil must flow from center housing out to both
planetariums; add oil until level is maintained at
bottom of hole. Allow approximately 15 minutes for
proper fill.
NOTE : Long, high speed runs and high operating
temperature may require a more frequent change
interval.

Lubrication and Service P2-9

 1000 HOUR LUBRICATION AND MAINTENANCE CHECKS
(Continued)

OTHER CHECKS AND ADJUSTMENTS -

COMMENTS 'D INITIALS
Check and record hydraulic pressures:
- Steering pressure RH and LH- 2750 psi (19.0
Mpa).
- Hoist up pressure - 2750 psi (19.0 Mpa).
- Hoist down pressure - 1000 psi (6.9 Mpa)
- Hoist valve pilot pressure - 125 psi (0.9 Mpa).
- Brake pressure - all wheels.
- Correct hydraulic pressure as required.
- Check Rear Oil Brake Disc Wear (Use tool
installed; Refer to service manual, Section "J",
Rear Wet Disc Brakes)
- Check steering and brake accumulator
precharge pressure - 1050 psi (7.2 Mpa).

NOTE : SERVICE ACCUMULATORS WITH

DRY NITROGEN ONLY.

NOTE : For specific check out procedures or

additional information, refer to service manual.

P2-10 Lubrication and Service

 5000 HOUR LUBRICATION AND MAINTENANCE CHECKS

NOTE : All 10, 100, 250, and 1000 hour service points Truck Serial Number ____________________________
should be included with the following:
Site Unit Number _______________________________
Date: _______________ Hour Meter _______________
FRONT WHEELS -
Service person Name ____________________________
Remove Grease and check bearing preload as cover
Section "G" of the Service Manual. Use Lube Key
"E". COMMENTS 'D INITIALS

AIR CLEANER -
Clean the Dona clone Tubes in the pre-cleaner section
of the air filter. Use low pressure cold water or low
pressure air to clean tubes.
NOTE : Do not use a hot pressure washer or high
pressure air to clean tubes because pre-cleaner tubes
will distort.

STEERING CONTROL FILTER -

Change or clean in-line filter at orbitrol steering control
unit inlet line.

RADIATOR-
Clean cooling system with a quality cleaning
compound. Flush with water. Refill system with
antifreeze and water solution. Check Cooling system
recommendation chart for correct mixture. Maintain
cooling system according to engine manufacturer's
recommendations.

NOTE : For additional or more specific information,

refer to service manual.

Lubrication and Service P2-11

 NOTES

P2-12 Lubrication and Service

ALPHABETICAL INDEX
 SECTION Q
ALPHABETICAL INDEX
A B (Cont'd)
Accumulator
Brake.........................................................L6-1
Shuttle Valve................................................J2-2
Steering.....................................................L6-1
Actuator, Park Brake..........................................J7-2
Air Cleaner Engine............................................C5-1
Pre-cleaner Section....................................C5-4
Air Conditioning Circuit......................................D3-7
Air Conditioning System...................................M9-1
Charging............................................... M9-20
Components............................................ M9-3
Discharging..............................................M9-13
Evacuating.............................................. M9-19
Repair..................................................... M9-15
Servicing...................................................M9-6
Troubleshooting.......................................M9-22
Alternator.........................................................D2-3
Automatic Positive Locking Differential.............M12-1
Auxiliary Manifold..............................................L7-2
B Charts
Backup Horn...................................................D4-5
Backlash Adjustment, Ring and Pinion.............G5-12
Ball Stub Bearing.............................................G3-5
Battery
Charging Circuit........................................ D2-5
Charging Components................................D2-6
Equalizer...................................................D2-1
Bearing, Front Wheel Adjustment......................G3-2
Bleed down Solenoid Valve............................... L4-3
Body Pads..................................................... B3-3
Body Pivot Pins...............................................B3-2
Body Position Indicator.....................................B3-4
Body-Up Limit Switch Adjustment......................B3-4
Body Up Pin.....................................................B3-3
Brake, Parking.................................................. J7-1
Brakes, Service
Accumulators..............................................J2-2
Bleeding (Front)............................................J5-4
Bleeding (Rear)...........................................J6-13
Brake Lock (Circuit) ................................... D3-2
Brake Lock Shuttle Valve..............................J2-3
Brake Lock Valve.........................................J2-3
Caliper Repair..............................................J5-2
Circuit........................................................ J2-1
Alphabetical Index
Brakes, Service (Cont,d)
Disc (Front).................................................G3-2
Disc Pack Thick nesses (Rear).....................J6-12
Lining Replacement.......................................J5-1
Manifold.......................................................J2-3
Pressure Warning Switch...............................J2-3
Rear Brake Shuttle Valves.............................J2-5
Treadle Valve, Service....................................J3-2
Treadle Valve, Retarder.................................J3-10
Burnishing, Park Brake........................................J7-4
Burnishing Procedures (Front)..............................J5-4
C
Cab...................................................................N2-1
Heater.........................................................N4-4
Calipers, Front....................................................J5-1
Carrier Bearing...................................................G5-12
Cautions and Warnings.......................................A4-1
Metric Conversions.......................................A5-1
Standard Torques........................................ A5-1
Check Valves, Hoist Circuit..............L7-2, L1-9, L10-10
Circuits (Electric)
Air Conditioner..............................................D3-6
Auto / Manual (Transmission)........................D3-2
Backup, Horn...............................................D4-5
Battery, Charging...................................D2-3, 4-3
Brake Lock..................................................D3-2
Control Power...............................................D4-5
Gauge & Tachometer....................................D3-3
Heater..........................................................D3-7
Hoist Control................................................D3-1
Hoist Interlock.............................................D4-5
Hour meter...................................................D3-3
Indicator, Warning Light.................................D3-3
Light............................................................D3-6
Speedometer...............................................D3-3
Starter................................................D3-8, D4-5
Transmission Control.....................................D4-1
Windshield Wiper.........................................D3-1
Controls, Operator............................................. N5-1
Cooling System.................................................C3-1
Q1-1

D H (cont'd)
Differential................................................G5-3, G3-5
Automatic Positive Locking Differential.........M12-1
Deck Structure.........................................B2-1, N2-3
Dump Body.......................................................B3-1
E
Electrical Schematic....................................Section R
Electrical Supply System....................................D2-1
Element, Washing..............................................C5-3
Emergency Apply Valve.......................................J2-3
Engine...............................................................C4-1
Oil Pressure Switch.....................................D3-3
Shut-Down Circuit........................................D3-6
F Steering Brake Pump Repair..........................L6-7
Filter Air
Cleaning.......................................................C5-3
Replacement.................................................C5-1
Final Drive..........................................................G5-1
Final Drive Driveline.............................................F5-1
Final Drive Planetariums & Wheel hub..................G6-1
Floating Ring Seal..............................................J6-7
Seal Carrier Dimension..................................J6-3
Front Wheel Hub &Spindles................................G3-1
Fuel Tank...........................................................B4-1
Hour meter/Tachometer Circuit.............................D3-3
Hot Start...........................................................M7-1
Hub, Front Wheel.............................................. G3-1
HYDRAIR Suspension
Charging.......................................................H4-1
Front............................................................H2-1
Rear.............................................................H3-1
Spherical Bearing (Rear)...............................H3-4
Hydraulic
Circuit Description.........................................L2-1
Diagram..............................Schematics, Section R
Filter Pressure Switch.................................L3-12
Hydraulic Filter (s).........................................L3-10
Pump Specifications .....................................L6-21
Steering Circuit..............................................L4-1
System........................................................L2-1
Tank.............................................................L3-9
Breathers..............................................L3-10
I
Indicator Light Circuit..........................................D3-3
Instrument Panel.................................................N5-1
K
Key switch........................................................D4-6

G
Gauges..............................................................N5-1
Gauge, Circuit...................................................D3-2 L
Grille & Hood.....................................................C3-2 Light Circuit........................................................D3-6
Low Brake Pressure Detection Module..................J3-1
H Low Pressure Sensing Valve.................................J2-2
Heat Exchanger ................................................C3-4 Lubrication.........................................................P2-1
Heater Circuit....................................................D3-6
Heater, Cab.......................................................N4-4
Water Control Valve.....................................N4-4 M
Hoist Auxiliary Manifold.......................................L7-2 Manifold, Brake....................................................J3-1
Hoist Circuit........................................................L8-1
Manifold, Stop Light and Tee.................................J2-5
Hoist Circuit Checkouts.....................................L10-6
Hoist Circuit Pressures......................................L10-7 Manual / Auto Maintenance Switch.......................D4-5
Hoist Circuit Operation.........................................L7-1 Metric Conversion Chart......................................A5-1
Hoist Cylinder......................................................L8-4
N
Hoist Over center Valve........................................L7-2
Nitrogen Charging, Accumulators..........................L6-1
Hoist Pump........................................................L3-1
Nitrogen Charging, Suspensions..........................H4-3
Hoist Valve..........................................................L8-1
Hoist Valve Pilot Pressure..................................L10-6
Horn Circuit........................................................D3-1

Q1-2 Alphabetical Index

 O R
Oil Cooled Disc Brakes (Rear)..............................J6-1
Bleeding Procedure (Rear)............................J6-13
Brake Disc Wear Indicator.............................J6-14
Brake Circuit.................................................J2-1
Circuit Check-Out Procedure .........................J4-1
Circuit Component Service.............................J3-1
Diagram (Hydraulic).............Schematics, Section R
Disc Pack Specifications.............................J6-12
Heat Exchanger............................................C3-4
Oil Temperature Warning Switch....................D3-5
Piston...........................................................J6-6
Return Spring Specifications..........................J6-6
Oil Cooled Disc Brakes (cont'd)
Seal Assembly / Installation...........................J6-7
Oil Pressure Gauge, (Engine)..............................D3-3
Oil Pressure Sensor............................................D3-3
Oil Pressure Switch............................................D3-3
Operators Cab....................................................N2-1
Seat.............................................................N4-1
Operator Controls...............................................N5-1
Retarder Operation........................................N5-8
Throttle Pedal............................................N5-13
P Steering Control Valve..........................................L5-1
Panel, Instrument................................................N5-4
Panhard Rod Bearing..........................................G4-3
Park Brake..........................................................J7-1
Park Brake Actuator............................................J7-2
Park Brake Circuit..............................................D3-2
Parking Brake-Hoist Valve Circuit........................L7-2
Power Down Pressure.......................................L10-7
Power Take-Off...................................................F4-1
Pressure Relief Valve, Adjusting..........................L10-7
Pump, Hoist.......................................................L3-1
Pump, Steering..................................................L4-1
Q Switch, Brake Pressure Warning........................ J2-5
Quick Fuel Systems...........................................M5-1
Alphabetical Index
Radiator.............................................................C3-1
Radiator Shutters..............................................M19-1
Relay Box..........................................................D4-6
Rear Brake Shuttle Valves....................................J2-5
Rear Wet Disc Brakes.........................................J6-1
Retarder Operation.............................................N5-8
Retarder Treadle Valve........................................J3-10
Retarder Hydraulic Filter (s).................................L3-10
S
Safety Rules......................................................A3-1
Seat, Operators..................................................N4-1
Service Brake, Treadle Valve................................J3-2
Shutters, Radiator.............................................M19-1
Shuttle Valves, Rear Brake..................................J2-5
Solenoid, Start...................................................D4-6
Special Tools.....................................................M8-1
Specifications.....................................................A2-1
Speedo meter....................................................D3-3
Spider Gear.......................................................G5-8
Spindle..............................................................G3-1
Start Solenoid.....................................................D4-6
Starter,24V.........................................................D3-8
Steering Bleed down Circuit.................................D3-5
Steering Circuit....................................................L4-1
Steering Cylinders...............................................L4-3
Steering Pressure Switch.....................................L4-3
Structures
Body Pads...................................................B2-1
Body Pivot Pins............................................B2-1
Body Position Indicator.................................B3-4
Body- Up Pin...............................................B3-3
Cowl and Hood.............................................B2-1
Decks..........................................................B2-1
Dump Body..................................................B3-1
Fuel Tank.....................................................B4-1
Liner Plates / Body Repair..............................B3-4
Rock Ejectors..............................................B3-4
Switch, Body-Up Limit................................B3-4, D3-5
System, Electrical...............................................D2-1
Q1-3
 T V
Tachometer Circuit..............................................D3-3
Tank, Hydraulic...................................................L3-9
Tank, Fuel..........................................................B4-1
Throttle Control Pedal.......................................N5-13
Tires and Rims..................................................G2-1
Front...........................................................G2-3
Rear............................................................G2-4
Removal......................................................G2-2
Tire Matching...............................................G2-5
Toe-In Adjustment..............................................G3-6
Torque Chart, Standard.......................................A5-1
Transmission.......................................................F2-1
Transmission Circuit Components........................D4-6
Check Light.................................................D4-1
"Do Not Shift" Light.......................................D4-1
Transmission Control Circuits..............................D4-3
Transmission Drive Line.......................................F5-1
Transmission Filter..............................................F2-4
Transmission Heat Exchanger..............................F3-1
Troubleshooting
Air Conditioning............................................M9-22
Brake System..............................................J2-5
Hydraulic System.......................................L10-8
Q1-4 Alphabetical Index
Valves
Accumulator Charging Valve..........................L6-4
Accumulator Discharging Valve..................... J2-2
Accumulator Shuttle Valve........................... J2-2
Auxiliary Valve Adjustment..........................L10-6
Brake Lock Shuttle Valve..............................J2-3
Brake Lock Solenoid Valve............................J2-3
Brake Manifold Shuttle Valve .........................J2-3
Check Valves, Hoist circuit......L7-2, L10-9, L10-10
Emergency Apply Valve................................J2-3
Hoist Valve...................................................L8-1
Low-Pressure Sensing Shuttle.......................J2-2
Over center Valve.........................................L7-2
Pressure Reducing Valve..............................L7-2
Retarder Treadle Valve.................................J3-10
Service Brake Treadle Valve..........................J3-2
Shuttle Valves
Accumulator Shuttle Valve........................J2-2
Brake Lock Shuttle Valve.........................J2-3
Rear Brake Shuttle Valves........................J2-5
Service brake/Retarder Shuttle Valve.........J2-4
Steering Bleed down Solenoid Valve....................D3-5
Steering Control Valve.........................................L5-1
W
Warning Lights.........................................D4-5, N5-9
Warnings and Cautions......................................A4-1
Warning Light Circuit..........................................D3-3
Wet Disc Brakes, Rear.......................................J6-1
Wheel Hub Removal, Rear..................................G6-1
Wheel Speed Disc Brake....................................J5-1
Windshield Washer............................................D3-1
Windshield Wiper Circuit.....................................D3-1